SECTION 2

SYSTEM

CONTENTS
Group 1 Control System
Outline .....................................................T2-1-1
Engine Control .........................................T2-1-2
Pump Control ...........................................T2-1-8
Other Controls........................................T2-1-12

Group 2 Front Control System

Outline .....................................................T2-2-1
Front Function Control..............................T2-2-2

Group 3 Hydraulic System

Outline .....................................................T2-3-1
Main Circuit ..............................................T2-3-2
Pilot Circuit.............................................T2-3-10

Group 4 Electrical System

Outline .....................................................T2-4-1
Power Source Circuit (Key Switch:OFF) ...T2-4-2
Bulb Check Circuit (Key Switch:ON) .........T2-4-3
Preheat Circuit (Key Switch:Heat) ............T2-4-4
Engine Start Circuit (Key Switch:Start) .....T2-4-6
Charging Circuit (Key Switch:ON).............T2-4-8
Surge Voltage Prevention Circuit ............T2-4-11
Accessory Circuit ...................................T2-4-12
Engine Stop Circuit.................................T2-4-13

197T-2-1
(Blank)

197T-2-2
 SYSTEM / Control System
OUTLINE

A microcomputer built-in main controller (MC) monitors

and regulates all machine operations. The MC re-
ceives signals from the engine control dial and other
various sensors and switches. Then, the MC proc-
esses these signals and sends out control signals to
actuate the EC motor, and various kinds of solenoid
valve to control machine operation as described below.

NOTE: EX75UR-5 has the front function control

system besides the control systems ex-
plained herein. (Refer to the Front Function
Control System in T2-2.)

• EC Sensor → → EC Motor Ÿ Speed Control

• Engine Control Dial → (Engine Control) Ÿ E mode Control
Ÿ Auto-Idle Control
Ÿ Engine Learning
• Pressure Switch →
(Travel, Front Attachment, MC → Pump Control Ÿ Pump Swash
and Swing) Solenoid Valve Angle Control
• Auto-Idle Switch → (Pump Control) Ÿ Travel Mode Control
• Learning Plug / Receptor →
Connector
• E Mode Switch → → Travel Mode Ÿ Travel Mode Control
• Key Switch → Solenoid Valve
• Travel Mode Switch → (Valve Control)
→ Auto Air Bleed Ÿ Auto Air Bleed Control
Solenoid Valve
(Other Function
Control)

T2-1-1
 SYSTEM / Control System
ENGINE CONTROL

Speed Control
Function: The engine speed is controlled in re-
sponse to the engine control dial rotation
angle.

Operation: The engine control dial signals in re-

sponse to the dial rotation angle to the
MC. The MC drives the EC motor to move
the governor lever, controlling the engine
speed. The EC sensor checks the EC mo-
tor rotational position and feeds it back to
the MC, allowing the MC to correctly op-
erate.

EC Sensor

Engine Control Dial Stop Full

EC Motor
T197-02-01-002
Governor Lever

T2-1-2
 SYSTEM / Control System
E Mode Control
Function: The engine speed is reduced to less than
1800 min-1 to save fuel consumption.

Operation: When the E mode switch ON signal

reaches the MC, the MC drives the EC
motor to move the governor lever so that
the engine speed is reduced to less than
1800 min-1.

EC Sensor
Engine Control
Dial

E Mode Switch
EC Motor
Governor Lever T197-02-01-003

T2-1-3
 SYSTEM / Control System
Auto-Idle Control
Function: To reduce the engine speed to 1200 min-1
when all control levers are in neutral to in-
crease fuel efficiency and to decrease
noise.

Operation: The MC drives the EC motor to move the

governor lever so that the engine speed is
reduced to 1200 min–1 approx. four sec-
onds after all control levers are released
and in neutral (the travel, front attachment,
and swing pressure switches are OFF)
with the auto-idle switch ON.

Pressure Switch Pressure Switch

(Front Attachment / Swing): OFF (Travel): OFF

Control
Valve

EC Sensor

Auto-Idle Switch

T197-02-01-004

T2-1-4
 SYSTEM / Control System
Engine Learning Control
Function: The MC is calibrated to the governor lever IMPORTANT: Be sure to perform engine learning
stopper positions corresponding to the after:
fast idle operation and the engine stop, • The engine, engine control cable,
which are used as standard signals for or EC motor has been removed or
the engine speed control. replaced.
• The MC has been replaced.
Operation: When the engine learning plug is con-
nected to the plug receptacle, the MC ac- NOTE: Engine learning is not required to be per-
tuates the EC motor so that the EC motor formed after replacing the batteries.
moves the governor lever from the slow
idle position to full stroke position and
then to the engine stop position. Mean- Left Console
while, the EC sensor detects both the
governor lever full stroke and engine stop
positions and instructs the MC. The MC
stores these positions in its memory, by Learning Plug/
which the correct engine control can be Plug Receptacle
maintained.

T197-02-01-009

EC Sen-
Learning
Plug/ Plug
Receptacle Stop Full

Key Switch EC Motor

Governor Lever T197-02-01-008

T2-1-5
 SYSTEM / Control System
Noise Reduction Control
Purpose: While the auto-idle switch is OFF and NOTE: Engine speed change is slowly made:
engine speed is faster than 2000 min-1, When engine speed is decreased , it takes
when all control levers are placed in the approx. 3 seconds or 1.5 seconds to reach
neutral positions, engine speed is re- 2000 min-1 from 2100 min-1 or 2050 min-1,
duced to 2000 min-1 to reduce noise respectively.
level. When engine speed is increased, it takes
approx, 1 second or 0.5 seconds to reach
Operation: When all control levers are placed in the 2100 min-1 or 2050 min-1 from 2000 min-1,
neutral positions (pressure switches for respectively.
travel and front attachment are OFF),
the MC instructs the EC motor to reduce
engine speed to 2000 min-1.
When the control levers are operated
(pressure switches for travel and front
attachment are ON), the MC instructs
the EC motor to return to the original
engine speed.

Pressure Switch
Pressure Switch (Travel)
(Front Attachment)

Engine Control Dial

EC Motor Governor Lever

Auto-Idle Switch

T197-02-01-010

T2-1-6
 SYSTEM / Control System
(Blank)

T2-1-7
 SYSTEM / Control System
PUMP CONTROL

Pump Swash Angle Regulation

Function: Regulates the pump displacement to
meet the machine operating conditions.

Operation: When receiving signals from the travel

mode switch and pressure switches
(travel, front attachment, and/or swing),
the MC activates or deactivates the pump
control solenoid valve to regulate the
pump displacement depending on the in-
put signal status. When the pump control
solenoid valve is turned ON, the pump
displacement is increased and when
turned OFF, the pump displacement is
reduced. (See pages for the COMPO-
NENT OPERATION / Pump Device.)

Input Signal to MC Output Signal From MC Note

Travel Pressure Switch
Pump Control
Mode Front Attachment
Travel Solenoid Valve
Switch / Swing
OFF OFF
OFF Pump Control Solenoid Valve
Slow ON ON
O N: Increasing pump displacement
Mode OFF OFF
ON OFF: Reducing pump displacement
ON OFF
OFF OFF
OFF
Fast ON ON
Mode OFF ON
ON
ON ON

T2-1-8
 SYSTEM / Control System

Pressure Switch
Pressure Switch (Travel)
(Front Attachment / Swing)

Travel Mode Switch

Pump Control T197-02-01-005

Solenoid Valve

T2-1-9
 SYSTEM / Control System
Travel Mode Control (Pump and Valve Control)
Function: Selects travel speed either the fast or
slow mode.
Operation: Slow Mode
When the travel mode switch is placed in
the SLOW position, the MC turns the
travel mode solenoid valve OFF. Then,
the travel mode solenoid valve blocks the
travel motor swash angle control oil pres-
sure. Thus, travel motor swash angle is
increased, reducing the travel motor
speed. At the same time, The MC turns
the pump control solenoid valve OFF so
that the pump swash angle is reduced.
Thereby, the pump delivery oil flow rate is
reduced.
Input Signal to MC Output Signal from MC
Travel Mode
Pump Control Solenoid Valve
Switch
OFF
Slow Mode (Reduced pump swash angle
and flow rate)
ON
Fast Mode (Increased pump swash angle
and flow rate.)
T2-1-10
Operation: Fast Mode
When the travel mode switch is placed in
the FAST position, the MC turns the travel
mode solenoid valve ON. Then, the travel
mode solenoid valve supplies the swash
angle control oil pressure to the travel mo-
tor. Thus, travel motor swash angle is re-
duced, increasing the travel motor speed.
At the same time, The MC turns the pump
control solenoid valve ON so that the
pump swash angle is increased. Thereby,
the pump delivery oil flow rate is in-
creased. (Refer to the PUMP CONTROL
in this section and the pages for the
COMPONENT OPERATION / Pump De-
vice and the COMPONENT OPERATION
/ Travel Device groups.)
Travel Mode Solenoid Valve
OFF
(Increased motor swash angle
and reduced rotation speed)
ON
(Reduced motor swash angle
and increased rotation speed)
 SYSTEM / Control System

Pressure Switch Pressure Switch

(Front Attachment / Swing) (Travel)

Travel Mode
Switch

Pump Control Solenoid Valve

Travel Mode Solenoid Valve

T197-02-01-006

T2-1-11
 SYSTEM / Control System
OTHER CONTROLS

Auto-Air Bleed Control

Function: Activates the auto-air bleed solenoid
valve to release any remaining air pres-
sure from the engine fuel system.

Operation: When the key switch is ON or START, the

key switch sends signals to the MC. Then,
MC magnetizes the auto-air bleed sole-
noid valve relay for 40 seconds. When the
auto-air bleed solenoid valve relay is
magnetized, the auto-air bleed solenoid
valve relay activates to release any re-
maining air pressure from the engine fuel
system.

Key Switch

From Fuse #7

Auto-Air Bleed
Solenoid Valve
Relay
Key ON Signal

Auto-Air Bleed
Solenoid Valve

T197-02-01-007

T2-1-12
 SYSTEM / Front Control System
OUTLINE

Only the EX75UR-5 is equipped with the front Control

system. The microcomputer built-in auto-MARCCINO
control unit achieves total front function control. The
auto-MARCCINO control unit processes input signals
from various sensors and switches, and drives the 9-
unit solenoid valve and emergency stop solenoid valve
to perform the following controls.

Auto-MARCCINO Control Unit

• Pilot Oil Pressure Sensors (Boom Raise, → 9-Unit Solenoid ŸDepth Limit Control
Boom Raise Acceleration, Boom Lower, Valve ŸCab Collision
Arm Roll-In, Arm Roll-Out Acceleration, (Front Control) Prevention Control
Right Offset Acceleration, and Left Offset → ŸAuto-MARCCINO
Acceleration) Control
• Angle Sensor (Boom, Arm, and Offset) → → Emergency Stop ŸFront Motion
• Depth Set Dial → Solenoid Valve Restriction Control
• Pump Delivery Pressure Sensor → → Arm Oil Flow ŸArm Oil Flow
• Right Offset Switch → Combining Solenoid Control
• Left Offset Switch → Valve
• Auto-MARCCINO Mode Switch → → LCD Monitor ⋅ ŸSystem Malfunction
• Emergency Evacuation Switch → System Malfunction Display Control
Indicator

T2-2-1
 SYSTEM / Front Control System
FRONT FUNCTION CONTROL

The front function control falls into the following control

systems:
• Depth Limit Control
• Cab Collision Prevention Control
• Auto-MARCCINO Control
• Front Motion Restriction Control
• System Malfunction Display Control
• Arm Oil Flow Combining Control

Left Offset
Arm Roll- Boom Raise Acceleration
Out Accel- Pilot Pres- Pilot Pres- Right Offset
eration Pilot sure Sensor sure Sensor Acceleration
Pressure Pilot Pres-
Sensor sure Sensor

Boom Raise
Pump Acceleration Arm Roll-In
Pilot Pres- Pilot Pres- Boom Lower
Delivery Pilot
Pressure sure Sensor sure Sensor
Pressure
Sensor Sensor

Boom Angle Sensor

9-Unit Solenoid Valve Unit
Boom Raise Deceleration
Arm Angle Sensor Solenoid Valve
Boom Raise Acceleration
Offset Angle Sensor Solenoid Valve
Boom Lower Decelera-
tion Solenoid Valve
Left Offset Switch (7) Arm Roll-Out Decelera-
tion Solenoid Valve
Arm Roll-In Deceleration
Right Offset Switch (5) Auto-MARCCINO Solenoid Valve
Control Unit Arm Roll-Out Acceleration
Solenoid Valve
Right Offset Acceleration
Depth Limit Override Solenoid Valve
Switch (6) Left Offset Deceleration
Solenoid Valve
Auto-MARCCINO Left Offset Acceleration
Mode Switch (8) Solenoid Valve
Emergency Stop Solenoid Valve

Depth Set Dial (4) LCD Monitor System Malfunc-

tion Indicator
Arm Oil Flow Combining
Solenoid Valve

Emergency Evacuation
Switch (9)
T197-02-02-001

T2-2-2
 SYSTEM / Front Control System

Inside Cab System Monitor

×××× ××××
2

3
×× ××
×××

M197-01-006 4

M197-03-003

System Monitor 7 5
9

6
M197-03-005
T191-02-02-001

×××

M197-01-015

1 - LCD Monitor 4 - Depth Set Dial 6 - Depth Restriction Deactiva- 8 - Auto-MARCCINO Mode
tion Switch Switch
2 - System Malfunction 5 - Right Offset Switch 7 - Left Offset Switch 9 - Emergency Evacuation Switch
Indicator
3 - Depth Limit Switch

T2-2-3
 SYSTEM / Front Control System
Depth Limit Control
Function: Automatically controls the front attachment
motion so that the bucket won’t be lowered
more than the depth limited by the depth
set dial.

Operation: The auto-MARCCINO control unit monitors

the location (depth) of the bucket by the When the depth restriction deactivation switch is de-
signals sent from the boom angle sensor pressed while operating this system, the depth limit
(height/depth) and arm angle sensor. When control system is deactivated.
the bucket comes near the set position dur-
ing operation, the auto-MARCCINO control
unit activates the 9-unit solenoid valve
(boom raise acceleration / deceleration,
boom lower deceleration, arm roll-in / roll-
out deceleration, and arm roll-out accelera-
tion) to block pilot pressure oil or accelerate
the front attachment so that the bucket
won’t be lowered more than the depth lim-
ited by the depth set dial.

9-Unit Solenoid Valve

Boom Raise Deceleration

Solenoid Valve
Boom Angle Sensor Boom Raise Acceleration
Solenoid Valve
Boom Lower Deceleration
Solenoid Valve
Arm Angle Sensor Arm Roll-Out Deceleration
Auto-MARCCINO Solenoid Valve
Control Unit Arm Roll-In Deceleration
Solenoid Valve
Depth Restriction
Deactivation Switch Arm Roll-Out Acceleration
Solenoid Valve
Right Offset Acceleration
Solenoid Valve
Depth Set Dial Left Offset Deceleration
Solenoid Valve
Left Offset Acceleration
Solenoid Valve
T197-02-02-002

T2-2-4
 SYSTEM / Front Control System
Depth Limit:

When the arm is rolled-in,

the boom is automatically
raised by the amount the
bucket is lowered. Then,
the bucket isn’t lowered
more than the set-depth.

M197-05-023

T2-2-5
 SYSTEM / Front Control System
Cab Collision Prevention Control
Function: Automatically decelerates and/or stops the
front attachment when the bucket enters
the pre-set range (deceleration, intermedi-
ate deceleration, and stop) to prevent the
bucket from colliding with the cab.

Operation: The auto-MARCCINO control unit monitors

the position of the front attachment by the
signals sent from the boom angle sensor,
arm angle sensor, and offset angle sensor.
If the bucket enters the pre-set range, the
auto-MARCCINO control unit activates the
9-unit solenoid valve (boom raise decelera-
tion, arm roll-in deceleration, and left offset
deceleration) to block pilot pressure oil, de-
celerating or stopping the front attachment.

9-Unit Solenoid Valve

Boom Raise Deceleration

Solenoid Valve
Boom Raise Acceleration
Solenoid Valve
Boom Lower Deceleration
Boom Angle Sensor Solenoid Valve
Arm Roll-Out Deceleration
Solenoid Valve
Arm Roll-In Deceleration
Auto-MARCCINO Solenoid Valve
Arm Angle Sensor Control Unit Arm Roll-Out Acceleration
Solenoid Valve
Right Offset Acceleration
Solenoid Valve
Offset Angle Sensor Left Offset Deceleration
Solenoid Valve
Left Offset Acceleration
Solenoid Valve
Emergency Stop Sole-
noid Valve
T197-02-02-003

T2-2-6
 SYSTEM / Front Control System
Control Range:

NOTE: Unit: mm Arm Deceleration

Boom Deceleration
Arm Intermediate Deceleration

Boom Intermediate Deceleration

Boom/Arm Stop Line

T197-02-02-004

Offset Deceleration
Offset Intermediate
Deceleration
Offset Stop Line

Allowed Boom /
Arm Approaching Range from
the front

T192-02-02-002

T2-2-7
 SYSTEM / Front Control System
Auto-MARCCINO Control
• Cab Collision Prevention Control
Function: When the machine is operated in the cab
collision prevention mode, if the bucket en-
ters the cab collision prevention range while
raising the boom such as in a truck loading
operation, all front attachment functions are
stopped. In the auto-MARCCINO control
mode, even if the bucket enters the cab col-
lision prevention range, the bucket can be
moved along the cab collision prevention
control line without stopping the front at-
tachment function, allowing the truck loading
work to continue.
T2-2-8
Operation: The auto-MARCCINO control unit monitors
the position of the front attachment by sig-
nals from the boom angle sensor, arm an-
gle sensor, and offset angle sensor and the
front attachment movement by the signals
from the boom raise pilot pressure sensor
and arm roll-in pilot pressure sensor. If the
boom is raised when the bucket enters the
cab collision prevention range, the auto-
MARCCINO control unit activates the 9-
unit solenoid valve (arm roll-in deceleration,
and arm roll-out acceleration). Then, the 9-
unit solenoid valve (arm roll-in deceleration,
and arm roll-out acceleration) supplies pilot
pressure oil to the control valve arm spool
so that the arm is rolled out. Thus, the
bucket is moved along the cab collision
prevention control line.
NOTE: How much the arm should be moved (arm
roll-out acceleration command) depends
upon how much the boom is raised (boom
raise pilot pressure sensor) and how far the
bucket has entered the cab collision pre-
vention range.
Arm Deceleration
Boom Deceleration
Cab Collision Prevention Control line
Stop Line
T197-02-02-005
 SYSTEM / Front Control System

Boom Raise Arm Roll-in

Pilot Pres- Pilot Pres-
sure Sensor sure Sensor

9-Unit Solenoid Valve

Boom Raise Deceleration

Solenoid Valve
Boom Angle Sensor Boom Raise Acceleration
Solenoid Valve
Boom Lower Deceleration
Solenoid Valve
Arm Angle Sensor Arm Roll-Out Deceleration
Auto-MARCCINO Solenoid Valve
Control Unit Arm Roll-In Deceleration
Offset Angle Sensor Solenoid Valve
Arm Roll-Out Acceleration
Solenoid Valve
Right Offset Acceleration
Auto-MARCCINO Solenoid Valve
Mode Switch (1) Left Offset Deceleration
Solenoid Valve
Left Offset Acceleration
Solenoid Valve
T197-02-02-006

T2-2-9
 SYSTEM / Front Control System
• Offset Control by Offset Switch
Function: Achieves the offset control by operating
the offset switch.

Operation: When the auto-MARCCINO mode

switch is ON and signals from the offset
switch are input to the auto-MARCCINO
control unit, the auto-MARCCINO con-
trol unit activates the 9-unit solenoid
valve (left / right offset acceleration).
Then, the 9-unit solenoid valve (left /
right offset acceleration) supplies a con-
stant pilot pressure to the control valve
offset spool, achieving the offset opera-
tion.

Left Offset Accel- Right Offset Ac-

eration Pilot celeration Pilot
Pressure Sensor Pressure Sensor

9-Unit Solenoid Valve

Boom Raise Deceleration

Solenoid Valve
Boom Raise Acceleration
Left Offset Solenoid Valve
Switch Boom Lower Deceleration
Solenoid Valve
Arm Roll-Out Deceleration
Right Offset Auto-MARCCINO Solenoid Valve
Switch Control Unit Arm Roll-In Deceleration
Solenoid Valve
Arm Roll-Out Accelera-
Auto- tion
Right Offset Acceleration
MARCCINO Solenoid Valve
Mode Switch Left Offset Deceleration
Solenoid Valve
Left Offset Acceleration
Solenoid Valve
T197-02-02-007

T2-2-10
 SYSTEM / Front Control System

(Blank)

T2-2-11
 SYSTEM / Front Control System
Front Motion Restriction Control
Function: Restricts the front attachment motion de-
pending on the fault after any failure has
occurred in the front attachment control
system.
NOTE: When any failure has occurred in the front
attachment control system, the system mal-
function indicator comes ON and the LCD
monitor displays the fault code relating to
the fault.
T2-2-12
Operation: Signals from various sensors and switches
are input into the auto-MARCCINO control
unit. If any abnormal signals are input from
the various sensors and/or switches, the
auto-MARCCINO control unit activates ei-
ther the 9-unit solenoid valve or emergency
stop solenoid valve depending on the ab-
normal status. In case the auto-
MARCCINO control unit restricts a limited
number of front attachment actuators, the
auto-MARCCINO control unit activates the
9-unit solenoid valve and restricts the re-
lated actuator motion. When restricting all
actuator motion, the auto-MARCCINO con-
trol unit activates the emergency stop sole-
noid valve, blocking the pilot pressure oil
flow. Thus, the control valve spools be-
come inoperable so that all actuators can’t
be operated. (Refer to the COMPONENT
OPERATION / Others (Upperstructure)
group.)
 SYSTEM / Front Control System

Left Offset
Arm Roll-Out Boom Raise Acceleration
Acceleration Pilot Pres- Pilot Pres- Right Offset
Pilot Pressure sure Sensor sure Sensor Acceleration
Sensor Pilot Pressure
Sensor

Boom Raise
Pump Acceleration Arm Roll-In
Delivery Oil Pilot Pres- Pilot Pres- Boom Lower
Pressure sure Sensor sure Sensor Pilot Pressure
Sensor Sensor

Boom Angle Sensor

9-Unit Solenoid Valve

Boom Raise Deceleration

Arm Angle Sensor Solenoid Valve
Boom Raise Acceleration
Offset Angle Sensor Solenoid Valve
Boom Lower Deceleration
Solenoid Valve
Arm Roll-Out Deceleration
Left Offset Switch Solenoid Valve
Arm Roll-In Deceleration
Auto-MARCCINO Solenoid Valve
Right Offset Switch Control Unit Arm Roll-Out Acceleration
Solenoid Valve
Right Offset Acceleration
Depth Restriction Solenoid Valve
Deactivation Switch Left Offset Deceleration
Solenoid Valve
Auto-MARCCINO Left Offset Acceleration
Mode Switch Solenoid Valve
Emergency Stop Solenoid Valve
Solenoid Valve
Depth Set Dial LCD Monitor System Malfunction
Indicator
Arm Oil Flow Combining
Solenoid Valve
Emergency
Evacuation Switch

T197-02-02-008

T2-2-13
 SYSTEM / Front Control System
System Malfunction Display Control
Function: Turns the system malfunction indicator
ON and displays the fault code associ-
ated with the failure on the LCD monitor
after any failure has occurred in the front
attachment control system.
LCD Monitor

Operation: Signals from various sensors and

switches related to the front attachment
control are input into the auto-
MARCCINO control unit. If any abnormal ×××× ××××
signals are input from various sensors
and/or switches, the auto-MARCCINO System
×× ×× Malfunction
control unit sends signals to the system ×××
Indicator
malfunction indicator and LCD monitor.
Thereby, the system malfunction indicator
comes ON and the LCD monitor displays
the fault code associated with the failure. M197-03-003

T2-2-14
 SYSTEM / Front Control System

Arm Roll- Left Offset

Out Accel- Boom Raise Acceleration
Pilot Pres- Right Offset
eration Pilot Pilot Pres- Acceleration
Pressure sure Sensor sure Sensor Pilot Pres-
Sensor sure Sensor

Boom Raise
Acceleration Arm Roll-In
Pump
Pilot Pres- Pilot Pres- Boom Lower
Delivery Oil
sure Sensor sure Sensor Pilot
Pressure
Sensor Pressure
Sensor

Boom Angle Sensor

9-Unit Solenoid Valve

Boom Raise Deceleration

Arm Angle Sensor Solenoid Valve
Boom Raise Acceleration
Offset Angle Sensor Solenoid Valve
Boom Lower Deceleration
Solenoid Valve
Arm Roll-Out Deceleration
Left Offset Switch Solenoid Valve
Arm Roll-In Deceleration
Auto-MARCCINO Solenoid Valve
Right Offset Switch Control Unit Arm Roll-Out Acceleration
Solenoid Valve
Right Offset Acceleration
Depth Restriction
Solenoid Valve
Deactivation Switch Left Offset Deceleration
Solenoid Valve
Auto-MARCCINO Left Offset Acceleration
Mode Switch Solenoid Valve
Emergency Stop Solenoid Valve
Solenoid Valve
Depth Set Dial LCD Monitor System Malfunction
Indicator
Arm Oil Flow Combining
Solenoid Valve

Emergency
Evacuation Switch
T197-02-02-008

T2-2-15
 SYSTEM / Front Control System
Arm Oil Flow Combining Control
Function: Increases the arm roll-in operating pres-
sure when the bucket comes in contact
with any obstacles or if the arm is rolled in
with a heavy load.
Operation: Signals from the pump delivery pressure
sensor and the arm roll-in pilot pressure
sensor are input into the auto-
MARCCINO control unit. In case the
bucket comes in contact with any obsta-
cles and if the arm roll-in oil pressure in-
creases, the signals from the pump deliv-
ery pressure sensor and the arm roll-in pi-
lot pressure sensor informs the auto-
MARCCINO control unit that the arm roll-
in pressure is high. Then, the auto-
MARCCINO control unit activates the arm
oil flow combining solenoid valve so that
the arm roll-in pilot pressure is also routed
to side A of the arm 3 spool in control
valve 2.
Therefore, the arm 3 spool in control
valve 2 receives the equal pilot pressure
on the both spool ends, returning the
spool to neutral.
Since the arm 3 spool is in neutral, only
pressure oil from control valve 1 is sup-
plied to the arm cylinder.
T2-2-16
The set pressure of the relief valve for
control valve 1 is higher than that of the
relief valve for control valve 2, increasing
the arm roll-in operating hydraulic oil
pressure. The delivery oil pressure is act-
ing on the shift piston of main pumps (1
and 2). When pressure oil from control
valve 2 is combined with pressure oil from
control valve 1 and supplied to the arm
cylinder, the shift piston is pushed with
high pressure oil, reducing the swash an-
gle of main pumps (1 and 2) so that the
flow rate of main pumps (1 and 2) is re-
duced. When the arm 3 spool is returned
to neutral, the oil pressure delivered from
main pump 3 is reduced so that the
swash angle of main pumps (1 and 2) is
increased. Accordingly, the flow rate of
main pumps (1 and 2) is increased. (Refer
to pages for the SYSTEM / Hydraulic Sys-
tem and the COMPONENT OPERATION
/ Control Valve.)
 SYSTEM / Front Control System

When the oil flow from main pump 3 is combined:

From Pilot Pump

Arm Oil Flow Combin-

ing Solenoid Valve

A
Arm 3

22.6 MPa Control Valve 2 Arm Cylinder

(230 kgf/cm 2, 3270 psi)
P/V

Arm Roll-In Pilot

Pressure Sensor

Pump Delivery Pressure

Sensor

Control
Arm 1 Valve 1 Arm 2

26 MPa
Main Pump 3 (265 kgf/cm 2, 3770 psi)

Main Pump 2

Main Pump 1
T197-02-02-009

When the oil flow from main pump 3 is not combined:

From Pilot Pump Arm Oil Flow Combin-
ing Solenoid Valve

From Auto-MARCCINO
Control Valve
A
22.6 MPa Control Valve 2
Arm Cylinder
(230 kgf/cm 2, 3270 psi)

P/V
Arm 3
Arm Roll-In Pilot
Pressure Sensor

Pump Delivery Pressure

Sensor

Control
Arm 1 Valve 1 Arm 2

26 MPa
Main Pump 3 (265 kgf/cm 2, 3770 psi)

Main Pump 2

Main Pump 1
T197-02-02-010

T2-2-17
 SYSTEM / Front Control System
Distance Indication Control (Option)
Purpose: To display the bucket height, depth, and
offset amount in both absolute and
relative distance values.
The absolute distance value means the
movement distance measured from a
preset-specified standard point. The
relative distance means the movement
distance measured from a position se-
lected by the zero position set switch.
Operation: Sensing signals from the boom angle
sensor, arm angle sensor, and offset
angle sensor are input into the auto-
MARCCINO control unit. The auto-
MARCCINO control unit calculates the
bucket tip position using the input
signals, allowing the system monitor to
display the calculation results in
response to instructions given from the
switches.

Boom Angle Sensor

Arm Angle Sensor

Offset Angle Sensor

Auto-MARCCINO
Absolute/Relative Distance Selector Control Unit

Display Sensor

Zero Position Set Switch

System Monitor

T191-02-02-008

T2-2-18
 SYSTEM / Front Control System
Distance Display:

• Absolute Distance Display

(A) Standard
Center Line
Standard
Level
(C) Standard Point
(B)

M190-05-024 M190-05-025

• Relative Distance Display

(A)

Zero
Position
(B)

Zero Position
M190-05-026 T191-02-02-002

Zero
Position

T191-02-02-003

A - Height C - Reach D - Right Offset E - Left Offset

B - Depth C’ - Reach

T2-2-19
 SYSTEM / Front Control System
Front Movement Restriction Control (Option)
Purpose: To limit and stop the movement of the
boom top height and depth, and left offset
at the positons specified using the height
limit switch, depth limit switch, and offset
limit switch, respectively.
Operation: The boom angle sensor (height/depth
limit) or offset angle sensor (offset limit)
checks the front movement limit set
positions and the auto-MARCCINO
control unit stores the data. During
operation, when the front attachment
approaches the movement limit set
position, the auto-MARCCINO control
unit magnetizes the 9-spool solenoid
valve unit (boom raise deceleration
/boom lower dceleration/left offset
deceleration) to block pilot pressure,
causing the front movement to stop.

9-Unit Solenoid Valve

Boom Angle Sensor

Boom Raise Deceleration
Solenoid Valve

Offset Angle Sensor Boom Raise Acceleration

Solenoid Valve

Boom Lower Deceleration

Depth limit Switch Solenoid Valve

Arm Roll-Out Deceleration

Auto-MARCCINO Solenoid Valve
Control Unit
Offset Limit Switch Arm Roll-In Deceleration
Solenoid Valve

Arm Roll-Out Acceleration

Solenoid Valve
Height Limit Switch
Right Offset Acceleration
Solenoid Valve

Left Offset Deceleration

Solenoid Valve

Left Offset Acceleration

Solenoid Valve

T197-02-02-011

T2-2-20
 SYSTEM / Front Control System
Front Movement Restriction

• Height Limit

M190-05-031

• Depth Limit

M190-05-032

• Offset Limit

M190-05-034

T2-2-21
 SYSTEM / Front Control System
(Blank)

T2-2-22
 SYSTEM / Hydraulic System
OUTLINE

The hydraulic system consists of the main circuit and

pilot circuit.

• Main Circuit
Controls pressure oil from the main pump with the
control valves to actuate the cylinders and motors.

• Pilot Circuit
Supplies pressure oil from the pilot pump to the
control valve spool operation circuit, pump control
circuit, front control circuit, travel mode control circuit,
valve control circuit, swing parking brake release
circuit, and hydraulic oil heating circuit.

T2-3-1
 SYSTEM / Hydraulic System
MAIN CIRCUIT
The main pumps (1, 2, and 3) draw hydraulic oil from
the hydraulic oil tank and discharge pressure oil to the
control valves. Pressure oil from main pump 2 enters
the 4-spool section of control valve 1 and is routed to
the right travel, bucket, boom 1 and arm 2 spools.
Pressure oil from main pump 1 enters the 5-spool
section of control valve 1 and is routed to the auxiliary,
arm 1, boom 2, offset, and left travel spools. Pressure
oil from main pump 3 enters control valve 2 and is
routed to the blade, swing, and arm 3 spools.
Pressure oil routed in each spool flows further to the
corresponding motors and/or cylinders to operate them
in response to the spool operation.
When the boom raise and swing operations are
performed simultaneously, or when the arm is rolled in,
pressure oil from main pumps (1, 2, and 3) merges in
the boom raise and arm roll-in circuits via the oil flow
combining circuits.
T2-3-2
Return oil from the motors and/or cylinders is routed
again to the control valve spool and merges in the
control valve. Then, return oil from the control valve
flows back to the hydraulic oil tank after being cooled in
the hydraulic oil cooler.
When the hydraulic oil temperature is low (high
viscosity), oil flow resistance in the hydraulic oil cooler
increases so that return oil pressure increases. To
prevent the pressure increase of return oil, the bypass
check valve opens, allowing the hydraulic oil to flow
back to the hydraulic oil tank without passing through
the oil cooler.
NOTE: Only the EX75UR-5 has the oil flow
combining circuits for pressure oil from
main pump 3 when the arm 3 and/or arm
roll-in spool is operated.
 SYSTEM / Hydraulic System

NOTE: The diagram shown below is for the EX75UR-5.

Blade Cylinder

Control Valve 2

Blade Swing Arm 3

Swing

(4-Spool Section)

Left Travel
Motor

Right
Left Travel Right Travel
Travel Motor

Offset
Bucket Bucket
Cylinder

Offset
Cylinder Boom 2 Boom 1

Boom
Cylinder
Oil Flow Arm Arm 1 Arm 2
Combining Cylinder
Check
Valve

Auxi-
Oil Flow
liary
Combining
Passage Oil Flow
Combining
Passage
(5-Spool Section) Control Valve 1

Bypass Check
Pilot Main Main Main Valve
T197-02-03-001
Pump Pump 3 Pump 1 Pump 2

T2-3-3
 SYSTEM / Hydraulic System
Bypass Check Valve
• Travel and front attachment function combined The bucket, boom 1, and arm 2 spools are located
operation. (EX75UR-5) in the hydraulic circuit after the right travel spool,
When the front attachment is operated while so pressure oil from main pump 2 is not supplied
traveling, the front attachment spool blocks all to these spools when the right travel spool is
signal pilot circuits except for the travel, operated. Then, main pump 1 supplies pressure
increasing the pilot oil pressure. Consequently, oil to the bucket, arm roll-out, and boom spools in
the flow combiner valve is shifted. Then, pressure this case. When the arm is rolled in, pressure oil
oil from main pump 2 flows into the right travel from main pumps (1 and 3) is supplied to the arm
motor via the right travel spool. In addition, it flows cylinder by shifting the arm 3 spool.
to the left travel motor via the flow combiner valve
and the left travel spool. Therefore, the same
amount of pressure oil is supplied from main
pump 2 to both right and left travel motors so that
the machine can travel straight.

T2-3-4
 SYSTEM / Hydraulic System

Blade Cylinder

Control Valve 2

Blade
Swing
Arm 3

Swing

Left Travel Flow

Motor Combiner
Valve
Right
Left Travel Right Travel
Travel Motor

Offset Bucket Bucket

Cylinder

Boom 2 Boom 1

Arm Arm 1 Arm 2

Cylinder

Auxiliary

Control Valve 1

Pilot Main Main Main T197-02-03-002

Pump Pump 3 Pump 1 Pump 2

T2-3-5
 SYSTEM / Hydraulic System
Bypass Check Valve

• Travel and front attachment function combined The bucket, boom 1, and arm 2 spools are located
operation. (EX75US-5) in the hydraulic circuit after the right travel spool,
When the front attachment is operated while so pressure oil from main pump 2 is not supplied
traveling, the front attachment spool blocks all to these spools when the right travel spool is
signal pilot circuits except for the travel, operated. Then, main pump 1 supplies pressure
increasing the pilot oil pressure. Consequently, oil to the bucket, arm , and boom spools in this
the flow combiner valve is shifted. Then, pressure case.
oil from main pump 2 flows into the right travel
motor via the right travel spool. In addition, it flows
to the left travel motor via the flow combiner valve
and the left travel spool. Therefore, the same
amount of pressure oil is supplied from main
pump 2 to both right and left travel motors so that
the machine can travel straight.

T2-3-6
 SYSTEM / Hydraulic System

Control Valve 2

Aux. Swing
Swing

Left Travel Flow

Motor Combiner
Right Valve
Travel Right Travel
Motor

Auxiliary
Bucket Bucket
Cylinder

Boom 2 Boom 1

Arm 1 Arm 2
Arm
Cylinder

Left
Travel

Control Valve 1

Pilot Main Main Main T197-02-03-004

Pump Pump 3 Pump 1 Pump 2

T2-3-7
 SYSTEM / Hydraulic System
• Swing and Boom Raise Combined Operation
An oil flow combining passage to the boom 2
circuit is provided in the hydraulic circuit between
main pump 3 and control valve 2. A check valve is
located in the oil flow combining passage to
regulate the pressure oil flow when the swing and
boom raise combined operation is performed.
When the swing and boom raise combined
operation is performed, the pilot oil pressure shifts
the swing and boom 1 and 2 spools in the control
valve. Pressure oil from main pump 2 flows into
the boom cylinder bottom via the parallel passage
and the boom 1 spool in control valve 1. Pressure
oil from main pump 1 flows through the parallel
passage and boom 2 spool in control valve 1 and
merges in the pressure oil flow from main pump 2.
Then, it flows into the boom cylinder bottom to
raise the boom. Pressure oil from main pump 3
flows into the swing motor via the parallel passage
and swing spool in control valve 2.
T2-3-8
At the beginning of the combined operation, the oil
pressure in the hydraulic circuit between the
swing motor and main pump 3 becomes high due
to increased load to the swing motor. As the oil
pressure between the swing motor and main
pump 3 is high, the check valve in the oil flow
combining passage opens, allowing pressure oil
from main pump 3 to flow to the boom cylinders in
which the oil pressure is still low. Thus, the boom
and bucket can be raised quickly. Once the swing
motor starts to rotate, the load to the swing motor
is reduced, decreasing the oil pressure in the
hydraulic circuit between the swing motor and
main pump 3. Thereby, the check valve in the oil
flow combining passage is closed, by which major
pressure oil from main pump 3 flows to the swing
motor, increasing the swing speed. Accordingly,
truck loading operation can be performed more
efficiently.
 SYSTEM / Hydraulic System

NOTE: The diagram shown below is for the EX75UR-5.

Control Valve 2

Blade Arm 3
Swing Motor

Swing
Parallel Passage

Parallel
Passage
Oil Flow
Combining
Passage Boom 2 Boom 1

Boom
Cylinder

Oil Flow
Combining
Check Valve

Parallel Passage

Control Valve 1

Pilot Main Main Main T197-02-03-003

Pump Pump 3 Pump 1 Pump 2

T2-3-9
 SYSTEM / Hydraulic System
PILOT CIRCUIT

Pressure oil from the pilot pump is supplied to the

following circuits.

• Control Valve Spool Operation Circuit
Pressure oil from the pilot pump is regulated at the
pilot valve to operate the control valve spools. The
shockless valves are provided to prevent the
control valve spools from moving too quickly.
• Valve Control Circuit (Refer to the COMPONENT
OPERATION / Control Valve group.)
Depending on opening/closing of the signal pilot
circuit, pilot pressure oil shifts the flow combiner
valve spool and main relief valve set-pressure.

• Pump Control Circuit (Refer to the COMPONENT
OPERATION / Pump Device group.)
In response to the pump control solenoid valve,
pilot pressure oil regulates the pump swash plate
angle to control the maximum pump flow rate.
• Front Control Circuit (Refer to the SYSTEM /
Front Control System group.)
Pilot pressure oil from each pilot valve is regulated
by the 9-unit solenoid valve, emergency stop
solenoid valve, and/or arm oil flow combining
solenoid valve to control the movement of the
front attachment.
NOTE: The front control circuit is provided only to
the EX75UR-5.
• Swing Parking Brake Release Circuit (Refer to the
COMPONENT OPERATION / Swing Device
group.)
When the signal pilot circuit (front attachment
/swing) is closed, the swing parking brake is
released.
• Hydraulic Oil Heating Circuit (Refer to the
COMPONENT OPERATION / Others
(Upperstructure) group.)
When the pilot shut-off valve is closed, pilot
pressure oil is routed to the shockless valve.
Hydraulic oil is heated as it flows through the
orifice in the shockless valve.

• Travel Mode Control Circuit (Refer to the

COMPONENT OPERATION / Travel Device
group.)
In response to the travel mode solenoid valve,
pilot pressure oil regulates the motor swash plate
angle to control the travel speed.

T2-3-10
 SYSTEM / Hydraulic System

NOTE: Components marked ∗ are used only on the EX75UR-5.

Offset
Left Pilot Valve Right Pilot Blade Pilot Valve∗
Pilot Valve∗ Valve

Pilot Shut-off Valve Shockless Valve

9-Unit Solenoid Valve∗

Emergency Stop
Travel Pilot Valve
Solenoid Valve

Swing Parking
Brake Release

Control Valve-1

Control Valve-2

Pump Control Solenoid

Valve

Arm Oil Flow Combining

Solenoid Valve∗

Travel Mode Solenoid

Valve

Relief Valve Pilot Filter Pilot Pump

T2-3-11
 SYSTEM / Hydraulic System
(Blank)

T2-3-12
 SYSTEM / Electrical System
OUTLINE
The electrical circuit is roughly classified into the main • Accessory Circuit: The circuit to activate the
circuit, the control circuit, and the monitor circuit. accessories only when the key switch is in the ACC
position.
• Main Circuit
Engine and engine accessory circuit • Engine Stop Circuit: The circuit to stop the engine
with the EC motor, consisting of the MC and EC
• Control Circuit motor.
Engine, pump, valve control circuits consisting of
actuators such as solenoid valves, MC (main
controller), switch box, sensors, and pressure
switches.

• Monitor Circuit
Circuit that indicates machine operating conditions,
consisting of monitor, sensors, and switches.

In this section, major functions and construction of the

main circuit are described.

• Power Source Circuit: The power source of all

electrical system on this machine, consisting of the
key switch, batteries, fuses (fuse box and fusible
links), and battery relay.

• Bulb Check Circuit: The circuit to check if the

monitor warning light and indicator bulbs have
blown.

• Preheat Circuit: The circuit to help the engine start in

cold weather, consisting of the key switch, glow plug
relay, and glow plugs.

• Engine Start Circuit: The circuit to start the engine,

consisting of the key switch, starter, starter relay.

• Charging Circuit: The circuit to supply electricity to

the battery to replenish discharged electricity,
consisting of the alternator and regulator.

• Surge Voltage Prevention Circuit: The circuit to

prevent surge voltage from being generated when
the engine is stopped, consisting of the load damp
relay.

T2-4-1
 SYSTEM / Electrical System
POWER SOURCE CIRCUIT
(Key Switch: OFF)
The battery negative terminal is grounded to the
vehicle frame. With the key switch OFF, the electrical
current from the battery positive terminal flows as
follows:

Battery Ÿ Glow Plug Relay

(Power Source)
Fusible Link Ÿ Key Switch Terminal B
Terminal #1 → Optional
Ÿ Load Damp Relay
Terminal #2 → MC (Power Source)
Ÿ Fuse Box
Terminal #3 → MC (EC Motor)
Terminal #4 → Radio (Backup Power Source)
Monitor (Backup Power Source)

Key Switch

Fusible
Link

Battery
Load Damp
Relay

Battery
Relay
Fuse
Box

To MC Radio (Backup Power Source)

Monitor (Backup Power Source)

Fuse Box
Glow Plug
Relay

MC (EC Motor)
MC
Optional

T197-02-04-001

T2-4-2
 SYSTEM / Electrical System
BULB CHECK CIRCUIT (Key Switch: ON)
When the key switch is turned ON, key switch In addition, the battery current routed to the work lights,
terminals M and ACC are connected to terminal B in wipers, heater, system monitor, emergency evacuation
the key switch. switch, auto air bleeding solenoid valve, and optional
The electrical current from terminal M magnetizes the as power source via the fuse box.
battery relay. The battery current is routed to the
monitor via the battery relay and the fuse box as
power source and checks the alarm light and indicator
bulbs.

Key Switch

Battery

Battery
Relay
Fuse
Box

Emergency
Wiper Evacuation Switch
Work
Light
Heater

Monitor

System
Monitor

Fuse
Box

Auto Air Bleeding Solenoid Valve

Optional

Optional

T197-02-04-002

T2-4-3
 SYSTEM / Electrical System
PREHEAT CIRCUIT (Key Switch: HEAT)
When the key switch is turned to the HEAT position,
key switch terminal B is connected to terminal G1 in
the key switch. The current from terminal G1
magnetizes the glow plug relay via the fuse box and
also flows to the monitor and MC, turning the preheat
indicator ON.
The battery current is routed to the glow plugs through
the glow plug relay. The MC timer operates approx. 20
seconds after preheating starts, turning the preheat
indicator OFF and informing that preheating is
complete.

Key Switch

Battery

Battery
Relay
Fuse
Box

Glow
Plug
Relay

Glow
Plug Monitor

MC

T197-02-04-003

T2-4-4
 SYSTEM / Electrical System
(Blank)

T2-4-5
 SYSTEM / Electrical System
ENGINE START CIRCUIT (Key Switch:
START)
When the key switch is turned to the START position,
key switch terminals G2, M and ST are connected to
terminal B in the key switch. The current from key
switch terminal M energizes the battery relay. Then,
the current from the batteries is routed to starter
terminal B and starter relay terminal B via the battery
relay. Key switch terminal ST is connected to starter
relay terminal S so that the battery current energizes
the starter relay coil, turning the starter relay ON.
Consequently, electrical current flows to starter
terminal C, turning the relay inside starter ON so that
the starter rotates.
Terminal G2 is connected to terminal G1 by the
harness so that the heating circuit is activated with the
key switch in the START position.
Therefore, the battery current flows to the glow plugs.
The current from key switch terminal M also flows to
the MC instructing the MC that the key switch is ON or
in the START position. When the MC receives this
signal, the MC actuates the EC motor to move the
governor lever.
Starter Relay Operation
• When the key switch is turned to the START position,
key switch terminal B connects to key switch
terminal ST. As a result, electrical current flows to
the base of transistor Q2 via resistance R4 in the
starter relay, turning transistor Q2 ON. Then,
electrical current flows through relay coil L.
Consequently, starter terminal B is connected to
terminal C, rotating the starter.
• After the engine starts, the alternator starts
generating electrical current, increasing the voltage
at starter relay terminal R.
When this voltage reaches between 21 to 22 volts,
zener diode (Z) is turned ON. Consequently,
transistor Q1 is turned ON, disconnecting electrical
current to the base of transistor Q2 so that transistor
Q2 is turned OFF.
Then, starter terminal C is disconnected from
terminal B, stopping the starter.
Capacitor C1 shown in the diagram is used to
stabilize the operating voltage. Diode D4 is provided
to protect the circuit in case the battery terminals are
connected in reverse.

Starter Relay
S B

R4 D3
(1) L
C
R3 (2)
(1)
C
R2 Z D2
To Alternator R Q2 M B
Terminal L Q1
(2)
C1 C
E Starter
D4

B 12V

ST Battery

Key Switch 12V

T107-04-04-003

T2-4-6
 SYSTEM / Electrical System

Key Switch

Battery

Battery Relay Key Switch ON Signal

to MC

Starter

Starter Relay

T157-04-02-003

T2-4-7
 SYSTEM / Electrical System
CHARGING CIRCUIT (KEY SWITCH: ON)
The key switch automatically returns to the ON position At the same time, electrical current flows to the work
upon releasing it after the engine starts. With key lights, wipers, and heater via the fuse box. Electrical
switch ON, terminal B is connected to terminals ACC current from alternator terminal L flows to the MC,
and M in the key switch. turning the alternator indicator OFF.
Then, the battery relay remains ON. As the engine
runs, the alternator rotates, starting to generate
electrical current. Electrical current from alternator
terminal B flows to the batteries via the battery relay,
recharging the batteries.

Key Switch

Battery

To Fuse Box

To Fuse Box
Battery
Relay

Alternator

MC

T197-02-04-004

T2-4-8
 SYSTEM / Electrical System
Power Generation

The alternator consists of field coil FC, stator coil SC, When battery relay BS is ON, the battery voltage is
and diode D. The regulator consists of transistors T1 routed to base B of regulator transistor T1, connecting
and T2, zener diode ZD, and resistances R1 and R2. collector C and emitter E. Therefore, the ground side of
Stator coil SC connects as follows: field coil FC is grounded via transistor T1.

Before field coil FC is grounded, no current flows

B→R→RF→(R)→R 1→Base B of Transistor T1
SC
FC→(F)→Collector C of Transistor T1
through field coil FC. However, when the rotor starts
rotating, alternating voltage is generated in stator coil
SC by remanent excitation field in the rotor.
Then, when electrical current flows through field coil
FC, the rotor is further magnetized, causing generating
voltage to increase, and letting more electrical current
to flow through field coil FC. Thereby, generating
voltage increases further, starting to charge the
batteries.

Alternator
B R L Regulator

RF (R) R5
BS R3 R4

R6
D
ZD
R2
Battery SC B

E
R1 C
T2
FC B
D1 C E
T1
(F)

(E)
E

T157-04-02-008

T2-4-9
 SYSTEM / Electrical System
Regulator Operation

When generating voltage exceeds the set voltage of
zener diode ZD, electrical current flows to base B of
transistor T2, connecting collector C and emitter E.
Consequently, electrical current flowing to base B of
transistor T1 is cut, turning transistor T1 OFF. Then,
electrical current flowing through field coil FC is cut,
decreasing the generating voltage in stator coil SC.
When the voltage applied to zener diode ZD decreases
lower than the set voltage of zener diode ZD, transistor
T2 is turned OFF so that transistor T1 is turned ON,
allowing electrical current to flow through field coil FC
and increasing generating voltage in stator coil SC. By
repeating the above operations, alternator generating
voltage is kept constant.

BS RF
R3 R4 R5

R6
ZD
R2
Battery SC B
A
E
C
T2
FC B
R1 E
C

T1
(F) D1

E (E)

T157-04-02-009

T2-4-10
 SYSTEM / Electrical System
SURGE VOLTAGE PREVENTION CIRCUIT
The surge voltage prevention circuit is provided to
protect the electronic components and parts such as
the controller from being damaged by the surge
voltage to be developed by turning the key switch OFF.
When the alternator is generating electricity,
generating current from alternator terminal L flows to
MC terminal #B1, turning the output transistor at MC
terminal #A16 ON.
Accordingly, the load damp relay coil is magnetized so
that the load damp relay is turned ON. Therefore, even
if the key switch is turned OFF, electrical current from
the batteries continues to excite the battery relay via
the load damp relay so the battery relay is kept ON
until the alternator stops generating.

Key Switch

Battery

Battery
Relay

Load Damp Relay

Alternator

MC

Regulator

T197-02-04-005

T2-4-11
 SYSTEM / Electrical System
ACCESSORY CIRCUIT
When the key switch is turned to the ACC position,
terminal B is connected to terminal ACC in the key
switch. Then, electrical current from terminal ACC
flows to the horn, radio, cab light, and auxiliary circuits
via the fuse box to activate them.

Key Switch

Battery

Battery
Relay

Cab Light

Auxiliary

Radio

Horn

T197-02-04-006

T2-4-12
 SYSTEM / Electrical System
ENGINE STOP CIRCUIT
When the key switch is turned OFF from the ON
position, the key switch ON signal from terminal M to
the MC is cut. Then, the MC moves the EC motor to
stop the engine.

Key Switch

Battery

Battery
Relay

MC

EC Motor
T197-02-04-007

T2-4-13
 SYSTEM / Electrical System
(Blank)

T2-4-14