Ex2500-5 Operational Principle (Ttla0446)

SECTION 1
GENERAL
CONTENTS

Group 1 Specification
Base Machine Dimensions................................1
Working Range.................................................2
Group 2 Component Layout

Main Component Layout ...................................5
Pilot Panel ........................................................7
Pump and Components ....................................8
Electrical Component Layout ............................9
Engine and Components................................. 10
Battery Compartment...................................... 11
Electrical Component Layout in Cab ............... 12
Electrical Equipment Box ................................ 13
Group 3 General
Engine ............................................................ 17
Engine Accessories ........................................ 19
Hydraulic Component ..................................... 20
Electrical Component...................................... 23
Filter ............................................................... 24
Others ............................................................ 24
GENERAL / Specifications
BASE MACHINE DIMENSIONS
T141-01-01-001
Model Designation EX2500-5

Front Attachment Type − Loading Shovel Front Backhoe Front
3 3
Standard Bucket Capacity (Heaped) m (yd ) 14.5 (24) 14.6 (19.1)
Operating Weight kg (lb) 239500 (527900) 242000 (533400)
-1
KTA50-C 972 kW/1800 min
Engine −
(1321 PS/1800 rpm)
A: Overall Width mm (ft in) 6350 (20’ 10”)
B: Cab Height mm (ft in) 7040 (23’ 1”)
C: Rear End Swing Radius mm (ft in) 6290 (20’ 8”)
D: Minimum Ground Clearance mm (ft in) 800 (2’ 7”)
E: Counterweight Clearance mm (ft in) 2230 (7’ 4”)
F: Overall Width of Upperstructure mm (ft in) 6200 (20’ 4”)
G: Undercarriage Length mm (ft in) 7870 (25’ 10”)
H: Undercarriage Width mm (ft in) 6000 (19’ 8”)
I : Sprocket Center to Idler Center mm (ft in) 6120 (20’ 1”)
J: Track Shoe Width mm (ft in) 1000 (3’ 3”)
2
Ground Pressure kPa (kgf/cm , psi) 176 (1.79)
-1
Swing Speed min (rpm) 3.8
Travel Speed (Fast/Slow) km/h (mph) 2.3/1.6 (1.43/1.00)
Gradeability % (Degree) 60 (30)
NOTE: The dimensions do not include the height of

the shoe lug.
1
WORKING RANGE
Loading Shovel
T141-01-01-002
Items
A : Minimum Digging Distance 5340 mm (17 ft 6 in)
B : Minimum Level Crowding Distance 7980 mm (26 ft 2 in)
C : Level Crowding Distance 4980 mm (16 ft 4 in)
D : Maximum Digging Reach 14060 mm (46 ft 2 in)
E : Maximum Cutting Height 15010 mm (49 ft 3 in)
F : Maximum Dumping Height 10350 mm (34 ft 0 in)
G : Maximum Digging Depth 3720 mm (12 ft 2 in)
2
Backhoe
T141-01-01-003
Items
A : Maximum Digging Distance 17050 mm (55 ft 11 in)
B : Maximum Digging Reach (On ground) 16500 mm (54 ft 2 in)
C : Maximum Digging Depth 8570 mm (28 ft 1 in)
D : Maximum Cutting Height 16160 mm (53 ft 0 in)
E : Maximum Dumping Height 10360 mm (34 ft 0 in)
3
(Blank)
4
GENERAL / Component Layout
MAIN COMPONENT LAYOUT
Loading Shovel
7
8
9
10
6
11
5 12
13
14
15
16
17
18
1 19
20
2
43
4 3 42
41
21
40
39 22
38 23
24
25
26
37 27
36
35 28 Pilot
34 29 Panel
33 30 T141-01-03-005
32 31
1 - Arm Cylinder 13 - Auto-Lubrication Device (Lubri- 25 - Lift Cylinder (Fast Filling 37 - Accumulator (Adjuster)
cator) Device: Optional)
2 - Level Cylinder 14 - Swing Device 26 - Fast Filling Solenoid Valve 38 - Center Joint
(Fast Filling Device: Op-
tional)
3 - Bucket Cylinder 15 - Air Breather Solenoid 27 - Boom Priority Valve 39 - Swing Bearing
4 - Dump Cylinder 16 - Control Valve 28 - Travel Pilot Pressure Cut- 40 - Adjuster Cylinder
Off Valve
5 - Bucket 17 - Main Hydraulic Oil Tank 29 - Accumulator (Pilot Circuit) 41 - Compressor Motor
6 - Arm 18 - High Pressure Strainer 30 - Shuttle Valve 42 - Swing Stop Solenoid
Valve
7 - Boom 19 - Fuel Cooler 31 - Travel Device 43 - Pilot Control Shut-Off
Valve
8 - Boom Cylinder 20 - Oil Cooler 32 - Pilot Pressure Selector
Valve
9 - Pilot Valve (Travel) 21 - Pump Transmission Cooler 33 - Travel Brake Valve
10 - Pilot Valve (Front/Swing) 22 - Oil Cooler Fan Motor 34 - Accumulator (Adjuster)
11 - Pilot Valve 23 - Sub-Hydraulic Oil Tank 35 - Relief Valve (Accumulator)
(Bucket Open/Close)
12 - Compressor 24 - Bypass Filter 36 - Reducing Valve (Accumu-
(For Air Conditioner) lator)
5
Backhoe
5
4
6
3 7
8
9
10
11
12
13
14
2 15
16
17
1
39
38
37
18
36
19
35
20
34
21
33
22
32
23
31 T141-01-03-006
30
29 Pilot
28 26 25 24 Panel
27
1 - Bucket 11 - Swing Device 21 - Bypass Filter 31 - Relief Valve (Accumu-

lator)
2 - Arm 12 - Air Breather Solenoid 22 - Lift Cylinder (Fast Filling De- 32 - Reducing Valve (Accu-
vice: Optional) mulator)
3 - Bucket Cylinder 13 - Control Valve 23 - Fast Filling Solenoid Valve 33 - Accumulator (Adjuster)
(Fast Filling Device: Optional)
4 - Arm Cylinder 14 - Main Hydraulic Oil Tank 24 - Travel Pilot Pressure Cut-Off 34 - Center Joint
Valve
5- Boom Cylinder 15 - High Pressure Strainer 25 - Accumulator (Pilot Circuit) 35 - Swing Bearing
6- Boom 16 - Fuel Cooler 26 - Shuttle Valve 36 - Adjuster Cylinder
7- Pilot Valve (Travel) 17 - Oil Cooler 27 - Travel Device 37 - Compressor Motor
8- Pilot Valve 18 - Pump Transmission Cooler 28 - Pilot Pressure Selector Valve 38 - Swing Stop Solenoid
(Front/Swing) Valve
9 - Compressor 19 - Oil Cooler Fan Motor 29 - Travel Brake Valve 39 - Pilot Control Shut-Off
(Air Conditioner) Valve
10 - Auto-Lubrication Device 20 - Sub-Hydraulic Oil Tank 30 - Accumulator (Adjuster)
(Lubricator)
6
PILOT PANEL
1 2 3 4 5 6 7
T141-01-03-008
11 10
1 - Manifold 4 - Reducing Valve 7 - Slow Return Valve 10 - Relief Valve

(Air Compressor Drive Circuit)
2 - Pressure Sensor 5 - Shuttle Valve 8 - Manifold 11 - Pressure Sensor
(Travel Alarm) (Fast Filling System)
3 - Shuttle Valve 6 - Travel Mode Solenoid 9 - Pressure Sensor
Valve (Auto-Idle)
7
PUMP AND COMPONENTS
15
14
13
12
11
10
7 2
9
3
4
8
5
6
T117-01-02-004
1 - Contamination Sensor 5 - 4-Unit Pump 9 - Pilot Filter 13 - EHC Valve (Power In-
creasing)
2 - Main Pump 3 (Transmis- 6 - Transmission Oil Pressure 10 - Pressure Reducing Valve 14 - Power Reducing Solenoid
sion Side) Switch (Oil Cooler Fan Motor Valve
Main Pump 4 Speed Control)
(Pump End Side)
3 - Main Pump 5 (Transmis- 7 - Transmission Oil Filter 11 - Directional Valve 1 15 - Fan Motor Solenoid Valve
sion Side) (Pump Flow Rate Control)
Main Pump 6
(Pump End Side)
4 - Main Pump 1 (Transmis- 8 - Pilot Relief Valve 12 - Directional Valve 2
sion Side) (Pump Flow Rate Control)
Main Pump 2
(Pump End Side)
8
ELECTRICAL COMPONENT LAYOUT
2
1
3
4
5
6
8
7 9
10
11
30
12
13
29
28
14
15
16
27 17
26
25 18
24 19
23
22 T141-01-03-007
21
20
1 - Work Light 9 - Hydraulic Oil Level Switch 2 17 - Proximity Switch (Fast Fill- 24 - Fuel Temperature Sensor
(on the Cab) (Alarm Light) ing System: Optional)
2 - Entrance Light 10 - Maintenance Light (Engine 18 - Fast Filling Panel 25 - Maintenance Light (Under
Compartment) Raise/Lower Solenoid Cab Compartment)
Valve (Fast Filling System:
Optional)
3 - Air Conditioner 11 - Valve Limit Switch (Delivery 19 - Work Light (Rear Left) 26 - Electrical Equipment Box
Circuit)
4 - Swing Stop Solenoid 12 - Maintenance Light (Pump 20 - Valve Limit Switch (Suction 27 - Receiver-Dryer Condenser
Valve Compartment) Circuit) Fan Control Pressure
Switch
5 - Work Light (Front Right) 13 - Work Light (Rear Right) 21 - Fuel Level Switch 28 - Work Light (Front Left)
6 - Battery 14 - Hydraulic Oil Temperature 22 - Ladder Limit Switch 29 - Condenser (Fan Motor)
Sensor 1 (Hydraulic Oil Tem-
perature Gauge)
7 - Air Damp Solenoid 15 - Hydraulic Oil Temperature 23 - Low Fuel Level Switch 30 - Horn
Sensor 2 (Fan Motor Speed
Control)
8 - Hydraulic Oil Level 16 - Travel Alarm
Switch 1 (Level Indicator)
9
ENGINE AND COMPONENTS
1
Radiator (Af-
tercooler)
3
Reservoir
(On Engine
Compartment)
Radiator
13
4
12
5
11
Engine Oil Filter
Coolant Filter
6
7
Fuel Filter
9
T141-01-03-002
10
1 - Coolant Level Switch 5 - Engine Oil Level Switch 9 - Coolant Temperature Sen- 12 - Engine Speed Sensor
(Alarm Light) sor
2 - Ether Solenoid Valve 6 - Upper Starter 10 - Coolant Level Switch 13 - Engine Oil Pressure Switch
3 - Air Cleaner Restriction 7 - Lower Starter 11 - PRELUB Oil Pressure
Switch Switch
4 - Alternator 8 - ECM
10
BATTERY COMPARTMENT
1 2 3 4 5 6 7 8
10
11
17
12
16
13
15
14
T141-01-02-004
1 - PRELUB Timer 6 - Fusible Link (6) 11 - Fusible Link (7) 16 - Battery Relay (3)
2 - Starter Relay 2 7 - Auto-Lubrication Grease 12 - Battery Relay (1) 17 - Cover Switch
Pressure Switch (2)
3 - Battery Relay (2) 8 - Auto-Lubrication Grease 13 - Circuit Breaker
Pressure Switch (1)
4 - Starter Relay 1 (Upper) 9 - Auto-Lubrication Mode 14 - Battery
Switch
5 - Starter Relay 1 (Lower) 10 - Fusible Link (1) to (5), and (8) 15 - PRELUB Relay
11
ELECTRICAL COMPONENT LAYOUT IN
CAB
1 2
4
5
Front of Cab M146-01-010

3
Front Left Side in Cab 6
M146-01-039
M146-07-048 M144-01-033
Upper
UpperFront
Frontofof
Cab
Cab
7
9 13
10
12
11
Power Terminal Layout

M117-07-172
T141-01-02-003
Rear Left Side in Cab
1- Switch Panel 5 - Key Switch 8 - Power Terminal 11 - Code Display Light

2- Monitor Panel 6 - Hour Meter 9 - Buzzer 12 - DC-DC Converter
3- Radio 7 - Fuse Box (Cab) 10 - Data Link Connector 13 - Engine Diagnostic Switch
4- Emergency Engine Stop
Switch
12
Monitor Panel
1 2 3 4 5 6 7 8 9 10 11 12 13 14
34
33
32 21
22
23
31
30 29 28 27 26 25 24 20 19 18 17 16 15 T141-01-02-002
Switch Panel 39
35 36 37 38
49
48
47 46 45 44 43 42 41 40 T141-01-02-001
1 - Download Indicator 14 - Tachometer 26 - Pump Contamination Indi- 38 - Side Air Conditioner Con-
cator troller
2 - Engine Oil Level Indicator 15 - Alternator Indicator 27 - Air Cleaner Restriction 39 - Front Air Conditioner Con-
Indicator troller
3 - Coolant Level Indicator 16 - Pump Transmission Oil 28 - Stop Valve Indicator 40 - Fuel Lever
Pressure Indicator
4 - Hydraulic Oil Level Indica- 17 - Engine Oil Pressure Indi- 29 - Emergency Engine Stop 41 - Work Light Switch
tor cator Indicator
5 - Slow Travel Mode Indicator 18 - Overheat Indicator 30 - Ladder Indicator 42 - Dome Light Switch
6 - Auto-Idle Indicator 19 - Hydraulic Oil Level Indica- 31 - Dimmer Switch 43 - Maintenance Light Switch
tor (Engine Compartment)
7 - Maintenance Light Indica- 20 - Low Fuel Level Indicator 32 - Buzzer Stop Switch 44 - Entrance Light Switch
tor
8 - Entrance Light Indicator 21 - Coolant Level Indicator 33 - Level Check Switch 45 - Travel Mode Switch
9 - PRELUB Indicator 22 - Auto-Lubrication Indicator 34 - Indicator Light Check 46 - Auto-Idle Switch
Switch
10 - Fast Travel Mode Indicator 23 - Engine Stop Indicator 35 - Cigar Lighter 47 - Fast Filling System Switch
(Optional)
11 - Fuel Gauge 24 - Engine Warning Indicator 36 - Wiper Switch 48 - Washer Switch
12 - Hydraulic Oil Temperature 25 - Fast Filling Panel Indicator 37 - Rear Air Conditioner Con- 49 - Wiper Delay Selector
Gauge (Optional) troller Switch
13 - Coolant Temperature
Gauge
13
ELECTRICAL EQUIPMENT BOX
17
3
4
5
6
10
11
Refer to next
page
12 13 14 15 16
T141-01-02-005
1 - Diode Cover 6 - ECU 10 - Resister (27 Ω) 14 - Fuse Box (2)

(D1 to D3, D9 to D42)
2 - MC (A) 7 - Air Conditioner Controller 11 - Resister (5.6 Ω) 15 - Diode Cover
(D43 to D49, R1C, R2C)
3 - CSU 8 - Resister (27 Ω) 12 - Diode Cover 16 - Fuse Box (3)
(Contamination Sensor (D4 to D8)
Unit)
4 - MC (B) 9 - Auto-Lubrication Interval 13 - Fuse Box (1) 17 - Fluorescent Illumination
Switch Light
5 - DLU
14
Relay Layout
1 2 3 4 5 6 7
8 9 10 11 12 13
14 15 16 17 18 19 20 21
22 23 24 25 26 27 28 29
30 31 32 33 34 35 36 37
38 39 40 41 42 43 44 45
1 - Air Condenser Fan 13 - Auto-Lubrication Solenoid 24 - Work Light (On Cab) 35 - Indicator Light Check
(Front) Valve (1)
2 - Air Condenser Fan 14 - Auto-Lubrication Solenoid 25 - Work Light (Right Side on 36 - Washer Motor
(Side) Valve (2) Base Machine)
3 - Air Condenser Fan 15 - Power Reduction Solenoid 26 - Work Light (Rear) 37 - Wiper (Upper Side Fast)
(Rear) Valve
4 - Air Conditioner (Rear) 16 - Valve Switch (1) 27 - Dome Light 38 - Wiper (Upper Side Slow)
5 - Air Conditioner (Side) 17 - Valve Switch (2) 28 - Entrance Light 39 - Main Wiper (Upper)
6 - Air Conditioner (Front) 18 - Emergency (1) 29 - Horn 40 - Wiper (Lower Side Fast)
7 - Ether 19 - Emergency (2) 30 - Buzzer 41 - Wiper (Lower Side Slow)
8 - Fast Filling Device (1) 20 - Maintenance Light (Engine 31 - PRELUB Light 42 - Main Wiper (Lower)
Compartment)
9 - Fast Filling Device (2) 21 - Maintenance Light (Pump 32 - Travel Mode Switch 43 - Load Dump
Compartment)
10 - Fast Filling Device (3) 22 - Maintenance Light (Cab 33 - Illumination 44 - Work Light Indicator
Under Compartment)
11 - Hour Meter 23 - Work Light (Left Side on 34 - Level Check 45 - Entrance Light Indicator
Base Machine)
12 - Swing Stop
15
(Blank)
16
GENERAL / Component Specifications
ENGINE
Manufacturer .................................................................. CUMMINS ENGINE COMPANY, Inc

Model.............................................................................. QSK45-C
Type................................................................................ Diesel, 4 cycle, 60° V, water-cooled,
direct injection type (With turbocharger and aftercooler)
Cyl. No.-bore × stroke..................................................... 12-159×190 mm (12-6.3×7.5 in)
Piston displacement ....................................................... 45 L
-1
Rated output (Gross) ...................................................... 1007 kW/1800 min (1369 PS/1800 rpm)
-1
(Net)........................................................... 971 kW/1800 min (1320 PS/1800 rpm)
Compression ratio .......................................................... 16.5
Dry weight....................................................................... 5820 kg (12800 lb)
Firing order ..................................................................... 1R-6L-5R-2L-3R-4L-6R-1L-2R-5L-4R-3L
Rotation direction............................................................ Clockwise (Viewed from fan side)
Overall length × width × height ....................................... 2444×1563×1870 mm (96×62×74 in)
Cooling System
Cooling fan ..................................................................... Dia. 1524 mm (60 in), 8 blades, draw-in type
Fan pulley ratio ............................................................... Engine rpm×0.5
Thermostat ..................................................................... Cracking temp: 80 °C (176 °F)
Full open temp: 90 °C (194 °F)
Water pump.................................................................... Centrifugal type
Coolant capacity (Engine only) ....................................... 135 L (35.7 US gal) (engine only)
Lubrication System
Type................................................................................ Gear pump
Oil filter ........................................................................... Full-flow paper element type, with bypass filter
Lubrication oil capacity ................................................... 265 L (70 US gal) [High], 241 L (63.6 US gal) [Low]
Starting System
Manufacturer .................................................................. DELCO-REMY
Model.............................................................................. 50MT (ST 6006)
Voltage⋅Output ................................................................ DC24 V 9 kW×2
Auxiliary Ignition System

Type................................................................................ Ether
Engine Stop System

Stop method ................................................................... Fuel cut-off
Alternator
Manufacturer .................................................................. DELCO-REMY
Type................................................................................ AC generator with diode rectifier
Voltage⋅Output ................................................................ DC24 V⋅100 A
Supercharging System
Manufacturer .................................................................. HOLSET
type ................................................................................. Exhaust-gas driven type
Performance
3 3
Lubrication oil consumption ............................................ Less than 770 cm /hr (47 in /hr)
Fuel consumption ratio ................................................... 156 g/PS⋅hr at rated output
Injection timing................................................................ Variable (HPI electronic control)
-1
Max. output torque (Gross) ............................................ 6132 N⋅m (613 kgf⋅m, 4430 lbf⋅ft)/1400 min
-1
(Net) ................................................ 6010 N⋅m (601 kgf⋅m, 4350 lbf⋅ft)/1400 min
-1
No load speed ................................................................ 2050±50 min
17
Engine Performance Curve
T141-01-03-003
18
ENGINE ACCESSORIES
Radiator
Core Dimensions Length × Height × Width .................... 1750×1701×120 mm (8.9×7×4.7 in)
Core Bank Number......................................................... 6
Fin Form ......................................................................... Plate
Capacity.......................................................................... Approx. 105 L (27.7 US gal)
2 2
Radiating Area ................................................................ 248.5 m (297 in )
Oil Cooler
Core Dimensions Length × Height × Width .................... 1450×1152×105 mm (9.1×9.4×4.1 in)
Core Bank Number......................................................... 6
Fin Form ......................................................................... Plate
Capacity.......................................................................... Approx. 37 L (9.8 US gal)
2 2
Aftercooler
Core Dimensions Length × Height × Width .................... 1750×1701×80 mm (8.9×7×3.1 in)
Core Bank Number......................................................... 4
Fin Form ......................................................................... Plate
Capacity.......................................................................... 69.3 L (18.3 US gal)
2 2
Pump Transmission Cooler

Core Dimensions Length × Height × Width .................... 290×351.2×32 mm (11.4×1.8×1.3 in)
Core Bank Number......................................................... 1
Fin Form ......................................................................... Corrugated
Capacity.......................................................................... 12.95 L (3.4 US gal)
2 2
Radiating Area ................................................................ 3.65 m (4.4 in )
Fuel Cooler
Core Dimensions Length × Height × Width .................... 859×720.5×50 mm (9.8×4.4×2 in)
Core Bank Number......................................................... 1
Fin Form ......................................................................... Plate
Capacity.......................................................................... 11.9 L (3.1 US gal)
2 2
Radiating Area ................................................................ 24.01 m (28.7 in )
Battery
Model.............................................................................. 245H52
Capacity.......................................................................... 176 Ah (5 hour rate)
Voltage............................................................................ 12 V
Discharge Current .......................................................... 500 A
Duration .......................................................................... 7.8 minutes
Voltage 30 seconds after discharging............................. 9.9 V
Height × Width × Length................................................. 270×278×521 mm (11×11×21 in)
19
HYDRAULIC COMPONENT
Pump Device
Gear Ratio ...................................................................... Engine vs Main pump: 0.86
Engine vs 4-unit pump: 1.089
Main Pump (MP1 to 4)
Type................................................................................ Swash plate type,
variable displacement tandem plunger pump
Model.............................................................................. K3V280DTH110L
3 3
Theoretical displacement ............................................... 250 cm (15 in )/rev×2
Maximum flow rate ......................................................... 375 L (99 US gal)/min×2
Main Pump (MP5, 6)

Type................................................................................ Swash plate type,
variable displacement tandem plunger pump
Model.............................................................................. K3V280DTH160L
3 3
Theoretical displacement ............................................... 280 cm (17 in )/rev×2
Maximum flow rate ......................................................... 425 L (112 US gal)/min×2
4-Unit Pump
Model.............................................................................. K3V112S (Fan Motor Drive Pump)
KFP4156 (Pilot Pump / Compressor
Pump / Transmission Oil Pump)
Fan Motor Drive Pump

Type................................................................................ Swash plate type, variable displacement
plunger pump
3 3
Theoretical displacement ............................................... 112 cm (6.8 in )/rev
Maximum flow rate ......................................................... 199 L (53 US gal)/min
Pilot Pump / Compressor Pump

Type................................................................................ Tandem gear pump
3 3
Maximum flow rate (Transmission side)......................... 56 cm (3.4 in )/ rev
3 3
(Top side) ........................................ 45 cm (2.7 in )/ rev
Transmission Oil Pump
Type................................................................................ Gear pump
3 3
Maximum flow rate ......................................................... 13 cm (0.8 in )/ rev
Control Valve
Type................................................................................ Pilot operated, multi block
Model.............................................................................. KSV 1000
2
Main relief set pressure .................................................. 29.4 MPa (300 kgf/cm , 4270 psi)
2
Overload relief set pressure ........................................... 30 MPa (320 kgf/cm , 4550 psi)
2
16 MPa (170 kgf/cm , 2420 psi) (Bucket open / close)
Swing Device
Type................................................................................ Two-stage reduction planetary gear
Gear Ratio ...................................................................... 13.358
20
Swing Motor
Type................................................................................ Swash plate type, fixed displacement
axial plunger motor
Model.............................................................................. MX750
3 3
Theoretical Displacement............................................... 750 cm (45.8 in )/rev
2
Relief set pressure ......................................................... 27.4 MPa (280 kgf/cm , 3980 psi)
+0 +0 2 +0
Parking brake release pressure ..................................... 1.8 -0.4 MPa (18 -0.4 kgf/cm , 256 -57 psi)
Travel Device
Type................................................................................ Two-stage reduction planetary gear
Gear ratio........................................................................ 134.917
Travel Motor
Type................................................................................ Swash plate type, variable displacement
axial plunger motor
Model.............................................................................. M3B/027BA
3 3
Theoretical displacement (Slow) .................................... 1027 cm (63 in )/rev
3 3
(Fast) ..................................... 718 cm (44 in )/rev
+0.2 +2.2 2 +30
Parking brake release pressure ..................................... 1.7 -0 MPa (17.4 -0 kgf/cm , 247 -0 psi)
Travel Brake Valve

Type................................................................................ VBR-12ST
Flow rate......................................................................... 660 L (175 US gal)/min
Oil Cooler Fan Motor

Model.............................................................................. A2FM63/61 W
3 3
Theoretical displacement ............................................... 63.0 cm (3.9 in )/rev
Compressor Motor
Model.............................................................................. MSF-46
3 3
Theoretical displacement ............................................... 46.1 cm (2.8 in )/rev
Boom Cylinder (Loading Shovel) (Backhoe)

Rod diameter .................................................................. 230 mm (9.1 in) 230 mm (9.1 in)
Cylinder bore .................................................................. 310 mm (1 ft 0.2 in) 310 mm (1 ft 0.2 in)
Stroke ............................................................................. 2200 mm (7 ft 2.6 in) 3040 mm (9 ft 11.7 in)
Fully retracted length ...................................................... 4475 mm (14 ft 8.2 in) 4340 mm (14 ft 3 in)
Metal plating thickness ................................................... 30 µm 30 µm
Arm Cylinder (Loading Shovel) (Backhoe)

Rod diameter .................................................................. 210 mm(8.3 in) 210 mm(8.3 in)
Cylinder bore .................................................................. 280 mm(11 in) 280 mm(11 in)
Stroke ............................................................................. 2290 mm(7 ft 6.2 in) 2310 mm(7 ft 7 in)
Fully retracted length ...................................................... 3505 mm (11 ft 6 in) 3555 mm (11 ft 8 in)
21
Level Cylinder
Rod diameter .................................................................. 230 mm (9.1 in)
Cylinder bore .................................................................. 310 mm (1 ft 0.2 in)
Stroke ............................................................................. 855 mm (2 ft 9.7 in)
Fully retracted length ...................................................... 2385 mm (7 ft 9.9 in)
Metal plating thickness ................................................... 30 µm
Bucket Cylinder (Loading Shovel) (Backhoe)

Rod diameter .................................................................. 180 mm (7.1 in) 170 mm (6.7 in)
Cylinder bore .................................................................. 250 mm (9.8 in) 230 mm (9.1 in)
Stroke ............................................................................. 1800 mm (5 ft 10.9 in) 2105 mm (6 ft 11 in)
Fully retracted length ...................................................... 3980 mm (13 ft 0.7 in) 3195 mm (10 ft 5.8 in)
Dump Cylinder
Rod diameter .................................................................. 130 mm (5.1 in)
Cylinder bore .................................................................. 215 mm (8.5 in)
Stroke ............................................................................. 425 mm (1 ft 4.7 in)
Fully retracted length ...................................................... 1325 mm (4 ft 4.2 in)
Metal plating thickness ................................................... 30 µm
Fan Motor Solenoid Valve

Rated Voltage ................................................................. 24 V
Maximum Flow Rate....................................................... 60 L/min (16 US gal)
Power Reduction Solenoid Valve

Rated Voltage ................................................................. 24 V
EHC Valve
Rated Voltage ................................................................. 24 V
Coil Resistance............................................................... 24 Ω ± 4 % [at 20 °C (68 °F)]
Travel Mode Solenoid Valve

Rated Voltage ................................................................. 24 V
Reduction Valve (Travel Mode Change)

2
Secondary pilot set pressure .......................................... 2.4 ± 0.1 MPa (24.6 ± 1 kgf/cm , 360 ± 14 psi)
Swing Stop Solenoid Valve

Rated Voltage ................................................................. 24 V
Maximum flow rate ......................................................... 80 L (21 USgal)/min
Switch Valve (Pump Flow Rate Control)

Type................................................................................ Pilot operated
2
Operating pressure (Cracking) ....................................... 0.59 MPa (6 kgf/cm , 85 psi)
2
(Full opened) .................................. 0.98 MPa (10 kgf/cm , 142 psi)
Boom Priority Valve

Type................................................................................ Pilot operated
2
Cracking pressure .......................................................... 0.98 MPa (10 kgf/cm , 142 psi)
22
ELECTRICAL COMPONENT
Coolant Temperature Sensor

Operating Temperature .................................................. 50 to 120 °C (122 to 248 °F)
Air Cleaner Restriction Switch

Operating Pressure ........................................................ 6.2±0.6 kPa (635±58 mmH2O)
Fuel Level Sensor

Resistance...................................................................... Empty: 10 Ω, Full: 90 Ω
Remaining Fuel Level Switch

Type................................................................................ Float Switch
Fuel Temperature Sensor (Fan Motor Control)

Operating Temperature .................................................. −30 to 120 °C (−22 to 248 °F)
Pump Transmission Oil Pressure Switch

2
Operating Pressure ........................................................ 49±10 kPa (0.5±0.1 kgf/cm , 7.1±1.4 psi)
Hydraulic Oil Level Switch (Level Indicator)

Type................................................................................ Float switch
Hydraulic Oil Level Switch (Warning Indicator)

Type................................................................................ Float Switch
Hydraulic Oil Temperature Sensor (Oil Temperature Gauge)

Operating Temperature .................................................. 50 to 120 °C (122 to 248 °F)
Hydraulic Oil Temperature Sensor (Fan Motor Control)

Operating Temperature .................................................. −30 to 120 °C (−22 to 248 °F)
Auto-Idle Pressure Sensor

Operating Pressure:
2
When control levers are in neutral ........................... 0.74 V or Less / 294 kPa (3 kgf/cm , 43 psi) or less
2
When control levers are operated............................ 0.9 V or more / 490 kPa (5 kgf/cm , 71 psi) or more
Travel Pilot Pressure Sensor

2
Operating Pressure ........................................................ 490±49 kPa (5±0.5 kgf/cm , 71±0.7 psi)
Grease Pressure Switch (Auto-Lubrication)

2
Operating Pressure ........................................................ 23.5 MPa (240 kgf/ cm , 3410 psi)
Circuit Breaker
Rated Current ................................................................. 200 A
Throttle Sensor
Total Resistance ............................................................. 5 kΩ±20 %
Output............................................................................. 0.4±0.1 V (Slow Idle)
4.4±0.1 V (Fast Idle)
23
FILTER
Suction Filter................................................................... 177 Micron

High Pressure Strainer ................................................... 95 Micron
Full-flow Filter ................................................................. 10 Micron
Bypass Filter ................................................................... 5 Micron
Drain Filter ...................................................................... 10 Micron
Pilot Filter........................................................................ 10 Micron
OTHERS
Lubrication Device
Manufacture.................................................................... LINCOLN
Capacity.......................................................................... 200 kg (440 lb)
2
Maximum Pressure ........................................................ 24.5 MPa (245 kgf/cm , 3480 psi)
3 3
Displacement.................................................................. 9.6 L/min (240 cm (15 in )/min)
Air Conditioner
Cooling ability ................................................................. 14700 kJ/h (3500 kcal/h)
Heating ability ................................................................. 15120 kJ/h (3600 kcal/h)
Charged Refrigerant Amount.......................................... 1400±50 g (3±0.1 lb)
3 3
Compressor Oil Volume ................................................. 320 cm (19.5 in )
(Incl. the volume in the compressor and hoses)
24
SECTION 2
SYSTEM
CONTENTS
SECTION 1 Control System SECTION 3 Electrical System
Outline............................................................ 25 Outline ............................................................53
Engine Control................................................ 26 Electric Power Supply Circuit ..........................54
Pump Control ................................................. 28 Accessory Circuit ............................................55
Oil Cooler Fan Motor Speed Control ............... 30 Starting Aid Circit ............................................56
Wiper Control ................................................. 32 Engine Start Circit ...........................................58
Travel Speed Control ...................................... 34 Charging Circuit ..............................................62
Swing Stop Control ......................................... 36 Surge Voltage Cut Circuit................................64
Auto-Lubrication Control ................................. 38 Engine Stop Circuit .........................................66
Engine Stop Circuit (With Emergency
SECTION 2 Hydraulic System Engine Stop Switch) .....................................68
Outline............................................................ 41
Main Circuit .................................................... 42
Pilot Circuit ..................................................... 49
Pump Transmission Oil
Cooling Circuit .............................................. 51
Oil Cooler Fan Motor Circuit ........................... 51
Compressor Motor Circuit ............................... 51
Travel Shock Absorption and
Travel Stop Circuit ........................................ 52
SYSTEM / Control System
OUTLINE
MC (main controller), EC (engine controller), and ECM NOTE: The ECM is the control unit in the CEN-
(electronic control module) process signals from vari- TRY
TM
electronic governor system. The
ous sensors and switches, activating solenoid valves ECM is provided on the engine.
and relays to control the engine, pumps, oil cooler fan
motor speed, and wipers.
The electrical/hydraulic combined circuit regulates the
travel speed control, swing stop control, auto-
lubrication control.
MC
Input Source Output Control Device Control Function
Engine Speed Sensor EHC Valve Inceased Horsepower Pump Control
Power Reduction Solenoid Valve Reduced Horsepower Pump Control
Hydraulic Oil Temperature Sensor Fan Motor Solenoid Valve Fan Motor Speed Control
Wiper Switch Upper Fast Wiper Relay Wiper Control
Intermittent Switch Lower Fast Wiper Relay
Washer Switch Upper Slow Wiper Relay
Lower Slow Wiper Relay
Washer Motor
EC
Engine Speed Sensor EHC Valve Inceased Horsepower Pump Control
Auto-Idle Pressure Switch ECM Engine Control (Auto-Idle Control)
Auto-Idle Switch
ECM
Accelerator Sensor Electronic Governor Engine Speed Control
Auto-Idle signal from EC Electronic Governor Engine Control (Auto-Idle Control)
25
ENGINE CONTROL
Engine Speed Control
Purpose:
To control the engine speed corresponding to the
engine speed control lever stroke.
Operation:
The accelerator sensor sends the ECM an electrical
signal corresponding to the engine speed control
lever stroke. The ECM activates the electronic
governor to control the engine speed.
Engine Speed Control Lever

Engine
ECM
Electronic
Governor
Accelerator Sensor
EC
T117-04-03-001
26
Auto-Idle Control
Purpose:
To save fuel and to lower noise by lowering engine
speed while all control levers are in neutral.
Operation:
Signals from the auto-idle switch and auto-idle Approximately three seconds after receiving the sig-
pressure switch are sent to the EC. nal, the ECM activates the electronic governor, low-
With the auto-idle switch in the ON position, the EC ering the engine speed to the auto-idle setting.
outputs a signal to the ECM after the auto-idle When control lever(s) are moved, the auto-idle pres-
pressure switch signal is off. sure switch is turned ON. Consequently, the EC stops
sending a signal to the ECM. Then, the ECM raises
the engine speed to the engine control lever setting.
Arm/Swing Boom/Bucket
Pilot Valve (Left) Pilot Valve (Right)
Bucket Open-Close
Pilot Valve Travel Pilot Valve
Shuttle Valve Shuttle Valve Shuttle Valve Shuttle Valve
Shuttle Engine Speed Control Lever Auto-Idle Switch

Shuttle Valve Valve
Auto-Idle
Pressure Switch
To Changeover
To Changeover Valve 1 Valve 2
Accelerator Sensor
EC
Engine
ECM
Electronic
Governor
27
PUMP CONTROL
Increased Horsepower Pump Control (Speed

Sensing)
Purpose:
To efficiently utilize engine horsepower by increasing
the pump delivery rate corresponding to the actual
engine speed when the engine runs faster than the
rated speed.
This increased horsepower pump control is kept
Operation: activated until the engine speed is reduced to 1800
-1
The engine speed sensor inputs the MC via the EC min or slower. (Note that the engine speed
the engine speed as electric signal. decreases with this pump control because the load
As long as the engine is running at a speed between applied to the engine increases due to the increased
-1 -1
1800 min and 2080 min , the MC sends the EHC pump displacement angle.)
valve an signal corresponding to the engine speed.
Consequently, the EHC valve sends the main pump
regulator port Pz pilot pressure corresponding to the
signal, increasing the pump displacement angle. As a
result, the pump delivery rate is increased, moving
the actuator(s) faster. (Refer to “Pump Device” group
in “COMPONENT OPERATION” section for the
regulator operation.)
EC
Engine Speed Sensor
MC
Engine
EHC Valve
Pump Transmission
Pilot Pump
28
Reduced Horsepower Pump Control
Purpose:
The engine is protected from overloading by reducing
pump drive power when the engine speed becomes
-1
slower than 1600 min .
Operation: When the engine speed increases faster than 1700

-1
Via the EC, the engine speed is input to the MC as a min , the MC deactivates the horsepower reducing
signal from the engine speed sensor. solenoid valve so that the normal operation returns.
When the engine speed becomes slower than 1600
-1
min , the MC activates the horsepower reducing
solenoid valve. Then, the pilot pressure from the
horsepower reducing solenoid valve is supplied to the
main pump regulators (Port Pz) so that the pump
displacement angle is reduced to decrease the pump
drive power. (Refer to the “Pump Device” group in
“COMPONENT OPERATION” section.)
EC
Engine Speed Sensor
MC
Engine
Pump Transmision Horsepower Reducing

Solenoid Valve
Pilot Pump
29
OIL COOLER FAN MOTOR SPEED
CONTROL
Purpose:
The oil cooler fan motor speed control system changes
the fan motor speed in three stages depending on
hydraulic oil temperature to maintain hydraulic oil
temperature at the proper level.
Operation:
The hydraulic oil temperature sensor sends the MC When the oil temperature is between 50 °C (122 °F)
electrical signals corresponding to oil temperature. The and 70 °C (158 °F), solenoid 1 on the fan motor
MC activates the fan motor solenoid valve solenoid valve is activated and solenoid 2 deactivated.
corresponding to oil temperature. Then, pilot pressure is supplied to the pump regulator
The fan motor solenoid changes pilot pressure after the pressure was reduced to the set pressure at
supplied to the fan motor pump regulator (port Pi) via the reducing valve, increasing the pump flow rate so
the reducing valve. (Refer to “Pump Device” group in that the fan motor rotates at medium speed.
“COMPONENT OPERATION” section for the regulator When the oil temperature is higher than 70 °C (158 °F),
operation.) Then, the delivery flow rate from the fan both solenoids 1 and 2 on the fan motor solenoid valve
motor drive pump is regulated to change the fan motor are deactivated. Then, the spool in the reducing valve
speed in three stages. is kept held to the left by the pilot pressure. Therefore,
the maximum pilot pressure is supplied to the pump
When the oil temperature is lower than 50 °C (122 °F), regulator without being reduced, maximizing the pump
solenoid 1 on the fan motor solenoid valve is flow rate so that the fan motor rotates at high speed.
deactivated and solenoid 2 activated. Therefore, pilot When the oil temperature decreases, the fan motor
pressure is not supplied to the pump regulator, rotates at medium speed when the oil temperature is
minimizing the pump flow rate so that the fan motor lower than 60 °C (140 °F), and at slow speed when the
rotates at slow speed. oil temperature is lower than 40 °C (104 °F).
30
Slow Speed Rotation
Pump Transmission Oil Cooler Fan Motor

Hydraulic Oil
Temperature Sensor
MC
Reducing Valve
Engine
Solenoid 2
Fan Motor Pump

Solenoid 1
Pilot Pump
Medium Speed Rotation

Hydraulic Oil
Temperature Sensor
MC
Reducing Valve
Engine
Solenoid 2
Fan Motor Pump

Solenoid 1
Pilot Pump
High Speed Rotation

Hydraulic Oil
Temperature Sensor
MC
Reducing Valve
Engine
Solenoid 2
Fan Motor Pump

Solenoid 1
Pilot Pump
31
WIPER CONTROL
Intermittent Operation Washer Operation
Purpose: Purpose:
To operate the wiper at an interval set by the wiper To spray windshield washer fluid and to operate the
delay selector. wiper a few turns at slow speed.
Operation: Operation:
An electrical signal is sent to the MC when the wiper When the washer switch is pressed, the washer
switch is turned to the INT position. Consequently, the motor is operated and an electrical signal is sent to
MC turns on the upper and lower slow wiper relays for the MC. At the same time, the MC turns on the upper
approximately one and half seconds at an interval set and lower slow wiper relays, operating the wiper at
by the wiper delay selector. slow speed. The wiper is operated for approximately
Accordingly, the upper and lower wiper motors are five seconds after the washer switch is released.
operated for one wiper turn at slow speed.
Slow Speed Operation
Purpose:
To operate the wiper at slow speed.
Operation:
An electrical signal is sent to the MC when the wiper
switch is turned to the LOW position. Consequently,
the MC turns on the upper and lower slow wiper
relays.
Accordingly, the upper and lower wiper motors are
operated at slow speed.
Fast Speed Operation
Purpose:
To operate the wiper at fast speed.
Operation:
When the wiper switch is turned to the HI position, the
upper and lower fast wiper relays are turned on.
Thereby, the upper and lower wiper motors are
operated at fast speed.
At this time, wiper relay 1 and 2 are turned ON,
disconnecting the circuit between the upper and lower
slow wiper relays, and wiper motors.
32
Upper Wiper Motor Lower Wiper Motor
Wiper Switch M M
OFF
INT
LOW
HI
d e a b c
From Fuse #11

From Fuse #12
Intermittent Switch Upper Fast

Wiper Relay
30 sec
15 sec
8 sec
MC Lower Fast
4 sec Wiper Relay
d e a b c Wiper Relay 2
Upper Slow
Wiper Relay
Washer Switch Wiper Relay 1
Lower Slow
Wiper Relay
33
TRAVEL SPEED CONTROL
Purpose:
The displacement angle of the travel motor is changed
by travel mode shift switch, contolling travel speed.
Operation:
• Slow Speed Mode
When the travel mode shift switch is turned OFF As the pilot pressure has been reduced, the travel
(the slow speed mode), the travel mode shift sole- mode shift valve spool does not shift. Thus, the main
noid valve is OFF. For this reason, the pilot pressure pressure from the control valve is exerted on the
acts on the travel mode shift valve spool after being slow-speed-mode side of the tilt piston, keeping the
reduced by the pressure reducing valve. displacement angle of the travel motor maximum
(the slow speed mode).
(Refer to “Travel Device” group in “Component op-
eration” section)
Travel Mode Shift Reducing Valve

Solenoid Valve
Travel Mode
Shift Switch
Center Joint
Pilot Pump
From Control Valve From Control Valve
Travel Mode Travel Mode

Shift Valve Shift Valve
Tilt Piston
Parking Brake Parking Brake
Left Travel Motor Right Travel Motor
34
• Fast Speed Mode

When the travel mode shift switch is turned ON (the As the spool shifts, the main pressure from the con-
fast speed mode), the travel mode shift solenoid trol valve is exerted on the fast-speed-mode side of
valve is ON. For this reason, the pilot pressure acts the tilt piston, reducing the travel motor displace-
on the spring side of the pressure reducing valve. ment angle to the minimum (the fast speed mode).
Thus, the pilot pressure is not reduced at the pres-
sure reducing valve and is directed and acts on the
travel mode shift valve spool, shifting it.
Reducing Valve
Travel Mode Shift

Travel Mode
Solenoid Valve
Shift Switch
Center Joint
Pilot Pump
From Control Valve From Control Valve
Travel Mode Travel Mode

Shift Valve Shift Valve
Tilt Piston
Parking Brake Parking Brake
Left Travel Motor Right Travel Motor
35
SWING STOP CONTROL
Purpose:
When the ladder or the fast filling panel (option) is low-
ered, this system deactivates the swing function.
Operation:
When the ladder is lowered, the ladder limit switch is
turned ON.
Thereby, monitor controller terminal #63 and swing
stop solenoid valve terminal #2 are grounded.
Consequently, the swing stop solenoid valve is shifted
and blocks swing pilot pressure. Therefore, the swing
function becomes inoperatable.
When the fast filling panel is lowered, the proximity
switch is activated, then terminal #2 is connected to
terminal #3.
Thereby, swing stop relay is energized, grounding
swing stop solenoid valve terminal #2.
Consequently, the swing stop solenoid valve is shifted
and blocks swing pilot pressure. Therefore, the swing
function becomes inoperatable.
36
Pilot Valve
Power Souce (Fuse #25)
Swing Stop
Solenoid Valve
#82
Monitor
To Swing Spool Control
Ladder Limit Unit
Switch
#63
Swing Stop
Relay
Fast Filling System

Power Souce (Fuse #24) Indicator
Proximity Switch

Fast Filling Relay
Fast Filling Switch
Pilot Pressure
Fast Filling
Solenoid Valve
Lift Cylinder T117-02-01-020
37
AUTO-LUBRICATION CONTROL
Purpose:
The auto-lubrication system functions to automatically
lubricate the front joint pin, swing bearing, and center
joint.
(Refer to “Others (Upperstructure)” group in “Compo-
nent Operation” section)
Operation:
• Auto-Lubrication • Manual Lubrication
In the auto-lubrication mode, the auto-lubrication The manual lubrication mode is obtained by turning
controller activates the auto-lubrication solenoid the auto-lubrication mode selection switch to the
valve relay at an interval specified by the auto- MANUAL position. As long as the auto-lubrication
lubrication interval switch. mode selection switch is in the MANUAL position,
While the auto-lubrication solenoid valve relay is the auto-lubrication controller continuously excites
activated, the auto-lubrication solenoid valve 1 is the auto-lubrication solenoid valve relay, activating
turned ON, supplying pressure oil from the pilot the grease pump. For this reason, grease lubrication
pump to the vent valve and to the auto-lubrication can be done using the grease gun.
solenoid valve 2 via the pressure reducing valve. The auto-lubrication controller monitors the manual
The cycle timer changes the direction of the pilot lubrication pressure by using manual grease
pressure to the grease pump by turning ON and Off pressure switch. If the grease pressure is raised
the auto-lubrication solenoid valve 2, activating the abnormally, the manual grease switch is turned ON,
grease pump. As the pilot pressure is supplied to the stopping the grease pump operation.
vent valve, the vent valve closes, allowing grease to
be supplied to the lubrication line. NOTE: In the manual lubrication mode, the red
In addition, the auto-grease pressure switch auto-lubrication indicator continuously lights.
monitors the auto-lubrication pressure, so that the This is normal. In addition, the grease
grease pump operates until the grease pressure pump is so constructed that it will not
switch is turned ON. When the auto-grease operate unless the grease gun is operated.
pressure switch is turned ON, the auto-lubrication
controller deactivates the auto-lubrication solenoid
valve relay.
For this reason, the auto-lubrication solenoid valve 1
is turned OFF and the auto-lubrication solenoid
valve 2 is deactivated, stopping grease pump
operation.
Moreover, as the pilot pressure is not supplied to the
vent valve, the vent valve opens, allowing grease in
the lubrication line to return to the grease tank.
NOTE: In the auto-lubrication mode, the grease

pressure switch also functions to detect if
the auto-lubrication system is functioning
correctly. If the grease pressure switch is
not turned ON in 150 seconds after the
auto-lubrication solenoid valve 1 is turned
ON, the auto-lubrication indicator will come
ON.
38
Auto-Lubrication Interval Switch

3 min
5 min
10 min
15 min
Auto-Lubrication
d e a b c
Indicator Relay
Auto-Lubrication
Indicator
Auto- From Fuse #9

Auto
Lubrication
Auto OFF Controller
Grease
Pressure Auto-Lubrication
Manual Solenoid Valve Relay
Switch
From Fuse #22

Manual Grease Auto-Lubrication
Pressure Switch Mode Selection Switch
Auto
OFF
Manual
Cycle Timer
Grease Pump
Auto-Lubrication Auto- To the lubrication circuit

Solenoid Valve 1 Pressure Lubrication
Reducing Solenoid
Valve 2 Vent Valve
Valve
Pilot Pump
Orifice
39
(Blank)
40
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system consists of the main circuit, pilot

circuit, pump transmission oil cooling circuit, oil cooler
fan motor circuit, and compressor motor circuit.
Main Circuit:
A hydraulic circuit that controls pressure oil from the
main pump via the control valve to actuate cylinders
and motors.
Pilot Circuit:
A hydraulic circuit that supplies pressure oil from the
pilot pump to the pilot control circuit, travel speed
control circuit, pump control circuit, fan motor speed
control circuit, auto-lubrication circuit, and swing
parking brake release circuit.
Pump Transmission Oil Cooling Circuit:

An oil circuit that cools the pump transmission oil by
routing transmission oil to the oil cooler using the
transmission oil circulating pump.
Oil Cooler Fan Motor Circuit:

A hydraulic circuit that drives the oil cooler fan motor
using pressure oil delivered from the oil cooler fan
motor drive pump.
Compressor Motor Circuit:

A hydraulic circuit that drives the compressor motor
using pressure oil delivered from the compressor
motor drive pump.
Shock Absorption and Travel Stop Circuit: (Serial

number 145 and up)
External loads are absorbed on the front idler to
dampen impacts while traveling and to stop travel op-
eration when the external loads increase excessively.
41
MAIN CIRCUIT
Loading Shovel: Backhoe:

Pressure oil from main pumps MP1 and MP2 is used Pressure oil from main pumps MP1 and MP2 is used
to actuate the right travel, boom raise/bucket tilt-in, to actuate the right travel, boom, bucket, and arm
bucket open/close, and arm functions after being functions after being controlled via the center control
controlled via the center control valve. valve. (For up to serial number 144, boom is used only
Pressure oil from main pumps MP3 and MP4 is used when the boom raise.)
to actuate the left travel, arm, boom, and bucket Pressure oil from main pumps MP3 and MP4 is used
functions after being controlled via the left control to actuate the left travel, arm, boom, and bucket
valve. functions after being controlled via the left control
Pressure oil from main pumps MP5 and MP6 is used valve.
to actuate the swing, arm extend, bucket, and boom Pressure oil from main pumps MP5 and MP6 is used
functions after being controlled via the right control to actuate the swing, arm, bucket, and boom functions
valve. after being controlled via the right control valve.
42
NOTE: The diagram shown below is of the loading

shovel type excavator.
Boom Bucket Arm Level Bucket Boom

Cylinder Cylinder Cylinder Dump Cylinder Cylinder Cylinder Cylinder
Travel Motor (L) Travel Motor (R)
Swing Motor
Oil
E :Arm I :Swing Cooler
F :Bucket J :Arm Extend
A B C D E F G H I J K L
Open/Close K :Bucket
G:Boom Raise L :Boom
/Bucket Tilt-In
Left Control Valve H:Travel (R) Right Control Valve
Center Control Valve
A :Bucket
B :Boom
C:Arm
D:Travel (L)
Hydraulic Oil Tank
MP 3 MP 4
MP 1 MP 3
MP 2 MP 4
Engine
MP 1 MP 2 MP 5
MP 6
Front View of Pump Position

MP 5 MP 6
43
Single Operation Circuit
Loading Shavel: Backhoe:

When the boom is operated, the pressure oil is When the boom is operated, the pressure oil is
delivered to two boom cylinders, via the left, center, delivered to the two boom cylinders, via the left,
and right control valves. The center control valve is center, and right control valves. For up to serial
used only when the boom is raised. number 144, the center control valve is used only
When the arm is operated, the pressure oil is when the boom is raised.
delivered to the arm cylinder, via the left, center, and When the arm is operated, the pressure oil is
right control valves. The right control valve is used delivered to the two arm cylinder, via the left, center,
only when the arm is extended. and right control valves.
When the bucket is operated, the pressure oil is When the bucket is operated, the pressure oil is
delivered to two bucket cylinders, via the left, center, delivered to two the bucket cylinders, via the left,
and right control valves. The center control valve is center, and right control valves.
used only when the bucket is tilted-in. When the swing is operated, the pressure oil is
When the bucket open/close is operated, the delivered to the two swing motors, via the right control
pressure oil is delivered to two dump cylinders, via valve.
the center control valve. When the travel is operated, the pressure oil is deliv-
When the swing is operated, the pressure oil is ered to left travel motor via the left control valve, and
delivered to two swing motors, via the right control to the right travel motor via the center control valve.
valve.
When the travel is operated, the pressure oil is deliv-
ered to the left travel motor via the left control valve,
and to the right travel motor via the center control
valve.
44
NOTE: The diagram shown below is that of the

loading shovel.

Swing Motor
Oil
/Bucket Tilt-In
A :Bucket
B :Boom
C:Arm
D:Travel (L)
Hydraulic Oil Tank
MP 3 MP 4
MP 1 MP 3
MP 2 MP 4
Engine
MP 1 MP 2 MP 5
MP 6

MP 5 MP 6
45
Combined Operation CIrcuits
• Travel and Front Attachment or Swing Functions NOTE: The bucket open/close and arm retract,
Combined Operation functions cannot be operated in travel
When the travel and front attachment or swing are combined operations. (Loading shovel only)
operated at the same time, the left control valve
supplies pressure oil to the left travel motor and
the center control valve supplies pressure oil to
the right travel motor. Because the travel spools
are located the most upstream of the left and
center control valves and no parallel passages are
provided in these control valves, no pressure oil
flows to the front and swing spool sections down
stream of the left and center control valves when
the travel function is operated.
Accordingly, the front attachment and swing func-
tions, are operated by pressure oil supplied from
the right control valve.
Namely, these functions are swing, arm extend
(loading shovel)/arm (backhoe), bucket, and
boom function.
46
NOTE: The diagram shown below is that of the

loading shovel.

Swing Motor
Oil
/Bucket Tilt-In
A :Bucket
B :Boom
C:Arm
D:Travel (L)
Hydraulic Oil Tank
MP 3 MP 4
MP 1 MP 3
MP 2 MP 4
Engine
MP 1 MP 2 MP 5
MP 6

MP 5 MP 6
47
• Bucket Tilt-In and Boom Raise Functions Com-

bined Operation (Loading Shovel Only)
When the bucket tilt-in and boom raise functions As the bucket spool in the left control valve is located
are operated at the same time, the bucket tilt-in downstream of the boom spool and no parallel pas-
pilot pressure operates the switch valve, blocking sage is provided, pressure oil from the center and left
the bucket tilt-in pilot pressure to the center con- control valves is used only for boom raise operation.
trol valve. For this reason, the bucket tilt-in/boom Pressure oil from the right control valve is used for
raise spool in the center control valve is moved to both boom raise and bucket tilt-in functions. (Although
the boom raise side. the boom spool is located downstream of the bucket
spool, a parallel passage is provided in the right control
valve.)
Pilot Valve
Boom Bucket Level Bucket Boom
Cylinder Cylinder Cylinder Cylinder Cylinder
Bucket Boom Control Valve

A: Bucket
B: Boom
G: Boom Raise/
Bucket Tilt-In
K: Bucket
L: Boom
Changeover
Valve
Center Control
A B G K L
Valve
Left Control Valve Right Control Valve
Hydraulic Oil Tank
MP 3 MP 4
MP 1 MP 3
MP 2 MP 4
Engine
MP 1 MP 2
MP 5
MP 6

MP 5 MP 6
48
PILOT CIRCUIT
The pressure oil from the pilot pump is used to operate An accumulator is provided in the pilot circuit so that
each circuit of the pilot control, travel speed control the pilot pressure oil can be supplied to the control
(Refer to “Travel Device” group in “Component circuit for a short time after the engine comes to stop.
Operation” section.), pump flow control (Refer to
“Pump Device” group in “Component Operation”
section), auto-lubrication control (Refer to “Control
System” group in this section.), fan motor speed
control (Refer to “Control System” group in “System”
section.), fast filling circuit (Refer to “Control System”
group in this section), and swing parking brake release
(Refer to “Swing Device” group in “Component
Operation” section.).
Pilot Control Circuit
Travel Pilot Valve Left Pilot Right Pilot

Valve Valve
Bucket Open and
Close Pilot Valve
(Looding Shovel
Only)
Auto-Lubrication Circuit
Grease Pump
Solenoid Valve 1
Pilot Shut-off
Valve
Swing Parking Brake Release Pressure
Pressure Reducing Valve

Accumulator
Solenoid Valve 2
Solenoid Valve
Fan Motor Speed Pump Flow Control

Control Circuit Circuit
Fast Filling Circuit (Option) Travel Speed Control Circuit
Reducing Valve
Solenoid Valve Solenoid
Solenoid Valve Valve
MP 3 MP 4 EHC
To Hydraulic Valve
Oil Tank
MP 1 MP 2
Engine Pilot Relief Changeover Changeover
Valve Valve 1 Valve 2
MP 5 MP 6
Pilot Filter
Pilot Pump
49
Pilot Control Circuit
Pressure oil from the pilot pumps is supplied to the

pilot valves via the pilot shut-off valve. (Pressure oil
will not be supplied to the pilot valves when the pilot
shut-off valve is closed.)
When a control lever is operated, the pilot valve
supplies pilot pressure corresponding to the control
lever stroke to the control valve spool end, shifting the
spool. Consequently, the main pressure is routed to
the corresponding actuator to operate the function.
Pilot Shut-Off Valve

Pilot Valves
Pilot Pumps
Swing/
Arm
Travel
To the Control Valve

Accumulators
Boom/
Bucket Bucket
Open/
Close
T144-02-02-012
50
PUMP TRANSMISSION OIL COOLING COMPRESSOR MOTOR CIRCUIT
CIRCUIT
Pressure oil from the compressor motor pump drives
The transmission oil circulation pump draws the the compressor drive motor.
transmission oil and delivers it to the oil cooler.
After the oil is cooled at the oil cooler, the oil is returned
to the pump transmission.
OIL COOLER FAN MOTOR CIRCUIT
Pressure oil from the fan motor pump drives the oil
cooler fan motor.
Compressor Motor
Pump Transmission
Oil Cooler
Fan Motor
Engine
Oil Cooler
Transmission Oil
Circulation Pump
Fan Motor Compressor Motor

Pump Pump
51
TRAVEL SHOCK ABSORPTION AND
TRAVEL STOP CIRCUIT
(Serial Number 145 and Up)
The system pressure in the right travel reverse circuit When, the travel stop valve is shifted, the system pres-
is supplied to both the right and left track adjusters sure, routed into the track adjuster, moves the pilot
after the pressure is reduced by the reducing valve. pressure selector valve. Thereby, the pilot pressure oil
When a load is applied to the front idler, the cushion moves the travel pilot pressure cut-off valve to the
piston is pushed so that hydraulic oil in the piston stroke and, blocking the pilot pressure oil flow from the
chamber flows into the accumulators. Then, the blad- travel pilot valve to the control valve so that the travel
ders in the accumulators are compressed to absorb function is stopped.
the external load.
Travel Pilot Valve
Track
Travel Pilot Pressure Adjuster Relief
Cut-Off Valve Valve
Cushion
Piston
Accumulator
Travel Stop
Valve
To DQR
valve.
Reducing
Valve
Pilot Pressure
Selector Valve
Pilot Pressure
Oil
Drain
From travel reverse
circuit.
T117-02-02-008
52
SYSTEM / Electrical System
OUTLINE
The electrical system has three circuits: the main

circuit, control circuit and monitor circuit.
In this section, main constituents and their functions of
the main circuit are described.
• Main Circuit (Engine and Accessory Control)

• Power Supply Circuit
Power source for the whole electrical system.
• Accessory Circuit
Electrical components are activated with the key
switch in the ACC position.
• Starting Aid Circuit
Helps the engine to start using starting aid fluid
(ether) in cold weather.
• Engine Start Circuit
Allows the engine oil to lubricate each section of
the engine through the PRELUB system before
starting.
• Charging Circuit
Alternator generated electrical current is used to
charge the batteries and to actuate the electrical
components.
• Surge Voltage Prevention Circuit
Protects the electrical components, such as the
controllers, from surge voltage.
• Engine Stop Circuit (with Key Switch)
Stops the engine by turning the key switch to the
OFF position.
• Emergency Engine Stop Circuit
(with Emergency Engine Stop Switch)
Stops the engine with the emergency engine stop
switch. Also, prevents the engine from being
started with the key switch.
• Control Circuit
A circuit pertinent to machine control, such as
engine speed and pump flow rate controls. (Refer to
the “Control System” group in this section.)
• Monitor Circuit
Indicates machine conditions.
53
ELECTRIC POWER SUPPLY CIRCUIT
(WITH THE KEY SWITCH OFF)
The minus terminals of the batteries are connected to

the vehicle ground. When the key switch is OFF, the
current flows as shown below:
Key switch (terminal B)

Batteries → Slow Blow Fuse → Fuse Box 1
Fuse Box 2
#1 → EC (main electric power)

#2 → Electrical Accessory Box (fluorescent tube)
Fuse Box 1 → → Load Dump Relay
#3 → MC (Backup electric power)
#37 → Air conditioner Controller (Backup electric power)
Fuse Box 2 → #1 →Radio (Backup electric power)
The fluorescent light in the electric accessory box can

be ON at all times. Fluorescent Tube
Load Dump Relay

MC
Radio Air Conditioner Controller

EC
1 2 3 4 5 6 40 39 38 37 36 35 34 33 32 31 10 9 8 7 6 5 4 3 2 1
Fuse Box 2 Fuse Box 1
B G1 G2 AC M ST
PREHEAT
OFF
Key Switch ACC
ON
START
Battery
Slow Blow
- + - + Battery Fuse
Relay (45A)
No.6
- + - +
54
ACCESSORY CIRCUIT
(WITH THE KEY SWITCH AT ACC)
When the key switch is turned to the ACC position,

terminal B connects with terminal ACC in the key
switch. The current from terminal ACC flows to each
circuit of the cab light, radio, cigar lighter, and horn
through the fuses, activating each accessory.
Radio
Cigar Lighter Horn Cab Light
1 2 3 4 5 6 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11
B G1 G2 ACC M ST
PREHEAT
OFF
ACC Slow Blow

ON Fuse
START
No.6
Key Switch
Battery
- + - + Battery
Relay
- + - +
55
STARTING AID CIRCUIT
The starting aid circuit helps the engine start by

supplying starting aid fluid to the engine intake
manifold when the engine is hard to start in cold
weather.
When the key switch is turned to the START position,
terminal B is connected to terminals G2 and M inside
the key switch.
Electrical current from key switch terminal M turns on
the battery relay via fuse #7. Consequently, electrical
current is routed to the switch part of the starting aid
relay via fuse #23. Electrical current from key switch
terminal G2 is routed to the coil part of the starting aid
relay via fuse #26.
If the starting aid button is pressed with the above
conditions, i.e. the key switch in the START position,
the starting aid relay is turned on, activating the starting
aid solenoid valve. As a result, starting aid fluid (ether)
is supplied to the intake manifold upon releasing the
starting aid switch, i.e. when the starting aid solenoid
valve is turned off.
NOTE: When the coolant temperature is 38 °C

(100 °F) or higher, the thermoguard switch
is turned off, interrupting the starting aid
solenoid valves ground line. In this condi-
tion, the starting aid solenoid valve cannot
be activated with the starting aid button.
56
Coolant
Temperature Starting Aid
Sensor Solenoid Valve
Starting Aid Relay

Starting Aid Button
30 29 28 27 26 25 24 23 22 21 10 9 8 7 6 5 4 3 2 1
Fuse Box 1
Key Switch
G2 Relay
R G1 G2 ACC M ST
PREHEAT
OFF
ACC
ON
START
Key Switch
Slow Blow Fuse
No.2 No.6
Battery
Battery
- + - + Relay
Junction Box
- + - +
57
ENGINE START CIRCUIT
PRELUB Circuit
The PRELUB system is provided in the engine start NOTE: Electrical current from key switch terminal
circuit. This system supplies lubricant to each section M flows to the monitor control unit via fuse
of the engine before the engine starts by driving the #6.
lower starter. Consequently, the monitor control unit en-
When the key switch is turned to the START position, ergizes the CENTRY power relay. There-
terminal B connects with terminals G2 and M in the fore, electrical current from key switch ter-
key switch. The current from terminal G2 flows minal M also flows to the ECM via fuse #10,
through key switch relay G2 and terminal #27 in fuse activating the electronic governor. Thereby,
box 1 and magnetizes the PRELUB timer solenoid. At the engine is set to the start position.
the same time, the current from terminal M While the PRELUB timer solenoid is kept
magnetizes the battery relay. Then, the battery power magnetized (while the gear pump is circu-
is led to terminal B on the lower starter and also to lating the engine oil), the PRELUB indicator
starter terminal M through the PRELUB timer relay comes ON, turning the PRELUB indi-
solenoid, rotating the lower starter. During this period, cator ON
the engine does not crank.
When the lower starter rotates, the gear pump
connected to the starter rotates to circulate the
engine oil. When the engine oil pressure increases
and the PRELUB pressure switch goes OFF, the
current magnetizing the PRELUB timer solenoid is
cut, stopping the starter for a while. At the same time,
the timer in the PRELUB timer solenoid operates to
allow the magnetizing current to flow from terminal #5
to the starter relay after several seconds.
58
CENTRY Power Relay
To monitor control unit To monitor control unit

To ECM
30 29 28 27 26 25 24 23 22 21 10 9 8 7 6 5 4 3 2 1
Fuse Box 1
Key Switch
G2 Relay
R G1 G2 ACC M ST
PREHEAT
OFF
ACC
ON
B
S Starter Relay 1 START
Key Switch
M
Starter Starter Relay 2
2 1 2 1
B
S
PRELUB Timer
M Solenoid
Starter
PRELUB Pressure
Switch
1 2 3 4 5 Fuse
(250 A)
Slow Blow
Fuse
R No.2 No.6
B
Breaker
Alternator
Battery
Battery
- + - + Relay
Junction Box
- + - +
59
Start Circuit
After the PRELUB operation is complete, the current Once the engine starts the alternator starts to
from terminal #5 on the PRELUB timer solenoid generate electricity so that the current flows from
magnetizes the starter relay. Then, the starter relay terminal B and R magnetizing the starter relay. Then,
comes ON, allowing the batteries to supply power to the starter relay is deactivated, opening the grounding
terminal S on the starter. Thereby, the starter inner circuit of the starter relay. Therefore, even if the key
relay comes ON, connecting terminal B with terminal switch is turned to the START position while the
M, by which the engine starts. engine is running, the starter will not rotate.
NOTE: The figure at the right shows the engine

cranking circuit status.
60
30 29 28 27 26 25 24 23 22 21 10 9 8 7 6 5 4 3 2 1
Fuse Box 1
Key Switch
G2 Relay
B G1 G2 ACC M ST
PREHEAT
OFF
ACC
ON
B Starter Relay 1
S START
Key Switch
M
Starter Starter Relay 2
2 1 2 1
B
S
PRELUB Timer
M Solenoid
Starter
PRELUB Pressure
Switch
1 2 3 4 5 Fuse
(250 A)
Slow Blow
Fuse
R No.2 No.6
Breaker
Alternator
Battery
Battery
- + - +
Relay Junction Box
- + - +
61
CHARGING CIRCUIT (WITH THE KEY
SWITCH ON)
When the key switch is released after the engine starts, The current from terminal B on the alternator re-
the key switch returns to the ON position, connecting charges the batteries via the breaker, junction box, and
terminal B with terminals ACC and M in the key switch. battery relay. In addition, this current flows to each cir-
cuit from the junction box via the slow blow fuse and
fuses.
Slow Blow Fuse Fuse Box 1 Connecting Point Remarks

1 (75A) # 31 Air conditioner Controller (Front) Main Power
# 32 Air conditioner Controller (Side) Main Power
# 33 Air conditioner Controller (Rear) Main Power
# 38 Fan Motor (Front) Electric Power
# 39 Fan Motor (Side) Electric Power
# 40 Fan Motor (Rear) Electric Power
2 (75A) #4 EC EC Motor Power
#5 MC Main Power
# 21 MC
Fan Motor Solenoid Valve Relay Solenoid Valve Power
# 22 Auto-Lubrication Controller Electric Power
# 23 Starting Aid Relay Electric Power
# 24 Travel Speed Change Relay Electric Power
Travel Speed Change Solenoid
Valve
Proximity Switch (Option)
Fast Filling Solenoid Valve (Option)
# 25 Swing Stop Solenoid Valve Electric Power
Air Dump Solenoid
3 (75A) # 15 Maintenance Light (Engine Room) Electric Power
Maintenance Light (Pump Room)
# 16 Work Light (On Cab) Electric Power
# 17 Work Light (Right-Hand) Electric Power
# 18 Work Light (Left-Hand) Electric Power
# 19 Entrance Light Electric Power
# 20 Illumination Electric Power
4 (75A) # 11 Wiper (Lower) Electric Power
# 12 Wiper (Upper) Electric Power
# 13 Travel Alarm Electric Power
5 (45A) # 28 Transformer Electric Power
# 29 Contamination Sensor Amplifier Electric Power
#5 Electric Power Terminal Electric Power
(Fuse Box 2)
62
1 2 3 4 5 6 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 21
B G1 G2 ACC M ST
PREHEAT
OFF
ACC
ON
START
Key Switch
Slow Blow
Fuse
R
No.1 No.2 No.3 No.4 No.5 No.6
B
Breaker
Alternator
Battery
Battery
- + - + Relay
Junction Box
- + - +
63
SURGE VOLTAGE CUT CIRCUIT
When the engine is stopped, i.e. when the key switch Electric power is always supplied to terminals #1 and
is turned to the OFF position, electrical current from #3 on the load dump relay. When the key switch is in
key switch terminal M to the battery relay stops, de- the ON or START position, the EC receives the power
energizing the battery relay. Since the engine keeps ON signal from terminal M on the key switch via fuse
running by inertia just after the key switch is turned to #8. As long as the EC receives the power ON signal,
the OFF position, the alternator keeps generating. At the load dump relay is activated.
this moment, because alternator generated electrical Then, the battery relays are activated, charging the
current does not flow to the battery as the battery relay batteries.
was just de-energized, surge voltage rises in the The power ON signal is cut when the key switch is
electrical circuit, possibly causing the electronic turned to the ACC or OFF position, the EC deactivates
components such as the controllers to fail. To prevent the load dump relay after 30 seconds. Accordingly,
this from occurring, the surge voltage prevention circuit after the key switch is turned OFF, the battery relay
is provided. stays ON for 30 seconds.
As a result, alternator generated current is routed to
the battery while the engine keeps running due to the
inertia force just after the key switch is turned to the
OFF position, preventing any surge voltage from rising
in the electrical circuit.
64
26 1
EC
39
10 9 8 7 6 5 4 3 2 1
Fuse Box 1
Load Dump Relay
1 2
3 5
B G1 G2 AC M ST
Slow Blow
PREHEAT Fuse
OFF
No.6
ACC
ON
START
Key Switch
R
Breaker
B
Alternator Battery Junction Box
- + - +
Battery
Relay
- + - +
65
ENGINE STOP CIRCUIT
When the key switch is turned to the OFF position from

the ON position (engine running), electrical current
from key switch terminal M is cut. For this reason,
electrical current from key switch terminal M to the
EMC via fuse #10 is cut. Consequently, the EMC turns
off the fuel solenoid (shut-off valve) to stop the engine.
79
Monitor Control Unit
CENTRY Power Relay 77

76
ECM
10 9 8 7 6 5 4 3 2 1
Fuse Box 1
B G1 G2 AC M ST
PREHEAT
OFF
ACC
ON
START Slow Blow

Key Switch Fuse
No.6
Battery
- + - +
Battery
Relay
- + - +
66
(Blank)
67
ENGINE STOP CIRCUIT (WITH
EMERGENCY ENGINE STOP SWITCH)
If the emergency engine stop switch is turned to the If the engine stop switch is turned to the
EMERG.STOP position while the engine is running, a EMERG.STOP position with the engine stopped (not
signal enters the monitor controller. Upon receiving the running), key switch G2 relay is energized. For this
signal, the monitor controller turns off the CENTRY reason, the line between key switch terminal G2 and
power relay, shutting off the power source to the ECM. PRELUB timer solenoid terminal #3 is interrupted.
Consequently, the fuel solenoid (shut-off valve) is de- Consequently, the starter does not rotate with the key
activated, stopping the engine. switch turned to the START position. Thus, the engine
At the same time, the monitor controller operates the will no start.
air dump solenoid.
68
Air Dump Solenoid
61
79
CENTRY Power Relay

Monitor Control Unit
ECM
77
76 41
Fuse Box 1
30 29 28 27 2 25 24 23 22 21 10 9 8 7 6 5 4 3 2 1
Emergency
Engine
Stop Switch
From slow
blow fuse #2
Key Switch
G2 Relay
PRELUB Timer Solenoid

B G1 G2 ACC M ST
PREHEAT
OFF Slow Blow
Fuse
ACC
1 2 3 4 5 ON No.6
START
Key Switch
Battery
- + - +
Battery
Relay
- + - +
69
(Blank)
70
SECTION 3
COMPONENT OPERATION
CONTENTS

Group 1 Pump Device Group 5 Travel Device
Outline............................................................ 71 Outline ..........................................................121
Main Pump ..................................................... 72 Travel Motor .................................................122
Regulator........................................................ 74 Travel Mode Control .....................................124
4-Unit Pump ................................................. 100 Brake Valve ..................................................126
Parking Brake ...............................................127
Group 2 Swing Device Travel Reduction Gear ..................................128
Outline.......................................................... 101
Swing Motor ................................................. 102 Group 6 Others (Upperstructure)
Swing Parking Brake .................................... 104 Fast-Filling System (Optional) .......................129
Swing Reduction Gear .................................. 105 Air Conditioner ..............................................130
Valve Unit ..................................................... 106 Auto-lubrication System ................................132
Group 3 Control Valve Group 7 Others (Undercarriage)

Outline.......................................................... 109 Swing Bearing...............................................133
Pilot Port Location ........................................ 110 Adjuster Cylinder ..........................................134
Hydraulic Circuit ........................................... 111 Accumulator .................................................135
Main Relief Valve And Center Joint ..................................................136
Overload Relief Valve ................................ 113
Make Up Valve ............................................. 113
Group 4 Pilot Valve

Outline.......................................................... 115
Construction ................................................. 116
Function ....................................................... 117
Operation ..................................................... 118
COMPONENT OPERATION / Pump Device
OUTLINE
The pump device consists of the pump transmission, The 4-unit pump consists of four pumps of various
main pumps (3-units) and a 4-unit pump. Power from types. From the transmission side. The first pump is a
the engine is transmitted to each pump through the swash plate type variable displacement plunger pump,
transmission. The main pump is a swash plate type driving the oil cooler fan motor. The 2nd pump is a gear
variable displacement 2-tandem plunger pump, sup- pump to supply pressure oil to the pilot circuit. The 3rd
plying the high pressure hydraulic oil to the main cir- pump is also a gear pump to drive the air conditioner
cuits. compressor. The 4th pump, farthest away from the
transmission, is used to circulate the pump transmis-
sion oil.
Main Pump 3
(Toward Transmission)
Main Pump 4
(Away from Transmission)
Main Pump 5
(Toward Transmission)
Main Pump 6
(Away from Transmission)
Main Pump 1 (Toward Transmission)

Main Pump 2 (Away from Transmission)
4-Unit Pump
T117-02-01-001
Pump Transmission
71
MAIN PUMP
The main pump is a swash plate type 2-tandem NOTE: Main pumps 1 to 6 are identical in con-
plunger pump. The two shafts are connected with a struction but different in displacement.
coupling. The same type pump is mounted on each
(Refer to the GENERAL / Component
shaft. A cylinder block, in which plungers are installed,
Specification group.)
is splined onto the shaft. Engine rotation is transmitted
to the shaft via the pump transmission. As the shaft is
rotated, the plungers rotate along with the cylinder
block. The plungers slide along the surface of the shoe
plate so that the plungers reciprocate in the cylinder
block bores as the swash plate is positioned at an an-
gle toward the plungers. This plunger reciprocation
functions to draw and discharge the hydraulic oil.
Main Pumps 1, 3, and 5 Main Pumps 2, 4, and 6
Shaft Servo Piston Servo Piston
Swash Plate Plunger Cylinder Valve Plate Coupling Valve Plate Cylinder Plunger Swash Plate
Block Block
T117-02-01-002
72
Flow Rate Increasing / Decreasing Operation
The flow rate of the pump is varied by changing the

angle of the swash plate, which changes the stroke of
the plunger. The servo piston is moved by the pres-
sure oil routed from the regulator. As the swash plate
is connected to the servo piston, the swash plate an-
gle is changed in accordance with the movement of
the servo piston, so that the pump flow rate is
changed.
Servo Piston
Shaft
Valve Plate
Cylinder Block
Plunger T117-02-01-003
Swash Plate
73
REGULATOR
The regulator is located on the pump casing to control

the pump flow rate. Two kinds of regulators, one for the
main pump and one for the oil cooler fan motor drive
pump, are provided.
Regulator Operation
• Torque Constant Control • Power Reducing Control (Main pump only)
-1
Controls the pump flow rate depending on the When the engine speed is reduced to 1650 min
pump delivery pressure (P) in order to maximize or slower, power reducing control pressure Pf
utilization of the engine horsepower. This control from the power reducing solenoid valve is routed
includes the following two operations. to decrease the pump swash angle so that the
(1) Overload Prevention Operation pump output is reduced.
When pump delivery pressure (P) increases, • Power Increasing Control (Main pump only)
-1
the pump swash angle is reduced to reduce When the engine speed increases to 1850 min
the pump flow rate. or faster, power increasing control pressure Pz
(2) Flow Rate Recover Operation from the EHC valve is routed to increase the
When pump delivery pressure (P) decreases, pump swash angle so that the pump output is in-
the pump swash angle is increased to increased.
crease the pump flow rate. • Minimum Flow Rate Signal Priority Control
• Flow Rate Control When more than two control signals are delivered
Regulator for Main Pump: When a control lever is to the regulator at the same time, the regulator is
operated, flow rate control pilot pressure Pi from controlled by the minimum flow rate signal.
selector valves 1 and 2 is routed to change the
pump swash angle so that the pump flow rate is NOTE: The regulator port symbols correspond to
controlled. the symbols used on the hydraulic circuit
Regulator for Oil Cooler Fan Motor Drive Pump: diagram as follows.
After being controlled by the fan motor solenoid
valve and the reducing valve, flow rate control pi- Symbol on Hydraulic
lot pressure Pi is routed to change the pump Regulator Port Symbol
Circuit Diagram
swash angle. Pi i1 to i7
Pf j1, j3, j5
Pz k1 to k6
Psv p1 to p7
74
Pi Pf Psv Pz
T141-04-04-004
Pz Psv Pi
P- Pump Delivery Pressure Pf- Power Reducing Control Pressure

(Power Reducing Solenoid Valve)
Psv- Pump Servo Assist Pressure Pz- Power Increasing Control Pressure
(from Pilot Pump) (EHC Valve)
Pi- Flow Rate Control Pressure
(Selector Valves 1 and 2, Reducing Valve)
75
Cross Section (Main Pump Regulator)
A
C
B
A B C T117-02-01-005
Cross Section A-A

1 2 3 4 5 6 7 8 9 10 11
Pi
14 13 12
T117-02-01-006
1- Inner Spring 5- Pin 9 - Pin 12 - Feedback Lever

2- Sleeve 6- Pin 10 - Pilot Piston 13 - Pin
3- Spool 7- Lever 1 11 - Spring 14 - Servo Piston
4- Pin 8- Hole
76
Cross Section B-B
1 1 1 1 1 2 2 2 2
Pz
Pf
T117-02-01-007
Cross Section C-C 2 2 2 2 2
T
T117-02-01-022
15 - Piston 19 - Hole 23 - Piston 27 - Sleeve

16 - Compensating Piston 20 - Compensating Rod 24 - Pin 28 - Outer Spring
17 - Lever 2 21 - Outer Spring 25 - Piston 29 - Inner Spring
18 - Pin 22 - Inner Spring 26 - Spool
77
Cross Section (Fan Motor Drive Pump Regulator)
A
B
A B T146-03-01-004
Cross Section A-A

1 2 3 5 6 25 7 8 9 10 11
Pi
14 13 12
T146-03-01-008
1- Inner Spring 6- Pin 10 - Pilot Piston 13 - Pin

2- Sleeve 7- Lever 1 11 - Spring 14 - Servo Piston
3- Spool 8- Hole 12 - Feedback Lever 25- Pin
5- Pin 9- Pin
78
Cross Section B-B
15 16 17 18 19 20 21 22
P
24
T146-03-01-005
15 - Piston 18 - Pin 20 - Compensating Rod 22 - Inner Spring

16 - Compensating Piston 19 - Hole 21 - Outer Spring 24- Pin
17 - Lever 2
79
Link Mechanism (Main Pump Regulator)
Movement of pilot piston (10) is transmitted to lever Accordingly, when lever 1 (7) or lever 2 (17) rotates,
1(7) via pin (9), rotating lever 1 (7) around pin (4) held pin (5) comes in contact with the hole inside on the
in the supporting plug. Movement of compensating rod rotated lever, causing feedback lever (12) to rotate
(20) is transmitted to lever 2 (17) via pin (24), rotating around pin (13) on servo piston (14). On the other
lever 2 (17) around pin (18) held in the casing. Pin (5) hand, when servo piston (14) is moved, feed back
is installed into feedback lever (12) and both ends of lever (12) is moved via pin (13). Since lever 1 (7) and
pin (5) are inserted into the holes on lever 1 (7) and lever 2 (17) do not move at this time, feedback lever
lever 2 (17). (12) rotates around pin (5), moving spool (3).
NOTE: :Decreasing displacement angle

18 :Increasing displacement angle
24
17
Housing 19
12
20
6
5
7
8
4
9
Supporting
3 Plug
13
10
14
T117-02-01-009
3- Spool 7- Lever 1 12 - Feedback Lever 18 - Pin

4- Pin 8- Hole 13 - Pin 19 - Hole
5- Pin 9- Pin 14 - Servo Piston 20 - Compensating Rod
6- Pin 10 - Pilot Piston 17- Lever 2 24- Pin
80
Link Mechanism
(Fan Motor Drive Pump Regulator)
Movement of pilot piston (10) is transmitted to lever Accordingly, when lever 1 (7) or lever 2 (17) rotates,
1(7) via pin (9), rotating lever 1 (7) around pin (25) held pin (5) comes in contact with the hole inside on the
in the supporting plug. Movement of compensating rod rotated lever, causing feedback lever (12) to rotate
(20) is transmitted to lever 2 (17) via pin (24), rotating around pin (13) on servo piston (14).
lever 2 (17) around pin (18) held in the casing. Pin (5) On the other hand, when servo piston (14) is moved,
is installed into feedback lever (12) and both ends of feed back lever (12) is moved via pin (13). Since lever
pin (5) are inserted into the holes on lever 1 (7) and 1 (7) and lever 2 (17) do not move at this time, feed-
lever 2 (17). back lever (12) rotates around pin (5), moving spool
(3).
NOTE: :Decreasing displacement angle

18 :Increasing displacement angle
24
17
Housing 19
12
20
6
5
7
8
25
4
9
Supporting
3 Plug
13
10
14 T142-02-01-005
3- Spool 8- Hole 13 - Pin 19 - Hole

5- Pin 9- Pin 14 - Servo Piston 20 - Compensating Rod
6- Pin 10 - Pilot Piston 17- Lever 2 24- Pin
7- Lever 1 12- Feedback Lever 18- Pin 25- Pin
81
Constant Torque Control
(Main Pump and Fan Motor Drive Pump)
NOTE: The constant torque control has the two 5. According to servo piston (14) moving, the pump
following functions. swash angle is reduced so that the pump flow rate
⋅ Overload Prevention Operation is reduced.
As load (pressure) increases, the pump
delivery flow rate is reduced so that the 6. As servo piston (14) moves, feedback lever (12) is
engine is not overloaded. moved via pin (13). Since compensating rod (20)
⋅ Flow Rate Recover Operation and lever 2 (17) do not move, feedback lever (12)
As load (pressure) decreases, the pump is rotated around pin (5) counterclockwise, mov-
delivery flow rate is increased so that the ing spool (3) to the left. Then, when the notches
engine output can be effectively utilized. on spool (3) and sleeve (2) close. Thoroughly the
oil pressure isn’t routed into the large chamber of
• Overload Prevention Operation servo piston (14), then servo piston (14) stops
moving.
1. When pump delivery oil pressure (P) increases
from P1 to P2, compensating piston (16) pushes 7. Consequently, the pump flow rate decreases from
compensating rod (20) to the right until the oil Q1 to Q2, reducing the pump loads.
pressure force balance with outer spring (21) and
inner spring (22).
2. Compensating rod (20) moves lever 2 (17) via pin

(24). Lever 2 (17) rotates around pin (18) (secured
in the housing) counterclockwise.
3. As pin (5) installed in feedback lever (12) is in-

serted into hole (19) on lever 2 (17), feedback Delivery
Flow
lever (12) is rotated around pin (13) by lever (2) Rate
(17) clockwise, moving spool (3) to the right.
4. When spool (3) is moved, pump delivery pressure

oil is routed into the large chamber of servo piston
Delivery Oil Pressure
(14) through spool (3). Although the same pres- T141-03-01-001
sure oil is routed into the small chamber, servo

piston (14) moves to the right due to the differen-
ce in the pressure receiving area between the
servo piston ends.
82
1 2 16 3 17 18 5 19 20 21 22
Pz
Pf
Small Chamber Pressure

Large Chamber
P2
14 13 12 24
18
24 T117-02-01-010
17
Housing 19
12
20
14
13
T117-02-01-009
1- Spring 12 - Feedback Lever 17 - Lever 2 21 - Outer Spring
2- Sleeve 13 - Pin 18 - Pin 22 - Inner Spring
3- Spool 14 - Servo Piston 19 - Hole 24 - Pin
5- Pin 16 - Compensating Piston 20 - Compensating Rod
83
• Flow Rate Recover Operation
1. When pump delivery oil pressure (P) decreases

from P2 to P1, compensating piston (16) returns
along with compensation rod (20) to the left until
the oil pressure force balances with outer spring
(21) and inner spring (22).

(24). Lever 2 (17) rotates around pin (18) (secured
in the housing) clockwise.

serted into hole (19) on lever 2 (17), feedback
lever (12) is rotated around pin (13) by lever (2)
(17) counterclockwise, moving spool (3) to the
left.
4. When spool (3) is moved, the large chamber of

servo piston (14) is connected to the hydraulic oil
Delivery
tank through spool (3). Since the pump delivery oil Flow
pressure (P) is routed into the small chamber, Rate
servo piston (14) moves to the left.
5. According to servo piston (14) moving, the pump

swash angle increases so that the pump flow rate
Delivery Oil Pressure
increases. T141-03-01-001
6. As servo piston (14) moves, feedback lever (12) is

moved via pin (13). Since compensating rod (20)
and lever 2 (17) do not move, feedback lever (12)
is rotated around pin (5) clockwise, moving spool
(3) to the right. Then, when the notches on spool
(3) and sleeve (2) close thoroughly, the large
chamber of servo piston (14) isn’t connected to
the hydraulic oil tank.
7. Consequently, the pump flow rate increases from

Q2 to Q1.
84
2 16 3 17 18 19 5 20 21 22 Pz
Pf
Large Chamber Small Chamber Pressure

P2
14 13 12 24
Housing 1 T117-02-01-011
2
1
1
2
1
T117-02-01-009
2- Sleeve 13 - Pin 18 - Pin 21 - Outer Spring
3- Spool 14 - Servo Piston 19 - Hole 22 - Inner Spring
5- Pin 16 - Compensating Piston 20 - Compensating Rod 24 - Pin
12 - Feedback Lever 17 - Lever 2
85
Flow Rate Control (Main Pump Regulator)
The flow rate control increases or decreases the

pump flow rate. The secondary pilot oil pressure pro-
portional to the control lever stroke is routed to the
pump regulator after being converted to pressure Pi
at the selector valve. Thereby, the pump regulator is
informed of the control lever conditions so that the
regulator controls the pump swash angle.
• Flow Rate Increase Operation
1. When a control lever is operated, flow rate control

pressure Pi acts on pilot piston (10). As pressure
Pi increases, pilot piston (10) is moved to the right
until pilot piston (10) balances with spring (11).
2. Pilot piston (10) moves lever 1 (7) via pin (9).

Lever 1 (7) rotates around pin (4) (secured in the
supporting plug) counterclockwise.

serted into hole (8) on lever 1 (7), feedback lever
(12) is rotated around pin (13) by lever 1 (7)
counterclockwise, moving spool (3) to the left.

Delivery
tank through spool (3). Since the pump delivery oil Flow
pressure (P) is routed into the small chamber, Rate

increases. Delivery Oil Pressure
T141-03-01-002
moved via pin (13). Since pilot piston (10) and
lever 1 (7) do not move, feedback lever (12) is
rotated around pin (5) clockwise, moving spool (3)
to the right. Then, when the notches on spool (3)
and sleeve (2) close thoroughly, the large cham-
ber of servo piston (14) isn’t connected to the hy-
draulic oil tank, then servo piston (14) stops mov-
ing.
7. Consequently, the pump flow rate increases in

proportion to the control lever stroke (Pi pressure
increase).
86
2 3 4 7 8 5 1 1
Pi
1 1 1 9
Housing T117-02-01-012
12
7
4
Supporting Plug
14
13
10
T117-02-01-009
2 - Sleeve 5 - Pin 9 - Pin 12 - Feedback Lever

3 - Spool 7- Lever 1 10 - Pilot Piston 13 - Pin
4 - Pin 8 - Hole 11 - Spring 14 - Servo Piston
87
• Flow Rate Decrease Operation
1. When a control lever is returned to neutral and

flow rate control pressure Pi is reduced, pilot pis-
ton (10) is moved to the left until pilot piston (10)
balances with spring (11).

supporting plug) clockwise.

clockwise, moving spool (3) to the right.
4. When spool (3) is moved, pump delivery oil pres-

sure (P) is routed into the large chamber of servo
piston (14) through spool (3). Although the same
oil pressure (P) is routed into the small chamber,
Delivery
servo piston (14) moves to the right due to the Flow
difference in the pressure receiving areas be- Rate
tween the servo piston ends.

swash angle is reduced so that the pump flow rate
is reduced. Delivery Oil Pressure
T141-03-01-002
rotated around pin (5) counterclockwise, moving
spool (3) to the left. Then, when the notches on
spool (3) and sleeve (2) close thoroughly, the
pump delivery oil pressure (P) isn’t routed into the
large chamber of the servo piston (14), then servo
piston (14) stops moving.
7. Consequently, the pump flow rate decreases in

proportion to the control lever stroke (Pi pressure
decrease).
88
2 3 4 7 5 8 1 1
Pi
1 1 1 9
T117-02-01-013
7
4
Supporting Plug
1
1
1
T117-02-01-009
2 - Sleeve 5 - Pin 9 - Pin 12 - Feedback Lever
3 - Spool 7- Lever 1 10 - Pilot Piston 13 - Pin
4 - Pin 8 - Hole 11 - Spring 14 - Servo Piston
89
Flow Rate Control (Fan Motor Drive Pump)
The flow rate control increases or decreases the

pump flow rate. The pilot oil pressure from the fan
motor solenoid valve (fan speed change) is routed to
the pump regulator after being converted to pressure
Pi at the selector valve. Thereby, the pump regulator
is informed of the fan speed switch conditions so that
the regulator controls the pump swash angle.
Note: Refer to the SYSTEM /Pilot Circuit and the 5. According to servo piston (14) moving, the pump
SYSTEM /Oil Cooler Fan Motor Circuit. swash angle is reduced so that the pump flow rate
is reduced.
• Flow Rate Decrease Operation (Fan Motor Slow 6. As servo piston (14) moves, feedback lever (12) is
Speed) moved via pin (13). Since pilot piston (10) and
1. Flow rate control pressure Pi acts on pilot piston rotated around pin (5) counterclockwise, moving
(10). As pressure Pi increases, pilot piston (10) is spool (3) to the left. Then, when the notches on
moved to the right until pilot piston (10) balances spool (3) and sleeve (2) close thoroughly, the
with spring (11). pump delivery oil pressure (P) isn’t routed into the
large chamber of the servo piston (14), then servo
2. Pilot piston (10) moves lever 1 (7) via pin (9). piston (14) stops moving.
supporting plug) counterclockwise. 7. Consequently, when pump flow rate control pres-
sure Pi from the reducing valve increases, the
3. As pin (5) installed in feedback lever (12) is in- pump flow rate decreases.
clockwise, moving spool (3) to the right.
4. When spool (3) is moved, pump delivery oil pres-

servo piston (14) moves to the right due to the
difference in the pressure receiving areas be-
tween the servo piston ends.
90
2 3 7 25 5 8 10 11
Pi
14 13 12 9
Housing T146-03-01-006
12
7
25
9
3 Supporting Plug
13
10
14
T142-02-01-005
2 - Sleeve 7 - Lever 1 10 - Pilot Piston 13 - Pin
3 - Spool 8 - Hole 11 - Spring 14 - Servo Piston
5 - Pin 9 - Pin 12 - Feedback Lever 25 - Pin
91
• Flow Rate Increase Operation
(Fan Motor Fast Speed)
1. Flow rate control pressure Pi from the reducing

valve acts on pilot piston (10). As pressure Pi de-
creases, pilot piston (10) is returned to the left un-
til pilot piston (10) balances with spring (11).

supporting plug) clockwise.


tank through spool (3). Since pump delivery oil
pressure (P) is routed into the small chamber,

increases.

rotated around pin (5) clockwise, moving spool (3)
to the right. Then, when the notches on spool (3)
and sleeve (2) closes thoroughly, the large cham-
ber of servo piston (14) isn’t connected to the hy-
draulic oil tank, then servo piston (14) stops mov-
ing.
7. Consequently, the pump flow rate increases as

flow rate control pressure Pi from the reducing
valve decreases.
92
2 3 5 7 25 8 9 10 11
Pi
14 13 12
Housing T146-03-01-007
12
7
25
3 9
Supporting Plug
13
10
14
T142-02-01-005
2 - Sleeve 7 - Lever 1 10 - Pilot Piston 13 - Pin
3 - Spool 8 - Hole 11 - Spring 14 - Servo Piston
5 - Pin 9 - Pin 12 - Feedback Lever 25 - Pin
93
Horsepower Reducing Control (Main Pump Only)
Horsepower reducing control acts on main pump (1),

(3) and (5). When the engine speed is reduced to less
-1
than 1650 min , power decrease control pressure Pf
from the power reducing solenoid valve is routed to the
pump regulator (main pumps 1, 3, and 3) so that the
pump swash angle is minimized, reducing the pump
drive power.
1. Power decrease control pressure (Pf) acts on

piston (15). Then, piston (15), compensating pis-
ton (16), and compensating rod (20) move to the
right until they balance with outer spring (21) and
inner spring (22).

(24). Lever 2 (17) is rotated around pin (18) (se-
cured in the housing) counterclockwise.

lever (12) is rotated around pin (13) by lever 2 (17)
clockwise, moving spool (3) to the right. Delivery
Flow
4. When spool (3) is moved, pump delivery oil pres- Rate
servo piston (14) moves to the right due to the
difference in pressure receiving area between the Delivery Oil Pressure
servo piston ends. T141-03-01-004

swash angle is reduced so that the pump flow rate
is reduced.
6. As servo piston (14) moves feedback lever (12) is

is rotated around pin (5) counterclockwise, mov-
ing spool (3) to the left. Then, when the notches
on spool (3) and sleeve (2) close thoroughly, the
pump delivery oil pressure (P) isn’t routed into the
servo piston (14), then servo piston (14) stops
moving.
7. Consequently, when power decrease control

pressure (Pf) is routed, the pump flow rate and
pressure curve (P-Q curve) varies as illustrated
below. Therefore, torque constant control (over-
load prevention operation and flow rate recover
operation) is performed in conformity with the
varied P-Q curve.
94
1 2 1 3 1 1 5 1 2 2 2 Pz
Pf
1 1 1 2
Housing 18 T117-02-01-014
24
17
19
20
12
14
13
T117-02-01-014
2- Sleeve 13 - Pin 17 - Lever 2 21 - Outer Spring

3- Spool 14 - Servo Piston 18 - Pin 22 - Inner Spring
5- Pin 15 - Piston 19 - Hole 24 - Pin
12 - Feedback Lever 16 - Compensating Piston 20 - Compensating Rod
95
Horsepower Increasing Control (Main Pump Only)
When the engine speed increases to more than 1800

-1
min , power increase control pressure Pz from the
EHC valve is routed to the pump regulator so that the
pump swash angle is increased, increasing the pump
drive power.
1. When power increase control pressure (Pz) in-

creases, piston (23) moves compensating rod
(20) to the left until they balance with pump deliv-
ery oil pressure (P) acting on compensating piston
(16).

(24). Lever 2 (17) is rotated around pin (18) (se-
cured in the housing) clockwise.

lever (12) is rotated around pin (13) by lever 2 (17)
Delivery
4. When spool (3) is moved, the large chamber of Flow Rate
tank through spool (3). As pump delivery oil pres-
sure (P) is routed into the small chamber, servo
piston (14) moves to the left.
5. According to servo piston (14) moving, the pump Delivery Oil Pressure
swash angle increases so that the pump flow rate T141-03-01-004
increases.

is rotated around pin (5) clockwise, moving spool
(3) to the right. Then, when the notches on spool
(3) and sleeve (2) close thoroughly, the large
chamber of servo piston (14) isn’t connected to
the hydraulic oil tank, then servo piston (14) stops
moving.
7. Consequently, when power increase control pres-

sure (Pz) is routed, the pump flow rate and pres-
sure curve (P-Q curve) varies as illustrated below.
Therefore, torque constant control (overload pre-
vention operation and flow rate recover operation)
is performed conforming with the varied P-Q
curve.
96
2 16 3 17 18 19 5 20 21 22 23 Pz
Pf
14 13 12 24
Housing 18 T117-02-01-015
24
17
19
20
12
14
13
T117-02-01-014
2- Sleeve 13 - Pin 18 - Pin 22 - Inner Spring

3- Spool 14 - Servo Piston 19 - Hole 23 - Piston
5- Pin 16 - Compensating Piston 20 - Compensating Rod 24 - Pin
12 - Feedback Lever 17 - Lever 2 21 - Outer Spring
97
Smaller Swash Angle Smaller (Flow Rate) Signal
Priority Control
When both pump flow rate increase and decrease

signals arrive at the same time, this regulator oper-
ates so that the priority is given to the flow rate de-
crease signal.
The flow rate and the horse power decreasing / in-

creasing control signal pilot pressure are transmitted
to feedback lever (12) and spool (3) via hole (8 or 19)
on lever 1 (7) or lever 2 (17), and pin (5).
(Refer to the descriptions in the flow rate control and
the horse power decreasing / increasing control op-
eration.)
Pin (5) comes in contact with the flow rate decrease

side hole (8 or 19) on lever 1 (7) or lever 2 (17) so
that priority is given to flow rate and power decrease
control.
98
8
3 7 5
Pi
12
T117-02-01-013
3 17 5 19
Pz
PG
T117-02-01-014
3 - Spool 7 - Lever 1 12 - Feedback Lever 19 - Hole
5 - Pin 8 - Hole 17 - Lever 2
99
4-UNIT PUMP
The engine power is transmitted to the shaft via the The pilot pump, the air conditioner compressor motor
transmission. When the shaft is rotated, the four unit drive pump, and the pump transmission oil pump are
pumps are driven at the same time. The oil cooler fan gear type pumps. When the shaft rotates, the drive
motor drive pump is a swash plate type variable dis- gear is rotated, driving the driven gear. The hydraulic
placement plunger pump, the operational principle of oil drawn into the pump fills the spaces enclosed by the
which is equal to that of the main pump. gear teeth and housing, then it delivered to the outlet
as the gears rotate.
A B C D
T117-02-01-017
A - Oil Cooler Fan Motor Drive Pump C - Compressor Motor Drive Pump
(Plunger Pump) (Tandem gear pump on the top side)
B - Pilot Pump D - Pump Transmission Oil Pump
(Tandem gear pump on the transmission side) (Gear Pump)
Inlet Port
Driven Gear Drive Gear
Housing
Outlet Port
T137-02-03-005
100
COMPONENT OPERATION / Swing Device
OUTLINE
The swing device consists of the valve unit, the swing The swing motor is driven by the pressure oil from the
motor, and the swing reduction gear. pump and transmits its output to the reduction gear.
The swing reduction gear is a planetary gear type. It
converts the swing motor output to slow large torque
and outputs it to the shaft. The valve unit has a built-in
relief valve which protects the swing circuit from being
overloaded.
Valve Unit
Swing Motor
Swing Reduction Gear
T144-03-02-001
101
SWING MOTOR
The swing motor consists of the parking brake section The swing motor is a swash plate type axial plunger
and the motor section. motor.
The major parts of the swing motor are shaft (4),
The parking brake is a wet type multi-disc brake, con- swash plate (3), shoe (2), plunger (5), rotor (6), valve
sisting of friction plates (8) and plates (9). plate (7), housing (1), and the parking brake.
Shoe (2) is crimped on plunger (5) inserted into rotor
(6). Rotor (6) is splined to shaft (4).
Parking
Brake
8
6 1
5
2
3 Motor
W117-02-04-005
1 - Housing 3 - Swash Plate 5 - Plunger 7 - Valve Plate
2 - Shoe 4 - Shaft 6 - Rotor 8 - Friction Plate
9 - Plate
102
Operational Principle
Swing speed varies depending on the amount of oil

delivered to the swing motor from the pump. When
the pressure oil is routed to port A, the plungers are
pushed so that the shoes slide along the swash plate,
developing rotational force. This rotational force is
transmitted to the swing reduction gear via the shaft.
The return oil from the swing motor flows back to the
hydraulic oil tank from opposite port B. If the pressure
oil is delivered from port B, the motor rotates in the
opposite direction.
Plunger
Shoe
T115-02-03-003
Swash Plate
Shaft
103
SWING PARKING BRAKE
The swing parking brake consists of coupling (4), fric- When the pilot control shut-off lever is placed in the
tion plates (5), plates (6), piston (2), and springs(1). UNLOCK position, the brake release oil pressure is
Coupling (4) is splined to shaft (3). Plates (6) are routed into the piston chamber. Therefore, piston (2) is
splined to coupling (4). Friction plates (5) are splined to raised against spring (1). Then, friction plates (5) are
casing (7). When the pilot control shut-off lever is released from plates (6), allowing shaft (3) to rotate.
placed in the LOCK position, the brake release oil
pressure is not routed into the piston chamber. There-
fore, piston (2) is pushed by springs (1), locking friction
plates (5) and plates (6) together so that shaft (3) does
not rotate.
1 2 3 4
Piston Chamber
Brake Release
7 Pressure
(From Pilot Shut-Off
Valve)
6
T144-03-02-002
1 - Spring 3 - Shaft 5 - Friction Plate 7 - Casing

2 - Piston 4 - Coupling 6 - Plate
104
SWING REDUCTION GEAR
The swing reduction gear is two stage planetary gear

type. The swing motor shaft rotates first stage sun gear
(7), which is transmitted to second stage sun gear (5)
after rotation speed is reduced between first stage
planetary gear (1) and carrier (6). Rotation of second
stage sun gear (5) is transmitted to shaft (3) after rota-
tion speed is reduced between second stage planetary
gear (2) and carrier (4).
2
5
T117-02-02-007
1 - First Stage Planetary Gear 3 - Shaft 5 - Second Stage Sun Gear 7 - First Stage Sun Gear
2 - Second Stage Planetary 4 - Second Stage Carrier 6 - First Stage Carrier
Gear
105
VALVE UNIT
The valve unit consists of relief valve (2) and makeup Then, when the oil pressure at port AV (BV) increases
valves (1). further, the oil pressure in piston chamber (9) moves
piston (6) to the left, increasing spring (5) force.
Relief Valve When piston (6) reaches the stroke end, spring (5)
force stops increasing.
The relief valve prevents the swing circuit oil pressure Then, when the oil pressure at port AV (BV) increases
from increasing over the set-pressure when starting more than spring (5) force, main poppet (4) is opened
or stopping the swing operation. again, allowing the pressure oil to flow from port AV
When the oil pressure at port AV (BV) increases, the (BV) to the hydraulic oil tank.
oil pressure is routed into piston chamber (9) through As described above, main poppet (4) is opened in two
orifice (3) on main poppet (4) and acts on pilot piston stages so that shock loads in the circuit are reduced.
(7). When the pressure (force) overcomes spring (8)
force and pilot piston (7) moves to the right, the oil
pressure in piston chamber (9) is reduced. The dif- Makeup Valve
ferential pressure arises between the front and the
rear of main poppet (4). Therefore, if the pressure at When the swing motor is driven by inertia force of the
the front of main poppet (4) overcomes spring (5) upperstructure when stopping the swing operation,
force and the pressure (force) at the rear of main the swing motor is rotated more than the stroke
poppet (4), main poppet (4) is opened, allowing the driven by the oil pressure from the pump, causing
pressure oil to flow from port AV (BV) to the hydraulic cavitation to develop in the swing motor. The makeup
oil tank. When pilot piston (7) is moved to full stroke, valve draws the hydraulic oil from port M (return cir-
the differential pressure between the front and the cuit) into the swing circuit so that occurrence of cavi-
rear of main poppet (4) disappears so that main pop- tation is prevented.
pet (4) is closed.
Makeup Circuit
Port AV (BV) T117-02-02-003

To Hydraulic Oil Tank
106
Relief Valve
3 4 5 6 7 8
Port AV (BV)
To Hydraulic Oil Tank 9 T117-02-02-004
Makeup Valve
10 11
Makeup Circuit
Port AV (BV) T117-02-02-005
1 - Makeup Vale 4 - Main Poppet 7 - Pilot Piston 10 - Poppet

2 - Relief Valve 5 - Spring 8 - Spring 11 - Spring
3 - Orifice 6 - Piston 9 - Piston Chamber
107
(Blank)
108
COMPONENT OPERATION / Control Valve
OUTLINE
The Control valve controls the main hydraulic circuit oil Overload relief valve and makeup valves are provided
pressure and flow direction. Three units of the control in each section as required. All spools are operated by
valves are provided on this machine. Each unit is the hydraulic pilot pressure.
equipped with one unit of the main relief valve and
consists of four valve sections.
5 6 7 8
Overload Relief Valve
Makeup Valve
Main Relief Valve
Makeup Valve
Overload Relief Valve
T117-02-03-002
1 2 3 4 Overload Re- 9 10 11 12
Overload
lief Valve
Relief Valve
Makeup Makeup
Valve Main Relief Valve
Valve
Main Relief
Valve
Makeup Makeup
Valve Valve
Overload Overload
Relief Valve Relief Valve
T117-02-03-003 T117-02-03-001
Right Control Valve Left Control Valve
NOTE: This illustration shows the control valve LD: Loading Shovel
location viewed from the front of the loading BH: Back Hoe
shovel.
1 - Boom 4 - Swing 7 - Bucket Open / Close (LD) 10 - Arm

Bucket (BH)
2 - Bucket 5 - Right Travel 8 - Arm 11 - Boom
3 - Arm Extend (LD) 6 - Boom Raise / Bucket Tilt Back 9 - Left Travel 12 - Bucket
Arm (BH) (LD)
Boom (BH)
109
PILOT PORT LOCATION 9 10 11 12
16 15 14 13
T117-02-03-002
Center Control Valve 17 18 19 20
1 2 3 4
8 7 6 5 24 23 22 21
Right Control Valve Left Control Valve

T117-02-03-001
T117-02-03-003
NOTE: This illustration shows the control valve LD: Loading Shovel
location viewed from the front of the loading BH: Back Hoe
shovel.
1 - Boom Raise 7 - Bucket Tilt-Out 13 - Arm Retract (LD) 19 - Boom Raise

Arm Roll-Out (BH)
2 - Bucket Tilt-In 8 - Boom Lower 14 - Bucket Close (LD) 20 - Bucket Tilt-In
Bucket Roll-Out (BH)
3 - Arm Extend (LD) 9 - Right Travel Forward 15 - Bucket Tilt-In (LD) 21 - Bucket Tilt-Out
Arm Roll-In (BH) Boom Lower (BH)
4 - Right Swing 10 - Boom raise 16 - Right Travel Reverse 22 - Boom Lower
5 - Left Swing 11 - Bucket Open (LD) 17 - Left Travel Reverse 23 - Arm Retract (LD)
Bucket Roll-In (BH) Arm Roll-Out (BH)
6 - Arm Roll-Out (BH) 12 - Arm Extend (LD) 18 - Arm Extend 24 - Left Travel Forward
Arm Roll-In (BH) Arm Roll-In (BH)
110
HYDRAULIC CIRCUIT
Loading Shovel
The left control valve controls the pressure oil deliv- The control circuit is a combined circuit consisting of
ered from main pumps MP3 and MP4. The spools for tandem circuits and parallel circuits. The parallel cir-
the left travel, arm, boom, and bucket are arranged cuits are provided between the arm and boom sec-
from port P in this order. The center control valve tions in the left control valve, the boom raise / bucket
controls the pressure oil delivered from main pumps tilt-in and bucket open / close sections in the center
MP1 and MP2. The spools for the right travel, boom control valve, and the arm extend, bucket, and boom
raise / bucket tilt-in, bucket open / close, and arm are sections in the right control valve, making the machi-
arranged from port P in this order. The right control ne to perform combined operations.
valve controls the pressure oil delivered from main
pumps MP5 and MP6. The spools for the swing, the
arm extend, the bucket, and the boom are arranged
from port P in this order.
Boom
Bucket Raise /
Open Bucket Right
Arm /Close Tilt-In Travel
Parallel Circuit Arm

Bucket Boom Arm Left Travel Swing Extend Bucket Boom
P P
Parallel Circuit Parallel Circuit
MP 3 MP 4 MP 1 MP 2 MP 5 MP 6 T141-03-03-001
111
Backhoe
The left control valve controls the pressure oil deliv- The control circuit is a combined circuit consisting of
ered from main pumps MP3 and MP4. The spools for tandem circuits and parallel circuits. The parallel cir-
the left travel, arm, boom, and bucket are arranged cuits are provided between the arm and boom sec-
from port P in this order. The center control valve tions in the left control valve, the boom and bucket
controls the pressure oil delivered from main pumps sections in the center control valve, and the arm,
MP1 and MP2. The spools for the right travel, boom, bucket, and boom sections in the right control valve,
bucket and arm are arranged from port P in this order. making the machine to perform combined operations.
The right control valve controls the pressure oil deliv-
ered from main pumps MP5 and MP6. The spools for
the swing, arm, bucket, and boom are arranged from
port P in this order.
Right
Arm Bucket Boom Travel
Left Parallel Circuit

Bucket Boom Arm Travel Swing Arm Bucket Boom
P P
Parallel Circuit Parallel Circuit
MP 3 MP 4 MP 1 MP 2 MP 5 MP 6
T141-03-03-001
112
MAIN RELIEF VALVE AND OVERLOAD MAKEUP VALVE
RELIEF VALVE
The makeup valve is located between port T (tank
The main relief valve is located between port P (pump port) and the actuator port, it draws the hydraulic oil
port) and port T (tank port) to prevent the main circuit from port T when the oil pressure in the main circuit is
oil pressure from rising over the set-pressure. The oil reduced lower than the hydraulic oil tank pressure.
pressure in port P acts on pilot poppet (7) through ori- The oil pressure in the actuator port acts on poppet
fice (2) in main poppet (1) and orifice (6) in sleeve (5). (10). Then, poppet (10) is seated onto sleeve (11) so
If the oil pressure increases over the set-pressure by that the pressure oil cannot flow to port T. When the oil
spring (8), the pilot poppet is opened, allowing a small pressure in the actuator port is reduced lower than the
amount of pressure oil to flow to port T through the hydraulic oil tank pressure, the pressure oil in port T
clearance around the outer diameter of sleeve (9). At opens poppet (10) and flows to the actuator port.
this time, the differential pressure is developed be- When the oil pressure in the actuator port increases
tween port P and spring chamber (4) due to orifice (2). again, poppet (10) is closed by the oil pressure acting
Then, when the differential pressure increases and the on poppet (10) and spring (12) force.
pressure pushing main poppet (1) overcomes spring
(3) force, main poppet (1) is opened so that the pres-
sure oil in port P flows directly to port T. When the oil
10 11 12
pressure in port P is reduced, main poppet (1) is
closed again by spring (3).
The overload relief valve is located between port T

(tank port) and the actuator port. It prevents the occur-
rence of surge pressure in the actuator circuit due (to Actuator
Port
external loads). Operational principle of the overload
relief valve is the same as that of the main relief valve.
1 2 3 4 5 6 7 8 Port T
T145-02-03-002
10 - Poppet
11 - Sleeve
Port P 12 - Spring
Port T
9
T145-02-03-001
1- Main Poppet 6- Orifice

2- Orifice 7- Pilot Poppet
3- Spring 8- Spring
4- Spring Chamber 9- Sleeve
5- Sleeve
113
(Blank)
114
COMPONENT OPERATION / Pilot Valve
OUTLINE
In response to the control lever stroke, the pilot valve The machine is equipped with the front / swing pilot
routes the pilot pressure oil to the spool ends to move valves (right and left), travel pilot valve, and bucket
the spools in the control valve. open / close pilot valve (LD only). All pilot valves are
the same in construction and operation.
Front and Swing
Travel and Bucket Open / Close (LD only)
1 1 1 1 2 2 2
1 5 6 8 12 1
Reverse
Left Right
Left
7 Forward 1 2 2 1 2 2
4 1
Forward Reverse
3 2 1 9 Right T115-02-05-002
T117-02-04-001
1 - Left Pilot Valve 8 - Right Pilot Valve 15 - Travel Pilot Valve 22 - Bucket Open / Close Pilot
Valve
2 - Port T 9 - Port P 16 - Left Travel Forward Port 23 - Bucket Open Port
3 - Right Swing Port 10 - Boom Lower Port 17 - Port P 24 - Port P
4 - Arm Extend (Roll-In) Port 11 - Bucket Tilt-Out (Roll-Out) 18 - Left Travel Reverse Port 25 - Port T
Port
5 - Port P 12 - Port T 19 - Right Travel Reverse Port 26 - Bucket Close Port
6 - Left Swing Port 13 - Boom Raise Port 20 - Port T
7 - Arm Retract (Roll-Out) Port 14 - Bucket Tilt-In (Roll-In) Port 21 - Right Travel Forward Port
NOTE: The port names in the parentheses are tho-

se for the backhoe.
The above illustrations indicate the port lo-
cations prescribed in JIS.
Loading Shovel: Backhoe:

ISO Lever Hitachi Lever ISO Lever Hitachi Lever
Control Pattern Control Pattern Control Pattern Control Pattern
Left Swing Arm Retract Left Swing Arm Roll-Out
Right Swing Arm Extend Right Swing Arm Roll-In
Arm Extend Right Swing Arm Roll-Out Right Swing
Arm Retract Left Swing Arm Roll-In Left Swing
115
CONSTRUCTION
Spool (7) is held upward by return spring (6) via spring

guide (4). Bushing (2) is installed securely so that
spring guide (4) stops moving when collar (3) in spring
guide (4) comes in contact with bushing (2). The output
port is connected to port T through the notch on spool NOTE: LD stands for Loading Shovel
(7) in this position.
Front and Swing Travel and Bucket Open / Close (LD only)
1
2
4
3
Port T
1 5
6
7
2
3 Port P
4 8
5 Port T
Output Port
6
7 T115-02-05-004
Notch
Port P
Output Port
T115-02-05-003
1 - Pusher 3 - Collar 5 - Balance Spring 7 - Spool

2 - Bushing 4 - Spring Guide 6 - Return Spring 8 - Piston
116
FUNCTION
NOTE: The pilot valve functions as a PPC valve

(Pressure Proportional Control Valve).
Therefore, the pilot valve outputs the pilot
pressure in proportion to the control lever
stroke.
When the control lever is operated, the oil pressure in

proportion to the control valve stroke is delivered from
the output port of the pilot valve. This pilot pressure is
routed to the spool ends in the control valve through
the pilot line, moving the spool until the pilot pressure
balances the spring force. The return oil discharged
from the opposite side of the control valve flows back
to the hydraulic oil tank via the other side port in the
pilot valve.
Actuator
Pilot Valve
Control Valve Spring
Spool
From Main To Hydraulic Oil
Pump Tank
Output Port Pilot Line
T115-02-05-005
117
OPERATION
Neutral (Pusher Stroke: A to B) Full Stroke (Pusher Stroke: E-F)

When in neutral, spool (7) totally blocks the pressure When the control lever is operated full stroke, pusher
in oil port P and the output port is opened to port T. (1) is moved downward until collar (3) comes in con-
Then, the output port oil pressure is equal to the hy- tact with the shoulder in the casing. At this moment,
draulic oil tank pressure. During the initial stage of the spool (7) is directly pushed to the bottom of pusher
control lever operation, pusher (1) is moved down- (1). Therefore, even if the output port pressure in-
ward along with collar (3) and spring guide (4) while creases, the lower notch of spool (7) is kept open.
compressing return spring (6) and balance spring (5). Consequently, the output port pressure is maintained
At this moment, spool (7) is held by balance spring equal to the pressure at port P.
(5) and moves downward together with spring guide
(4) until clearance (a) at the notch on spool (7) be-
comes zero. This stroke corresponds to the play in
stroke of the control lever. E F
Output Port Pressure
(Pilot Pressure)
During Metering or Decompressing (Pusher D
Stroke: C to D)
When the control lever is tilted further, the lower notch
on spool (7) reaches port P, allowing the pressure oil
to flow from port P to the output port, increasing the
output port pressure. The output port pressure flows C
into the inside of spool (7) via oil passage in spool (7),
acting on spool (7) and piston (8) so that spool (7)
moves upward. However, until the pressure (force) to A B Pusher Stroke
push spool (7) upward overcomes balance spring (5)
force, balance spring (5) is not compressed so that
spool (7) does not move, causing the output port
pressure to increase. As the output port pressure in-
creases further, the force to push spool (7) increases.
When the force to push spool (7) overcomes balance
spring (5) force, balance spring (5) is compressed,
moving spool (7) upward. As spool (7) moves upward,
the lower notch is closed so that the pressure oil from
port P stops flowing to the output port. Thereby, the
output port pressure stops increasing. When the
control lever is tilted further, spool (7) is pushed
downward again, opening the lower notch and in-
creasing the output port pressure. Balance spring (5)
is compressed by the stroke proportional to the
movement of spool (7). Accordingly, the oil pressure
at this moment corresponds to the output port oil
pressure.
118
Pusher Stroke: A-B
1
2
3
4
Port T
5
a
a
Port P
Output Port T115-02-05-006 Output Port T115-02-05-007
Pusher Stroke: E-F

Pusher Stroke: C-D
7 7
Oil Passage
Notch
Port P
Port P
Output Port T115-02-05-009

Output Port T115-02-05-008
1 - Pusher 3 - Collar 5 - Balance Spring 7 - Spool

2 - Bushing 4 - Spring Guide 6 - Return Spring 8 - Piston
119
(Blank)
120
COMPONENT OPERATION / Travel Device
OUTLINE
The travel device consists of the travel motor and the

travel reduction gear. The brake valve is installed
separately from the travel motor.
The travel motor is driven by the pressure oil from the The brake valve consists of the counter balance valve
pump and transmits rotation to the travel reduction and the relief valve, protecting the travel circuit from
gear. The travel reduction gear is a planetary gear type, being overloaded and prevents the machine from run-
converting the motor rotation to a slow large torque to ning away on slopes.
rotate the drive tumbler.
Forward
Brake Valve
Travel Forward
Line
Travel Reverse
Line
Travel Mode
Control Line
Drain Line
Travel Motor
Rearward
Travel Reduction Gear Travel Reduction Gear T117-03-01-001
121
TRAVEL MOTOR
The travel motor is a swash-plate type variable dis-

placement axial plunger motor, equipped with the
parking brake and a travel mode control valve. The Travel Mode Control Valve
major parts of the travel motor are shaft (1), swash-
plate (2), shoes (7), plungers (4), rotor (3) valve plate
(5) and housing (6). Shoe (7) is crimped onto plunger
(4) which is inserted into the bore of rotor (3). Rotor (3)
is splined to shaft (1).
T141-03-05-002
2 3 4 5
7 6 T117-03-01-002
1 - Shaft 3 - Rotor 5 - Valve Plate 7 - Shoe

2 - Swash-Plate 4 - Plunger 6 - Housing
122
Operational Principle
Travel speed varies depending on both the amount of
the oil supplied from the pump and the swash-plate
angle. When the pressure oil is routed to port A on the
valve plate, the pressure oil enters one side of the
rotor, pushing the plungers. Then, the plunger pushes
the shoe against the swash-plate. As the swash-plate
is tilted, the shoe slides along the plate surface,
causing the rotor to rotate. This rotation is transmitted
to the reduction gear via the shaft. As the rotor rotates,
the plunger reaches port B, returning the pressure oil
to the hydraulic oil tank. Whether the forward travel or
reverse travel depends on whether pressure oil is
supplied to port A or port B.
Rotor Valve Plate

Port B Port A
Shaft
Shoe Plunger
T117-03-01-003
123
TRAVEL MODE CONTROL
Slow Speed Mode

Ports PA and PB of the travel mode control valve are Accordingly, the travel speed is changed to the slow
connected to the travel main hydraulic circuit. When speed mode, increasing the swash plate angle to the
travel operation either forward or reverse is made, the maximum. The hydraulic oil in the fast speed side tilt
main hydraulic pressure oil passes through port PA or piston is routed to port DR via port SB through the
PB, pushes the shuttle, and enters port P. When the passage in the spool and flows back to the hydraulic
travel mode switch is turned OFF (slow mode), the oil oil tank. (Refer to the SYSTEM / Control System
pilot pressure is routed to port PS of the travel mode group.)
control valve after being reduced to 2.4 MPa (24.6
2
kgf/cm ). Although the spool is pushed to the left by
the pilot oil pressure in port PS, as long as the pilot oil
2
pressure stays at 2.4 MPa (24.6 kgf/cm ), the spring
force overcomes so that the spool doesn’t move to
the left. Then, the main hydraulic oil pressure from
port PA or PB, through the notch on the spool is rout-
ed to port SA, and acts on the slow speed side tilt
piston.
Spool From Reducing Valve (2.4

Spring MPa (24.6 kgf/cm 2 ))
Travel Mode Control Valve
SA SB
PS
DR
PB
Shuttle PA
T141-03-05-007
From Port SA To Port SB
Parking Brake
Tilt Piston
Travel Mode
Control Valve
Tilt Piston Tilt Piston

(Slow Speed (Fast Speed
Side) Side)
Control Valve
T118-03-06-002 T141-03-05-003
124
Fast Speed Mode
When the travel mode switch is turned ON (fast Accordingly, the travel speed is changed to the fast
mode), the pilot oil pressure is routed to port PS of speed mode. The hydraulic oil in the slow speed side
the travel mode control valve without being reduced. tilt piston is routed to port DR via port through the
Then, the pilot oil pressure (force) overcomes the passage in the spool and flows back to the hydraulic
spring force so that the spool is pushed to the left. oil tank. (Refer to the SYSTEM / Control System
Then, the main hydraulic oil pressure is routed from group.)
port PA or PB to port SB through the notch on the
spool and acts on the fast speed side tilt piston, re-
ducing the swash-plate angle to the minimum.
Spring Spool
Travel Mode Control Valve From Reducing Valve (3.9 MPa)
SA
SB
PS
DR
PB
PA
Shuttle P
T141-03-05-008
To Port SA From port SB
Parking Brake
Tilt Piston
Tilt Piston Tilt Piston

(Slow Speed (Fast Speed Travel Mode
Side) Side) Control Valve
Control Valve
T118-03-06-002
T141-03-05-006
125
BRAKE VALVE
The brake valve consists of counter balance valve (10)

and relief valve (11).
When Traveling Circuit Protection

When the pressure oil from the control valve is routed If the oil pressure in the circuit increases over the
to port AV, the pressure oil flows into port AM after set-pressure, relief valve (11) opens to relieve high
passing through the clearance around the spool (5) pressure to the lower pressure side, protecting the
and opening check valve (4). On the other hand, the travel motor from being overloaded. In addition, relief
return oil from port BM is blocked by check valve (6) valve (11) buffers shock pressure developed by iner-
and spool (5) so that it cannot flow to port BV. Ac- tia force of the machine when stopping traveling.
cordingly, the oil pressure in port AV increases gradu- When the travel motor draws the hydraulic oil like a
ally and is routed into chamber (1) through orifice (3), pump, check valve (4 or 6) opens to prevent the oc-
moving spool (5) to the right. Consequently, the re- currence of cavitation (makeup operation) in the cir-
turn oil from port BM flows to port BV through the cuit.
notch on spool (5), allowing the travel motor to rotate.
Control Valve
When Descending Slope

3 7 10
While traveling down slope, the travel motor is forcibly
rotated by the machine weight, causing the travel 4 6
motor to draw oil like a pump. When the pressure oil
in port AM is drawn into the travel motor, the oil pres-
sure in port AV and chamber (1) decreases. There- 11
fore, spool (5) is returned to the left, restricting the oil
flow from port BM so that the travel motor is braked. 11
Once the oil flow from port BM is restricted, the oil
pressure in port AV increases again, moving spool (5)
to the right. Then, the machine is prevented from
running away due to this repetition of hydraulic oil
braking operation.
T141-03-05-004
1 2 3 4 5 6 7 8 9
AV BV
10
AM BM
11 11
T144-03-05-002
1 - Chamber 4 - Check Valve 7 - Orifice 10 - Counterbalance Valve
2 - Spring 5 - Spool 8 - Spring 11 - Relief Valve
3 - Orifice 6 - Check Valve 9 - Chamber
126
PARKING BRAKE
The parking brake consists of the coupling, friction When the pilot control shut-off lever is in the UNLOCK
plates, plates, piston, and springs. The coupling is position, the pilot pressure oil is routed to port PR.
splined to the shaft. The plates are splined to the cou- Then, the pilot oil pressure pushing the piston against
pling. The friction plates are splined to the casing, and spring, freeing the friction plates and plates from each
located alternately one by one. When the pilot control other, allowing the shaft to rotate.
shut-off lever is in the LOCK position, the pilot pres-
sure oil is not routed to port PR. Then, the friction
plates and the plates are pushed together by the spring
via the piston, preventing the shaft from rotating.
Friction Plate Plate
Pilot Oil Pressure
PR
Shaft
Spring
Coupling
Piston
Casing
T117-03-01-004
127
TRAVEL REDUCTION GEAR
The travel reduction gear consists of one stage reduc-

tion spur gear and two stage reduction planetary gear.
Motor shaft (5) rotates spur gear (7) via pinion gear (6).
After the first stage reduction takes place between
pinion gear (6) and spur gear (7), shaft (5) rotates first
stage sun gear (4). Rotation of first stage sun gear (4)
is transmitted to second stage sun gear (2) after the
second stage reduction takes place between first stage
planetary gear (8) and first stage carrier (3). Rotation of
second stage sun gear (2) is transmitted to the drive
tumbler after the third stage reduction takes place be-
tween second stage planetary gear (9) and second
stage carrier (1).
1 2 3 4 5 6
9 8 7
T141-03-05-001
1 - Second Stage Carrier 4 - First Stage Sun Gear 6 - Pinion Gear 8 - First Stage Planetary Gear
2 - Second Stage Sun Gear 5 - Shaft 7 - Spur Gear 9 - Second Stage Planetary
Gear
3 - First Stage Carrier
128
COMPONENT OPERATION / Others (Upperstructure)
FAST-FILLING SYSTEM (OPTIONAL)
Refilling coolant, hydraulic oil, fuel, and engine oil, can NOTE: Quick couplers made by Wiggins are in-
be achieved through this system. The major compo- stalled on the fast-filling panel.
nents of this system are the fast-filling switch, fast-
filling panel, fast-filling solenoid valve, lift cylinders, and
proximity switch.
Fast-Filling Panel Lift Cylinder Fast-Filling Solenoid Valve
Proximity Switch
T117-02-01-018
(Filler Port Layout on) Fast-Filling Panel

1 2 3 4 5
10 9 8 7 6
T141-03-06-001
1 - Engine Oil 4 - Swing Device Gear Oil 7 - Swing Device Gear Oil 9 - Coolant (Radiator)
(Front) (Rear)
2 - Auxiliary 5 - Pump Transmission Oil 8 - Fuel 10 - Coolant (Aftercooler)
3 - Hydraulic Oil 6 - Grease
129
AIR CONDITIONER
The air conditioning system consists of gear pump (9), When the engine starts, compressor motor (12) is
compressor motor (12), air conditioner units (4, 5, and driven by the pressure oil from the gear pump (9).
6), condensers (1, 2, and 3), receiver dryers (14, 15, When the air conditioner switch in the cab is turned ON,
and 16), hot water outlet (10), and hot water return port the compressor clutch is engaged to operate the com-
(11). pressor, starting cooling operation.
7
8
3 9
2
A
1
10
11
16
15
14
13
12
View A
T141-03-06-002
1 - Condenser 5 - Air Conditioner Unit (Side) 9 - Gear Pump 13 - Compressor

(Rear Air Conditioner) (Rear Air Conditioner)
2 - Condenser 6 - Air Conditioner Unit (Front) 10 - Hot Water Outlet Hose 14 - Receiver Dryer
(Side Air Conditioner) (Rear Air Conditioner)
3 - Condenser 7 - Compressor 11 - Hot Water Return Hose 15 - Receiver Dryer
(Front Air Conditioner) (Front Air Conditioner) (Side Air Conditioner)
4 - Air Conditioner Unit (Rear) 8 - Condenser 12 - Compressor Motor 16 - Receiver Dryer
(Side Air Conditioner) (Front Air Conditioner)
130
Cooling Operation
The cooling circuit consists of compressor (10), con- • Thermo Sensor Tube
denser (1), receiver dryer (9), expansion valve (3), Checks air temperature after passing through the
evaporator (5), thermistor (6), thermo sensor tube (4), evaporator and adjusts the orifice on the expan-
and blower fan (2). The circuit is charged with refrig- sion valve in response to air temperature change
erant. Air from the fresh and / or circulation air inlet is to control the refrigerant flow.
sent to evaporator (5) by blower fan (2). As evapora- • Thermistor
tor (5) is cool, air is cooled while passing through Stops the compressor if temperature on the fin
evaporator (5). Then, cooled air is sent into the cab surface of evaporator falls lower than 0 °C.
from the vents. • Blower Fan
Each component functions as follows: Sends air from the fresh and/or circulation air inlet
• Compressor to the evaporator.
Draws and compresses refrigerant from the low
pressure circuit (between the evaporator and the Heating Operation
compressor), then sends it to the condenser. During heating operation, valve (8) is opened so that
(Refrigerant generates heat when compressed.) high temperature engine coolant circulates through
• Condenser heater (7). Air from blower fan (2) is warmed as it
Cools hot refrigerant. passes through heater (7) and is sent into the cab
• Receiver Dryer from the vents.
Removes moisture from refrigerant and stores
refrigerant. Dehumidifying and Heating
• Expansion Valve During dehumidifying and heating, the cooling and
Atomizes high pressure liquid refrigerant into low heating systems are operated at the same time. Air
pressure gas via an orifice. from blower fan (2) is cooled and dehumidified at
• Evaporator evaporator (5) then, air is warmed at heater (7) before
Vaporizes refrigerant to absorb heat from atmos- being sent into the cab.
phere.
1 2 3 4 5 6
Fresh Air Inlet Vent
Air
Conditioner
Unit
Fresh / Circulation
Air Changeover
Fan
Damper
Circulation Air Inlet
Air Mix 8 7
Damper
10 9
From Hot To Hot Water
Water Outlet Return Port
T117-02-05-002
1 - Condenser 4 - Thermo Sensor Tube 7 - Heater 9 - Receiver Dryer

2 - Blower Fan 5 - Evaporator 8 - Valve 10 - Compressor
3 - Expansion Valve 6 - Thermistor
131
AUTO-LUBRICATION SYSTEM
The auto-lubrication system automatically lubricates

the front attachment pins, swing bearing, and center
joint. The major components of this system are a
grease pump, auto-lubrication solenoid valve 1, auto-
lubrication solenoid valve 2, reducing valve, vent valve,
auto-lubrication interval switch, auto-lubrication mode
switch, and grease pressure switch.
The auto-lubrication mode of this system switch has
three positions: Auto / Off / Manual. When the switch is
in the Auto position, greasing is automatically per-
formed at the interval set by the auto-lubrication inter-
val switch. When the switch is in the OFF position,
greasing is not performed. When the switch is in the
Manual position, the auto-lubrication system is deacti-
vated. However, greasing can be performed using a
grease gun.
[Refer to the SYSTEM / Control System for the auto
lubrication system.]
Grease Pump
Panel Auto-Lubrication
Solenoid Valve 2
Auto-
Lubrication
Solenoid
Grease Valve 1
Tank
Vent Valve
Hose Reel
T141-03-06-004
132
COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
The swing bearing supports the upperstructure on the

undercarriage and allows the upperstructure to rotate
smoothly. The swing bearing is a three-row-roller type
bearing, consisting of retaining ring (7), support ring (8),
nose ring (4), three types of rollers (1, 2, and 6), and
seals (3 and 5).
Retaining ring (7) and support ring (8) are bolted to the
upperstructure. Nose ring (4) is bolted to the undercar-
riage. The internal gear on the nose ring meshes with
the swing reduction gear shaft teeth.
1 2 3
6 5 T115-03-03-001
1 - Radial Roller 3 - Seal 5 - Seal 7 - Retaining Ring

2 - Support Roller 4 - Nose Ring 6 - Retaining Roller 8 - Support Ring
133
ADJUSTER CYLINDER
The adjuster cylinder consists of two single-acting pis- The travel stop valve is located at the stroke end of the
tons. The front section is a cushion piston to absorb cushion piston. When the cushion piston is moved to
shock loads. The rear section is an adjuster piston to the stroke end, the travel stop valve is activated, stop-
adjust track sag. ping the travel function. (Refer to the SYSTEM / Hy-
The cushion piston stores the pressure oil in the piston draulic System for the travel shock absorption/stop
chamber connected to the accumulator. When the circuit.)
cushion piston is pushed by an external load, the pres-
sure oil in the piston chamber flows into the accumu-
lator, absorbing the shock load. The adjusting piston is
moved by grease supplied into the piston chamber to
adjust track sag.
Adjuster Piston Signal Pressure Cushion Piston
Grease Hydraulic
Oil
Rear Side
Front Side
(Travel Device Side)
(Front Idler Side)
T115-03-03-002
Travel Stop Pilot Valve
134
ACCUMULATOR
The accumulator consists of the shell, bladder, gas

valve, and oil port assembly. The hydraulic oil is filled
inside the shell. The high pressure nitrogen gas is en-
closed in the bladder. The bladder contracts until the
gas pressure in the bladder balances with the hydraulic
oil pressure routed into the accumulator through the oil
port assembly.
Oil Port Assembly Shell Bladder Gas Valve
T115-03-03-003
135
CENTER JOINT
The center joint is a 360 ° rotating joint. When the up-

perstructure rotates, the center joint eliminates twisting
of hoses and allows the hydraulic oil to flow the travel
motors. The spindle and the body are secured to the
upperstructure and to the undercarriage in the swing
center on the undercarriage respectively. The pressure
oil is routed into the right and the left travel motors
through the passage oil in the spindle and the oil ports
on the body. Seals are located between the spindle
and the body, preventing oil leaks from the oil ports.
Seal
Body
Spindle
T145-03-02-001
136

Ex2500-5 Operational Principle (Ttla0446)

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SECTION 1

Group 2 Component Layout

Model Designation EX2500-5

NOTE: The dimensions do not include the height of

1 - Bucket 11 - Swing Device 21 - Bypass Filter 31 - Relief Valve (Accumu-

1 - Manifold 4 - Reducing Valve 7 - Slow Return Valve 10 - Relief Valve

Engine Oil Filter

Front of Cab M146-01-010

Power Terminal Layout

1- Switch Panel 5 - Key Switch 8 - Power Terminal 11 - Code Display Light

1 - Diode Cover 6 - ECU 10 - Resister (27 Ω) 14 - Fuse Box (2)

Manufacturer .................................................................. CUMMINS ENGINE COMPANY, Inc

Auxiliary Ignition System

Engine Stop System

Pump Transmission Cooler

Main Pump (MP5, 6)

Fan Motor Drive Pump

Pilot Pump / Compressor Pump

Travel Brake Valve

Oil Cooler Fan Motor

Boom Cylinder (Loading Shovel) (Backhoe)

Arm Cylinder (Loading Shovel) (Backhoe)

Bucket Cylinder (Loading Shovel) (Backhoe)

Fan Motor Solenoid Valve

Power Reduction Solenoid Valve

Travel Mode Solenoid Valve

Reduction Valve (Travel Mode Change)

Swing Stop Solenoid Valve

Switch Valve (Pump Flow Rate Control)

Boom Priority Valve

Coolant Temperature Sensor

Air Cleaner Restriction Switch

Fuel Level Sensor

Remaining Fuel Level Switch

Fuel Temperature Sensor (Fan Motor Control)

Pump Transmission Oil Pressure Switch

Hydraulic Oil Level Switch (Level Indicator)

Hydraulic Oil Level Switch (Warning Indicator)

Hydraulic Oil Temperature Sensor (Oil Temperature Gauge)

Hydraulic Oil Temperature Sensor (Fan Motor Control)

Auto-Idle Pressure Sensor

Travel Pilot Pressure Sensor

Grease Pressure Switch (Auto-Lubrication)

Suction Filter................................................................... 177 Micron

Engine Speed Control

Engine Speed Control Lever

Shuttle Valve Shuttle Valve Shuttle Valve Shuttle Valve

Shuttle Engine Speed Control Lever Auto-Idle Switch

Increased Horsepower Pump Control (Speed

Engine Speed Sensor

Operation: When the engine speed increases faster than 1700

Engine Speed Sensor

Pump Transmision Horsepower Reducing

Slow Speed Rotation

Pump Transmission Oil Cooler Fan Motor

Fan Motor Pump

Medium Speed Rotation

Fan Motor Pump

High Speed Rotation

Pump Transmission Oil Cooler Fan Motor

Fan Motor Pump

Intermittent Operation Washer Operation

Slow Speed Operation

Fast Speed Operation