- SHOP MANUAL — Model 65Zu Kawasaki Heavy Industries, Ltd. Construction Machinery Div.FOREWARD This manual provides guidelines for repair of the Model 6SZIl. The diagrams and photographs that have been inserted were current at the time of publication. Please become thoroughly accuainted with the contents of this manual, and carry out repair work systematically and logically in order to get the maximum possible life and reliability from the machine. ‘The manual has been divided up into the following sections to make it easier to understand, 01 GENERAL OUTLINE 10 FUNCTIONS AND CONSTRUCTION 20 INSPECTION AND ADJUSTMENT 30 DISMANTLING AND ASSEMBLY 40 STANDARD VALUE ‘The most important maintenance operations are those related to safety. The points that have special significance from the safety point-of-view are indicated with a gy mark in this manual. The significance of the special marks used in this manual is as follows: &y Important point related to safety. Caution: important point related to the quality of repair. We urge all supervisors responsible for the repair of this machine to make full use of this manual when conducting repair work. We will be delighted to hear of any comments or queries regarding this manual. Please notify them to your nearest Kawasaki Heavy Industries office or the address given below: Service Division, Kawasaki Heavy Industries, LtdDATA No. $16060-6 SHOP MANUAL Model 65Z1 (powered with ISUZU 6BG1 engine) GENERAL OUTLINE SPECIFICATIONS ---- ++ 01-002 STANDARD SERVICE DATA 01-006 RECOMMENDED LUBRICANTS 01-007 TABLE OF WEIGHTS ++ 01-008MEMO 1-001SPECIFICATIONS: GENERAL OUTLINE SPECIFICATIONS uc caps eapeator wens) unseaew orl eapty wm | 800,640) ve eg ck! ot) rate) | 6a00(227%6) 057 6790(@2"). 654 wee nat | aso eH) vw with vie rama) | ears a°9y) ee) mam) faxecose es ay | aro 2%—r Sonu | nian ce pt va) | a0 (20850 ——— ts oe acinus eg og [a Cente tte ter wes | mtn) | 4900 (6-28) Mi tung et mest on vnc | mmm) | as car) Onan wah vw) | ss20 @1200..087 Fr we i) vat) | 6800 9078..687 ‘Rear axie weight (no toad) _ (i) 4,760 (10,495)...68T inibtemede 606 [te ee Wo. pdr-a ske recommen | 505% 325 G48" 4521) alpen Scent cea) | 6404 096 Comps ae 7 Rated output PSinpm 102,350 ‘Maximum torque ‘kgemicpm (-ftrpm) | 40/7,500 (289/2,350) - “Maximum rpm under no load “em 2,580 50 Enjoe | Minimum rpm under no ot ‘om wor Fol eon oer 1s Drea tate i tse ne | intake a 104 (0.016)..cl gap alc ee estat ange | 04(0010..20 sip ‘Fuel injector initial pressures - | tem sp 185 (2,630) Cyr campssin pote ‘ween op) [avon xvenn i pan - TUS. gat) | maxi 13 (9.4), mini 10 26) Cott tcp i) ruse | een agin ty weight 9m) 469 (1.098) 01-002‘SPECIFICATIONS GENERAL OUTLINE We lene, gl lage sage pase Torque comerer = se ge Se eapacty (US. gat) __| same oa he resmisen . Ft al power sit Tansnision we eves re i cpacty sat) Power . tanmistion | asa wn Ces sate ci cpacty fus\gareiney | 29*2069%2) wp Petry ge Ye Fa pad rection Toes sieapecity (us Gang) | sme oa ees Frome td ype Front ae type Fay toting cag vn spre ype Aes ante Fo fat “we size 15-25-10 Front tens) | 83-28 7-50 “he pressures ear tten? (psy | 28-20 90-49 Wet base somo) | 2.800 8°60") Tet ium (a) | 4.99064") “ivaig ‘oer stones | im se changes sn Speed can ese cong | 4 1 mean) | 75047) 2a nom) | 195 (8.8) torwan ad avne(am) | 24.0.0. a ave (in) | $8.0 24, “ave spends ca ea) is tint (nty | 7804) 2 ‘nie (oty | 88H ed renew) | 28.0 (13) a even) | 38.028.) Te ‘tation Frame seg salam eiesatig bal mechanism we Sean neha (irate booster tp) ain a vate seting| roe wy) _| 178490) (ved ret va sang roe os) | 210990) “hel dik rakes Feat ake (ir essue waning ot type) sake ‘Dik rake o the dive sha system | Pana wake (ct ctoer opted) Energon bate ‘Same ake os the pang rake 01-003‘SPECIFICATIONS: GENERAL OUTLINE Tanpog cern ght emmy | 269010707). 887 (Onctined 45° forwards in highest pesiion) ‘= 2,765 (9° Th")... ..68H Dumping each amg | SOG). 0sT (ecto 45" lars in igtest ost) sUa70 ("14") 68 ‘simu Regt buh hng pi cangn) | ato avvowy ep of sare ootnd 10 eva) same) | s10 ry BAS OH Working yssimum bucket incinaton to veer ‘system | Ga contat with ground) hd a ‘rina bck! natin forwards - (in highest postion) id s Li asig ie (eng gh idl, wa a) we aa Li orig een gh ene ne we 2a Tine bck ot ran el a {erg tg ie, no at) Tyas | Tere oto stsig rat | coker + ao ~_ || Theoretical output to main exeuit ‘echey 234 Ii et ae setng gem ay | 195 2.77 vd eat wae etn tem ay | 2000270 Hydro ers lobore«s Nosemm> mm | 120 713 (Odin at | i ders be ste Mhecnmci | 220% 713-4 «24 asm xm a Te TH jdt (t-te x stot) ire | PO AtB GABP «17H Storing cylinders (oho stake) Merci | 65% 374-296" 120%) ‘Hydraulic operating fud tank capacity £(US. ga) ~ les (172) ‘| ‘Ser meter (matey ee ee) eect nec) Vea [24°45 oto eee diy Bates anc, | 12-1202 es) 01-004SPECIFICATIONS: GENERAL OUTLINE Drawing of Dimension Specifications 2000 (9°6°V") 6890 22°71") 1-005STANDARD SERVICE DATA GENERAL OUTLINE STANDARD SERVICE DATA em stant seve ty | tamans ‘System | Means pot Metsing tm vim even under ad (9) 2.880--50 avi raion wih re ever (pm) 2202100 avin reetn with mlipecontl va a et (pm) 24302100 Engine - ‘Maximum even wth org convert al and muti woe ‘control valve at relief 1370200 avin ron wh que camera stl and stein et ‘valve at reliot 149402 100 nium von when yes ta atm) 4780-100 ch pss enge ton ~26 (204-310 rman | toe oo | M800 eae 20~25204~370) Gach me 28) gt 1500 engine revolon neutral to arward and ts Natal yiar| Li tor wpi02(%) descent tri Gtom) | Tat ender vpte2 (0%) te ma=10 Lt are tg I - fie Engine eatin 1500 pm 00240 ax, eon sezos tye Loa ce Maa et pressure ; 186,2.770) “so ‘Relief valve ‘Load circuit Overload relief pressure 230 (3,270) feting pss lem (si) | Stern cout ain rt pase 1752490) ‘Sern ereot Ove ea pasar 2102980) “met w We 0205 eee Engine revlon 1500 pm 30203 see ‘Maximum. revolution £02 oF #502) aver sting presse 7: A creat ow sac seting pressure tale’ ps) | Satya setng presse 0 Lo ese sting pressure 50079 ir eg 0--S5tgem (0-782 po) 1902 10 te 1 1500 ensne evan we 0 6.34gem 0-028 ps) 5215 01-006RECOMMENDED LUBRICANTS: Engine Oll Tansmission Oil Pan Hydraulic Oil Gear Oil Brake Fluid Lubricating Grease GENERAL OUTLINE RECOMMENDED LUBRICANTS Use oil that meets engine service classification “CD” (MIL-L-2104C} Use engine oil classification “CD” (MIL-L-2104C) or ALF. (Auto Transmis- sion Fluid). Don't mix the engine oll and ATF. Use industrial-type hydraulic oils which are certified by supplier as having anti-wear, antifoam, anticust and anti-oxidation additive properties for heavy duty use. Use gear lubricant classification “GL” (MIL-L-21058). Use DOT classifications type. Use multipurpose-type grease, NILGI NO. 2 grease is suitable for most temperatures. NLGI NO. 1 or NO. 0 grease for extremely low temperature. ese vot tris | capery Lus.ea) {Japs ae gee me wt Engine ot on Sato sea] a remit we = = i rere at nes 180 ves2 VG8S or 100, 2000 1-007TABLE OF WEIGHTS TABLE OF WEIGHTS GENERAL OUTLINE im wa tenis Srsen = of hom cor a0 fier sso | a0 a 2 [0 Bett ow | 1528 | cova Chassis: Engine compartmoat a 340 - - Seen tend # | we Lo vor | a8 | wr rao sot | 28 | ita Ca tr san [ame sna can Sl se | 0 | rea wa fad asemty Fao [220 | tout ates nt en wor [ae ou 7 8 8 en we 2 [2 Gear pump 36 a0 -_ “| ti cnt ae a [is te ‘ptr am | 230 - - ‘Seto yder af of re i ty ae | | a Sot sey ma | win nay gas Tet ‘Wheel hubs: 52 ws | | Te zoo | 10 | winim, 175-26-2"8 7 erase «| tre | oe teases ca] FT pt tecnica | Baton wm 1-008DATA No. S16061-6 SHOP MANUAL Model 65Zn (powered with ISUZU 6BGi engine) FUNCTIONS AND CONSTRUCTION 10 CHASSIS POWER LINE «+++ TORQUE CONVERTER AND T 13-001 HYDRAULICS - 14-001 BRAKES «cceecees 15-001 ELECTRICAL SYSTEM ---- ++ 16-001 +0911-001 12-001Chassis + 11-002 Front, Rear Chassis ++++++eeeeeeeeees Steering +sseeeeee 11-001CHASSIS. FUNCTIONS AND CONSTRUCTION FRONT CHASSIS LOADING SYSTEM Configuration \ Caution 1) Be sure to mount the dust seals (6, 12) with the lips facing outward (such as to prevent particles entering from outside) 2)Mount the top and bottom grease nip: ples (10) such that they can be greased from the left hand side of the vehicle. 3) The gap between the bearing cover (4) land the front chassis (18) should be 0.65 mm (0.0256") before the shims (11) 11-002 1. Bucket Rod Lever Hoist arm Bucket cylinder Hoist cylinder 4. Center pin (upper) 2. Washer 3, Bearing 4, Bearing cover 5, Dust seal 6. Cover 7. Bolt 8. Bolt 9. Washer 10. Grease nipple 11. Shims 42. Dust seal 43. Bush 14, Center pin (lower) 15, Front chassis 16, Rear chassis, are inserted. Adjust the gap with shims to be 0.40.05 mm (0.0394+0.0197") and then tighten the bolt (7). 4) Bolt tightening torques Bolt 7 18 kgem—22 kgem (130-1889 Ib-tt) Bolt 8 39 kg+m—47 kgem (282-340 Ibeft)STEERING FUNCTIONS AND CONSTRUCTION STEERING (Excl. Hydraulic System) STEERING CONTROL Configuration FEEDBACK SYSTEM Principle of Operation *Neutral position When the steering wheel is not tumed, the plunger is in neutral position. ‘Right turn position When the steering wheel is turned to the right, the plunger is pulled out and the machine starts to steer to the right, * Returning to neutral position When the steering wheel's turn is stopped the drop arm (1), the drag rod (2) and the link (3) stopmoving but the machine continues to be steered to the right until the plunger (4) is pushed-back to the neutral position by the bracket (6) fixed on the front chassis. Hereby, the machinestops steering, Detail of A 11-003 Stooring whee! Steering gears Drop arm Drag link Link Drag link Steering valve Bracket Steering shaft Sector shaft ‘Adjuster screw Shims Shims Oil seal Felt ringoo OCPower Line | Outline Summary of the Power Line ++ Differential Gear ++ Axle seeeeeeee: +++ 12.002 + 12.008 + 12.004 12-001POWER LINE FUNCTIONS AND CONSTRUCTION POWER LINE ‘The drive from the engine is transmitted to the eller shafts to the front and rear differentials, transmission via the torque converter, which is an _then through the axle shafts and the final gears to integral part of the transmission. In order to propel the wheels. The radiator and oil cooler are the vehicle, the required gear is engaged by — mounted on the fan side of the engine. ‘operating the transmission clutch so that the drive The parking brake is mounted on the second pro- is transmitted through the second and third pro- _peller shaft side of the transmission. 1. Engine 5. Third propelior shaft 2. Transmission 6. Front differential 3, Radiator and oll cooler 7. Rear differential 4. Second propeller shaft 8. Parking brake 12-002FUNCTIONS AND CONSTRUCTION DIFFERENTIAL GEAR DIFFERENTIAL GEAR Q 1 4 ra 41. Adjusting nut 4. Drive pinion 7. Differential pinion 2. Carrier 5. Flange 8. Side gear 3.Ring gear 6. Thrust washer 9. Shim 12-003AXLE: AXLE 4. Internal gear 2. Tapered roller bearing 8, Disk wheel 4. Oil seal 5.0 ring 6. Disk brake 7. Spacer & Axle shat 8, Differential gear 10. Axle housing 11. Spider 12 Disk 413, Tapered roller bearing 12-004 FUNCTIONS AND CONSTRUCTION Frontside ditferental lange * Feat side ditferential flange 14. Tire 16. Axle nut 16. Sun gear 17, Planetary gear 4B. Internal gear hub 19, Needle bearingTorque Converter and Transmission Construction of the Torque Converter and Tansmission ++ Clutch Pack + Power Transmission Paths through the Transmission « Hydraulic System Diagram for the Torque Converter and Transmission Control Valves + + 13-002 +++ 13-006 + 13-008 + 13-011 + 13.013, 13-001TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION TORQUE CONVERTER AND TRANSMISSION CONSTRUCTION 4. Pump impeller 10. PTO drive gear A 19. 2nd-speed clutch 28. Counter gear D 2. Turbine impeller 11, Forward clutch 20, tat-speed clutch gear 29. Counter gear E 3. Stator 42. Reverse clutch 21. 2nd-speed clutch gear 90. Output shaft gear 4, Turbine shaft 43. Forward clutch gear 22. Srd-speed clutch 31. Output shaft 5, Stator shaft 14. Reverse clutch gear 23. dth-speed clutch 32. PTO drive gear B 6. Flexible plate 46. Counter shaft A 24. 31d-speed clutch gear 39, Parking brake disk 7. Drive cover 16. Counter gear A 25. 4th-speed clutch gear 34. Speedometer drive 8 Pilot boss 47. Counter gear B 26. Counter shaft 8 36. Suction strainer 9. Seal disk 48, tst-speed clutch 27. Counter gear C 13-002TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION nic charging pump attachment Idler Unit 48 ‘Steering and load ‘pump attachment =e Pump attachment points 40. TIC charging pump drive gear 41. TIC pump drive spline 42. Steering and load pump drive gear 48. Stooring and load pump drive spline 4 Idler shaft i 46. Idler _ 48. Gland drive PTO Gland drive PTO Unit 13-003TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION Arrangement of the Transmi 13-008 ole ame of Gear oof eth 0 | PTO ive gear A 8 +a_| Forward ech gear - 30 “4_| eves each gear o 16 | outer goar A 4“ 7 | outer goa oy 20 | astspued euch gear 26 21 | ent-speedcutch gear 24 | Sebpeed chach gest _ 25 | sped etch gear 2 2 _| counter gear a 28 | Counter gear a 29. | Counter gear 87 30 | Outpt shat gear 0 52 | PTO ave gear 8 “40 _| Teruo conver pomp ive gear « 42 | sowing and nad pomp ve gee 82 45 | ier gear 28 “46 | Gland deve PTO gear |TORQUE CONVERTER AND TRANSMISSION Operation of the Torque Converter The torque converter is installed between the engine and the transmission and, as shown in the drawing, comprises of three types of impellers; known as the pump impeller (P), turbine impeller (and stator (S). The pump impeller is installed on the engine flywheel and always rotates with the engine. ‘The turbine impeller is connected to the output shaft and transmits the drive to the transmission. ‘The stator is fixed to the torque converter casing and the spaces between its impellers are filled with oil. When the engine turns the pump impeller, the oll circulates in the order: pump impeller turbine impeller—stator~pump impeller, thus turn- ing the turbine impeller and driving the output shaft. 13-006 FUNCTIONS AND CONSTRUCTIONTORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION CLUTCH PACKS Forward, Reverse Clutche 4. Clutch drum MI 2. Clutch piston 3. Friction plate f 4. Stee! plate ) 5. Main shaft 6. Forward clutch gear 7. Reverse clutch gear 8. Return spring 9 8. Residual pressure prevention orifice “TL ‘Ist and 2nd-Speed Clutche 7 6 Ty 4. Dual-purpose clutch drum mtd, \\ { and counter gear r 4 2. Clutch piston q H 5 hctee nse eH 4 Steel plate i 5. Counter shaft ] 6. ist speed clutch gear 7. Bnd-speed clutch gear 8 Return spring 8. Residual pressure prevention oritics 3 13-006TORQUE CONVERTER AND TRANSMISSION 3rd and 4th-Speed Clutche Dual-purpose clutch drum and counter gear 3rd-speed clutch piston 4th-speed clutch piston 31d-speed clutch steel plate 4th-speod clutch stee! plate 3rd-speed clutch friction plate 4th-speed clutch friction plate Srd-speed clutch return spring 4th-speed clutch return spring ‘Types and Numbers of Clutch Plates and Return Springs 10. Srd-speed clutch gear 11, dth-speed clutch gear 42, Counter shaft FUNCTIONS AND CONSTRUCTION 13. Residual pressure prevention orifice Filan pes Stel pes Beta pgs we | Na we No Type Ne Forward eich | sane, pope, |___& - 1 s eee ten | 5m" 7 7 * "taped eth 5 | Samet [| Same ase |g ‘nd sped een | SMe, BaP [5 ? 0 Sebspeed eh | 3 3 cmap aes | rennown | 8 | ade | 8 — 0 13-007TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION POWER TRANSMISSION PATHS THROUGH THE TRANSMISSION Forward tst-speed position *The forward clutch (1) Is engaged, so that the drive from the torque converter is transmitted to the forward clutch gear (2. *The drive from the forward clutch gear (2) is transmitted to the counter gear (4) via the idler gear (3). *As the tst-speed clutch (6) is also engaged, the drive is transmitted into the 1st and 2nd-speed counter shaft (6). This drive subsequently turns the 3rd and 4th-speed counter shaft (8) via the tst-speed clutch gear (7). Finally the 3rd and 4th-speed counter shaft drive is transmitted to the output shaft via the output shaft gear (9) Forward 2nd-speed position *The forward clutch (1) is engaged, so that the drive from the torque converter Is transmitted to the forward clutch gear (2), *The drive from the forward clutch gear (2) is transmitted to the counter gear (4) via the idler gear (3). *As the 2nd-speed clutch (10) is also engaged, the drive Is transmitted into the tst and 2nd-speed counter shaft (6). This drive subsequently turns the 3rd and 4th-speed counter shatt (8) via the 2nd-speed clutch gear (11). ‘Finally the 3rd and 4th-speed counter shaft drive is transmitted to the output shaft via the output shaft gear (9). 13-008TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION Forward 3rd-speed position “The forward clutch (1) is engaged, so that the drive from the torque converter is transmitted to the forward clutch gear (2. +The drive from the forward clutch gear (2) is transmitted to the counter gear (4) via the idlor gear (3). “The counter gear (4) Is meshed with the Srd- speed clutch gear (12), and as the 3rd-spead Clutch (19) is also engaged,the drive is transmit- ted into the Srd and 4th-speed counter shaft Finally the 3rd and 4th-speed counter shaft drive is transmitted to the output shaft via the output shaft gear (9) Forward 4th-speed position ©The forward clutch (1) is engaged, so that the drive from the torque converter is transmitted to the forward clutch gear (2). ‘The drive from the forward clutch gear (2) is transmitted via the idler gear (3) and the counter gear (4) to drive the 1st and 2nd-speed counter shatt The 4th-speed clutch gear (14) is meshed with the ‘st and 2nd-speed counter shaft gear, and as the Ath-speed clutch (16) is also engaged, the drive is transmitted into the 3rd and 4th-speed counter shaft ®), Finally the 3rd and 4th-speed counter shaft drive is transmitted to the output shaft via the output shaft gear (9) 13-009TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION Reverse 1st-speed The reverse clutch (16) is engaged, so that the drive from the torque converter is transmitted to the reverse clutch gear (17). The reverse clutch gear meshes directly with the jst and 2nd-speed clutch drum gear, so that the drive does not pass through the idler gear (3) as, in the case of the forward gear, so that the direc- tion of rotation of the 1st and 2nd-speed counter shaft is the opposite to that in the forward gears. *As the tst-speed clutch (6) is also engaged, the drive is transmitted to the tst-speed clutch gear (7, to subsequently turn the 3rd and 4th-speed counter shaft). Finally the 3rd and 4th-speed counter shaft drive is transmitted to the output shaft via the output shaft gear (9). Reverse 2nd, 3rd and 4th-speed \ Et nn Please refer to the explanations of the reverse 1st- speed and the forward 2nd, 3rd and 4th-speed to grasp the operation of the reverse 2nd, 3rd and 4th-speed. 13-010HYDRAULIC SYSTEM DIAGRAM FOR THE TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION HYDRAULIC SYSTEM DIAGRAM FOR THE TORQUE CONVERTER AND TRANSMISSION Parking switeh Shift lever Inching switch tothe transmission |] oll pan ee =a || 13-011HYDRAULIC CIRCUIT DIAGRAM FOR THE TORQUE CONVERTER AND TRANSMISSION. FUNCTIONS AND CONSTRUCTION HYDRAULIC CIRCUIT DIAGRAM FOR THE TORQUE CONVERTER AND TRANSMISSION (shown in torward tst-speed) al 1. Transmission case 18. Torque converter regulator valve 2. Strainer 17. Oil cooler 3. TIC charging pump 18. Forward clutch soleniod valve 4. Line filter 19. Reverse clutch soleniod valve 5. Clutch pressure regulator 20. 1st-speed clutch soleniod valve piston 21. 2nd-speed clutch soleniod valve 6, Modulator piston 22. 3rd-speed clutch soleniod valve I a 7. Dumper valve 23, 4th-speed clutch soleniod valve a if 8 Accumulator piston 24, Forward clutch 9. Main orifice 25. Reverse clutch 410. Regulator orifice 26. 1st-speed clutch ‘11. Accumulator orifice 27. 2nd-speed clutch 12. Check valve orifice 28. 31d-speed clutch 13, Dumper orifice 29. ath-speed clutch 14, tst-speed clutch valve 16. Torque converter 13-012CONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION Configuration CONTROL VALVE Forward clutch pressure Ney =e seocste —e all measurement ports Reverse clutch pressure measurement port ‘Main clutch pressure measurement port, 2nd-speed clutch pressure ‘measurement port 2 Main clutch pressure measurement port -Aih-speed olutch pressure measurement port 8. Modulator piston 20 | — tstspeed clutch pressure measurement port ‘1c. speed clutch pressure ‘measurement port 5. Clutch pressure regulator piston 11. Accumulator orifice 19, Reverse clutch soleniod valve 43. Dumper orifice 20. 1st-speed clutch soleniod valve 14, tst-speed clutch valve 21. 2nd-speed clutch soleniod valve 7. Dumper valve 8 Accumulator piston 410. Regulator orifice 16, Torque converter regulator valve 22. Srd-speed clutch soleniod valve 1B. Forward clutch soleniod valve 23, ath-speed clutch soleniod valve 13-013CONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION Control Valve ‘System Drawing To the othe Note: forward clutch reverse clutch This drawing is shown with forward tst-epeed selected To the torque ‘converter coo! From the torque comerter o the torque converter From the torque converter charging pump To the ar Speed ctf Hf For lubreation othe 2nd- To the 4th To the ts: ‘speed clutch speed clutch speed clutch 5. Clutch pressure regulator piston 11. Accumulator orifice 18, Reverse clutch soleniod valve 6. Modulator piston 13. Dumper orifice 20. 1st-speed clutch soleniod valve 7, Dumper valve 14, tet-speed clutch valve 21. 2nd-speed clutch soleniod valve 8. Accumulator piston 16. Torque converter regulator valve 22. 3rd-speed clutch soleniod valve 10. Regulator orifice 18, Forward clutch soleniod valve 23, 4th-speed clutch soleniod valve 13-014CONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION THE CONFIGURATION AND OPERATION OF THE SOLENOID VALVE No Current Flowing Clutch pressure § 4 312 regulator | | A kL Spo “To the transmission me aA cela il pan ¢ ———— i = eu 4.Coil 2. Plunger | 3. Rod 4. Spring 5. Spool & Stopper 5 an! From the clutch pack When no current is flowing, the spool (6) is pushed gap between the plunger (2) and the stopper (6) to Its extreme right position by the spring (4). Port A is closed off but Ports B and C are Similarly, the rod (8) and the plunger (2) are also connected. pushed to their extreme right position. There is a Current Flowing From Clutch pressure regulator « | kK = 8 hie To the clutch pack. ‘When current flows in the coil (1), the plunger (2) is magnetized and the stopper (6) is attracted to it. ‘The spool (5) is then pushed to the left by the rod (3). Ports A and B are connected but Port C is closed off, 13-015CONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION. OPERATION OF THE CONTROL VALVE (Reter to the drawing on pages 13-011, 012, 013) Oil Flow in the Torque Converter Line ‘*From the torque converter charging pump to the torque converter Oil leaving the torque converter pump passes through the line filter and then flows to the right through the slit in the clutch pressure regulator piston (6) of the control valve, thus pushing the regulator to the left against the action of the spring on the left. The pump port and torque con: verter port are consequently connected and oil flows through the passages in the transmission casing to the torque converter. Oil returning from the torque converter Oil returning from the torque converter flows via the transmission casing to the left side of the spool of the torque converter regulator valve (16). The spool is forced to the right against the action of the spring, opening the cooler port and thus regulating the torque converter pressure to the prescribed pressure of 3-4 kgicm? (43-57 psi). If the pressure subsequently rises after the cooler port is already fully open, the spool is forced even further to the right, opening the drain, port, such that the excess oil flows to the drain. Oil returning from the cooler Oil returning from the cooler flows through the control valve and via the transmission casing lubrication oil port to the clutch packs. The oil cools the clutch plates and lubricates the various clutch components before flowing into the transmission oil pan Oil Flow to the Clutches To the forward and reverse clutches Oil regulated to the prescribed pressure 20~ 26 kglom® (284-270 psi) by the clutch prossure regulator piston (6) flows through the main orifice to the forward and reverse clutch soleniod valves (18, 19). In the case when a selection is made to the reverse clutch from the forward clutch for example, the circuit is completed in the reverse clutch soleniod valve and a current flows so that the clutch oil flows into the chamber of the reverse clutch piston. On the ather hand, the cir- Cult is closed in the forward clutch soleniod valve and the oll in the forward clutch piston chamber is drained into the transmission casing through the forward clutch soleniod valve. To the gear clutches The forward and reverse clutches have a neutral central position. However, as there is no such central position for the gear clutches, oll from the pump is regulated to the prescribed pressure by the clutch pressure regulator piston and flows through the main orifice to one of the piston chambers of the gear clutches when the engine is started. (To prevent the vehicle from starting to move when the engine is started, a system is pro- vided such that the engine cannot be started when the forwardreverse clutches are not set in the neutral position.) A special valve, the tst gear Clutch valve (14), Is provided for the 1st gear only to reduce the pressure rise in the 1st gear valve which can lead to severe shocks when selecting this clutch due to the large speed reduction ratio of this gear (details later). 13-016 FUNCTIONS AND CONSTRUCTIONCONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION Modulation Mechanism ‘A modulation mechanism is provided to control the rise of clutch oll pressure when changing from forward to reverse or when changing gear. This decreases the time lag and shock on clutch Clutch Control Pressure Curves Main pressure FUNCTIONS AND CONSTRUCTION ‘engagement, leading to improved operational effi ciency, inoreased life of the power transmission system and a more comfortable ride. Accumulator prassure ty" ! \ | e 2 ° — TaneeHee] ae | wom | yh We ¥ 2nd Ast 02-08 (20-57) (284-270) (43-71) ‘end+ Sed 120 on (28-57) (284-270) (43-71) ace i | 13-017 Engine speed 1,600 rpmCONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION Pressure control in selecting from forward ist- ‘speed to reverse 1st-speed jorque converte 5 ; ‘one "° From the pump? FUNCTIONS AND CONSTRUCTION Ao the "7 Clutch main cireuit (cut off in tet speed) (Clutch main circuit othe clutch main circuit Positions of the Pistons before Selection *Releasing the forward clutch and filling the reverse clutch piston chamber Electrical signals from operating the shift lever demagnetize the forward clutch soleniod valve and the oil in the forward clutch flows through the control valve to drain into the transmission casing. Similarly, the reverse clutch soleniod *Main pressure reduction to decrease the shock on clutch engagement Gluten main crouit 10 Clutch main eircuit valve is magnetized and oil, which has been Pressure regulated by the clutch pressure regulator piston, flows to fill the chamber of the forward clutch piston. To the torque conver From the pump 8 To the cluten main ereuit Positions of the Pistons after Main Pressure Reduction When oil flows into the reverse clutch piston chamber, the main oil pressure drops due to the small amount of oil that drains through the residual pressure prevention _orifice. 13-018CONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION Consequently there is a simultaneous pressure reduction in the dumper valve (7). This causes the force due to the oil pressure on the right of the dumper valve to exceed the combined spring and pressure forces on the left of it, so that the piston moves to the left, opening the drain port. ‘The oil between the dumper valve and modulator piston is then rapidly drained through this open Port. As a result, the modulator piston moves to the left, so that the force in the spring that is Pushing the clutch pressure regulator piston to the right weakens and the clutch pressure regulator piston moves to the left, opening the torque converter port, so that the main pressure is reduced, However, as the dumper valve moves to the left, the connecting port between the accumulator piston (8) and the interior of the dumper valve is closed off, and if it moves further left, the oil in the accumulator piston drains through the drain port causing a drop in pressure. Consequently the balance between the pressure force in the dumper valve pushing the accumulator piston from the right and the spring force pushing it to the left is destroyed, and the accumulator piston moves to the left. The space in the dumper valve increases due to the accumulator piston moving to the left, causing a further decrease in oil pressure, so that the dumper valve is maintained Pushed to its extreme left position. At this time the oll between the drain valve and the modulator piston is drained through the drain port. When this oil is thoroughly drained, the motion of the Modulator piston to the left ceases, so that the drop in main pressure also ceases, FUNCTIONS AND CONSTRUCTION *Re-increasing the main pressure The pressure in the dumper valve that decreased previously begins to rise again as the only outlets for the oil supplied by the pump via the main ofifice are the residual pressure prevention orifice in the clutch piston chamber and the dumper valve orifice A and the dump orifice B. Main cirout ne Drain ‘The dumper valve moves to the right as the pressure inside it increases, closing the modulator piston drain port. Oil flows through the dump orifice to fill the modulator piston chamber, pushing the modulator piston to the Tight, increasing the force in the regulator piston spring and causing the main pressure to increase, If the dumper valve then moves further to the right, the interior of the dumper valve connects to the accumulator piston chamber and the accumulator piston moves to the right due to the spring force. Subsequent movement of the dumper valve to the right closes all the dumper drain ports, leav- ing only the residual pressure prevention orifice in the clutch piston chamber open to drain the oll, So that the main pressure rises once more, 13-019CONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION. FUNCTIONS AND CONSTRUCTION ‘*When the main pressure rise Is complete CCluten main citeuit 76 © chuten main cic “othe torque converter From the pump & Totthe eluich main circuit {cut off in tt-spe0c) ‘The modulator piston (6) moves to the right, com- pressing the spring, due to the increase of main pressure. However, when the drain port D opens, 1st-speed clutch valve *When selecting 1st-speed oil drains from this port so that the modulator piston moves no further to the right and the increase in main pressure stops. othe torque og From the pump ‘st-speed ‘As mentioned before, due to the large speed reduction ratio, shocks are easily generated when selecting a clutch in 1st-speed, so that a system has been provided to change the modulation cir- cuit so that the rate of clutch pressure increase is reduced in 1st-speed. When oil is sent to the 1st-speed clutch, the pressure build-up forces the Cuteh' main eleult cluteh valve From the tst-speed clutch valve tat-speed clutch vaive piston (operating pressure set to 25 kgicm® (85.6 psi)) to move against the spring, closing off all the ports. Consequently the movement of the modulator piston to the right is controlled only by the oil flow through the dump orifice, 13-020CONTROL VALVE FOR THE TORQUE CONVERTER AND TRANSMISSION. FUNCTIONS AND CONSTRUCTION ‘*When selecting a gear other than 1st-speed To the torque converter { From the pump Regulator ontice regulator orifice a st When operating some clutch other than the 1st speed clutch, the flow of oil to the tst-speed clutch naturally decreases, so that the tst-speed clutch valve piston is pushed to the left by the spring, connecting the ports. When a clutch selection is made in this situation, the refilling of the dumper valve chamber after the main pressure has been reduced occurs with a flow 13-021 From he 94 ch mln ca clutch pack peed clutch valve through the regulator orifice in addition to that through the check orifice, making the dumper valve move to the right faster than in the case when istspeed clutch is operated. As the regulator piston chamber is filled with oil passing through the regulator orifice, the main pressure rise time is speeded up, leading to more rapid clutch engagement.THE TORQUE CONVERTER AND TRANSMISSION FUNCTIONS AND CONSTRUCTION Port Arrangement at the Rear of the Control Valve Port Arrangement on the Control Valve Attach- ‘ment Face (torque converter casing) B-tightening bolt holes D-drain ports to the transmission casing O-bolt holes D- drains to the torque converter casing 13-022(Hydraulics | Arrangement of Hydraulic Equipment « Hydraulic Line + 44-002 44.003 Hydraulic Pump + 14-005 Multiple Control Valve ++++eeeee 14-008 Steering Valve + 14.018 Hydraulic Cylinder « 14-026 Hydraulic Oil Tank ++++eee 14-001ARRANGEMENT OF HYDRAULIC EQUIPMENT FUNCTIONS AND CONSTRUCTION ARRANGEMENT OF HYDRAULIC EQUIPMENT 14-002HYDRAULIC LINE FUNCTIONS AND CONSTRUCTION HYDRAULIC LINE HYDRAULIC SYSTEM DIAGRAM FOR THE LOADING AND STEERING SYSTEMS 14-003HYDRAULIC LINE FUNCTIONS AND CONSTRUCTION HYDRAULIC CIRCUIT DIAGRAM FOR THE LOADING AND STEERING SYSTEMS. 18 [ae aa 4 15 8. 41, Hydraulic oil tank 11, Bucket plunger 2. Suction strainer 12, Boom plunger 3. Retum filter 13. Main relief valve 4, Steering pump “14, Overioad reliof valve 5. Main pump 16, Overload relief valve 6. Flow controller plunger 18. Check valve 7. Main rolief valve 18, Steering cylinder & Steering plunger 18. Bucket cylinder 9. Overioad relief valve 20. Hoist cylinger 10, Overload relief valve 14-004HYDRAULIC PUMP. DOUBLE PUMP FUNCTIONS AND CONSTRUCTION HYDRAULIC PUMP 1. Dust seal 9. Drive gear 2. Oil seal 6. Wear plate (floating) 3. Bearing 7. Driven gear 4.Wear plate (fixed) 8. Coupling 9. Plug ‘option ‘Swieh eet Tye 1 Front |" Theva! fow ae 48.0 cxiew perational pressure | 196 ktm (2,77 Double roan speed 2,880 rm Pum ‘eatin Min cit Te oat Rear | Thora tw rate 28.4 cues Ma. opeatonl pressure | 19 kem™ (2,770 ps Mo. rotatinal speed 2,850 pm 14-005HYDRAULIC PUMP. Features ‘Maintains stable characteristics under 195 kolom? (2,770 psi) ultrahigh pressure conditions, Long life due to the large diameter shaft and specially-designed heavy-duty needle bearings. *The pressure equilibrium floating wear plate maintains the ideal gap at the side of the gears to give high level displacement efficiency. *The tough, high grade cast iron casing guarantees high level displacement efficiency under high temperature operation, The front and rear pumps are constructed as separate units so that either side of the pump may be replaced for maintenance. Construction and Function of the Wear Plates The fixed wear plate is fixed to the adapter and housing on the side of the gears to which the drive shaft is attached and the balancing, floating wear plate is attached to the other side of the gears. Both wear plates are made of finished steel plates, with copper alloy heat-compounded to the surfaces. Principle of Operation of the Fixed Wear Plate * An escape groove is provided on the mating sur: faces of the gears, as shown in the drawing to provide an escape to the discharge side for the abnormally high pressures generated where the teeth mesh due to the closing effect. 14-006 FUNCTIONS AND CONSTRUCTIONHYDRAULIC PUMP FUNCTIONS AND CONSTRUCTION ‘The oll that leaks between the gears and the wear plate lubricates the bearings and then’ passes through the hole in the wear plate (shown in Fig 2) back to the suction side. This action maintains a low back pressure on the oil seal and also acts to prevent cavitation on the suction side. Principle of Operation of the Floating Wear Plate *Oil is carried around the periphery of the casing to the discharge side by the rotation of the gears. This oil then flows through the notch form shown in the Fig 3 to the back surface of the wear plate, Pushing the plate against the side of the gears, thus maintaining the gap between the gears and the wear plate to a minimum. ‘*The wear plate is pressed against the sides of the gears by the oil pressure acting on the back surface of the plate, However, on the gear side there is a high oil pressure at the discharge and a low pressure at the suction, so that it is necessary to increase the force pressing the plate at the discharge side and decrease it at the suction side. For this purpose an O ring and back up ring is provided on the back of the wear plate to divide it into high and low pressure regions. Back up ring Fig 4 14-007MULTIPLE CONTROL VALVE FUNCTIONS AND CONSTRUCTION W25 MULTIPLE CONTROL VALVE soft 2 3 me we a B 23 24 2 2325 6 ga fe 78 oD 35 36 ye x 40 A —\_ t NSA i I dg 0 _ “a a 7 3B Orerload le and Make-up vale section AA 14-008MULTIPLE CONTROL VALVE FUNCTIONS AND CONSTRUCTION The multiple control valve uses the bucket priority circuits and Ie made up of the folowing loments. 1. Main relief valve (13) Set fo the maximum normal pressure 2. Bucket plunger 12) 1 4 Carries out the bucket “Pick up’, “Hold” and i — 7s Tea “Dump” operations. ‘Socket head bolt 29 Spacer 8. Boom plunger 10) Sr Carries out the boom “Pick up’, “Hold” “Lower” a and “Float” operations. {Wie 2 Socket head bolt 4. Make-up valve with overload valve (bucket side) Seine —_3h_| te at (36) Pngr 8 35 | Spring Tree taser >. eliminate abnormally high pressures om 3 te generated in the cylinders. Also prevents the Punger 7 | On build-up of vacuums (negative pressures) in the __%3 Main reliet valve ——38__| Back up cylinders. Toa en 5. Load check valve (4) Se Set Prevents oil from flowing in the opposite [0am Then wane direction. 8 ‘Socket P _ ~ 6. Check valve with make-up valve (boom side) (2) ——w Lome Prevents the build-up of vacuums (negative 20 Connector pressures) in the oyinders = Increases the tydraullo circuit between the —2—{ selene Se cyfinder and the tank in the flat” position. se fo 25 | CapPL Elbow aa a — STR Spiel oe pees — [Hb es TO ve OLAV mounting point Batten ste fone SL | —— tn ta | oe od side | Yes Bucket Bottom side Yes, io a Boom Bottom side ‘None 14-009MULTIPLE CONTROL VALVE MAIN RELIEF VALVE The main relief valve lies in the circuit between the pump and the control valve. It prevents damage to the pump by releasing oil supplied by the pump when the cylinder comes to the end of its stroke or when abnormally high pressures are generated etc. Set to 195 kglom? (2770 psi) When the pressure is below the set pressure othe tank ef Wiese From the pump Pressurized oil from the pump flows from chamber A through the orifice to chamber B. The pressures on both sides of the relief poppet are therefore equal and the relief piston is in balance. 14-010 FUNCTIONS AND CONSTRUCTION ‘*When the pressure exceeds the set pressure To the tank From the pump The pilot popper opens and the oil from chamber B drains to the tank so that the pressure A acting on the relief piston becomes greater than pressure B. The relief piston consequently moves: to the left, opening the passageway to the tank 80 that oil supplied by the pump flows into the tank.MULTIPLE CONTROL VALVE FUNCTIONS AND CONSTRUCTION BUCKET PLUNGERS ‘Bucket “tilt back” position (Plunger “out”) As the plunger is pulled out, the plunger shoulder closes the central bypass circuit so that the oil flow from the pump passes through the check vaive and the port B:, then into the bottom side of the bucket cylinders to tilt back the bucket. ‘*Simultaneously, oil from the rod side of the bucket cylinders flows through the port At back into the tank. eonMULTIPLE CONTROL VALVE ‘Bucket “dump” position (Plunger FUNCTIONS AND CONSTRUCTION ‘*When the plunger is pushed in, the plunger shoulder closes the central bypass circuit so that the oil flow from the pump passes through the check valve and port Ai, then into the rod side of the bucket cylinders so that the bucket dumps. Simultaneously, oll from the bottom side of the bucket cylinders flows through the port B1 back into the tank. 14-012 ‘When the bucket is dumped very rapidly, the make-up valve also opens to allow oll to flow from the tank circuit into the rod side of the cylinder in order to prevent a vacuum from building up in the rod side of the bucket cylinder due to the weight of the bucket,MULTIPLE CONTROL VALVE FUNCTIONS AND CONSTRUCTION BOOM PLUNGERS Boom “lift” position (Plunger “out") ‘As the plunger is pulled out, the plunger shoulder closes the central bypass circuit so that the oil flow from the pump passes through the check valve and the port Bs then into the bottom side of the boom cylinders to lift the booms. *Simultaneously, oil from the rod side of the boom cylinders flows through the port Az back into the tank. 14-013MULTIPLE CONTROL VALVE *Boom “lower” position (Plunger “in") ‘*When the plunger is pulled out, the plunger shoulder closes the central bypass circuit so that the oil flow from the pump passes through the check valve and port Ae then into the rod side of the boom cylinders to lower the booms. *Simultaneously, oil from the bottom side of the cylinders flows through the port 82 back into the tank. 14-014 FUNCTIONS AND CONSTRUCTION When the bucket is dumped very rapidly, the make-up valve also opens to allow oil to flow from the tank circuit into the rod side of the boom cylinders in order to prevent a vacuum from building up in the rod side of the boom \ders due to the weight of the boom.MULTIPLE CONTROL VALVE *Boom “float” position (Plunger “in”) FUNCTIONS AND CONSTRUCTION Load check valve ‘When the plunger of the multiple control valve is pushed further in, it takes the position shown, in the above. In this situation, oil flows from the pump through the load check valve and into the rod side of the boom cylinders, Simultaneously the oil in the chamber of the check valve (with make-up valve) is connected with the tank cir- cuit so that the check valve (with make-up valve) opens due to the pressure difference across the orifice and the pressurized oil from the pump flows into the tank. tank. ‘Simultaneously, oil from the bottom side of the boom cylinder flows through the port Be back into the tank. *!n this position, the piston of the boom cylinder is free to move up and down due to external forces. “Float” is used when leveling bumpy ground ete. r Ccheck'valve with makeup valve 14-015MULTIPLE CONTROL VALVE. FUNCTIONS AND CONSTRUCTION OVERLOAD RELIEF VALVE This valve is located in the circuit between the pressures build up in the circuit due to external cylinder and the control valve. In order to prevent shocks to the cylinder when the plunger is in its damage to the piping and cylinder, this valve central position opens to release ofl when abnormally high * Overload Relief Valve with make-up valve “Operation as the overload relief valve Fine groove Cylinder circuit Tank rout When an abnormal pressure is generated in the cylinder circuit, the pressure acts not only on the right side of valve A but also passes through the fine groove around valve A to act on the left hand side as well When the force due to the cylinder pressure acting on the difference in area (d1—d2) over: ‘comes the spring pressure, valve A is forced to the left, as shown in the figure below and the abnormal pressure is released to the tank circuit. Cylinder circuit Tank lteult 14-016MULTIPLE CONTROL VALVE. FUNCTIONS AND CONSTRUCTION “Operation as the Make-up valve Spring 8 Cylinder circuit Tank circuit ‘When the pressure in the tank circuit exceeds the pressure in the cylinder circuit, the force due to the difference in pressure (tank circuit pressure— cylinder circuit pressure) acting on area d3 over. comes the spring force in spring B, so that valve B is forced to the left and oil flows from the tank circuit to the cylinder circuit to prevent a vacuum {negative pressure) from developing. 14-017STEERING VALVE STF 25 STEERING VALVE a — 4 587 8 9 SIN 77) i= ke) lo EPPIOHT || | hea iss a \, be a 2 3 - ae 6 3738 L VENA ei Tp ‘Overload and Make-up valve (A, B port) 14-018 pou FUNCTIONS AND CONSTRUCTIONSTEERING VALVE FUNCTIONS AND CONSTRUCTION 1) Steering plunger: (2) ‘The steering plunger is connected to the steer- ing wheel via a linkage. It controls the direction of oil flow according to the movements of the steering wheel. The steering valve is equipped with a variable throttle provided by the chamfered region in center of the plunger and a built-in back pressure check valve. 2) Flow controller plunger: (24) Sends the oil flow determined by the steering plunger position into the steering circuit and the 8 [Socket head screw remaining oil flow into the load circuit. rat vale 3) Relief valve: (19) This valve is set to the maximum normal pressure occurring during steering. 4) Overload relief valve with make-up valve: (39) Prevents abnormal pressure or a vacuum from building up in the cylinders. ing eer aes [Back png Seting pressure for ‘75 kale? (2490 ps ti. he ma ro vate Selig pressure for he ola rset vale 210 gfe (2990p) [shim [sie 10 ie (142 ps) | Si 35 [ocr set 36 |g 7] ek oping Fy = 14-019STF25 AND STEERING VALVE CONSTRUCTION AND PRINCIPLE OF OPERATION When the Vehicle is Moving in a Straight Line (Steering Plunger in the Central Position) FUNCTIONS AND CONSTRUCTION ‘*When the steering plunger is in the central position, the variable throttle Is closed off so that the pressurized hydraulic oil from the steering pump cannot flow and the pressure in the pump circuit rises. This pressure acts in chamber A on the right, of the flow controller plunger through the small holes in the plunger pushing the plunger to the left, opening the carryover port ie. the load circuit *The oil in chamber B on the left of the flow controller plunger flows to the tank drain through the steering plunger. * Consequently, the entire flow from the pump flows to the loading line through the car- ryover port.STF25 AND STEERING VALVE FUNCTIONS AND CONSTRUCTION ‘*When the Vehicle is Turning Left (Steering Plunger in the “In” Position) RFE 770, | oY oF = _o lf the steering plunger is pushed in, the variable throttle opens and oil flows through It into the cylinder circuit, turning the vehicle to the left. *Oil returning from the cylinder pushes open the back pressure check valve in the steering plunger and flows into the drain tank citcult 14-021STF25 AND STEERING VALVE FUNCTIONS AND CONSTRUCTION THE STEERING PLUNGER VARIABLE THROTTLE ‘The variable throttle opens when the steering plunger is pushed in. The pressurized oil supplied by the pump flows through the variable throttle and the pressures before and after it act in chambers A and B respectively. The pressure dif- ference arising controls the amount which the flow controller plunger is moved to the left. This pressure difference varies with the open area of the variable throttle and the flow rate through it. ‘The contol pressure is fixed at § kglom? (7 psi) To the steering cylinder * “othe low From the pump controler valve PRINCIPLE OF THE FLOW : — CONTROLLER PLUNGER : When the pump discharge flow is low, the pressure difference across A and B is small £ (PA%PB) so that the flow controller plunger does Pa ot move and the entire discharge of the pump is a sent to the steering circuit. However, when the pump discharge increases and { the pressure difference exceeds 5 kglcm? (7 psi), the flow controller valve begins to move to the left, opening up the carryover port so that some of the flow Is bypassed into the load circuit. FEATURES The oil flow to the steering system has priority. It the engine speed increases and the flow rate exceeds the specified value however, the flow controller plunger moves to bypass the surplus To the load circuit flow to the load system, ensuring a constant oil flow rate to the steering circuit 14-022STF25 AND STEERING VALVE FUNCTIONS AND CONSTRUCTION THE STEERING PLUNGER BLEED GROOVE AND BACK PRESSURE CHECK VALVE ‘othe tank To the steering cylinder From the steering cylinder To the tank Check valve A Bloed groove { ‘check valve & From the pump The figure shows the plunger pushed in and the cylinder circuit open. * Operation of the Bleed Groove Part of the oil flowing to the cylinder from the pump pushes open the check valve A and flows through the bleed groove to bleed off to the tank. This ensures smooth steering and eliminates shocks and shudder from rapid steering acceleration. * Operation of the Back Pressure Check Valve Oil returning from the cylinder pushes open the check valve B and flows to the tank. This imparts a back pressure to the oil returning from the cylinder to absorb the kinetic energy of the vehi- cle when the steering is stationary and to prevent a vacuum (negative pressure) from developing on the cylinder oil inlet side. 14-023,‘STF25 STEERING VALVE FUNCTIONS AND CONSTRUCTION RELIEF VALVE +For pressures not exceeding the set pressure Be pL Zoe 2 | : se From pump To loading circuit In the figure above, the steering plunger is open _flow controller plunger is in equilibrium in the and chambers A and 8 are filled with oil. The position shown in the figure. *For pressures greater than the set pressure From pump To loading circuit If the pressure of the oil in chamber B (ie. The flow controller plunger then moves to the left cylinder circuit pressure) increases above the set _and the entire pump flow Is diverted into the load pressure, the chamber B pilot poppet valve opens _ circuit. and the oil from chamber B drains to the tank. 14-024STF25 STEERING VALVE OVERLOAD RELIEF VALVE WITH MAKE-UP VALVE Operating as the ‘make-up valve FUNCTIONS AND CONSTRUCTION Operating as the ‘overload relief valve Overload relief valve with make-up valves are located in the circuit between the cylinder and the control valve on the rod and bottom sides of the cylinder. ‘When the plunger is in its central position the cylinder circuit is closed off as shown in the figure. Operation as the Overload Relief Valve In this situation, if an external shock (force) is applied to one side of the cylinder (the bottom side in the drawing) causing abnormally high pressures to build up in the circuit, the oll escapes through the valve on the A side, In order to prevent drawing to the piping and cylinder. Operation as the Make-up valve On the other side of the cylinder (the rod side in the drawing), the valve on the B side opens to allow an amount oil to enter from the tank circuit equivalent to the volume which escaped from the bottom side of the circuit, in order to prevent a vacuum (negative pressure) from developing in the circuit. 14-025HYDRAULIC CYLINDER FUNCTIONS AND CONSTRUCTION HYDRAULIC CYLINDER BUCKET CYLINDER wy ou a nszes orm Mi 2 Piston rod \\ | \ & Gylinder \ shally Aes Alger OY | 4. Rod cover SE 5. Dust seal _, 7 7 6. Back up ring } 1 p k 7.U packing f toring 8. Butler ring bat i f | / 12 Slipper rng 40. Back up ring 9, Metal gland ' e 5 ‘ 13. Angle ring 14. Oring 15. Wear ting 16. Piston nut 17. Snap ting Sj STEERING CYLINDER 181715141213 lta |/ we 14-026HYDRAULIC CYLINDER FUNCTIONS AND CONSTRUCTION CYLINDER DATA a Trea bore Red bore Stake | 1205 % 655 x18 Wig x Pha x RAV) Wea “a 1200 25 (Hp A = tan [SBR 186 1206 7.5 (Ah Ai = Mh ‘Ange fig O55 x THE BUY Ain x a) 0 350 U packing 86 659 x 1 aa x Sas Bom Beek up ag 5565 < B55 «3 Id OM x) oni) ft a tae Top 8 aE Td a ig 18 Back up ag 1185 1205 1.25 (nd x A x Tea) ison | Poe (evs pi Tha x STH81 (2d x SHB) nd = Fale 705 x 90 id «Ba Het post sea 109 x 839 x 8 iG x 37 XT) neal bore Rod Bre Sake | 1406 806 x AB6 (5h x Hind x V7) ‘Wea ing 389 » 19 x 38 (Has x SHG 1H) stn | SEE 946 ¥ 1g x 8 (Hag Shed «Td ‘gl Fig F225 1949 6 ap Bnd x Wa) ng PaO U packing 09 = 8 xB (Yd x Bd x i) ucet aco B05 x 59 x 3 (9 Ihe Sine top gs aM Ty ue ing 9 x 5a x 6 BY = 9d « 09g 195 cling he back up sn) icon [Finnie Ts 90 8» 3%) sot [ust eat Ti x B89 x 8 (24d x Bad x He) cyte (PA Td 90 x 3%) Dust sea Ta x B36 x 8 24a x Sag x) Inernal bre > Rod bre Stoke | 650 ADS 74 (ied x Tap x 1G) ‘Wea ing 6» 650 x 20 2p wD x a). ton | HDR B56 5 Bd x Ds x a) Aa ig 529% 609 4 (hud x PH) om P28 U pecking ap 505 8 te TGS Ta) seating Baek wp 409 8» 3 (a x Pg x TH) ctinder | 208 [Dust sea 404 526 T (Vag x 2d & Ys) Bao wg G9 x 5 «1.25 (had x AV x ah Ong 60 Pasion | Pe i 03» 0 i x PV) fad oust seal 4 506% 6 (17d cringe [PH 9 80 (heb TV) Dt sea 406 506 x 6 id Td» Wa 14-027HYDRAULIC OIL TANK FUNCTIONS AND CONSTRUCTION HYDRAULIC OIL TANK i wet 6 4.011 filer 5, Suction strainer 2. Air breather valve 6. Drain cock 3. Return filter 7. Oil level gauge 4, Inspection hatch 8, Pressure bleed cock 14-028HYDRAULIC OIL TANK FUNCTIONS AND CONSTRUCTION ATTACHMENTS TO THE HYDRAULIC OIL TANK Oil filer with Air breather valve Air breather valve 4. Cap 2. Pack 3. Discharge valve 4, Suction valve : 5, Element Return Filter 4. Cover 2. Spring 3. Relief valve 4. Element 14-028HYDRAULIC OIL TANK DATA FUNCTIONS AND CONSTRUCTION HYDRAULIC OIL TANK DATA we aed [itera [soe se Secon ier | tre psn | 150 pe 109) ial ander me iter area 10,400 em" (1,612 0) term er | tod pare i [Rei oon pss | 19142 pa ‘Suction ave sot pressure | 0.05 kyle? (0.71 pi ‘i brestne vahe Discharge vate set pressure | 1.5 glen? (1.3 ps) 14-030Brake Brake Line + Air Compressor and Governor + Brake Valve + Air Master + Slow Return Check Pressure Switch + 15-002 cesses 15-003 +++ 15-005 +++ 15-007 + 16-009 Parking Brake +++++++ 15.010 Solenoid +++++esee 15012 Pressure Switch and Unit + 15.014 Disk Brake ++ 15-001BRAKE LINE FUNCTIONS AND CONSTRUCTION BRAKE SYSTEM — 1. Alr compressor 11. Check valve (single) 2. Air dryer 12, Drain cock 3. Safety valve 13, Air Master Cylinder 4. Low pressure switch 14. Brake valve ‘Sending unit’ 5 16, Oil tank 6. Automatic drain valve 16. Check valve (double) 7. Air hose for pumping up tires 7. Inching switch 8 Pneumatic cylinder 18. Stop switch 9. Solenoid valve 48. Slow return check valve 10. Disk brake (for parking) 20. Disk brake 15-002AIR COMPRESSOR AND AIR GOVERNOR FUNCTIONS AND CONSTRUCTION AIR COMPRESSOR COMPONENTS AND THE FUNC- TION OF THE AIR COMPRESSOR ‘The compressor is of the reciprocating type, similar in construction to an engine, and pro: duces compressed ait. An unloader valve is con: tained in the cylinder head as shown in i figure to act in conjunction with the air governor to automatically control the air pressure in the air tank to a constant value. From the ait governor j ee To the aletank deaf ||) C+ From te ar leaner oh 7 1. Unloader valve 2. Inlet valve 3, Delivery valve 4. Piston AIR GOVERNOR DESCRIPTIONS OF THE CONSTI- TUENT COMPONENTS , ty |__| ah man / i | { 4. Cover, wr 3. Body I 4 Adjusting screw 5. Spring guide 6. Exhaust stem 7. Piston 8. Exhaust valve 15-003AIR COMPRESSOR AND AIR GOVERNOR, FUNCTIONS AND CONSTRUCTION PRINCIPLE OF OPERATION Shutting down the compressor lr 5) ‘As the air tank pressure rises, the piston is othaust valve becomes unseated. Air passes forced to the right but the exhaust valve is stop- through the exhaust valve and shuts down the ped by the exhaust stem. However, when the compressor by pushing down the compressor pressure rises to above 6.5 kglom (82 psi), the unload valve piston moves further to the right and the Starting up the compressor As the pressure lowers in the air tank, the compressor unload valve passes through the piston is forced back to the left by the action of center of the exhaust stem and is vented to the spring and the exhaust valve Is reseated, atmosphere. The spring then returns the unload When the pressure drops to below 5.4 kglcm: (77 valve to its original position and the compressor Psi), a clearance develops between the exhaust recommences operation. valve and exhaust stem so that the air in the IEPRESSURE ADJUSTMENT VALUES FOR THE GOVERNOR How to adjust the pressure settings Pressure Settings Remove the governor and loosen the lock nut, Governor shut off pressure 6.5 kglcm: (92 psi) Turn the adjusting screw clockwise to reduce Governor restart pressure 5.4 kglcm* (77 psi) the pressure or anticlockwise to increase the pressure. 15-004BRAKE VALVE FUNCTIONS AND CONSTRUCTION BRAKE VALVE Construction Pedal Roller Plunger Spring seat Rubber spring washer Piston Upper inlot valve Inner relay piston Outer relay piston Lower inlet valve Lower valve guide 15-006BRAKE VALVE FUNCTIONS AND CONSTRUCTION Principle of Operation °Operation when Applying the Brakes When the pedal is depressed, the force acts through the rubber spring washer to push the piston down. This unseats the upper inlet valve and the piston also pushes down the inner relay piston to unseat the lower inlet valve. Compressed air leaving the upper inlet valve flows into the brake chamber and through port A to the upper parts of the outer and inner relay pistons to balance the compressed air flowing from the lower inlet valve © Operation when in Equilibrium Upper Portion 4 1 When the pressure of the compressed air leaving the upper inlet valve balances the force being Q applied to the brake pedal, the rubber spring washer is compressed, the piston rises and the = Upper inlet valve closes. Lower Portion I When the pressure of the compressed air leaving the lower inlet valve is in balance with the pressure of the air entering the lower portion from — | port A, the inner relay piston is pushed up by the inner relay piston spring and the lower inlet valve closes. Operation when Reducing the Braking Upper Portion When the pressure on the brake pedal is reduced, the piston is forced up by the action of the spring and air pressure. This opens the upper exhaust port and the air in the brake chamber is vented to atmosphere via the exhaust check. Lower Portion When the pressure on the brake pedal is reduced, the air pressure acting on the inner and outer relay pistons is vented through the upper exhaust valve. The inner relay piston Is consequently forced up by the lower brake chamber air pressure and the action of the inner relay piston spring so that the y \ lower inlet valve is unseated. The air in the brake chamber passes through this exhaust port and is vented to atmosphere via the exhaust check. 15-006AIR MASTER FUNCTIONS AND CONSTRUCTION AIR MASTER Construction The air master converts compressed alr from the a powerful brake force. It comprises of two major ‘compressor into hydraulic energy which generates units as described below. Power Cylinder Unit This is made up of the power piston (2) and return spring (@. The packing (1) around the cir cumference of the piston maintains an airtight boundary between the two chambers on either side of the piston. Hydraulic Cylinder Unit This unit sends high hydraulic pressure to the disk brakes. The hydraulic piston (6) and power piston (2) are linked by the push rad (4), Configuration Drawing Ve / [aaa / / 013% mes ‘Stroke 114) {i ene F—+ ioioves Power Gylinder Unit Hydraulic Oylinder Unit Gross Section AA. 1. Packing 5, Hydraulic piston 9, Switch assembly 2, Power piston 6. Packing (cup) 10, Washer 3. Return spring 7. Stee! ball HLNut 4 Push rod 8 Stroke warning indicator 12. Back up ring 18-007AIR MASTER FUNCTIONS AND CONSTRUCTION Principle of Operation *When Applying the Brake ‘When the brake pedal is pressed, compressed alr enters from port (@ which pushes the power piston (2). This drives the hydraulic piston (6) and generates the high pressure which goes to the hydraulic disk brakes. From the brake valve || “If the hydraulic brake pressure is low, the power piston (2) stroke increases and the piston ‘operates the stroke warning indicator switch (6) Which lights a waming light to indicate the low brake pressure to the operator. 65 To the disk brakes *When Releasing the Brake When the brake pedal is released, the compressed air that was driving the air master cylinder power piston Is vented to atmosphere through the brake valve and the power piston (2) is returned to its original position by the return spring (3). The valve (7) opens when the hydraulic cylinder (6) returns to its original position and the cylinder fills with oi from the brake tank. 1. Packing 2 Power piston 3. Return spring 44 Push rod 5. Hydraulic piston 6. Packing (cup) 7. Stoel ball 8. Stroke waring indicator 15-008SLOW RETURN CHECK AND AIR PRESSURE SWITCH FUNCTIONS AND CONSTRUCTION Slow Return Check Action of the Clutch Circuit ‘The circuit between the air master cylinder and the brakeJclutch interlock brake valve contains a slow return check valve as shown in the figure. This imparts a time lag to the exhausting of the air entering the air master cylinder, in order to prevent the vehicle from slipping backwards downhill when releasing the brakelclutch interlock brake pedal during hill starts. BAir Pressure Switch (Incl Switch) When the brakelclutch interlock brake pedal Is depressed, the inching switch in the circuit receives an air pressure greater than 2.3 kgicm? (83 psi), causing the switch to turn ON, The Operating pressure 2.3 kglem? (3 psi) Inching swith switch then sends an electrical signal to the transmission controller to turn OFF the forward and reverse solenoid valves and set the clutches in their neutral positions.PARKING BRAKE FUNCTIONS AND CONSTRUCTION PARKING AND EMERGENCY BRAKE Configuration When the solenoid valve operates it empties or fills the pneumatic cylinder with air to release or apply the brakes, The brakes are released when current is flowing in the solenoid valve. The brake Vent to atmosphere w Parking brake Operating range eee Parking brake Inthe released postion Setee, Disk plate jsmission output shaft Principle of Operation The parking brake is a spring-operated alr disk brake connected to the vehicle transmission out- ut shaft. The parking brake is operated by venting the compressed air in the pneumatic cylinder to Principle of Operation of the Emergency Brake is @ dual purpose parking and emergency brake and operates on receiving signals from either of the brakes, oe YN Poumatic cyindar Loosen this bolt to release the brakes in emergency. atmosphere so that the spring incorporated into the cylinder pulls the brake arm upwards to apply the brake, The emergency brake is automatically applied system. when an abnormality occurs in the normal brake Conditions under which the brake operates. Fuaton Plot lamp Sts | Burret warning | Brake operates Cons to alease the brake Paving seh ow ° . ‘© __| Tame switch OFF. However, th at prssue must Be abre 5 ke? (71 ps, Laos he ik cle ot ia energecies. ‘A master soko warning inticatr opr 1 ° Ai ee tps on Crete 3 5 kgm 71 ps) The brake sapped 9 secon | ster te acer sounds epi te eae epithe ek 15-010PARKING BRAKE FUNCTIONS AND CONSTRUCTION PNEUMATIC CYLINDER (SPRING CHAMBER) Construction 1 Airiniet —f 4 Zo es Z Stroke oO} |e ir on? ean) 5 3 4, Pressure plate 2. Non-pressure plate 3. Spring 4, Diaphragm 5, Push rod 6. Clamp ring 7. Dust cover, Nut 8, 103°" 0.00439) Head of the push rod mmr) Principle of Operation The compressed air in the cylinder pushes down the spring so that the brake is released. Warning: Take due care as the compressed spring may fly out when dismantling the cylinder. Spring force ° a} a) c 8] 30 |_ —| 2) en S| 20 (ano is) () YH) Stroke mm (inch) 1-01SOLENOID VALVE FUNCTIONS AND CONSTRUCTION SOLENOID VALVE Construction 1. Valve body 7. Spring 13. Gasket 2. Seal ring 8. Piston 14, Manual override 3. Spacer 9. Valve seat 15. Oring 4, Seal ring retainer 10. 0 ring 1B. Solenoid assembly 5. Plunger 11, Plunger 6. Spring retainer 12. 0ring Principle of Operation @ When the snap switch is OFF (current is flowing) When the snap switch on the operation board is pou turned OFF, current flows to magnetize the T } solenoid so that the plunger (11) moves to the AG {ANS right, creating a gap between it and the valve fui A Ss) seat (@). The piston (6 is then forced to the left by the air pressure. Air is then free to flow from jaz & ve ><] Pt to A and into the pnoumatic oylinder to CN) Ba release the parking brake. @When the snap switch is ON (no current is flowing) When no current flows and the solenoid is A(OUT) demagnetized, the plunger (11) is pushed yt against the valve seat (9) by the return spring, closing off the port. The piston is therefore AN forced to the right by the spring (7) so that the rc * air in the pneumatic cylinder is vented to (ez atmosphere and the parking brake is applied by ne e the spring in the pneumatic cylinder. ® 15-012SOLENOID VALVE @ How to use the manual override ‘Turn the manual override switch on the side of the pilot unit of the A and B port of the Rotate clockwise from 010 1 Position 0 Equivalent to demagnetized SAFETY VALVE ‘The ball valve is pushed open to vent the com- pressed air to the atmosphere when the air pressure in the tank exceeds 80 kglcm? (114 psi). Loosen the lock nut and turn the adjusting nut to adjust the pressure setting. (The pressure increases as the adjusting nut is tightened) Set to 8.0 kglom? (114 psi) AUTOMATIC DRAIN VALVE Water accumulated in the primary (wet) tank is evacuated due to the fluctuations in the com- pressed air pressure. Pilot unit 15-013, FUNCTIONS AND CONSTRUCTION solenoid valve unit with a fingertip or suitable tool. Rotate counterclockwise from 1 to 0 Pesition 1 Equivalent to ‘magnetized 1. Adjusting nut 2. Lock nut 3. Spring 4. Ball 1. Body 2. Filter 3. Inlet and exhaust valve 4, Valve guidePRESSURE SWITCH AND UNIT FUNCTIONS AND CONSTRUCTION LOW PRESSURE INDICATOR If the air pressure in the tank drops below 5.0 kgiom? (71 psi), the spring (6) force acts through the contact disk (6) to push down the piston (10) to make contact with the contact rivet so that the buzzer sounds and the brake is applied. The contact breaks when the pressure rises above 6.0 kglom? (85 psi). 4 Note: The pressure on the rating plate is given as 5.0-6.0 kg/cm? (71-86 psi) 1. Body 6. Contact disk 2-Plate(A) 7. Plato (6) 3 Shim 8. Contact rivet 4 Gasket 8. Piston cup S.Spring 10. Piston PRESSURE UNIT Function and Construction The unit converts the engine lubricating oll and alr pressute values into electrical signals (cur- rents) and sends them to meters. It cannot be serminl adjusted or changed, Principle of Operation The pressure acts on the lower side of the diaphragm to compress the spring and force the cup upwards. The movement of the cup is transmitted through the crank coupling, the con- nector at the tip of which moves in contact with a resistance coil. The position of the connector on the resistance coil is the position of equilibrium of the air pressure and spring force, so that the resistance | value indicates the air pressure, This resistance Air bleed hose determines the meter reading. The air bleed hose is provided to prevent pressure building up behind the diaphragm due to air seeping through the diaphragm. a a Resistance coll Se, | Connactor _-Soting Crank coupling Diaphragm 15-014DISK BRAKE FUNCTIONS AND CONSTRUCTION DISK BRAKES 1. Bleeder valve 5, Piston 9. Body 2. Set bolt 6. Packing 10. Packing 3. Pad 7. Boots 11. Body 4, Inlet cap Pin am (inch) Models of Disk Brakes (9 4394.4 ea) Front eat Fad wear lit 652 0 Pit yp 2 piston type Electrical System eal te 6} (6) 22-4 (ha) 15-015,Ww VU UOElectrical System Electrical Circuit Symbols +++++++eseseeeeesees 16-002 Engine Starter Circuit seeee 16-005 Charger Circult ++++++ seeeeee 16012 Gauge Circuit ++++eeeeeee 16.016 Monitor Circuit . + 16-018 Engine Stopper ++ seeeee + 16.023. Transmission Electrical Circuit ++++++ seeee 16-024 Electromagnetic Detent Circuit +++++ seees 16-025 Multiple Control Valve and Positioner Electrical Circuit « Operation of the Combination Light Switch Locations of the Control Equipment ++ Electrical Wiring Diagram ++ 16-026 16-026 16-027 seeee 16-030 16-001ELECTRICAL CIRCUIT SYMBOLS. General Symbols FUNCTIONS AND CONSTRUCTION ELECTRICAL CIRCUIT SYMBOLS cove Description Coae Deseition Condvetor genera Direct curt re 2S TU | Atemating curent Coupling conductor ‘Conductor con: ection node AAP 8 High frequency ‘phase alternating current power supply |Wiring connection branch © © ‘Single phase alternating current power supply Conductor crossing Conductor crossing colt fo} e Terminal il Storage battery oN Switch (general Oo Meter Ww Resistor |— ‘Symbols to Indicate variability Variable resistance or variable resistor Connection to the chassis Transformer Condenser Coil Buzzer Fuse 16-002ELECTRICAL CIRCUIT SYMBOLS FUNCTIONS AND CONSTRUCTION Other Symbols (used in this Manual) Code La Female side Male side Description Comments, Single pole connector => _ a la} la Connector connections O-O,9-@,9-@, O-Bare connected Multi pole connector Female side Male side BA | cum Stn ster saiteh, Muminated swich) ‘Switch operated by lever or other mechanism See cues Use angalam note se o fale @are connected when ()— Solenoid relay switch O-0% ted when a eee coger eq, over up vein modes este ro] estate sees Thermo or pressure sen- sors for meters 16-003ELECTRICAL CIRCUIT SYMBOLS FUNCTIONS AND CONSTRUCTION =) Lamp Combination lamp a Diode > Current flows in direction of a arrow only Qe NPN transistor PNP transistor 16-004ENGINE STARTER CIRCUIT FUNCTIONS AND CONSTRUCTION ENGINE STARTER CIRCUIT ENGINE STARTER CONFIGURATION ‘The starter circuit actually used comprises not only of a starter switch, battery and starter motor, but also includes a safety relay, battery relay, neutral power relay, parking switch, alternator etc. ‘The satety relay is with a built in the starter motor. STARTER SWITCH ‘The starter switch has 4 positions: OFF, ON, START and HEAT. OFF ... The key can be inserted and removed. All the electrical circuit are OFF. ON ... Current flows in the charger circuit and to the lamps, START ... The position to start the engine. Ouputs a start command signal. HEAT ... Used to heat the inlet air to improve star- ting in cold weather. 16-005 Countor Starter motor = Ry 2 ce SF Areutrat [of power relay a a i Starter ‘Starter creult ne" a : Battery relay Bateries White White 2 grant Black and ‘white Blue and ise Bleek and fed whe "™ Paba zak | son [oon [0A restian em | m [ae oFF ow ° mr “ope wer ot za 25/28 52 cansectans ae i aja lee § 18 [ésENGINE STARTER CIRCUIT FUNCTIONS AND CONSTRUCTION NEUTRAL POWER RELAY Function ‘The neutral power relay is magnetized when the shift lever is in the neutral central position or the parking brake is ON and the starter motor can operate to start the engine. This is to prevent the danger of the vehicle moving away immediately after the engine is started with the forward or reverse clutch engaged. Principle of Operation ‘The relay is with a built in the electrical unit in the same postion as the contro! box (T/M controller). The contacts are closed and current can flow when the shift lever is in the neutral position. The contacts are open and no current can flow when the shift lever is in any position other than the neutral position BATTERY RELAY When the charger circuit current flows from the BR terminal of the starter switch, the coil is magnetized and the moveable contact operates so that the main contacts are connected and current flows from the battery circuit Terminal locations Internal connections 0c 20-300 No grater thane 6 =a | ae os ie eee EST on tien geater han TEs) Moveable contact Main contacts Y Magnetized coll Starter switch i gi eI ee! p21 £3 16-006ENGINE STARTER CIRCUIT FUNCTIONS AND CONSTRUCTION TRANSISTORIZED SAFETY RELAY In addition to the starter relay which operates the starter circuit on receiving a start command signal Starter from the starter switch, the system also includes a © terminal transistorized safety relay to protect the starter S terminal motor. R terminal eay such operating voages Operating votage ese wage Sa crest =v To the starter . “To the starter Vatage suiten 8, 9B terminal =av “To the starter Ligecternia Lead wire ype and elo To the ACG "A VOLA50W ait ne os tack R terminal) ‘8 V3B tack) or A VSB (ack) A-V3B lac) oA VSBW (wt ne om ek) Internal Circuits PRINCIPLE OF OPERATION OF THE TRANSISTORIZED SAFETY RELAY 1) The battery voltage is applied to the S terminal of the safety relay when the starter switch is turned ON to start the engine. Currents then flow in the order (1) (2), magnetizing the coil L so that the contact Pt is made. 2) As the safety relay B and C terminals are con Alternator nected, current (3) flows to terminal C of the starter, closing contact P2 so that a large cur- sions rent (4) flows to the starter to start the engine, 16-007ENGINE CIRCUIT 9) The alternator begins generating current when the engine commences firing normally (reaches Its normal rotational speed), so that the voltage increases at the R terminal. If this voltage at R exceeds the design voltage of the safety relay, current (6) flows from the R terminal so that the current (1) flowing to the transistor Q2 (from Step 1) above is diverted to transistor Qi, the magnetizing current to coil Lis cut off and the contact P1 is opened, stopping the starter. 4) When the starter switch is turned OFF before the voltage at the R terminal of the alterator reaches the design voltage of the safety relay, the current (1) and (2) from Step 1) are cut off and the contact P1 is opened, stopping the starter. 5)If the engine speed should drop for some reason after the safety relay operates due to the voltage at the R terminal of the alternator, there is the danger that the ourrent (6) from Step 3) could be cut off, retuming the system to Step 1) so that the starter operates once more. To pre= vent this, a safety circuit has been provided at the S terminal to keep the contact Pt open regardless of whether or not a current flows from the R terminal. The starter can then only be operated once more after the starter switch has been turned OFF. Note: Current flows to the coil L from circuit (8), but the value of the resistance R3 is so large that the current is too small to maintain the con- tact at Pt. 16-008 FUNCTIONS AND CONSTRUCTION starter Switch AG,ENGINE STARTER CIRCUIT 6) The safety circuit of the safety relay is held in its normal state by the voltage at the alternator terminal R to hold the contact P1 open in case the starter switch is turned when the engine is running. STARTER MOTOR The starter motor comprises of the motor unit to generate the power, the reduction unit to reduce the speed of the motor through gears, the clutch Pressure Retun colt spring Plunger-—_ Shift ever Internal gear ternal gear Roller cluteh ° FUNCTIONS AND CONSTRUCTION unit to transmit the drive to the engine and the magnetic switch unit to engage the clutch and open and close the main contacts, Holding colt Magnetic ewiteh = Connector ‘Brush = -Commutator co Pinion | ‘aemature Motor unit ‘Armature gear Front bracket ‘Reduction Gear Unit ‘The internal gear shown in the figure, which meshes with the gear on the motor shaft, Is incor- porated into the front bracket and is supported by ball bearings and metal sleeve bearings. (Gear ratio 1:39) 16-009ENGINE STARTER CIRCUIT FUNCTIONS AND CONSTRUCTION The internal gear shaft Is provided with a helical spline to be able to drive the overrunning clutch | aes Ae) \ gear Hotical spline armature Internal gear *Overrunning clutch A roller clutch as shown in the figure, comprising Operator Sleeve of a pinion, sleeve, roller and operator, is used L instead of a spring clutch. The inner surface of the operator is provided with a helical spline for moun- ting on the reduction gear pinion shaft. The space which contains the rollers between the inside sur- face of the operator and the outer sieeve of the Pinion pinion form a slight taper and the rollers are con- pinion tinuously pushed to the narrow end of the taper by Overrunning cluton the roller springs. When the engine is started, the rollers are forced into the narrow end of the tapers, locking the sleeve and operator to transmit the drive from the pinion. When the engine begans fir- ing, the rotation of the pinion becomes faster than that of the operator, so that the rollers move to the wider ends of the tapers, the sleeve and operator are unlocked and the pinion is free to rotate. 16-010ENGINE STARTER CIRCUIT FUNCTIONS AND CONSTRUCTION MAGNETIC SWITCH ‘The magnetic switch comprises of the pressure coil (C1) which engages the pinion gear with the ring gear, the main switch to open and close the battery and motor circuit after the pinion gear is engaged with the ring gear and the holding coil (C2) to prevent the prevent the pinion gear coming free from the ring gear while starting the engine. 16-011 Holding coil Plunger Pressure Retum Contactor spring + Bellows ono hse iunger stopperCHARGING CIRCUIT FUNCTIONS AND CONSTRUCTION CHARGING CIRCUIT CONFIGURATION OF THE CHARGING CIRCUIT The charging equipment and charging circuit Corwersion to generates and supplies the electrical power for all Engine secwial energy the electrical equipment in the vehicle. It com: + ' prises of the generator, regulator, batteries ete. ' i Generator ' The generator uses the engine power to generate —! ! S-phase alternating current which is then fully rec: i tified by 6 diodes to supply power to the battery z and lighting circuits etc 531 Saal The regulator is provided to prevent fluctuations in es, off the electricity generated by the generator due to Be) 088 changes in the engine speed and load. It main- & Ro IC regulator tains a constant voltage supply to the batteries =2l cantor and load circults ete. casita TP. |, 8fibesctouns } magnetize ORB |Z2 | therotorcoi! $= af {Yo operate th battery rola 1 Patter ely Starter switch t t eee o & & g To initially magnatize | the rotor coil Baten Wachanical neray Supp ALTERNATOR (BRUSHLESS WITH BUILT IN IC REGULATOR) IC regulator busn Plate Rear cover Rectifier Terminal Field coll Rotor Stsior Front cover indicator * Fan Through bolt 16-012CHARGING CIRCUIT THEORY OF ALTERNATOR POWER GENERATION ‘To generate power in a generator, a magnetic rotor is rotated via the slip ring, generating a current in the static stator coil outside. Initially, when N and S of the rotor rotate in the sense indicated by the arrow, a current flows In the direction shown by the arrow in the conductors C and C’ which are wound on the stator. This current flows through the diode D into the batteries. However, the current attempts to flow in the opposite direction during the subsequent half revolution of the rotor, but the characteristics of the diode D prevent a current from flowing in this direction, so that no current flows in the direction of the broken arrow in the figure. Consequently, the current flow to the bat- tery is in only one direction ie. direct current. IC REGULATOR IC is the abbreviation for Integrated Circuit, which is a torm used for a solid-state devices made up of, discrete circuit elements bonded to a single base board of ceramics etc. These devices are extremely compact and light and this voltage regulator, which comprises of a votage relay unit and filter relay unit is mounted inside the alternator. FUNCTIONS AND CONSTRUCTION Generated currant Batteries Lge in Roior Stator Stator coi! Diagram of the Theory of the Alternator BS Rl E abee ‘ 100-0900 | Me 24V IC Regulator Felt seat Brushless ACG (Damp and dust-proof)CHARGING CIRCUIT PRINCIPLE OF OPERATION OF THE ALTERNATOR AND REGULATOR 4) Initial Excitation When the battery switch is olosed with the engine stopped, the resistor RF reduces the cur rent sent to the alternator field coll from the bat- tery. The principle of operation is as follows. When the battery switch is closed in the diagram to the right, a current (apptox. 0.03 A) flows as indicated in the diagram. As the circuit from Ri to T; Is the base current circuit for the transistor T;, the transistor T: becomes conduc- ting, and a current flows to the initializing circuit of the alternator. In this state the altemator is able to generate electricity if separate excitation is applied. AS the circuit containing the resistors R3, 4, RS and R6 is to regulate the voltage applied to the ziener diode (ZD), the ziener diode does not operate by battery voltage. 2) Selt-excitation When the initial voltage across R-E after the alternator commences rotating becomes higher than the initial excitation volatge (ie. the voltage divided by the resistors RF and FO), the current flowing in the field coll increases so that the voltage across R-E further increases, the excita tion changes from separate excitation to selt ‘excitation and charging begins. 3) Voltage Regulation When the alternator speed increases and the generated voltage rises above the set regulator voltage (27.5-29.5V), the transistor T; turns the current to the field coil ON and OFF to regulate to the voltage to a constant value. The voltage V1 is applied across R and E so that it is divided into V2 and V3 across the resistors R3+R4 and FS. When V3 reaches the Ziener voltage, the Ziener diode becomes conducting, the base cur rent of the transistor T: increases and the tran- sistor becomes conducting. FUNCTIONS AND CONSTRUCTION LL atomator 8 chasing Fig 1 Initial Excitation Circuit md roe ie | Pr apy — Altemator —__{._ Regulator. 1 Fig 2 Self Excitation Circuit 16-014CHARGING CIRCUIT When the transistor Ts becomes conducting, the voltage across the T: collector and emitter drops so that the transistor T; base current, which flows through the resistance Ri, is diverted to the transistor Te and transistor Ty turns OFF. This cuts off the current to the field coll so that the generated voltage drops below the set value until the base current of the transistor Tz also stops flowing through the Ziener diode, Te turns OFF, T; turns back ON and the voltage rises once more. The above cycle is carried out repeatedly, maintaining the voltage generated by the alternator to a constant value. 4)Characteristics of Ziener Diodes ‘The Ziener diodes in Figs 1 and 2 above are a type of silicon diode, which is also referred to as a “constant voltage diode” Ziener diodes have the properties of diodes to rectify current (con: vert alternating current into uni-directional direct, current by cutting off the component of the cur- rent flowing in the reverse direction). However, the characteristics of the Ziener diode in the reverse direction are quite different from those of normal diodes. When a voltage is applied to a normal diode in the reverse direction, if the voltage reaches the breakdown voltage of the diode, the diode becomes conducting, causing damage to the diode, In the case of Ziener diodes however, when the voltage applied to the diode in the reverse direction reaches a certain voltage, the Ziener diode immediately begins to conduct cur rent in this direction in the same way as in the positive direction. The voltage required to make the Ziener diode conduct current in the reverse direction is known as the Ziener voltage. Similarly, the Ziener diode immediately becomes non-conducting in the reverse direction once more when the voltage drops below the Ziener voltage again and the system reverts to its original state: le. Tz OFF and T: ON with the generated voltage increasing in Fig 3, 16-015 FUNCTIONS AND CONSTRUCTION (No field current flowing) Fig 3 Voltage Regulation Circuit Positive diction tl) ete Reverse Siection Joes | | | Ziener voltage Fig 4 Characteristic Curve of a Ziener DiodeGAUGE CIRCUIT FUNCTIONS AND CONSTRUCTION GAUGE CIRCUIT INSTRUMENT PANEL Description of the instrument Panel 1. Fuel meter 2. Air pressure gauge 3, Engine water temperature gauge 4, Torque converter oll temperature gauge 5. Warning monitor panel 6. Lamp monitor panel 7, Dash lamps 8. Speed meter 8. Ditection indicator lamps 10, Parking brake switch 11. Parking lamp switen 412. Rear working light switeh 18, Bulb check switch 14. Control resistance 15, Starter switch CONFIGURATION OF THE GAUGE CIRCUITS The ciroults for the operator's instruments on the vert the temperatures and pressures with remote instrument panel for engine lubrication and cool- sensors into electrical signals which are sent to ing water temperatures, the torque converter oil the meters for display. temperature and air pressure in the air tank con: Fuel level sensor ‘emporature sensor “Temperature sensor i Pressure sensor Temprerature and Pressure Display Circuits 16-016GAUGE CIRCUIT METERS Construction Specified Values (power supply) FUNCTIONS AND CONSTRUCTION Voltage eduction resistor Indicator eieult essionces ofthe tat Ome - ae ireut a av ess | aes 950 ess HE [pn 1050 ‘awssT-E [apn 1008 sf 3 ene [sme 8) = Jaw a ‘The fuel meter shows the amount of fuel in the fuel tank. ‘Fill up the tank on comple: tion of work every day Ar pressure gauge The air pressure gauge shows the air pressure in the air tank. ‘The vehicle may only be operated when the air pressure reading is in the ‘green region. 2A056 16-017 cage] wae ween Engine of presse Te nk esse ~ ‘Yyaoo000x P 7700 ‘Yyaoo000% P 1200 ‘YW420000K P 1600 ‘Wa2000K P 1700 on a FS woe | 2U85R “SPD orem BT gon? Matos | ct 0 ees SoeawrEg@ReaTH | sosawcqiaos arr | Oconee OL6T pa) | OZO4IgEROERT A) Smee wl im tate | stand ‘eh, | ‘aha a ‘andy ‘codnas wen aan Mikes | sseaotelesary | reosaslb(ee sco idte 567 | 55:04 igen Soe" th ciseay ion selena ne trace chad i tho sos 3. Engine water temperature gauge 1. Fuel meter *The engine water temperature gauge shows the temperature of the engine cooling water. *The reading should tie in the green region during normal operation sit the reading enters the red region during opera: tion, set the engine to low Idle and wait for the reading to drop back into the green region. 2A052 Torque converter temperature gauge *The torque converter oll temperature gauge shows the temperature of the oil circulating in the torque ‘converter and transmission *The reading should lie in the green region during nor: mal operation, If the reading enters the red region during operation, set the engine to low idle and wait for the reading to drop into the green region. 2A050CHARGING CIRCUIT FUNCTIONS AND CONSTRUCTION MONITOR CIRCUITS 1. WARNING MONITOR PANEL *All the lamps except the parking brake lamp light when the starter switch is turned ON. ‘*When the engine is running the lamps light to indicate an abnormality (except the park ing brake lamp), *Meaning of the lamps (left to right, top to bottom) EIG OIL PRESS...The engine oil pressure is low. AIR PRESS... The air pressure is low. (Parking brake ON) PARKING... The parking brake is ON. TIM OIL TEMP...The torque converter oil is overheating WATER TEMP...The engine cooling water is overheating, AIR FILTER... The air filter is closed. 2. LAMP MONITOR PANEL The lamp monitor following: CHARGE... Lights when the charge from the alternator is insufficient WORK LIGHT...Lights when the rear work panel displays the lights are ON. PARK LIGHT...Lights when the parking lights are ON. HIBEAM...Lights when the front lights are on full beam, Functions ‘The relevant monitor lamp lights to warn the operator when an abnormality occurs with the engine, brake circuits, parking brake or torque con- verter oil temperature. The bulb check switch may be pressed to check that all the lamps are operating normally. These circuits light monitor 16-018 a) oD 0 lamps and sound a buzzer to warn the operator when an abnormality occurs with the engine or brake circuit or when the emergency brake operates. However, the levels at which warnings are given and the items for which they are given 1g to the model of machine.CHARGING CIRCUIT FUNCTIONS AND CONSTRUCTION ‘This circuit causes a monitor indicator to light and a buzzer to sound when a problem develops in the engine or brake lines, or when the emergency brake is operated. The alarm values and items vary with the model. Monitor Table for a Standard Specification Machine Troe cause Set waning wes connes vrtnp [Beam The composed on peso nseroson7 lamp [= (Teena ie ate we sete eth Tred toate Sects ‘porate the brakes Is 100 fy 5.555 kglem* (78°55 psi) - ‘Buzzer | after the buzzer sounds. Timp [= emmy Bae sie maser ene soe nets pnt tress ney fe - = |__| eee sods Yaeso0r me The tome ees Sy wt ett vr Warning, |(20851°F) than 7°0 (48.6°F) smtehes 76 € 160 001 amp ‘equ omar reeaig — | nay oF 0 we pan tengo 12057 (48417) - ‘cmp fs ‘yz 1824100081 Lamp - ‘Thee hteig ot [vz sezerone | pres ee Cre cng ess npr hn 03 - teeta - The eis te ein ea ris -| ‘locked. Charge Lamp Lights whe Theatr tat - ts wee sage 7 ‘chcuit _ insufficient Fam 7 "| the tamp only lights i io al Ken . | ‘The lamp lights and the buzzer sounds: 16-019CHARGING CIRCUIT LOW AIR PRESSURE WARNING SWITCH Function This is the switch to light the monitor lamp and sound the buzzer should the air pressure of the brake supply drops below the set value. The emergency brake is also applied in this case. Principle of Operation When the air pressure of the brake supply Is above the set value, the air pressure overcomes the spring force, opening the contacts so that no cur- rent flows. When the air pressure drops below the set value, the contacts close, completing the cir- cuit so that the alarm sounds. Three seconds after this, the timer in the circuit operates the emergency brake, “ype Yu2567090007 Pressure sth ated ad 2avaW-4 098 Presse at whieh lamp Aghs FUNCTIONS AND CONSTRUCTION Spring Contacts Diaphragm Normal Situation (Contacts Open) Low Air Pressure (Contacts Closed) 16-020CHARGING CIRCUIT ENGINE COOLING WATER THERMOSWITCH ‘Type YZ 1824500140 Isuzu Engine TWpe v2 we2e500T40 ing 2av a parang tempera 7 come | ooo Function This is the switch to light the monitor lamp and sound the buzzer when the temperature of the engine cooling water overheats to above the set value, TORQUE CONVERTER OIL OVERHEAT THERMOSWITCH “pe 7oeDT6OL00T ‘Thermesitch ating 2a aw Operating temperate | 120-25°C (2H a Function and Principle of Operation The switch is OFF when the temperature of the torque converter oil is below the set value but it tums ON to let current flow to light the lamp should the temperature rise above the set value. 16-021 FUNCTIONS AND CONSTRUCTION = At the operating temperatureCHARGING CIRCUIT FUNCTIONS AND CONSTRUCTION LOW ENGINE OIL PRESSURE WARNING SWITCH Function This is the switch to light the monitor lamp to warn the operator should the engine oil pressure drop below the set value due to damage to the pump or piping. Principle of Operation When the pressure is high, the spring is com pressed and the contacts are open so that no cur: rent flows. Should the pressure drop, however, the spring pushes the spring seat B into contact with the earth plate so that current flows from the ter- minal through the spring seat A, the spring, spring seat B, the earth plate and to the body, When the pressure is normal ‘21824100081 Oi Pressure Switeh ang 2av 3 3 glen (Glesog pressure Terminal When the pressure is low 16-022ENGINE STOPPER FUNCTIONS AND CONSTRUCTION ENGINE STOPPER SOLENOID VALVE OPERATED ENGINE STOPPER When the key is turned, the solenoid is magnetized and the engine stops. Principle of Operation 1) When the starter switch is turned ON ‘The terminals B—BR of the starter switch are con: nected and the charging current for the capacitor Cin the timer flows from the terminal BR and the charging Is completed instantaneously due to CR. ‘On completion of the charging a voltage is applied across the Cm terminals of the transistor Tr: but 2) When the engine is being started or running The terminals B-BR are connected when the engine is started and subsequently the solenoid 3) When the starter switch is turned OFF When the starter switch is turned OFF the ter- minals B—BR are opened so that the base current flows from the capacitor to the transistor Tis. This turns ON transistor Th and subsequently transistor ‘ie and transistor Ts also turn ON. This causes current to flow to the solenoid which pulls the fuel Refer to the following Engine Stopper Circuit Ti does not turn ON as an identical voltage is also applied across the terminals f-m. The solenoid does not operate as the transistors Tre and Trs are also OFF. (Charging time 10sec) 05-0.7sec, Discharging time does not operate. The circuit remains in this state ile the engine is running, cut off lever, causing the engine to stop. The solenoid remains magnetized for 10 seconds while the capacitor discharges. After 10 seconds the cur- rent stops flowing to the solenoid and the fuel cut off lever is retuned to its original position (fuel flow path open) by the return spring Diagram for an explanation of the above items. 16-023TRANSMISSION ELECTRIC CIRCUITS FUNCTIONS AND CONSTRUCTION “The portion enclosed by the broken line is altached to the portion ofthe solenoid drawn in a broken line. 7 es Co Starter switch J Fuse for| 1 tompeatre (vose (sre) TRANSMISSION CONTROL Gear Shift ‘The gear shifting is carried out by means of operator. solenoid valves to reduce the force required by the Shit relay —~{ Battery lay oO Starler suiten Sez) ¥ Tote engine fuel ur ine toe as a Transmission controller Solenoi re a Tt ‘T}_| Neues * Gi Bier ha ha ha fra f H Reversing relay UTS | fae starter motor ‘Transmission Electric Circuits Should the solenoid valves become inoperative vehicle can be made to run by pushing in the due to some fault with the electrical system, the screws on the valve covers, 16-024ELECTROMAGNETIC DETECT CIRCUIT FUNCTIONS AND CONSTRUCTION ELECTROMAGNETIC DETENT CIRCUIT DETENT DEVICE The device is made up of a guide plate and elec- tromagnetic coil directly attached to th spool, Two electromagnetic coils are provided for “float” and “raise” on the lift plunger and one for “pick up” on the tilt plunger. CANCELLING DETENT FOR THE TILT LEVER When the cylinder moves, the rod attached to the cylinder also moves. If the tilt cylinder extends to bring the bucket horizontal when it is in contact with the surface of the ground, the bucket posi- joner switch is turned OFF by the tip of the rod so that the coil is demagnetized and the plunger is retumed to its central position by the spring. The lever is simultaneously also returned to its central position by the link mechanism, I Lift ° plate z Lon s plunger pe? ¢ Multiple control valve (Electromagnetic Detent Device) Detent maintained 522 (Stace) FO9 7 uct postioner eaten / Movement indesr amp Shneetr i ayn Detent release position sensor 16-025