VOLVO BP (Public) Serving Traning-1

EECU wire haness(13)(32)
EC21OB/240B/290B PRIME SERVICE TRAINING

Electrical system(35)(41)
New Engine
This material is combined as below.
01_General
02_Engine
02-1_Engine(EC210B PRIME)
02-2_Engine(EC240B/EC290B PRIME)
03_Electric system
03-1_Elec sys
04_Power Transmission
04-1_Power Trans(EC210B PRIME)
04-2_Power Trans(EC240B/EC290B PRIME)
05_Brake System
06_Steering System
07_Frame & Undercarriage
08_Cab & Interior
09_Hydraulic
09-1_Hydraulic(EC210B PRIME)
09-4_Hydraulic(COMMON)
Picture text:
Overview(EC210B PRIME)
1. New Engine
- D6E EAE3(Tier 3): Serial number starts from 80001
- D6E EAE2(Tier 2): Serial number starts from 70001(CHW Production) and 35001(SHI Production)
I-EGR is not used in D6E EAE2 engine
2. Remote installation of filters

- Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room
3. Work mode refine

- Pump input power of H & G mode are increased to 5%
4. E-ECU(EMS2)
- Both Tier 3 and Tier 2 engines are use EMS2
5. Electric box & Battery connection

- Safety start relay removed
- Master switch removed
6. Fabricated counterweight
Picture text:
1. New Engine
- D7E EBE3(Tier 3):
- D7E EBE2(Tier 2): Serial number starts from 15001(CHW Production) and 35001(SHI Production)
I-EGR is not used in D7E EBE2 engine

3. Work mode refine

4. E-ECU(EMS2)

Picture text:
1. New Engine
- D7E EAE3(Tier 3): Serial number starts from 85001(CHW Production)
- D7E EAE2(Tier 2): Serial number starts from 17001(CHW Production) and 35001(SHI Production)
I-EGR is not used in D7E EAE2 engine

3. Work mode refine

4. E-ECU(EMS2)

Picture text:
Electronic control system overview
-EMS2
-WECU(MID142) is an option.
Picture text:
2 stage port relief valve change
New 2-stage port relief valve function
(1) Neutral
- When Hammer/Shear selection switch is off, relief valve maintains high pressure setting.
(2) Hammer(1 way)

- When Hammer selection switch is ON and X1 uses 1way, releif valve goes to low pressure setting due to
pilot pressure.
(3) Shear(2 way)

- When shear selection switch is ON and X1 uses 2way, releif valve goes to high pressure setting due to
pilot pressure off.
Picture text:
Double load check change
There have been some cases reported where the operating power of attachments (Arm, Bucket, and
Option) has been down and the operating speed of attachments has been slow. This is caused by the wear
of double load check valve.
1. The shape of double load check valve has been changed to improve the resistibility of wear.
2. The heat treatment to manufacture double load check valve been improved.
EC210B/EC240B PRIME
BKT:14578516
AM,OPT:14578517
EC290B PRIME
BKT:14589233
AM,OPT:14589234
Picture text:
Engine - D6E common rail engine
Picture text:
Engine specification
EC210B PRIME(KOR) : D6EEAE3(Tier3)

EC210B PRIME(CHI, INT) : D6EEAE2(Tier2)
IEGR unit is not installed in D6EEAE2 Engine
Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

No.of cylinder : 6 vertical in line type
Max. Power(fan not in operation) @1800rpm

-------------------------------------------------
EC210B PRIME :123kW(167PS)
Max. Torque(fan not in operation) @1350rpm

---------------------------------------------------
EC210B PRIME :730Nm
Bore X Stroke: 98mm X 126mm (3.85in X 4.96in)

Governor type: EMS2
Fuel injection: Common Rail Direct injection
Displacement: 5700cc (347.8 cu.in)
Picture text:
Main components
1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of
electronic features and to enhance reliability.
2.The IEGR(Jacobs system) creates a small second exhaust valve lift. This extra lift feeds exhaust gases
back into the cylinder during the inlet stroke to reduce NOx.
3. Common Rail
Whereas in conventional diesel engines injection pressure is generated for each injector individually, a
common rail engine stores the fuel under high pressure in a central container (common rail) and delivers it
to the individual injectors on demand. Benefits of common rail injection are reduced noise levels, stronger
performance, improved emission control and greater efficiency.
4.The new high-pressure solenoid diesel fuel injector.(BOSCH-CRIN 2nd Generation Injector)
Picture text:
External view(1)
1. Cam speed sensor

2. Coolant temp. sensor
3. Solenoid(IEGR)
4. Boost press. & temp. sensor
5. Waste gate actuator
6. Preheat unit
7. Injector
8. Rail pressure sensor
9. Engine oil press. sensor
10. Fuel Control Unit (PWM valve)-FCU
11. Fuel pressure sensor
12. PTO
Picture text:
External view(2)
1. Fuel feed pump

2. Water pump
3. Crank speed sensor
4. Water in fuel sensor
5. Engine oil level & temp. sensor
6. Ambient air temp. & press. sensor
7. Coolant level sensor
8. Starter
Picture text:
Electric circuit(EMS2)
Picture text:
Wire harness drawing
Picture text:
Fuel line
In conventional diesel engines injection pressure is generated for each injector individually. A direct
injection engine based on the common rail principle separates the two functions pressure generation and
injection by first storing the fuel under high pressure in a central container ("common rail") and delivering
it to the individual injection valves (injectors) only on demand. This way an injection pressure of up to
1,600 bar (23,200 psi) is available at all times, even at low engine speeds. The high pressure produces a
very fine atomisation of the fuel leading to better and cleaner combustion. Moreover, the fuel supply is
not dependent on the engine revolutions but can be optimised independently. The time and duration of
injection is not fixed (as in older conventional engines) but can be chosen independently for every
operation point in order to optimise combustion and emissions.
Benefits of the common rail principle compared to conventional engines are lower engine noise levels,
stronger performance and greater combustion efficiency leading to lower emissions and enhanced fuel
economy. Push "check result" button to see the actual measuring data on the machine for reference only.
Picture text: 1: Manual feed pump

2: Pre filter & water separator
3: Fuel feed pump 4: Fuel filter
5: Fuel pressure sensor(low)
6: Fuel control unit (PWM)
7: High pressure pump
8: Rail
9: Rail pressure sensor
10: Max. pressure limit valve
11: Injector
12: Thermostat valve
Water seperator
1: Manual feed pump

2: Manual nobe for thermostat valve
3: Pre filter & water separator
4: Water in fuel sensor
5: Water drain valve
6: Normal position(thermostat function)
7: Open position(Return fuel to tank)
8: Fuel warmer
L, M : For fuel warmer

N,O : For water in fuel sensor
Picture text:
Injector
The main injector components are:

Hole-type nozzle(c), hydraulic servo-system(b), solenoid valve(a).
The forces required to open and close the nozzle needle cannot be generated by the solenoid valve on its
own. The nozzle needle is therefore indirectly triggered via a hydraulic force-amplification system.
1. Injector closed
With the solenoid valve closed, the complete chamber volume and the rail are at the same pressure. The
nozzle needle is forced against its seat by a spring.
2-1. Solenoid ON
When the solenoid valve opens, fuel flows from the valve control cavity and into the fuel return.The feed
throttle prevents complete pressure equalization, and the pressure in the cavity drops.
2-2. Start of injection

Hydraulic servo spool move up side and the excess pressure in the chamber volume overcomes the spring
force and lifts the needle so that injection can start.
Picture text:
Rail
1. High pressure storage of injection system

2. Rail contains pressure relieve valve(a) and rail pressure sensor(b).
3. Pressure relief valve
- Pressure relieve valve is a mechaninical safety device, which opens at 1950 (-100) bar / 28,275 psi (
-1,450 psi) and protects the system concerning over pressure caused by any malfunction.
-If opened the rail pressure remains in the range of 650 - 850 bar (9,425~12,325 psi) (dependend on
speed and load). The engine keeps running but if necessary with decreased performance (limp home
mode)
-Under usual conditions the relief valve will not open during engine operation.
- Output signal goes to ECU and ECU controls FCU by using this signal.
- If any malfunction is detected, the ECU may force the pressure relief valve to open by putting over
pressure onto the system.
Picture text:
Fuel control unit (FCU)
FCU controlles filling of high pressure pumps. It is just delivered as much as needed to reach or keep the
rail pressure set-point.
This is an inverse proportional PWM valve. At the inside of valve, there are overflow valve and bleed-off
orifice.
Picture text:
IEGR(Jacobs system)
NOx reduction solution is provided by Internal Exhaust Gas Recirculation (IEGR) which is altering engine
valve lift. Jacobs IEGR reduces peak combustion temperatures and, therefore, reduces the formation of
Nitrogen Oxides (NOx) to levels acceptable to meet upcoming emissions standards.
Picture text: A: IEGR Solenoid

B: Control valve
C: Slave piston
D: Master piston
E: Connection passage
F: Bleed hole(1 mm, 0.04 in)
IEGR operation
1. IEGR consists of a solenoid valve, control valve, and master and slave pistons. These components are
assembled into a housing.
2.When the solenoid is de-energized, the control valves move down and the high-pressure oil is released
through the tops of the control valve bores.
3. When the IEGR is activated, the solenoid allows oil to pass to the control valve. The control valve moves
up and the check ball in the control valve is unseated, allowing oil to fill the master/slave piston circuit.
4.The oil pushes the master piston out, and when rocker motion pushes the master piston back, high
pressure is created which seats the check ball in the control valve.
5.Continued rocker motion causes the high-pressure oil to move the slave piston. The slave piston motion
causes the exhaust valves to open. As the rocker moves back down, the master piston follows, and the
slave piston moves up, allowing the valves to close again, ready for the next cycle. These cycles continue
as long as the brake solenoid is energized.
Picture text: 1: IEGR Solenoid

2: Bleed hole: 1 mm (0.04 in)
3: Slave piston
4: Master piston
5: Intake rocker arm
6: Exhaust rocker arm
7: Control valve
8: Oil supply line: 2~5 bar (29~73 psi)
Valve lash adjustment(1)
Allow the engine to cool down for at least 30 minutes before setting the valve clearance.
Engine oil temperature should be lower than 80 °C.
The clearance of the IEGR side must be set after setting other valves clearance.
Before adjusting the valve clearance, remove the IEGR unit first.
(a)Install the crankshaft rotating tool.
(b)Make No.1 cylinder to be overlapped.
(c)Adjust the valve marked black as shown in the next page.
(d)Rotate crankshaft 360 degree.
(e)Adjust the valve marked black as shown in the next page.
Picture text:
-Install the protractor disk.
-Turn the adjusting screw clockwise till making contact with valve
-Turn the adjusting screw counter-colockwise up to the descripted angle.
(f) Inlet: 75 degree
(g)Exhaust: 120 degree.
-Tighten the lock nut(1).
Picture text:
After adjusting inlet and exhaust, reassemble the IEGR unit. When reassembling, replace the o-ring on the
connection pipe between two IEGR valve blocks.
Now the No.6 piston is in overlapped condition.
(a)Adjust IEGR piston on the cylinder 1, 3 and 5 first.
(b)Turn the crank shaft 360 degree.
(c)Adjust the cylinder 2, 4, 6 accordint to following procedure.
-Install the clearance adjusting disk.
-Turn the adjusting screw(2) of the slave piston clockwise till making contact with exhaust valve.
-Turn the adjusting screw counter-colockwise up to 144 degree.
- Tighten the lock nut(1).
Picture text:
Engine protection function
SID42 : Fuel Control Unit(FCU)
PID164: Rail pressure sensor
SID1~6 : Injector
PPID435: Effective torque common rail
PSID96: Rail pressure system
PSID97: Pressure relief valve
Picture text:
Engine - D7E common rail engine
Picture text:
Engine specification
Common Rail Direct Injection type

-------------------------------------
EC240B PRIME(KOR) : D7E EBE3(Tier3)
EC240B PRIME(CHI, INT) : D7E EBE2(Tier2)
EC290B PRIME(KOR) : D7E EAE3(Tier3)

EC290B PRIME(CHI, INT) : D7E EAE2(Tier2)
No IEGR function in Tier2 engine
Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

No.of cylinder : 6 vertical in line type
Bore X Stroke: 108mm X 130mm
Max. Power(fan not in operation)

EC240B PRIME :138kW(188PS)@2000rpm
EC290B PRIME :153kW(208PS)@1800rpm
Max. Torque(fan not in operation)

EC240B PRIME :870Nm@1350rpm
EC290B PRIME :965Nm@1350rpm
Governor type: EMS2

Displacement: 7146cc
Picture text:
Main components
1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of
electronic features and to enhance reliability.
2.The IEGR creates a small second exhaust valve lift. This extra lift feeds exhaust gas back into the
cylinder during the inlet stroke to reduce NOx.
3. Common Rail
Whereas in conventional diesel engines injection pressure is generated for each injector individually, a
common rail engine stores the fuel under high pressure in a central container (common rail) and delivers it
to the individual injectors on demand. Benefits of common rail injection are reduced noise levels, stronger
performance, improved emission control and greater efficiency.
4.The new high-pressure solenoid diesel fuel injector.
Picture text:
External view(1)
1. Cam speed sensor

2. Coolant temp. sensor
3. IEGR solenoid
4. Boost press. & temp. sensor
5. Waste gate actuator
6. Preheater unit
7. Injector
9. Engine oil pressure sensor
10. Fuel control unit
11. Fuel feed pressure sensor
12. PTO
13. Blowby gas control valve
14. Rail unit
15. Alternator
16. Oil cooler
Picture text:
External view(2)
1. Fuel feed pump

2. Water pump
3. Crank speed sensor
4. Water in fuel sensor
5. Engine oil level & temp. sensor
6. Ambient air temp. & press. sensor
7. Coolant level sensor
8. Starter
Picture text:
Electric circuit(EMS2)
Picture text:
Wire harness drawing
Picture text:
Allow the engine to cool down for at least 30 minutes before setting the valve clearance.
Engine oil temperature should be lower than 80 °C.
The clearance of the IEGR side must be set after setting other valves clearance.
Before adjusting the valve clearance, remove the IEGR unit first.
(a)Install the crankshaft rotating tool.
(b)Make No.1 cylinder to be overlapped.
(c)Adjust the valve marked black as shown in the next page.
(d)Rotate crankshaft 360 degree.
(e)Adjust the valve marked black as shown in the next page.
Picture text:
-Install the protractor disk.

-Turn the adjusting screw clockwise till making contact with valve
-Turn the adjusting screw counter-colockwise up to the descripted angle.
(f) Inlet: 90 degree
(g)Exhaust: 150 degree.
-Tighten the lock nut(1).
Picture text:
After adjusting inlet and exhaust, reassemble the IEGR unit. When reassembling, replace the o-ring on the
connection pipe between two IEGR valve blocks.
Now the No.6 piston is in overlapped condition.
(a)Adjust IEGR piston on the cylinder 1, 3 and 5 first.
(b)Turn the crank shaft 360 degree.
(c)Adjust the cylinder 2, 4, 6 accordint to following procedure.
-Install the clearance adjusting disk.
-Turn the adjusting screw(2) of the slave piston clockwise till making contact with exhaust valve.
-Turn the adjusting screw counter-colockwise up to 144 degree.
- Tighten the lock nut(1).
Picture text:
Electric system
EC210B/240B/290B Prime
Picture text:
Key & Main fuse
- SW3301: Key switch

- 4-Slow blow fuse(140A, 80A, 30A, 30A)
- RE3101: Battery relay
- RE2501: Preheater relay
Picture text:
Alternator
B+ : Connection to Battery
B- : Ground
DFM : None
BS : Output check
15 : Ignition
L : Charge warning Lamp control
W : None
Picture text:
Electric Box
Picture text:
Fuse box
-Fuse1~Fuse30
Picture text:
Electronic control system schematic
For easy undersatading, if you click the line, the color will be changed.
Picture text:
Switch(Control lockout, Emergency, Auto/Manual)
1. Control lockout switch

2. Emergency switch
3. Auto/Manual switch
Picture text:
RPM Control SW
Input voltage is 24v and output voltage is 0.5~4.5V.

They have a shield ground to prevent noise at signal line.
Picture text:
Sensors(VECU)
1. Pilot pressure switch

-SE9111: Attachment
-SE9140: Travel
-SE9112: X1
-SE9140: Boom float
2. Hydraulic oil temperature sensor
Picture text:
Joystick 1 & 3 button
1. Semi-long joystick
- RH: Hammer or Power boost
- LH: Horn
2. 3-button joystick
-RH
5 : Boost
6 : Shear
7 : Hammer / Shear
-LH
5 : Horn
6 : Rotator
7 : Rotator
Picture text:
PWM Valve for P1, P2 & X1 Flow control
Rated current : 700 mA

Coil resisatnace: 17.5 ohms at 20 Celcius degree
Picture text:
VECU
Picture text:
VECU input & output
Picture text:
Engine speed and work mode control
**Comparing B-Series, Engine rpm and pump input power of H and G mode are increased(Work mode
refine).
In control system, we can have 10-step engine speed and 5 work-modes.

By rotating engine speed control switch, Engine rpm and work-mode is set at the same time. You can see
the specification at the next page.
This function allows the operator to select the engine speed and work mode according to working condition
and to optimise the machine performance and fuel efficiency.
Principle is simple. Excavator converts the mechanical power from engine to hydraulic power using
hydraulic pump. So engine power should be bigger than pump consuming power. If not, engine could be
stall or stop.
The V-ECU always receives the current engine speed from the E-ECU . It balances engine horsepower and
pump consuming power by changing output current to power-shift valve.(ESSPC: Engine Speed Sensing
Pump Control)
Power-shift valve is kind of proportional valve using PWM signal. By controlling power-shift valve, we can
change the swash plate angle and finally change pump flow rate. So system can keep pump torque
maintain lower than engine torque at the selected engine speed.
(1) In I (Idle)& F (Fine) mode, current is fixed at specified value regardless of engine load condition. That
means engine output is bigger enough compared to pump input power.
In P (Power max.), H (Heavy duty), G (General) mode,
(2) If engine is not loaded, it uses the specified current value at each engine speed.
(3) When engine is loaded, VECU increase the current of power-shift valve to decrease the consuming
power of pump.
Engine speed and work mode control(Without P)
**Comparing B-Series, Engine rpm and pump input power of G mode are increased(Work mode refine).
Picture text:
Automatic Return to Idle
When operator turns on the function auto-idle & does not use any joystick & pedal, engine speed
automatically goes down to I1 mode. This increase fuel economy and decrease noise. After engine has
decelerated, if the operator changes one of input signals, then engine speed return to the previous speed.
Default time delay is 5 second. This can be adjusted form 3 to 10 seconds by VCADS Pro.
Picture text:
Boost control
When the boost solenoid is activated, the limit of system pressure will be increased by 10%.
1. Travel only case
2. F-mode(Slow but strong)
3. One touch power boost for 1-button joystick

- RH joystick button=ON
4. One touch power boost for 3-button joystick

- Lower button=ON
Picture text:
Conflux cutoff
1. F-mode (slow but strong)

- EC210B/240B Prime : Boom-up and Arm-IN use only 1-pump flow.
- EC290B Prime: Boom-up, Arm-In and Arm-Out use only 1-pump flow.
Picture text:
Safe start & Stop
1. Safe start
- Key off --> ON
- Engine is stop condition(rpm=0)
- VECU request I2 to EECU & energize battery relay(RE3101)
**Whenever start the engine, default mode will be I2 regardless of initial position of rpm control switch to
prevent sudden engine rpm surge.
2. Releasing of Safe-start
- Position change on rpm control switch
- Any attach movement
- X3 operation(Safty lever up and LH joystick switch)
3. Safe stop
- Key ON --> OFF
- VECU send stop command to EECU
- EECU supply max. current to FCU to stop the fuel supply
- EECU Check rpm to recognize whether engine is stop or not.
- If engine stop, EECU transfer the operating data.
- EECU send message to VECU that VECU can cutoff power supply to EECU.
- VECU deenergize the battery relay(RE3101)
** Too much quick stop & start again without data saving time can cause serious damage to the
computer.
Picture text:
Emergency control
1. Emergency low
- Auto/Manual SW is in AUTO.
- IVS(Idle Validation SW) is off
- Communication error between VECU & EECU
- Engine speed fix in emergency low(I2)
- VECU supply emergency current
2. Emergency high
- Auto/Manual SW is in AUTO.
- IVS(Idle Validation SW) is ON
- Communication error between VECU & EECU
- Engine speed fix in emergency high(H)
- VECU supply emergency current
3. Emergency stop
- IVS(Idle Validation SW) is in STOP position.
- EECU lose electric power.
- Engine stop.
Picture text:
VECU in Manual
SW9103 is in Manual position.
IECU
- VECU status signal is off.
- Auto position signal is off .
- IECU recognize current situation with combination of above two signals.
- IECU do not produce corresponding error code.
EECU
- EECU goes to emergency mode because of no communication within VECU.
Pump control
- By using the resistance on the Elec. BOX, Power shift valve use constant current.
Travel speed in manual mode

- In manual mode, can change speed of travel.
Picture text:
Starter lock
(EC210B/EC240B/290B Prime)
1. Starter lock relay

- Key OFF --> ON
- Safety lever=Down
- If there is code-lock option, PIN conde shoud be matched.
- When key is in start position, RE3301 will be ON.
From now on, power can goes to the magnet of starter(MO3301).
2. Magnet on the starter will be off by EECU,

- When Engine is running.(RPM > 650)
- During 6 seconds after EECU checked engine running.(to prevent overunning of starter)
- During 2 seconds after EECU checked engine stop.(Confrimation of engine stop after starting failure)
- During 1 seconds after key position changed from START --> ON. ( To prevent an quick retry after
starting failure)
Picture text:
Travel speed & Travel alarm
1. High speed & Automatic down-shift

- Working mode is not in F-mode
- Travel pilot pressure signal=ON
- Speed selection SW=ON
- When above conditions are ok, MA4212 will be activated.
2. Travel alarm
- Travel alarm mute SW=OFF
- Travel pilot pressure signal=ON
- When above conditions are ok, RE4201 will be activated.
Picture text:
P-mode parameter
In the old version, Dataset2 was different according to the region machine used.
From this machine, VECU will have only 1 Dataset2 which has two specification. VECU can select one of
the specification according to the parameter setting.
Picture text:
Quick fit and rotator circuit
These two systems can be activated after lifting up the safety lever. Lifting safety lever activate RE9106.
Picture text:
X1 (1-switch + Pedal)
PAR(BFJ: X1 Flow contriol)=ON
** Before turn on above parameter, PWM9109 shoud be installed.
- X1 flow rate setting on IECU

- Control lock-out lever up, RE9106=ON
1. 1-Switch only
1-way (Hammer selection)
- When joystick- button=ON, MA9103=ON.
This option only can use hammer.
MA9117 & MA9118 are not installed.
2. 1-Switch+Pedal
1-way (Hammer selection)
- When joystick- button=ON, MA9103=ON.
-X1 Pedal forward
2-way(Shear selection)
- X1 Pedal forward
- X1 Peal reward
Joystick button can not be used for Shear
- X1 Conflux
- When SW9112=ON, MA9116=ON.
Picture text:
X1 (2-switch only)
PAR(BFJ: X1 Flow contriol)=ON
** Before turn on above parameter, PWM9109 shoud be installed.
- X1 flow rate setting on IECU

- Control lock-out lever up, RE9106=ON
- If 1-way (Hammer selection)

- When joystick- upper RH button=ON, MA9103=ON.
- When joystick- upper LH button=ON, MA9104=OFF.
- If 2-way (Shear selection)

- When joystick- upper RH button=ON, MA9103=ON.
- When joystick- upper LH button=ON, MA9104=ON.
- X1 Conflux
- When SW9112=ON, MA9116=ON.
Picture text:
I ECU
1) Layout
A : Central warning lamp
B : Coolant temp. & fuel Gauge
C : Warning indicator
D : MCD(Message Center Display)
E : Key button
2) Key OFF condition
3) Key ON (Booting operation)

Central warning lamp(2 times), gauge(all segment ON),all indicator lamp ON
4) Key OFF (Shutdown operation)
Picture text:
I ECU Electric Circuit
IA6: operating power.

IA5: power for an internal clock.
VECU VB16 terminal inform the position of auto/manual switch.

VA 34 terminal receives V-ECU status signal if V-ECU is normal.
IA1 ~ IA10 are the pin number of connector
Picture text:
MCD Operation
(1) : Normal condition

(2) : Anti-theft(Code-lock) condition
(3) : X1 condition
(4) : Error display
Picture text:
0
Indicator Operation and Code Lock Test
(a) : Put 4-digit number!(This PIN code will be saved in the IECU)
(b) : Enter the PIN code through IECU(arrow & confirm buttons).
(c) : Push the confirm button more than 2 sec.
(d) : If the correct code is entered,Indicator Operation menu is displayed.
(e) : Alarm sound can be off by pushing confirm button.
Picture text:
Pop-up indicator
This is not a warning but just indication of activation.
Picture text:
X1 flow setting
You can select any number from 30 to 500 at flow setting screen.
But if you select number that is larger than actual maximum flow, the set value will not be changed as you
select.
For example, if you select 240 at EC210B, the set value will be changed to 200.
Picture text:
Wiper
Picture text:
Radio & DC-DC converter
DC-DC Converter
Picture text:
Care Track(Telematics)
The VCE telematics solution will contain three main services; Mapping and Tracking, Operational
Management, and Service Management. Within Mapping and Tracking services such as mapping of
machines, geo fence and location report will be included. Operational Management will contain
performance and utilization reports. Under Service Management service for the different machines
can be planned and followed up. Different alarms and error codes will be handled under service
management.
Service
- Machine position
- Instantaneous Machine data
- Geographical fence
- Location report
- Sanil Trail
- Machine Utilization Report
- Event Report
- Performance/Productivity Report
- Immobilizer
- Alarms & Warnings
- Error Codes
- Service Report
- Logged Machine Data, Complete Download
- Logged Machine Data, Partial Download
- Sleep Mode
- Work Shift
- Over the Air Programming
Picture text: 1. ECU_Wireless for GSM/GPS

2. Satellite modem
3. Antenna connection point for satellite modem
4. Antenna connection point for GSM/GPS
Power transmission
- Swing motor
- Travel motor
- Turning joint
- Swing Ring gear
Picture text:
Swing Motor(EC210B PRIME)
Motor
- Displacement : 121.6 cc/rev (7.4 cu.in/rev)
- Relief pressure : 285 kgf/cm^2 (27.9 MPa / 4,053 psi)
- Time delay : 5 +3 sec.
Picture text:
External view
Compare the circuit & port on the motor.
Picture text:
Sectional view
Rotary group consists of cylinder block and 9 piston assemblies located in the cylinder. Both ends of
cylinder block are supported by bearings. Piston assemblies are guided by return plate and spring so they
slide smoothly on the swash plate. Valve plate is pressed against the cylinder block surface by the
mechanical pressure of spring and hydraulic pressure working on the bushing.
Between the outer diameter of the cylinder block and housing a mechanical brake for parking is mounted.
The cover section has a relief valve for cushioning and an anti-cavitation valve to prevent cavitation and
rebound damping valve for smooth stoping.
Picture text:
Swing motor sectional view(2)
Gear box reduce the speed and increase torque using planetary gear.
Picture text:
1
Relief valve operation
Most of brake force comes from this relief valve when we stop slewing.
Therefore we need smooth build-up of pressure for smooth braking.
(1) Closing position

(2) Low pressure relief
(3) Relief pressure increase by moving of piston
(4) Final stage of relief
Picture text:
1
Rebound damping valve operation
(1) Neutral position
(2) Start of swing
(3) full swing
(4) Joystick return to the neutral. PA pressure goes high.
(5) PA will reach to relief valve set pressure and machine will stop.
In this point, PA=Relief set pressure and PB=Tank pressure.
There is pressure difference between PA & PB. That means rebound of machine.
(6) When machine starts rebound, PA pressure drops down.

If PA is lower than the spring force of damping valve, those two valves starts to return to original position.
But return speed is different because of small hole of front valve. This speed difference make gap between
two valves. This gap connects A & B ports. As result, PA & PB will be same for short time. That means
there is no force to rotate motor again.
Finally, this valve can stop the machine at the early stage of first rebounding.
During normal slewing, the port A & B must be disconnected at any case.
Picture text:
Parking brake operation
The slew brake is spring applied and hydraulically released. Friction plates are splined to cylinder block and
rotate with cylinder block. Mating plates are splined to motor casing.
1. When there is no SH signal, parking brake will be engaged by spring force.
2. When there is SH signal, primary pilot pressure(40 bar / 580 psi) goes to brake piston through PG and
push the brake piston against spring.
3. When there is no SH signal, Pilot pressure can not go to the brake chamber and oil in side of that
chamber shoud be drained. But there is only small hole for drain near to time delay valve. In the
beginning, oil pass through the orifice and go to tank, but pressure will be built up in front of the orifice
and push the valve. Now the valve blocks tank line. There is no flow to tank. That means there is no
pressure difference between front and rear side of valve. But the valve has return-spring at the rear side.
So the valve can return to initial position and open tank passage again. The oil from brake chamber can go
to tank again.
Open-close-open movement can delay the parking brake engaging time for 5 seconds.
Picture text:
Travel Motor
(EC210B PRIME)
- Travel motors
- Gear box
Picture text:
External view
*Circuit animation for travel motor
- Model name : EM140V

- Displacement(cc/rev): 82.4/140.5
- Relief pressure: 350 kgf/cm^2
- Speed changeover pressur: 260Kgf/cm^2
Gear box
- Gear ratio: 50.5
Picture text:
Sectional view
When you click the component on the circuit diagram, you can see the location of correspondent
component.
1. Load check valve

2. Counter-balance valve or Brake valve
3. Relief valve
4. Orifice
5. Speed changeover valve
6. Swash piston
7. Parking brake
8. Orifice
Picture text:
Travel motor Sectional view(2)
Travel motor gear box sectional view.
Picture text:
1
Brake valve operation
1. Brake valve is now at neutral position.
2. The pressure of supply line goes high and this pressure applies to the backside of brake valve and then
pushes the brake valve against spring. So return side oil can go to tank.
3. When machine travels at the down slope, this can cause overrun. That means the amount oil of supply
line is less than expected. In this case we need brake function to control the machine from over-speed.
The pressure of supply line becomes low and the brake valve return to the neutral position. So we can
block the return line and slow down the machine speed. During this period, the relief valve help machine
to be driven smoothly.
(Low and high pressure relief)
Picture text:
1
Speed changeover
1. When the pilot pressure at port P is disconnected, the spool moves upward by the spring force &
hydraulic force which is applied to the differential area between red section and yellow section. The oil in
chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so
the motor rotates at low speed.
2. When the pilot pressure at port P is connected, spool moves downward by the pressure at Pi. The
supply oil through check ball folws to the swash piston. Swash pisto pushs the swash plate and decrease
swash angle, so the motor rotates at high speed.
3. In this picture, the force by P port pressure acts against the force by supply pressure which is applied
on the differential area and spring. When the supply pressure reach to specified value, the force by supply
pressure and spring overcomes the force by Pi pressure. So the spool moves upward.
The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash
angle, so the motor rotates at low speed and high torque.
Picture text:
Power transmission(EC240B/EC290B PRIME)
- Swing motor
- Travel motor
- Turning joint
- Swing Ring gear
Picture text:
Swing System
- Swing motor
- Gear box
- Pinion
- Turning joint
- Swing Ring gear
Picture text:
External view
**Compare the circuit & port on the motor.
- Displacement(EC240B PRIME) : 148.5cc/rev

- Displacement(EC290B PRIME) : 169.4cc/rev
- Relief pressure : 270 kgf/cm^2(26.4 MPa)(3840psi)
- Time delay : 5+3 sec.
Gearbox
- Gear ratio : 24.487
- Oil : SAE NO. 90 (6.1 liter)
A,B : Main
M : Anti-cavitation
Dr : Case drain
PG : Brake releasing
SH : Brake pilot
PA,PB: Pressure checking
GI,L : Gear oil filling & Oil level checking
GO : Gear oil outlet
Picture text:
Sectional view(1)
Rotary group consists of cylinder block and 9 piston assemblies located in the cylinder. Both ends of
cylinder block are supported by bearings. Piston assemblies are guided by return plate and spring so they
slide smoothly on the swash plate. Valve plate is pressed against the cylinder block surface by the
mechanical pressure of spring and hydraulic pressure working on the bushing.
Between the outer diameter of the cylinder block and housing a mechanical brake for parking is mounted.
The cover section has a relief valve for cushioning and an anti-cavitation valve to prevent cavitation and
rebound damping valve for smooth stoping.
Picture text:
Sectional view(2)
Picture text:
1
Parking brake operation
The slew brake is spring applied and hydraulically released. Friction plates are splined to cylinder block and
rotate with cylinder block. Mating plates are splined to motor casing.
1. When there is no SH signal, parking brake will be engaged by spring force.
2. When there is SH signal, primary pilot pressure(40bar) goes to brake piston through PG and push the
brake piston against spring.
3. When there is no SH signal, Pilot pressure can not go to the brake chamber and oil in side of that
chamber shoud be drained. But there is only small hole for drain near to time delay valve. In the
beginning, oil pass through the orifice and go to tank, but pressure will be built up in front of the orifice
and push the valve. Now the valve blocks tank line. There is no flow to tank. That means there is no
pressure difference between front and rear side of valve. But the valve has return-spring at the rear side.
So the valve can return to initial position and open tank passage again. The oil from brake chamber can go
to tank again.
Open-close-open movement can delay the parking brake engaging time for 5 seconds.
Picture text:
Travel System(EC240B PRIME)
- Travel motors
- Gear box
Picture text:
External view
- Model name : EM140V

- Displacement(cc/rev): 82.4/140.5
- Relief pressure: 350 kgf/cm^2

- Speed changeover pressur: 260Kgf/cm^2
Gear box
- Gear ratio: 59.05
Picture text:
Sectional view(1)
When you click the component on the circuit diagram, you can see the location of correspondent
component.
1. Load check valve

3. Relief valve
4. Orifice
6. Swash piston
7. Parking brake
8. Orifice
Picture text:
Sectional view(2)
Picture text:
Travel system
- Travel motors
- Gear box
Picture text:
External view
Travel motors
- Displacement: 104.6/166.3 cc/rev
- Relief pressure: 370 kgf/cm^2 (36.3 MPa)
- Speed changeover pressure: 265Kgf/cm^2(26.0 MPa)
- Brake release pressure: 8 kgf/cm^2(0.83MPa)
Gear box
- Gear ratio: 58.834
- Oil : SAE#90 Gear oil(6.2 liter)
Picture text:
Sectional view(1)
1. Pressure reducing valve for parking brake

3. Relief valve
4. High speed set screw
6. Swash piston
7. Parking brake
Picture text:
Sectional view(2)
Picture text:
1
Reducing valve operation
In order to release parking brake, system uses the pressure from main pressure of supply line. So we
need to decrease the pressure by using this valve.
(1) Supply pressure goes to brake chamber to release the brake.
(2) If the pressure of brake chamber exceed the specified value(spring tension), main pressure push the
valve to the right becasue of area difference of valve and disconnect passage between main pressure and
brake chamber. Therefore the parking pressure cannot exceed the setting pressure.
Picture text:
1
Brake valve operation
1. Brake valve is now at neutral position.
2. The pressure of supply line goes high and this pressure applies to the backside of brake valve and then
pushes the brake valve against spring. So return side oil can go to tank.
3. When machine travels at the down slope, this can cause overrun. That means the amount oil of supply
line is less than expected. In this case we need brake function to control the machine from over-speed.
The pressure of supply line becomes low and the brake valve return to the neutral position. So we can
block the return line and slow down the machine speed. During this period, the orifice on the brake valve
help machine to be driven smoothly.
Picture text:
1
Speed changeover
1. When the pilot pressure at port Pi is disconnected, the spool moves upward by the spring force &
hydraulic force which is applied to the differential area between red section and yellow section. The oil in
chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so
the motor rotates at low speed.
2. When the pilot pressure at port Pi is connected, spool moves downward by the pressure at Pi. The
supply oil through check ball folws to the swash piston. Swash pisto pushs the swash plate and decrease
swash angle, so the motor rotates at high speed.
3. In this picture, the force by Pi port pressure acts against the force by supply pressure which is applied
on the differential area and spring. When the supply pressure reach to specified value, the force by supply
pressure and spring overcomes the force by Pi pressure. So the spool moves upward.
The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash
angle, so the motor rotates at low speed and high torque.
Picture text:
Brake system
Picture text:
Steering system
Picture text:
Frame & Track Unit
Picture text:
Upper frame
1. Center frame
2. Cabin mouting position
3. Engine mounting position
4. Swing motor mounting position
5. Turning joint mounting position
6. Counterweight mounting position
Picture text:
Lower frame
1. Lower frame
2. Idler & Track tensioner
There is high pressure grease in track adjuster cylinder. Do not remove grease fitting or nut and valve
assembly to release grease.
To decrease track sag, add multi-purpose grease to track adjuster cylinder through grease nipple(A) using
a grease gun with a maximum capacity 690 bar (10000 psi). To increase track sag, loosen valve assembly
(B) one turn so that grease in the track adjuster cylinder can be drained through rod hole (C). Tighten the
valve assembly when track sag is correct.
3. Lower roller(ISO VG 220, EP Oil)

4. Roller guard(Standard)
5. Roller guard(Heavy duty)
6. Swing supporter area
7. Track drive & Sprocket
8. Upper roller(ISO VG 220, EP Oil)
Picture text:
Track Link
1. Link LH
2. Link RH
3. PIN-Regular
4. PIN-Master
5. Bushing-Regular
6. Bushing-Master
7. Seal
8. Spacer
9. Greasing area
10. Greasing area
11. Do not apply grease here.
**EP2 Grease
Picture text:
Boom & Arm
1. Boom-Rear Bearing
2. Boom-Center Bearing
3. Arm Cylinder Lug(Boom side)
4. Boom-Front Lug
5. Stiffener
6. Arm Cylinder Lug(Arm side)
7. Boom-Arm Bearing
8. Bucket Cylinder Lug
9. Yoke Bearing
10. Arm front Bearing
Picture text:
Air conditioning system
Picture text:
Air conditioning system overview
- Heating and cooling system is installed in a single unit.

- Can select indoor or outdoor air.
- Mix door controls target temperature of system by mixing cold and hot air.
- There are two filters.
Picture text:
Air conditioning system layout
1. Aircon unit
2. Receiver drier
3. Condensor
4. Compressor
5. Coolant connection on Engine
6. Controller & Heating unit for diesel heater(Option)
7. Fuel pump for Diesel heater
8. Diesel heater timer
Picture text:
Air conditioning system input & output
When you equipped with Auto air conditioning system, you can operate system in auto-mode or manual-
mode.
By pushing AUTO switch, system can be operated automatically. The only thing what operator has to do is
setting the target temperature.
In auto-mode when other switches except temperature setting and trouble checking switch is operated,
the control system is changed to the manual-mode.
Picture text:
Aircon system electric circuit
By clicking the line, you can change the color of the line.
Picture text:
System status indication
The status display has two modes. (Operator s mode and Service mode)
In operator s mode, you can check only target temperature, ambient temperature and error code.
In service mode , you can check all of items.
Picture text:
Error code
Picture text:
Manual mode control
Picture text:
Air conditioning switch animation
Press button step by step.
Picture text:
Controller- Auto and Manual(Option)
(1) Auto controller

(2) Manual controller
Manual type controller is an option for tropical area.

It has only cooling unit. There is no heating unit so there is also no mix-door actuator and coolant
temperature sensor.
And for this option, there is no in-car & ambient temperature sensor
Picture text:
Air conditioner unit
1. Actuator - RH foot
2. Connection point - Refrigerant
3. Actuator - LH foot
4. Connection point - Coolant
5. Actuator - Mix door
6. Actuator - Face door
7. Filter - Main
8. Blower fan
9. Heater core
10. Evaporator
11. Duct temp. sensor
12. Expansion valve
13. Filter - Ambient
Picture text:
Sensors
Duct temperature sensor is installed at the core of evaporator.

If sensor is failed, compressor clutch will be disabled.
1. Duct temperature sensor

2. In-car temperature sensor
3. Ambient temperature sensor
4. Coolant temperature sensor
Picture text:
Actuator
1. Mix door actuator(MO8707)

- Inside of mix-door actuator, there is a position sensor. This informs the real-position to controller for
precise positioning.(Feedback control)
2. Foot, Face door acutator(MO8704-6)

- Opeating angle= 90 degree
3. Intake door acutator(MO8703)

- Operating angle= 120 degree
Picture text:
Resistor and relays
The resistor and 4 relays are used for controlling blower speed. And 1 relay is used for compressor clutch
control.
Inside of resistor, there is two lead fuses. If there is problem with this resistor, we can use only maximum
fan speed.
1. Relay
2. Resistor
Picture text:
Compressor
Refrigerant : R-134a
Displacement : 154.9 cc/rev
Oil : SP-10 or equivalent
Oil charge : 240cc
Picture text:
Expansion valve
This is a kind of feedback system.

From output temperature from evaporator, System decides the amount of refrigerant.
Output temp. high ---> More flow

Output temp. low ---> Less flow
Picture text:
Receive dryer
Receive dryer
- Is a kind of reservoir to store excess liquid refrigerant in the system.
- Is a strainer or filter to remove particles from the system.
- Has desiccant to absorb moisture from the refrigerant.
- Has a built in pressure switch to protect system from excessive high or low pressure.
1. Desiccant
2. Filter
3. Baffle plate
4. Inner tube
5. Outlet port
6. Inlet port
7. Pressure switch
- Low pressure OFF : 2.0 +/- 0.2 kgf/cm^2
- High pressure OFF : 32 +/- 2 kgf/cm^2
Picture text:
Diesel heater components
1. Timer
The timer controls the diesel heater, and displays the operating status. The display shows current date,
current time and operating time.
2. Controller & Heating unit

The heating unit raises the temperature of the coolant using the fuel combustion unit, consists of the glow
plug, the thermostats, the flame sensor, the controller, the electric motor and the fuse. The case of the
unit has the fuel supplying port, the coolant inlet/outlet port, the air inlet port and the exhaust port.
3. Fuel pump
The fuel pump supplies the diesel heater with the fuel from the tank.
4. Water pump
The water pump is located between the diesel heater and the engine block, and supplies the diesel heater
with the coolant from the engine block.
a: Water flow
b: Fuel
c: Fresh air
d: Exhaust gas
Picture text:
Hydraulic System(EC210B PRIME)
Picture text:
Hydraulic system overview
The mechanical power from engine converted to hydraulic power.

that are variable displacement piston pump.
And it has 2 fixed gear pumps. it is for servo system and X3.
Two-Pump flow
- Boom-Up
- Arm-IN & Out
- X1(Option)
Picture text:
Hyd. circuit(Full option)
Basic machine
Travel: Straight travel function
Boom-up: 2-pump flow
Boom-down: Regeneration
Boom: Holding function
Boom: Priority
Arm-in & out: 2-pump flow
Arm: Holding function
Arm-in: Regeneration
Option: 2-pump flow (selectable)
Swing: priority against arm
Option
- X1
- X3
- Quick fit
Picture text:
Hyd. circuit(Basic Machine)
Picture text:
Brief circuit-1
Brief circuit for main line.
How to read this circuit diagram.

In the circuit diagram, every component has unique number and there are many parentheses.
For example FR(1-Pi2), This means that the port FR is connected to the port Pi2 of the component 1. This
is the way how to read our circuit diagram.
Picture text:
Brief circuit-2
Brief circuit for pilot system
Picture text:
Circuit animation
This animation can be used when you explain or study the hydraulic circuit. By pressing the lines,
character or spool with mouse, you can change the colour of lines and spool position.
Picture text:
Hydraulic Pump
Piston pump
- Model : K3V112DT-1XJR-9N2D-V
- Displacement(cc/rev) : 111 X 2
- Max. flow rate @ 1800rpm (LPM) : 200 X 2
Gear pump
- Model : ZX10LGRZ1-07A-V
- Displacement(cc/rev) : 10
- Max. flow rate @ 1800rpm (LPM) : 18
Picture text:
External veiw
Picture text:
Sectional view
This pump assembly consists of two pumps connected by spline coupling.

The suction and delivery ports are integrated at the connecting section of the two pumps: The common
suction port serves both the front and rear pumps.
The pump consists of rotary group, swash plate group and valve block group.
The rotary group consists of front drive shaft, cylinder block, piston and shoe, set plate, spherical bushing,
and cylinder spring. The drive shaft is supported by bearings. The shoe is caulked to the piston to form a
spherical coupling. It has a pocket to relieve thrust force generated by loading pressures and create a
hydraulic balance so that it slides lightly over shoe plate.
The sub group composed of a piston and a shoe is pressed against the shoe plate by the action of the
cylinder spring through the set plate and spherical bushing. Similarly, the cylinder block is pressed against
valve plate by the action of the cylinder spring.
The swash plate group consists of swash plate, shoe plate, swash plate support, tilting bushing, tilting pin
and servo piston.The servo piston moves to the right and the left as hydraulic oil controlled by the
regulator flows to a hydraulic chamber located on both sides of the servo piston. The force exerted on the
tilting pin by the servo piston causes the swash plate to slide on support to change the tilting angle.
The valve block group consists of valve block, valve plate and valve plate pin. The valve plate which has
two crescent ports is attached to the valve block to feed oil to and collect oil from the cylinder block. The
oil discharged via the valve plate is routed to an external pipe line by way of the valve block.
Section A-A: Horsepower & Power shift control section

Section B-B: Negative control section
Picture text:
Pump circuit Animation
Picture text:
Regulator animation
Picture text:
P-Q curve
Test condition
- P1=P2
Picture text:
Gear pump(EC210B/EC240B/EC290B PRIME)
(1) Gear pump on the main pump

(2) Gear pump on PTO for X3

EC210B Prime : G200
EC240B Prime : G200
EC290B Prime : G200
Picture text:
Main Control Valve
Picture text:
MCV Animation
Push the component in the circuit diagram with mouse then you can see the location of that components
and other information.
Picture text:
1
Flow sensing valve operation
The function of flow sensing valve is to control the amount of flow from pump according to the joystick
stroke.
1. Neutral condition( Central passage fully open -> High Pi -> Minimum flow)
2. Half stroke( Central passage partially open -> Medium Pi -> Medium flow)
3. Full stroke( Central passage fully close -> the lowest Pi -> Maximum flow)
Picture text:
1
Main relief valve operation
The function of main relief valve is limit the maximum system pressure.
Ph-OFF
1. Pump pressure is lower than the set-pressure.(close)
2. Pump pressure is reached to the set-pressure.(pilot poppet open)
3. Main poppet open and pump line has tank-connection.
4. Pressure drop down.(pilot poppet close)
5. Main poppet close.
Ph-ON
1. Boost signal comes from port Ph and push the piston to increase the tension of spring.
Picture text:
1
Main relief valve adjusting
High pressure adjusting

- 350Kgf/cm^2(4980 psi)
1.Loosen lock nut
2.Turn adjusting screw clockwise until fully seated (Y and Z)
3.Retighten lock nut
4-1.Loosen lock nut
4-2.To increase pressure, turn clockwise.
4-3.To decrease pressure, turn counterclockwise.
4-4.Hold adjusting screw securely and tighten lock nut.
Low pressure adjusting

- 330Kgf/cm^2
6-1. Loosen lock nut
6-2. To increase pressure, turn clockwise.
6-3. To decrease pressure, turn counterclockwise.
6-4. Hold adjusting screw securely and tighten lock nut.
Picture text:
1
Port relief valve operation
The function of port relief valve is to release the shock pressure inside of actuator during neutral condition
Overload
1. Cylinder pressure is lower than set-pressure.(close)
2. Cylinder pressure is reached to set-pressure.(pilot poppet open)
3. Small piston which is inside of main poppet move to left and sit on the pilot poppet.
4. Main poppet open and makes tank-passage.
5. Pilot poppet close.
6. Main poppet returns to original position.
Anti-cavitation(Make up)
1. Cylinder pressure drop down to the vacuum pressure.
2. Main poppet will be opened by tank pressure and fill up the cylinder chamber.
Picture text:
1
2-stage port relief valve operation
(1) Neutral
- When Hammer/Shear selection switch is off, relief valve maintains high pressure setting.
(2) Hammer(1 way)

- When Hammer selection switch is ON and X1 uses 1way, releif valve goes to low pressure setting due to
pilot pressure.
(3) Shear(2 way)

- When shear selection switch is ON and X1 uses 2way, releif valve goes to high pressure setting due to
pilot pressure off.
Picture text:
1
2-stage port relief valve adjusting
High pressure adjusting

- 365Kgf/cm^2
1. Remove hose and block the end of hose.
2-2. Turn adjusting screw clockwise until fully seated (Y and X)
2-3. Retighten lock nut
3-2. To increase pressure, turn clockwise.
3-3. To decrease pressure, turn counterclockwise.
4. Hold adjusting screw securely and tighten lock nut.
Low pressure adjusting

- 210Kgf/cm^2
6. Loosen lock nut and set x1 option properly
7. To decrease pressure, turn counterclockwise.
8. To increase pressure, turn clockwise(1/4 rotation will change it by about 58 bar).
9. Hold adjusting screw securely and tighten lock nut.
Picture text:
1
Boom up operation
1. Neutral
- Center passage open
- Holding valve closed
2. Joystick signal on(BU)

- Spool move to upword
- Center passge close & pressurize
3. Open load check
4. Holding valve open
5. Logic valve internal spool move
6. Logic valve open
7. Logic valve close when PL side pressure is lower than boom side.
eg. Boom up + Swing at light load
8. Logic valve close when Arm In(AI) signal is strong.
Picture text:
1
Boom down operation
1. Neutral
2. Joystick signal(BD) ON
- Spool move and close center passage partially
3. Holding valve block the return line from cylinder
4. (BD) signal move the internal valve at the holding valve to operate pilot check valve
5. Pilot check valve open and oil in the back side of the holding valve can be released.
7. Return oil go through the back pressure valve.
8. When supply pressure is low,internal check valve can be open and make passage to the supply side.
Picture text:
1
Arm-IN operation
1. Neutral
- Holding condition
2. Joystick Arm-IN(AI) ON
- Center passage block and pressurized
- The other pump side also pressurized due to center bypass valve movement.
3. Load check open and return line blocked by holding valve.

- 4pi pressure move valve and meke oil inside of holding valve free.
4. Holding valve open and return line restricted by arm regeneration valve when supplying pressure is low.
- Internal check open and return line is connecting to supply line.
5. When supplying pressure is high, arm regeneration valve make wide hole for return line to reduce back
pressure.
6. Swing priority
- Port-Pa has pilot signal and make restriction at the return side to supply more oil to swing side.
Picture text:
1
Straight travel
1. All spools are in neutral condition.

- 40 bar enters in port-Pg1 which has two orifice.
- oil from one orifice pass through two travel spool and go to the return line.
- Oil from the other orifice pass through arm, option, swing, boom, bucket and go to the return line.
2. Travel Right
- Spool movement block the line from orifice and bulid up pressure.
- Travel pilot pressure switch ON
3. Travel Left
4. Both supply line for TR & TL is waiting in the front of the straight travel spool but don't have connection
with each other.
5. Swing operation
- Swing spool movement block the line from the other orifice and build up pressure and this pressure
moves the straight travel valve. Now TR & TL is connected with each other.
Picture text:
Servo system layout
9. Accumulator block
10. Accumulator
11. Solenoid block
12. Solenoid block
13. Pilot block
17. Shuttle block-1
18. Shuttle block-2
19. Pilot select valve for boom conflux
Picture text:
Hydraulic oil cooling system
21. Return check 3k

22. Return check 4.5k
23. Hyd oil cooler
24. Hyd oil tank
29. Tank breather
Picture text:
Option hydraulics
Picture text:
X1 circuit
X1 option is mainly used for hammer & shear.
Main line change

Hammer(Single acting)
- MCV --> Hammer, Hammer --> Hyd. Tank.
Shear(Double acting)
- Both lines are connected to tank.
** Selection is made by Hammer & Shear select sol.(35) and 3-way valve(41).
2-stage port relief valve

- Hammer (210 kgf/cm^2)
- Shear(365 kgf/cm^2)
**2-step port relief valve always maintains high pressure except hammer use.
Flow control function

- According to IECU setting, The amount of flow can be adjusted by proportional valve(43).
- 2-pump flow option for X1(99)
Various RCV selection

- X1 1way switch(a)
- X1 2way switch(b) with sloenoid(38)
- X1 pedal(c)
Picture text:
X1 components
12. X1 1-switch control solenoid

34. X1 pedal
35. Hammer shear select sol.
99. X1 2-pump flow solenoid
37. Shuttle valve block
39. Valve 2-pump flow
40. Variable orifice
41. 3-way select valve
42. Hammer return filter
43. Flow control PWM valve
46. Connector with orifice
47. Connector with check valve
X. X1 Pressure switch
Picture text:
X3 Rotator
30. Additional gear pump at the engine PTO

31. Check valve
32. rotator valve
33. Valve block
Picture text:
Quick fit
Locking condition
- Pilot pressure is always ON at the large chamber to make quick fit lolcked position.
Releasing condition
- Pilot pressure enter the small chamber and pilot check valve open. If the pressure is lower to release
quick fit, main pressure can go to small chamber to release quick fit.
Picture text:
Hydraulic System(EC240B PRIME)
Picture text:

Machine has two main pumps that are variable displacement piston pump.
Two-Pump flow
- Boom-Up
- Arm-IN & Out
- X1(Option)
Picture text:
Basic machine
Travel: straight travel function
Boom: Priority
Option
- X1
- X3
- Quick fit
Picture text:
Picture text:
Brief circuit-1

Picture text:
Brief circuit-2
Brief circuit for pilot system
Picture text:
Circuit animation
Picture text:
Hydraulic Pump
Piston pump
- Model : K3V112DT-1XDR-9N2A
Gear pump
Picture text:
External veiw
Picture text:
Sectional view
This pump assembly consists of two pumps connected by spline coupling.

The suction and delivery ports are integrated at the connecting section of the two pumps: The common
suction port serves both the front and rear pumps.
The pump consists of rotary group, swash plate group and valve block group.
The rotary group consists of front drive shaft, cylinder block, piston and shoe, set plate, spherical bushing,
and cylinder spring. The drive shaft is supported by bearings. The shoe is caulked to the piston to form a
spherical coupling. It has a pocket to relieve thrust force generated by loading pressures and create a
hydraulic balance so that it slides lightly over shoe plate.
The sub group composed of a piston and a shoe is pressed against the shoe plate by the action of the
cylinder spring through the set plate and spherical bushing. Similarly, the cylinder block is pressed against
valve plate by the action of the cylinder spring.
The swash plate group consists of swash plate, shoe plate, swash plate support, tilting bushing, tilting pin
and servo piston.The servo piston moves to the right and the left as hydraulic oil controlled by the
regulator flows to a hydraulic chamber located on both sides of the servo piston. The force exerted on the
tilting pin by the servo piston causes the swash plate to slide on support to change the tilting angle.
The valve block group consists of valve block, valve plate and valve plate pin. The valve plate which has
two crescent ports is attached to the valve block to feed oil to and collect oil from the cylinder block. The
oil discharged via the valve plate is routed to an external pipe line by way of the valve block.
Section A-A: Horsepower & Power shift control section

Section B-B: Negative control section
Picture text:
P-Q curve
Test condition
- P1=P2
Picture text:
Option hydraulics
Picture text:
X1 circuit
Main line change




- X1 1way switch(a)
- X1 pedal(c)
Picture text:
X1 components

41. X1 pedal
49. Valve 2-pump flow
50. Variable orifice
51. Connector with orifice
52. Connector with check valve
Picture text:
X3 Rotator

38. Check valve
39. rotator valve
40. Valve block
Picture text:
Quick fit
Locking condition
Releasing condition
Picture text:
Hydraulic System(EC290B Prime)
Picture text:

Machine has two main pumps that are variable displacement piston pump.
Two-Pump flow
- Boom-Up
- Arm-IN & Out
- X1(Option)
Picture text:
Basic machine
Travel: straight travel function
Boom: Priority
Option
- X1
- X3
- Quick fit
Picture text:
Picture text:
Brief circuit-1

Picture text:
Brief circuit-2
Brief circuit for pilot
Picture text:
Circuit animation
Picture text:
Hydraulic Pump
**External view & sectional view is almost same with EC240B Prime pump.
Piston pump
- Model : K3V140DT-151R-9NE9-HV
Gear pump
Picture text:
P-Q curve
Test condition
- P1=P2
Picture text:
Main Control Valve
Picture text:
MCV Animation
Push the component in the circuit diagram with mouse then you can see the location of that components
and other information.
Picture text:
1
Boom up operation
1. Neutral
- Center passage open
- Holding valve closed
2. Joystick signal on(BU)

- Spool move to upword
- Center passge close & pressurize
3. Open load check
5. Logic valve internal spool move
6. Logic valve open
7. Logic valve close when PL side pressure is lower than boom side.
eg. Boom up + Swing at light load
8. Logic valve close when Arm In(AI) signal is strong.
Picture text:
1
Boom down operation
1. Neutral
2. Joystick signal(BD) ON
- Spool move and close center passage partially
3. Holding valve block the return line from cylinder
4. (BD) signal move the internal valve at the holding valve to operate pilot check valve
5. Pilot check valve open and oil in the back side of the holding valve can be released.

- Return oil go through the back pressure valve.
- When supply pressure is low,internal check valve can be open and make passage to the supply side.
Picture text:
1
Arm-IN operation
1. Neutral
- Holding condition
2. Joystick Arm-IN(AI) ON
- Center passage block and pressurized
- The other pump side also pressurized due to center bypass valve movement.
3. Load check open and return line is blocked by holding valve.
4. 4pi pressure move valve and meke oil inside of holding valve free.
5. Holding valve open.
6. Return line is restricted by arm regeneration valve when supplying pressure is low.
- Internal check open and return line is connecting to supply line.
7. When supplying pressure is high, arm regeneration valve make wide hole for return line to reduce back
pressure.
8. Swing priority
- Port-Pa has pilot signal and make restriction at the return side to supply more oil to swing side.
Picture text:
1
Straight travel
1. All spools are in neutral condition.

- 40 bar enters in port-Pg1 which has two orifice.
- oil from one orifice pass through two travel spool and go to the return line.
- Oil from the other orifice pass through bucket, boom, swing, option, arm and then go to the return line.
2. Travel (RH & LH)

- Spool movement block the line from orifice and bulid up pressure.
- Travel pilot pressure switch ON
- Both supply line for TR & TL is waiting in the front of the straight travel spool but don't have connection
with each other.
3. Swing operation
- Swing spool movement block the line from the other orifice and build up pressure and this pressure
moves the straight travel valve. Now TR & TL is connected with each other.
Picture text:
Servo system layout
8. Pilot filter
9. Accumulator block
10. Accumulator
11. Solenoid block
16. Shuttle block-1
17. Shuttle block-2
27. drain filter
61. pilot block
28. flow control valve on Arm spool pilot line
60. drain block
Picture text:
Hydraulic oil cooling system
18. Hyd oil cooler

19. Return check 3k
20. Return check 4.5k
26. Tank breather
Picture text:
Option hydraulics
Picture text:
X1 circuit
Main line change




- X1 1way switch(a)
- X1 pedal(c)
Picture text:
X1 components

36. X1 pedal
Picture text:
X3 Rotator

33. Check valve
34. rotator valve
35. Valve block
Picture text:
Quick fit
Locking condition
Releasing condition
Picture text:
Hydraulic System(COMMON)
Picture text:
Cylinder
1. Piston
2. Tube
3. Rod
4. Gland
5. Cushion ring
6. Cushion plunger
a. Dust wiper
b. Rod packing
c. Buffer ring
d. Dry bearing
e. Contamination seal
f. Wear ring
g. Piston packing
Picture text:
Cushion operation
Picture text:
1
Joystick
The remote control valve is a kind of the reducing valve and has four reducing valves controlling the
secondary pressure in one valve casing. Its secondary pressure is controlled by adjusting the tilting angle
of the handle. And the electric switches are equipped inside of joystick for various option.
Picture text:
1
Travel pedal
Basic function is almost same with joystick and this pedal has damping function to prevent oscilation when
releasing the lever.
Picture text:
1
Option pedal
The component itself is almost same between X1 & X2 pedal but the characteristic curve is a little bit
different.
Picture text:

VOLVO BP (Public) Serving Traning-1

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EECU wire haness(13)(32)

EC21OB/240B/290B PRIME SERVICE TRAINING

This material is combined as below.

2. Remote installation of filters

3. Work mode refine

5. Electric box & Battery connection

2. Remote installation of filters

3. Work mode refine

5. Electric box & Battery connection

2. Remote installation of filters

3. Work mode refine

5. Electric box & Battery connection

New 2-stage port relief valve function

(2) Hammer(1 way)

(3) Shear(2 way)

EC210B PRIME(KOR) : D6EEAE3(Tier3)

IEGR unit is not installed in D6EEAE2 Engine

Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

Max. Power(fan not in operation) @1800rpm

Max. Torque(fan not in operation) @1350rpm

Bore X Stroke: 98mm X 126mm (3.85in X 4.96in)

1. Cam speed sensor

1. Fuel feed pump

Picture text: 1: Manual feed pump

1: Manual feed pump

L, M : For fuel warmer

The main injector components are:

2-2. Start of injection

1. High pressure storage of injection system

Picture text: A: IEGR Solenoid

Picture text: 1: IEGR Solenoid

Common Rail Direct Injection type

EC290B PRIME(KOR) : D7E EAE3(Tier3)

No IEGR function in Tier2 engine

Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

Max. Power(fan not in operation)

Max. Torque(fan not in operation)

Governor type: EMS2

4.The new high-pressure solenoid diesel fuel injector.

1. Cam speed sensor

1. Fuel feed pump

-Install the protractor disk.

- SW3301: Key switch

1. Control lockout switch

Input voltage is 24v and output voltage is 0.5~4.5V.

1. Pilot pressure switch

2. Hydraulic oil temperature sensor

Rated current : 700 mA

In control system, we can have 10-step engine speed and 5 work-modes.

In P (Power max.), H (Heavy duty), G (General) mode,

1. Travel only case

2. F-mode(Slow but strong)

3. One touch power boost for 1-button joystick

4. One touch power boost for 3-button joystick

1. F-mode (slow but strong)

SW9103 is in Manual position.

Travel speed in manual mode

1. Starter lock relay

From now on, power can goes to the magnet of starter(MO3301).

2. Magnet on the starter will be off by EECU,

1. High speed & Automatic down-shift

PAR(BFJ: X1 Flow contriol)=ON

** Before turn on above parameter, PWM9109 shoud be installed.