PC290LCI-11E0
PC290NLCI-11E0
SERIAL NUMBERS 35152 and up
K77001 and up
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OF ELECTRICAL SYSTEM (E-MODE)
E-1 ENGINE DOES NOT START (ENGINE DOES NOT CRANK) 40-1385
E-2 MANUAL PREHEATING SYSTEM DOES NOT WORK........................................................40-1391
E-3 AUTOMATIC PREHEATING SYSTEM DOES NOT WORK 40-1394
E-4 WHILE PREHEATING IS WORKING, PREHEATING MONITOR DOES NOT LIGHT UP.....40-1396
E-5 WHEN STARTING SWITCH IS TURNED TO ON POSITION, MACHINE MONITOR DISPLAYS NOTHING................................................................................................................................40-1398
E-6 WHILE STARTING SWITCH IS TURNED TO ON POSITION (WITH ENGINE STOPPED), ENGINE OIL LEVEL MONITOR LIGHTS UP IN YELLOW 40-1401
E-7 WHILE STARTING SWITCH IS TURNED TO ON POSITION (WITH ENGINE STOPPED), RADIATOR COOLANT LEVEL MONITOR LIGHTS UP IN YELLOW 40-1402
E-8 ENGINE COOLANT TEMPERATURE MONITOR LIGHTS UP IN WHITE WHILE ENGINE IS RUNNING 40-1403
E-9 HYDRAULIC OIL TEMPERATURE MONITOR LIGHTS UP IN WHITE WHILE ENGINE IS RUNNING 40-1404
E-10 AIR CLEANER CLOGGING MONITOR LIGHTS UP IN YELLOW WHILE ENGINE IS RUNNING... 40-1405
E-11 CHARGE LEVEL MONITOR LIGHTS UP IN RED WHILE ENGINE IS RUNNING 40-1406
E-12 FUEL LEVEL MONITOR LIGHTS UP IN RED WHILE ENGINE IS RUNNING 40-1407
E-13 WATER SEPARATOR MONITOR LIGHTS UP IN RED WHILE ENGINE IS RUNNING......40-1408
E-14 ENGINE COOLANT TEMPERATURE MONITOR LIGHTS UP IN RED WHILE ENGINE IS RUNNING 40-1409
E-15 ENGINE OIL PRESSURE MONITOR LIGHTS UP IN RED WHILE ENGINE IS RUNNING40-1410
E-16 HYDRAULIC OIL TEMPERATURE MONITOR LIGHTS UP IN RED WHILE ENGINE IS RUNNING 40-1411
E-17 FUEL GAUGE DISPLAY DOES NOT MOVE FROM MINIMUM OR MAXIMUM .................40-1412
E-18 DISPLAY OF FUEL GAUGE DIFFERS FROM ACTUAL FUEL LEVEL 40-1414
E-19 ENGINE COOLANT TEMPERATURE GAUGE DISPLAY DOES NOT MOVE FROM MINIMUM OR MAXIMUM 40-1415
E-20 DISPLAY OF ENGINE COOLANT TEMPERATURE GAUGE DIFFERS FROM ACTUAL COOLANT TEMPERATURE 40-1416
E-21 HYDRAULIC OIL TEMPERATURE GAUGE DISPLAY DOES NOT MOVE FROM MINIMUM OR MAXIMUM 40-1417
E-22 DISPLAY OF HYDRAULIC OIL TEMPERATURE GAUGE DIFFERS FROM ACTUAL OIL TEMPERATURE 40-1419
E-23 SOME AREAS OF MACHINE MONITOR SCREEN ARE NOT DISPLAYED 40-1420
E-24 FUNCTION SWITCH DOES NOT OPERATE 40-1421
E-25 AUTOMATIC WARM-UP SYSTEM DOES NOT WORK (IN COLD WEATHER)..................40-1422
E-26 WHEN AUTO-DECELERATOR SWITCH IS OPERATED, AUTO-DECELERATOR MONITOR DOES NOT LIGHT UP OR DOES NOT GO OFF 40-1423
E-27 AUTO-DECELERATOR IS NOT OPERATED OR CANCELED WITH LEVER 40-1424
E-28 WHEN WORKING MODE SWITCH IS OPERATED, WORKING MODE SELECTION SCREEN IS NOT DISPLAYED 40-1425
E-29 WHEN WORKING MODE IS CHANGED, SETTING OF ENGINE AND HYDRAULIC PUMP IS NOT CHANGED 40-1426
E-30 WHEN TRAVEL SPEED SWITCH IS OPERATED, TRAVEL SPEED MONITOR DOES NOT CHANGE 40-1427
E-33
E-34
E-35
E-36
E-38
E-39
E-40
E-60 CONTROL BOX SHOWS THE MESSAGE [GPS RECEIVER NOT CONNECTED] AND [SLOPE SENSOR NOT CONNECTED!], AND THEN SHUTS DOWN
E-1 CONTROL BOX DISPLAYS THE MESSAGE [GPS receiver not connected!]
E-62 CONTROL BOX SHOWS THE MESSAGE [WAITING FOR RADIO LINK] .........................40-1476
E-63 CONTROL BOX SHOWS THE MESSAGE [TILT BUCKET SENSOR OFFLINE!] 40-1477
E-64 CONTROL BOX SHOWS THE MESSAGE [WAITING FOR SATELLITES...] 40-1478
E-65 CONTROL BOX SHOWS THE MESSAGE [KOMATSU CONTROLLER NOT CONNECTED.] ................................................................................................................................................40-1479
E-66 CONTROL BOX SHOWS THE MESSAGE [SENSORS ARE INVALID] 40-1482
E-67
E-69 CONTROL BOX SHOWS THE MESSAGE
E-79
E-80 WHEN YOU CHECK AND ADJUST BUCKET BLADE EDGE POSITION, VALUE IS DIFFERENT LARGELY 40-1498
E-81 "SEMI-AUTO MODE" IS NOT SHOWN WHEN AUTO/MANUAL SWITCH IS PUSHED.....40-1500
E-82 "SEMI-AUTOMATIC MODE" IS SHOWN BUT AUTO GRADE ASSIST FUNCTION DOES NOT OPERATE ...............................................................................................................................40-1501
E-83 "SEMI-AUTOMATIC MODE" IS SHOWN BUT AUTO STOP CONTROL DOES NOT WORK 40-1502
E-84 "SEMI-AUTOMATIC MODE" IS SHOWN BUT THE WORK MODE ICON IS NOT SHOWN40-1503
E-85 BUCKET ANGLE HOLD CONTROL DOES NOT OPERATE..............................................40-1504
E-86 BLADE EDGE POSITION ON DESIGN SURFACE IS NOT ACCURATE WHEN AUTO GRADE ASSIST FUNCTION IS ON 40-1505
E-87 BLADE EDGE STOP POSITION IS NOT ACCURATE FOR DESIGN SURFACE WHEN AUTO STOP CONTROL FUNCTION IS ON ......................................................................................40-1507
E-88 FACING ANGLE COMPASS DOES NOT BECOME PERPENDICULAR TO TARGET
E-89 NG OCCURS VERY OFTEN IN IMU CALIBRATION DIAGNOSIS
E-90 CUSHION FOR BOOM RAISE END DOES NOT WORK OR IS WEAK
CUSHION
H-26
H-30
H-31 UPPER STRUCTURE OVERRUNS EXCESSIVELY WHEN IT STOPS SWINGING (ONLY ONE DIRECTION EITHER RIGHT OR LEFT)
H-33 LARGE UNUSUAL NOISE IS HEARD WHEN UPPER STRUCTURE STOPS SWINGING40-1577
H-34 SWING DRIFT ON A SLOPE IS LARGE (WHILE SWING PARKING BRAKE IS APPLIED)40-1578
H-35 SWING DRIFT ON A SLOPE IS LARGE (WHILE SWING PARKING BRAKE IS RELEASED)
H-36
H-37
H-38
H-39
H-40
• This list of abbreviations includes the abbreviations for functions, devices, and parts which are used in the shop manual.
•Commonly used abbreviations are not included.
•Special abbreviations which are not shown frequently are included in the text as additional information. List of abbreviations used in the text
Abbreviation Actual word spelled out
API American Petroleum Institute
BOC Bolt-On Cutting edge
CAN Controller Area Network
CDR valve Crankcase Depression Regulator valve
CLSS Closed-center Load Sensing System
CRI Common Rail Injection
DEF Diesel Exhaust Fluid
ECM Electronic Control Module
ECU Electronic Control Unit
EGR Exhaust Gas Recirculation
EPC Electromagnetic Proportional Control
EPC Electrical Pressure Control
FOPS Falling Object Protective Structure
GNSS Global Navigation Satellite System
GPS Global Positioning System
IMA Inlet Metering Actuator
IMU Inertial Measurement Unit
IMV Inlet Metering Valve
KCCV KOMATSU Closed Crankcase Ventilation
Explanation
API is the abbreviation for American Petroleum Institute.
BOC is a cutting edge that is attached with bolts to the bucket.
CAN is one of networks that communicate between the machine monitor and controllers.
CDR valve is a valve that is attached to the KCCV ventilator.
CLSS is a hydraulic system that provides total control over the pumps, valves, and actuators. When actuators are in neutral, pump circuits are closed.
CRI is a function that is composed of the supply pump, common rail, and injector, and that controls the fuel injection rate and injection timing.
DEF is a urea solution that is used for the SCR system.
ECM is an electronic device that controls actuators adequately with signals from sensors.
ECU is an electronic device that controls actuators adequately with signals from sensors.
EGR is a function that recirculates part of exhaust gas to the intake side to control NOx emissions.
EPC is a function that controls the pressure of the hydraulic circuit in proportion to the electric current.
EPC is a function that controls the pressure of the hydraulic circuit in proportion to the electric current.
FOPS is a structure that protects operators from falling objects.
GNSS is a general term for satellite positioning systems.
GPS is one of satellite positioning systems.
IMA is a device that controls fuel intake volume at the inlet of the supply pump.
IMU is a device that senses the angles (or angular velocity) and acceleration of the three axes.
IMV is a device that controls fuel intake volume at the inlet of the supply pump.
KCCV is a function that isolates oil from blowby gas in the engine and returns the blowby gas to the intake side.
KCSF KOMATSU Catalyzed Soot Filter KCSF is a filter that catches soot in exhaust gas.
KDOC KOMATSU Diesel Oxidation Catalyst KDOC is a device that purifies exhaust gas.
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Abbreviation Actual word spelled out
KDPF KOMATSU Diesel Particulate Filter
KOWA Komatsu Oil and Wear Analysis
LIN Local Interconnect Network
LS Load Sensing
MAF sensor Mass Air Flow sensor
NC Normally Closed
NO Normally Open
OLSS Open-center Load Sensing System
OPG Operator Protective Guards
PC Pressure Compensation
PCV Pressure Control Valve
PPC Proportional Pressure Control
PTO Power Take Off
ROPS Roll-Over Protective Structure
SCR Selective Catalytic Reduction
TOPS Tip-Over Protectuive Structure
Explanation
KDPF is a device that is composed of the KCSF and KDOC, and catches soot (Particulate Matter, PM) in exhaust gas.
KOWA is a preventive maintenance service that collects and analyzes oil in the machine at the specified interval so that wear of the machine and other problems can be found at short time.
LIN is one of networks that communicate between controllers and sensors or actuators.
LS is a function that senses the load pressure of actuators and controls hydraulic pumps.
MAF sensor is a device that measures the engine intake air flow.
NC is an electrical circuit where contact pair is closed while the device is not in operation.
NO is an electrical circuit where contact pair is open while the device is not in operation.
OLSS is a hydraulic system that provides total control over the pumps, valves, and actuators. When actuators are in neutral, pump circuits are open.
OPG is a structure that protects operators from falling objects.
PC is a function that controls discharged volume of the hydraulic pump by use of the discharged pressure.
PCV is a device that controls fuel discharged volume at the outlet of the supply pump.
PPC is a function that controls the pressure of the hydraulic circuit in proportion to the degree of the lever operation.
PTO is a mechanism that takes out the engine power.
ROPS is a structure that protects operators from falling objects or in the event of a machine roll-over.
SCR is a device that purifies nitrogen oxides (NOx) in exhaust gas from the engine.
TOPS is a protection structure that protects operators in the event of a machine tip-over.
VGT Variable Geometry Turbocharger VGT is a variable type turbocharger.
Abbreviation
A/C Air Conditioner
A/D Analogue-to-Digital
A/M Air Mix damper
ACC Accessory
ADD Additional
AUX Auxiliary
BR Battery Relay
CW Clockwise
CCW Counter Clockwise
Actual word spelled out
Abbreviation
ECU Electronic Control Unit
ECM Electronic Control Module
ENG Engine
EXGND External Ground
F.G. Frame Ground
GND Ground
IMA Inlet Metering Actuator
NC No Connection
S/T Steering STRG
SIG Signal
SOL Solenoid
STD Standard OPT Option OP
PRESS Pressure
SPEC Specification
SW Switch
TEMP Temperature
T/C Torque Converter
T/M Transmission
Actual word spelled out
• Some of the attachments and options described in this shop manual may not be available in some areas. If they are required, consult your Komatsu distributor.
•The materials and specifications are subject to change without notice.
• Shop Manuals are available for “machine part” and “engine part”. For the engine unit, see the shop manual for the machine which has the same engine model.
• Actual machine may differ from the images which are contained in this manual. A typical model is shown in the illustrations of this shop manual.
This shop manual contains technical information necessary to perform services in workshops. It is divided into the following chapters for the ease of use.
00 INDEX AND FOREWORD
This section describes the index, foreword, safety, and basic information.
01 SPECIFICATIONS
This section describes the specifications of the machine.
10 STRUCTURE AND FUNCTION
This section describes the structure and operation of each component with respect to each system. “STRUCTURE AND FUNCTION” is helpful in not only understanding the structure of each component but performing troubleshooting.
20 STANDARD VALUE TABLE
This section describes the standard values for new machine and failure criteria for testing and adjusting, and troubleshooting. Use the standard values table to check the standard values for testing and adjusting, and judge troubles in troubleshooting.
30 TESTING AND ADJUSTING
This section describes the measuring tools and measuring methods for testing and adjusting as well as the adjusting method of each part. The standard values and repair limit for TESTING AND ADJUSTING are described in “STANDARD VALUE TABLE”.
40 TROUBLESHOOTING
This section describes troubleshooting of failure part and its remedy method on the occurrence of the failure. Descriptions of troubleshooting are sorted by failure mode.
50 DISASSEMBLY AND ASSEMBLY
This section describes the special tools, work procedures, and safety precautions necessary for removal, installation, disassembly, and assembly of the components and parts. In addition, tightening torques, quantity, and weight of the coating materials, lubricants, and coolant necessary to these works are shown.
60 MAINTENANCE STANDARD
This section describes the maintenance standard value of each component. The maintenance standard shows the criteria and remedies for disassembly and assembly.
80 THE OTHER INFORMATION
This section describes the structure and function, testing and adjusting, and troubleshooting for all of the other components or equipment which cannot be separately classified in the appendix.
90 Circuit diagrams
This section describes hydraulic circuit diagrams and electrical circuit diagrams.
Important safety and quality portions are marked with the following symbols so that shop manual is used effectively.
Symbol Item
Danger
Warning
Caution
Weight
Tightening torque
Remark
This signal indicates an extremely hazardous situation which will result in death or serious injury if it is not avoided.
This signal indicates a potentially hazardous situation which will result in death or serious injury if it is not avoided.
This signal indicates a potentially hazardous situation which will result in injury or property damage around the machine if it is not avoided.
This signal indicates the weight of parts and components, and items which requires great attention to a selection of wires and working posture for slinging work.
This signal indicates the tightening torque for portions which requires special care in assembling work.
Coat This signal indicates a place to be coated with adhesive, grease, etc. in assembling work.
Oil and coolant
Draining
This signal indicates a place to supply oil, coolant, etc. and the quantity.
This signal indicates a place to drain oil, coolant, etc. and the quantity.
Signal word for notice and remark describes the following.
Symbol Item
NOTICE
Notice
REMARK Remark
Remark
If the precaution of this signal word is not observed, the machine damage or shortening of service life may occur.
This signal word contains useful information to know.
International System of Units (SI) is used in this manual. For reference, units that have been used in the past are given in { }.
• Appropriate servicing and repair are extremely important to ensure safe operation of the machine. The shop manuals describe the effective and safe servicing and repair methods recommended by Komatsu. Some of the servicing and repair methods require the use of special tools designed by Komatsu for special purposes.
• The symbol mark is indicated for such matters that require special precautions. The work indicated with this warning mark should be performed according to the instructions with special attention. Should a hazardous situation occurs or be anticipated during such work, be sure to keep safe first and take every necessary measures.
•Well organized work place
•Correct work clothes
•Observance of work standard
•Enforcement of hand signals
•Prohibition against unlicensed persons operating and handling the machine
•Safety check before starting work
•Wear of dust glasses (for cleaning or grinding work)
•Wear of welding goggles and protectors (for welding work)
•Being in good physical condition, and good preparation
•Always be alert and careful.
k If the machine is handled incorrectly, it is dangerous. Read and understand what is described in the operation and maintenance manual before operation. Read and understand what is described in this manual before operation.
• Read and understand the meaning of all the safety labels stuck to the machine before performing any greasing or repairs. For the locations of the safety labels and detailed explanation of precautions, see Operation and Maintenance Manual.
• Tools and removed parts in the workshop should be well organized. Always keep the tools and parts in their correct places. Always keep the work area clean and make sure that there is no dust, dirt, oil, or water on the floor. Smoke only in the designated areas. Never smoke while working.
• Keep all tools in good condition, learn the correct way to use them, and use the proper ones. Check the tools, machine, forklift truck, service car, etc. thoroughly before starting the work.
• Always wear safety shoes and helmet when performing any operation. Do not wear loose clothes, or clothes with buttons missing.
• Always wear the protective eyeglasses when hitting parts with a hammer.
• Always wear the protective eyeglasses when grinding parts with a grinder, etc.
• When performing any operation with multiple workers, always agree on the operating procedure before starting. Be clear in verbal communication, and observe hand signals. Hang “UNDER REPAIR” warning tag in the operator's compartment Before starting work.
• Work and operation which require license or qualification should be performed by qualified workers.
• Welding repairs should be performed by trained and experienced welders. When performing welding work, always wear welding gloves, apron, welding goggles, cap and other clothes suited for welding work.
• Warm up before starting the work with exercise which increases alertness and the range of motion in order to prevent injury.
• Avoid prolonged work, and take a rest at times to keep up a good condition. Take a rest at designated safe area.
• Place the machine on a firm and level ground, and apply the parking brake and chock the wheels or tracks to prevent the machine from moving before adding oil or making any repairs.
• Lower the work equipment (blade, ripper, bucket, etc.) to the ground before starting work. If this is not possible, insert the lock pin or use blocks to prevent the work equipment from falling. In addition, be sure to lock all the control levers and hang “UNDER REPAIR” warning tag on them.
• When performing the disassembling or assembling work, support the machine securely with blocks, jacks, or stands before starting the work.
• Remove all mud and oil from the steps or other places for going up and down on the machine. Always use the handrails, ladders or steps when for going up and down on the machine. Never jump on or off the machine. When the scaffold is not provided, use steps or stepladder to secure your footing. Do not use handrails, ladders, or steps if they are damaged or deformed. Repair it or replace it immediately.
• For the machine with the battery disconnect switch, check before starting the work that the system operating lamp is not lit. Then, turn the battery disconnect switch to OFF (○) position.
REMARK
Remove the key after it is turned to OFF (○) position if the battery disconnect switch is a switch key type. For the machine without the battery disconnect switch, turn the starting switch to OFF position, wait for two minutes or more before starting the work. Disconnect the battery cable by starting from the negative (-) terminal first.
• For the machine with the quick release battery terminal (-), check before starting the work that the system operating lamp is not lit. Then, disconnect the quick release battery terminal (-).
REMARK
For the machine without the system operating lamp, turn the starting switch to OFF position, wait for two minutes or more before starting the work. Disconnect the quick release battery terminal (-).
• Release the remaining pressure from the circuit before starting the work of disconnecting and removing of oil, fuel, water, or air from the circuit. When removing the cap of oil filter, drain plug, or oil pressure plug, it should be done slowly otherwise the oil spills.
• When removing or installing the checking plug or the piping in the fuel circuit, wait 30 seconds or longer after the engine is shut down and start the work after the remaining pressure is released from the fuel circuit.
• The coolant and oil in the circuits are hot when the engine is shut down. Be careful not to get scalded. Wait for the oil and coolant to cool before performing any work on the oil or coolant circuits.
• Before starting work, shut down the engine. When working on or around a rotating part, in particular, shut down the engine. When checking the machine without shutting down the engine (measuring oil pressure, revolving speed, temperature, etc.), take extreme care not to get caught in rotating parts or moving parts.
• When raising a heavy component (heavier than 25 kg), use a hoist or crane. Before starting work, check that the slings (wire ropes, webbing slings, chains, and hooks) are free from damage. Always use slings which have ample capacity and install them to proper places. Operate the hoist or crane slowly to prevent the component from hitting any other part. Do not work with any part still raised by the hoist or crane.
• When removing a part which is under internal pressure or under reaction force of a spring, always leave 2 bolts in diagonal positions. Loosen those 2 bolts gradually and alternately to release the pressure, and then remove the part.
• When removing components, do not break or damage the electrical wiring. Damaged wiring may cause a fire.
• When removing piping, do not spill the fuel or oil. If any fuel or oil drips onto the floor, wipe it off immediately. Fuel or oil on the floor can cause you to slip and can even cause fires.
• Do not use gasoline to wash parts as a general rule. Do not use gasoline to clean electrical parts, in particular.
• Be sure to assemble all parts again in their original places. Replace any damaged parts and parts which must not be reused with new parts. When installing hoses and wiring harnesses, be sure that they will not be damaged by contact with other parts when the machine is operated.
• When installing high pressure hoses and tubes, make sure that they are not twisted. Damaged hoses and tubes are dangerous, so be extremely careful when installing hoses and tubes for high pressure circuits. In addition, check that high pressure hoses and tubes are correctly installed.
• When assembling or installing parts, always tighten them to the specified torques. When installing protective parts such as guards, or parts which vibrate violently or rotate at high speed, check again that they are installed correctly.
•Never insert your fingers or hand when aligning 2 holes. Be careful not to get your fingers caught in a hole.
•Check that the measuring tools are correctly installed when measuring hydraulic pressure.
• Take care when removing or installing the tracks of track-type machines. Since the track shoe may separate suddenly when you remove it, never let anyone stand at either end of the track shoe.
• If the engine is operated for a long time in a closed place with poor ventilation, it may cause gas poisoning. Open the windows and doors to ventilate the place well.
• Only one appointed worker must make signals and co-workers must communicate with each other frequently. The appointed signaler must make specified signals clearly at a place where he is well seen from the operator's seat and where he can see the working condition easily. The signaler must always stand in front of the load and guide the operator safely.
k Never stand under the load.
k Do not move a load over a person.
k Never step on the load.
k Do not prevent the load from swinging or falling down by holding it simply with the hands.
k The sling workers and assistant workers other than the guide must move to a place where they are not caught between the load and materials or equipment on the ground or hit by the load even if the crane starts abruptly.
•Check the slings before starting sling work.
•Keep putting on gloves during sling work. (Put on leather gloves, if available.)
•Measure the weight of the load by the eye and check its center of gravity.
• Use proper sling corresponding to the weight of the load and method of slinging. If too thick wire ropes are used to sling a light load, the load may slip and fall.
• Do not sling a load with 1 wire rope alone. If it is slung so, it may rotate and may slip out of the rope. Install 2 or more wire ropes symmetrically.
k Slinging with one rope may cause turning of the load during hoisting, untwisting of the rope, or slipping of the rope from its original slinging position on the load, which can result in a dangerous accident.
•Hanging angle must be 60 ° or smaller as a rule.
• When slinging a heavy load (25 kg or heavier), the hanging angle of the rope must be narrower than that of the hook.
REMARK
When slinging a load with 2 or more ropes, the force subjected to each rope increases with the hanging angle. The figure below shows the variation of allowable load in kN {kg} when slinging is made with 2 ropes, each of which is allowed to sling up to 9.8 kN {1000 kgf} vertically, at various hanging angles. When the 2 ropes sling a load vertically, they can sling up to 2000 kg of total weight. This weight is reduced to 1000 kg when the 2 ropes make a hanging angle of 120 °. If the 2 ropes sling a 2000 kg load at a hanging angle of 150 °, each rope is subjected to a force as large as 39.2 kN {4000kgf} .
• When installing wire ropes to an angular load, apply pads to protect the wire ropes. If the load is slippery, apply proper material to prevent the wire rope from slipping.
•Use the specified eye bolts and fix wire ropes, chains, etc. to them with shackles, etc.
•Apply wire ropes to the middle part of the hook.
k Do not use hooks if it does not have a latch system.
k Slinging near the tip of the hook may cause the rope to slip off the hook during hoisting.
REMARK
The strength of the hook is maximum at its central part.
• Never use a wire rope which has breaks in strands (A), reduced diameter (B), or kinks (C). There is a danger that the rope may break during the towing operation.
Precautions for slinging up
• Wind in the crane slowly until wire ropes are stretched. When settling the wire ropes with the hand, do not grasp them but press them from above. If you grasp them, your fingers may be caught.
• After the wire ropes are stretched, stop the crane and check the condition of the slung load, wire ropes, and pads.
•If the load is unstable or the wire rope or chains are twisted, lower the load and lift it up again.
•Do not lift up the load at an angle.
Precautions for slinging down
•When slinging down a load, stop it temporarily at 30 cm above the floor, and then lower it slowly.
•Check that the load is stable, and then remove the sling.
• Remove kinks and dirt from the wire ropes and chains used for the sling work, and put them in the specified place.
REMARK
Read Operation and Maintenance Manual of the crane carefully in advance and operate the crane safely.
Precautions for using overhead traveling crane
k When raising a heavy component (heavier than 25 kg), use a hoist or crane.
REMARK
Weight of component whose weight is heavier than 25 kg is shown with symbol in “DISASSEMBLY AND ASSEMBLY”.
• Before starting work, check the wire ropes, brake, clutch, controller, rails, over winding prevention device, ground fault circuit interrupter for electric shock prevention, crane collision prevention device, and energizing caution lamp, and check the following safety items.
•Observe the signals for sling work.
•Operate the hoist at a safe place.
• Be sure to check the directions of the direction indication plate (north, south, east and west) and the operating button.
•Do not sling a load at an angle. Do not move the crane while the slung load is swinging.
•Do not raise or lower a load while the crane is moving longitudinally or laterally.
•Do not drag a sling.
•When lifting up a load, stop it just after it becomes off the ground, check the safety, and then lift it up.
•Consider the travel route in advance and lift up a load to a safe height.
•Place the control switch in a position where it is not an obstacle to work and passage.
•After operating the hoist, do not swing the control switch.
• Remember the position of the main switch so that you can turn off the power immediately in an emergency.
• If the hoist stops because of a power failure, turn off the main switch. When turning on a switch after it is turned off by the ground fault circuit interrupter, check that the devices related to that switch are not in operating condition.
•If you find an obstacle around the hoist, stop the operation.
• After finishing the work, stop the hoist at the specified position and raise the hook to at least 2 m above the floor. Do not leave the sling installed to the hook.
Select adequate ropes depending on the weight of the parts to be hoisted referring to the table below.
The allowable load is calculated with one sixth (safety factor 6) of the breaking load of the rope.
Wire rope (JIS G3525 6x37-A type) (Standard Z twist wire ropes without galvanizing)
Nominal diameter of rope (mm)
(kN {t} )
NOTICE
When replacing the air conditioner unit, air conditioner compressor, condenser or receiver drier, etc., collect the refrigerant (air conditioner gas: R134a) from the air conditioner circuit before disconnecting the air conditioner hoses.
REMARK
• Ask a qualified person for collecting, adding and filling operations of the refrigerant (air conditioner gas: R134a).
•Never release the refrigerant (air conditioner gas: R134a) to the atmosphere.
k Put on the protective eyeglasses, gloves and working clothes with long sleeves while you are collecting or filling the refrigerant. Otherwise, when refrigerant gas (R134a) gets in your eyes, you may lose your sight, and when it touches your skin, you may suffer from frostbite.
• When loosening the nuts fixing air conditioner hoses and tubes, be sure to use 2 wrenches; use one wrench to fix and use the other one to loosen the nut.
•When installing the air conditioner piping, be careful so that dirt, dusts and water do not enter the hose.
•Check that the O-rings are fitted to the joints when connecting the air conditioner piping.
•Do not reuse an O-ring because it is deformed and deteriorated if it is used once.
•When removing the O-rings, use a soft tool so that the piping is not damaged.
•Check that the O-ring is not damaged or deteriorated.
•Apply compressor oil for refrigerant (R134a) to O-ring.
REMARK
Do not apply oil to the threaded portion of a bolt, nut or union.
Manufacturer
DENSO ND-OIL8
Part name
VALEO THERMAL SYSTEMS ZXL100PG (PAG46 or equivalent)
SANDEN SP-10
When tightening nuts of the air conditioner hoses and tubes, be sure to use 2 wrenches. Use one wrench to fix and tighten the nut with the other wrench to the specified torque (Use a torque wrench for tightening).
REMARK
•The figure shows an example of fitting of O-ring.
•An O-ring is fitted to every joint of the air conditioner piping. For tightening torques, see THE OTHER INFORMATION, “Precautions for disconnection and connection of air conditioner piping”.
Fire caused by fuel, oil, coolant or window washer fluid
Do not bring any open flame close to fuel, oil, coolant or window washer fluid. Always observe the following.
• Do not smoke or use any open flame near fuel or other flammable substances.
•Shut down the engine before adding fuel.
•Do not leave the machine when adding fuel or oil.
•Tighten all the fuel and oil caps securely.
• Be careful not to spill fuel on overheated surfaces or on parts of the electrical system.
•After adding fuel or oil, wipe up any spilled fuel or oil.
• Put greasy rags and other flammable materials into a safe container to maintain safety at the workplace.
• When washing parts with oil, use a non-flammable oil. Do not use diesel oil or gasoline.There is danger that they may catch fire.
• Do not weld or use a cutting torch to cut any pipes or tubes that contain flammable liquids.
• Determine well-ventilated areas for storing oil and fuel. Keep the oil and fuel in the specified place and do not allow unauthorized persons to enter.
• When performing grinding or welding work on the machine, move any flammable materials to a safe place before starting.
• Remove any dry leaves, chips, pieces of paper, coal dust, or any other flammable materials accumulated or attached to or around the engine exhaust manifold, muffler, or battery, or on the undercovers.
• To prevent fires from being caught, remove any flammable materials such as dry leaves, chips, pieces of paper, coal dust, or any other flammable materials accumulated around the cooling system (radiator, oil cooler) or on the undercover.
Short circuits in the electrical system can cause fire. Always observe the following.
•Keep all the electric wiring connections clean and securely tightened.
• Check the wiring every day for looseness or damage. Reconnect any loose connectors or refasten wiring clamps. Repair or replace any damaged wiring.
Check that all the clamps for the hoses and tubes, guards, and cushions are securely fixed in position. If they are loose, they may vibrate during operation and rub against other parts.There is danger that this may lead to damage to the hoses and cause high-pressure oil to spurt out, leading to fire and serious personal injury or death.
Some models and specifications may be equipped with KDPF (Komatsu Diesel Particulate Filter).
KDPF is a system for purifying exhaust gas by removing soot in exhaust gas. In the process of purification (regeneration), the temperature of discharged exhaust gas may be higher than that of conventional models. Do not bring any flammable materials close to exhaust pipe outlet.
• When there are thatched houses, dry leaves or pieces of paper near the work site, set the system to disable the regeneration before starting work to prevent fire hazards due to highly heated exhaust gas caused by KDPF regeneration.
See the Operation and Maintenance Manual for the setting procedure.
• When checking fuel, oil, battery electrolyte, or coolant, always use lighting equipment with anti-explosion specifications.
• When taking the electrical power for the lighting equipment from the machine, follow the instructions in the Operation and Maintenance Manual.
•Turn the starting switch to OFF position to stop the engine.
•Use the handrails and steps to get off the machine.
•Do not jump off the machine. You may fall and suffer serious injury.
• The fumes generated by a fire contain harmful materials which have a bad influence on your body when they are inhaled.
Do not breathe the fumes.
• After a fire, there may be harmful compounds left. If they touch your skin they may have a bad influence on your body.
Be sure to wear rubber gloves when handling the materials left after the fire.
The material of the gloves, which is recommended is polychloroprene (Neoprene) or polyvinyl chloride (in the lower temperature environment).
When wearing cotton work gloves, wear rubber gloves under them.
To prevent pollution, pay full attention to the way to dispose of waste materials.
• Always drain the oil from your machine in containers. Never drain the oil and coolant directly onto the ground or dump into the sewage system, rivers, seas, or lakes.
• Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, batteries, and DEF.
Avoid exposure to burning rubber or plastics which produce a toxic gas that is harmful to people.
• When disposing of parts made of rubber or plastics (hoses, cables, and harnesses), always comply with the local regulations for disposing industrial waste products. PRECAUTIONS
This machine conforms to either regulation of Tier4 Final (North America) or Stage IV (Europe).
This machine is equipped with the following two exhaust gas treatment systems:
• Komatsu Diesel Particulate Filter (hereafter KDPF): A device which captures soot in the exhaust gas to purify exhaust gas. This process performs the combustion of soot referred to as “regeneration”.
• Urea SCR system: A device which decomposes the toxic nitrogen oxides (NOx) mixed in the exhaust gas into harmless nitrogen and water. Spraying aqueous urea solution into the exhaust gas produces a reaction between the nitrogen oxides and ammonia generated from the urea solution and decomposes the nitrogen oxides into nitrogen and water.
Either AdBlue® or DEF may be used as the aqueous urea solution for the SCR system.
AdBlue® is a registered trade-mark of VDA (Verband der Automobilindustrie e.V.: Automobile Association of Germany).
DEF is the abbreviation for Diesel Exhaust Fluid.
Commercial DEF that is API approved and meets all the requirements defined in ISO 22241-1.
This solution will be represented as DEF throughout this manual.
About DEF
DEF is necessary for the urea SCR system. DEF is a colorless transparent 32.5% aqueous urea solution. Urea as main constituent is a material which is used for cosmetics, medical and pharmaceutical products, and fertilizer, etc.
If you add any additional additive agents or water to DEF and use it, the devices will not function properly, and conformance to the exhaust gas regulations will be lost. In addition, it will cause failure of the machine.
•In Europe, use AdBlue®
• In North America, use DEF (Diesel Exhaust Fluid) which is certified by API (American Petroleum Institute). The certified DEF has the API DEF Certification Mark shown as follows. Look for the API DEF Certification Mark when purchasing DEF.
API Diesel Exhaust Fluid Certification Mark is the trade mark of API (American Petroleum Institute).
To prevent pollution, pay full attention to the way to dispose of waste materials.
• Always drain the oil from your machine in containers. Never drain the oil and coolant directly onto the ground or dump into the sewage system, rivers, seas, or lakes.
• Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters, and batteries.
Avoid exposure to burning rubber or plastics which produce a toxic gas that is harmful to people.
• When disposing of parts made of rubber or plastics (hoses, cables, and harnesses), always comply with the local regulations for disposing industrial waste products. PRECAUTIONS
This machine conforms to regulation of Stage IV (Europe).
This machine is equipped with the following two exhaust gas treatment systems:
• Komatsu Diesel Particulate Filter (hereafter KDPF): A device which captures soot in the exhaust gas to purify exhaust gas. This process performs the combustion of soot referred to as “regeneration”.
• Urea SCR system: A device which decomposes the toxic nitrogen oxides (NOx) mixed in the exhaust gas into harmless nitrogen and water. Spraying aqueous urea solution into the exhaust gas produces a reaction between the nitrogen oxides and ammonia generated from the urea solution and decomposes the nitrogen oxides into nitrogen and water.
DEF is used as the aqueous urea solution for the SCR system.
DEF is the abbreviation for Diesel Exhaust Fluid.
This solution will be represented as DEF throughout this manual.
About DEF
DEF is necessary for the urea SCR system. DEF is a colorless transparent 32.5% aqueous urea solution. Urea as main constituent is a material which is used for cosmetics, medical and pharmaceutical products, and fertilizer, etc.
The quality of DEF is prescribed in ISO22241-1. Always use DEF that conforms to this quality standard. If you add any additional additive agents or water to DEF and use it, the devices will not function properly, and conformance to the exhaust gas regulations will be lost. In addition, it will cause failure of the machine.
•In Europe, use DEF.
• In North America, use DEF (Diesel Exhaust Fluid) which is certified by API (American Petroleum Institute). The certified DEF has the API DEF Certification Mark shown as follows. Look for the API DEF Certification Mark when purchasing DEF.
API Diesel Exhaust Fluid Certification Mark is the trade mark of API (American Petroleum Institute).
DEF is a colourless transparent 32.5% aqueous urea solution. Urea as main constituent is a material which is used for cosmetics, medical and pharmaceutical products, and fertilizer, etc. The following situations require immediate action:
• If it gets on your skin, it may cause inflammation. Immediately take the contaminated clothes or shoes off and wash it off with water. In addition, use a soap to wash it off thoroughly. If your skin becomes irritated or begins to hurt, immediately consult a doctor for treatment.
• Do not induce vomiting if swallowed. If swallowed, thoroughly rinse mouth with water and consult a doctor for treatment.
• Avoid contact with the eyes. If there is contact, flush with clean water for several minutes and consult a doctor for treatment.
• Wear protective eyeglasses when exposed to DEF to protect from solution splashing in your eyes. Wear rubber gloves when you perform work handling DEF to avoid skin contact.
Do not put fluid other than DEF into DEF tank. If diesel fuel or gasoline is added into the tank, it can cause a fire. Some fluids or agents added can create and emit a toxic gas.
When opening the cap of DEF tank of the machine, the ammonia vapour may escape. Keep your face away from the filler port during opening or refilling.
If the temperature of AdBlue/DEF becomes high, harmful ammonia gas may be generated. Completely seal up its container for storage. When opening the container, perform it where there is good ventilation. For storage, see “STORE AdBlue/DEF”.
Store AdBlue/DEF avoiding direct sunlight. Always use the original container at the time of purchase. Do not exchange the container of AdBlue/DEF with another one. If AdBlue/DEF is stored in an iron or aluminum container, toxic gas may develop and a chemical reaction may corrode the container.
AdBlue/DEF is non-flammable; however, in the case of a fire it may generate an ammonia gas. Act on the base of “Actions if fire occurs”.
If AdBlue/DEF is spilled, immediately wipe and wash the area with water. If spilled AdBlue/DEF is left unattended and the area is not wiped and cleaned, toxic gas or corrosive substance may be produced by chemical reactions.
When disposing of AdBlue/DEF, treat it as an industrial waste. For the waste treating method, refer to “Precautions for disposing of waste materials”. It should be treated in the same way.
Never use an iron or aluminum container when disposing AdBlue/DEF fluid, because toxic gas may develop and a chemical reaction may corrode the container. Use a container made of resin (PP, PE) or stainless steel when handling the fluid waste of AdBlue/DEF.
Do not touch any fluid discharged from urea SCR. This fluid becomes acid by the influence of sulphur in the fuel or built-in oxidation catalyzer. If it gets on your skin, thoroughly wash it off with water.
Never relocate or modify the exhaust gas after-treatment device. The harmful gas may be exhausted and it can cause serious damage to the environment as well as violation of laws.
• If the temperature of AdBlue/DEF becomes high, harmful ammonia gas may be generated. Completely seal up its container for storage. Only open containers in a well-ventilated area.
• Store AdBlue/DEF avoiding direct sunlight. Always use the original container at the time of purchase. Do not exchange the container of AdBlue/DEF with another one. If AdBlue/DEF is stored in an iron or aluminum container, toxic gas may develop and a chemical reaction may corrode the container.
• AdBlue/DEF freezes at –11 °C. The recommended temperature for storage is -5 °C or above.
The relation between the upper limit of storage temperature and the storage period of AdBlue/DEF is shown in the table.
Temperature of storage area Storage period
Max.10 °C
Max.25 °C
Max.30 °C
Max.35 °C
*: Do not store AdBlue/DEF in the temperature of 35 °C or above.
• AdBlue/DEF freezes at –11 °C.
Up to 36 months
Up to 18 months
Up to 12 months
Up to 6 months
AdBlue/DEF may freeze and expand to break the devices and parts in the tank. The parts inside the tank may be affected. Add AdBlue/DEF to the specified amount for cold weather (below the level of when AdBlue/DEF may freeze).
• In cold weather, keep AdBlue/DEF or the machine installed with AdBlue/DEF in the indoors where the temperature is at –11 °C or higher to prevent AdBlue/DEF in the tank from freezing. If AdBlue/DEF or the machine installed with AdBlue/DEF cannot be stored in the indoors where the temperature is at –11 °C or higher (if they are left outdoors in cold weather), AdBlue/DEF in the tank may freeze. Drain AdBlue/DEF to prevent it from freezing.
Because of the higher pressure and more precise hydraulic components, the most common cause of a failure is dust (foreign material) in the hydraulic circuit. The special care must be taken when adding hydraulic oil, or when disassembling, or assembling the hydraulic components.
Select an appropriate workplace
• In rain or high winds, or in dusty environment, avoid adding hydraulic oil, replacing filters, or repairing the machine.
k Any component may jump out or oil may spurt out by the remaining pressure in the hydraulic circuit and it may result in serious personal injury or death when removing and disassembling of the hydraulic equipment is performed.
k Release the remaining pressure from the hydraulic circuit always before performing the work.
• In the field, there is a risk of dust entering the component during disassembling or maintenance work, and performance check is hardly performed. Replacement of the assembly is recommended.
• Perform disassembling and maintenance work in the dust proof area.
Plug the openings of the piping and the device which have been removed to prevent foreign material from entering and oil from flowing out.
NOTICE
Do not expose the openings or stuff it, otherwise foreign material may enter or leaked oil may pollute the environment.
Do not discard the oil inconsiderately. Ask the customer for disposal or bring it back to dispose it appropriately.
REMARK
Cover the places tightly with caps, tapes, or plastic bags if it is hard to provide the plugs.
• During refilling with the hydraulic oil, do not let water enter the electrical components.
• Clean the oil filler port and its around, refilling pump, oil jug, or etc.
• Refilling by using an oil cleaning device is better method since it can filtrate the contaminants accumulated in the oil during storage.
hydraulic oil while its temperature is high
• The higher the oil temperature is, the softer the oil is, and the smoother the oil runs. Also, the sludges are easily discharged from the circuit. Perform the replacement while oil temperature is high.
•Old hydraulic oil needs to be drained as much as possible when replacing.
Old hydraulic oil contaminates the new one if it is mixed since it contains contaminants and sludges, and the service life of the hydraulic oil is shortened.
Drain the old hydraulic oil not only from the hydraulic tank but also from the filter and drain plug in the circuit.
Avoid reusing the hydraulic oil and lubricating oil
Avoid reusing the hydraulic oil and lubricating oil which has been drained from the machine. If reused, any foreign material may enter the hydraulic equipment, and it may cause a failure.
• Flushing is required to completely dislodge the contaminants and sludges, and existing oil containing those inside the hydraulic circuit after disassembling and assembling, and when replacing the oil with the new one.
• Normally, flushing is performed twice. Primary flushing is performed by using the flushing oil (1) and the secondary flushing is performed by using the specified hydraulic oil.
Perform oil cleaning to remove the contaminants and sludges in the hydraulic circuit after repair of the hydraulic device (pump, or control valve) or during operation of the machine.
The oil cleaning equipment can remove the ultra fine (approximately 3 μm) particles that the filter built in the hydraulic equipment cannot remove. So, it is very effective device. PRECAUTIONS
When performing “testing and adjusting” of the machine, “removal and installation” and “disassembly and assembly” of the components, observe the following precautions.
• If the cooling water contains coolant, dispose of it correctly as chemicals. Do not drain it to the sewage rashly.
•After disconnecting the hoses or tubes, plug them to prevent dust from entering.
•When draining oil, prepare a container with sufficient capacity.
• Check the matchmarks which indicate the installing position, and put matchmarks on the places where they seem necessary before removal of the components to prevent any mistake when assembling.
• To prevent any excessive force from being applied to the wiring, always hold the connectors when disconnecting the connectors. Do not pull the wires.
•Attach the tags to wires and hoses so that installation is done to the correct installing positions.
•Check the thickness and number of shims when storing shims.
•When hoisting the components, prepare the slings with sufficient strength.
•When using forcing screws to remove any component, tighten the forcing screws uniformly and alternately.
• Before removing any component, clean the surrounding area and cover the component to prevent any foreign material from entering after removal.
• To disconnect the face seal type hose from the cylinder tube, loosen the joint by gripping the two wrenches together, one is the wrench (1) on the hose side, and another is the wrench (2) on the cylinder tube reaction force point as shown in the following figure. Use the grip strength only.Check after disconnecting the hose that the joint portion of the cylinder and the cylinder tube is tightened to the specified torque. Re-tighten it if the tightening torque is insufficient.
NOTICE
Cylinder tube is rotated due to the load applied to the reaction force point of the cylinder tube, and it is a cause of weakening of the tightening torque. It may lead to oil leakage.
•After disconnecting the piping or removing a pipe joint, install the following plugs.
NOTICE
When disassembling the machine, check the part number by referring to the Parts Book and use the appropriate parts according to the usage conditions.
REMARK
The part numbers of O-ring shown in the table indicate the temporary part number when disassembling and transporting the machine.
Introduction of parts for the disassembly of the face seal type hoses and tubes Nominal No.
Introduction of parts for the disconnection of the taper seal type hoses and tubes
Introduction of parts for the removal of taper pipe thread type joint
Precautions for installation and assembling work
•Tighten the bolts and nuts (sleeve nuts) to the specified torque (KES) unless otherwise specified.
•Install the hoses without twist and interference. If there is any in-between clamp, securely fasten it.
•Replace all of the gaskets, O-rings, cotter pins, and lock plates with new ones.
•Bend the cotter pins and lock plates securely.
• When applying adhesive, clean and degrease the surface to apply, and apply 2 to 3 drops of adhesive to the threaded portion.
• When applying liquid gasket, clean and degrease the surface, and apply it uniformly after making sure that the surface is free from dust or damage.
•Clean all of the parts. If there is any damage, dents, burrs, or rust found on them, repair it.
•Apply engine oil to the rotating parts and sliding surface.
•Apply molybdenum disulfide lubricant (LM-P) to the surfaces of the press-fitting parts.
•After installing the snap ring, check that the snap ring is settled in the ring groove completely.
• When connecting wiring harness connectors, clean the connectors to remove oil, dust, or water, then connect them securely.
• Use the eye bolts without fatigue and deformation and screw them in securely. Match the directions of the eyes and the hook.
•When installing split flanges, tighten the bolts uniformly and alternately to prevent uneven tightening.
• As a rule, apply liquid gasket (LG-5) or liquid sealant (LS-2) to the threaded portion of each taper male screws which receive pressure.
If the threaded portion is difficult to degrease, you may use a seal tape. When winding a seal tape onto a right-handed taper male screw, start winding the screw clockwise from the third thread in the advancing direction of the threads seeing from the screw end.
NOTICE
If the seal tape is wound counterclockwise, it may become loose when screwed in, and it may come off. If the sealed tip is pushed outside, it may cause oil leakage.
• To connect the face seal type hose to the cylinder tube, tighten the joint by gripping the two wrenches together, one is the wrench (1) on the hose side, and another is the wrench (2) on the cylinder tube reaction force point at the same time as shown in the following figure. Use the grip strength only.Check after connecting the hose that the joint portion of the cylinder and the cylinder tube is tightened to the specified torque. Re-tighten it if the tightening torque is insufficient.
NOTICE
Cylinder tube is rotated due to the load applied to the reaction force point of the cylinder tube, and it is a cause of weakening of the tightening torque. It may lead to oil leakage.
NOTICE
When assembling the hydraulic equipment such as cylinders, pumps and pipings which are removed, be sure to bleed air from the hydraulic circuit before operating it for the first time according to the following procedure.
1. Start the engine, and run it at low idle.
2. Perform the operation to extend and retract each cylinder of the work equipment and stop it at approximately 100 mm before the stroke end for 4 or 5 times.
3. Perform the operation to extend and retract each cylinder of the work equipment and stop it at the stroke end for 3 or 4times.
NOTICE
After repair is finished, when operating the machine which has been stored for a long period, bleed air from the hydraulic circuit according to the same procedure.
Precautions at the time of completion of work
Refilling of coolant or water or oil, greasing, and adding of AdBlue/DEF
•For machines with urea SCR system, fill AdBlue/DEF to the specified level before starting the engine.
•Supply the specified amount of grease to the work equipment parts.
• When the coolant is drained, be sure that the drain valve is securely tightened, then refill the coolant reservoir with the coolant Komatsu recommends to the specified level. Start the engine to circulate the coolant in the piping, and add the coolant to the specified level again.
• When the hydraulic components are removed and installed, refill the tank with the oil Komatsu recommends to the specified level. Start the engine to circulate the oil in the piping, and add the oil to the specified level again.
• If the hydraulic piping or hydraulic equipment is removed, be sure to bleed air from the system. See “TESTING AND ADJUSTING”.
Testing installed condition of cylinder heads and manifolds
•Check the cylinder head and intake and exhaust manifold mountings for looseness.
•If there is any looseness, retighten the part.
REMARK
For the tightening torques, see “DISASSEMBLY AND ASSEMBLY”.
Test engine piping for damage and looseness
Intake and exhaust system
Check that there is no damage on the pipings, or no looseness on mounting bolts, nuts and clamps, or no leak of air or exhaust gas from connecting portion.
If there is any looseness, damage, or gas leak, retighten or repair the part.
Cooling system
Check that there is no damage on the pipings, no looseness on mounting bolts, nuts and clamps, and no water leak from connecting portion.
If there is any looseness, damage, or water leak, retighten or repair the part.
Fuel system
Check that there is no damage on the pipings, no looseness on mounting bolts, nuts and clamps, and no fuel leak from connecting portion.
If there is any looseness, damage, or fuel leak, retighten or repair the part.
Check the exhaust equipment and its installation portion for looseness and damage.
REMARK
When an equipment is described as an exhaust equipment, it is one of the followings. (The applications or components of equipment are different depending on its models or specifications.)
•KDPF
•AdBlue/DEF mixing tube
•SCR assembly
•KDOC muffler
•Muffler
•Exhaust pipe
•Parts which connects the above, or etc.
Visually check that there is no crack or no damage on the exhaust equipment and its installation portion. If there is any damage, replace the part.
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Check that there is no looseness on the exhaust equipment and mounting bolts, nuts, and clamps on the installation portion.
If there is any looseness, retighten the part.
Check of function of muffler in exhaust system
REMARK
When an equipment is described as an muffler in exhaust system, it is one of the followings. (The applications or components of equipment are different depending on its models or specifications.)
•KDPF
•AdBlue/DEF mixing tube
•SCR assembly
•KDOC muffler
•Muffler
•Exhaust pipe
•Parts which connects the above, or etc.
Check that there is no unusual noise by comparing to it of the time when the machine was new. If there is any unusual noise, repair KDPF or muffler, referring to “TROUBLESHOOTING” and “DISASSEMBLY AND ASSEMBLY”.
When performing "testing and adjusting" of the machine, "removal and installation" and "disassembly and assembly" of the components, observe the following precautions.
• If the cooling water contains coolant, dispose of it correctly as chemicals. Do not drain it to the sewage rashly.
•After disconnecting the hoses or tubes, plug them to prevent dust from entering.
•When draining oil, prepare a container with sufficient capacity.
• Check the matchmarks which indicate the installing position, and put matchmarks on the places where they seem necessary before removal of the components to prevent any mistake when assembling.
• Hold the wiring connectors when disconnecting the connectors, and do not apply excessive force to the wiring.
•Place tags to the wirings and hoses in order not to install them to wrong positions.
•Check the quantity and thickness of shims when storing shims.
•Prepare the slings with sufficient strength for hoisting the components.
•When using forcing screws to remove any component, tighten the forcing screws uniformly and alternately.
• Before removing any component, clean the surrounding area and cover the component to prevent any foreign material from entering after removal.
• To disconnect the face seal type hose from the cylinder tube, loosen the joint by gripping the two wrenches together, one is the wrench (1) on the hose side, and another is the wrench (2) on the cylinder tube reaction force point as shown in the following figure. Use the grip strength only.Check after disconnecting the hose that the joint portion of the cylinder and the cylinder tube is tightened to the specified torque. Re-tighten it if the tightening torque is insufficient.
NOTICE
Cylinder tube is rotated due to the load applied to the reaction force point of the cylinder tube, and it is a cause of weakening of the tightening torque. It may lead to oil leakage.
•After disconnecting the piping or removing a pipe joint, install the following plugs.
NOTICE
When disassembling the machine, check the part number by referring to the Parts Book and use the appropriate parts according to the usage conditions.
REMARK
The part numbers of O-ring shown in the table indicate the temporary part number when disassembling and transporting the machine.
of parts for the
Hose side
Nominal No.
Introduction of parts for the disconnection of the taper seal type hoses and tubes
Nominal No. Hose side
04 38.1 17.5 07379-00400 07371-30400 07378-10400 07000-12021 01010-80825 01643-50823
50 152.4 92 07379-05011 07371-15011 07378-15000 07000-12135 07372-51655 01643-51645
Introduction of parts for the removal of O-ring boss type joint
Introduction of parts for the removal of taper pipe thread type joint
07042-00108
07042-02026
07043-02026
•Tighten the bolts and nuts (sleeve nuts) to the specified torque (KES) unless otherwise specified.
•Install the hoses without twist and interference. If there is any in-between clamp, securely fasten it.
•Replace all of the gaskets, O-rings, cotter pins, and lock plates with new ones.
•Bend the cotter pins and lock plates securely.
• When applying adhesive, clean and degrease the surface to apply, and apply 2 to 3 drops of adhesive to the threaded portion.
• When applying liquid gasket, clean and degrease the surface, and apply it uniformly after making sure that the surface is free from dust or damage.
•Clean all of the parts. If there is any damage, dents, burrs, or rust found on them, repair it.
•Apply engine oil to the rotating parts and sliding surface.
•Apply molybdenum disulfide lubricant (LM-P) to the surfaces of the press-fitting parts.
•After installing the snap ring, check that the snap ring is settled in the ring groove completely.
• When connecting wiring harness connectors, clean the connectors to remove oil, dust, or water, then connect them securely.
• Use the eye bolts without fatigue and deformation and screw them in securely. Match the directions of the eyes and the hook.
•When installing split flanges, tighten the bolts uniformly and alternately to prevent uneven tightening.
• As a rule, apply liquid gasket (LG-5) or liquid sealant (LS-2) to the threaded portion of each taper male screws which receive pressure.
REMARK
If the threaded portion is difficult to degrease, you may use a seal tape. When winding a seal tape onto a right-handed taper male screw, start winding the screw clockwise from the third thread in the advancing direction of the threads seeing from the screw end.
NOTICE
If the seal tape is wound counterclockwise, it may become loose when screwed in, and it may come off. If the sealed tip is pushed outside, it may cause oil leakage.
• To connect the face seal type hose to the cylinder tube, tighten the joint by gripping the two wrenches together, one is the wrench (1) on the hose side, and another is the wrench (2) on the cylinder tube reaction force point at the same time as shown in the following figure. Use the grip strength only.Check after connecting the hose that the joint portion of the cylinder and the cylinder tube is tightened to the specified torque. Re-tighten it if the tightening torque is insufficient.
NOTICE
Cylinder tube is rotated due to the load applied to the reaction force point of the cylinder tube, and it is a cause of weakening of the tightening torque. It may lead to oil leakage.
NOTICE
When assembling the hydraulic equipment such as cylinders, pumps and pipings which are removed, be sure to bleed air from the hydraulic circuit before operating it for the first time according to the following procedure.
1. Start the engine, and run it at low idle.
2. Perform the operation to extend and retract each cylinder of the work equipment and stop it at approximately 100 mm before the stroke end for 4 or 5 times.
3. Perform the operation to extend and retract each cylinder of the work equipment and stop it at the stroke end for 3 or 4times.
NOTICE
After repair is finished, when operating the machine which has been stored for a long period, bleed air from the hydraulic circuit according to the same procedure.
Precautions at the time of completion of work
Refilling of coolant, oil, and grease
•Supply the specified amount of grease to the work equipment parts.
• When the coolant is drained, be sure that the drain valve is securely tightened, then refill the coolant reservoir with the coolant Komatsu recommends to the specified level. Start the engine to circulate the coolant in the piping, and add the coolant to the specified level again.
• When the hydraulic components are removed and installed, refill the tank with the oil Komatsu recommends to the specified level. Start the engine to circulate the oil in the piping, and add the oil to the specified level again.
• If the hydraulic piping or hydraulic equipment is removed, be sure to bleed air from the system after rebuilding the parts, by referring to TESTING AND ADJUSTING.
Testing installed condition of cylinder heads and manifolds
•Check the cylinder head and intake and exhaust manifold mountings for looseness.
•If there is any looseness, perform re-tightening.
REMARK
For the tightening torques, see "DISASSEMBLY AND ASSEMBLY".
Test engine piping for damage and looseness
Intake and exhaust system
Check that there is no damage on the pipings, or no looseness on mounting bolts, nuts and clamps, or no leak of air or exhaust gas from connecting portion.
If there is any looseness, damage, or gas leak, retighten or repair the part.
Cooling system
Check that there is no damage on the pipings, no looseness on mounting bolts, nuts and clamps, and no water leak from connecting portion.
If there is any looseness, damage, or water leak, retighten or repair the part.
Fuel system
Check that there is no damage on the pipings, no looseness on mounting bolts, nuts and clamps, and no fuel leak from connecting portion.
If there is any looseness, damage, or fuel leak, retighten or repair the part.
Check the exhaust equipment and its installation portion for looseness and damage.
REMARK
When an equipment is described as an exhaust equipment, it is one of the following. (The applications or components of equipment are different depending on its models or specifications.)
•KDPF
•Muffler
•Exhaust pipe
•Parts which connects the above, or etc.
Visually check that there is no crack or no damage on the exhaust equipment and its installation portion. If there is any damage, replace the part.
Check that there is no looseness on the exhaust equipment and mounting bolts, nuts, and clamps on the installation portion.
If there is any looseness, retighten the part.
Check of function of muffler in exhaust system
REMARK
When an equipment is described as an muffler in exhaust system, it is one of the following. (The applications or components of equipment are different depending on its models or specifications.)
•KDPF
•Muffler
•Exhaust pipe
•Parts which connects the above, or etc.
Check that there is no unusual noise by comparing to it of the time when the machine was new.
If there is any unusual noise, repair KDPF or muffler, referring to "TROUBLESHOOTING" and "DISASSEMBLY AND ASSEMBLY".
To maintain the performance of the machine over a long period, and to prevent failures or troubles before they occur, correct “operation”, “maintenance and inspection” “troubleshooting”, and “repairs” must be performed. This section deals particularly with correct repair procedures for mechatronics components and is aimed at improving the quality of repairs. For this purpose, it describes the working procedures in “Handling of electrical equipment”.
Handling wiring harnesses and connectors
• Wiring harnesses consist of wires connecting one component to another component, connectors used for connecting and disconnecting one wire from another wire, and protectors or tubes used for protecting the wires.
• Compared with other electrical components fitted in boxes or cases, wiring harnesses are likely to be directly affected by rain water, heat, or vibration. Furthermore, during inspection and repair operations, they are frequently removed and installed again, so they are likely to suffer deformation or damage. For this reason, it is necessary to be extremely careful when handling and maintenance of the wiring harnesses.
• If DEF is spilled over wiring harness and connectors, it may cause corrosion and defective contact. Be careful not to spill it over electrical equipment, wiring harness and connectors since DEF is strongly corrosive to metal.
Defective contact of connectors (defective contact between male and female connectors)
Problems with defective contact are likely to occur because the male connector is not properly inserted into the female connector,or because one or both of connectors are deformed or the position is not correctly aligned, or because there is corrosion or oxidization of the contact surfaces. The corroded or oxidized contact surfaces may become shiny again (and contact may become normal) by connecting and disconnecting the connectors approximately 10 times.
Defective crimping or soldering of connectors
The pins of the male and female connectors are attached to wires by crimping or soldering. If excessive force is applied to the wire, the jointed portion (1) may become loose, and it may result in a defective connection or breakage.
Disconnection in wiring
If the wiring harness is pulled to disconnect the connector, or the components are lifted with a crane while the wiring harness is still connected, or a heavy object hits the wiring harness, it may separate the crimping of the connector, or damage the soldering, or break the wiring harness.
Water entering the connector by high-pressure jetting
The connector is designed to make it difficult for water to enter (drip-proof structure), but if high-pressure water is sprayed directly on the connector, water may enter the connector, depending on the direction of the water jet.
Do not spray water directly on the connector.
If the connector is waterproof, intruded water is hardly drained. Once water enters into the connector, water goes through pins to cause short-circuit. Drying the drenched connector or take appropriate actions before providing electricity.
Entry of water, dirt, or dust when disconnecting a connector
If any water, mud or dust is stuck to the outside surface of a connector, it can enter inside the connector when the connector is disconnected. Before disconnecting the connector, wipe off any stuck water or dirt by using a dry cloth or blow it with compressed air.
Oil, mud, or dust stuck to connector
If any oil or grease is stuck to the connector and an oil film is formed on the mating surface of the male and female pins, the oil prevents electricity from passing through resulting in defective contact. If any oil, grease, dirt or dust is stuck to the connector, wipe it off with a dry cloth or blow it with compressed air, and wash it with electrical contact restorer.
NOTICE
• When wiping the jointed portion of the connector, do not apply excessive force or deform the pins.
• If there is oil or water in the compressed air, it causes the contacts to become dirtier. Use clean air which any oil and water has been removed from.
The machines equipped with common rail fuel injection system (CRI) consists of more precise parts than the parts used in the conventional fuel injection pump and nozzle. If foreign material enters this system, it may cause a failure. Use special care to prevent entry of the foreign material when servicing the fuel system.
Select an appropriate workplace
Avoid the work of adding hydraulic oil, replacing filters, or repairing the machine in rainy or windy weather, or in dusty environment.
Sealing the opening
Plug the removed pipes and the openings of the removed components with the caps, tapes, plastic bags, etc. to prevent foreign material from entering.
NOTICE
Do not expose the openings or stuff it, otherwise foreign material may enter or leaked oil may pollute the environment.
Do not discard the oil inconsiderately. Ask the customer for disposal or bring it back to dispose it appropriately.
If any dirt or dust sticks the parts of the fuel system, clean it off thoroughly with clean fuel.
Precautions for replacing fuel filter cartridge
Be sure to use the Komatsu genuine fuel filter cartridge.
NOTICE
The machine equipped with common rail fuel injection system (CRI) consists of more precise parts than the parts used in the conventional fuel injection pump and nozzle. In order to prevent foreign material from entering this system, the filter employs a specially high performance of filter element. If a filter other than a Komatsu genuine filter is used, fuel system contamination and damage may occur. Therefore Komatsu recommends using only Komatsu fuel filters and install them following the procedures in the shop manual.
The machines equipped with Variable Geometry Turbocharger (VGT) consists of more precise parts (variable system)than the parts used in the conventional turbocharger. If foreign material enters this system, it may cause a failure. Use special care to prevent entry of the foreign material when servicing the intake system.
Select an appropriate workplace
Avoid the work of adding hydraulic oil, replacing filters, or repairing the machine in rainy or windy weather, or in dusty environment.
Sealing the opening
Plug the removed pipes and the openings of the removed components with the caps, tapes, plastic bags, etc. to prevent foreign material from entering.
NOTICE
Do not expose the openings or stuff it, otherwise foreign material may enter it.
Various information which KOMTRAX system transmits by using the radio communication is useful for KOMTRAX operator to provide various services for the customers.
When KOMTRAX system is installed to the machine and it is enabled, machine information can be checked by KOMTRAX system, and it is used for testing and troubleshooting to be performed efficiently.
Large-sized models are equipped with KOMTRAX Plus which can use more detailed information.
REMARK
(KOMTRAX may not be installed to the machine in some countries or areas.)
•The location where the machine is working at can be checked on the map in a personal computer.
• Operation information such as service meter, operating hours, fuel consumption, and occurred caution as well as failure code can be checked.
• The operator can check the hours used and replacement interval of consumable parts of the machine such as fuel filter, hydraulic oil filter, hydraulic oil and engine oil.
• Information of how machine is operated (idling time, traveling time, digging time, relieving time, etc.) can be checked, and it is used to presume the machine operating condition.
• Various reports such as “Fuel saving operation support”, “Operation summary”, etc. is generated, and it is utilized as an advice tool for the user and operator.
• KOMTRAX Plus can record the data of abnormality record, trend data, snap shot data, etc. to grasp the soundness of machine, in addition to KOMTRAX function described above. These data can be used on personal computer screens.
Making use of KOMTRAX enables the following activities.
•Quick response to a request for immediate repair
1. To check the displayed caution and failure code, etc. through KOMTRAX upon receiving a repair request from a user.
2. To immediately arrange necessary tools, replacement parts, etc, immediately in accordance with the displayed failure code.
3. To find the location of the failed machine by using the map of KOMTRAX, to visit the customer there.
•Proactive maintenance
1. To check the service summary screen of KOMTRAX, to find the machine which has high priority failure code indicated by a red or yellow flag.
2. To check the condition of the machine with the customer and to make a plan to visit.
3. To immediately arrange necessary tools, replacement parts, etc, immediately in accordance with the displayed failure code.
•Practice of periodic maintenance and periodic inspection service
1. To check the service summary screen of KOMTRAX, and to find the machine of which the usage limits for the consumable parts indicated by red flags are over.
2. To submit an estimate sheet for the consumable parts to be replaced and the labor cost for the replacement work to the customer.
3. To propose the periodic inspection (Pm clinic, etc.) according to the service meter reading.
For the operating method of each screen of KOMTRAX, ask KOMTRAX key person in your Komatsu distributor.
AND CONNECT PUSH-PULL TYPE COUPLER
REMARK
•Loosen the oil filler cap of the hydraulic tank slowly to release the remaining pressure in the hydraulic tank.
• Provide an oil container to receive oil since some hydraulic oil flows out when the hose is disconnected even after the remaining pressure is released from the hydraulic tank.
METHOD FOR DISCONNECTING AND CONNECTING TYPE 1 PUSH-PULL TYPE
COUPLER
Disconnection
1. Hold adapter (1), and push hose joint (2) into mating adapter (3).
REMARK
•Push it in approximately 3.5 mm.
•Do not hold rubber cap portion (4).
2. While having adapter (3) inserted into hose side joint (2), insert rubber cap (4) to adapter (3) side until it clicks.
3. Hold hose adapter (1) or hose (5), and pull it out.
REMARK
Provide an oil container to receive a quantity of hydraulic oil which may flow out.
Connection
1. Hold hose adapter (1) or hose (5), and insert it in mating adapter (3), aligning the axis.
REMARK
Do not hold rubber cap portion (4).
2. After inserting the hose in the mating adapter perfectly, pull it back to check the connecting condition.
REMARK
When the hose fitting is pulled back, the rubber cap moves approximately 3.5 mm toward the hose, but it is not a problem.
METHOD FOR DISCONNECTING AND CONNECTING TYPE 2 PUSH-PULL TYPE COUPLER
Disconnection
1. Hold the tightening adapter part and push body (2) straight until sliding prevention ring (1) contacts contact surface (a) of the hexagonal part at the male end.
2. While keeping the condition of step 1, turn lever (3) to the right (clockwise).
3. While keeping the conditions of steps 1 and 2, pull out whole body (2) to disconnect it.
REMARK
Provide an container to receive a quantity of hydraulic oil which may flow out.
Connection
Hold the tightening adapter part, and push body (2) straight until sliding prevention ring (1) contacts contact surface (a) of the hexagonal part at the male end.
Disconnection
1. Hold the tightening adapter part and push body (2) straight until sliding prevention ring (1) contacts contact surface (a) of the hexagonal part at the male end.
2. While keeping the condition of step 1, push cover (3) straight until it contacts contact surface (a) of the hexagonal portion on the male side.
3. While keeping the conditions of steps 1 and 2, pull out whole body (2) to disconnect it.
REMARK
Provide an container to receive a quantity of hydraulic oil which may flow out.
Connection
Hold the tightening adapter part, and push body (2) straight until sliding prevention ring (1) contacts contact surface (a) of the hexagonal part at the male end.
PRECAUTIONS FOR
Disconnecting connectors
1. Hold the connectors when disconnecting. When disconnecting the connectors, always hold the connecting portion. If the connector is fixed with screw, loosen the screw of the connector completely, hold the both of male and female connectors, and pull them out in parallel.
NOTICE
Do not pull the connectors with one hand.
REMARK
If it is a lock stopper type connector, pull it out as pushing the stopper (1) with your thumb.
2. When removing a connector from a clip
• Both of the connector and clip have stoppers (2), which are engaged with each other when the connector is connected.
• When removing a connector from a clip, pull the connector in parallel with the clip as removing stoppers.
NOTICE
If the connector is pried up and down or to the right or left, it may break the housing.
3. Action to be taken after removing connectors
After removing the connector, cover it with plastic bags to prevent entry of dust, dirt, oil, or water in the contact portion.
NOTICE
Be sure to cover the connector with plastic bags when leaving the machine disassembled for a long time, otherwise defective contact may occur.
Connecting connectors
1. Check the connector visually.
•Check that there is no dust, dirt, oil, or water stuck to the connector pins (joint portion).
•Check that there is no deformation, defective contact, corrosion, or damage on the connector pins.
•Check that there is no damage or crack on the external surfaces of the connectors.
NOTICE
• If there is any dust, dirt, oil, or water stuck to the connector, wipe it off with a dry cloth. If there is any water intrusion into the connector, warm the inside of the connector and harness with a dryer. Do not overheat the connector, otherwise short circuit may occur.
•If there is any damage or breakage, replace the connector.
2. Connecting the connector securely
Position connector (1) correctly, and fit it in securely.
REMARK
If the connector is lock stopper type, insert it until it clicks.
3. Correct the protrusion of the boot and misalignment of the wiring harness.
• If the connector is with the boot, correct any extrusion of the boot. In addition, if the wiring harness is misaligned or the clamp is out of position, adjust it to its correct position.
REMARK
If the protrusion of the boot and misalignment of the wiring harness cannot be fixed, remove the clamp to adjust them.
• If the connector clamp is removed, be sure to return it to its original position. Check that there is no looseness.
REMARK
If the wiring harness is dirty with oil and dust, wipe it off with a dry cloth. Avoid water washing or steam washing. If water washing is unavoidable, do not use high-pressure water or steam directly on the wiring harness. If water gets directly on the connector, do as follows.
1. Disconnect the connector and wipe off the water with a dry cloth.
NOTICE
If the connector is to be blown with dry compressed air, there is the risk that oil in the air may cause defective contact, remove oil and water in the air before starting air blow.
2. Dry the inside of the connector with a dryer. If water enters inside the connector, use a dryer to dry the connector.
NOTICE
Hot air from a dryer can be used, but limit the time of using a dryer to prevent the connector or related parts from becoming too hot, as this will cause deformation or damage to the connector.
3. Perform a continuity test on the connector.
After drying, leave the wiring harness disconnected, connect T-adapter(1), and perform a continuity test to check for any short circuits between pins caused by water or etc.
REMARK
After the connector is completely dried, blow the contact restorer, and reassemble them.
Handling controller
k When performing arc welding on the machine body, disconnect all of the wiring harness connectors connected to the controller. Fit an arc welding ground close to the welding point.
NOTICE
• Controller has been assembled with electronic circuits for control including microcomputers. These electronic circuits inside of the controller must be handled with care since they control the machine.
•Do not leave things on the controller.
• Cover the connector portion of the controller with a tape and a plastic bag. Do not touch the connecting portion of connector.
• Do not leave the controller in a place where it is exposed to rain.
• Do not place the controller on oil, water, soil or any places where the temperature is likely to be high even for a short period of time (Place it on a suitable dry stand).
•Be sure to turn the starting switch to OFF position before disconnecting or connecting the connectors.
•Before performing troubleshooting, check all the related connectors for loose connection.
REMARK
Check the related connectors for their performance by disconnecting and connecting them several times.
•Be sure to connect all the disconnected connectors before proceeding to the next step.
NOTICE
If the starting switch is turned to ON position while the connectors are disconnected, an unrelated failure beside the actual failed part may be displayed.
• When performing the troubleshooting for the circuit (measurement of voltage, resistance,continuity, current, etc.), shake the related wiring harnesses and connectors several times and check that the multimeter reading does not change.
NOTICE
If the value changes on the multimeter, there may be a defective contact in the circuit.
While pressing locks (a) and (b) from each side respectively, pull out female connector (2).
1. Push in female connector (2) horizontally, and insert it straight until it clicks. (Arrow: x)
2. In order to check whether locks (a) and (b) are completely inserted, insert female connector (2) by rocking it vertically (in the arrow z direction). (Arrow: x, y, z)
REMARK
Lock (a) in the figure is pulled down (not set completely), and lock (b) is set completely.
METHOD FOR DISCONNECTING AND CONNECTING SLIDE LOCK TYPE CONNECTOR
Method for disconnecting slide lock type connector (FRAMATOME-3, FRAMATOME-2)
1. Slide lock (L1) to the right.
2. While pressing lock (L2), pull out connector (1) toward you.
REMARK
If portion A does not float when lock (L2) is pressed, and if connector (1) does not come out when it is pulled toward you, push up portion A with a small flat-head screwdriver while pressing lock (L2), and then pull out connector (1) toward you.
Method for connecting slide lock type connector (FRAMATOME-3, FRAMATOME-2)
Insert it straight until it clicks.
Method for disconnecting slide lock type connector (FRAMATOME-24)
1. Slide down lock (red) (L1).
METHOD FOR DISCONNECTING AND CONNECTING SLIDE LOCK TYPE CONNECTOR
2. While pressing lock (L2), pull out connector (1).
REMARK
Lock (L2) is located behind connector (1) in the figure.
Method for connecting slide lock type connector (FRAMATOME-24)
Insert it straight until it clicks.
Method for disconnecting connector with lock to pull
Disconnect the connector (2) by pulling lock (B) (on the wiring harness side) of connector (2) outward.
Method for connecting connector with lock to pull
Insert the connector securely until it “clicks”.
METHOD FOR DISCONNECTING AND CONNECTING CONNECTOR WITH LOCK TO PUSH 00 INDEX AND FOREWORD
METHOD FOR DISCONNECTING AND CONNECTING CONNECTOR WITH LOCK TO PUSH
Method for disconnecting connector with lock to push (BOSCH-3)
While pressing lock (C), pull out connector (3) in the direction of the arrow.
•114 series
•107 series
REMARK
If the lock is located on the underside, use flat-head screwdriver [1] since you cannot insert your fingers. While pushing up lock (C) of the connector with flat-head screwdriver [1], pull out connector (3) in the direction of the arrow.
Method for connecting connector with lock to push (BOSCH-3)
Insert it straight until it clicks.
Method for disconnecting connector with lock to push (AMP-3)
While pressing lock (E), pull out connector (5) in the direction of the arrow.
Method for connecting connector with lock to push (AMP-3)
Insert it straight until it clicks.
Method for disconnecting connector with lock to push (SUMITOMO-3)
While pressing lock (E), pull out connector (5) in the direction of the arrow.
REMARK
Pull up the connector straight.
Method for connecting connector with lock to push (SUMITOMO-3)
Insert it straight until it clicks.
Method for disconnecting connector with lock to push (SUMITOMO-4)
While pressing lock (D), pull out connector (4) in the direction of the arrow.
Method for connecting connector with lock to push (SUMITOMO-4)
Insert it straight until it clicks.
METHOD FOR DISCONNECTING AND CONNECTING CONNECTOR WITH HOUSING TO ROTATE 00 INDEX AND FOREWORD
Method for disconnecting connector with housing to rotate
Turn housing (H1) to the left, and pull it out.
REMARK
Housing (H1) is left on the wiring harness side.
Method for connecting connector with housing to rotate
1. Insert the connector to the end while aligning its groove to the other.
2. Turn housing (H1) clockwise until it clicks.
In the electrical circuit diagram, the material, thickness, and color of each electric wire are indicated by symbols. The electrical wire code is helpful in understanding the electrical circuit diagram.
Example) AEX 0.85 L: Indicates heat-resistant, low-voltage blue wire for automobile, having nominal No. of 0.85
Indicates type of wire by symbol.
Type, symbol, and material of wire are shown in (Table 1).
AEX
0.85
(Since the use of AV and AVS wires depends on size (nominal No.), the symbols are not indicated on the diagram.)
Indicates size of wire by nominal No.
Sizes (Nominal Nos.) are shown in (Table 2).
L Indicates color of wire by color code.
Color codes are shown in (Table 3).
Type, symbol, and material
AV and AVS are different in only thickness and outside diameter of the coating. CAVS has a circular compressed conductor. It differs from AV and AVS in the outside diameter of conductor and thickness of the coating. AEX is similar to AV in thickness and outside diameter of the coating but different from AV and AVS in material of the coating.
(Table 1)
Type Symbol
Low-voltage wire for automobile AV
Thin-cover low-voltage wire for automobile (Type 1) AVS
Thin-cover low-voltage wire for automobile
(Type 2) CAVS
Heat-resistant low-voltage wire for automobile AEX
Conductor material
Annealed copper for electric appliance
Insulator material
Temperature range (°C) in use
Soft polyvinyl chloride -30 to +60
Heat-resistant crosslinked polyethylene -50 to +110
Example of use
For large current wiring (nominal No. 5 and above)
General wiring (nominal No. 3 and lower)
For mid- to small-size excavators (nominal No. 1.25 and lower)
General wiring for extremely cold weather specification Wiring at high-temperature place
(Table 2)
Nominal No. 0.5f 0.5 0.75f 0.85 1.25f 1.25
Coating D
REMARK “f” of nominal No. denotes “flexible”. Color codes table
(Table 3)
Color Code
Color of wire Color Code
Color of wire
B Black LgW Light green and White
Br Brown LgY Light green and Yellow
BrB Brown and Black
LR Blue and Red
BrR Brown and Red LW Blue and White
BrW Brown and White LY Blue and Yellow
BrY Brown and Yellow O Orange
Ch Charcoal P Pink
Dg Dark green R Red
G Green RB Red and Black
GB Green and Black RG Red and Green
GL Green and Blue RL Red and Blue
Gr Gray RW Red and White
GR Green and Red RY Red and Yellow
GW Green and White Sb Sky Blue
GY Green and Yellow Y Yellow
L Blue
YB Yellow and Black
LB Blue and Black YG Yellow and Green
Lg Light green YL Yellow and Blue
LgB Light green and Black YR Yellow and Red
LgR Light green and Red YW Yellow and White
REMARK
In a color code consisting of 2 colors, the first color is the color of the background and the second color is the color of the marking. Example) GW indicates that the background is “Green” and marking is “White”.
The maintenance standard section shows the judgment criteria whether the equipment or parts should be replaced or can be reused when the machine is disassembled for the maintenance. The following terms are the descriptions of the judgment criteria.
•The finished dimension of a part is slightly different from one to another actually.
• A standard dimension of a finished part is set, and an allowable difference from that dimension is set for the part.
• The dimension set as the standard is called the standard dimension and the allowable range of difference from this standard dimension is called “tolerance”.
•An indication example of a standard dimension and tolerance is shown in the following table. (The standard dimension is entered on the left side and the tolerance is entered with a positive or negative symbol on the right side)
Example:
• The tolerance may be indicated in the text and a table as “standard dimension (upper limit of tolerance/ lower limit of tolerance).” Example) 120 (-0.022/ -0.126)
• Usually, the dimension of a hole and the dimension of the shaft to be inserted into that hole are indicated by the same standard dimension and different tolerances of the hole and shaft. The tightness of fit is determined by the tolerance.
•A dimension indication example of a shaft and hole is shown in the following table. (The standard dimension is entered on the left side and the tolerance of the shaft is entered with a positive or negative symbol at the center and that of the hole on the right side)
• The clearance made when new parts are assembled is called the standard clearance, which is indicated by the range from the minimum clearance to the maximum clearance.
• When some parts are repaired, the clearance is generally adjusted to the standard clearance.
• The values indicating performance and function of new products or equivalent are called “standard value”, which is indicated by a range or a target value.
• When some parts are repaired, the value of performance/ function is set to the standard value.
• When the diameter of a hole of a part shown in the given standard dimension and tolerance table is smaller than that of the shaft to be inserted, the difference between those diameters is called “interference”.
• Subtract the maximum dimension of the hole from the minimum dimension of the shaft and call it (A). Subtract the minimum dimension of the hole from the maximum dimension of the shaft and call it (B). The range between (A) and (B) is “standard interference”.
• After repairing or replacing some parts, measure the dimension of their hole and shaft and check that the interference is in the standard range.
• The dimension of parts changes due to the wear or deformation while they are used. When the dimension changes exceeding certain value, parts cannot be used any longer. This value is called “repair limit”.
•If a part is worn to the repair limit, it must be replaced or repaired.
• The performance and function of products lower while they are used. A value with which the product can be used without causing a problem is called “allowable value” or “allowable dimension”.
• A product whose dimension is out of the allowable value, must be repaired. However, since the allowable values are generally estimated through various tests or experiences in most cases, the judgment must be made in consideration of the operating condition and customer's requirement.
Allowable clearance
• Parts can be used until the clearance between them is increased to a certain limit. The limit at which those parts cannot be used is called “allowable clearance”.
•If the clearance between the parts exceeds the allowable clearance, they must be replaced or repaired.
Allowable interference
• The allowable maximum interference between the hole of a part and the shaft of another part to be assembled is called “allowable interference”.
•The allowable interference shows the repair limit of the part of smaller tolerance.
•The parts whose interferences are out of the allowable interference must be replaced or repaired.
Table of tightening torque for bolts and nuts
REMARK
Tighten the metric nuts and bolts to the torque shown in the table below unless otherwise specified.
Thread diameter (mm) Width across flats (mm)
6 10 11.8 to 14.7 {1.2 to 1.5} (*2) 10
to 34 {2.8 to 3.5} (*2) 12
{6 to 7.5} (*1, *2) 14
*2) 17
24
to 190 {15.5 to 19.5}
to 285 {23.5 to 29.5} (*1) 22 18 27 320 to 400 {33 to 41} 20 30 455 to 565 {46.5 to 58}
610 to 765 {62.5 to 78}
to 980 {80 to 100}
to 1440 {118 to 147}
2890 to 3630 {295 to 370}
*1: Split flange bolt
*2: Flanged bolt
REMARK
Tighten the flanged bolt marked with “7” on the head as shown in the following to the tightening torque shown in the table below.
Thread
Tighten the unified coarse threaded bolts and nuts to the torque shown in the table below unless otherwise specified.
5
7/8-9UNC 637 to 853 {65 to 87}
{21}
Type of bolt
Nominal sizethreads per inch
(Nm {kgfm} )
1-8UNC 883 to 1196 {90 to 122} 1040 {106}
11/8-7UNC 1187 to 1608 {121 to 164} 1393 {142}
11/4-7UNC 1598 to 2157 {163 to 220} 1873 {191}
(Nm {kgfm} )
to 333 {25 to 34}
to 451 {34 to 46}
to 608 {46 to 62}
{29}
{40}
{54}
11/2-6UNC 2354 to 3177 {240 to 324} 2765 {282} 657 to 892 {67 to 91} 775 {79}
REMARK
Tighten the unified fine threaded bolts and nuts to the torque shown in the table below unless otherwise specified.
9/16-18UNF 186 to 245 {19 to 25} 216 {22}
5/8-18UNF 255 to 343 {26 to 35}
3/4-16UNF 441 to 598 {45 to 61}
{30}
{53}
to 68.6 {5 to 7}
to 98.1 {7.5 to 10}
to 167 {13 to 17}
7/8-14UNF 716 to 961 {73 to 98} 843 {86} 196 to 265 {20 to 27}
{6}
{8.5}
{15}
{23}
1-14UNF 1020 to 1373 {104 to 140} 1196 {122} 284 to 382 {29 to 39} 333 {34}
11/8-12UNF 1353 to 1844 {138 to 188} 1598 {163} 382 to 520 {39 to 53} 451 {46}
11/4-12UNF 1804 to 2432 {184 to 248} 2118 {216} 510 to 686 {52 to 70} 598 {61}
11/2-12UNF 2707 to 3658 {276 to 373} 3177 {324} 765 to 1030 {78 to 105} 892 {91}
REMARK
Tighten the pipe joint for O-ring boss to the torque shown in the table below unless otherwise specified.
REMARK
Tighten the plug for O-ring boss to the torque shown in the table below unless otherwise specified.
REMARK
• Tighten the hose fittings (taper seal type and face seal type) to the torque shown in the following table unless otherwise specified.
•The table is applied to the threaded portion coated with engine oil (wet threaded portion).
REMARK
• The tightening torque table below applies to the seal joint (sleeve nut type) made with steel pipe for plated low pressure piping which is used for engine.
•The table is applied to the threaded portion coated with engine oil (wet threaded portion).
•Reference: The face seal joint of the dimension in ( ) is also used depending on the specification. Outside diameter of adequate pipe (mm)
REMARK
Tighten the metric threads bolts and nuts used on the 102, 107 and 114 series engines to the torques shown in the following table unless otherwise specified.
(Nm {kgfm} )
{1.02±0.20}
{2.45±0.41}
{4.38±0.61}
{7.85±1.22}
REMARK
Tighten the metric joint bolts used on the 102, 107, and 114 series engines to the torque shown in the following table unless otherwise specified.
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Thread diameter (mm)
Tightening torque (Nm {kgfm} )
6 8±2 {0.81±0.20}
8 10±2 {1.02±0.20}
10 12±2 {1.22±0.20} 12 24±4 {2.45±0.41} 14 36±5 {3.67±0.51}
REMARK
Tighten the National taper pipe threaded (NPT) screws used on the 102, 107, and 114 series engines to the torques shown in the following table unless otherwise specified.
Material of female screw In cast iron or steel In aluminum
Nominal thread size Tightening torque (Nm {kgfm} ) Tightening torque (Nm {kgfm} )
1/16 15±2 {1.53±0.20} 5±1 {0.51±0.10}
1/8
1/4
{2.04±0.20}
{2.55±0.31}
{1.53±0.20}
{2.04±0.20}
3/8 35±4 {3.57±0.41} 25±3 {2.55±0.31}
1/2 55±6 {5.61±0.61} 35±4 {3.57±0.41}
3/4 75±8 {7.65±0.82}
{4.59±0.51}
The conversion table is provided to enable simple conversion of the numerical numbers between the different units. For further details of the method of using the conversion table, see the examples given below.
Examples of using the conversion table to convert a unit from mm to in.
When converting 55 mm to in
1. Locate the number 50 in the leftmost column, take this as (A), and then draw a horizontal line from (A).
2. Locate the number 5 in the top row, take this as (B), then draw a vertical line down from (B).
3. Take the crossover point of the two lines as (C). This point (C) gives the value when converting the unit from mm to in. Accordingly, 55 mm = 2.165 in.
When converting 550 mm to in
1. The number 550 does not appear in the table. Divide it by 10 (move the decimal point one place to the left) to get 55 mm.
2. Convert 55 mm to 2.165 in according to the preceding procedure.
3. The original value (550 mm) has been divided by 10, so multiply 2.165 in by 10 (move the decimal point one place to the right) to restore the target value. This gives 550 mm = 21.65 in mm to in
Temperature
Conversion of Fahrenheit to Celsius
• A simple way to convert a Fahrenheit temperature reading into a Celsius temperature reading or vice versa is to see the number in the center column of the following table. The figures in the center of the following table show the temperatures in both Fahrenheit and Celsius.
• When converting from Fahrenheit to Celsius degrees, consider the center column to be a table of Fahrenheit temperatures and read the corresponding Celsius temperature in the column at the left.
• When converting from Celsius to Fahrenheit degrees, consider the center column to be a table of Celsius values, and read the corresponding Fahrenheit temperature on the right.
SPECIFICATION DRAWING
SPECIFICATION DRAWING: PC290LCi-11E0, PC290NLCi-11E0
Komatsu SAA6D107E-3 diesel engine (Stage V)
/
(ISO 14396)
(ISO 9249)
A
B
C
D
E Cab
F
G
H Distance between tumbler centers
I Height of handrail (including GNSS antenna mounted portion)
J
K
REMARK
The engine rated horsepower is indicated in the net value and gross value. Gross denotes the rated horsepower measured on the basic engine unit while net denotes the value measured of an engine under the condition nearly the same as that when it is installed on a machine.
WORKING RANGE: PC290LCI-11E0
A Max. digging reach mm
B Max. digging depth mm
C Max. digging height mm
D Max. vertical wall digging depth mm
E Max. dumping height mm
F Min. dumping height
G Max. digging reach at ground level
SPECIFICATIONS:
Performance
Working ranges
Max. digging depth
Max. vertical wall digging depth mm
Max. digging reach mm
Max. digging reach at ground level mm
Max. digging height mm
Max. dumping height mm 7370
Max. digging force
(When one-touch power maximizing function operates)
{18800} (198 {20200})
Continuous swing speed min-1 {rpm} 10.5
Swing operation max. slope angle deg. 20
Travel speed (Lo/Mi/Hi) km/h 3.0/4.1/5.5
Gradeability deg. 35
Ground pressure (standard shoe) kPa {kgf/cm2}
Dimensions
(*2)
Min. swing radius of work equipment
Max. height of work equipment in min. swing radius posture mm
Machine cab height
*1: Including grouser height (36 mm)
*2: Excluding grouser height (36 mm)
Engine
Model - SAA6D107E-3
Type4-cycle, water-cooled, in-line, vertical, direct injection, with variable geometry turbocharger and aircooled aftercooler
No. of cylinders - bore x stroke mm 6 - 114 x 144.5
Total piston displacement ℓ {cc} 6.69 {6690}
Performance
Rated power
• ISO 14396 rpm 159 {213} /2050{2050}
• ISO 9249 147{196} /2050 {2050}
Max. torque Nm {kgfm} /min-1rpm 911 {92.9} /1500 {1500}
Max. speed with no load
• When mounted on machine (*3) rpm 1955 {1955}
• At basic engine 2180 {2180}
Min. speed with no load rpm 1050 {1050}
Min. fuel consumption ratio g/kWh 213 {159}
Starting motor - 24 V, 11 kW
Alternator - 24V, 5.5kW {24V, 90A }
Battery (*4) - 12 V, 140 Ah x 2 pcs.
Radiator type - CF90-4
*3: When swing lock is ON
*4: The battery capacity (Ah) is indicated in the 5-hour rate.
REMARK
The engine rated horsepower is indicated in the net value and gross value. Gross denotes the rated horsepower measured on the basic engine unit while net denotes the value measured of an engine under the condition nearly the same as that when it is installed on a machine.
Undercarriage
Carrier roller - 2 (each side)
Track roller - 8 (each side)
Track shoeAssembly type triple grouser shoe, 48 pieces on each side
Hydraulic system
Hydraulic pump
Type x quantityVariable displacement piston type (HPV140 + 140) x 2 pcs.
Discharged volume ℓ/min 245 x 2
Set pressure MPa {kgf/cm2} 37.2 {380}
Control valve
Type x quantity - 7-spool + 1-spool type x 1 pc.
Operating method - Hydraulic type
Travel motorVariable displacement piston type x 2 pcs. (with brake valve and shaft brake)
Swing motorFixed displacement piston type x 1 piece (with safety valve, and parking brake)
Boom cylinder (*5)
Type
Cylinder bore mm
Piston
Stroke mm
Max. distance between pins mm
Min. distance between pins mm
Arm cylinder (*6)
Bucket cylinder
Double-acting piston type
Hydraulic tank - Box-shaped sealed type
Hydraulic oil filter - Tank return side
Hydraulic oil cooler - Air-cooled type (CF91)
*5: With cushion on head side.
*6: With cushions on head side and bottom side.
k This weight table is provided for your reference for when handling the components or when transporting.
k This weight table shows the dry weight.
For details of notes (Note 1, Note 2...) in the table, see the Operation and Maintenance Manual.
SCR
Abbreviation for Selective Catalytic Reduction
5: AdBlue/DEF tank pressure hose (low temperature side)
6: AdBlue/DEF pump
7: AdBlue/DEF suction hose
8: AdBlue/DEF tank coolant inlet hose
9: AdBlue/DEF pressure hose (high-temperature side)
10: AdBlue/DEF tank heating valve
11: KDPF
12: AdBlue/DEF mixing tube
13: SCR assembly
14: AdBlue/DEF injector coolant hose
15: AdBlue/DEF injector
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A: Coolant inlet
1: Mass air flow and temperature sensor
2: Engine
3: Engine controller
4: KDPF assembly
5: KDOC unit
6: KCSF unit
7: KDPF differential pressure sensor
8: KDPF outlet pressure sensor
9: Turbocharger outlet NOx sensor
10: Turbocharger outlet NOx sensor controller
11: KDOC inlet temperature sensor
12: KDOC outlet temperature sensor
13: KDPF outlet temperature sensor
14: KDPF temperature sensor controller
15: AdBlue/DEF mixing tube
16: AdBlue/DEF injector
17: SCR assembly
18: Upstream SCR catalyst
19: Downstream SCR catalyst and ammonia oxidation catalyst (integrated type)
20: Ammonia sensor
B: Coolant outlet
21: Ammonia sensor controller
22: SCR temperature sensor
23: SCR outlet temperature sensor
24: SCR temperature sensor controller
25: SCR outlet NOx sensor
26: SCR outlet NOx sensor controller
27: Smart sensor
28: Ambient temperature sensor
29: Engine room temperature sensor
30: AdBlue/DEF system
31: AdBlue/DEF tank heating valve
32: AdBlue/DEF tank
33: AdBlue/DEF tank sensor
34: AdBlue/DEF suction line
35: AdBlue/DEF return line
36: AdBlue/DEF pressure line
37: AdBlue/DEF pump
38: AdBlue/DEF line heater relay
39: Machine monitor
1: Engine
2: Engine controller
3: AdBlue/DEF pump
4: AdBlue/DEF tank
5: AdBlue/DEF injector
6: KDPF
7: SCR catalyst
8: Ammonia oxidation catalyst
• Urea SCR system is a device which converts toxic nitrogen oxides (NOx) in the exhaust gas into harmless nitrogen and water.
• By spraying AdBlue/DEF into the exhaust gas, it decomposes and hydrolyzes to form ammonia (NH3) and the ammonia selectively reacts with nitrogen oxides for the conversion to nitrogen and water.
1: AdBlue/DEF tank
2: AdBlue/DEF suction hose
3: AdBlue/DEF pump
3A: Flow control valve
3B: Pump
3C: AdBlue/DEF filter
3D: Pressure sensor
4: AdBlue/DEF return hose
5: AdBlue/DEF pressure hose
6: AdBlue/DEF injector
• AdBlue/DEF system consists of AdBlue/DEF tank (1), AdBlue/DEF hoses (2), (4), (5), AdBlue/DEF pump (3), and AdBlue/DEF injector (6).
• The AdBlue/DEF system is a part of the Komatsu Urea SCR system and its function is to provide AdBlue/DEF into the SCR Catalyst Assembly.
• However, the comprising devices, such as the AdBlue/DEF pump, may not start functioning till certain conditions are fulfilled.
• The AdBlue/DEF system has heating systems to thaw and prevent AdBlue/DEF from freezing because AdBlue/DEF freezes at -11 °C.
• The AdBlue/DEF pump pressurizes AdBlue/DEF and delivers it into the AdBlue/DEF mixing tube through the AdBlue/DEF injector.
•The amount of AdBlue/DEF injection is controlled by the Engine Controller.
• The amount of AdBlue/DEF injection is calculated based on the information of the turbocharger outlet NOx sensor, the SCR catalyst temperature sensor, the SCR outlet temperature sensor, the ammonia sensor, the SCR outlet NOx sensor and the exhaust gas flow rate.
• AdBlue/DEF injection is also controlled by the system temperature because Urea SCR systems are not effective in low temperature. For the monitoring of the system temperature, the KDPF outlet temperature sensor is used in addition to the SCR temperature sensors.
• If any abnormality is detected in any of the sensors that are used for the calculation of the amount of AdBlue/DEF injection and the monitoring of the system temperature, the Engine Controller commands termination of AdBlue/DEF injection. When this occurs, alerts will be activated and failure codes will be registered.
• Some abnormalities may cause large amount of urea precipitation inside the AdBlue/DEF mixing tube and result in deposit of urea on the inner surfaces. If it continues and urea deposit accumulates AdBlue/DEF injection can be blocked at the AdBlue/DEF injector or the exhaust gas flow can be choked in the passages.
• The AdBlue/DEF purging is incorporated to purge remaining AdBlue/DEF in the AdBlue/DEF injector, AdBlue/DEF hoses and the AdBlue/DEF pump to prevent AdBlue/DEF from solidifying inside by precipitation or freezing.
• The AdBlue/DEF purging is activated automatically when the engine is shut down or the ambient temperature falls so low that the heating systems is not capable of maintaining fluidity of AdBlue/DEF.
• In the case of the AdBlue/DEF purging of the engine shutdown, the purging operation continues several minutes after the engine stops. Once the purging operation completes, the Engine Controller shuts itself down automatically.
Do not turn the battery disconnect switch to the OFF position till the System Operating Lamp in the battery box goes out. The System Operating Lamp will go out when the system shuts itself down after the purging operation completes.
•The AdBlue/DEF heating system has two operation modes.
•One operation mode is “Thaw mode”.
• At engine start-up if the Engine Controller judges AdBlue/DEF is frozen, it automatically commands heating the AdBlue/DEF injection system.
• The AdBlue/DEF pump and the AdBlue/DEF injector hold their operation till the Engine Controller judges the completion of AdBlue/DEF thawing operation.
•The other operation mode is “Freeze Prevention mode”.
• While the machine is in operation if the Engine Controller judges AdBlue/DEF is likely to freeze, it automatically commands heating the AdBlue/DEF system.
• While the heating is on during machine operation if the Engine Controller judges that cooling by the ambient exceeds the heating capacity of the system, it automatically starts AdBlue/DEF purging and
shuts down the operation of the AdBlue/DEF pump and the AdBlue/DEF injector. However, the heating system is kept on as long as the machine is in operation.
•“Thaw mode” and “Freeze Prevention mode” are controlled by utilizing information by temperature sensors. The temperature sensors used for the control of two modes are different and the temperature Freeze Prevention modesensors utilized by the comprising devices are different. The following table shows which comprising device uses which heating system and which temperature sensors in relation to which operation mode.
Heating system Thawing mode
Freeze prevention mode
AdBlue/DEF suction and purge hose
AdBlue/DEF pressure hose (lowtemperature side)
AdBlue/DEF pressure hose (hightemperature side)
Heater around hose
Heater around hose
AdBlue/DEF pump Pump built-in heater
AdBlue/DEF tank
Circulation of coolant
Ambient temperature sensor
Ambient temperature sensor
Engine room temperature sensor Engine room temperature sensor
AdBlue/DEF pump temperature sensor
AdBlue/DEF tank temperature sensor
Ambient temperature sensor
AdBlue/DEF tank temperature sensor
• The purpose of inducement is to prompt the operator to perform maintenance or repair on the emissions control system.
• Inducement strategy is a control action to ensure prompt correction of various failures in the engine emissions control system. It requires actions to limit engine performance and defines required indication such as warning lamps and messages, as well as alarms while the control actions are imposed. The warning steps of Inducement are different between for North America and for European Union.
• The categories of abnormalities that have triggered Inducement are displayed on the “SCR Information” screen of the machine monitor.
INDUCEMENT STRATEGY WHEN THE AdBlue/DEF LEVEL IN THE TANK BECOMES
• When the AdBlue/DEF level in the tank becomes low, AdBlue/DEF level caution lamp on the machine monitor lights up, the Audible alert sounds, the action level is displayed and Inducement strategy including engine power deration is activated.
• The Inducement strategy progresses in 4 levels from Warning, Continuous Warning, Low-Level Inducement, and Severe Inducement.
• Up to the start of Severe Inducement the start of each warning step is triggered by the amount of AdBlue/DEF in the AdBlue/DEF tank.
•The Inducement strategy status can be checked on “SCR Information” screen of the user menu.
•The table shows warning indications and engine power derations by each Inducement strategy status.
Machine monitor
Status
AdBlue/DEF level (*1) (AdBlue/DEF level gauge)
1 Warning 10% (The bottom two gradations light on)
Message of SCR Information
1: DEF low level warning appears.
AdBlue/DEF level caution lamp (Action level)
Red
Tone of audible alert
Activated failure code (*2)
Engine deration (*3)
No sound CA3497 (AdBlue/DEF level low error 1) No deration
Status
2 Continuous Warning (Warning 2)
AdBlue/DEF level (*1) (AdBlue/DEF level gauge)
5% (Within the gradation of the second from the bottom )
Message of SCR Information
2: Without treatment, engine power will be derated.
Machine monitor
AdBlue/DEF level caution lamp (Action level)
Tone of audible alert Activated failure code (*2)
Red Triplet (*4) Short intermittently (*5)
Engine deration (*3)
CA3498 (AdBlue/DEF level low error 2) No deration
3
4
Low-Level Inducement (Inducement 1) 2.5% (The gradation of the end of the bottom lights on)
3: Engine power is under deration.
Severe Inducement (Inducement 2)
0% (All gradations lights off)
4: Engine power is under heavy deration.
Red Long intermittently
Red Continuously
Red
*1: It is shown the value of Monitoring ID 19111: “AdBlue/DEF Level Corrected”.
CA1673 (AdBlue/DEF level low error 3)
Torque: over 25% Red
CA1673
CA3547 (AdBlue/DEF level low error 4)
Torque: 50% and RPM: 40%
*2: These failure codes are displayed on “Current Abnormality” in the operator mode, or “Abnormality Record” in the service mode. For the failure codes, see TROUBLESHOOTING, “TROUBLESHOOTING POINTS FOR UREA SCR SYSTEM”.
*3: These percentages show a torque reduction ratio from the full torque curve, and a speed reduction ratio from the rated speed.
*4: Construction equipment with crawler
*5: Construction equipment with wheel
• AdBlue/DEF system caution lamp lights up on machine monitor, and an action level is displayed when an abnormality occurs in quality in AdBlue/DEF or in urea SCR system. In addition to the caution by the AdBlue/DEF system caution lamp, alarm sounds as time passes after the abnormality occurred. Then, inducement strategy starts so that the engine output is lowered.
• The Inducement strategy status and the categories of abnormalities can be checked on the “SCR Information” screen of the machine monitor.
•The table shows warning indications and engine power derations by each Inducement strategy status.
Status Elapsed time (*1)
1 Warning 5 hours
2 Continuous Warning (Warning 2) 10 hours
3 Low-Level Inducement (Inducement 1) 20 hours
4
Severe Inducement (Inducement 2) Until repairing
Machine monitor
AdBlue/DE F system caution lamp (Action level)
Tone of audible alert
1: Please inspect and maintain SCR system. Yellow No sound
Failure code for abnormality (*2),(*3)
Failure code for Inducement strategy status (*4)
Engine deration (*5) Message of SCR Information
CA3571 CB3571 No indication No deration Yellow
2: Without treatment, engine power will be derated. Yellow Triplet (*6) Short intermittently (*7)
AS00R2 (Warning 2 (SCR Device Abnormality)) No deration Yellow
CA3571
CB3571
3: Engine power is under deration. Red Long intermittently
4: Engine power is under heavy deration. Red Continuously
CA3571 CB3571
AS00R3 (Inducement 1 (SCR Device Abnormality))
Torque: over 25% Red
Torque: 50% and RPM: 40% Red
AS00R4 (Inducement 2 (SCR Device Abnormality))
*1: Elapsed time of each stage describes an accumulated time advancing to the next stage after starting “Warning” stage. Final Inducement is not cleared till abnormality is repaired.
*2: These failure codes are displayed on “Current Abnormality” in the operator mode, or “Abnormality Record” in the service mode. The failure code shown here is an example of failure code which is displayed on the machine
monitor when an abnormality occurs. For the failure codes, see TROUBLESHOOTING, “TROUBLESHOOTING POINTS FOR UREA SCR SYSTEM”.
*3: The failure code which starts with CB may be displayed for the machine equipped with aftertreatment devices branching off to 2 lines.
*4: These failure codes are displayed on “Current Abnormality” in the operator mode, or “Abnormality Record” in the service mode.
*5: These percentages show a torque reduction ratio from the full torque curve, and a speed reduction ratio from the rated speed.
*6: Construction equipment with crawler
*7: Construction equipment with wheel
• The Inducement strategy is different if Inducement is triggered by abnormalities in KDPF. It has 4 levels totally which is the same as that, but it has different display on the machine monitor, and engine power deration (torque lowering ratio is 25% or more) and alarm starts from “Warning”.
•The table shows warning indications and engine power derations by each Inducement strategy status.
Machine monitor
Status Elapsed time (*1)
1 Warning 5 hours
Message of SCR Information
Caution lamp (Action level)
1: Please inspect and maintain SCR system. Red
Tone of audible alert
Failure code for abnormality (*2),(*3)
Failure code for Inducement strategy status (*4)
Engine deration (*5)
2 Continuous Warning (Warning 2) 10 hours
2: Without treatment, engine power will be derated. Red
Long intermittently
CA4151
CB4151 No indication Torque: over 25% Red
Triplet (*6)
AS00R2 (Warning 2 (SCR Device Abnormality)) Torque: over 25% Yellow Red
Short intermittently (*7)
CA4151 CB4151
3
Status
Elapsed time (*1)
Message of SCR Information
Caution lamp (Action level)
Machine monitor
Tone of audible alert
Low-Level Inducement (Inducement 1) 20 hours
3: Engine power is under deration.
Long intermittently
4
Severe Inducement (Inducement 2)
Until repairing
4: Engine power is under heavy deration.
Continuously
Failure code for abnormality (*2),(*3)
Failure code for Inducement strategy status (*4)
Engine deration (*5)
CA4151 CB4151
AS00R3 (Inducement 1 (SCR Device Abnormality))
Torque: over 25%
CA4151 CB4151
AS00R4 (Inducement 2 (SCR Device Abnormality))
Torque: 50% and RPM: 40%
*1: Elapsed time of each stage describes an accumulated time advancing to the next stage after starting “Warning”stage. Final Inducement is not cleared till abnormality is repaired.
*2: These failure codes are displayed on “Current Abnormality” in the operator mode, or “Abnormality Record” in the service mode. The failure code shown here is an example of failure code which is displayed on the machine monitor when an abnormality occurs. For the failure codes, see TROUBLESHOOTING, “TROUBLESHOOTING POINTS FOR UREA SCR SYSTEM”.
*3: The failure code which starts with CB may be displayed for the machine equipped with aftertreatment devices branching off to 2 lines.
*4: These failure codes are displayed on “Current Abnormality” in the operator mode, or “Abnormality Record” in the service mode.
*5: These percentages show a torque reduction ratio from the full torque curve, and a speed reduction ratio from the rated speed.
*6: Construction equipment with crawler
*7: Construction equipment with wheel
• The Inducement strategy is different if Inducement is triggered by abnormalities in EGR. It has 4 levels totally which is the same as that, but it has different display on the machine monitor, and engine power deration (torque lowering ratio is 25% or more) and alarm starts from “Warning”.
•The table shows warning indications and engine power derations by each Inducement strategy status.
Machine monitor
Status Elapsed time (*1)
1 Warning 5 hours
Message of SCR Information
Caution lamp (Action level)
1: Please inspect and maintain SCR system. Red
Tone of audible alert
Failure code for abnormality (*2),(*3)
Failure code for Inducement strategy status (*4)
Engine deration (*5)
2 Continuous Warning (Warning 2) 10 hours
2: Without treatment, engine power will be derated.
3 Low-Level Inducement (Inducement 1) 20 hours
3: Engine power is under deration.
Long intermittently
CA2271 CB2271 No indication
Torque: over 25% Red
Triplet (*6)
Short intermittently (*7)
CA2271 CB2271
AS00R2 (Warning 2 (SCR Device Abnormality))
Long intermittently
CA2271 CB2271
AS00R3 (Inducement 1 (SCR Device Abnormality))
Torque: over 25%
Torque: over 25%
4
Status
Elapsed time (*1)
Message of SCR Information
Caution lamp (Action level)
Machine monitor
Tone of audible alert
Severe Inducement (Inducement 2)
Until repairing 4: Engine power is under heavy deration.
Continuously
Failure code for abnormality (*2),(*3)
Failure code for Inducement strategy status (*4)
Engine deration (*5)
CA2271 CB2271
AS00R4 (Inducement 2 (SCR Device Abnormality))
Torque: 50% and RPM: 40%
*1: Elapsed time of each stage describes an accumulated time advancing to the next stage after starting “Warning”stage. Final Inducement is not cleared till abnormality is repaired.
*2: These failure codes are displayed on “Current Abnormality” in the operator mode, or “Abnormality Record” in the service mode. The failure code shown here is an example of failure code which is displayed on the machine monitor when an abnormality occurs. For the failure codes, see TROUBLESHOOTING, “TROUBLESHOOTING POINTS FOR UREA SCR SYSTEM”.
*3: The failure code which starts with CB may be displayed for the machine equipped with aftertreatment devices branching off to 2 lines.
*4: These failure codes are displayed on “Current Abnormality” in the operator mode, or “Abnormality Record” in the service mode.
*5: These percentages show a torque reduction ratio from the full torque curve, and a speed reduction ratio from the rated speed.
*6: Construction equipment with crawler
*7: Construction equipment with wheel
• Temporary Restoration from Inducement is one of the Inducement strategies allowed to be included in Urea SCR systems. In case the Urea SCR system advances to “Severe Inducement”, engine power is derated heavily. This may cause difficulties of moving the machine to a safe place for adding AdBlue/DEF or troubleshooting and correcting abnormalities of the Urea SCR system. For temporary remedies from these difficulties the operator can restore engine power for a short time to the deration of “Low-Level Inducement” through the machine monitor. Note that “Temporary Restoration from Inducement” does not regain full engine power.
• “Temporary Restoration from Inducement” can be activated only when the Urea SCR system is in “Severe Inducement”. The maximum duration is limited to 30 minutes in each restoration operation, and 3 operations are allowed. All the abnormalities of the Urea SCR system need to be corrected to regain another restoration capability.
•To activate Temporary Restoration, follow the procedures described below.
For the operating procedure on this function, refer to “TEMPORARY RESTORATION FROM INDUCEMENT” on the OPERATION section in the Operation and Maintenance Manual.
• The Urea SCR system continuously monitors its operation conditions and stores information on inappropriate operations including malfunctions.
• The stored information is utilized to monitor recurrences of abnormalities, “Abnormality Counter”. “Abnormality Counter” is required by the authorities. The abnormality counting spans 40 hours and it monitors the abnormalities that trigger Inducement other than the amount of AdBlue/DEF in the tank.
• If another abnormality/abnormalities is detected within 40 hours after the previous abnormalities were corrected, regardless of the level of the previous Inducement and whether the new abnormality/abnormalities is the same as the previous ones or not, it is judged as a recurrence.
•If a recurrence occurs, the Inducement strategy will be activated.
• Inducement in the recurrence resumes counting time at the time when the previous abnormalities were corrected if the previous Inducement is in “Warning”, “Continuous Warning” or “Low-Level Inducement”. The alerts resume the previous Inducement.
• If the time the previous abnormalities were corrected is in “Severe Inducement”, Inducement in the recurrence starts from “Low-Level Inducement” but the remaining time to “Severe Inducement” is 1 hour or 2 hours depending on abnormalities. If the 1 hour or 2 hours are used up without correcting the new abnormalities, Inducement will advance to “Severe Inducement” and engine power will be derated heavily.
SCR
Abbreviation for Selective Catalytic Reduction
AdBlue/DEF MIXING TUBE
STRUCTURE OF AdBlue/DEF MIXING TUBE
REMARK
The shape is subject to machine models.
A: Exhaust gas inlet (from KDPF)
1: Clamp
2: AdBlue/DEF injector
3: Gasket for AdBlue/DEF injector
FUNCTION OF AdBlue/DEF MIXING TUBE
B: Exhaust gas outlet (to SCR)
4: AdBlue/DEF mixing tube (connector)
5: AdBlue/DEF mixing tube (tube)
It mixes AdBlue/DEF injected from AdBlue/DEF injector with exhaust gas, and decomposes it to ammonia which is needed to purge NOx from SCR assembly.
SCR ASSEMBLY
SCR
Abbreviation for Selective Catalytic Reduction
STRUCTURE OF SCR ASSEMBLY
REMARK
The shape is subject to machine models.
5: Temperature sensor controller
6: Ammonia sensor
7: Hanger plate
8: water baffle
9: Water drain port
10: Sensor table
11: Sensor table band
12: Catalyzer hold mat
13: Water dam
14: Downstream SCR catalyst and ammonia oxidation catalyst (integrated type)
15: Upstream SCR catalyst
16: Rectifier tube
• SCR assembly consists of rectifier tube (16) equalizing the distribution of flow speed by leading exhaust gas, upstream SCR catalyst (15), downstream SCR catalyst, ammonia oxidation catalyst (14), and water dam which prevents rain water from entering into downstream SCR catalyst and ammonia oxidation catalyst (14) while exhausting gas.
• Ammonia oxidation catalyst (a part of 14) oxidizes ammonia to water and nitrogen with ammonia oxidation catalyst (a part of 14) to prevent ammonia which is supplied to SCR assembly from being released out because SCR catalyst (a part of 14, 15)cannot completely consume it.
• Each 1 piece of SCR temperature sensor (2), SCR outlet temperature sensor (4), ammonia sensor (6), and SCR outlet NOx sensor (3) are installed. These sensors are usable for various troubleshooting, such as they are used to control the feedback of denitration efficiency or they monitor that SCR catalyst properly functions or not.
•Rectifying tube (16) equalizes the distribution of exhaust gas flow speed.
•SCR catalyst (15, a part of 14) uses the ceramic honeycomb.
• The catalyzer holding mat (12) is made of a specific fiber and protects the ceramic catalyst against vibrations by the engine and the machine body. It also protects the outer periphery of SCR assembly against a heat transfer of the ceramics during operation.
• Water dam (13) is located at the upstream side of the outlet and prevents rainwater from entering into downstream SCR catalyst unit and ammonia oxidation catalyst (14).
• Water baffle (8) is located at the downstream side of the outlet and prevents rainwater at outlet from splashing over the detection part of NOx sensor.
STRUCTURE OF AdBlue/DEF TANK SENSOR
REMARK
The shape is subject to machine models.
1: Connector
2: Concentration Sensing part
3: Temperature sensing part
4: Level sensing part
FUNCTION OF AdBlue/DEF TANK SENSOR
• This sensor is installed to AdBlue/DEF tank and outputs AdBlue/DEF level, AdBlue/DEF concentration, and AdBlue/DEF temperature through CAN communication.
•AdBlue/DEF level and AdBlue/DEF concentration are measured by using ultrasonic wave.
•When the tank is frozen or empty, AdBlue/DEF level and AdBlue/DEF concentration are not measured.
A: Suction from AdBlue/DEF tank
B: Return to AdBlue/DEF tank
C: Pressurized sending to AdBlue/DEF injector
1: AdBlue/DEF pump
2: AdBlue/DEF inlet connector
3: AdBlue/DEF backflow connector
4: AdBlue/DEF outlet connector
5: Electric connector
6: AdBlue/DEF filter cap
7: AdBlue/DEF filter (built-in)
• The followings are built-in: The filter to collect the dust in AdBlue/DEF, the valve to switch the flow direction when purging, and the heater to thaw AdBlue/DEF when it is frozen.
• It purges AdBlue/DEF from AdBlue/DEF tank, pressurizes it to 900 kPa {9.18 kgf/cm2} , and sends it to AdBlue/DEF injector.
• To prevent wrong connection of connectors, the backflow connectors are white and can be distinguished from others. The sizes of inlet connector and outlet connector are different and they cannot be connected each other.
STRUCTURE OF AdBlue/DEF
A: Pressurized sending from AdBlue/DEF pump
B: Coolant inlet
C: Coolant outlet
1: AdBlue/DEF injector
2: AdBlue/DEF inlet connector
3: Coolant inlet connector
4: Coolant outlet connector
5: Electric connector
•It injects AdBlue/DEF which is pressurized by AdBlue/DEF pump into AdBlue/DEF mixing tube.
•The injection amount is controlled by the valve opening or closing time while the pressure is constant.
•It circulates the engine coolant to prevent it from being heated by the heat from the exhaust pipe.
Principle of injection of the injector is described. Following figure shows the state of injection.
1. Engine controller sends the electrical signal to control AdBlue/DEF injector.
2. Solenoid (4) moves seal ball (2), and seal ball (2) leaves from injection port (1) to make opening state. Pressurized AdBlue/DEF by AdBlue/DEF pump is injected.
3. When the electrical signal is not sent, seal ball (2) closes injection port (1) with spring force (3), so AdBlue/DEF is not injected.
1: Connector
2: Housing
3: Coupling
4: Corrugated tube
5: Insulation tape
6: Heating wire
7: Nylon tube
• It is used as AdBlue/DEF piping between AdBlue/DEF tank and AdBlue/DEF pump or between AdBlue/DEF pump and AdBlue/DEF injector.
• The shape of the engaging portion between AdBlue/DEF tank and AdBlue/DEF pump or AdBlue/DEF injector pin is based on 3/8 inches or 5/16 inches of SAE J2044. It can be disconnected or connected with one touch.
•There are 2 types of hose end shape such as straight shape and 90 deg. elbow shape.
• There are 2 types of nylon tubes of its outside diameter 5 mm and 8 mm. Choose the suitable one according to the model and the part to use.
• In the cold weather, the specified current flows in the heating wire immediately after the engine is started. It heats nylon tube and thaws AdBlue/DEF which has frozen in the nylon tube.
•It also keeps temperature constant to prevent AdBlue/DEF from freezing again while machine is operated.
STRUCTURE OF AdBlue/DEF TANK HEATING
A: Engine coolant inlet
1: Solenoid
2: Solenoid core
3: Solenoid coil
4: Spring
B: Engine coolant outlet
5: Plunger
6: Diaphragm
7: Valve
• AdBlue/DEF tank heating valve thaws AdBlue/DEF tank, and opening/closing of the valve (7) is done by solenoid (1).
• The opening position of valve is fixed and the control is only for opening/closing. When the solenoid (1) is de-energized, the valve is closed.
•Diaphragm (6) prevents entering of engine coolant into solenoid (1).
1. When solenoid coil (3) is energized, solenoid core (2) is magnetized and pull plunger (5) to open valve (7) which is directly connected to plunger (5).
2. When solenoid coil (3) is de-energized, solenoid core (2) loses pulling force and plunger (5) is pushed down by spring (4) and valve (7) is closed.
LAYOUT DRAWING OF BOOT-UP SYSTEM
1: Fuse box
2: Pump controller
3: Engine controller
4: Battery
7: ID key controller
8: ID key antenna
9: Fusible link
10: System operating lamp
11: Battery disconnect switch 10
5: Gateway Controller
6: Machine monitor
1: Battery disconnect switch
2: Battery
3: Fusible link
4: Fuse box
5: System operating lamp
6: Machine monitor
*1: Machine with KomVision.
7: Engine controller
8: Pump controller
9: KOMTRAX terminal
10: ICT sensor controller
11: Work equipment controller
12: KomVision controller (*1)
The operation state of each controller is checked by ON/OFF of the system operating lamp.
This lamp is lit while any controller is in operation. Accordingly, the operator must not shut off the battery power circuit while this lamp is lit.
k Before shutting off the battery power supply circuit, turn the starting switch to “OFF” position, and check that the system operating lamp goes out, then turn the battery disconnect switch to “OFF” position.
k If the battery disconnect switch is turned to “OFF” position (battery power supply circuit is OFF) while the system operating lamp is lit, data loss error of controller may occur. Never operate the battery disconnect switch while the system operating lamp is lit.
REMARK
•The system operating lamp goes out in max. 6 minutes after the starting switch is turned to “OFF” position.
• The system operating lamp may sometimes light up while the starting switch is in “OFF” position, because KOMTRAX terminal may maintain its communication under this condition.
•Voltage of 24 V is constantly applied to one side of system operating lamp (LED (Light Emitting Diode)).
• When any controller is in operation, the controller side outputs Low (0 V), and a current flows through the diode and the system operating lamp lights up.
• When all controllers are stopped, the controller side outputs High (24 V), and no current flows through the diode and the system operating lamp goes off.
• KOMTRAX terminal performs communication periodically even if the starting switch is kept in “OFF” position, thus it starts and stops repeatedly.
• The start and stop cycle (sleep cycle) of KOMTRAX terminal varies depending on the factors including the communication state and machine stop time. So the lamp can be lit as long as approximately 1 hour.
• The system operating lamp may look slightly luminous in the dark after it is turned off. It is due to the minute leakage of current and not an abnormal phenomenon.
• When you want to cut off the battery circuit for maintenance but the system operating lamp is kept lit, turn the starting switch to “ON” position once, and then turn it to “OFF” position, and the lamp goes out in max. 6 minutes.
After the system operating lamp goes out, turn the battery disconnect switch immediately to “OFF” position.
• After the engine is stopped, AdBlue/DEF in AdBlue/DEF injector or AdBlue/DEF pump is automatically sucked into AdBlue/DEF tank to prevent malfunction caused by freezing of AdBlue/DEF or deposition of urea. Accordingly, the system operating lamp keeps lit for a while after the starting switch is turned to “OFF” position, and this is normal.
FUNCTION OF BATTERY DISCONNECT SWITCH
(O): OFF position
(I): ON position
• Usually, battery disconnect switch (1) is used instead of disconnecting the cable from the negative terminal of the battery in the following cases.
• When storing the machine for a long period (1 month or longer)
•When servicing or repairing the electrical system
•When performing electric welding
•When handling the battery
•When replacing the fuse, etc.
• When battery disconnect switch (1) is turned to OFF position (the contact is opened), all the continuous power supplies for the components, including the starting switch B terminal and controllers, are all cut out, and the condition is the same as the condition when the battery is not connected. Accordingly, all of the electrical system of the machine does not operate.
NOTICE
•Do not turn battery disconnect switch (1) to OFF position while the system operating lamp is lit. If battery disconnect switch (1) is turned to OFF position while the system operating lamp is lit, the data in the controller may be lost and the controller may be damaged seriously.
• Do not turn battery disconnect switch (1) to OFF position while the engine is running or immediately after the engine is stopped. If battery disconnect switch (1) is turned to OFF position while the alternator is generating power, the generated current has nowhere to go, leading to overvoltage in the electrical system of the machine, which may cause serious damage to the electrical system, including the electric devices and controllers.
REMARK
• The system operating lamp lights up while the controller is in operation or AdBlue/DEF pump is in operation. It lights up when KOMTRAX is performing communication, even if the starting switch is set to OFF position.
• If battery disconnect switch (1) has been at OFF position for a long period, the machine monitor and the clock of the radio may be initialized. In this case, re-setting is required.
7: Vibration damper
8: Auto-tensioner
9: Air cleaner
10: Alternator
11: Starting motor
Type of damper: Wet type
Damper oil: TO30
Quantity of damper oil: 0.65 ℓ
12: Damper
13: Rear engine mount
14: Front engine mount
15: Engine controller
•VGT (2) is a turbocharger which can change the cross-sectional area of the exhaust passage.
•EGR cooler (1) cools the exhaust gas with the coolant.
•KDPF (5) has KDOC (catalyst) and KCSF (soot collecting filter) in it and purifies the exhaust gas.
• KCCV ventilator (6) separates and returns oil to the intake side to burn the blowby gas again. It mainly consists of filters.
1: Battery disconnect switch
2: Battery
3: Battery relay
4: Fusible link
5: Fuse box
6: Starting switch
7: Engine shutdown secondary switch
8: Engine controller
9: Lock lever
10: PPC lock switch
11: Starting motor cut-off relay (for PPC lock)
12: Starting motor cut-off relay (for personal code)
13: Fuel control dial
14:Safety relay
15: Starting motor
16: Fuel supply pump
17: Various sensors
18: Machine monitor
19: Gateway function Controller
20: Pump controller
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Mechanism and function of engine starting system
• When starting switch (6) is turned to ON position, engine controller (8) sends a command current to fuel supply pump (16).
Accordingly, a fail-safe mechanism is provided, that is, the engine stops when the electrical system has trouble.
• When starting switch (6) is turned to START position while lock lever (9) is in LOCK position, the starting current is supplied to starting motor (15) and the engine starts.
If lock lever (9) is in FREE position, starting motor cut-off relay (11) operates to cut off the starting current to starting motor (15) and the engine does not start, that is, a neutral safety mechanism.
• Upon receipt of the engine cut-off command from the external source, KOMTRAX terminal (19) sends the signal to machine monitor (18).
Machine monitor (18) operates starting motor cut-off relay (12) to cut off the starting current to starting motor (15), thus the engine does not start.
Upon receipt of the throttle signals from fuel control dial (13) and pump controller (20), engine controller (8) selects the lower throttle signal and sends the command current to fuel supply pump (16). Fuel supply pump (16) adjust the fuel injection rate to control the engine speed.
Mechanism and function of engine stopping system
When starting switch (6) is turned to OFF position, the current from terminal ACC of starting switch (6) to engine controller (8) is cut off, and the command current to fuel supply pump (16) is also cut off. Fuel supply pump (16) stops supplying fuel, the engine speed decreases, and the engine stops.
Mechanism and function of engine stopping system with engine shutdown secondary switch
When engine shutdown secondary switch (7) is set to the engine stop position, the current from terminal ACC of starting switch (6) to engine controller (8) is cut off forcibly. The condition becomes the same as when starting switch (6) is turned to OFF position, and the engine stops.
a: CAN signal
b: Oil pressure sensor signal
c: Oil pressure switch signal
1: Pump controller
2: Engine controller
3: Machine monitor
4: Fuel control dial
5: Fuel supply pump
6: Various sensors
7: Oil pressure switch
d: 1st throttle signal
e: Fuel supply pump control signal
f: Various sensor signals
8: Oil pressure sensor
9: Main pump
10: Control valve
10a: Self-pressure reducing valve
10b: Merge-divider valve
10c: Travel junction valve
11: PPC lock solenoid valve
• When all the control levers are set to NEUTRAL positions while waiting for a dump truck or next work, the engine speed decreases to the control speed automatically to improve the fuel economy and reduce the noise.
• If any control lever is operated, the engine speed returns immediately to the speed set with the fuel control dial.
A: All work equipment control levers in NEUTRAL
B: Work equipment control lever operated
C: Fuel control dial at set speed
D: Engine control speed (approximately 1050 rpm)
E: 4 sec.
F: Max. 2 sec.
G: Max. 1 sec.
While the engine is running at approximately 1050 rpm or higher speed, when all the control levers are kept in NEUTRAL for 4 seconds or more, engine speed is decreased to approximately 1050 rpm and kept to the engine control speed (approximately 1050 rpm) until any control lever is operated.
While the engine speed is kept at the engine control speed (approximately 1050 rpm), when any control lever is operated, the engine speed increases immediately to the fuel control dial set speed.
a: Front pump PC-EPC valve drive signal
b: Rear pump PC-EPC valve drive signal
c: Solenoid valve GND
d: CAN signal
1: Battery disconnect switch
2: Battery
3: Battery relay
4: Fusible link
5: Fuse box
6: Resistor for PC-EPC valve
7: Pump controller
8: Engine controller
9: Machine monitor
10: Air conditioner unit
11: Pump drive secondary switch
12: Fuel control dial
13: Fuel supply pump
14: Various sensors
15: Hydraulic oil temperature sensor
e: Hydraulic oil temperature signal
f: 1st throttle signal
g: Fuel supply pump control signal
h: Various sensor signals
16: Front pump
16a: Servo
16b: LS valve
16c: PC valve
17: Rear pump
17a: Servo
17b: LS valve
17c: PC valve
18: Control valve
18a: Self-pressure reducing valve
18b: Merge-divider valve
18c: Travel junction valve
19: Front pump PC-EPC valve
20: Rear pump PC-EPC valve
• When the coolant temperature is low after the engine is started, the engine speed is increased automatically to warm up the engine.
• The engine automatic warm-up function has 2 kinds; “Heater warm-up” and “Normal warm-up”, either of which is used according to the purpose. The purpose of the heater warm-up is to increase the coolant temperature to improve the effect of the heat. The purpose of the normal warm-up is to heat the engine to prevent damage on the engine caused by low temperature.
Operating conditions 1
Machine specification: Air conditioner specification
Air conditioner: Blower “ON”
Coolant temperature: Below 55 °C
Ambient temperature: Below 5 °C
Manual stationary regeneration: OFF
Soot accumulation: Max. 2 g/ℓ
When any of operating conditions 1 is not satisfied
Heater warm-up disabled (normal warm-up)
Operating conditions 2
(Operates when all of the following conditions are satisfied)
Coolant temperature: Below 30 °C
Engine speed: Max. 1200 rpm
Operation
Engine speed1200 rpm
Condition to cancel
(Canceled when any of the following conditions is satisfied)
Automatic Coolant temperature: Min. 30 °C
Warm-up operation time: Min. 10 minutes
Manual Fuel control dial: Held at 70 % or more of High idle (MAX) for 3 seconds and longer.
Engine speed: Any
When all of operating conditions 1 are satisfied
Heater warm-up enabled
Operation
Engine speedMin. 1300 rpm
Condition to cancel
(Canceled when any of the following conditions is satisfied)
Coolant temperature: Min. 60 °C
Ambient temperature: Min. 10 °C
a: Front pump PC-EPC valve drive signal
b: Rear pump PC-EPC valve drive signal
c: Solenoid valve GND
d: CAN signal
1: Battery disconnect switch
2: Battery
3: Battery relay
4: Fusible link
5: Fuse box
6: Resistor for PC-EPC valve
7: Pump controller
8: Engine controller
9: Machine monitor
10: Air conditioner unit
11: Pump drive secondary switch
12: Fuel control dial
13: Fuel supply pump
14: Various sensors
15: Hydraulic oil temperature sensor
e: Hydraulic oil temperature signal
f: 1st throttle signal
g: Fuel supply pump control signal
h: Various sensor signals
16: Front pump
16a: Servo
16b: LS valve
16c: PC valve
17: Rear pump
17a: Servo
17b: LS valve
17c: PC valve
18: Control valve
18a: Self-pressure reducing valve
18b: Merge-divider valve
18c: Travel junction valve
19: Front pump PC-EPC valve
20: Rear pump PC-EPC valve
When the coolant temperature or the hydraulic oil temperature increases too high during operation, the pump load is reduced and the engine speed is lowered to prevent overheat and protect the engine and hydraulic components.
Working mode: Travel
Operating condition → Operation and remedy → Condition to cancel
Hydraulic oil temperatureMin.
95 °C
Working mode: P, E, ATT-P, or ATT-E mode
Coolant temperatureMin.
Engine speed: Kept as it is
Pump discharged volume: Throttled
Hydraulic oil temperatureBelow 93 °C
• When above condition is satisfied, state before operation is restored (automatic restoration).
Engine speed: Kept as it is
Operating condition → Operation and remedy → Condition to cancel
100 °C or Hydraulic oil temperatureMin.
100 °C
Working mode: P, E, ATT-P, or ATT-E mode
Coolant temperatureMin.
Pump discharged volume: Throttled
• Pump absorption torque is lowered and engine load is reduced according to the torque control signal.
Engine speed: Kept as it is
Coolant temperatureBelow 100 °C
Hydraulic oil temperatureBelow 100 °C
• When above condition is satisfied, state before operation is restored (automatic restoration).
Operating condition → Operation and remedy → Condition to cancel
102 °C or Hydraulic oil temperatureMin.
102 °C
Working mode: B mode
Coolant temperatureMin.
102 °C or Hydraulic oil temperatureMin.
Pump discharged volume: Throttled
• Pump absorption torque is lowered and engine load is reduced according to the torque control signal.
Engine speed: Kept as it is
Coolant temperatureBelow 102 °C
Hydraulic oil temperatureBelow 102 °C
• When above condition is satisfied, state before operation is restored (automatic restoration).
Operating condition → Operation and remedy → Condition to cancel
Pump discharged volume: Throttled
Alarm monitor: Lights up
Coolant temperatureBelow 102 °C
Hydraulic oil temperatureBelow 102 °C
102 °C
• When above condition is satisfied, state before operation is restored (automatic restoration).
Operating condition
Working mode: All modes
Coolant temperatureMin. 105 °C or
Hydraulic oil temperatureMin. 105 °C
Engine speed: Low idle
Alarm monitor: Lights up
Alarm buzzer: Sounds
Coolant temperatureBelow 105 °C
Hydraulic oil temperatureBelow 105 °C
Fuel control dial: Return to Low idle (MIN) position.
• When above condition is satisfied, state before operation is restored (manual restoration).
TURBOCHARGER PROTECTION SYSTEM DIAGRAM
a: Front pump PC-EPC valve drive signal
b: Rear pump PC-EPC valve drive signal
c: Solenoid valve GND
d: CAN signal
1: Battery disconnect switch
2: Battery
3: Battery relay
4: Fusible link
5: Fuse box
6: Resistor for PC-EPC valve
7: Pump controller
8: Engine controller
9: Machine monitor
10: Air conditioner unit
11: Pump drive secondary switch
12: Fuel control dial
13: Fuel supply pump
14: Various sensors
15: Hydraulic oil temperature sensor
e: Hydraulic oil temperature signal
f: 1st throttle signal
g: Fuel supply pump control signal
h: Various sensor signals
16: Front pump
16a: Servo
16b: LS valve
16c: PC valve
17: Rear pump
17a: Servo
17b: LS valve
17c: PC valve
18: Control valve
18a: Self-pressure reducing valve
18b: Merge-divider valve
18c: Travel junction valve
19: Front pump PC-EPC valve
20: Rear pump PC-EPC valve
This function limits the engine speed to prevent seizure of the turbocharger when the engine speed is increased suddenly just after the engine is started.
Operating condition
Engine oil pressure: Below 50 kPa {0.51 kgf/cm2}
A: Starting of engine
B: Turbocharger protection time (approximately 0 to 20 seconds)
C: Modulation time (approximately 1 second)
D: 500 rpm
E: Approximately 1050 rpm
F: 1740 rpm (*1)
(*1) Working mode: P mode
Fuel control dial: High idle (MAX) position
Travel lever: Fine control
Operation
Protection of turbocharger (see following figure)
AUTOMATIC IDLE STOP SYSTEM DIAGRAM
a: CAN signal
b: BR signal
1: Battery disconnect switch
2: Battery
3: Battery relay
4: Fusible link
5: Fuse box
6: Starting switch
7: Relay
8: Lock lever
c: Lock lever signal
d: Signals from sensors
9: PPC lock switch
10: Pump controller
11: Machine monitor
12: Engine controller
13: Gateway function Controller
14: Engine
15: Hydraulic oil temperature sensor
16: Coolant temperature sensor
• When the auto idle stop function is enabled and the conditions for operation are satisfied, the engine is stopped after the set time.
• Engine stops by auto idle stop function when engine controller judges the applicable condition and stops the engine.
• When the engine is stopped by the auto idle stop function while it is running at high speed, a message to turn ON the auto-deceleration function is displayed on the machine monitor, and the auto-deceleration function is set to ON.
• The operating time of the auto idle stop function can be set by user menu or service menu on the machine monitor.
The auto idle stop function starts when all of the following conditions are satisfied at the same time.
•Engine is running.
•Lock lever is in LOCK position.
•Working mode is “P”, “E”, “ATT/P”, “ATT/E”, or “B”. (Disabled when working mode is “L” or “Arm crane”).
•Engine automatic warm-up function of “Normal warm-up” mode is not being operated.
•Engine coolant is not overheating (below 102 °C).
•Hydraulic oil is not overheating (below 102 °C)
•Auto idle stop time on machine monitor has not been reset.
•Machine monitor is not set in service mode. (*1)
•None of following failure codes is occurring.
*1: See “Setting time”.
Corresponding failure codes are as follows.
Failure code
B@BCNS Eng Water Overheat
B@HANS Hydraulic Oil Overheat
Failure (displayed on screen)
CA144 Coolant Temperature Sensor High Error
CA145 Coolant Temperature Sensor Low Error
D8AQKR CAN 2 Defective Communication (KOMTRAX)
DA2RKR Controller Area Network 1 Defective Communication (Pump Controller)
DA2QKR Controller Area Network 2 Defective Communication (Pump Controller)
DAFQKR CAN 2 Defective Communication (Monitor)
DB2RKR CAN 1 Defective Communication (Engine Controller)
DB2QKR CAN 2 Defective Communication (Engine Controller)
DGH2KA Hydraulic Oil Temperature Sensor Open Circuit
DGH2KB Hydraulic Oil Temperature Sensor Ground Fault
The set time for the auto idle stop function is set in the following menus. For setting of each menu, see “Testing and adjusting”.
Fixing auto idle stop time (service menu)
Setting
Contents of setting
Variable In auto idle stop time setting menu, operator can select OFF or minimum set time in auto idle stop setting to maximum time of 60 minutes. (Default)
OFF The auto idle stop function does not operate, and the auto idle stop time setting menu is not displayed.
Fix to X min. In auto idle stop time setting menu, operator can select set time in auto idle stop setting to X minutes (set time at left). (Cannot select OFF)
Fixing auto idle stop time (user menu)
Setting Contents of setting
OFF Auto idle stop function does not operate. (Default)
Y min. Stop the engine at Y minutes (set time at left) after setting the lock lever to LOCK position.
NOTICE
When “Fix X min.” is selected in the Auto idle stop time fixing menu, the screen changes to the operator screen automatically and the auto idle stop function operates 60 minutes after the lock lever is set to LOCK position, even if the Service menu is being used. Before performing work with the Service menu, check the set value of the auto idle stop function.
• When the engine is stopped by the auto idle stop function, if the auto-deceleration function is OFF and the fuel control dial is at a position above MIN., abrupt engine stop is sensed and the failure code is sent.
•The failure code is recorded in the mechanical system abnormality record.
•If abrupt engine stop is sensed, the auto-deceleration function is turned ON automatically.
• The failure code displayed at abrupt engine stop varies with the number of occurrence, and the message displayed on the machine monitor varies according to the failure code. Action
Failure (displayed on screen)
L00 A900N6 Abrupt Engine Stop by Auto Idle Stop 1
L01 A900NY Abrupt Engine Stop by Auto Idle Stop 2
L03 A900FR Abrupt Engine Stop by Auto Idle Stop 3
• When failure code “A900FR” of action level “L03” is sent, the turbocharger assembly must be replaced since the durability of the engine may decrease.
• After replacing the turbocharger assembly, reset the number of occurrence by using “Reset number of abrupt stops by auto idle stop” in “Inspection” on the service menu.
If the number of occurrence is not reset by using “Reset number of abrupt stops by auto idle stop”, failure code “A900FR” is sent again next time and after. Accordingly, be sure to reset after replacing the turbocharger assembly.
VGT
VGT
Abbreviation for Variable Geometry Turbocharger
STRUCTURE OF VGT
REMARK
The shape is subject to machine models.
General view, sectional view
A: Intake air inlet
B: Intake air outlet
1: Blower housing
2: VGT speed sensor
3: Hydraulic actuator
4: Turbine housing
5: Plate
6: Vane
C: Exhaust inlet
D: Exhaust outlet
7: Nozzle ring
8: Push rod
9: Shaft
10: Blower impeller
11: Turbine impeller
12: Piston
C: Blower impeller
1: Air cleaner
2: VGT
3: KDPF
4: AdBlue/DEF mixing tube(*1)
T: Turbine impeller
5: SCR assembly(*1)
6: EGR cooler
7: EGR valve
*1: This may not be installed on some machine models and specifications.
• The exhaust gas regulations are applied to the exhaust gas from the engine running at low speed, as well as at high speed. To meet this, the EGR ratio is improved. (EGR ratio = Ratio of amount of EGR to amount of fresh suction air)
• To attain high EGR ratio, turbine inlet pressure (P3) must be set higher than boost pressure (P2) (P3 > P2). For this reason, the variable turbocharger (VGT) is employed, in which the exhaust gas pressure acting on turbine impeller (T) is adjustable. Also, since the boost pressure increases more quickly, generation of particulate caused by lack of oxygen during low-speed operation (rotation) is reduced.
• The shaft joined to turbine impeller (T) drives blower impeller (C) and sends much air to the cylinder for combustion. If VGT (2) sends more air, the fuel injection rate can be increased, thus the engine output is increased. In addition, the air cooled by aftercooler becomes dense, that is, more oxygen is supplied, thus the fuel injection rate can be increased and the engine output is increased.
NOTICE
Adequate amount of clean high quality oil is required to maintain VGT performance. Be sure to use Komatsu genuine high quality oil. Follow the procedures in the Operation and Maintenance Manual when replacing oil or oil filter.
REMARK
It sounds like air is leaking from VGT or a boost pipe, but it is not abnormal.
REMARK
Six cylinder engine is shown in this item.
1. The exhaust gas enters (C) of turbine housing (4) and flows out through portion (P) and (D). Portion (P) is surrounded by plate (5) fixed to turbine housing, nozzle ring (7), and vanes (6). The area of its passage is changed by sliding push rod (8) to the right or left.
2. Hydraulic actuator (3) moves piston in the actuator up and down with the hydraulic pressure controlled by EPC valve installed to the front cover, and slides push rod (8) to the right and left.
3. The exhaust gas flowing through vanes (6) rotates blower impeller (10) through shaft (9) joined to turbine impeller (11). As the result, the blower impeller works as a compressor, and the intake air entering through (A) is compressed and discharge through (B).
4. When the exhaust gas pressure at inlet (C) of turbine housing (4) is low (engine speed is in low range), push rod (8) slides to the right and narrows portion (P).
5. The exhaust gas acting on turbine impeller (11) increases, the turbocharger speed increases, and more air (oxygen) is taken in.
VGT speed sensor (2) detects the rotation of the turbocharger.
1. During low speed operation (rotation), exhaust gas inlet passage (P) is narrow (L1). (It is not fully closed, however.)
2. If the turbine inlet pressure increases while the nozzle ring is closed, the turbine inflow speed increases, and accordingly the turbocharger speed increases.
1. During high speed operation (rotation), exhaust gas inlet passage (P) is wide (L2).
2. As the engine speed increases and the turbine inlet pressure (exhaust gas pressure) increases exhaust gas inlet passage (P) is widened (L2) so that the exhaust gas acts on turbine impeller (11) efficiently.
REMARK
• Nozzle ring (7), vanes (6), and push rod (8) are made in one unit, and it slides only and does not rotate.
• Hydraulic actuator (3) is equipped with VGT position sensor. VGT position sensor is calibrated together with the variable mechanism of VGT and the result is written in the memory in VGT position sensor. Accordingly, if any of hydraulic actuator (3), VGT position sensor, and VGT unit fails, whole VGT must be replaced.
The shape is subject to machine models.
1. Hydraulic actuator (1) is controlled by EPC valve (3) installed to EGR valve (2) and driven hydraulically.
2. The hydraulic pressure supplied by boost oil pump (4) is used for this purpose.
3. The position of hydraulic actuator (1) is fed back to engine controller by the signals from VGT position sensor.
EGR
Abbreviation for Exhaust Gas Recirculation
REMARK
•Six cylinder engine is shown in this item.
•The shape is subject to machine models.
1: VGT
2: EGR valve
3: Intake pipe
4: Intake connector
5: Exhaust manifold
6: EGR cooler
• EGR valve (hydraulically driven type) (2) controls the gas flowing from the exhaust section to the intake section.
Since the exhaust pressure is higher than the boost pressure, the exhaust gas flows to the intake side.
•EGR cooler (6) cools down the exhaust gas. Engine coolant is used for cooling.
• It controls EGR circuit on the basis of the information from the sensors installed to various parts so that clean exhaust gas is always discharged to obtain EGR ratio corresponding to the operating condition. (EGR ratio means the ratio of EGR gas contained in the intake gas.)
• It monitors EGR circuit for troubleshooting with sensor installed to each part to prevent a serious failure from occurring.
C: Blower impeller
1: Air Cleaner
2: KDPF, AdBlue/DEF mixing tube, SCR assembly
3: Ambient pressure sensor
4: Aftercooler
5: EGR cooler
6: EGR valve
7: Hydraulic actuator (power piston)
8: EPC valve (for EGR valve)
T: Turbine impeller
9: EGR valve lift sensor
10: EPC valve (for VGT)
11: Exhaust manifold
12: Engine boost oil pump
13: Intake manifold
14: Charge (boost) pressure and temperature sensor
15: Engine controller
16: Mass air flow and temperature sensor
1. The engine controller outputs signals in order to open EGR valve (6) most properly in accordance with the engine load, so that both of the clean exhausting gas and low fuel consumption can be achieved.
2. When EGR valve (6) opens, a part of the exhaust gas (EGR gas) flows from exhaust manifold (11) into EGR cooler (5) through the EGR piping.
3. The exhaust gas cooled by EGR cooler (5) flows through EGR valve (6) and mixes with the intake air in the intake connector, and then flows in intake manifold (13).
EGR VALVE
EGR
Abbreviation for Exhaust Gas Recirculation
STRUCTURE OF EGR VALVE
REMARK
The shape is subject to machine models.
A: EGR gas inlet (from EGR cooler)
B: EGR gas outlet (to intake manifold)
C: Servo drive oil inlet
1: Valve
2: Spring
3: Power piston
4: Spool
Structure
D: Servo drive oil outlet
E: VGT control hydraulic outlet
F: VGT drive pressure outlet
5: Spring
6: EGR valve lift sensor
7: EPC valve (for EGR)
8: EPC valve (for VGT)
•EGR valve consists of the EGR gas flow control mechanism and EPC valve.
•There are 2 EPC valves, one for the EGR control and one for the VGT control.
1. The oil from engine boost oil pump enters through port (C) of EGR valve. The control pressure from EPC valve is transmitted to port (E).
2. Spool (4) is moved to the right by the reaction force of spring (5), and EGR valve (1) is closed by the reaction force of spring (2). Accordingly, the exhaust gas from EGR cooler does not flow to the intake side.
3. To open EGR valve (1), the control pressure from EPC valve is transmitted to port (E) first. The position of spool (4) is determined by the balance of the control pressure and spring (5).
4. Since the hydraulic circuit of power piston (3) opens, the oil from the engine boost oil pump flows through port (C) and pushes power piston (3) to the left.
5. The oil from the engine boost oil pump acts on power piston (3) and generates force (Fp).
6. When force (Fp) increases more than reaction force (Fs) of spring (2), EGR valve (1) opens and the exhaust gas flows to the intake side.
7. Since the hydraulic circuit to spool (4) is closed by movement of power piston (3), power piston (3) is stopped at a position determined by spool (4).
8. The engine controller controls the valve position by controlling the spool position with the control pressure of EPC valve.
9. Since the servo mechanism is applied, external force applied to valve (1) does not act on spool (4) which is in contact with power piston (3).
10. EGR valve lift sensor senses the displacement of spool (4).
EGR COOLER
EGR
Abbreviation for Exhaust Gas Recirculation
STRUCTURE OF EGR COOLER
REMARK
The shape is subject to machine models.
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General view and sectional view
A: EGR gas inlet
B: Air vent
C: Coolant outlet
1: Flat tube
Detailed drawing of flat tube
1: Flat tube
2: Inner fin
D: EGR gas outlet (to EGR valve)
E: Coolant inlet
1. EGR gas enters through (A) and flows through flat tubes (1) (11 pieces).
2. Coolant enters through (E), flows outside of flat tubes (1) in the case, and goes out through (C).
3. Flat tube (1) has inner fins (2), thus EGR gas is cooled efficiently and discharged through EGR gas outlet (D).
KCCV SYSTEM
KCCV
Abbreviation for KOMATSU Closed Crankcase Ventilation
REMARK
The shape is subject to machine models.
General view
B:
gas from which engine oil is removed (to VGT)
1: KCCV ventilator
2: VGT
3: Blowby duct
4: Flywheel housing
• In the past, blowby gas (A) was allowed to be released into the atmosphere in the past, but now it is restricted by emission regulations.
• Blowby gas (A) contains ingredients of the engine oil. A filter is installed to KCCV ventilator (1) to remove the engine oil to prevent the following possible problems if it is recirculated to VGT (2) as it is.
•Deterioration of turbocharger and aftercooler performance caused by sticking engine oil
•Abnormal combustion in engine
•Malfunction of each sensor caused by sticking engine oil
Drawing on the left shows the conventional flow of blowby gas. Drawing on the right shows the flow of blowby gas which is sucked in KCCV ventilator and recirculated.
A: Blowby gas
B: Clean gas
1: Air cleaner
2: Turbocharger
3: Aftercooler
4: Cylinder block (crankcase)
C: Engine oil
5: Breather
6: KCCV ventilator
7: Engine oil pan
8: VGT
1. This system removes engine oil (C) from blowby gas (A) in cylinder block (4) by using the filter in KCCV ventilator (6), and recirculate clean gas (B) to the air intake side of VGT (8).
2. Separated engine oil (C) is drained to engine oil pan (7) through the check valve.
KCCV VENTILATOR
KCCV
Abbreviation for KOMATSU Closed Crankcase Ventilation
STRUCTURE OF KCCV VENTILATOR
REMARK
The shape is subject to machine models.
A: Blowby gas inlet (from flywheel housing)
B: Blowby gas outlet (to VGT intake side)
1: Case
2: CDR valve
3: Crankcase pressure sensor
Structure
C: Oil drain port (to engine oil pan)
4: Relief valve
5: Impactor
6: Filter
• Filter is classified by the working direction for filter replacement into the top load type (removed upward) and bottom load type (removed downward).
• Crankcase pressure sensor is installed to blowby gas inlet piping if it is top load type, and installed to upper part of KCCV ventilator body if it is bottom load type.
• If the blowby gas is returned to the intake side of VGT and crank case pressure becomes negative, the dust may be sucked in through crank seal. The pressure inside the crankcase is controlled by CDR valve (2) to prevent this to occur.
•Crankcase pressure may increases and oil leakage may occur if filter (6) of KCCV ventilator is clogged. Thus, crankcase pressure sensor detects the clogging of filter (6).
• Keep KCCV ventilator warm with warmed-up engine coolant, to prevent the blowby gas passage from being clogged due to freeze.
• Relief valve (4) is inside case (1) and it protect both KCCV ventilator and the engine when filter (6) is blocked.
1. When blowby gas enters blowby gas inlet (A) and passes through the hole of impactor (4) in filter (5), large particles in the oil mist are separated.
2. Small particles in the oil mist are separated by filter (5).
3. The separated oil oozes out from the bottom of the filter (5), and flows to oil drain port (C), and then flows to the engine oil pan.
4. The crankcase pressure sensor senses the crankcase pressure (blowby gas pressure). If the engine controller detects filter clogging by detected value of crankcase pressure sensor, it displays failure code CA555. If the pressure increases further, it displays failure code CA556.
5. Relief valve (3) is installed in case (1) and operates when filter (5) is blocked.
6. When the crankcase pressure becomes negative, CDR valve (2) operates for it not to become excessively negative.
CDR
Abbreviation for Crankcase Depression Regulator
OPERATION OF CDR VALVE
1. Spring (2) normally pushes up diaphragm (1), and the blowby gas flows from crankcase side (A) into turbocharger side (air intake side) (B).
2. As the intake air at turbochaeger side (air intake side) (B) increases, pressure on crankcase side (P1) decreases.
3. The reaction force of spring (2) is overwhelmed by ambient pressure (P2). Diaphragm (1) shuts the passage and temporarily blocks the flow.
4. When the blowby gas accumulates in the crankcase, pressure (P1) on the crankcase side increases, and it pushes up diaphragm (1) again and blowby gas starts to flow.
KDPF
KDPF
Abbreviation for KOMATSU Diesel Particulate Filter
STRUCTURE OF KDPF
REMARK
The shape is subject to machine models.
A: From VGT
1: Inlet unit
2: Hanger bracket
3: Outlet unit
4: Sensor bracket band
5: KCSF unit
6: Sensor bracket
7: KDPF outlet temperature sensor
B: To AdBlue/DEF mixing connector
8: Temperature sensor controller
9: KDOC outlet temperature sensor
10: KDOC inlet temperature sensor
11: KDPF differential pressure sensor port
12: KDPF differential pressure sensor
13: KDPF differential pressure sensor port
• KDPF has a function to introduce the exhaust gas, and it consists of inlet unit (1) to store the oxidation catalyst (KDOC), KCSF unit (5) to store the soot collecting filter with catalyst, and outlet unit (3) to discharge the exhaust gas.
•Inlet unit (1) stores KDOC consisting of ceramic honeycomb with the oxidation catalyst.
• The ceramic honeycomb contributes to properly perform two following processes, which are to oxidize NO (nitrogen monoxide) contained in the exhaust gas into NO2 (nitrogen dioxide), and to burn the fuel injected during automatic regeneration and manual stationary regeneration. (Automatic regeneration means the method to purify (oxidize) the soot accumulated on soot collecting filter (KCSF) in KDPF.)
• The ceramic honeycomb is protected with a mat made of special fibers to prevent breakage of the ceramics under the vibration condition of the engine and machine body This mat also thermally insulates the periphery of KDPF from the ceramics which becomes high temperature during operation.
•KCSF unit (5) consists of ceramic honeycomb with the oxidation catalyst as well as KDOC does. This ceramic honeycomb collects soot.
The inside of KCSF unit (5) consists of many cells partitioned by ceramic walls. The cells blocked on the inlet side and those blocked on the outlet side are arranged alternately.
• KDPF is equipped with KDPF temperature sensor (assembly of KDOC inlet temperature sensor, KDOC outlet temperature sensor, and KDPF outlet temperature sensor) and the differential pressure sensor (assembly of KDPF differential pressure sensor and KDPF outlet pressure sensor).
The system monitors the combinations of temperatures measured by 3 temperature sensors to see if KCSF unit (5) and KDOC function normally , and to troubleshoot various components.
The differential pressure sensor detects the pressure difference between before and after the KCSF unit (5) to monitor the accumulation of soot in KCSF unit (5), and to troubleshoot various components.
A: Flow of exhaust gas
1: KDOC (oxidation catalyst)
2: KCSF
3: Seal (ceramic made)
4: Cell
5: Ceramics honeycomb
• KDPF purifies the exhaust gas by catching large amount of chainlike soot or PM (Particulate Matter such as soot) which is contained in the engine exhaust gas.
• KDOC (oxidation catalyst) (1) oxidizes NO (nitrogen monoxide) contained in the exhaust gas into NO 2 (nitrogen dioxide), and regenerates (*1) KCSF.
•KCSF (2) captures soot.
• Accumulated soot in KCSF (2) in operation range where the temperature of exhaust gas is relatively high state is naturally oxidized and burnt away by the effect of KDOC (oxidation catalyst) (1). (This is called “passive regeneration”)
“Passive regeneration” cannot be performed if the light load operation and low temperature state of the exhaust gas continue. Accumulated soot is gradually increased.
• Engine controller always monitors 2 soot accumulation values and compares them. One is presumed soot accumulation based on the engine operating conditions, and the other is the calculated soot accumulation based on the signal from the differential pressure sensor which is attached to KCSF (2).
• If the amount of accumulated soot and the temperature of engine exhaust gas exceed the specified level, engine controller performs “automatic regeneration” to burn (oxydize) the soot. While performing automatic regeneration, the engine controller calculates the exhaust gas temperature at KDOC inlet and exhaust gas volume, and controls the engine to raise the temperature of engine exhaust gas. (This is called “exhaust gas temperature raise control”)
The temperature of engine exhaust gas at KDOC inlet is controlled by the fuel amount injected from the injector, and exhaust gas volume is controlled by VGT.
The engine controller enhances the oxidation power in KDOC (1) by raising the temperature of engine exhaust gas automatically, and improves combustion efficiency of soot captured in KCSF (2).
When regeneration function on the machine monitor is disabled, or outside air temperature is extremely low, or continuous light load operation is carried out, relatively low exhaust temperature continues. In such case, “automatic regeneration” is not performed and the amount of soot accumulation is increased.
• If “automatic regeneration” is not performed due to the excess amount of accumulated soot in KCSF (2), perform “manual stationary regeneration” to burn (oxydize) the soot and reduce the amount of soot inside KCSF (2).
Excessive amount of the soot interferes the flow of exhaust gas to worsen fuel consumption and engine combustion state. It may lead to other failures. If the amount of soot increases further, “manual stationary regeneration” cannot be performed safely. This will result in a KDPF failure and replacement is unavoidable. Make sure to follow the procedures in the Operation and Maintenance Manual when performing “manual stationary regeneration”.
*1: Soot purification (oxidation) treatment
Regeneration means to purify (oxidize) the soot accumulated on the soot collecting filter (KCSF) in KDPF or maintain the urea SCR system normal.
Passive regeneration
When the exhaust temperature of the engine is relatively high, the oxidation power of soot in the exhaust gas components is increased by the catalysis of KDOC to oxidize (burn) the soot accumulated in KCSF naturally.
Active regeneration (engine exhaust temperature rise control + fuel dosing)
•Automatic regeneration
• When soot is accumulated more than a certain level or the urea SCR system makes a request to maintain itself normal, the engine enters the exhaust temperature rise control mode (*1) and performs fuel dosing (*2) and starts regeneration automatically.
The automatic regeneration is also performed by the direction from the engine controller at a set time after the previous regeneration, regardless of soot accumulation in KCSF.
*1: Control to increase the engine exhaust temperature by controlling the fuel injection timing or VGT.
*2: Fuel injection performed to accelerate regeneration by increasing the exhaust temperature.
•Manual stationary regeneration
• When the exhaust temperature does not reach a certain level, depending on the operating condition of the machine, or when the operator disables regeneration, the automatic regeneration is not performed and accumulated soot in KCSF increases. Also, when the automatic regeneration is performed upon receiving a request from the urea SCR system, the exhaust temperature may not reach a certain level, depending on the operating condition of the machine. In these cases, a request for the manual stationary regeneration request is displayed on the machine monitor, and the operator must perform regeneration by the operation on the machine monitor screen.
In addition, when the engine controller is replaced or ash in KCSF is washed, a serviceman performs regeneration by the operation on the machine monitor screen (“active regeneration for service”).
NOTICE
• For the procedure to start and stop the regeneration of KDPF, see the Operation and Maintenance Manual for each machine.
• Always use ultra low-sulfur diesel fuel. If any fuel other than the specified one is used, it can cause a failure in KDPF.
• Always use specified Komatsu genuine engine oil applicable to KDPF. If any oil other than the specified one is used, it can clog KDPF quickly, and that can increase fuel consumption and cause a failure in KDPF.
• Do not modify KDPF body and exhaust pipe. If modification is made, KDPF cannot operate normally and may have trouble.
• Do not give strong impacts to KDPF by standing on it, dropping it, or hitting it, etc. KDPF has ceramic parts in it, and they may be broken by a strong impact.
• During the “automatic regeneration” and the “manual stationary regeneration”, especially at low temperature, white smoke may be discharged through the exhaust pipe outlet for a short time. This phenomenon is not abnormal. Be sure to perform regeneration in a well-ventilated area, since carbon monoxide may be generated.
• During the “automatic regeneration” and the “manual stationary regeneration”, the temperature of the exhaust gas discharged from the exhaust pipe may increase above 650 °C. To prevent a fire, check that there is no combustible around the exhaust pipe. Also, check that there is no person in the blow-out direction of the exhaust gas and confirm the safety around the machine.
REMARK
• If the mixing ratio of the bio-fuel in the diesel fuel is high, the regeneration of KDPF may become more frequent.
• Even when soot is not accumulated much, the engine controller may start “automatic regeneration”. This is automatic regeneration to maintain the function of KDPF or urea SCR system normal, and is not an abnormal operation. Automatic regeneration to maintain the function of urea SCR system normal or manual stationary regeneration takes approximately 1 hour.
• During the “automatic regeneration” and the “manual stationary regeneration”, VGT operates automatically and the engine sound changes. Also, the exhaust gas flow rate in KDPF changes, and accordingly the exhaust sound changes. These phenomena are not abnormal.
• During the “automatic regeneration” and the “manual stationary regeneration”, the exhaust pipe may smell different from usual. This is not abnormal phenomenon.
• KDPF has “KDPF dry operation” function to prevent excessive accumulation of unburnt fuel in KDPF when operation is continued at relatively low temperature for long hours.This is a function that the engine controller increases the engine exhaust temperature automatically and performs dry operation of KCSF when the set condition is satisfied. When the automatic dry operation is insufficient for the treatment, manual stationary regeneration may be required.
•The standard temperature of KDPF is shown below.
KDOC In (KDOC inlet temperature sensor) KDOC Out (KDOC outlet temperature sensor) KDPF Out (KDPF outlet temperature sensor)
While regeneration is not performed (idling state)
While regeneration is performed (thermal mode)
100 to 250 °C
100 to 250 °C
400 to 550 °C
LAYOUT DRAWING OF COOLING SYSTEM
1: Reservoir tank
2: Oil cooler
3: Radiator cap
4: Radiator
5: Aftercooler
6: Fuel cooler inlet
7: Fuel cooler
8: Fuel cooler outlet
9: Condenser
10. Air conditioner condenser opening and closing bracket
Radiator
Core type: CF90-4
Fin pitch: 3.5/2 mm
Total heat dissipation area: 62.40 m2
11: Oil cooler inlet 12: Aftercooler outlet hose
13: Fan guard
14: Radiator inlet hose
15. Oil cooler outlet
16: Aftercooler inlet hose
17: Shroud
18: Fan
19: Radiator outlet hose
20: Radiator drain valve
Cracking pressure of pressure valve: 0.05 MPa {0.5 kgf/cm2}
Cracking pressure of vacuum valve: -0.005 MPa {-0.05 kgf/cm2}
Oil cooler
Core type: CF91
Fin pitch: 3.5/2 mm
Total heat dissipation area: 13.70 x 2 m2
Aftercooler
Core type: Aluminum wave
Fin pitch: 4.0/2 mm
Total heat dissipation area: 12.71 m2
Fuel cooler
Core type: Drawn cup
Fin pitch: 4.0/2 mm
Total heat dissipation area: 0.59 m2
LAYOUT DRAWING OF
4: Machine monitor
5: Control box
6: Communication terminal
7: GNSS antenna
8: GNSS receiver
9: Pump controller
10: Resistor for PC-EPC valve
11: Gateway Function Controller
12: Work equipment controller
13: ICT sensor controller
14: KomVision controller
a: Power supply
b: CAN signal
c: Sensor signal and switch signal
1: Machine monitor
2: Battery
3: Pump controller
4: Engine controller
5: Air conditioner controller
6: KOMTRAX terminal
7: Sensors and switches
*1: Machine without KomVision.
*2: Machine with KomVision.
d: Drive signal
e: Camera signal
f: Image signal
8: Wiper motor and window washer motor
9: Rearview camera (*1)
10: KomVision controller (*2)
11: KomVision camera (*2)
12: Work equipment controller
13: ICT sensor controller
• The monitor system keeps the operator informed of all the machine conditions, by monitoring them by using the sensors and switches installed in various parts of the machine and processing them instantly to display on the machine monitor.
The information displayed on the machine monitor falls into the following types:
•Alarm when the machine has trouble
• Machine state display (coolant temperature, power train oil temperature, hydraulic oil temperature, fuel level, etc.)
•Display of camera image (machine with camera)
•The switches on the machine monitor also have the functions to control the machine.
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KomVision SYSTEM DIAGRAM
3: L.H. camera
4: Rear camera
*1:4 cameras version
5: R.H. camera
6: R.H. front camera (*1)
• KomVision system is the system that captures the vision around the machine by cameras attached to the various positions of the machine, and reflects the vision on the machine monitor.
•The machine monitor shows the bird's eye view and the camera view.
• The bird's eye view displayed on the machine monitor is an image which is electrically composed with images captured by cameras attached to the machine.
• The camera image displayed on the machine monitor is an image which is captured by camera installed to the machine. The images to be displayed can be selected freely.
k The image displayed on the machine monitor does not reflect all around the machine. Perform the visual check always when operating the machine.
k Do not rely only on the image displayed on the machine monitor for the safety.
k The cameras do not capture the objects which are located higher than the cameras. Be careful about the objects which are located higher than the cameras such as a work equipment of the large machine, a branch of the tree, etc.
REMARK
• The upper part of the monitor screen does not always mean the front of the machine when the machine is with swing function.
• The upper part of the monitor screen recognizes the work equipment side of the upper structure as the front side, and the longitudinal and lateral directions are determined with that. The direction of the undercarriage is not recognized.
• For the function and the method of operation of KomVision system, see “Operation and Maintenance Manual”.
• Resetting of the items will be required when the blade is replaced or the track length is changed by referring to TESTING AND ADJUSTING, “SETTING OF KomVision (MAIN SETTING)”.
The area KomVision cameras can capture for the bird's eye view varies as shown below, it depends on how many cameras are installed to the machine. When three cameras are installed
1: L.H. camera
2: Rear camera
3: R.H. camera
1: L.H. camera
2: Rear camera
3: R.H. camera
4: R.H. front camera
KOMTRAX SYSTEM DIAGRAM
1: Gateway Function Controller
2: Communication terminal
3: GNSS antenna
4: Communication antenna (Iridium communication version)
The KOMTRAX system is a system that does a check of various types of information on the machine remotely. The Gateway Function Controller collects the information to transmit it to the data server via wireless communication.
•Position information
•Working information
•Alarm and failure information
•Fuel consumption information
•Maintenance information
•Machine working condition information
Above information is the examples.
KOMTRAX administrators can use this information to supply different services to customers.
The radio station for KOMTRAX needs to be established separately to start the KOMTRAX services.
Assembly
Greasing system generally consists of the following components (see figure 1):
1. Electrically-driven plunger-pump with grease reservoir
2. Control unit (integrated in the pump housing)
3. Distribution blocks
4. Metering units
5. Secondary grease lines
6. Grease pressure switch
7. Primary grease line A
8. Primary grease line B
A relief valve is mounted in the grease line between the plunger-pump and the diverter-valves. When the grease pressure exceeds25 MPa during the pumping phase, the relief valve will redirect the grease to the reservoir.
The maximum grease procedure will be exceeded when:
•A malfunction of the grease pressure switch, which is mounted in the system occurs.
•A malfunction in the cable of the grease pressure switch occurs.
The grease pressure switch is intended to end the pumping phase, as soon as the minimum required grease pressure is reached.
A level switch maintains the grease level in the reservoir. When the grease reaches the minimum level, the level switch will notify the control unit. At the beginning of every following grease cycle a signal lamp in the cabin will flash as a warning that the reservoir has to be refilled.
The grease system can be tested by starting one or more test cycles by means of the test push-button on the pump unit. This button also can be used to reset the control unit.
Various types of metering units with the greasing system are available, each with a different grease output. Each greasing point can receive the correct dose of grease cycle by a careful choice of the type of metering unit.
The metering units are mounted on a brass distribution block per group (see figure 2). These primary grease lines are connected. The blocks are deliverable with 2, 3, 4, 5, 6, 7, 8, 9, 12, 14, 18, 20, 21 or 22 ports (exits).
Greasing points are connected to these ports through metering units and secondary grease lines. Unused ports are sealed with a blind plug.
The metering units and distribution blocks are made of brass. The various metering units are distinguished from each other using numbers (see figure 2).
Figure 2 Distribution block with metering units
The table below is an overview of the metering unit numbers and their grease capacity.
The grease pressure switch notifies the control unit that sufficient pressure has been built during the greasing cycle (in the pumping phase). If the required pressure is not reached in the maximum adjusted pumping time, an alarm follows.
The display continuously indicates the adjusted operating mode with green lamps. A yellow lamp lights when the minimum grease level is reached and a red lamp lights when a malfunction occurs. The display is also equipped with a push-button with which another operating mode can be chosen at any moment.
Every greasing cycle consists of four phases. The greasing cycles are carried out alternately by the grease lines A and B (see figure 3). The 5/2 valve, which is integrated in the pump housing, determines which primary grease line is connected to the pump and which is connected to the grease reservoir. The total greasing cycle has a predetermined time; however, the length of the four phases depend on the circumstances.
The different greasing cycles and phases are discussed below.
The greasing cycle begins with a pumping phase. In this phase the grease is pumped from the reservoir, through primary grease line A, to the distribution blocks. The pumping phase ends when the pressure at the pressure switch reaches a predetermined level. The time needed to reach that predetermined pressure depends on various factors as temperature, grease consistency (thickness) and the dimensions of the greasing system. The duration of the pumping phase is therefore not directly adjustable. During the pumping phase, the metering units press a certain amount of grease (the dosage) through the secondary grease lines to the greasing points.
The re-grease phase follows the pumping phase; a period in which the pressure in the primary grease lines is maintained at a certain pressure. During the re-grease phase, the metering units can deliver the grease dosage, which (for various reasons) was not delivered during the pumping phase. The duration of the regrease phase depends on the duration of the pumping phase. This dependency is expressed in the parameter bmf, bleeding multiplication factor.
• Example: When the bmf is 1, the re-grease phase is 1/10th of the length of the pumping phase. When the bmf is 10, the re-grease is 10/10th of the length of the pumping phase.
The pressure decrease phase follows the re-grease phase. In this phase, the pressure in the primary grease line is decreased through the 5/2 valve. To accomplish this, the control unit energises the 5/2 valve, so the grease pressure in primary grease line A is decreased and the grease flows back to the reservoir. The duration of the pressure decrease phase is equal to that of the re-grease phase and therefore proportional to the duration of the pumping phase. When the greasing system needs more time to build up the required grease pressure (because of low temperature or grease with a high viscosity), the system will also need more time to decrease that same pressure.
The pause phase is the period between the pressure decrease phase and the beginning of the next pumping phase. The length of the pause phase is equal to the predetermined cycle-time minus the length of the other phases. When the cycle-time is adjusted too short to carry out a complete greasing cycle, the program will ignore the cycle-time. The pumping, re-grease and pressure decrease phase will be carried out completely. However the pause phase will be omitted, because the predetermined cycle-time is exceeded. The greasing system begins directly with the first phase of the next greasing cycle.
Greasing cycle B begins when the control unit restarts the pump. During pumping phase B and re-grease phase B, the control unit still has the 5/2 valve energised, causing the pump to be connected to primary grease line B. Primary grease line A is shut off from the pump during these phases and connected to the reservoir. During the phase B pressure decrease, the control unit de-energises the 5/2 valve, so the grease pressure in the grease line decreases and the grease flows back to the reservoir.
In this chapter the principles of the operation of the various parts of the automatic greasing system are discussed. The pump unit, metering units, grease pressure valve, control unit, signal lamp and display are discussed.
The pump unit consists of various parts. These parts are shown in figure 4.
1. Grease follower piston
2. Grease reservoir
3. Stirring gear
Electro-motor
Test push-button
Filler coupling with grease filter 4. Cam
5. Cylinders and plungers (3 x)
Relief valve
Follower piston guide
6. 5/2 Magnetic valve
7. Primary grease line 'A' coupling
8. Primary grease line 'B' coupling
9. Mechanical transmission
10. Control Unit
16. Electric connector
17. Minimum level switch
18. Bleeding and grease overflow channel
19. Bleeding and grease overflow channel at right side of pump connected to the grease overflow channel in follower piston guide (Nos. 15 and 18)
The heart of the pump is an electrical-driven plunger-pump. This pump consists of three radially-placed fixed cylinders and plungers (5, see figure 4). The electro-motor drives the axle through the mechanical drive.
A cam (4) is fixed on the axle that moves the three plungers to and fro, so the grease is pumped to the distribution blocks through the primary grease line. In addition to the cam, the axle drives the stirring gear (3) located at the bottom of the reservoir and pushes the grease downwards. A compression channel is located between the pump and the grease channels to the primary grease lines. A relief valve (14) and a 5/2 valve (6) are located in the compression channel.
The relief valve is a protection that leads the grease back to the reservoir when the grease pressure exceeds 25 MPa. The 5/2 valve determines the primary grease line (A or B) through which greasing takes place. It has an important task in fulfilling the four phases of the greasing cycle.
The reservoir (2, see figure 4) is made of a transparent, impact-proof plastic that resists the affect of variable temperatures and other environmental influences. The volume of the reservoir depends on the height of the reservoir. The maximum grease level is indicated on the reservoir. A warning signal in the cabin indicates when the minimum level has been reached.
A grease follower piston (1) is located in the reservoir, above the grease. This piston follows the level of the grease. When the grease level falls, the piston also falls under the influence of a draw spring. The grease follower piston locks out air and condensation, so preventing:
•Oxidation of the grease
•Mingling of the grease with the water of condensation
•Saponifying of the grease
The grease level in the reservoir can always be determined at a glance, because the grease follower piston scrapes the walls of the reservoir. Also the grease follower piston prevents funnel-forming in the grease, so the grease supply can and will be used in its entirety.
A: Primary grease line A (port A)
B: Primary grease line B (port B)
P: From pump
RA: Return line A to grease reservoir
RB: Return line B to grease reservoir
When the 5/2 magnetic valve is at stationary (not energised by the control unit, see figure 4.1), greasing will take place through the primary grease line A and the pressure in primary grease line B will decrease and the grease will lead back to the reservoir through return line RB
When the 5/2 magnetic valve is energised by the control unit, the grease supply channel P will be connected to primary grease line B and primary grease line A will be connected to return line RA in the pump. Greasing takes place through primary grease line B, the pressure grease line A will decrease and the grease will be lead back to the reservoir through return line RA
For an extensive description of the greasing cycle and the influence of the position of the 5/2 magnetic valve on the greasing cycle , see paragraph ''The Greasing Cycle''. (b) Metering units
Do not open the metering units. Prevent intrusion of dirt and thus a possible cause of malfunction. Two grease chambers are located in a metering unit (one for each primary grease line, A and B). These chambers are filled with an exact amount of grease. When the actual greasing takes place through one of both chambers, the grease is pressed from the chambers to the relevant greasing point. The principle of operation of the metering unit is explained in the four phases below.
In this phase, the metering unit has not yet filled with grease (see figure 4.2)
Figure 4.2 Principle of operation of the metering unit - first phase
While in operation (system completely filled with grease) phases 3 and 4 will take place alternately.
Grease is pumped into the metering unit (pumping phase A) through primary channel A (see figure 4.3). Because of the grease pressure, plunger (3) is pushed to the right, passed channel (1). The grease fills chamber (2) through channel (1) and presses plunger (4) to the right.
Figure 4.3 Principle of operation of the metering unit - second phase
After a while the pressure drops in primary channel A (during the pressure decrease phase of the greasing cycle). This has no influence on the metering unit.
Grease is pumped into channel (6) of the metering unit (pump phase B) through primary channel B (see figure 4.4). Because of the grease pressure, plunger (3) is pushed back leftwards, passed channel (8). The grease fills chamber (7) and pushes plunger (4) back to the left. The complete grease volume of chamber (2), to the left of plunger (4), is pressed through channel (1), plunger (3) and channel (9) and the secondary grease line (5) to the greasing point. Sphere (10) in the non-return valve is pushed back to clear the path to the secondary grease line.
Figure 4.4 Principle of operation of the metering unit - third phase
After a while, the pressure drops in primary channel B (during the pressure decrease phase of the greasing cycle). This has no influence on the metering unit.
In this phase the same happens as in phase 2. However chamber (7) (see figure 4.4) is now filled with grease. Plunger (4) is pushed to the right (see figure 4.5) while chamber (2) is filled. The complete grease volume of chamber (7) is pressed through channel (8), plunger (3) and channel (9) and the secondary grease line (5) to the greasing point. Sphere (10) in the non-return valve is pushed back to clear the path to the secondary grease line.
4.5 Principle of operation of the metering unit - fourth phase
The principle of operation of the grease pressure switch is explained in three phases.
During this phase both channels A and B are not under pressure (see figure 4.6). There is also no pressure in chamber (1). Spring (10) pushes switch plunger (2) to the left. The electrical contact (3 and 4) is open.
During pumping phase A grease is pressed into channel A (see figure 4.7). While the grease pressure is built up, piston (6) is pushed to the right. Chamber (1) is connected to channel A (through the channels 7, 8 and 9). As soon as the pressure in chamber (1) is more than the pressure force of the spring (10), plunger (2) goes to the right. The electrical contact (3 and 4) is closed by the contact plate (5).
During the pressure decrease phase, as soon as the grease pressure in channel A is lower than the pressure force of the spring, the connection of contacts is broken.
During pumping phase B grease is pressed into channel B (see figure 4.8). While the grease pressure is built up, chamber (11) fills with grease (through channel 12). The grease pressure pushes piston (6) to the left. Because of that the channel (8) is opened, causing the grease to flow to chamber (1) through channel (7) and channel (9).
As soon as the pressure in chamber (1) is greater than the pressure force of the spring (10), the plunger (2) goes to the right. The electrical contact (3 and 4) is closed by the contact plate (5).
As soon as the grease pressure, during the pressure decrease phase, in channel B is lower than the pressure force of the spring, spring (10) pushes plunger (2) back to the left and the connection of the contacts is broken.
The greasing system is controlled by an electronic control unit. The sensors that check specific parts or the complete greasing system for malfunctions are connected to the control unit.
The control unit controls the greasing system by:
• The parameters that are saved in the control unit. To recall or change the system parameters requires a laptop and software:
• The signals that the control unit receives from the various sensors and controls applied in the greasing system: e.g., grease pressure switch, grease level switch, test push-button, push-button with signal lamp in the cabin.
The control unit records an automatic log, in which the relevant events are stored. All data in the control unit will always be retained, even when the power is shut off or when the system is turned off. To view the log requires a laptop and software.
In this paragraph the following system parameters are discussed:
•The length of the greasing cycles;
•Maximum length of the pumping phase;
•Length of the re-grease phase and the pressure phase;
•Reaction of the system to grease pressure malfunctions;
•Repeating frequency of the flashing code;
•The log.
The meaning of the various phases of the greasing cycle is described in paragraph 3. (further see figure 4.9)
Figure 4.9 Overview of the various phases of the greasing cycle
The duration of a greasing cycle (adjustment range: 0 ... 1440 minutes) is defined as the period that expires between two successive pumping phases: beginning from the start of one pumping phase and ending at the start of the next pumping phase.
A greasing cycle is divided into a pumping phase, a re-grease phase, a pressure decrease phase and a pause phase. The greasing cycles are alternately taken care of by primary grease lines A and B.
Normally, the pumping phase will end when the grease pressure switch notifies the control unit that the required pressure in the greasing system has been reached.
Prevent the pump from pumping indefinitely when the notification does not occur.
A maximum pumping time is therefore stored in the control unit (adjustment range: 1 ... 60 minutes).
At a normal (average) pumping phase, shorter than 5 minutes, the maximum pumping phase is adjusted as follows: multiply the normal pumping time by 2.
When the normal pumping phase is longer than 5 minutes, the maximum pumping time is adjusted to: normal duration +5 minutes.
The duration of the re-grease phase is equal to the length of the pressure decrease phase. The pressure decrease phase is proportional to the length of the pumping phase. In the control unit a multiplication factor is stored. The duration of the pressure decrease phase is calculated by the control unit by multiplying the duration of the pumping phase with that factor. (adjustment range: 1 ... 100 - which corresponds to multiplication factors 0, 1 ... 10).
The standard adjustable value is 1 (multiplication factor 0, 1), when the duration of the re-grease phase and the pressure decrease phase is one tenth of the duration of the pumping phase. When circumstances require and extended pressure decrease phase, a higher factor is adjusted.
When the required grease pressure during several pumping phases is not reached, it indicates e.g., a leak in a primary line. To prevent the contents of the reservoir being pumped into the environment, the greasing system should be shut down. Greasing is stopped, until the cause of the malfunction is repaired and the control unit is reset with the test push-button.
Normally the pump is shut off by the control unit when in 10 successive greasing cycles the required grease pressure has not been reached during the pumping phase. Meaning: the control unit shuts off the pump when the grease pressure has not been reached 10 successive times while greasing alternately through lines A and B, thus 5 times A and 5 times B but the control unit also shuts off the pump when the grease pressure is not
reached 10 times successively when greasing through line B, however through line A the pressure is still reached and also the other way around.
With parameter 'noa' (number of attempts), a different value for the maximum number of attempts can be adjusted. The adjustment depends on the malfunction sensitivity of the connected greasing points. The adjustment range is 1 to 25 greasing cycles.
A display is also deliverable instead of the operating mode push-button with integrated signal lamp. On this display green lamps continuously indicate the adjusted operating mode. In addition, this display is equipped with a yellow warning lamp (minimum grease level reached), a red lamp (system malfunction) and a pushbutton to adjust the desired operating mode.
In the following table an overview is given of the normal signal
Indication Meaning
The red lamp (6) flashes as soon as the ignition has been switched on.
No lamp is lighting up when the starting switch is in the ON position.
1. The pump is not powered. Check fuses and connections to earth. Immediate action required.
2. The connection between the in-cab display and pump is defective, replace if necessary.
1. The system is not powered. Check fuses and connections to earth. Immediate action required.
2. The display or wiring of the in-cab display is defective. Check in-cab display and wiring and replace if necessary.
Yellow lamp (5) flashing Minimum level in the reservoir has been reached. Reset by refilling the reservoir.
Red lamp (6) flashing System out of order. Immediate action required!
Possible causes:
• Insufficient grease pressure during 10 consecutive cycles (or 10 consecutive times in the same main line). Check for cause and reset by depressing the test button at the pump for at least 1 second while the ignition is switched on.
• Reservoir empty; reset by refilling reservoir and after that depressing the test button for at least 1 second while the ignition is switched on.
Green lamp (4) flashing Low duty
Green lamp (4) flashing Normal duty
Green lamp (4) flashing Heavy duty
A green lamp is flashing during one complete cycle (2.0 sec on/2.0 sec off)
A green lamp is flashing continuously (0.2 sec on/0.2 sec off)
REMARK
Single test run being executed (see tests).
Continuous test run being executed (see tests).
1. The display communicates with the control unit every 20 secs. A started test cycle can only be shown on the display after 20 secs.
2. The display is equipped with a light-sensitive cell. Therefore the light intensity of the lamps is automatically dimmed when the surroundings become darker.
MACHINE MONITOR
• The machine monitor has the monitor display function, mode selection function, and switch function of the electrical components, etc. It also has the built-in warning buzzer.
•CPU (Central Processing Unit) is mounted inside, and it processes, displays, and outputs information.
• The monitor system monitors the machine state by obtaining the information with the sensors and switches installed in various parts of the machine, processes the information instantly to display on the machine monitor, and informs the operator of the machine condition.
The information displayed on the machine monitor falls into the following types.
•Alarm when the machine has trouble
•Machine state display (engine coolant temperature, hydraulic oil temperature, fuel level, etc.)
•Display of camera image
•The switches on the machine monitor have functions to control the machine.
REMARK
• The machine monitor consists of the display and switch section. The display is LCD (Liquid Crystal Display), and the switch section consists of flat sheet switches.
• If there is abnormality in the machine monitor, controller, or wiring between the machine monitor and controller, the machine monitor does not display normally.
• The battery voltage may drop sharply when the engine is started depending on the ambient temperature and battery condition. In this case, the display may disappear for a while, but it is not an abnormal phenomenon.
• If environmental temperature of the machine monitor is high, brightness may be automatically reduced to protect the liquid crystal.
•Intensity or color of the objects may change because of the automatic adjustment function of the camera.
•See “Operation and Maintenance Manual” for the following items.
•Display (screen display)
•Switches
•Guidance icons and function switches
Never connect
*1: Never connect these pins. Malfunctions or failures may occur.
070-20P “CM03”
*1: Never connect these pins. Malfunctions or failures may occur.
070-8P “CM04”
5 GND (power supply for camera)
6 Camera 2 normal image/mirror image selection
7 Camera 3 normal image/mirror image selection
8 GND (shield) -
Gauge Item displayed
Description
Range Temperature
(*1)
Engine coolant temperature gauge
Monitor background
W1 105 °C Red
W2 102 °C Red
W3 100 °C Blue
W4 85 °C Blue
W5 60 °C Blue
W6 30 °C White
Range Temperature
(*1)
Hydraulic oil temperature gauge
Remarks
• Indicates corresponding temperature range.
• Alarm buzzer sounds at 105 °C or higher.
• If monitor background color is white, warm up the engine.
Monitor background
H1 105 °C Red
H2 102 °C Red
H3 100 °C Blue
H4 85 °C Blue
H5 40 °C Blue
H6 20 °C White
• Indicates corresponding temperature range.
• Alarm buzzer sounds at 105 °C or higher.
• If monitor background color is white, warm up the hydraulic components.
(*1)
Fuel level gauge
(*2) ECO gauge
Range Quantity Monitor background Indicates corresponding level range.
F1 304 ℓ Blue
F2 245 ℓ Blue
F3 200 ℓ Blue
F4 100 ℓ Blue
F5 60 ℓ Blue
F6 41 ℓ Red
Segment
Green 1 to 8 Light to medium
Load level Indicates instantaneous fuel consumption (average of fuel consumption by 3 seconds) in 10 steps.
Orange 9, 10 Heavy
(Displays when ECO Guidance → Configurations → ECO Gauge on user menu is set to ON.)
Gauge Item displayed Description
Indicates corresponding level range. A1
AdBlue/DEF
Service meter
00000.0 h to 99999.9 h
Clock
(*2)
Fuel consumption gauge
• 12-hour system display (AM/PM)
• 24-hour system display
• 1 Day
• Split time
• None
Indicates accumulated engine operating hours (alternator is generating). (Press F4 switch to change to clock display.)
Displays time.
(Press F4 switch to change to service meter display.)
Displays average fuel consumption. (Display can be switched by selecting another item in ECO Guidance → Configurations → Average Fuel Consumption Display on user menu.)
*1: The gauge pointer disappears if the gauge signal is not available due to an open circuit in the CAN communication line.
*2: Display can be switched by selecting another item in ECO Guidance → Configurations on user menu.
Description
Symbol Display item
Remarks Range Caution lamp display (background color) Action level display
Engine coolant temperature (*1) Min. 102 °C Lit (red) L02
30 °Cor more, 102 °Cor below Lit (blue) -
Lower than 30 °C Lit (white) -
• Monitor background color changes depending on the temperature detected.
• Alarm buzzer sounds when the temperature exceeds 105 °C.
• If monitor background color is white, warm up the engine.
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Symbol
Display item
Hydraulic oil temperature (*1)
Description
Min. 102 °C Lit (red) L02
20 °Cor more, 102 °Cor below Lit (blue) -
20 °Cor below Lit (white) -
Remaining fuel level (*1)
Radiator coolant level (*1)
Battery charge (*1)
Engine oil pressure (*1)
Engine oil level (*1)
Air cleaner clogged (*1)
Water separator (*1)
Remarks
• Monitor background color changes depending on the temperature detected.
• Alarm buzzer sounds when the temperature exceeds 105 °C.
• If monitor background color is white, warm up the hydraulic components.
56 ℓor below Lit (red) - Background color of monitor changes according to the remaining amount. Min. 56 ℓ Lit (blue) -
For an entire hour (Below specified level) Lit (red) L02
• Caution lamp background color changes depending on the hours detected.
• When the background color of caution lamp is red, the alarm buzzer sounds. (Below specified level) Lit (yellow) L01 (*3)
Normal Not lit -
When the charging is faulty (charge voltage < battery voltage) Lit (red) L03
When it is abnormal (Below specified pressure) Lit (red) L03
When it is abnormal (Below specified level) Lit (yellow) L01 (*3)
When it is abnormal (Above specified pressure) Lit (yellow) L01 (*3)
When it is abnormal (There is water collected above the specified amount.) Lit (red) -
Caution lamp lights up and alarm buzzer sounds when an abnormality is detected while engine is running.
Caution lamp lights up and alarm buzzer sounds when an abnormality is detected while engine is running.
Caution lamp lights up when an abnormality is detected while engine is stopped.
Caution lamp lights up when an abnormality is detected while engine is running.
Caution lamp lights up when an abnormality is detected while engine is running.
Symbol
Display item
Maintenance due time warning
Range
State of system
State of engine system
State of hydraulic system
State of KDPF system
KDPF soot accumulation
Engine overrun
Description
Caution lamp display (background color)
Remarks
Action level display
When maintenance due time is over Lit (red) -
When maintenance notice time is over (*2) Lit (yellow) -
When action level L04, L03 are sensed Lit (red) L04, L03
When action level L01 is detected Lit (yellow) L01 (*3)
When action level L04, L03 are sensed Lit (red) L04, L03
When action level L01 is detected Lit (yellow) L01 (*3)
When action level L04, L03 are sensed Lit (red) L04, L03
When action level L01 is detected Lit (yellow) L01 (*3)
When action level L04, L03 are sensed Lit (red) L04, L03
When action level L01 is detected Lit (yellow) L01 (*3)
When action level L04, L03 are detected Lit (red) L03
When action level L01 is detected Lit (yellow) L01 (*3)
When the engine overruns Lit (red) L02
• The display changes according to how long it has passed since the maintenance due time was over.
• After starting switch is turned to ON position, caution lamp lights up if condition for lighting it up is satisfied, and then goes out in 30 seconds.
• Caution lamp lights up when an abnormality is detected in machine system.
• Alarm buzzer sounds when the background color of the caution lamp is red.
• Caution lamp lights up when an abnormality is detected in engine system.
• Alarm buzzer sounds when the background color of the caution lamp is red.
• Caution lamp lights up when an abnormality is detected in hydraulic system.
• Alarm buzzer sounds when the background color of the caution lamp is red.
• Caution lamp lights up when a failure is detected in KDPF system.
• Alarm buzzer sounds when the background color of the caution lamp is red.
• Caution lamp lights up when soot is accumulated in KDPF or when purifying function deteriorates abnormally.
• Alarm buzzer sounds when the background color of the caution lamp is red.
Caution lamp lights up and alarm buzzer sounds when engine overrun is detected.
Symbol
Display item
State of air conditioner
AdBlue/DEF level
State of AdBlue/DEF system
Engine stops while the temperature of AdBlue/DEF system is high.
Engine abruptly stops by AIS
Action level
Description
Camera system (*4)
When the air conditioner is abnormal Lit (yellow) L01 (*3)
Max. 0.09 % Lit (red) L04
Max. 2.5 % Lit (red) L03
Max. 10 % Lit (red)Exceeds 10 % Lit (blue) -
When action level L04, L03 are sensed Lit (red) L04, L03
When action level L01 is detected Lit (yellow) L01 (*3)
High temperature is detected in AdBlue/DEF system 150 times or more Lit (yellow) L01 (*3)
Engine abruptly stops 2000 times or more Lit (red) L03
Engine abruptly stops 1000 times or more, and less than 2000 times Lit (yellow) L01 (*3)
When action level L04 is detected Lit (red) L04
When action level L03 is detected Lit (red) L03
When action level L02 is detected Lit (red) L02
When action level L01 is detected Lit (yellow) L01 (*3)
When action level L01 is detected Lit (yellow) L01
When action level L03 is detected Lit (red) L03
Remarks
Caution lamp lights up when an abnormality is detected in air conditioner system.
• Caution lamp background color changes depending on the remaining level.
• Alarm buzzer sounds at 2.5 % or lower.
• Caution lamp lights up when an abnormality is detected in AdBlue/DEF system.
• When the background color of caution lamp is red, the alarm buzzer sounds.
When the engine is stopped with high temperature of AdBlue/DEF being detecetd more than 150 times, the caution lamp lights up.
• Caution lamp lights up when abnormality is detected in the machine.
• Alarm buzzer sounds when the background color of the caution lamp is red.
Caution lamp lights up when an abnormality caused by open circuit of cables, looseness of connectors, or abnormality of camera signals caused by disconnection is detected.
Symbol
Display item
Camera system (*4)
Range
Description
Caution lamp display (background color)
When action level L01 is detected Lit (yellow)
Range
ICT component abnormality
Remarks
Action level display
L01
Monitor display (background color)
When action level L04 is detected Lit (red)
When action level L03 is detected Lit (red)
Action level monitor
L04
L03
When action level L02 is detected Lit (red) L02
When action level L01 is detected Lit (yellow)
Range
ICT System Abnormality
Monitor display (background color)
L01
Action level monitor
Caution lamp lights up when an abnormality is detected in KomVision system.
• Monitor lights up when abnormality is detected in ICT component.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up when abnormality is detected in ICT system.
• Alarm buzzer sounds when the background color is red. When action level L04 is detected Lit (red)
When action level L03 is detected Lit (red)
L04
L03
When action level L02 is detected Lit (red) L02
When action level L01 is detected Lit (yellow) L01
IMU calibration has not been performed yet.
IMU initial process abnormality
When action level L01 is detected Lit (yellow)
L01
When action level L0ob is detected Lit (yellow) -
• Monitor lights up when calibration is detected as not having been performed yet.
Monitor lights up when internal sensor output error is detected in IMU.
Symbol Display item
Description
Range Caution lamp display (background color)
State of cylinder function
Action level display
Cylinder reset is not yet done Lit (yellow) -
Remarks
Lights up if resetting for one of arm, boom, bucket is not yet done after you turn the starting switch to the ON position.
*1: These are included in the check before starting items. These symbols are lit for 2 seconds after the starting switch is turned to the ON position, and goes back to the standard state if no failure is found.
*2: Maintenance notice time can be changed on Maintenance Mode Display Setting of service mode.
*3: These items are lit for 2 seconds, and then go out.
*4: For machine with KomVision.
Symbol Item displayed
Preheating
Automatic preheating
Description
• Operates automatically at low temperature. (Be lit for approx.30 sec. at maximum.)
• Goes out after engine is started.
Elapsed time after turning starting switch to HEAT (preheat)
Manual preheating
Remarks
Displays the operation state of preheating.
One-touch power maximizing
One-touch power maximizing switch
Monitor display
0 to 30 seconds Lights up
30 to 40 seconds Flashes
40 seconds or longer Lights off
Monitor display
Indicates operation state of onetouch power maximizing function. ON Lights up
(Goes out approx. 8.5 seconds after, if held down) OFF Lights off
Swing lock switch
Swing lock
Swing parking brake cancel switch
Monitor display
Lights up
Displays operation state of swing lock.
Symbol Item displayed
Wiper
Air conditioner
Seat belt
Stopping engine
Aftertreatment devices regeneration
Aftertreatment devices regeneration disable
Message (Unread)
Message (No return message, alreadyread message)
Auto-deceleration
Working mode
Travel speed
Description
INT: Intermittent operation
ON: Continuous operation
Goes off: Stopped
Lights up: ON
Lights off: OFF
Lights up: Not fastened
Lights off: Fastened
Lights up: When engine is stopped
Lights off: When engine is running
Lights up: Aftertreatment devices regeneration in progress
Lights off: Aftertreatment devices regeneration completed
Lights up: Aftertreatment devices regeneration disabled
Lights off: When aftertreatment devices regeneration disable is canceled
Lights up: There is unread message.
Lights off: No message.
Lights up: There is already-read message but return message for it is not sent yet.
Lights off: No message.
Lights up: ON
Lights off: OFF
P: Heavy-duty operation
E: Low-fuel consumption operation
L: Fine control operation
B: Breaker operation
ATT/P: 2-way attachment operation
ATT/E: 2-way attachment operation with low fuel consumption
Lo: Low-speed travel
Mi: Middle-speed travel
Hi: High-speed travel
Remarks
Displays the operation state of front window wiper.
Indicates the operation state of air conditioner and blower.
Indicates whether seat belt is fastened.
Indicates the operation state of engine.
Indicates regeneration state of aftertreatment devices.
• Indicates regeneration state of aftertreatment devices.
• When manual stationary regeneration is necessary, KDPF soot accumulation caution lamp lights up.
Displays the state of message.
Displays the state of message.
Displays operation state of autodeceleration function.
Displays the set working mode.
Displays the set mode of travel speed.
Symbol Item displayed Description
Lights up: Lock position
Lock lever
Lights off: FREE position
• Idle stop guidance
• Deterrence guidance of hydraulic relief
Remarks
Displays position state of lock lever.
Displays the guidance to support operation of the machine.
ECO guidance
• Economy mode recommended guidance
• Travel at reduced engine speed recommended guidance
• Low fuel level guidance
The information items in this mode are displayed ordinarily. The operator can display and set them by operating the switches. Display and setting of some items need special operations of the switches.
Items available in the operator mode are as follows:
*1: The operator mode items are classified as follows.
A: Display from the time when the starting switch is turned to “ON” position to the time when display changes to the standard screen, and display after starting switch is turned to “OFF” position
B: Display when the machine monitor switch is operated
C: Display when condition is satisfied
D: Display that requires special operations of switches
*2: Display sequence from the time when the starting switch is turned to ON position to the time when the standard screen appears varies depending on the settings and conditions of the machine as follows:
V: When engine start lock is enabled
W: When engine start lock is disabled
X: When working mode at start is set to “Breaker mode (B)”
Y: When any abnormality is detected by the check before starting
Z: When any item is detected as the maintenance due time is over
REMARK
•For how to operate the operator mode functions, see the Operation and Maintenance Manual.
•For the operating method of the engine start lock function, see “Password setting and canceling manual”.
B
Selection of auto-deceleration
Selection of working mode
Selection of travel speed
Stop operation of alarm buzzer
Operation of windshield wiper
Operation of window washer
Operation of air conditioner
Operation to display camera mode
Check of maintenance information
Setting and display of user menu
• ECO Guidance
• Machine Setting
• Aftertreatment Devices Regeneration
• SCR Information
• Maintenance
• Monitor Setting
• Display of message (including KOMTRAX messages for user)
Display of ECO guidance
Display of caution monitor
C
Display of KDPF regeneration
Display of action level and failure symbol D
Checking function by LCD (Liquid Crystal Display)
Function to check service meter
Function of usage limitation setting/change password
The information items in this mode are not normally shown. Technicians can operate the specific switches to change the display and settings. These are used for the special settings, test, adjustment, and troubleshooting. You can select the below items for the service mode.
REMARK
See TESTING AND ADJUSTING, “SERVICE MODE” to operate the each function of the service mode.
Pre-defined Monitoring
Monitoring
Abnormality Record
Maintenance Record
Maintenance Mode Setting
Phone Number Entry
Default
Diagnostic Tests
Mechanical Sys Abnormality Record
Electrical Sys Abnormality Record
Adjust
No-Injection Cranking
KOMTRAX Settings
Key-on Mode Unit
With/Without Attachment
Camera Setting
Auto Idle Stop Time Fixing
With/Without KomVision
Cylinder Cutout Mode Operation
Active Regeneration for Service
KDPF Memory Reset
SCR Service Test
Stop at AdBlue/DEF Inj Overheat Count Reset
Engine Controller Active Fault Clear
Ash in Soot Accumulation Correction
Reset Number of Abrupt Engine Stop by AIS
Pump Absorption Torque (F)
Pump Absorption Torque (R)
Travel Low Speed
Att Flow Adjust in Combined Ope
Calibrate F Pump Swash Plate Sensor
Calibrate R Pump Swash Plate Sensor
KomVision Adjustment
Terminal Status
GPS and Communication State
Modem Information
Service Message
STRUCTURE
General view
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
Power supply for camera (8 V)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
*1: Never connect these pins, otherwise it may cause malfunction or failures.
(*1)
(*1)
KomVision CAMERA
STRUCTURE OF KomVision CAMERA
General view
*1: Never connect
1: Machine wiring harness connection port (AMP-81P)
2: GNSS antenna connection port
The Gateway function Controller is used to transmit various information about machines obtained from network signals and input signals, and GPS location information via wireless communication. It sends the information through the communication terminal.
You can check the condition of this controller on the KOMTRAX Setting screen in the service mode of the machine monitor.
You cannot use the Gateway function Controller in countries or regions that do not have legal authorization.
NOTICE
The means of communication (telecommunications company) vary in response to the country or region used. Communication devices have a built-in communication device that matches the country or region. You need to report a notification in some cases if you want to change the country where you use this. For more information, please contact your local KOMTRAX representative.
Pin No.
Name of signal Input and output signals
1 Turn on the power supply. Input
2 Power supply GND Input
3 Turn on the power supply. Input
4 Power supply GND Input
5 (*1)
6 (*1)
7 CAN_H (Komnet/r) Input and output
8 CAN_H (sensor 2) Input and output
9 Centralized warning lamp output (additional function side) Output 10 (*1)
(*1)
(*1)
Pin No.
52 (*1)
53 (*1)
54 (*1)
55 (*1)
56 Communication terminal power supply output 1
57 Power supply for sensor (24V) boost
58 ENG_WAKE
59 (*1)
60 (*1)
61 (*1)
62 Wake Up signal input and output Input and output
63 System operating lamp output Output
64 CAN_L (Komnet/c) Input and output
65 CAN_L (sensor 1) Input and output
66 Centralized warning lamp output (basic function side) Output
67 Ethernet_RX- (additional function component 1) Input
68 Ethernet_RX+ (additional function component 1) Input
69 Ethernet_TX- (additional function component 1) Output
70 Ethernet_TX+ (additional function component 1) Output
71 Ethernet_RX- (communication terminal 1) Input
72 Ethernet_RX+ (communication terminal 1) Input
73 Ethernet_TX- (communication terminal 1) Output
74 Ethernet_TX+ (communication terminal 1) Output
75 Communication terminal power supply GND
76 Power supply for sensor (24V) output
77 3rd party component function output
78 (*1)
79 (*1)
80 (*1)
81 Communication terminal call-in start input 1
*1: Never connect, otherwise malfunctions or failures can occur.
1: Connecting part of the Gateway function Controller harness (AMP-8P)
1: Iridium antenna connecting part
2: Connecting part of the Gateway function Controller harness (AMP-8P)
INPUT AND OUTPUT SIGNALS OF Iridium COMMUNICATION TERMINAL
Pin No.
Name of signal Input and output signals
1 Communication terminal power supply Input
2 Communication terminal starting signal Input
3 Communication terminal power supply GND -
4 Communication terminal call-in start signal Output
5 Ethernet_100BASE-TX RX+ Input
6 Ethernet_100BASE-TX RX- Input
7 Ethernet_100BASE-TX TX+ Output
8 Ethernet_100BASE-TX TX- Output
Pin No.
1 Iridium antenna connector
Name of signal
and output signals
General
49 Front pump swash plate sensor
50 (*1)
(*1)
52 Counterweight remover pressure sensor (*3)
53 Right Travel REVERSE oil pressure sensor
(*1)
55 Service PPC oil pressure sensor 1
56 Wiper motor reverse (W)
57 (*1)
58 Model selection 5
59 Model selection 1
60 (*1)
61 Starting switch C signal
62 External starting signal
63 Potentiometer power supply (5 V)
64 CAN(C)_L
(*1)
(*1)
67 L.H. lever potentiometer Main (*2)
68 Rear pump swash plate sensor
(*1)
70 (*1)
(*1)
72 Right travel FORWARD PPC oil pressure sensor
(*1)
(*1)
75 Wiper motor stop (P)
76 Cab front window open limit switch Input
77 Model selection 4
78 PPC lock switch (solenoid side)
79 PPC lock switch (starting motor side)
80 Starting switch ACC signal
(*1)
*1: Never connect these pins, otherwise it may cause malfunction or failures.
*2: Machine with proportional lever
*3: Machine with counterweight remover only
AMP-40P“CP02”
Pin No.
119 Wiper motor (+)
120 GND (solenoid)
121 Solenoid power supply
*1: Never connect these pins, otherwise it may cause malfunction or failures.
*2: Machine with proportional lever
RESISTOR FOR PC-EPC VALVE
PC
Abbreviation for Pressure Compensation
EPC
Abbreviation for Electromagnetic Proportional Control
STRUCTURE OF RESISTOR FOR PC-EPC VALVE
General view
1: Resistor 2: Connector
SPECIFICATIONS OF RESISTOR FOR PC-EPC VALVE
Resistance: 20 Ω
FUNCTION OF RESISTOR FOR PC-EPC VALVE
It allows a proper current to flow to EPC valve, according to the condition, when the pump drive secondary switch is turned to “ON” position.
REMARK
No current flows normally.
CAN TERMINATING RESISTOR
CAN
Abbreviation for Controller Area Network
STRUCTURE OF CAN TERMINATING RESISTOR
General view
1: Connector (with built-in resistor)
SPECIFICATIONS OF CAN TERMINATING RESISTOR
Resistance: 120 Ω
FUNCTION OF CAN TERMINATING RESISTOR
This function is used to suppress reflection of the high-frequency signals at the CAN communication line terminal so that noises are not mixed in the CAN communication signals sent and received between each terminals.
REMARK
If the CAN terminating resistor is not installed, CAN communication errors occur and the operator cannot operate the machine.
STRUCTURE OF PPC OIL PRESSURE SWITCH
PPC
Abbreviation for Proportional Pressure Control
General View
3. Connector
SPECIFICATIONS
Contact type: Normally open
Operating (ON) pressure: 490 ± 98.1 kPa {5.0 ±1.0 kgf/cm2}
Resetting (OFF) pressure: 294 ± 49.0 kPa {3.0 ± 0.5 kgf/cm2}
Two sensors are installed to attachment PPC valve. They detect PPC oil pressure during attachment operation and turn the switch to “ON” position if the pressure is equal or higher than the specified pressure.
ENGINE CONTROLLER
STRUCTURE OF ENGINE CONTROLLER
General view
75 Injector #6 (-)
76 EGR valve solenoid (-)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
Never connect these pins. Malfunctions or failures may occur.
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
Pin No.
80 VGT solenoid (+)
AdBlue/DEF Flow control valve
AdBlue/DEF tank heating valve
AdBlue/DEF pump heater relay
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
(*1)
*1: Never connect these pins. Malfunctions or failures may occur.
The fuel control dial is installed to R.H. console box.
General view, sectional view
When knob (3) is turned, the shaft of potentiometer (1) rotates. The resistance of variable resistor in potentiometer (1) varies according to this rotation, and throttle signals are sent to the controller.
REMARK
The hatched area in the following graph is the abnormality detection area. When the throttle voltage is in this area, the engine speed is set to low idle.
STRUCTURE OF ENGINE OIL PRESSURE SWITCH
Engine oil pressure switch is installed to the side of the cylinder block.
Type of contact: Normally closed contact
General view
1: Connector (DT-2P)
2: Sensor
3: O-ring
This switch senses the engine oil pressure and turns “ON” when the pressure decreases below the specified pressure.
STRUCTURE OF QUICK COUPLER LOW PRESSURE WARNING SWITCH 10 STRUCTURE AND FUNCTION
The quick coupler circuit has one pressure switch.
General view
1. Switch 2. Wire 3. Cover 4. Connector
SPECIFICATIONS - QUICK COUPLER LOW PRESSURE
SPECIFICATIONS - QUICK COUPLER LOW PRESSURE WARNING SWITCH
Switching pressure: 2.5±0.5 MPa {25.4±5.1 kgf/cm2} (rising).
FUNCTION OF QUICK COUPLER LOW PRESSURE WARNING SWITCH 10 STRUCTURE AND FUNCTION
FUNCTION OF QUICK COUPLER LOW PRESSURE WARNING SWITCH
It detects the circuit pressure. If the pressure falls below the switch set pressure a buzzer sounds in the operator cab to warn the operator.
General view
1. Switch
Wire
Cover
Connector
SPECIFICATIONS - AUTO GREASE PRESSURE SWITCH 10 STRUCTURE AND FUNCTION
Switching pressure: 15 MPa {15.2 kgf/cm2}
The auto grease circuit has one pressure switch.
Overload caution sensor is connected to the boom safety valve line.
General view
Overload alarm pressure is different depending on model. This can be checked using the monitor.
The overload caution circuit has one pressure sensor. It detects the circuit pressure. If the pressure is too great, a buzzer sounds in the operators cab to warn the operator.
LAYOUT DRAWING OF HYDRAULIC SYSTEM
1: Hydraulic tank
2: Fuel supply pump
3: Engine controller
4: Control valve
5: Merge-divider EPC valve (for main spool)
6: Merge-divider EPC valve (for LS spool)
7: Front pump oil pressure sensor
8: Variable back pressure solenoid valve
9: Travel junction solenoid valve
10: Solenoid valve
11: 2-stage relief solenoid valve
12: Rear pump oil pressure sensor
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19: Bucket CURL sensor
20: Boom LOWER sensor
21: Swing RIGHT sensor
22: Arm IN sensor
23: Bucket DUMP sensor
24: Arm OUT sensor
25: Swing LEFT sensor
26: Boom RAISE sensor
3: Pump controller
4: Resistor for PC-EPC valve
5: One-touch power maximizing switch
6: R.H. travel FORWARD pressure sensor
7: L.H. travel FORWARD pressure sensor
8: L.H. travel REVERSE pressure sensor
9: R.H. travel REVERSE pressure sensor
10: Service pressure switch
12: Service pressure sensor
CLSS
Abbreviation for Closed-center Load Sensing System
STRUCTURE OF CLSS
•CLSS consists of main pump, control valves, and respective actuators.
•The main pump consists of a pump body, PC valve, and LS valve.
1. Variable displacement piston pump
It is 2 pump type with front and rear, and controls the flow rate by changing the swash plate angle.
2. Servo piston Piston actuates in accordance with the inlet pressure to change the pump swash plate angle.
3. Valve for control of swash plate angle
1) PC valve (Power Constant)
It prevents the engine from stopping by the large load on the engine.
2) LS Valve (Load Sensing)
It controls the pump flow rate in accordance with the travel of control lever.
1: Actuator
2: Control valve
3: Merge-divider valve
4: Main relief valve
5: Unload valve
Unload valve
6: PC valve
7: LS valve
8: Servo piston
9: Pump
10: Engine
It returns the minimum discharged volume from the pump to the tank at neutral. (although the flow amount is little, there is no place for this oil to go)
Operating the lever causes the LS pressure which closes the valve.
•When lever is in NEUTRAL
When lever is in NEUTRAL, spool is closed and the oil in pump circuit has no where to go, so it opens unload valve (2) and drain to the tank (unload pressure). LS pressure (PLS) transmitted to the spring chamber is drained to the tank through LS bypass valve (3), and it become to 0 MPa.
Note) The pressure is for PC200-10
•When lever is operated (before relief)
When lever is operated, spool opens and cylinder is activated. LS pressure (PLS) is transmitted to the spring chamber of unload valve (2), and it is closed by LS pressure + set pressure {spring force (F)}.
•At relief
When cylinder comes to the stroke end, pump pressure (PP) and LS pressure (PLS) increases to the main relief pressure. Unload valve stays closed.
• The pump swash plate angle (pump discharged volume) is so controlled that LS differential pressure (ΔPLS), which is the differential pressure between pump discharged pressure (PP) and control valve outlet LS pressure (actuator load pressure), is constant.
“LS differential pressure (ΔPLS) = Pump discharged pressure (PP) - LS pressure (PLS)” = Constant
• The pump swash plate shifts toward the maximum angle position when LS differential pressure (ΔPLS) is lower than the set pressure of the LS valve (when the actuator load pressure is high).
• The pump swash plate shifts toward the minimum angle position when LS differential pressure is higher than the set pressure (when the actuator load pressure is low).
When lever is in NEUTRAL
3: Control valve
4: Spool
5: 2-stage relief valve
6: Unload valve
7: LS bypass valve
8: Main pump
9: Seavo piston
10: LS valve
11: PC valve
12: PC-EPC valve
13: LS-EPC valve
14: Controller
15: Self-pressure reducing valve
16: 2-stage relief solenoid valve
When balanced
When lever is returned to fine control state
When lever is pulled at a stroke
When lever is in stroke end
• LS valve controls the pump flow rate so that the LS differential pressure (ΔPLS = PP - PLS) is constant.
• As ΔPLS lowers, it increases the pump flow rate, and as ΔPLS rises, it decrease the pump flow rate. The spring force regulates the set pressure of LS differential pressure.
• When the command current from the controller increases, the LS-EPC valve lowers the set pressure of LS differential pressure by increasing the LS-EPC output pressure, and decreases the pump discharged volume.
• LS-EPC command current is o mA at the normal operation, however it increases when the control lever is in NEUTRAL or when travel Lo or Mi is selected or when L mode is setting.
• When the lever is in NEUTRAL, LS pressure is 0 mA. Accordingly, the LS valve is fixed at left position and the swash plate angle of pump becomes minimum. (pump pressure > spring force)
•Flow (Q) is in proportion to “(A) x Pressure difference (ΔP)”. Accordingly, if the flow rate is constant; (1) Area is small → Pressure difference is large (2) Area is large → Pressure difference is small
• LS valve increases and decreases the flow rate until the differential pressure becomes to the set pressure, and returns to the balanced position.
•LS valve controls the pump discharged volume to keep the LS differential pressure at constant.
•Pump discharged volume is controlled so be in proportion to travel of lever.
• It controls the engine output horsepower and pump absorbing horsepower to be constant to prevent the engine from stopping.
• When pump pressure (PP) increases, PC valve moves to the right against springs 1 and 2, and decreases the pump discharged volume.
• PC-EPC command current increases PC-EPC output pressure, and the PC-EPC output pressure pushes PC valve to the right against spring. This function enables the pump absorbs 100 % of engine horsepower.
• Pump controller controls the PC-EPC current to keep the engine speed at constant by the signal of engine speed sensor.
1. When pump pressure is low Pump (1) swash plate angle becomes maximum and flow rate becomes maximum.
2. Range A in P-Q diagram Service piston (2) and follow up link (3) are mechanically connected. As the swash plate angle decreases, follow up link (3) pushes back PC valve spool (4) to the center.
PC valve spool (4) is balanced.
3. Range A in P-Q diagram
The pump pressure increases further, and springs (6) are compressed. PC valve spool (4) moves to the right, and pump pressure is transmitted to the large diameter side of piston (2).
4. Range B in P-Q diagram
As the pump pressure increases further and compressed spring (6) reaches to the stroke end, only spring (5) is applied.
The swash plate angle decreases slowly.
5. Electronic control by PC-EPC valve
In addition to the mechanical control by springs (5), (6) electronic control by PC-EPC valve (8) is prepared in order to match to the engine horsepower setting. If PC valve (4) fails, the engine stops due to the excessive pump absorption horsepower. Controller (7) changes the command current in order to shift the working mode to P, E, B or L.
• P,ATT mode hyperbola shows the setting to use maximum output of engine for hydraulic system, and indicates “Pressure (P) x Discharged volume (Q) = Constant = Engine output”.
• Command current from the controller to the PC-EPC valve and LS-EPC valve decreases the pump absorbing horsepower and maximum pump discharged volume. The command current increases and the discharged volume decreases.
• When E, B or L is selected for the working mode, the settings of engine speed and pump absorbing horsepower are decreased simultaneously by the controller.
• When the command current is increased and L mode is selected, LS-EPC valve controls to decrease the maximum discharged volume.
• When the pressure sensor detects the high pressure close to the max. set pressure, it is cut off by PC-EPC valve.
• As travel speed selector switch is switched to Hi, Mi or Lo, command current from controller changes, and the output pressure from LS-EPC valve to LS valve changes, and pump discharged volume change point “LS differential pressure (PLS)” in the LS valve changes.
• The start-up time of the pump discharged volume is optimized and the combined operation and fine control performance are improved.
• This function increases PC-EPC current to reduce the flow rate in the relief state and improve the fuel economy.
•Operating condition for turning on cut-off function When the one-touch power maximizing function is not activated and the average of front pump and rear pump oil pressure sensor values is 27.9 MPa {285 kgf/cm2} or higher. It does not operate when machine is traveling or swing lock switch is “ON”.
• Pressure compensation valves (2) (2 pieces) are installed at outlet of the downstream and return side of main spool (4) by each actuator (1).
• The highest LS pressure is transmitted to the back of all pressure compensation valves (2), and light load side is throttled.
• When it is throttled until all pressure compensation valves (2) are balanced, the differential pressures before and after main spool (4) become the same.
• As a result, the flow rate control in proportion to the travel of levers (3) in the combined operation becomes available without influenced by the load.
A: Heavy load
B: Light load
C: LS circuit
1: Actuator
2: Pressure compensation valves
3: Levers
4: Main spool
5: LS shuttle valve
6: Main pump
7: Servo piston
•If the pressure compensation valve is not installed, ••• CLSS is a parallel circuit, so light load side (B) actuates earlier than heavy load side (A). As a result, performance of the simultaneous operation becomes worse.
The illustration shows the state of simultaneous operation of swing and travel RIGHT. (It shows the state when pilot pressure (BP) is supplied)
1: Valve
2: Spring
3: Piston
4: Piston
5: Swing valve spool
6: R.H. travel valve spool
7: Arm valve spool
8: LS shuttle valve
9: LS circuit
• It prevents entry of the high LS pressure from the swing circuit into the LS circuit of the work equipment valve at the combined operation of swing and travel RIGHT.
• It prevents high pressure which is generated when the machine swings, and improves operability of the work equipment.
1. Since pilot pressure (BP) is cut off, piston (3) is pressed to the left by the reaction force of spring (2).
2. When the swing operation is performed, swing LS pressure (P1) passes through swing spool (5) and enters port (A).
3. Swing LS pressure (P1) pushes valve (1) to the left, and port (A) is connected to port (B).
4. Swing LS pressure (P1) flows from port (A) through port (B) to LS shuttle valve.
1. When pilot pressure (BP) is supplied, it moves piston (3) to the right against the reaction force of spring (2).
2. When piston (3) moves to the right, valve (1) disconnect port (A) from port (B).
3. Since port (A) is disconnected from port (B), swing LS pressure (P1) does not flow to LS shuttle valve.
4. Even swing LS pressure (P1) increases, it does not affect other LS circuits.
21: Oil pressure switch
22: Front pump
22a: Servo
22b: LS valve
22c: PC valve
23: Rear pump
23a: Servo
23b: LS valve
23c: PC valve
24: Control valve
24a: Self-pressure reducing valve
24b: Merge-divider valve
24c: Travel junction valve
25: Front pump PC-EPC valve
26: Rear pump PC-EPC valve
27: LS-EPC valve
• This function allows the operator to select one from the 6 working modes of P, E, L, ATT-P, ATT-E, and B by using the working mode selector switch on the machine monitor. The operator can select the optimum engine torque (T) and pump absorption torque according to the contents of work. When Without Attachment is selected at the initial setting of service mode, 4 modes of P, E, L and B are available.
• The pump controller calculates the pump absorption upper limit torque corresponding to the engine speed set with the working mode and the fuel control dial and the actual engine speed, and controls the pump so that the engine speed is kept around the matching point set in each mode even when heavy load is applied.
• When the engine speed decreases, it reduces the pump absorption torque to prevent the engine from stalling.
Working mode
P, ATT-P (at operation)
E, ATT-E (at operation)
Matching point
114.3 kW/1750 rpm153 HP/1750 rpm
104.3 kW/1750 rpm140 HP/1750 rpm
• In mode P, E, ATT-P, or ATT-E, the engine speed is kept around the matching point set in each mode.
• When the load is light, the engine operates in high speed range. As the load increases, the engine speed is decreased and the torque is increased to a matching point where the torque is balanced with the pump absorption upper limit torque (PT). [(1) in graph]
• If the load increases further, the engine speed decreases further as well. [(2) in graph]
• The controller decreases pump absorption upper limit torque (PT) to reduce the load applied to the engine. [(3) in the graph]
• As the load on the engine decreases, the engine speed increases. [(4) in the graph]
• The controller increases pump absorption upper limit torque (PT) to keep the engine speed at around the matching point. [(5) in the graph]
• The controller controls the engine so that the engine matching speed (Nm) is decreased when the load is light (low flow rate and low torque) to improve the fuel economy. [(6) in graph]
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• Thank you very much for reading the preview of the manual.
• You can download the complete manual from: www.heydownloads.com by clicking the link below
• Please note: If there is no response to CLICKING the link, please download this PDF first and then click on it.
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