PDF DOWNLOAD KOMATSU D375Ai-8 BULLDOZER SHOP MANUAL SEN06714-07
BULLDOZER
SERIAL NUMBERS 80001 and up
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00 Index and Foreword
Abbreviation List
•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
AbbreviationActual word spelled out Explanation
APIAmerican Petroleum InstituteAPI is the abbreviation for American Petroleum Institute.
CANController Area Network
CDR valve Crankcase Depression Regulator valve
CLSS Closed-center Load Sensing System
CRICommon Rail Injection
DEFDiesel Exhaust Fluid
ECMElectronic Control Module
ECMV Electronic Control Modulation Valve
ECUElectronic Control Unit
EGRExhaust Gas Recirculation
EPC Electromagnetic Proportional Control
EPCElectrical Pressure Control
FCCS Finger Command Control System
FOPS Falling Object Protective Structure
GNSS Global Navigation Satellite System
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.
ECMV is a device that controls the connection and disconnection of clutches of the transmission and brake.
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.
FCCS is a function that allows operators to drive the machine forward and reverse, operate steering, and shift the gear with their fingers.
FOPS is a structure that protects operators from falling objects.
GNSS is a general term for satellite positioning systems.
GPSGlobal Positioning SystemGPS is one of satellite positioning systems.
HSSHydrostatic Steering System
HSTHydroStatic Transmission
IMAInlet Metering Actuator
HSS is a system that operates steering without use of clutches and brakes, by use of the rotation difference of the track shoes by the hydraulic motor.
HST is a device that is composed of the hydraulic pump and motor, and that controls the forward and reverse travel of the machine and the shift of speed range without gears.
IMA is a device that controls fuel intake volume at the inlet of the supply pump.
AbbreviationActual word spelled out
IMUInertial Measurement Unit
IMVInlet Metering Valve
KCCV KOMATSU Closed Crankcase Ventilation
and Foreword
Explanation
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.
KCSFKOMATSU Catalyzed Soot FilterKCSF is a filter that catches soot in exhaust gas.
KDOC KOMATSU Diesel Oxidation Catalyst KDOC is a device that purifies exhaust gas.
KDPF KOMATSU Diesel Particulate Filter
KOWAKomatsu Oil and Wear Analysis
LINLocal Interconnect Network
LSLoad Sensing
MAF sensorMass Air Flow sensor
NCNormally Closed
NONormally Open
PCPressure Compensation
PCCSPalm Command Control System
PCVPressure control valve
PPCProportional Pressure Control
PTOPower Take Off
PTPPower Tilt and power Pitch doze
ROPSRoll-Over Protective Structure
SCRSelective Catalytic Reduction
TOPSTip-Over Protectuive Structure
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.
PC is a function that controls discharged volume of the hydraulic pump by use of the discharged pressure.
PCCS is a function that allows operators to drive the machine forward and reverse, operate steering, shift the gear, and operate the work equipment by lever operations.
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.
PTP is a mechanism that hydraulically controls the tilt and pitch operations of the blade.
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
VGTVariable Geometry TurbochargerVGT is a variable type turbocharger.
List of Abbreviations Used in the Circuit Diagrams
Abbreviation Actual word spelled out
Abbreviation
A/DAnalogue-to-Digital
A/MAir Mix damper
ACCAccessory
ADDAdditional
AUXAuxiliary
BRBattery Relay
CWClockwise
CCWCounter Clockwise
ECUElectronic Control Unit
ECMElectronic Control Module
ENGEngine
EXGNDExternal Ground
F.G.Frame Ground
GNDGround
IMAInlet Metering Actuator
NCNo Connection
S/T
Steering STRG
SIGSignal
SOLSolenoid
STDStandard
OPT Option
OP
PRESSPressure
SPECSpecification
SWSwitch
TEMPTemperature
T/CTorque Converter
T/MTransmission
Actual word spelled out
Foreword, Safety, Basic Information
How to Read the Shop Manual
•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.
•The caution lamps, pilot lamps, and symbols of the switches on the machine monitor can be different in accordance with the machine.
•For details of the symbols shown on the machine monitor, see Structure and Operation, “Caution Lamps Shown on Machine Monitor” and “Pilot Lamps Shown on Machine Monitor”.
•For details of the switches of the machine monitor, see Testing and Adjusting, “Set and Operate Machine Monitor”.
•For details of the switches, see the “Operation and Maintenance Manual”.
•All “AdBlue/DEF” shown on the machine monitor is referred to as “DEF” in the shop manual. Some machine monitors installed to the product show “DEF” as “AdBlue/DEF” in the service mode. Thus, be sure to recognize that “DEF” and “AdBlue/DEF” are the same when you read the shop manual.
REMARK
The illustrations in the shop manual reproduce the display of the machine monitor. They are not always the same as the terminology in the shop manual.
Composition of the 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 Specification
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.
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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 Others
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.
Symbols
Important safety and quality portions are marked with the following symbols so that shop manual is used effectively.
Symbol Item Remark
Danger
Warning
Caution
Weight
Tightening torque
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 symbol shows the weight of parts and components. Refer to this symbol when you handle heavy object for selection of the required equipment such as crane and lifting tools, and for what kind of working posture to take.
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 coolantThis signal indicates a place to supply oil, coolant, etc. and the quantity.
DrainingThis signal indicates a place to drain oil, coolant, etc. and the quantity.
Signal Word
Signal word for notice and remark describes the following.
Symbol Item Remark
NOTICE Notice
Unit
If the precaution of this signal word is not observed, the machine damage or shortening of service life may occur
REMARK RemarkThis 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 { }.
Safety Notice for Operation
•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.
Safety Considerations
•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.
General Precautions
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.
•Only the approved personnel can do the work in a closed environment or in a prohibited area.
•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.
•When you work in high places, use a platform.
•Before you start the work, use the personal fall-arrest equipment to prevent falling. There is a danger of personal accident that you fall by slipping.
•Always do the work correctly. If you find the unsafe behavior of co-worker, give him/her a notice and stop it.
•Because there is a danger that you are caught, be very careful when the work is done in dangerous areas such as: when you go in the range where the lifted load possibly falls, or when you stand directly in front of tire, or when you are near the sliding parts.
•When you handle chemical materials (such as nitrogen gas), see the MSDS (safety data sheet) and local guidelines, and get the important information (such as a safe handling method). Also, put on applicable protective equipment (such as protective goggles, gloves, and masks).
•If necessary, cut out all the power sources (electricity, oil pressure, compressed air, etc.) before you start the work. If the machine has a lock mechanism, set it to the LOCK position and install the warning tag in a position where it is easy to see. Do not release the lock until the work is completed.
Precautions for Preparatory Work
•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.
Precautions During Work
•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 20kg), 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.
•Install the disassembled parts again to the original position. Replace the damaged parts or the parts that cannot be used again with new ones. Before you connect the hoses or wiring harnesses, make sure that they do not touch and give damage to other parts when you operate the machine.
REMARK
When you replace the removed or disassembled parts with new ones, refer the parts book to find out the part number.
•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.
Precautions for Slinging Work and When You Make Signals
•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 Do not do the work while the lifted load is in the range where it possibly falls. It is not allowed to go in the range where the lifted load possibly falls.
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.
•When you lift or fix the machine, see “Operation and Maintenance Manual” or “Field Assembly Instruction”.
k Do not lift or fix the machine by the positions where the name plate is not attached.
•When you lift the machine for the disassembly and assembly, follow the instructions on the Disassembly and Assembly.
•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 (20kg 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.
Precautions When You Use Mobile Crane
REMARK
Read Operation and Maintenance Manual of the crane carefully in advance and operate the crane safely
Precautions When You Use Overhead Traveling Crane
k When raising a heavy component (heavier than 20kg), use a hoist or crane.
Weight of component whose weight is heavier than 20kg is shown with symbol in “Disassembly and Assembly”.
REMARK
The symbol shows the weight of the parts with weight of 20kg or more for convenience of workers. But the weight can possibly be shown even if it is less than 20kg in accordance with the work environment. Do the work safely in response to the work environment and the physical build, preexisting condition, and physical condition of the operator. And obey the laws and regulations of each country.
•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.
•Be sure not to touch the lifting tool and lifted load directly. Use push-pull sticks or tagline ropes.
•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 Wire Ropes
Select adequate ropes depending on the weight of the parts to be hoisted referring to the table below.
REMARK
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) Allowable load (kN {t} )
Precautions When You Disconnect Air Conditioner Piping
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.
Precautions for Air Conditioner Piping
•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 Part name
DENSO ND-OIL8
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 Others, “Precautions for Disconnection and Connection of Air Conditioner Piping”.
Precautions to Prevent Fire
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.
Fire Caused by Accumulated or Attached Flammable Objects
•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.
Fire Caused by Electrical System
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.
Fire from Pipings
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.
Fire Caused by High Temperature Exhaust Gas
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.
Explosion Caused by Light
•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.
Procedures If Fire Occurs
• 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.
When wearing cotton work gloves, wear rubber gloves under them. Procedures If Fire Occurs
•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).
Precautions When You Discard Waste Materials
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 for DEF
General Character and Precautions for Handling
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 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.
Precautions for Adding
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 vapor may escape. Keep your face away from the filler port during opening or refilling.
Precautions for Storage
If the temperature of 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 DEF”.
Store DEF avoiding direct sunlight. Always use the original container at the time of purchase. Do not exchange the container of DEF with another one. If DEF is stored in an iron or aluminum container, toxic gas may develop and a chemical reaction may corrode the container.
Precautions for Fire Hazard and Leakage
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 DEF is spilled, immediately wipe and wash the area with water. If spilled DEF is left unattended and the area is not wiped and cleaned, toxic gas or corrosive substance may be produced by chemical reactions.
Other Precautions
When disposing of DEF, treat it as an industrial waste. For the waste treating method, refer to “Precautions When You Discard Waste Materials”. It should be treated in the same way.
Never use an iron or aluminum container when disposing 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 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.
Store DEF
•If the temperature of 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 DEF avoiding direct sunlight. Always use the original container at the time of purchase. Do not exchange the container of DEF with another one. If DEF is stored in an iron or aluminum container, toxic gas may develop and a chemical reaction may corrode the container.
•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 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 DEF in the temperature of 35 °C or above.
Handle DEF in Cold Weather
•DEF freezes at –11 °C.
Up to 36 months
Up to 18 months
Up to 12 months
Up to 6 months
DEF may freeze and expand to break the devices and parts in the tank. The parts inside the tank may be affected. Add DEF to the specified amount for cold weather (below the level of when DEF may freeze).
•In cold weather, keep DEF or the machine installed with DEF in the indoors where the temperature is at –11 °C or higher to prevent DEF in the tank from freezing.
If DEF or the machine installed with DEF cannot be stored in the indoors where the temperature is at –11 °C or higher (if they are left outdoors in cold weather), DEF in the tank may freeze. Drain DEF to prevent it from freezing.
Precautions When You Handle Hydraulic Equipment
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 Applicable Workplace
•In rain or high winds, or in dusty environment, avoid adding hydraulic oil, replacing filters, or repairing the machine.
Disassembly and Maintenance Work in the Field
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.
Seal Openings (Prevention of Flowing Out of Oil)
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.
Preventing Intrusion of Foreign Materials While You Refill
•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.
Replace 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.
NOTICE
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.
REMARK
Drain the old hydraulic oil not only from the hydraulic tank but also from the filter and drain plug in the circuit.
Do Not Use the Hydraulic Oil and Lubricating Oil Again
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 Operation
•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.
Cleaning Operation
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. 00 Index and Foreword
Precautions When You Handle Hydraulic Equipment 00 Index and Foreword
REMARK
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 You Disconnect and Connect Pipings
When performing “testing and adjusting” of the machine, “removal and installation” and “disassembly and assembly” of the components, observe the following precautions.
Precautions for Removal and Disassembly Work
•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.
•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
Introduction of Parts for the Disconnection of the Taper Seal Type Hoses and Tubes
Introduction of Parts for the Disconnection of the Split Flange Type Hoses and Tubes
Introduction of Parts for the Removal of O-Ring Boss Type Joint
Introduction of Parts for the Removal of Taper Pipe Thread Type Joint
Precautions for Installation and Assembly 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.
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.
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 End Time of Work
Refilling of coolant or water or oil, greasing, and adding
•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 “50 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
•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.
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
•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”.
Precautions When You Handle Electrical Equipment
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”.
Handle 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.
Main Causes of Failure in Wiring Harness
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.
Precautions When You Handle Fuel System Equipment
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 Applicable Workplace
Avoid the work of adding hydraulic oil, replacing filters, or repairing the machine in rainy or windy weather, or in dusty environment.
Seal 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.
How to Clean Parts When Dirt is Stuck
If any dirt or dust sticks the parts of the fuel system, clean it off thoroughly with clean fuel.
Precautions When You Replace 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.
Precautions When You Handle Intake System Equipment 00 Index and Foreword
Precautions When You Handle Intake System Equipment
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 Applicable Workplace
Avoid the work of adding hydraulic oil, replacing filters, or repairing the machine in rainy or windy weather, or in dusty environment.
Seal 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.
Practical Use of KOMTRAX
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.)
Advantage to Use KOMTRAX
•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.
How to Make a Full Use of KOMTRAX
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.
How to Operate KOMTRAX
For the operating method of each screen of KOMTRAX, ask KOMTRAX key person in your Komatsu distributor.
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Disconnect and Connect Push-Pull Type Coupler
Disconnect and Connect Push-Pull Type Coupler
REMARK
00 Index and Foreword
• 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.
How to Disconnect and Connect 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).
00 Index and Foreword Disconnect and Connect Push-Pull Type Coupler
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.
How to Disconnect and Connect 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.
Disconnect and Connect Push-Pull Type Coupler 00 Index and Foreword
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.
How to Disconnect and Connect Type 3 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, 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.
00 Index and Foreword
Connection
Disconnect and Connect Push-Pull Type Coupler
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 Disconnection and Connection of Connectors
Disconnect 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.
Connect 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.
Dry Wiring Harness
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.
Handle 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).
Precautions for Troubleshooting Electrical Circuits
•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.
How to Disconnect and Connect Deutsch Connector
Disconnect DEUTSCH Connector
While pressing locks (a) and (b) from each side respectively, pull out female connector (2).
Connect DEUTSCH Connector
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.
How to Disconnect and Connect Slide Lock Type Connector
How to Disconnect 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.
How to Connect Slide Lock Type Connector (FRAMATOME-3, FRAMATOME-2)
Insert it straight until it clicks.
How to Disconnect Slide Lock Type Connector (FRAMATOME-24)
1. Slide down lock (red) (L1).
2. While pressing lock (L2), pull out connector (1).
REMARK
Lock (L2) is located behind connector (1) in the figure.
How to Connect Slide Lock Type Connector (FRAMATOME-24)
Insert it straight until it clicks. Foreword, Safety,
How to Disconnect and Connect Connector with Lock to Pull
How to Disconnect Connector with Lock to Pull
Disconnect the connector (2) by pulling lock (B) (on the wiring harness side) of connector (2) outward.
How to Connect Connector with Lock to Pull
Insert the connector securely until it “clicks”.
How to Disconnect and Connect Connector with Lock to Push
How to Disconnect 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.
How to Connect Connector with Lock to Push (BOSCH-3)
Insert it straight until it clicks.
How to Disconnect Connector with Lock to Push (AMP-3)
While pressing lock (E), pull out connector (5) in the direction of the arrow.
How to Connect Connector with Lock to Push (AMP-3)
Insert it straight until it clicks.
How to Disconnect 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.
How to Connect Connector with Lock to Push (SUMITOMO-3)
Insert it straight until it clicks.
How to Disconnect Connector with Lock to Push (SUMITOMO-4)
While pressing lock (D), pull out connector (4) in the direction of the arrow.
How to Connect Connector with Lock to Push (SUMITOMO-4)
Insert it straight until it clicks.
How to Disconnect and Connect Connector with Housing to Rotate
How to Disconnect 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.
Connect 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.
How to Read the Codes for Electric Cable
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. The conductors of CAVS and AVSS are round compressed conductors. And the outside diameter of the conductor and the thickness of the coating are different from those of AV and AVS. As for AEX, the thickness and outside diameter of the coating are similar to those of AV, but the coating material is different from that of AV and AVS.
(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
Conductor material Insulator material
Temperature range (°C) in use
Example of use
For large current wiring (nominal No. 5 and above)
General wiring (nominal No. 3 and lower)
-30 to +60
Soft polyvinyl chloride
Annealed copper for electric appliance
Ultra-thin-cover low-voltage power supply for automobiles AVSS -40 to +80
Heat-resistant low-voltage wire for automobile AEX
Heat-resistant ultra-thin lowvoltage electrical wire for automobiles AESS X
Heat-resistant crosslinked polyethylene -50 to +110
For mid- to small-size excavators (nominal No. 1.25 and lower)
For industrial vehicles (for forklift trucks)
Nominal No.0.5f to 2f
General wiring for extremely cold weather specification
Wiring at high-temperature place
Extremely cold area and heat resistance specifications
Thin-cover wiring
(Table 2)
Nominal No. 815203040506085100
Conductor
REMARK
“f” of nominal No. denotes “flexible”. Color Code Table
(Table 3)
BBlack
BrBrown
BrBBrown and Black
BrRBrown and Red
BrWBrown and White
LgWLight green and White
LgYLight green and Yellow
LRBlue and Red
LWBlue and White
LYBlue and Yellow
BrYBrown and Yellow OOrange
ChCharcoal PPink
DgDark green
GGreen
GBGreen and Black
GLGreen and Blue
GrGray
GRGreen and Red
RRed
RBRed and Black
RGRed and Green
RLRed and Blue
RWRed and White
RYRed and Yellow
Color Code
Color of wire
GWGreen and White
GYGreen and Yellow
LBlue
LBBlue and Black
LgLight green
LgBLight green and Black
LgRLight green and Red
REMARK
Color Code
SbSky Blue
YYellow
Color of wire
YBYellow and Black
YGYellow and Green
YLYellow and Blue
YRYellow and Red
YWYellow and White
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.
Standard Dimension and Tolerance
•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)
Standard Clearance and Standard Value
•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.
Standard Interference
•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.
Allowable Limit, Allowable Value, or Allowable Dimension
•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.
00 Index and Foreword
Explanation of Terms for Maintenance Standard
•The parts whose interferences are out of the allowable interference must be replaced or repaired.
Standard Tightening Torque Table
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
to 190 {15.5 to 19.5}
24
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}
*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. Standard Tightening Torque Table 00
2890 to 3630 {295 to 370}
Thread diameter (mm)
Width across flats (mm) Tightening torque (Nm {kgfm} ) 6 10 5.9 to 9.8 {0.6 to 1.0} 8 12 13.7 to 23.5 {1.4 to 2.4}
14 34.3 to 46.1 {3.5 to 4.7} 12 17 74.5 to 90.2 {7.6 to 9.2}
REMARK
Tighten the unified coarse threaded bolts and nuts to the torque shown in the table below unless otherwise specified.
Type of bolt
1/4-20UNC 9.8 to 14.7 {1 to 1.5}12.7 {1.3}2.9 to 3.9 {0.3 to 0.4}3.43 {0.35}
5/16-18UNC 24.5 to 34.3 {2.5 to 3.5}29.4 {3}6.9 to 8.8 {0.7 to 0.9}7.8 {0.8}
3/8-16UNC 44.1 to 58.8 {4.5 to 6}52.0 {5.3}9.8 to 14.7 {1 to 1.5}11.8 {1.2}
7/16-14UNC 73.5 to 98.1 {7.5 to 10}86.3 {8.8}19.6 to 24.5 {2 to 2.5}21.6 {2.2}
1/2-13UNC 108 to 147 {11 to 15}127 {13}29.4 to 39.2 {3 to 4}34.3 {3.5}
9/16-12UNC 157 to 216 {16 to 22}186 {19}44.1 to 58.8 {4.5 to 6}51.0 {5.2}
5/8-11UNC 226 to 294 {23 to 30}265 {27}63.7 to 83.4 {6.5 to 8.5}68.6 {7}
3/4-10UNC 392 to 530 {40 to 54}461 {47}108 to 147 {11 to 15}127 {13}
7/8-9UNC 637 to 853 {65 to 87}745 {76}177 to 235 {18 to 24}206 {21}
Type of bolt
Nominal sizethreads per inch Tightening torque (Nm {kgfm} )
torque (Nm {kgfm} )
1-8UNC 883 to 1196 {90 to 122}1040 {106}245 to 333 {25 to 34}284 {29}
11/8-7UNC 1187 to 1608 {121 to 164}1393 {142}333 to 451 {34 to 46}392 {40}
11/4-7UNC 1598 to 2157 {163 to 220}1873 {191}451 to 608 {46 to 62}530 {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.
Type of bolt
1/4-28UNF 14.7 to 19.6 {1.5 to 2}17.7 {1.8}3.9 to 4.9 {0.4 to 0.5}4.41 {0.45}
5/16-24UNF 34.3 to 39.2 {3.5 to 4}34.3 {3.5}7.8 to 9.8 {0.8 to 1}8.8 {0.9}
3/8-24UNF 53.9 to 68.6 {5.5 to 7}61.8 {6.3}14.7 to 19.6 {1.5 to 2}16.7 {1.7}
7/16-20UNF 83.4 to 108 {8.5 to 11}96.1 {9.8}24.5 to 29.4 {2.5 to 3}26.5 {2.7}
1/2-20UNF 127 to 167 {13 to 17}147 {15}34.3 to 49.0 {3.5 to 5}41.2 {4.2}
9/16-18UNF 186 to 245 {19 to 25}216 {22}49.0 to 68.6 {5 to 7}58.8 {6}
5/8-18UNF 255 to 343 {26 to 35}294 {30}73.5 to 98.1 {7.5 to 10}83.4 {8.5}
3/4-16UNF 441 to 598 {45 to 61}520 {53}127 to 167 {13 to 17}147 {15}
7/8-14UNF 716 to 961 {73 to 98}843 {86}196 to 265 {20 to 27}226 {23}
1-14UNF1020 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}
Table of Tightening Torque for O-Ring Boss Piping Joints
REMARK
Tighten the pipe joint for O-ring boss to the torque shown in the table below unless otherwise specified.
0420
0624
1233
depending on type of connector
Table of Tightening Torque for O-Ring Boss Plugs
REMARK
Tighten the plug for O-ring boss to the torque shown in the table below unless otherwise specified.
Table of Tightening Torque for Hose (Taper Seal Type and Face Seal Type)
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).
to 63
0532128 to 186 {13.0 to 19.0}157 {16.0}241 -14UNS25.4 0636177 to 245 {18.0 to 25.0}216 {22.0}30
(10)41 177 to 245 {18.0 to 25.0}216 {22.0}33 -
240 to 300 {24.5 to 30.5}270 {27.5} - 17/16-12UN 36.5 (12)46197 to 294 {20.0 to 30.0}245 {25.0}36 -(14)55246 to 343 {25.0 to 35.0}294 {30.0}42
Table of Tightening Torque for Face Seal Joints
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.
diameter of adequate pipe (mm)
Tightening Torque Table for Bolts and Nuts on 102, 107 and 114 Series Engines
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.
{1.02±0.20}
{2.45±0.41}
{4.38±0.61}
{7.85±1.22}
Tightening Torque Table for 102, 107, and 114 Series Engines (Joint Bolts)
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.
Tightening Torque Table for Tapered Screws on 102, 107, and 114 Series Engines (National Taper Pipe Thread (NPT))
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
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Conversion Table
How to Use the Conversion Table
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 to Use the Conversion Table to Change 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
•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.
B Overall height (Radio control operation flashing lamp bracket)
Overall width
Full-U dual tilt dozer + variable giant ripper
kW{HP}/ min-1 {rpm}
474{636}/1800{1800}
474{636}/1800{1800}
455{609}/1800{1800}
578{775}/1800{1800}
578{775}/1800{1800}
558{748}/1800{1800}
C
Semi-U
Travel speed
Travel forward km/h
• (1st/2nd/3rd (Low)/3rd) 3.5/6.8/8.0/11.8
Travel reverse
• (1st/2nd/3rd (Low)/3rd) 4.3/8.9/9.7/15.8
Track shoe
• Type
• Widthmm Single grouser 610
*1: Indicates the value of the bare engine (without cooling fan).
*2: Indicates the value at the minimum cooling fan speed.
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.
The rated horsepower (net) at the maximum cooling fan speed is the following value.
• Height of radio control operation flashing lamp bracket
Track gauge
Length of track on ground
Shoe width (standard) 610
Minimum ground clearance (to the bottom surface of undercover) 657
Engine
Model - SAA6D170E-7
Type4-cycle, water-cooled, in-line, vertical, direct injection, water-cooled type with turbocharger, aftercooler, and (EGR) cooler
No. of cylinders - bore x stroke mm 6 -170 x 170
Total piston displacement ℓ{cc} 23.15{23150}
Performance
Engine rated horsepower
• Gross [SAE J1995] (*1)
• ISO14396
• Net [ISO 9249/SAE J1349] (*2)
Travel reverse
Travel forward kW {HP}/ min-1 {rpm}
• Gross [SAE J1995] (*1)
• ISO14396
• Net [ISO 9249/SAE J1349] (*2)
Maximum torque (*1) Nm {kgm}/ min-1 {rpm}
474 {636}/1800 {1800}
474 {636}/1800 {1800}
455 {609}/1800 {1800}
578 {775}/1800 {1800}
578 {775}/1800 {1800}
558 {748}/1800 {1800}
3397 {346}/1400 {1400}
Max. speed with no load min-1 {rpm} 1900 {1900}
Min. speed with no load 750 {750}
Fuel consumption ratio at rated horsepower g/kWh {g/HPh} 213.5 {159.2}
Starting motor - 24 V, 7.5 kWx2
Alternator - 24 V, 90 A
Battery (*3) - 12 V, 136Ahx2
Radiator core type - Modular core
Machine model Unit
*1: Indicates the value of the bare engine (without cooling fan).
*2: Indicates the value at the minimum cooling fan speed.
*3: 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.
• The rated horsepower (net) at the maximum cooling fan speed is the following value.
Engine oil for KDPF used in cold terrain (Oil Change interval 250 hours) (Note.1)
Engine oil for KDPF (Oil Change interval 500 hours)
Power train oil
Power train oil
Power train oil
Power train oil
Hydraulic oil
Hyper grease (Note.2)
Lithium EP grease
Non-Amine Engine Coolant AF-NAC (Note.3)
Diesel fuel
KES: Komatsu Engineering Standard
ASTM: American Society of Testing and Material
Recommended Komatsu Fluids
EOS0W40-LA (KES) -3040-22104
EO10W30-LA (KES) -2040-4104
EO15W40-LA (KES) -15505122
TO30 (KES)-3050-22122
TO10 (KES)–3010-2250
TO30 (KES)05032122
TO30 (KES)-3050-22122
TO10 (KES)-2050-4122
HO46-HM (KES)-2050-4122
G2-TE (KES)-2050-4122
G2-LI (KES)-105014122
AF-NAC (KES)-3050-22122
ASTM D975 No. 1–D S15 -4020-2268
ASTM D975 No. 2–D S15 05032122
REMARK
Specified capacity means the total amount of oil including the oil in the tank and the piping. Refill capacity means the amount of oil needed to refill the system during inspection and maintenance.
Note 1: KDPF engine oil for cold district is deteriorated easily than that for normal area (replace every 500 hours), so replace oil and filter cartridge every 250 hours. For changing the maintenance time of machine monitor, ask your Komatsu distributor to perform the work.
Note 2: Hyper white grease (G2-T, G2-TE) has a high performance.
When it is necessary to improve the lubricating ability of the grease in order to prevent squeaking of pins and bushings, the use of G2-T or G2-TE is recommended.
Note 3: Non-Amine Engine Coolant (AF-NAC)
1. The coolant has the important function of preventing corrosion as well as preventing freezing. Even in the areas where freezing is not an issue, the use of coolant is essential.
Komatsu recommends the use of Non-Amine Engine Coolant (AF-NAC). If you use another coolant, it may cause serious problems in the cooling system, including the engine. Komatsu machines are supplied with Non-Amine Engine Coolant (AF-NAC). Non-Amine Engine Coolant (AF-NAC) has excellent anti-corrosion, antifreeze and cooling properties and can be used continuously for 2 years or 4000 hours.
Non-Amine Engine Coolant (AF-NAC) is strongly recommended wherever available.
2. For the density of Non-Amine Engine Coolant (AF-NAC), see “Coolant density table” Non-Amine Engine Coolant (AF-NAC) is supplied already diluted. In this case, fill up the tank with pre-diluted fluid. (Never dilute the Non-Amine Engine Coolant with ordinary water.)
Coolant Density Table
Min. atmospheric temperature °C -10 or more -15-20-25-30-35-40-45-50
14 or more 5-4-13-22-31-40-49-58
10 Structure and Function
Boot-up System
System Operating Lamp System
System Diagram of System Operating Lamp System
1: Battery isolator switch
2: Battery
3: Circuit breaker
4: Fuse box
5: System operating lamp
6: Machine monitor
Function of Operation Lamp System
7: Engine controller (2 pieces)
8: Power train controller
9: Work equipment controller
10: KOMTRAX terminal
11: KOMTRAX Plus controller
12: OPTION controller
System operating lamp system is a system that indicates the operation state of each controller with the system operating lamp being lit or not being lit.
Controller is in operation while the system operating lamp is lit. Do not disconnect the battery power supply circuit while the system operating lamp is lit so as to avoid an abnormal disconnection.
On and Off of System Operation Lamp
•Voltage of 24 V is applied to the system operating lamp (light-emitting diode).
•System operating lamp lights up because the electrical current for diode is supplied since Low-output (0 V) is generated from the controller when it is in operation.
•System operating lamp goes out because the electrical current for diode is not supplied since Hi-output (24 V) is generated from the controller when no controllers are in operation.
NOTICE
•Before shutting off the battery power supply circuit, turn the starting switch to “OFF” position, and check that the system operating lamp is not lit, then turn the battery isolator switch to “OFF” position.
•A controller data loss error may occur if the battery isolator switch is turned to “OFF” position (battery power supply circuit is shut off) while the system operating lamp is lit. Do not turn off battery isolator switch while system operating lamp is lit.
•If the system operating lamp stays lit when you want to cut off the battery circuit for maintenance, turn the starting switch to “ON” position once, turn it to “OFF” position, and the lamp goes out in the maximum of six minutes.
Turn the battery isolator switch to “OFF” position immediately after the system operating lamp goes out.
REMARK
•The system operating lamp may look slightly luminous in the dark even when it is not lit. It is due to the minute leakage of current and this is not an abnormal phenomenon.
•KOMTRAX terminal repeats the start and stop to maintain the periodic communication when the starting switch is in “OFF” position.
The start and stop cycle (sleep cycle) of KOMTRAX terminal varies depending on the factors including the communication state and the time when the machine is not in operation. The lamp may stay lit approximately for the maximum of one hour.
Battery Isolator
Layout Drawing of Battery Isolator
1: Battery isolator switch
2: Starting motor isolator switch
Function of Battery Isolator
(ON): ON position
(OFF): OFF position
3: System operating lamp
•Battery isolator switch (1) can be used to disconnect the battery as an alternative way to removing the positive and negative terminals from the battery in the following cases.
•When the machine is stored for a long period of time (more than 1 month)
•Before performing repair or maintenance for electrical system
•Before performing electrical welding
•Before performing work for battery
•Before replacing the fuse, or etc.
•When the battery isolator switch (1) is at 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. It is the same state as the time when the battery is not connected. Thus, all the electrical system of the machine are out of operation.
NOTICE
•Do not turn the battery isolator switch (1) to OFF position while system operating lamp is lit.
If the battery isolator switch (1) is turned to OFF position while system operating lamp is lit, it may erase the data in the controller, and damage the controller seriously.
•Do not turn the battery isolator switch (1) to OFF position while the engine is running or immediately after the engine is stopped.
If the battery isolator switch (1) is turned to OFF position while the alternator is generating power, the generated current has nowhere to go. It leads to over-voltage 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 is lit while the controller is in operation. The system operating lamp is lit while KOMTRAX terminal is performing communication, even when the starting switch is set in OFF position.
•If the battery has been disconnected with the battery isolator switch (1) for a long period of time, machine monitor and the clock of the radio may return to the initial state. Resetting is required in this case.
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Engine System
Layout Drawing of Engine System
1: Vibration damper
2: Auto-tensioner
3: EGR cooler
4: Air cleaner
5: Fuel main filter
6: Fuel prefilter
7: Engine controller-A
8: Engine controller-B
9: Engine oil filter
10: Drain plug
11: Front engine mount
12: Alternator
Structure and Function
13: KCCV ventilator
14: KDPF-A
15: KDPF-B
16: VGT
17: Starting motor
18: Rear engine mount
Engine Control System
Layout Drawing of Engine Control System
1: Decelerator pedal potentiometer
2: Power train controller
3: Fuel control dial
4: Battery relay
5: Battery isolator switch, starting motor isolator switch
6: Battery
7: Fuel supply pump
8: Starting motor
9: Starting switch
10: Decelerator pedal
•The throttle signals of the fuel control dial are sent to the power train controller and processed together with the 3rd throttle signal, and then sent as the throttle commands together with the throttle signals of the decelerator pedal to the engine controller.
•The engine controller controls the engine corresponding to the commands.
System Diagram of Engine Control
Function of Engine Control System
•The engine controller receives the fuel control dial signals of the 1st throttle, decelerator pedal signals of the 2nd throttle, and 3rd throttle signals which are the control signals from the power train controller, and then controls the fuel supply pump corresponding to the command signals of the lowest engine speed.
•There are deceleration signal for reverse, or etc. as the 3rd throttle control signals.
•The power train controller figures out a proper engine speed from information of deceleration signal for reverse, or etc., and transmits it as the 3rd throttle signal to the engine controller
•The information of the engine controller is shared with the other controllers through the network and used for the optimum control of the engine and machine.
•Deceleration for reverse is a function that limits the engine speed when the reverse slow mode is selected.
Automatic Idle Stop System
System Diagram of Automatic Idle Stop System
Input/output signal
a: CAN signal
b: Various sensor signals
1: Work equipment lock lever
2: Work equipment lock lever switch
3: Parking brake lever
4: Parking brake lever switch
5: Power train controller
6: Machine monitor
7: Engine controller
Function of Automatic Idle Stop System
c: Lock lever signal
8: KOMTRAX terminal
9: Work equipment controller
10: Hydraulic oil temperature sensor
11: Coolant temperature sensor
12: Torque converter oil temperature sensor
13: Engine
•Automatic idle stop system is a function that stops the engine after a set period of time when the operating conditions are met while the automatic idle stop function is enabled.
•Automatic idle stop system stops the engine when the engine stop signal is sent from the power train controller to the engine controller.
•Engine speed is fixed to low idle when the auto idle stop remaining time is less than 30 seconds while the automatic idle stop system stops the engine.
•Operating time for the engine to be stopped by the auto idle stop function can be set by the user menu or service menu on the machine monitor.
Condition of Automatic Idle Stop System Operation
Engine is stopped by automatic idle stop system when all of the following conditions are met at the same time.
• Engine is running
•Parking brake lever is in “LOCK” position.
•Work equipment lock lever is in “LOCK” position.
•Engine automatic warm-up function is not in “Normal warm-up” mode.
•Engine coolant temperature is less than 95 °C.
•Hydraulic oil temperature is less than 95 °C.
•Torque converter oil temperature is less than 115 °C.
•Hydraulic fan is not being operated in reverse.
•Aftertreatment devices regeneration is not in operation.
•“Auto Idle Stop Timer Setting” on machine monitor is not set again. (*1)
•Machine monitor is not in service mode.
•None of the following failure codes is occurring.
*1: See Setting time.
Relevant failure codes are as follows.
Failure code
B@BCNSEngine Coolant Overheat
B@HANSHydraulic Oil Overheat
B@CENSPower Train Oil Overheat
Failure (displayed on screen)
CA144Coolant Temperature Sensor High Error
CA145Coolant Temperature Sensor Low Error
D8AQKRCAN2 Discon (KOMTRAXPlus)
DBERKRCAN 1 Defective Communication (P/T Controller)
DBEQKRCAN 2 Defective Communication (P/T Controller)
DB9RKRCAN 1 Defective Communication (W/E Controller)
DB9QKRCAN 2 Defective Communication (W/E Controller)
DAFQKRCAN 2 Defective Communication (Monitor)
DB2RKRCAN 1 Defective Communication (Engine Controller)
DB2QKRCAN 2 Defective Communication (Engine Controller)
DGT1KAT/C Oil Temperature Sensor Open Circuit
DGS1KAHydraulic Oil Temperature Sensor Open Circuit
Setting Time
Set the time for the automatic idle stop function according to the following items. For the setting of the each menu, see TESTING AND ADJUSTING.
“Auto Idle Stop Time Fixing” (Service Menu)
Setting
Contents of setting
Flexible In Auto Idle Stop Timer Setting (user menu), the operator can select OFF or the time from minimum set time to the maximum set time of 60 minutes in the auto idle stop setting. (Default)
OFF The auto idle stop function does not operate. Auto Idle Stop Timer Setting (user menu) is not displayed.
Setting Contents of setting
Fix x min. It can be set to be x minutes (set time described on left) on the Auto Idle Stop Timer Setting (user menu). (OFF is not available.)
“Auto Idle Stop Time Fixing” (User Menu)
Setting Contents of setting
OFFAuto idle stop function is disabled. (Default)
yminutesIt stops the engine in Y minutes (set time at left) after setting the lock lever to “LOCK” position.
NOTICE
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 if “Fix to x min.” is selected in “Auto Idle Stop Time Fixing” even when the service menu is being used.
Check the set value of the auto idle stop function before performing the work with the service menu.
Component Parts of Engine System
Damper
Structure of Damper
Structure Drawing
1: Oil level gauge 2: Cover
3: Universal joint
4: Breather
5: Drain plug
6: Flywheel
7: Outer body
8: Rubber coupling
9: Inner body
10: Output shaft
Function of Damper
11: Coupling
•The damper, decreases the torsional vibration caused by the change in engine torque and the impact torque generated when accelerating suddenly or when performing heavy-duty digging. In this way, it acts to protect the torque converter, transmission, and other parts of the power train.
•The damper uses a rubber coupling, so the vibration is absorbed by the damping effect of the rubber material. Also, the damper has few component parts.
Operation of Damper
1. The power from the engine is sent to outer body (2) through flywheel (1).
2. The power transmitted to outer body (2) is sent to inner body (4) through rubber coupling (3) which absorbs the torsional vibration of the engine.
3. The power transmitted to inner body (4) is sent through universal joint (5) to the torque converter and transmission. VGT
VGT
Abbreviation for Variable Geometry Turbocharger
Structure of VGT
REMARK
The shape may vary with the machine models.
General View and Sectional View
A: Exhaust gas outlet
B: Exhaust gas inlet
C: Intake air outlet
D: Intake air inlet
1: Turbine housing
2: Hydraulic actuator
3: VGT speed sensor
4: Blower housing
5: Shaft
6: Blower impeller
7: Push rod
8: Nozzle ring
9: Plate
10: Vane
11: Turbine impeller
12: Piston
Function of VGT
C: Blower impeller
1: Air cleaner
2: VGT
3: KDPF
4: 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.
Operation of VGT
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 (12) 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
Nozzle Ring (Close) State
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.
Nozzle Ring (Open) State
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.
Operation of Hydraulic Actuator
1. Hydraulic actuator (1) is operated by the oil pressure controlled by EPC valve (3) installed to EGR valve (2).
2. The hydraulic pressure supplied by engine 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 (5).
EGR System
EGR
Abbreviation for Exhaust Gas Recirculation
Layout Drawing of EGR System
REMARK
The shape may vary with the machine models.
1: VGT
2: Intake manifold
3: Mixing connector
4: EGR valve
Function of EGR System
5: Intake connector
6: EGR cooler
7: Exhaust manifold
• EGR valve (hydraulically driven) (4) 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 section.
•EGR cooler (6) cools the exhaust gas.
Engine coolant is used to cool the exhaust gas.
•Mixing connector (3) returns the air from the air-cooled aftercooler and the exhaust gas from EGR valve to the intake section.
•Exhaust gas is always clean with this system which controls EGR circuit based on information sent from sensor installed to each part to obtain EGR rate according to the operating condition. (EGR ratio means the ratio of EGR gas contained in the intake gas.)
•Monitors EGR circuit for troubleshooting with sensor installed to each part to prevent a serious failure from occurring.
EGR System Circuit Diagram
C: Blower impeller
1: Air cleaner
2: VGT
3: KDPF
4: DEF mixing tube(*1)
5: SCR assembly(*1)
6: Ambient pressure sensor
7: After cooler
8: EGR cooler
9: EGR unit
10: EGR valve
T: Turbine impeller
11: Hydraulic actuator (power piston)
12: EPC valve (for EGR valve)
13: EGR valve lift sensor
14: Exhaust manifold
15: Engine boost oil pump
16: Intake manifold
17: Charge (boost) pressure and temperature sensor
18: Engine controller
19: Mixing connector
*1: This may not be installed on some machine models and specifications.
Operation of EGR System
1. The engine controller outputs signals in order to open EGR valve (10) 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 (10) opens, a part of the exhaust gas (EGR gas) flows from exhaust manifold (14) into EGR cooler (8) through the EGR piping.
3. The exhaust gas cooled by EGR cooler (8) flows through EGR valve (10), merges with the supply air in the mixing connector (19), and flows into the air intake manifold (16).
EGR Valve
EGR
Abbreviation for Exhaust Gas Recirculation
Structure of EGR Valve
REMARK
The shape may vary with the machine models.
Sectional View
A: EGR gas inlet (from EGR cooler)
B: EGR gas outlet (to intake manifold)
1 Valve
2: Spring
3: Power piston
4: Spool
Structure
C: Servo drive oil inlet
D: Servo drive oil outlet
5: Spring
6: EGR valve lift sensor
7: EPC valve (for EGR)
• EGR valve consists of the EGR gas flow control mechanism and EPC valve.
•An EPC valve for EGR valve control is installed.
REMARK
EPC valve for VGT control is installed to the bottom of front exhaust manifold right side of the engine.
Operation of EGR Valve
1. The oil from the boost oil pump flows in port (C) of EGR valve. The control pressure from EPC valve enters port (E).
2. Spool (4) is moved to the right by the reaction force of spring (5), and valve (1) is closed by the reaction for of spring (2). Accordingly, the exhaust gas from EGR cooler does not flow to the intake side.
3. To open valve (1), the control pressure from EPC valve enters 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 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), 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 may vary with the machine models.
General View and Sectional View
A: EGR gas inlet
B: EGR gas outlet (to EGR valve)
C: Coolant inlet
1: Header plate
2: Flat tube
Operation of EGR Cooler
D: Coolant outlet
E: Air vent
F: Air vent
3: Inner fin 4: Case
1. EGR gas enters EGR cooler through inlet (A), and passes in flat tubes (2) (9 pieces).
2. Coolant enters EGR cooler through inlet (C), flows outside the flat tubes (2), and goes out of EGR cooler through outlet (D).
3. Flat tube (2) has inner fins (3), thus EGR gas is discharged through EGR gas outlet (B) after it has been cooled down efficiently in EGR cooler.
KCCV System
KCCV
Abbreviation for KOMATSU Closed Crankcase Ventilation
Layout Drawing of KCCV System
REMARK
The shape may vary with the machine models.
Blowby gas
B: Blowby gas from which engine oil is removed (to VGT)
1: KCCV ventilator
2: CDR valve
Function of KCCV System
Removed engine oil (to engine oil pan)
3: VGT
4: Check valve
•Although blowby gas were discharged to the atmosphere before, it is restricted by emission regulation in recent years.
•Blowby gas (A) contains ingredients of the engine oil. KCCV system is a system that remove the engine oil with a filter installed to the KCCV ventilator so that it prevents the following problem from occurring which may occur if the blowby gas is returned to VGT (3) as it is.
•Performance deterioration of turbocharger and aftercooler due to attached engine oil
•Abnormal combustion of engine
•Malfunction of sensors due to attached engine oil
A:
C:
Operation of KCCV System
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 may vary with the machine models.
General View and Sectional View
A: Blowby gas inlet (engine breather)
B: Blowby gas outlet (to VGT intake side)
C: Oil drain port (to engine oil pan)
1: Heater tube
2: Crankshaft case pressure sensor
3: Case
4: CDR valve
Structure
D: Coolant inlet
E: Coolant outlet
5: Filter
6: Relief valve
7: Impactor
•There are 2 types of filter (5); one is the top load type (removed upward) and the other is the bottom load type (removed downward).
•Position of the crankshaft case pressure sensor of the top load type (removed upward) and bottom load type (removed downward) are different from each other.
In the top load type (removed upward), the crankshaft case pressure sensor is installed to the blowby gas inlet piping.
In the bottom load type (removed downward), the crankshaft case pressure sensor is installed to the top of KCCV ventilator.
Function of KCCV Ventilator
•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 the crank seal.
CDR valve (4) controls the pressure inside the crankcase to prevent this from occurring.
•Crankcase pressure may increase and oil leakage may occur if filter (5) of KCCV ventilator is clogged. Thus, crankcase pressure sensor detects the clogging of filter (5).
•Keep KCCV ventilator warm with warmed-up engine coolant to prevent the blowby gas passage from being clogged due to freeze.
•Relief valve (6) inside case (3) operates when filter (5) is blocked to bypass the blowby gas and protect both KCCV ventilator and the engine.
Operation of KCCV Ventilator
1. Blowby gas enters KCCV ventilator through the blowby gas inlet (A). KCCV ventilator separates the large particles in the oil mist when those pass through the hole of impactor (7) in filter (5).
2. It separates the small particles in the oil mist in filter (5).
3. The separated oil oozes out from the bottom of filter (5), and flows to oil drain port (C), and then flows to the engine oil pan.
4. The crankshaft case pressure sensor (2) detects the crankshaft case pressure (blowby gas pressure). If the engine controller judges through detected value of crankshaft case pressure sensor (2) that filter (5) is clogged, it displays failure code CA555. If the pressure increases further, it displays failure code CA556.
5. Relief valve (6) is installed in case (3). It is operated when filter (5) is clogged.
6. CDR valve (4) is operated when the crankshaft case pressure becomes negative, so that the crankshaft case pressure is prevented from becoming excessively negative.
CDR Valve
CDR
Abbreviation for Crankcase Depression Regulator
Operation of CDR Valve
1. Blowby gas flows from the crank case side (A) to the turbocharger side (air intake side) as spring (2) pushes up the diaphragm (1) in usual.
2. Pressure (P1) is dropped due to the increased intake on the turbocharger side (air intake side) (B).
3. The reaction force of spring (2) is overcome by ambient pressure (P2). Diaphragm (1) shuts the passage and temporarily blocks the flow.
4. 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
General View
REMARK
The shape may vary with the machine models.
A: From VGT
B: Exhaust
C: Water drain
1: KDOC inlet temperature sensor
2: Inlet unit
3: KDPF differential pressure sensor
4: Centralized connector box
5: KCSF unit
6: Outlet unit
7: KDPF outlet temperature sensor
8: KDPF differential pressure sensor port
Structure
D: KDPF-A
E: KDPF-B
9: Sensor bracket
10: KDOC outlet temperature sensor
11: KDPF differential pressure sensor port
12: KDOC unit
13: Hanger bracket
14: Sensor bracket band
15: Water drain port
•KDPF consists of inlet unit (2) to introduce the exhaust gas, KDOC unit (12) to store the oxidation catalyst, KCSF unit (5) to store the soot collecting filter equipped with catalyst, and outlet unit (6) to discharge the exhaust gas.
•KDOC unit (12) consists of ceramic honeycomb equipped with the oxidation catalyst.
•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 equipped with the oxidation catalyst, similarly to KDOC unit (12).
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 judges from the temperatures measured by the 3 temperature sensors that KCSF unit (5) and KDOC unit (12) are functioning normally, and uses those temperatures for troubleshooting of various components.
•The differential pressure sensor monitors accumulation of soot in KCSF unit (5) by sensing the pressure difference between both sides of KCSF unit (5), and uses the obtained data for troubleshooting of various components, similarly to the temperature sensor.
Function of KDPF
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(2).
•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”)
REMARK
“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 fuel doser installed at the turbocharger outlet part,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).
REMARK
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).
REMARK
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
Types of Regeneration Function
Regeneration is a function that purifies (oxidize) the soot accumulated on the soot collecting filter (KCSF) in KDPF.
Passive Regeneration
Passive regeneration is a natural oxidation (burning) process of removing the soot which is accumulated in KCSF, when the soots
Active Regeneration (Engine Exhaust Temperature Rise Control + Fuel Dosing)
•Automatic regeneration
•Automatic regeneration is a function that starts the regeneration automatically by the fuel dosing (*2) when the soot accumulation exceeds the specified level and when the engine controller enters the exhaust temperature rise control (*1).
Automatic regeneration is also performed by the command from the engine controller after the elapse of a certain period of time from 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: This is a fuel injection performed to accelerate the regeneration by increasing the exhaust temperature.
•Manual stationary regeneration
•The operator must perform regeneration by operating the machine monitor screen in the following cases. A request for the manual stationary regeneration is displayed on the machine monitor in these cases. First, when the exhaust temperature does not reach a certain level due to the operating condition of the machine. Second, additionally the operator disables regeneration, and the automatic regeneration is not performed and accumulated soot in KCSF increases.
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 Operation and Maintenance Manual for each machine.
•Use ultra low-sulfur diesel fuel. If any fuel other than the specified one is used, the aftertreatment devices may cause a failure.
•Use the engine oil conforming to Komatsu genuine KDPF. If any oil other than the specified one is used, it may cause degradation of fuel consumption and a failure in KDPF due to early clogging of KDPF.
•Do not modify KDPF and exhaust pipe. If modification is performed, KDPF cannot operate normally and may cause a failure.
•Do not give KDPF strong impact by standing on it, dropping off it, or hitting it, or such. Otherwise the impact may damage the built-in ceramic parts of the aftertreatment devices.
•The engine controller may start “automatic regeneration” even when the soot accumulation reaches the starting point for it. This is a treatment to maintain the function of the urea SCR system normal. It is not a failure. Manual stationary regeneration runs approximately an hour.
•VGT is actuated automatically and the engine sounds differently during “automatic regeneration” and “manual stationary regeneration”. Also, as the flow rate of the exhaust gas in KDPF changes, the exhaust sound changes, but this is not a failure.
•The white smoke may be discharged through the exhaust pipe outlet for a short time during the “automatic regeneration” and the “manual stationary regeneration”, especially at low temperature, but this is not a failure. Be sure to perform regeneration in a well-ventilated area, since carbon monoxide may be generated.
•The exhaust pipe may smell different from usual during the “automatic regeneration” and the “manual stationary regeneration”, but this is not a failure.
•The temperature of the gas exhausted from the exhaust pipe may become 650 °C or higher or higher during “automatic regeneration” and “manual stationary regeneration”. Check that there is no combustibles around the exhaust pipe in order to prevent the fire. Thoroughly ensure the safety around the machine by checking that there is no persons at the place where the gas is exhausted to.
•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, a manual stationary regeneration may be required.
•The standard temperature of KDPF is shown below.
KDOC In (KDOC inlet temperature sensor)
While regeneration is not performed (idling state)
While regeneration is performed (thermal mode: 1000 rpm) 100 to 250 °C
KDOC_Out (KDOC outlet temperature sensor)
100 to 250 °C
KDPF Out (KDPF outlet temperature sensor)
to 550 °C
Fuel System
Fuel System Circuit Diagram
1: NE speed sensor
2: Engine controller -A
3: Engine controller -B
4: Injector
5: Fuel tank
6: Fuel prefilter
7: Fuel main filter
8: Overflow valve
9: Supply pump -A
9A: PCV
9B: High-pressure pump
9C: Feed pump
9D: Relief valve
9E: Bkup speed sensor (G sensor)
10: Supply pump -B
10A: PCV
10B: High-pressure pump
10C: Feed pump
10D: Relief valve
10E: Bkup speed sensor (G sensor)
11: Common rail
12: Flow damper
13: High pressure injection pipe
14: Pressure limiter
15: Fuel feed pump -A
16: Fuel feed pump -B
17: Fuel doser solenoid valve assembly -B
18: Fuel doser solenoid valve assembly -A
Function of Fuel System
• The fuel injection system is high-pressure common rail type and is controlled electronically The high-pressure common rail type consists of three main components of supply pumps (high-pressure fuel pumps) (8) and (9), common rail (10), and injector (3).
•Fuel injection is performed by injector (4) driven by solenoid.
•Engine controller (2) and (3), controls fuel injection rate and injection timing by driving the solenoid in injector (4).
Operation of Fuel System
1. Supply pumps (9) and (10) send high-pressure fuel to common rail (11). The high-pressure fuel is stored in common rail (11).
2. Fuel sucked at feed pump (9C)(10C) is discharged to main fuel filter (7).
3. The fuel discharged onto main fuel filter (7) is filtered, and flows in supply pumps (9) and (10).
4. The fuel flowing into supply pumps (9) and (10) is pressurized by 2 plungers.
5. Common rail (11) stores high-pressure fuel and distributes it to the supply lines for each injector (4).
6. Common rail (11) has a common rail pressure sensor. Engine controller (2) and (3) controls the discharged volume of supply pumps (9) and (10), while monitoring the pressure supplied from supply pump (9) and (10) to common rail (11).
7. Common rail (11) has pressure limiter (14) (common rail pressure relief). When the pressure in common rail (11) exceeds the set pressure, pressure limiter (14) releases the pressure.
8. The fuel released by pressure limiter (14) is returned to fuel tank (5) through the connected fuel return circuit.
9. High-pressure fuel flows in injector (4). The solenoid is driven and raise the internal needle to inject the fuel.
10. During active regeneration of KDPF, the fuel doser supplies fuel to the piping for increasing the exhaust gas temperature in KDOC.
CRI System
CRI
Abbreviation for Common Rail Injection
Outline of CRI System
•CRI system senses the condition of the engine (engine speed, accelerator position, coolant temperature, etc.) with various sensors.
The engine controller in this system totally controls the fuel injection rate, fuel injection timing, fuel injection pressure, etc. according to those data, and operates the engine under the optimum condition.
•The engine controller self-checks the main components and notifies any abnormality with the self-diagnosis function and alarm function.
It also has the failsafe function to stop the engine, depending on the abnormal portion, and the backup function to make it possible to operate the machine without stopping by changing the control method.
19: Fuel doser -B
20: Fuel doser -A
Structure of CRI System
•The CRI system consists of the supply pump, common rail, injector, and engine controller and sensors to control those components.
•The supply pump generates common rail fuel pressure. The discharged volume is controlled by turning ON/OFF PCV (discharged volume control valve) of the supply pump according to the electrical signals from the engine controller.
•The common rail receives the fuel pressure generated by the supply pump, and distributes it to the cylinders.
•The fuel pressure is sensed by the common rail pressure sensor installed to the common rail.
•The common rail fuel pressure is applied to the nozzle side of the injector and to the control chamber through the fuel injection pipe of each cylinder.
•The injector controls the fuel injection rate and fuel injection timing by turning ON/OFF TWV (Two-Way solenoid Valve).
•CRI system can be divided by function into the fuel system and control system.
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Function of Fuel System of CRI System
•High-pressure fuel from the supply pump is distributed through the common rail to the cylinders.
•The solenoid valve in the injector controls start and finish of injection by opening and closing the nozzle needle valve.
Control Function of CRI System
•CRI system controls the fuel injection amount and the fuel injection timing more properly comparing to the conventional system such as a mechanical governor or a timer.
•The engine controller controls the system on the basis of signal information which are sent from each sensor installed to the engine and machine.
•CRI system controls the energizing timing and duration of the injector in order for the optimum fuel injection to be performed at the optimum injection timing.
Fuel Injection Rate Control Function
The fuel injection rate control function is used instead of the function of the conventional mechanical governor. It controls the fuel injection rate properly from the engine speed and throttle position signal.
Fuel Injection Timing Control Function
The fuel injection timing control function is used instead of the conventional timer function. It controls the fuel injection timing properly from the engine speed and fuel injection rate.
Fuel Injection Pressure Control Function
(Common rail fuel pressure control function)
•The fuel injection pressure control function (common rail fuel pressure control function) measures the fuel pressure with the common rail pressure sensor and feeds it back to the engine controller to control the volume discharged from the supply pump.
•The pressure feedback control is performed so that the fuel injection rate matches with the optimum (command) value which is set according to the engine speed and fuel injection rate.
Operation of CRI Control System
1. When TWV (Two-Way solenoid Valve) is turned ON (energized), the fuel circuit is so changed that the highpressure fuel in the control chamber flows out through the orifice, and the needle valve is raised by the nozzle cracking force generated by the high-pressure fuel on the nozzle side, and then fuel injection starts. The fuel injection timing is controlled electronically by the energization timing of TWV
2. When TWV is turned OFF (de-energized), the fuel circuit is so changed that the high-pressure fuel acts on the control chamber, and the needle valve lowers and finishes fuel injection. The fuel injection rate is controlled electronically by the energization period of TWV
Cooling System
Layout Drawing of Cooling System
A: Hydraulic oil cooler inlet
B: Hydraulic oil cooler outlet
C: Power train oil cooler inlet
D: Power train oil cooler outlet
1: Cushion
2: Radiator assembly
3: Pressure valve
4: Water filler cap
5: Overflow hose
6: Air bleeding hose
7: Reservoir tank
8: Aftercooler inlet hose
9: Radiator inlet hose
10: Power train oil cooler
Specifications of Cooling System
Radiator
Core type: Modular core
Relief pressure of pressure valve: 0.09 MPa {0.9 kgf/cm2}
11: Radiator outlet hose
12: Aftercooler
13: Hydraulic oil cooler
14: Aftercooler outlet hose
15: Cooling fan pump
16: Cooling fan motor
17: Fan
18: Drain valve
Vacuum pressure of pressure valve: 0.005 MPa {0.05 kgf/cm2}
Reservoir tank is installed inside the right side cover.
Aftercooler
Core type: Laminated aluminum
Fin pitch: 8.0/2P
Heat dissipation area: 49.89 m2
Power Train Oil Cooler
Core type: PTO-OL
Type of inner fin: TF5-C
Heat dissipation area: 3.77 m2
Hydraulic Oil Cooler
Core type: Laminated aluminum
Fin pitch: 8.0/2P
Heat dissipation area: 7.83 m2
Component Parts of Cooling System
Cooling Fan Pump
Structure of Cooling Fan Pump
Overall View
1: LPV90 hydraulic pump
2: LPV30 hydraulic pump
LPV90 Hydraulic Pump
General View
IM: Control current input connector
PA: Pump discharge port
PDI: Drain port
PD2: Drain port (plug)
PDA: Breather
Sectional View
2:
3:
4:
5:
PEN: Control pressure pickup port (plug)
PEPC: EPC source pressure input port
PS: Pump suction port
8:
9:
10:
1: Shaft
Cradle
Case
Rocker cam
Shoe
6: Piston
7. Cylinder block
Valve plate
Spring
Servo piston
Structure
•Cylinder block (7) is supported on shaft (1) by spline (C).
• The shaft (1) is supported by each bearing (9) at the front and rear
•The tip of piston (6) is shaped as a concave sphere and is crimped with shoe (5).
•The piston (6) and shoe (5) form a spherical bearing.
•The rocker cam (4) has flat surface (A), and shoe (5) is always pressed against this surface while sliding in a circular pattern.
•The rocker cam (4) rocks on cylindrical surface (B) of cradle (2) fixed to case (3).
•The piston (6) reciprocates in an axial direction in each cylinder chamber in the cylinder block (7).
•The cylinder block (7) rotates relatively to valve plate (8) while sealing the pressurized oil. The oil pressure is balanced properly on this surface.
•The pressurized oil is sucked in and discharged from each cylinder chamber in cylinder block (7) through valve plate (8).
LPV30 Hydraulic Pump
General View
IM: Control current input connector
P1: Pump discharge port
PAEPC: EPC output pressure pickup plug
PE: Control piston pressure input port
1: Piston pump
2: Servo valve
PEPC: EPC valve source pressure input port
PH: Pump discharged pressure output port
PS: Pump suction port
TO: Drain port
3: Bleeder
4: EPC valve
Sectional View
1: Shaft
2: Oil seal
3: Case
4: Rocker cam
5: Shoe
6: Piston
7. Cylinder block
8: Valve plate
9: Spring
10: Servo piston
11: Ball retainer
Structure
•Cylinder block (7) is supported on shaft (1) by spline (B).
• The shaft (1) is supported by each bearing (12) at the front and rear.
•The tip of piston (6) is shaped as a concave sphere and is crimped with shoe (5).
•The piston (6) and shoe (5) form a spherical bearing.
•The rocker cam (4) has flat surface (A), and shoe (5) is always pressed against this surface while sliding in a circular pattern.
•The rocker cam (4) slides and pivots having the ball retainer (11) as a fulcrum point.
•The piston (6) reciprocates in an axial direction in each cylinder chamber in the cylinder block (7).
•The cylinder block (7) rotates relatively to valve plate (8) while sealing the pressurized oil.
•The oil pressure is balanced properly on this surface.
•The oil is sucked in and discharged from each cylinder chamber in cylinder block (7) through valve plate (8).
Specifications of Cooling Fan Pump
Model: LPV90
Type: Variable swash plate type
Theoretical discharged volume: 90.6 cm3/rev
Fan drive pressure: 19.1 MPa {195 kgf/cm2}
Rated speed: 1926 rpm
Model: LPV30
Type: Variable swash plate type
Theoretical discharged volume: 30 cm3/rev
Fan drive pressure: 19.1 MPa {195 kgf/cm2}
Rated speed: 1926 rpm
Function of Cooling Fan Pump
•This pump converts the engine rotation and engine torque transmitted to the shaft of pump into hydraulic energy, and discharges pressurized oil corresponding to the load.
•The discharged volume can be changed by changing the swash plate angle.
Operation of Cooling Fan Pump
LPV90 Hydraulic Pump
Selection of Discharged Volume (Selection of Swash Plate Angle)
1. Cylinder block (7) rotates together with the shaft (1), and the shoe (5) slides on plane (A).
2. Rocker cam (4) moves along the cylindrical surface (B). As a result, angle (a) between the center line (X) of rocker cam (4) and the axis of cylinder block (7) changes. (a): Swash plate angle
Suction and Discharge of Pressurized Oil
1. Flat surface (A) acts as a cam for shoe (5) while the angle (a) is made between the center line (X) of rocker cam (4) and the axis of cylinder block (7).
2. Piston (6) slides inside the cylinder block (7), and a difference is made between volume (E) and volume (F) in cylinder block (7).
3. Oil in amount of (F) minus (E) per each piston (6) is sucked in and discharged from.
4. As the cylinder block (7) rotates and the volume of chamber (E) decreases, the pressurized oil is discharged on the process.
5. As the volume of the chamber (F) increases, pressurized oil is sucked in the process.
No Pressurized Oil is Suctioned In or Discharged (Swash Plate Angle = 0)
1. The difference between volumes (E) and (F) inside cylinder block (7) is zero when center line (X) of rocker cam (4) matches the axis of cylinder block (7) (the swash plate angle is zero).
2. The suction and discharge of pressurized oil is not performed. The pumping action is not performed. (Angle of swash plate does not become zero actually)
3. Pump discharged volume is in proportion to the swash plate angle (a).
Control of Discharged Volume
1. As the swash plate angle (a) is increased, the difference between volumes (E) and (F) is increased. Accordingly, the discharged volume (Q) is increased.
2. Servo piston (1) changes the swash plate angle (a).
3. Servo piston (1) moves in a linear reciprocating motion corresponding to the signal pressure from the PC valve. This linear motion is transmitted to the rocker cam (4).
4. Rocker cam (4) which is supported with the cylindrical surface by the cradle (2) slides in direction of the rotation.
5. The area of servo piston (1) for receiving the pressure are not identical on the top and bottom. Main pump discharged pressure (self-pressure) (PA) is always transmitted to the pressure chamber of the small diameter piston side (top face).
6. Output pressure of PC valve (PEN) is transmitted to the pressure chamber of the large diameter piston side (bottom face).
7. The movement of servo piston (1) is controlled by the relationship of pressure between the small diameter piston side (PA) and large diameter side (PEN) and by the ratio of the area receiving the pressure between the small diameter piston and large diameter piston.
LPV30 Hydraulic Pump
Selection of Discharged Volume (Selection of Swash Plate Angle)
1. Cylinder block (7) rotates together with the shaft (1), and the shoe (5) slides on plane (A).
2. The rocker cam (4) tilts on the fulcrum of ball retainer (11). Accordingly the swash plate angle (a) between the center line (X) of rocker cam (4) and the axial direction of cylinder block (7) changes. (a): Swash plate angle
Suction and Discharge of Pressurized Oil
1. Flat surface (A) acts as a cam for shoe (5) while the angle (a) is made between the center line (X) of rocker cam (4) and the axis of cylinder block (7).
2. Pistons (6) slide inside cylinder block (7) and a difference is made between volumes (E) and (F) in cylinder block (7).
3. Oil in amount of (F) minus (E) per each piston (6) is sucked in and discharged from.
4. As the cylinder block (7) rotates and the volume of chamber (E) decreases, the oil is discharged in the process.
5. As the volume of the chamber (F) increases, the oil is sucked on the process.
No Pressurized Oil is Suctioned In or Discharged (Swash Plate Angle = 0)
1. The difference between volumes (E) and (F) inside cylinder block (7) is zero when center line (X) of rocker cam (4) matches the axis of cylinder block (7) (the swash plate angle is zero).
2. The suction and discharge of pressurized oil is not performed. The pumping action is not performed. (Angle of swash plate does not become zero actually)
3. Pump discharged volume is in proportion to the swash plate angle (a).
Control of Discharged Volume
1. As the swash plate angle (a) is increased, the difference between volumes (E) and (F) is increased. Accordingly, the discharged volume (Q) is increased.
2. Servo piston (10) changes the swash plate angle (a).
3. Servo piston (10) moves in a linear reciprocating motion corresponding to the signal pressure from the PC valve.
4. This linear motion is transmitted to the rocker cam (4).
5. Being supported by the ball retainer (11), the rocker cam (4) pivots around the ball retainer (11).
Servo Valve of Cooling Fan Pump
Structure of Cooling Fan Pump Servo Valve
General View and Sectional View
PEPC: EPC valve source pressure input port
PE: Control piston pressure output port
PH: Pump discharged pressure input port
T: Drain port
1: Plug
2: Lever
3: Retainer
4: Seat
5: Spool
6: Piston
7: Sleeve
Function of Cooling Fan Pump Servo Valve
•Servo valve is a valve that controls the current inputted to the EPC valve and pump swash plate angle (a) so that their relationship is as shown in the figure.
•The relationship between EPC valve input current (i) and EPC valve output pressure (F) is as shown in the figure.
Operation of Cooling Fan Pump Servo Valve
LPV90 Hydraulic Pump
When EPC Output Pressure is Large [EPC Current Value (i) is Large]
1. The relationship between EPC valve input current (i) and EPC valve output pressure (F) is as shown in the figure.
2. Spool (7) is pushed to the left corresponding to the relationship of cross-sectional areas of spool (S1) and spool (S2) (S1>S2) when EPC discharged pressure is raised.
3. Port (f) and port (g) are connected, the pump discharged pressure (PA) is sent from port (g) to port (f), and the port (f) and drain circuit are disconnected.
4. Pump discharged pressure (PA) from the port (f) of PC valve is transmitted to the large diameter side chamber (X) of the servo piston (1).
5. Pump discharged pressure (PA) is constantly transmitted to the small diameter side chamber (Y) of the servo piston (1) as well. But the servo piston (1) is moved to the minimum swash plate angle side (upper side) since the force on the large diameter side is larger than the other due to area difference of both faces of the servo piston (1).
6. When servo piston (1) moves upward, piston (4) is moved to the right through lever (2). Spring (6) is compressed, spool (7) moves to the right.
7. Servo piston (1) stops moving upward when the port (f) and port (g) are disconnected by the spool (7) moved to the right.
8. At this time, servo piston (1) stops at a position slightly upper (minimum swash plate angle) than the position when EPC discharged pressure is low
When EPC Output Pressure is Small [EPC Current Value (i) is Small]
1. As EPC current value (i) becomes smaller, EPC output pressure becomes smaller, and the spool (7) is pushed to the right by the force of the spring (6).
2. Port (f) and drain circuit are connected at the same time as the port (g) and port (f) are disconnected.
3. Pressurized oil on large diameter side chamber (X) of the servo piston flows through the port (f) into the drain circuit.
4. Servo piston (1) is moved to the maximum swash plate angle side (lower side) by the pressure of the small diameter side chamber (Y).
LPV30 Hydraulic Pump
1. Output pressure of EPC valve enters the piston chamber (C) and pushes the piston (6). Piston (6) pushes the spool (5), and moves it to a position where it is balanced with the spring.
2. Land (PE) of the servo piston pressure passage is connected to the pump discharged pressure passage through the notch of spool (5), so the pump discharged pressure is transmitted to the servo piston.
3. The positional feedback is applied when the rocker cam pushed up the servo piston. The lever (2) is moved in the direction to compress the spring.
4. Pump discharge circuit and servo piston circuit are disconnected when the spool (5) is pushed back. Pressure in the servo piston chamber is decreased, and the rocker cam returns toward the maximum swash plate angle.
5. Swash plate is fixed to a position where EPC output pressure is balanced with the force of spring as these processes are repeated.
6. Thus, larger the EPC output pressure is, smaller the swash plate angle becomes. Smaller the EPC output pressure is, larger the swash plate angle becomes.
Cooling Fan Motor
Structure of Cooling Fan Motor
General View
P: From fan pump
T: To oil cooler
TC: To hydraulic tank
Sectional View
5:
7:
Specifications
of Cooling Fan Motor
8:
9:
10:
11.
12:
13:
Model: LMF150
Capacity: 150 cm3/rev
Rated speed: 1210 rpm
Rated flow rate: 181 ℓ/min
1: Output shaft 2: Case 3: Thrust plate
4: Shoe
Piston
6. Cylinder block
Valve plate
End cover
Center spring
Suction safety valve
ON/OFF pilot valve
Reversible valve spool
Speed sensor
Cracking pressure of check valve: 68.6 kPa {0.7 kgf/cm2}
Function of Cooling Fan Motor
Cooling fan motor is a swash plate type axial piston motor. It converts the energy of the pressurized oil sent from the cooling fan pump into rotary motion.
Operation of Cooling Fan Motor
1. Pressurized oil flows from the pump through valve plate (7) to cylinder block (5).
2. Pressurized oil flows to only either side of (Y-Y) which is connecting the top dead center and bottom dead center during the stroke of piston (4).
3. Pressurized oil which flows in either side of cylinder block (5) pushes pistons (4) (4 pieces or 5 pieces).
Force F1“F1 kg = P kgf/cm2xπD2/4 cm2” is generated per one piston. This force acts on thrust plate (2).
4. Since thrust plate (2) is fixed at angle (a) to output shaft (1), the force is divided into components (F2) and (F3).
5. Radial component (F3) of these components generates torque (T = F3 x ri) against (Y-Y) which is connecting the top dead center and bottom dead center.
6. This total of force of torque “T = ∑(F3xri)”, a rotational force, passes the piston (4) so that the cylinder block (5) is rotated.
7. This cylinder block (5) is coupled with output shaft (1) by spline.
8. Output shaft (1) rotates and transmits the torque.
Suction Valve of Cooling Fan Motor
Function of Suction Valve of Cooling Fan Motor
The pressurized oil flowing into motor stops when the pump stops rotation. The abnormal high pressure is generated on the outlet side of the motor since the motor is rotated by the inertial force. When the pressurized oil flowing from inlet port (P) stops, the suction valve (1) of cooling fan motor sucks in the oil on the outlet side and supplies it to port (MA) compensating for the lack of oil on that side so as to prevent cavitation.
Operation of Cooling Fan Motor Suction Valve
When Engine is Started
1. The pressurized oil is supplied from the cooling fan pump to port (P), and the pressure on port (MA) side increases.
2. When the starting torque is generated in the motor, the motor starts rotation.
3. The pressurized oil on the motor outlet (MB) side returns through port (T) to the tank.
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When Engine is Stopped
1. When the engine is stopped, the input speed of the cooling fan pump becomes 0 rpm.
2. Cooling fan pump does not supply pressurized oil to the port (P).
3. As the pressurized oil is not supplied to (MA) side of the motor, the motor speed decreases gradually to stop.
4. The suction valve (1) supplies oil in the port (T) on the outlet side to the (MA) side when the motor shaft is rotated inertially while the oil flow in port (P) is decreasing, so that it prevents cavitation from occurring.
Reversible Valve of Cooling Fan Motor
Operation of Reversible Valve of Cooling
Fan Motor
When Cooling Fan Reverse Solenoid Valve is “De-energized”
1. When coil (1) is “de-energized”, the flow of pressurized oil from the pump is stopped by spool (2).
2. Port (C) is connected to the tank circuit.
3. Spool (3) is pushed to the right by spring (4).
4. Port (MA) is opened, the pressurized oil flows into it so as to rotate the motor clockwise.
When Cooling Fan Reverse Solenoid Valve is “Energized”
1. When coil (1) is “energized”, spool (2) is switched.
2. The pressurized oil from the pump flows into port (C), and then into spool chamber (D).
3. The pressurized oil in chamber (D) compresses spring (4).
4. Spool (3) moves to the left.
5. Port (MB) is opened, the pressurized oil flows into it so as to rotate the motor counterclockwise.
Safety Valve of Cooling Fan Motor
Function of Safety Valve of Cooling Fan Motor
Safety valve (1) of cooling fan motor is a valve that protects the fan system circuit. It is installed in case the pressure in port (P) of the motor increases at the starting of engine.
Operation of Cooling Fan Motor Safety Valve
When the pressure in port (P) exceeds the cracking pressure of the safety valve (1), valve (2) of the safety valve (1) opens to release the pressurized oil into port (T). Occurrence of abnormally high pressure in port (P) is prevented by this operation.
Hydraulic Oil Cooler Bypass Valve
Structure of Hydraulic Oil Cooler Bypass Valve
Structure Drawing
B: To tank 1: Body
2 Valve 3: Spring
Specifications of Hydraulic Oil Cooler Bypass Valve
Cracking pressure: 0.5 MPa {5.1 kgf/cm2}
Function of Hydraulic Oil Cooler Bypass Valve
Hydraulic oil cooler bypass valve is installed in the oil cooler inlet circuit. Hydraulic oil cooler bypass valve acts to return the oil directly to the hydraulic tank when any abnormal pressure is generated in the oil flowing to the hydraulic oil cooler to prevent abonormal pressure from generating.
A: Hydraulic oil cooler inlet
Control System
Layout Drawing of Control System
1: KOMTRAX Plus controller
2: GPS antenna
3: KOMTRAX communication antenna
4: Wireless LAN antenna
5: KOMTRAX terminal
6: Power train controller
7: Work equipment controller
8: Machine monitor
Machine Monitor System
System Diagram of Machine Monitor System
Input and output signals
a: Power supply
1: Machine monitor
2: Battery
3: KOMTRAX Plus controller
4: Power train controller
Function of Machine Monitor System
b: CAN signal
c: Sensor signal and switch signal
5: Work equipment controller
6: Engine controller
7: Sensors and switches
•Machine monitor system is a system that gives the operator about the condition of the machine. The machine monitor system monitors the machine condition with the sensors installed to various parts of the machine, and processes the information immediately, displays it on the monitor panel, and notifies the operator of the machine condition.
•The contents displayed on the panel are classified as follows.
• Current and voltage values of the sensors and solenoids
•Display of camera image
•The switches on the machine monitor have functions to control the machine.
Machine Monitor Display
Contents and conditions of processing
Display of travel direction and gear speed
• Information of F1, R3 and such which the power train controller gives is transmitted with CAN signals.
Display of gauges of fuel level, engine coolant temperature, etc.
• Gauge level information which the power train controller processed and converted is transmitted with CAN signals.
Display of failure
• Failure code applicable to the failure occurred is transmitted with CAN signals.
• The command to sound the buzzer or to light up the caution lamp is transmitted corresponding to the contents of failure.
When it is normally operated
• Action level and failure code
In abnormality record display mode
•Failure codes and - service meter reading at the first occurrence, - service meter reading at the last occurrence, - number of past occurrences, are displayed on the machine monitor.
Monitoring Display
Contents and conditions of processing
The communication conditions of each sensor, each solenoid, and CAN signals are displayed.
• Information of item Nos. and device conditions is transmitted to the machine monitor with CAN signals.
• The machine monitor displays the items and each value.
Each item is selected by using the cursor switches and enter switch.
MethodTransmittance of signals
CAN signal
CAN signal
Each sensor, solenoid
Machine monitor
CAN signal
MethodTransmittance of signals
Each sensor, solenoid
CAN signal
Machine monitor
CAN signal
Others
Contents and conditions of processing
Pre-defined Monitoring
Self-define Monitoring
Abnormality Record
Maintenance Record
Maintenance Mode Setting
Phone Number Entry
Default
Diagnostic Tests
Adjustment
No-Injection Cranking
KOMTRAX Settings
MethodTransmittance of signals
Service Message - -
REMARK
For details of the operating method, see Testing and Adjusting, “Set and Operate Machine Monitor”.
KOMTRAX Plus System
System Diagram of KOMTRAX Plus System
1: KOMTRAX communication antenna
2: KOMTRAX terminal
3: KOMTRAX GPS antenna
4: Wireless LAN antenna
*1: Connect this when not using the wireless.
5: Wireless LAN unit
6: KOMTRAX Plus controller
7: Service connector (CN-KOM)
8: Service connector (For rewriting application)
KOMTRAX Plus system consists of KOMTRAX Plus controller, KOMTRAX terminal, wireless LAN unit, KOMTRAX GPS antenna, KOMTRAX antenna, and wireless LAN antenna.
Function of KOMTRAX Plus System
•This system transmits various types of information on the machine with wireless communication.
•KOMTRAX Plus administrator can supply various services to the customers by referring to the following information in the office.
•KOMTRAX Plus system can transmit the following information.
•Positional information
•Operation information (service meter, odometer)
•Alarm, troubleshooting
•Fuel consumption information
•Maintenance information
•Information of how the machine is used
•Record of how the machine has been used (operation record, error occurrence record)
•Obtaining of information of the health state affected by age (trend data)
•Obtaining of information of the health state affected by frequency accumulation (map data)
• Failure analysis by real-time data (snapshot)
•Obtaining of information of how the machine is used by logging operation information (detailed log data)
REMARK
•Radio station for KOMTRAX Plus needs to be established separately to use the service.
•To use the wireless LAN unit, authorization by each country where the machine will be used must be confirmed.
•To use the machine in a country where the wireless LAN unit is not authorized, the wireless LAN unit must not be installed. An optional download connector must be installed out of the cab.
Component Parts of Control System
Machine Monitor
Function of Machine Monitor
•The machine monitor has the monitor display function, mode selection function, and function of switching the electrical components, etc. It also has the built-in alarm buzzer
•CPU (Central Processing Unit) is mounted inside, and it processes, displays, and outputs information.
•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 display does not display normally.
REMARK
•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 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.
•For details of the following, see “Operation and Maintenance Manual”.
•Display
•Switch part
•Guidance icons and functiopn switches
Input and Output Signals of Machine Monitor
070-18P “CM01”
Pin No.
Signal name
Input and output signals
1Continuous power supply (24 V) Input
2Continuous power supply (24 V) Input
3GND (continuous power supply) -
4GND (continuous power supply) -
5External starting signal Input
6Starting motor cut-off relay Output 7(*1) -
8System operating Input and output
9Lamp switch Input
10Starting switch ACC signal Input
11Starting switch C signal Input
12Preheating Input
13Engine shutdown secondary switch Input
14Analog (GND) -
15Fuel level sensor Input
16Alternator R signal Input 17(*1)18(*1) -
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
070-20P “CM03”
Pin No. Signal name
1(*1)
2(*1)
3(*1)
4(*1)
5(*1)
6(*1)
7(*1)
8(*1)
9(*1)
10(*1)
11(*1)
12(*1)
13(*1)
14(*1)
15(*1)
16(*1)
17(*1)
18(*1)
19(*1)
20(*1)
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
070-8P “CM04”
Pin No.Signal name
Input and output signals
Input and output signals
1Power supply for camera (8 V) Output
2Camera NTSC signal Input
3(*1)
4(*1)
5GND (power supply for camera)
6(*1)
7(*1)
8GND (shield)
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
Gauges and Meters Shown on Machine Monitor
Gauge
Item to be displayed
(*1)
Engine coolant temperature gauge
Range and method for display
Range Temperature (°C)
Gauge range
W1105Red
W2102Red
W3100Green
W485Green
W560Green
W630White
Range Temperature (°C)
Gauge range
P1130Red
(*1)
Power train oil temperature gauge
(*1)
Hydraulic oil temperature gauge
P2120Red
P3118Green
P4 90Green
P5 50Green
P6 0White
Range Temperature (°C)
Gauge range
H1105Red
H2102Red
H3 98Green
H4 70Green
H5 20Green
H6 0White
RangeVolume (ℓ)
(*4)
Fuel gauge
Remarks
• Indicates corresponding temperature range.
• Alarm buzzer sounds when the temperature is Min. 105 °C.
• If the color of the gauge range is white, perform warm-up operation for the engine.
• Indicates corresponding temperature range.
• Alarm buzzer sounds when the temperature is Min. 130 °C.
• If the color of the gauge range is white, perform warm-up operation for the engine.
• Indicates corresponding temperature range.
• Alarm buzzer sounds when the temperature is Min. 105 °C.
• If the color of the gauge range is white, perform warm-up operation for the hydraulic components.
Gauge range
F1961Green
F2734Green
F3563Green
F4350Green
F5248Green
F6190Red
• Indicates corresponding remaining level.
Gauge Item to be displayed
(*1, *2)
Engine speedometer
Range and method for display
RangeSpeed (rpm)
Gauge range
M13000Red
M22625Red
M32000Green
M41500Green
M51000Green
M6500Green
Range Travel speed (km/h)
(*1, *2)
Speedometer
(*1, *2)
Work equipment pump oil pressure gauge
(*1, *2)
Engine oil pressure gauge
Gauge range
M1 15Green
M2 10Green
M3 5Green
M4 0Green
Range Pressure (MPa)
Gauge range
M1 50Green
M2 40Green
M3 30Green
M4 20Green
M5 10Green
M6 0Green
Range Pressure (MPa)
Gauge range
M10.7Green
M20.5Green
M30.4Green
M40.3Green
M50.08Green
M6 0 Red
RangeVoltage (V)
(*1, *2)
Battery voltage gauge
Remarks
• Indicates corresponding engine speed.
• Engine overrun monitor lights up when the engine speed exceeds Min. 2625 rpm.
Gauge range
M1 31Red
M2 30Red
M3 25Green
M4 20Green
M5 15Green
M6 0 Red
• Indicates corresponding travel speed.
• Indicates corresponding pump discharged pressure of work equipment
• Indicates corresponding engine oil pressure
• Indicates corresponding battery voltage
Gauge
Item to be displayed
(*1, *2)
Drawbar pull gauge
Range and method for display
RangePower (W)
Gauge range
M11.0Green
M20.8Green
M30.6Green
M40.4Green
M50.2Green
M6 0Green
RangePower (W)
(*1, *2)
Load display
(*1, *2)
Body pitch display
Remarks
• Indicates corresponding drawbar pull
Gauge range
M10.70Red
M20.24White
Range Angle (degrees)
Gauge range
M1 20 (Forward tilt) Gray
M2 10 (Forward tilt) Gray
M3 10 (Backward tilt) Gray
M4 20 (Backward tilt) Gray
Segment Load level
Green1 to 8 Light to medium
• Indicates drawbar pull by several seconds
• Horizontal axis indicates time and vertical axis indicates drawbar pull. (Latest information is indicated on rightmost.)
• Indicates pitch angle by several seconds
• Horizontal axis is elapsed time. Vertical axis is machine pitch angle. (The latest information is shown at the right end.) (Latest information is indicated on rightmost.)
(*3)
ECO gauge
(*3)
Drawbar pull gauge
Orange9, 10Heavy
Segment Load level
Green1 to 8 Light to medium
Orange9, 10Heavy
Service meter 00000.0 h to 99999.9 h
• Indicates instantaneous fuel consumption (average of fuel consumption by 3 seconds) in 10 steps.
(Displayed when Fuel Consump is selected in Energy Saving Guidance→Configurations→ECO Gauge Display
• Indicates instantaneous drawbar pull (average of drawbar pull in 1 second) in 10 steps.
(Displayed when Traction is selected in Energy Saving Guidance→Configurations→ECO Gauge Display)
• Indicates accumulated engine operating hours (when alternator is generating).
(Pressing F4 switch displays Clock Adjustment.)
Gauge
Item to be displayed
Clock
(*3)
Fuel consumption gauge
Range and method for display
• 12 hour display (AM/PM)
• 24 hour display
• 1 Day
• Split Time
• None
Remarks
• Clock Adjustment is displayed. (Pressing F4 switch displays Service Meter Adjustment.)
(Pressing F2 switch displays Engine Speed while Clock Adjustment is displayed on Multi Gauge display.)
• (Setting for the display can be changed in Energy Saving Guidance → Configurations → Average Fuel Consumption Display.)
*1: The gauge pointer disappears if the gauge signal is not available where the CAN communication line has an open circuit.
*2: These items are categorized into multi gauge. The display changes every time the F2 switch is pressed.
*3: Display can be changed in “Energy Saving Guidance” → “Configurations” in user menu.
*4: The gauge pointer disappears if the fuel level signal is not available where the fuel level sensor has an open circuit.
Caution Lamps Shown on Machine Monitor
Range and method for display
Symbol
Item to be displayed
Coolant temperature
Range Monitor display (background color)
Power train oil temperature
Hydraulic oil temperature
Remarks
Action level monitor
Min. 105 °CLit (red)L02
Min. 102 °CLit (red)-
Less than 102 °CLit (blue)-
Min. 130 °CLit (red)L02
Min. 120 °CLit (red)-
Less than 120 °CLit (blue)-
Min. 105 °CLit (red)L02
Min. 102 °CLit (red)-
Less than 102 °CLit (blue)-
• Monitor background color changes depending on the temperature detected.
• Alarm buzzer sounds when the temperature exceeds 105 °C, the overheat prevention system operates automatically, and the engine speed decreases.
• Monitor background color changes depending on the temperature detected.
• Alarm buzzer sounds when the temperature exceeds 130 °C, the overheat prevention system operates automatically, and the engine speed decreases.
• Monitor background color changes depending on the temperature detected.
• Alarm buzzer sounds when the temperature exceeds 105 °C, the overheat prevention system operates automatically, and the engine speed decreases.
Symbol
Item to be displayed
Fuel Level
(*1)
Battery charge
(*1)
Engine oil pressure
Air cleaner clogged
(*1)
Radiator coolant level
Maintenance due time warning
State of system
Range and method for display
Range
Monitor display (background color)
State of engine system
Remarks
Action level monitor
Less than 248 ℓLit (red)-
• Background color of monitor changes according to the remaining level. Min. 248 ℓLit (blue)-
Insufficient charging (charge voltage < battery voltage) Lit (red)L03
When it is abnormal (Below specified pressure) Lit (red)L03
When it is abnormal (Above specified pressure) Lit (yellow)
(*3) L01
When it is abnormal (coolant level is below specified level) Lit (yellow)L01
When maintenance due time is over Lit (red)-
(*2)
When the maintenance notice time has passed Lit (yellow)-
When action level L04, L03 is detected Lit (red)L04, L03
When action level L01 is detected Lit (yellow) (*3) L01
When action level L04, L03 is detected Lit (red)L04, L03
When action level L01 is detected Lit (yellow) (*3) L01
• Monitor lights up and alarm buzzer sounds when an abnormality is detected while engine is running.
• Monitor lights up and alarm buzzer sounds when an abnormality is detected while engine is running.
• Monitor lights up if an abnormality is detected while engine is running.
• Monitor lights up if an abnormality is detected while engine is running.
• The display changes depending on how long it has passed since the maintenance due time was over
• After starting switch is turned to ON position, monitor lights up if condition for lighting it up is satisfied, and then goes out in 30 seconds.
• Monitor lights up when an abnormality is detected in machine system.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up when an abnormality is detected in engine system.
• Alarm buzzer sounds when the background color is red.
Symbol
Item to be displayed
Range and method for display
Range Monitor display (background color)
State of work equipment system
State of steering system
State of transmission system
State of brake system
State of parking brake system
State of fan control system
State of KDPF system
Remarks
Action level monitor
When action level L04, L03 is detected Lit (red)L04, L03
When action level L01 is detected Lit (yellow) (*3) L01
When action level L04, L03 is detected Lit (red)L04, L03
When action level L01 is detected Lit (yellow) (*3) L01
When action level L04, L03 is detected Lit (red)L04, L03
When action level L01 is detected Lit (yellow) (*3) L01
When action level L04, L03 is detected Lit (red)L04, L03
When action level L01 is detected Lit (yellow) (*3) L01
When action level L04, L03 is detected Lit (red)L04, L03
When action level L01 is detected Lit (yellow) (*3) L01
When action level L04, L03 is detected Lit (red)L03
When action level L01 is detected Lit (yellow) (*3) L01
When action level L04, L03 is detected Lit (red)L04, L03
When action level L01 is detected Lit (yellow) (*3) L01
• Monitor lights up when an abnormality is detected in the work equipment system.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up when an abnormality is detected in steering system.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up when an abnormality is detected in transmission system.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up when an abnormality is detected in brake system.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up when an abnormality is detected in the parking brake system.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up when an abnormality is detected in fan control system.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up when an abnormality is detected in KDPF system.
• Alarm buzzer sounds when the background color is red.
Symbol
Item to be displayed
Accumulation of soot in KDPF
Range and method for display
Range Monitor display (background color)
Engine overrun
State of air conditioner
Engine oil level is dropped (OP)
Transmission oil filter clogging
Hydraulic oil level is dropped (OP)
Action level
Remarks
Action level monitor
When action level L03 is detected Lit (red)L03
When action level L01 is detected Lit (yellow)
(*3) L01
When engine overruns Lit (red)L02
When air conditioner is abnormal Lit (yellow)
When engine oil level is dropped Lit (yellow)
When transmission oil filter is clogged Lit (yellow)
When Hydraulic oil level is dropped Lit (yellow)
(*3) L01
(*3) L03
(*1) L03
(*3) L03
When action level L04 is detected Lit (red)L04
• Monitor lights up when soot is accumulated inside KDPF or cleaning function is abnormally degraded.
• Alarm buzzer sounds when the background color is red.
• Monitor lights up and alarm buzzer sounds when engine overrun is detected.
• Monitor lights up when an abnormality is detected in air conditioner system.
• Monitor lights up if an abnormality is detected while engine is running.
• Monitor lights up if an abnormality is detected during operation.
• Monitor lights up if an abnormality is detected during operation.
• Monitor lights up when an abnormality is detected in machine. Alarm buzzer sounds when the background color is red. 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) (*3) L01
*1: These are included in the Check before starting items. these symbols are lit for 2 seconds after the starting switch is turned to ON position, and returns to the standard state if no failure is found.
*2: You can change the maintenance notice time in 05“Maintenance Mode Setting” → 00“Maintenance Mode Change” → 02“Maintenance Notice Time Setting”.
*3: These items are lit for 2 seconds, and then go out.
Pilot Lamps Shown on Machine Monitor
Gauge Item to be displayed
Preheating
Work equipment automatic lock
PARKING BRAKE
Range and method for display
Automatic preheating
• Operates automatically when temperature is low. (The lamp is lit for approximately 40 seconds at maximum.)
• Goes out after engine is started.
Elapsed time after turning starting switch to HEAT (preheat)
Automatic preheating
Monitor display
0 to 30 seconds Lit
30 to 40 seconds Flashing
40 seconds or longer Not lit
Lights up: Lock position
Flashes: When it is necessary to lock Not lit: FREE position
Lights up: Lock position
Flashes: When it is necessary to lock Not lit: FREE position
Air conditioner Lit: ON Not lit: OFF
Seat belt is not fastened. Lit: Not fastened Not lit: Fastened
Engine stop
Lit: When engine is stopped
Not lit: When engine is running
In fan rotating in reverse Lit: Cooling fan reverse rotation
Not lit: Cooling fan normal rotation
Aftertreatment devices regeneration
Lit: When the aftertreatment devices regeneration is in progress
Not lit: Aftertreatment devices regeneration has been completed.
Remarks
Displays the operation state of preheating.
Indicates the work equipment lock lever state
Indicates the parking brake lever state
Indicates the air conditioner and blower operating state
Displays whether seat belt is fastened.
Displays the operation state of engine.
Indicates the rotating state of cooling fan.
Indicates the regeneration state of aftertreatment devices.
Gauge
Item to be displayed
Aftertreatment devices regeneration disable
Message (Unread)
Message (No return message, alreadyread message)
Operating mode
Range and method for display
Lit: When the aftertreatment devices regeneration is disabled
Not lit: Aftertreatment devices regeneration disable is canceled
Lit: There is an unread message Not lit: No message
Lit: There is a message which has been read but not been replied. Not lit: No message
• Indicates the regeneration state of aftertreatment devices.
• The KDPF soot accumulation caution lamp lights up when the manual stationary regeneration is necessary
Indicates the state of receiving messages
Indicates the state of receiving messages
Indicates the operating mode setting
Indicates the reverse slow mode setting.
Indicates the dual tilt mode setting
Indicates the blade FLOAT operation state.
Indicates the blade fine control mode setting
Indicates the blade auto pitching setting and operation state
Displays the support guidance for operation of the machine.
Gauge Item to be displayed
Range and method for display
Ripper auto return Lit: ON Not lit: OFF
Remarks
Indicates the ripper auto return setting
Speed range display See “Palm Command Control System”.
Operator Mode Function of Machine Monitor
•These items are normally displayed. The operator can display, set these items with switch operation. Some items may require special switch operation.
•Items available in the operator mode are as follows.
Category (*1)
Selection of the operation mode
Selection of the gearshift mode
Selecting reverse slow mode
Operation of customizing
Operation of stopping the alarm buzzer
Operation of selecting the multi-gauge
Operating air conditioner
Selecting dual tilt
Operation of camera mode display (for machine with camera)
Operation of clock display and service meter display
Check of maintenance information
Setting and display of user menu
• Energy Saving Guidance
• Machine Setting
• Aftertreatment Devices Regeneration
• Maintenance
• Monitor Setting
• User message (including KOMTRAX messages for user) C
ECO Guidance
Machine Setting (Fan Reverse Mode)
Display of the caution lamp
Display of the aftertreatment devices regeneration
Display of the action level and failure code
Checking function by LCD (Liquid crystal display)
D
Checking function of the service meter
Function of usage limitation and changing password
*1: The operator mode items are categorized as follows.
A: Display which is displayed from the time when the starting switch is turned to “ON” position to the time when display changes to the standard screen, and display which is displayed after starting switch is turned to “OFF” position
B: Display when the machine monitor switch is operated
C: Display when conditions are satisfied
D: Display that requires special operations of switches
*2: The sequence of display varies with the settings and conditions of the machine. It shows the sequence from the time when the starting switch is turned to “ON” position to the time when the standard screen appears.
U: When the engine start lock and operator ID No. input setting are enabled
V: When the engine start lock is enabled and the operator ID No. input setting is disabled
W: When the engine start lock is disabled and the operator ID No. input setting is enabled
X: When the engine start lock and operator ID No. input setting are disabled
Y: When an abnormality is detected by the check before starting
Z: When any maintenance item is detected to be near the due time or to have passed.
REMARK
• For how to operate the operator mode functions, see Operation and Maintenance Manual.
•For the operating method of the engine start lock function, see Password setting and canceling manual.
Service Mode Function of Machine Monitor
These functions are not displayed normally. These are for a technician to display and set with special switch operation. These functions are used for special settings, testing, adjusting, or troubleshooting. Items available in the service mode are as follows.
REMARK
For operating method of the service mode functions, see Testing and Adjusting, “Service Mode”.
Pre-defined Monitoring
Self-define Monitoring
Abnormality Record
Maintenance Record
Maintenance Mode Setting
Phone Number Entry
Mechanical Sys Abnormality Record
Electrical Sys Abnormality Record
Default
Diagnostic Tests
Adjustment
No-Injection Cranking
Key-on Mode Unit Camera Float Buzzer
KOMTRAX Plus Setting
Cylinder Cutout Mode Operation
Active Regeneration for Service
KDPF Memory Reset
Engine Controller Active Fault Clear
Ash in Soot Accumulation Correction
Input ID
Brake Pedal Potentio Initial Set
Inclination Sensor Initial Set
S/T Lever N Position Setting
IP Auto Compensation Setting
Blade Lift Lever N Position Adj
Blade Tilt Lever N Position Adj
Ripper Lift Lever N Position Adj
Control Brake Release Mode
Sudden Stop Prevent Valve Mode
KOMTRAX Settings
Service Message
Snapshot
KOMTRAX Terminal
Terminal Status
GPS & Communication State
Modem Information
Structure of KOMTRAX Terminal
General View
Type: TC330
1: LED lamp display
2: GPS antenna connection
3: Machine harness connection (070-18P)
Function of KOMTRAX Terminal
4: Machine harness connection (070-12P)
5: Communication antenna connection
•This terminal is a wireless communication device which transmits various information obtained from KOMTRAX Plus.
•The terminal has LED lamps and 7-segment lamp indicator used for testing and troubleshooting on its display.
Input and Output Signals of KOMTRAX Terminal
070-18P “L80A”
Pin
Pin No. Signal name
Input and output signals
10CAN0_L(KOMNET/c) Input and output
11CAN0_H(KOMNET/c) Input and output
12(*1) -
13(*1) -
14External starting signal Input and output
15System operating lamp Output
16(*1)
17(*1)
18(*1)
*1: Never connect these pins, otherwise it may cause malfunction or failures.
070-12P “L80B”
Pin No. Signal name
Input and output signals
1GND (continuous power supply) -
2GND (continuous power supply) -
3Starting switch ACC signal Input
4(*1) -
5(*1)
6Continuous power supply (24 V) Input
7Continuous power supply (24 V) Input
8(*1) -
9(*1)
10(*1)
11(*1)
12(*1)
*1: Never connect these pins, otherwise it may cause malfunction or failures.
KOMTRAX Plus Controller
Structure of KOMTRAX Plus Controller
General View
1: LED lamp display
2: Device harness connection port (C30A)
3: Device harness connection port (C30B)
Function of KOMTRAX Plus Controller
4: GPS antenna connection
5: Wireless LAN unit connection port (C31)
6: Service connector connection port (C32)
•This controller is a information terminal controller which transmits various machine information obtained from the network signals in the machine with wireless communication and input signals, as well as the GPS position information.
•This controller transmits information via KOMTRAX terminal or wireless LAN unit.
•The condition of this controller can be checked on the “KOMTRAX Setting” screen in the service mode of the machine monitor.
•The use of this controller must be limited to the countries in which such communication system is allowed by law.
•This controller has LED lamps and 7-segment lamp indicator used for testing and troubleshooting on its display.
•When commencing the operation of the KOMTRAX Plus system or changing the country in which the system is used, you must give notice to Komatsu Ltd.
Input and Output Signals of KOMTRAX Plus Controller
DRC22-50P-04 “C30A”
Pin No. Signal name
1GND
2GND
3(*1)
4(*1)
and output signals
5External download switch Input
6(*1)
8(*1)
14(*1)
15Transmission main pressure sensor Input 16(*1)
18(*1)
19(*1)
20(*1)
21Exhaust gas temperature sensor Input 22(*1)
23Exhaust gas temperature sensor (spare)
24(*1)
25(*1)
26(*1)
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Pin No. Signal name
37(*1)
Input and output signals
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
DRC22-50P-05 “C30B”
Pin No. Signal name
1(*1)
Input and output signals
3External starting signal Input
4Key switch ACC signal Input
5Key switch ACC signal Input
6GND -
7GND -
8Continuous power supply (24 V) Input
9Continuous power supply (24 V) Input
10System operating lamp Output
11(*1)
12(*1)
13(*1)
15Sensor power supply output (12 V) Output 16GND
18Continuous power supply (24 V) Input
19Continuous power supply (24 V) Input
20(*1) -
Pin No. Signal name
21CAN2_L
22CAN2_H
23(*1)
24(*1)
25(*1)
Input and output signals
and output
and output
26KOMTRAX terminal starting signal Output
27Program-being-updated signal Output
28(*1)
29(*1)
30(*1)
31CAN1_L (KOMNET/r)
32CAN1_H (KOMNET/r)
33(*1)
34(*1)
35(*1)
36(*1)
37(*1)
38(*1)
39(*1)
40(*1)
41CAN0_L (KOMNET/c)
and output
and output
and output
42CAN0_H (KOMNET/c) Input and output
43(*1)
44(*1)
45(*1)
46(*1)
47(*1)
48(*1)
49Sensor power supply (24 V)
50(*1)
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
Pin No.
and output
and output signals 1TX (+)
2TX (-)
3RX (+)
4Power supply output (12 V)
LTWRJS-5EPFFP-LC7002 “C31”
Pin No.
5Power supply output (12 V)
Signal name
Input and output signals
Output
6RX (-) Input
7GND -
8GND -
LTWRJS-5EPFFP-LC7002 “C32”
Pin No.
Signal name
Input and output signals
1TX (+) Output
2TX (-) Output
3RX (+) Input
4(*1) -
5(*1) -
6RX (-) Input
7(*1) -
8(*1) -
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
Wireless LAN Unit
Structure of Wireless LAN Unit
General View
1: Controller connection port (CN-C32)
2: LED lamp display
Function of Wireless LAN Unit
3: Wireless LAN antenna connection port
•This unit is a wireless communication device which transmits various information obtained from KOMTRAX Plus via KOMTRAX.
•This unit has LED lamps and 7-segment indicator lamp used for testing and troubleshooting on its display section.
REMARK
When operating the system in Japan, it is required to install a terminal for exclusive use in Japan.
Input and Output Signals of Wireless LAN Unit
1TX (+)
2TX (-)
3RX (+)
4Power supply output (12 V)
5Power supply output (12 V)
6RX (-)
7GND
8GND -
Power Train Controller
Structure of Power Train Controller
General View
Input and Output Signals of Power Train Controller
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
Engine Controller
Structure of Engine Controller -A
General View
Function of Engine Controller -A
• Engine controller is employed, which was developed in cooperation between Komatsu and Cummins.
•The engine controller calculates the input signals from sensors installed to various portions, and outputs them to control the engine properly.
•The engine controller commonly possesses the information of other controllers mounted on the machine through the network (CAN) and controls the engine and machine properly
•Since the engine controller is mounted on the engine, its field serviceability is improved.
•It is mounted through rubber vibration isolators to reduce the vibration transmitted to it.
Input and Output Signals of Engine Controller-A
Delphi96Pin (J1 Connector)
Pin No. Signal name
1Injector #1 (-)
2Injector #2 (-)
3Injector #3 (-)
Input and output signals
Ground/Shield/Return
Ground/Shield/Return
Ground/Shield/Return
4(*1) -
5Fuel doser (+)
6Dosing fuel solenoid valve - B
Pin No.
Signal name
Input and output signals
7Fuel feed pump Output
8Dosing fuel solenoid valve - A Output
9(*1)10(*1)
13EGR valve solenoid (+) Output
14PCV2 (+) Output 15(*1)
16Turbocharger speed (-)
Ground/Shield/Return
17Turbocharger speed (+) Input
18Engine Bkup speed sensor Input 19(*1)
20(*1)
21(*1)
22(*1)
23PCV1 (+) Output
24PCV1 (-) Ground/Shield/Return
25Injector #1 (+) Output
26Injector #2 (+) Output
27Injector #3 (+) Output
29Fuel doser (-) Ground/Shield/Return
30GND Ground/Shield/Return
31Engine NE speed sensor Input
32Mass air flow (MAF) sensor Input
33(*1)
34(*1)
37Dosing fuel pressure sensor Input 38(*1)
44Ambient pressure sensor Input
Pin No. Signal name
Input and output signals
45Charge pressure sensor Input
46(*1) -
48PCV2 (-)
Ground/Shield/Return
49Injector #4 (+) Output
50Injector #5 (+) Output
51Injector #6 (+) Output
52(*1)
53(*1)
54GND Ground/Shield/Return
55GND Ground/Shield/Return
56GND Ground/Shield/Return
57GND
Ground/Shield/Return
58GND Ground/Shield/Return
59(*1)
60(*1)
61Intake air temperature sensor Input
62Charge pressure sensor Input
63Crankcase pressure sensor Input
65(*1)
66(*1) -
67VGT position sensor Input
68(*1) -
69Datalink2 (+)(communication between engine controllers) Communication
70Datalink 3(+)(KOMNET/r) Communication
71(*1)
72(*1)
73Injector #4 (-)
74Injector #5 (-)
75Injector #6 (-)
76EGR valve solenoid (-)
77(*1)
78Sensor 5 V power supply
79Sensor 5 V power supply
80Sensor 12 V power supply
81Sensor 5 V power supply
82Sensor 5 V power supply
Ground/Shield/Return
Ground/Shield/Return
Ground/Shield/Return
Ground/Shield/Return
supply
Pin No.
Signal name
Input and output signals
83Coolant temperature sensor Input
84(*1) -
85Engine oil pressure sensor Input
86(*1) -
87Common rail pressure sensor Input
88EGR valve lift sensor Input
89(*1) -
90(*1)91(*1) -
92(*1) -
93Datalink2 (-)(communication between engine controllers) Communication
94Datalink3 (-) (KOMNET/r) Communication 95(*1) -
96(*1) -
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
Idle validation switch 2: Machine with accelerator pedal
44 (*1): Machine with fuel control dial
Idle validation switch 1: Machine with accelerator pedal
45Datalink4 (-) (sensor controller) Communication
46Datalink1 (-) (KOMNET/c) Communication 47(*1)
48System operating lamp Output
49Power GND Ground/Shield/Return
50Power GND Ground/Shield/Return
51Power GND Ground/Shield/Return
52Power GND Ground/Shield/Return
Pin No. Signal name
Input and output signals 57(*1)
73Power GND Ground/Shield/Return
75Intake air heater relay
80VGT solenoid valve (+) Output
Pin
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
Structure of Engine Controller -B
General
View
Function of Engine Controller -B
• Engine controller is employed, which was developed in cooperation between Komatsu and Cummins.
•The engine controller calculates the input signals from sensors installed to various portions, and outputs them to control the engine properly.
•The engine controller commonly possesses the information of other controllers mounted on the machine through the network (CAN) and controls the engine and machine properly.
•Since the engine controller is mounted on the engine, its field serviceability is improved.
•It is mounted through rubber vibration isolators to reduce the vibration transmitted to it.
Input and Output Signals of Engine Controller-B
Delphi96Pin (J1 Connector)
Pin
3(*1)
5Fuel doser (+)
6Dosing fuel solenoid valve - B
7Fuel feed pump
8Dosing fuel solenoid valve - A
9(*1)
14PCV2 (+)
18Engine Bkup speed sensor
23PCV1 (+)
24PCV1 (-)
doser (-)
Pin No. Signal name
Input and output signals 41(*1)
48PCV2 (-) Ground/Shield/Return 49(*1)
69Datalink2 (+)(communication between engine controllers) Communication
Pin No.
Signal name
Input and output signals
79(*1) -
80(*1)
81Sensor 5 V power supply Power supply
82(*1)
83(*1)
84(*1)
86(*1)
87(*1)
88(*1)
89(*1)
90(*1)
91(*1)
92(*1)
93Datalink2 (-)(communication between engine controllers) Communication 94(*1)
96(*1)
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
Delphi96Pin (J2 Connector)
Pin No.
Signal name
Input and output signals
1Power supply (+24 Vcontinuous) Power supply
2(*1)3(*1)
4(*1)
5ACC (key SW) Input 6(*1)
7(*1)
8Sensor 5 V power supply Power supply 9(*1)
10(*1)
11(*1)
12(*1)
13(*1)
14(*1)
15(*1)
16(*1)
Pin No. Signal name
17(*1)
18(*1)
19(*1)
20(*1)
Input and output signals
21Datalink4 (+) (sensor controller) Communication
22Datalink1 (+) (KOMNET/c) Communication
23(*1)
24(*1)
25Power supply (+24 Vcontinuous) Power supply
26Power supply (+24 Vcontinuous) Power supply
27Power supply (+24 Vcontinuous) Power supply
28Power supply (+24 Vcontinuous)
29(*1)
30(*1)
32GND Ground/Shield/Return
33(*1)
34(*1)
36(*1)
37(*1)
38(*1)
39(*1)
40(*1)
41KDPF differential pressure sensor Input
42KDPF outlet pressure sensor Input
43(*1)
44(*1)
45Datalink4 (-) (sensor controller) Communication
46Datalink1 (-) (KOMNET/c) Communication
47(*1)
48System operating lamp Output
49Power GND Ground/Shield/Return
50Power GND Ground/Shield/Return
51Power GND Ground/Shield/Return
52Power GND Ground/Shield/Return
53(*1)
54(*1)
Pin No. Signal name
55(*1)
Input and output signals
73Power GND
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
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Pin No. Signal name
Input and output signals
16Ladder start ACC signal Input
17(*1) -
18Ladder clamp open solenoid Output
19Ladder raise solenoid Output
20(*1)
22CAN0_L (KOMNET/c) Input and output
23CAN1_L (KOMNET/r) Input and output
24External starting signal Input
25Ladder clamp close end limit switch (N0) Input
26Radio control on-board selector switch (radio control waiting mode) Input
27(*1)
28(*1)
29GND (pulse)
30(*1)
32CAN0_H (KOMNET/c) Input and output
33CAN1_H (KOMNET/r) Input and output
35Ladder clamp close end limit switch (NC) Input
36Radio control on-board selector switch (on-board mode) Input
37(*1)
38(*1)
39GND (pulse)
40(*1)
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
DRC26-40P(B)
“OPTCN3”
Pin No. Signal name
Input and output signals
1Continuous power supply (24V) Input
2Power supply (24V) Input
3GND (common to solenoid )
4(*1)
5Working lamp relay Output
6Horn relay Output
7(*1)
8(*1)
9Ground ladder raise operation switch Input
Pin No. Signal name
Input and output signals
10Cab side ladder raise operation switch (NC) Input
11Continuous power supply (24V) Input
12Power supply (24V) Input
13GND (common to solenoid ) -
14Starting switch ACC signal Input
17(*1)
18Electric pump relay Output
19Ground ladder switch (neutral) Input
20Cab side ladder raise operation switch (N0) Input
21GND (power supply)
22Power supply (24V) Input
23GND (common to solenoid )
24Starting switch ACC signal Input
26Blue flashing lamp relay Output
27Red flashing lamp relay Output
28Fire extinguisher relay Output
29Ground ladder lower operation switch Input
30Cab side ladder lower operation switch (NC) Input
31GND (power supply)
32GND (power supply)
33GND (power supply)
34System operating lamp Output
35(*1)
36Green flashing lamp relay Output
37Engine starting relay Output 38(*1)
40Cab side ladder lower operation switch (N0) Input
*1: Never connect these pins, otherwise it may cause malfunctions or failures.
Fuel Feed Pump
Structure of Fuel Feed Pump
General View
Function of Fuel Feed Pump
The fuel feed pump is a pump that is controlled and driven by the engine controller or fuel feed pump switch in the following cases.
•Increase the fuel pressure during fuel dosing process.
•Bleed air from the fuel line (on engine side). (Controlled by fuel feed pump switch)
A: Fuel inlet
B: Fuel outlet
1: Body
2: Rubber
3: Bracket 4: Connector
Fuel Feed Pump Switch
Structure of Fuel Feed Pump Switch
General View
1: Body
2: Toggle switch
3: LED lamp
4: Connector
Hydraulic System
Layout Drawing of Hydraulic System
1: Work equipment pump
2: Hydraulic oil pressure sensor
3: Control valve
4: Hydraulic tank
5: Hydraulic oil temperature sensor
CLSS
Abbreviation for Closed-center Load Sensing System
Structure of CLSS
System Diagram
Features of CLSS
• Fine controllability not influenced by load
•Control performance that allows digging even under fine control operation condition
•Easy combined operation ensured by the flow dividing performance that is determined by the opening areas of spools during combined operations
•Energy saving by variable discharge pump control
Composition of CLSS
•CLSS consists of variable displacement piston type pump, control valves, and respective actuators.
•The pump consists of a main pump, fixed throttle valve, PC valve, and LS valve.
Function of CLSS
Pump Swash Plate Angle Control
•CLSS controls the pump swash plate angle (pump discharged volume) so that LS differential pressure (∆PLS) to be constant, which is the differential pressure between pump discharged pressure (PP) and control valve outlet LS pressure (PLS) (actuator load pressure).
•The pump swash plate angle shifts toward the maximum position as LS differential pressure (∆PLS) becomes lower than the set pressure of LS valve (when the actuator load pressure is high). The pump swash plate angle shifts toward the minimum position as LS differential pressure becomes higher than the set pressure (when the actuator load pressure is low).
LS Differential Pressure (∆PLS) and Pump Swash Plate Angle
REMARK
See “HSS pump” for the explanation of the operation.
Pressure Compensation Control
•A pressure compensation valve is installed to the outlet port side of the control valve to balance the load.
•When actuators are operated in combined operations, the pressure difference (∆P) between the upstream (inlet port) and downstream (outlet port) of the spool of each valve becomes the same regardless the size of the load (pressure) by means of the pressure compensation valve.
•The oil flow from the pump is divided (compensated) in proportion to the open areas (S1) and (S2) of each valve.
Component Parts of Hydraulic System
Hydraulic Tank
Structure of Hydraulic Tank
2: Breather
3: Hydraulic tank
4: Cover
5: Bypass valve
6: Spring
Specifications of Hydraulic Tank
Hydraulic Tank
Whole capacity of tank: 212 ℓ
Volume of oil in the tank (at center of the gauge): 130 ℓ
7: Hydraulic oil filter element
8: Strainer
9: Sight gauge
10: Drain valve
11: Drain plug
1: Oil filler cap
Breather
Set pressure of exhaust valve: 16.7±2.45 kPa {0.17±0.025 kgf/cm2}
Set pressure of intake valve: 1.96±0.29 kPa {0.02±0.003 kgf/cm2}
Hydraulic Oil Filter
Cracking pressure: 147±29.4 kPa {1.5±0.3 kgf/cm2}
Filtering precision: β5≧3, β10≧8, β20≧75
Filtering area: 9500 cm2
Strainer
Filter mesh size: 105 µ
Filtering area: 8500 cm2
Hydraulic Tank Breather
Structure of Hydraulic Tank Breather
1: Nut
2: Cover
3: Filter element
4: Case
5: Valve assembly
6: Body
Prevention of negative pressure in tank
•Since the hydraulic tank is pressurized and sealed, if the oil level in it decreases, negative pressure is generated in it.
At this time, valve (5) is opened by the differential pressure between the tank pressure and the ambient pressure, and outside air is sucked in to prevent generation of negative pressure in the tank.
•While the hydraulic circuit is in operation, the pressure in the hydraulic tank increases as the oil level and the temperature in the hydraulic tank rise corresponding to the operation of the hydraulic cylinders. When the pressure in the tank exceeds the set pressure, valve assembly (5) is pushed up to release the pressure in the tank and prevent pressure rise.
10 Structure and Function Component Parts of Hydraulic System
PA: Pump discharge port
PB: Pump pressure inlet port
PD1: Case drain port
PD2: Drain plug
PD3: Drain port
PEN: Control pressure pickup port
PLS: Load pressure input port
PLSC: Load pressure pickup port
PS: Pump suction port
8:
9:
10:
1: Front pump
2: LS valve
Sectional View
1: Shaft
2: Cradle
3: Case
4: Rocker cam
5: Shoe
6: Piston
7. Cylinder block
Valve plate
End cap
Servo piston
Structure
•Cylinder block (7) is supported on front shaft (1) by spline (12).
• Shaft (1) is supported by each bearing (13).
•The tip of piston (6) is shaped as a concave sphere and is crimped with shoe (5).
•The piston (6) and shoe (5) form a spherical bearing.
•The rocker cam (4) has flat surface (A), and shoe (5) is always pressed against this surface while sliding in a circular pattern.
•The rocker cam (4) rocks on cylindrical surface (B) of cradle (2) fixed to the case. High-pressure oil is supplied between them to form a static pressure bearing.
•The piston (6) reciprocates in an axial direction in each cylinder chamber in the cylinder block (7).
•The cylinder block (7) rotates relatively to valve plate (8) while sealing the pressurized oil.
•The oil pressure is balanced properly on the sealing surface of cylinder block (7) and valve plate (8).
•The pressurized oil is sucked in and discharged from each cylinder chamber in cylinder block (7) through valve plate (8).
Specifications of Work Equipment Pump
Model: HPV190
Type: Variable displacement swash plate piston type pump
Theoretical discharged volume: 190 cm3/rev
Rated discharged pressure: 28.9 MPa {295 kgf/cm2}
Rated speed: 1926 rpm (*1)
*1: Value at engine rated speed 1800 rpm
Function of Work Equipment Pump
•This pump converts the engine rotation and engine torque transmitted to the shaft of pump into hydraulic energy, and discharges pressurized oil corresponding to the load.
•The discharged volume can be changed by changing the swash plate angle.
LS Valve
LS
Abbreviation for Load Sensing
Structure of LS Valve
Sectional View
PA: Pump port
PDP: Drain port
PLP: LS control pressure output port
PLS: LS pressure input port
1: Sleeve
2: Piston
3: Spool
4: Spring
PP: Pump port
8: Drain port
PSIG: Drain port
5: Seat
6: Sleeve
7: Plug
8: Lock nut
Function of LS Valve
•LS (load sensing) valve detects the load of the actuator and controls the pump discharged volume.
•LS valve controls the pump discharged volume (Q) according to differential pressure (∆PLS) [=PP-PLS] (called LS differential pressure) which is the difference between main pump discharge pressure (PP) and control valve outlet port pressure (PLS).
•LS valve receives the pump discharge pressure (PP), pressure (PLS) (called LS pressure) coming from the control valve output.
•The relationship between LS differential pressure ((∆PLS) = (PP)-(PLS)), which is a differential pressure between the pump pressure (PP) and LS pressure (PLS), and the discharged volume (Q) is as shown in the figure.
Operation of LS Valve
When Control Lever is in NEUTRAL
1. LS valve is a 3-way selector valve. LS pressure (PLS) from the inlet of the control valve is sent to spring chamber (B), and pump discharged pressure (PP) is sent to port (H) of sleeve (8).
2. The position of spool (6) is determined corresponding to forces caused by LS pressure (PLS), the spring (4), and the pump discharged pressure (self-pressure) (PP).
3. Before the engine starts, servo piston (10) is pushed to the right. (See the figure)
4. When the engine is started with the control lever in NEUTRAL, the LS pressure (PLS) is 0 MPa {0 kgf/cm2} . (It is interconnected with the drain circuit via the control valve spool).
5. Spool (6) is pushed to the right, and port (C) and port (D) are connected.
6. Pump discharged pressure (PP) is sent from the port (K) to the large diameter side of piston.
7. The same pump discharged pressure (PP) is sent to the small diameter side of piston.
8. It moves in the direction which makes the swash plate angle minimum corresponding to the area difference of servo piston (10).
Operation in the Direction to Increase the Pump Discharged Volume
1. When the difference between pump discharge pressure (PP) and LS pressure (PLS), or LS differential pressure (∆PLS), decreases (for example, when the opening of the control valve increases and pump discharge pressure (PP) decreases), the combined force of LS pressure (PLS) and force of spring (4) pushes spool (6) to the right.
2. As spool (6) moves, port (D) is connected to port (E) and connected to PC valve.
3. The oil pressure between the port (D) and port (K) becomes the drain pressure (PT).
4. Pressure at the large end of the servo piston (10) becomes drain pressure (PT), and pump discharged pressure (PP) is constantly transmitted to port (J) at the small end. Accordingly, servo piston (10) is pushed to the left and moves the swash plate in the increasing direction of the discharged volume.
Operation in the Direction to Decrease the Pump Discharged Volume
1. When the servo piston (10) moves to the right (reducing direction of the discharged volume) and LS differential pressure (∆PLS) increases (for example, when the open area of the control valve decreases and the pump discharge pressure (PP) increases), the force caused by pump discharge pressure (PP) pushes spool (6) to the right.
2. As the spool (6) moves, the pump discharged pressure (PP) is transmitted from the port (C) to the port (D), and then through port (K) to the large diameter side of the piston.
3. Although the pump discharge pressure (PP) is sent to the small diameter side port (J) of piston, servo piston (10) is pushed to the right by the area difference between the large diameter side and small diameter side of servo piston (10). As a result, the pump swash plate angle decreases.
When Servo Piston is Balanced
1. Suppose that the pressure receiving area on the large diameter piston side is (A1), that on the small diameter piston side is (A0), and the pressure being transmitted to the large diameter piston side is (PEN).
2. Servo piston (10) stops at the position where the pump discharged pressure (PP) of LS valve is balanced with the combined force of LS pressure (PLS) and spring (4) and (A0) x (PP) = (A1) x (Pen).
3. The pump swash plate is held in an intermediate position. (It stops at a position where the openings from port (D) to port (E) and from port (C) to port (D) are approximately equal.
4. The relationship between the pressure receiving areas at both ends of servo piston (10) is (A0):(A1) = 3:5. Under the balanced state, the pressures applied to both ends is (PP):(Pen) ≒ 5 : 3.
5. The force of spring (4) is so adjusted that the balanced and stopped position of spool (6) is determined when (PP) - (PLS) = 1.96 MPa {20 kgf/cm2} at the standard center.
PTO, Transmission Lubrication Pump, and Power Train Pump
Structure of PTO, Transmission Lubrication Pump, and Power Train Pump
Structure Drawing
1: PTO, transmission lubrication pump
2: Power train pump
Specifications of PTO, Transmission Lubrication Pump, and Power Train Pump
PTO, transmission lubrication pump
Model: BAL180
Type: Gear type pump
Theoretical discharged volume: 182.5 cm3/rev
Maximum discharged pressure: 2.9 MPa {30 kgf/cm2}
Max. speed: 2200 rpm
Power train pump
Model: BAL112
Type: Gear type pump
Theoretical discharged volume: 114.9 cm3/rev
Maximum discharged pressure: 0.98 MPa {10 kgf/cm2}
Max. speed: 2200 rpm
Function of PTO, Transmission Lubrication Pump, and Power Train Pump
•PTO, transmission lubrication pump, and power train pump are installed to the torque converter case. They are driven by power transmitted from the engine.
•Transmission lubrication pump sucks in oil from the bottom of steering case through a strainer, and sends it to PTO and transmission lubrication circuit.
•Power train pump sucks in oil from the bottom of transmission case through a strainer and sends it to the power train control circuit.
Cooling fan motor is a swash plate type axial piston motor. It converts the energy of the pressurized oil sent from the cooling fan pump into rotary motion.
Control Valve
Structure of Control Valve
REMARK
In this section, the 6-spool valve (dual tilt specification) is described. 10 Structure and Function Component Parts
General View
REMARK
The figure below shows the 6-spool valve (dual tilt specification).
When main spool (1) is at “hold” position, it drains the excess oil discharged from the pump, and prevents the pressure from rising in the circuit.
Operation of Unload Valve of Control Valve
When main spool (1) is at “hold” position, it drains the excess oil discharged from the pump, and prevents the pressure from rising in the circuit.
1. When the main spool (1) is at “HOLD” position, the pump discharge pressure is led from the chamber (A) through the orifice (4) to the chamber (D). On the other hand, chambers (C) and (C') are connected to the drain circuit.
2. When pressurized oil is supplied from the pump, the pressure in chamber (D) is increased, and it pushes the main spool (1) to the right by the received pressure (FO) which is determined by the cross-sectional area of the piston (3).
3. When the received pressure becomes higher than the set force (FO) of spring (2), the main spool (1) moves to the right, so that chambers (A) and (B) are connected to drain the discharged oil from the pump.
4. The main spool (1) is balanced at a position which corresponds to the supplied volume of oil from the pump.
5. Actually, the supplied volume of oil from the pump is small, so the pressure in the circuit is almost the same as the set force of spring (2).
Function of Oil Flow Control of Control Valve
Use of the CLSS circuit (Closed Center Load Sensing System) controls the oil flow by adjusting the area of opening of the spool driven by the EPC valve regardless of the load.
Operation of Oil Flow Control of Control Valve
Use of the CLSS circuit (Closed Center Load Sensing System) controls the oil flow by adjusting the area of opening of the spool driven by the EPC valve regardless of the load.
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At “HOLD” (Blade R.H. Tilt Cylinder Circuit of the Dual Tilt Specification)
1. When the spool is in “HOLD” position, the pump pressure is transmitted from the chamber (A) through the groove of pressure compensation valve spool (3) and the chamber (b), and eventually into the chamber (C).
2. Oil in the chamber (G) is drained through the chamber (H) into the chamber (F).
3. Pump pressure which acts on the left end of the pressure compensation valve spool (3) overcomes the load of the spring (4), and moves it to the right to the maximum stroke position.
4. The area of the opening to the blade tilt spool (1) is at its minimum at this time.
At “Right Tilt” (Blade R.H. Tilt Cylinder Circuit of the Dual Tilt Specification)
•∆PLS = Differential pressure between port (L) and port (K) = 1.96 MPa {20 kgf/cm2}
• ∆PLS' = Differential pressure between port (J) and (D)
•∆PLS ≒ PLS'
1. When tilt lever is operated to “RIGHT tilt”, pilot pressure (PBI) acts on the right end of the spool (1) through the EPC valve.
2. Steering spool (1) moves to the left when the pressure becomes higher than the set load of the spring (2), and it is balanced at a position where it matches the EPC output pressure (PB1).
3. Chamber (C) and chamber (D) are connected, and the oil from the pump flows through ports (A), (B), (C), and (D) to the tilt cylinder (6).
4. Load pressure in chamber (D) is transmitted through LS orifice (5) and chamber (H) into chamber (G), and is transmitted further through LS circuit (O) to pump servo valve (7).
5. Since chamber (B) pressure ≒ chamber (C) pressure, and chamber (G) pressure ≒ chamber (D) pressure, the spool (3) is controlled by the differential pressure of spool (1) [chamber (C) pressure - chamber (D) pressure], and it is balanced with the load of spring (4).
6. If the oil flow is too large, the differential pressure of the spool (1) becomes higher, so the spool (3) moves in the direction to throttle the oil flow.
7. On the other hand, if the oil flow is too small, the spool (3) moves in the direction to increase the oil flow
8. Servo valve (7) of the pump is controlled so that the differential pressure between the pump pressure (P) and LS pressure (LS) (LS differential pressure:∆PLS) remains constant. Thus, oil flows to ensure that the pressure loss (∆PLS') at the control valve is equal to ∆PLS.
9. Pressure loss at the control valve is determined by the opening area of the main spool (1). Thus, oil flow rate corresponds to the opening area of the main spool.
10. The return oil flow from tilt cylinder is drained through chamber (E) and chamber (F).
Dual Tilt, Pitch System
Dual tilt specification machine consists of dual tilt and pitch system circuits.
When You Operate the Single Tilt
1. When operating the single tilt mode, the spool (1) moves to the right end by the oil pressure acting via EPC valve of L.H. tilt.
2. R.H. tilt spool (2) does not move.
3. L.H. tilt cylinder is operated but R.H. tilt cylinder is not, that is the single tilt operation.
When You Operate the Dual Tilt
1. When operating the dual tilt mode, L.H. tilt spool (1) moves to the right end, and R.H. tilt spool (2) to the left end by the oil pressure acting via EPC valve on each side.
2. R.H. tilt cylinder and L.H. Tilt cylinder are operated in the opposite direction respectively, that is the dual tilt operation.
When You Operate the Pitching
1. When operating the pitching, L.H. tilt spool (1) and R.H. Tilt spool (2) are operated in the same direction by the oil pressure acting via EPC valve on each side.
2. R.H. tilt cylinder and L.H. Tilt cylinder are operated in the same direction, that is the pitching operation.
Operation of Control Valve at Relief
When Blade Lift Valve, Blade Tilt Valve, Ripper Lift Valve, and Ripper Tilt Valve of Work Equipment Valve are at Hold Position
The figure shows the work equipment LS relief valve (5) when it is relieving the pressure at blade TILT stroke end circuit.
•∆P1 = ∆P3 + ∆P4 = Differential pressure between port (M) and port (P)
• ∆P2 = Differential pressure between port (P) and port (N)
•∆P3 = Differential pressure between port (M) and port (B)
• ∆P4 = Differential pressure between port (B) and port (P)
•∆LS = ∆P1+∆P2 = Differential pressure between port (M) and port (B) = 1.96 MPa {20 kgf/cm2}
1. When the blade tilt spool (1) is moved and the pressure in the tilt cylinder (8) rises, the work equipment LS relief valve (5) cracks open so that the oil in LS circuit (O) is drained. (Port (P), port (F), port (G), port (J), and port (K))
2. Pressure in LS circuit (O) including LS sensing hole (F) and others drops, and (∆P2) rises.
3. When the pressures in chamber (I) and chamber (H) drop, the spool (2) is moved to the right as overcoming the spring (3), and it narrows the opening between chamber (B) and chamber (C). The flow rate between chamber (b) and chamber (C) is reduced, and (∆P4) rises.
4. System circuit is balanced by the pump swash plate control at a circuit pressure which makes the pressure loss generated by the flow at work equipment LS relief valve (5), that is, ∆P1 + ∆P2, equal to LS differential pressure (∆LS).
5. LS valve (6) of the pump senses the differential pressure generated by LS relief valve (5). It drives the pump swash plate angle from the maximum to the minimum.
6. Swash plate position of the pump is balanced at the position where LS differential pressure is 1.96 MPa {20 kgf/cm2} .
7. When the minimum flow rate at the pump minimum swash plate angle position is larger than the combined amount of LS relief flow rate and leakage, LS differential pressure rises since the pressure in the pump circuit (pump, chamber (A), chamber (B) via pressure compensation valve (7)) rises.
8. If this differential pressure becomes higher than the set pressure for unload valve (4), the unload valve is actuated to relieve the excess oil flow, and balance the circuit.
Operation of Unload Valve Preset System
REMARK
The figure shows the preset check valve (3) opened immediately after dual tilt valve is operated.
1. This improves the response of the system including the pressure compensation valve and pump swash plate by sending the pilot pressure (EPC valve source pressure) to the LS circuit, and compensating the rise of the LS circuit pressure.
2. Pilot pressure (P1) (source pressure of PPC valve) is sent through the preset check valve (3) to chamber (F) of the pressure compensation valve when the blade tilt pool (1) is held. This is called preset pressure (P2).
3. Unload pressure (P) is led to chamber (B), but (P1) + (F0) is larger than (P) [F0: load of spring (4)], pressure compensation spool (2) moves to the left, and the opening area between chambers (A) and (B) becomes the maximum.
4. When the blade tilt spool (1) is switched, unload pressure (P) is transmitted immediately through chambers (A), (B), (C), (D) and (E) to the blade tilt cylinder, so the pressure at the port starts to rise and the time lag becomes smaller.
5. At the same time, preset pressure (P2) is sent to LS circuit (O), and the pressure in the LS circuit rises.
6. Unload valve (7) closes, and oil flows further to the pump LS valve to improve the response of the pump swash plate angle. This shortens the response time for giving the necessary oil flow
Power Train System
Layout Drawing of Power Train System
1: Universal joint
2: Torque converter, PTO
3: Transmission
4: Bevel gear shaft, brake
5: Final drive
6: Power train oil filter
7: Work equipment pump (HPV190)
8: Centralized pressure pickup port
9: Transmission ECMV
10: Steering control valve
11: power train pump, steering (BAL180+112)
12: Scavenging pump (SAR(4)140)
13: Power train oil cooler
14: Transmission main pressure sensor
15: Power train filter clogging sensor
16: Transmission output shaft speed sensor
17: Main relief valve, torque converter relief valve
Configuration
18: Torque converter control valve
19: Torque converter inlet oil pressure sensor
20: Torque converter outlet oil pressure sensor
21: Torque converter outlet oil temperature sensor
• Power train system consists of mainly three units of torque converter, transmission, and steering.
•Thus, it can be divided into three units of torque converter, transmission, and steering after the power train system is removed as a unit.
•Steering unit consists of devices such as transfer, bevel gear shaft, steering clutch, steering brake.
Operation of Power Train System
1. The power generated by the engine is sent from universal joint (1) to torque converter (2) after its torsional vibrations have been reduced with damper
2. The power from the engine is sent through the oil by torque converter (2) to the transmission input shaft (turbine shaft) corresponding with the change in load.
3. Transmission (3) performs deceleration and gear shift using a combination of planetary gear mechanisms and hydraulic clutches (three forward speeds and three reverse speeds). Two clutches are selected and engaged corresponding to the change in load, and the power from the bevel pinion at the rear end of the transmission is sent to the bevel gear fixed to the bevel gear shaft (4).
4. Steering clutch and brake (5) is used for braking the machine and steering it. Steering brake (5) is a wet, multiple disc clutch and spring boosted type. The power output from steering clutch and brake (5) is sent to final drive (9).
5. Final drive (7) reduces the speed with a single-stage spur gear and a single-stage planetary gear system. It rotates sprocket (6) to drive the track shoe and move the machine.
and Brake
Transmission, Steering, and Brake Control
Layout Drawing of Transmission, Steering, and Brake Control System
General View
1: Parking brake lever
2: Power train controller
3: Electric steering control lever
4: Joystick (steering, directional, and gear shift lever) (PCCS lever)
5: Steering control valve
6: Transmission control valve
7: Pitch angle sensor
8: Parking lock switch
9: DOWN switch
10: UP switch
11: Rod
12: Limit switch
13: Brake pedal
14: Brake pedal potentiometer
15: Decelerator pedal potentiometer
16: Decelerator pedal
Function of Transmission, Steering, and Brake Control System
•Transmission, steering control is performed with the steering, directional, and gear shift lever (PCCS lever) (4).
•Transmission, steering, and brake control has the safety mechanism so that the engine can be started only when the parking brake lever (1) in LOCK position, the parking lock switch (8) is actuated.
•Power train controller (2) does not send a signal to the EPC valve of control valve to perform swing when the parking brake lever (1) is in LOCK position.
•Steering, directional, and gear shift lever (PCCS lever) (4) sends electrical signals to the power train controller (2).
•Depressing the brake pedal (13) operating the rod (11), which prompts the potentiometer (14) to send the electrical signals to the power train controller (2). Upon receiving this signals, the power train controller (2) sends signals to the brake control valve, and braking is performed.
•When brake pedal (13) moves near the stroke end, limit switch (12) turns ON and operates the brake.
Layout of Transmission, Steering, and Brake Control
System Parts (Machine with FCCS)
View
1: Parking brake lever
2: Power train controller
3: FCCS
4: Electric steering control lever
10 Structure and Function Transmission, Steering, and Brake Control
5: Steering control valve
6: Transmission control valve
7: Pitch angle sensor
8: Parking lock switch
9: DOWN switch
10: Directional selector switch
11: Rod
12: Limit switch
13: Brake pedal
14: Brake pedal potentiometer
15: Decelerator pedal potentiometer
16: Decelerator pedal
17: UP switch
18: Right steering lever
19: Left steering lever
Function of Transmission, Steering, and Brake Control System (Machine with FCCS)
• Transmission, steering control is performed with FCCS (3).
•Transmission, steering, and brake control has the safety mechanism so that the engine can be started only when the parking brake lever (1) in LOCK position, the parking lock switch (8) is actuated.
•Power train controller (2) does not send a signal to the EPC valve of control valve to perform swing when the parking brake lever (1) is in LOCK position.
•FCCS (3) sends electrical signals to the power train controller (2).
•Depressing the brake pedal (13) operates the rod (11) which prompts the potentiometer (14) to send the electrical signals to the power train controller (2). Upon receiving this signals, the power train controller (2) sends signals to the brake control valve, and braking is performed.
•When the brake pedal (14) approaches the stroke end, the limit switch (13) is turned on to operate the brake.
Palm Command Control System
Palm Command Control System Diagram
1: Machine monitor (multi information)
2: Shift switch
3: Engine controller (2 pieces)
4: Power train controller
5: Engine speed sensor
6: Transmission control valve
7: Steering control valve
8: Transmission output shaft speed sensor
Function of Gear Shift Mode
Types of Gear Shift Mode
Gear shift mode has two modes. One is the automatic gear shift mode, and another is manual gear shift mode. These modes are changed alternately each time gear shift mode switch (1) is pressed.
Automatic shift mode
•Gear speed is downshifted automatically when a load is applied. Gear speed is upshifted automatically to the maximum usable gear speed when the load is reduced.
•Automatic gear shift mode is excellent at low fuel consumption and working efficiency due to that the torque converter locks up corresponding to loads and the gear is shifted up automatically to the set maximum gear speed.
Manual shift mode
•Gear speed is downshifted automatically when a load is applied while the automatic downshift is enabled. Gear speed is not upshifted automatically when the load is reduced.
•While the auto shift down is disabled, the operator shifts the gear up and down manually.
•While the auto shift down is enabled, the gear is automatically shifted down when a load is applied.
•While the auto shift down is disabled, the gear is not automatically shifted down even when a load is applied.
Shoe slip control mode
•Gear speed is downshifted automatically when a load is applied. But gear speed is not upshifted automatically when the load is reduced.
•Deceleration is automatically operated at ripping operation during the shoe slip control mode. It reduces operator's fatigue, and prevents the grouser from excess wear.
Gear Shift Method
Press UP switch (1) or DOWN switch (2) on the joystick (steering, directional, and gear shift lever) to perform gear shift operations and presetting.
How to Show It on Screen
Gear shift mode is displayed on the gear speed display portion of the machine monitor as shown below.
•(A) Automatic gear shift mode
1: Current gear speed
2: Preset (gear speed at start) and maximum gear speed for travel
3: “AUTO” mark which indicates “Automatic Shift mode”
4: “Dozing-1” mark which indicates “Automatic Shift mode”
•(B) Manual shift mode
5: Current gear speed
6: Preset (gear speed at start)
7: “Dozing-2” mark which indicates “Automatic Shift mode”
•(C) Shoe slip control mode
8: Current gear speed
9: Preset (gear speed at start)
10: “Ripping” mark which indicates “Shoe Slip Control Mode”
Preset Setting with Shift Switch Operation in Neutral
The maximum gear speed for travel (Automatic Shift Mode) and the gear speed at start (Manual Shift Mode) are preset by operating the shift switch during NEUTRAL.
REMARK
•When the starting switch is turned to “ON” position, the system is set to “F1-R1” of Automatic Shift Mode.
•When the gear shift mode is switched, “F1-R1” is selected as the default.
Automatic shift mode
Setting maximum gear speed for travel
Manual shift mode
Setting gear speed for moving off
Shoe slip control mode
Setting the moving off speed (preset)
REMARK
•When the starting switch is turned to “ON” position, the system is set to “F1-R1” of Automatic Shift Mode.
•When the gear shift mode is switched, “F1-R1” is selected as the default.
Change Gear Speed by Shift Switch Operation During Travel
The maximum gear speed during travel (in Automatic Shift Mode) or the current gear speed (in Manual Shift Mode) can be changed by pressing the UP switch or DOWN switch while the machine is traveling.
Automatic shift mode
Changing the maximum gear speed while the machine is traveling
When traveling forward
When traveling reverse
UP switch
DOWN switch
Manual shift mode
Changing the gear speed for travel
When traveling forward
When traveling reverse
UP switch
DOWN switch
Shoe slip control mode
Changing the current gear speed
When traveling forward
When traveling reverse
The maximum gear speed can be set to F1 to F2.
The maximum gear speed can be set to R1 to R3.
Each time this switch is pressed, the maximum gear speed is shifted up to the next range.
Each time this switch is pressed, the maximum usable gear speed is shifted down to the next range.
The current gear speed can be set to F1 to F2.
The current gear speed can be set to R1 to R2.
Each time this switch is pressed, the maximum gear speed is shifted up to the next range.
Each time this switch is pressed, the maximum usable gear speed is shifted down to the next range.
Gear speed remains in F1. It is not changed.
The current gear speed can be set to R1 to R3.
Gear Speed Setting to Move Off or Do Directional Selection on Slope
•The machine moves off from 2nd speed “2” corresponding to the condition of the machine for the safety, although it is set to 3rd speed (Low) “3L”.
•The machine moves off from 1st speed “1” corresponding to the condition of the machine for the safety when the travel direction is changed on a downhill. The minimum engine speed is increases instantaneously.
Centralized Pressure Pickup Port
Layout Drawing of Centralized Pressure Pickup Port
TM: Transmission main relief oil pressure pickup port
IN: Torque converter inlet pressure pickup port
OUT: Torque converter inlet pressure pickup port
SC: Stator clutch oil pressure pickup port
LU: Lockup clutch oil pressure pickup port
FWD: Forward clutch oil pressure pickup port
R: Reverse clutch oil pressure pickup port
1ST: 1st clutch oil pressure pickup port
LB: Left brake oil pressure pickup port Centralized Pressure Pickup Port
2ND: 2nd clutch oil pressure pickup port
3RD: 3rd clutch oil pressure pickup port
LUB: Power train lubricating oil pressure pickup port
LC: Left steering clutch oil pressure pickup port
RC: Right steering clutch oil pressure pickup port
10 Structure and Function Centralized Pressure Pickup Port
RB: Right brake pressure pickup port
Function of Centralized Pressure Pickup Port
Oil pressure pickup ports to be used for Pm clinic are centralized inside the step cover at the right of the cab in order to improve the serviceability.
Component Parts of Power Train System
Universal Joint
Structure of Universal Joint
Function of Universal Joint
The universal joint transmits the power output from the damper to the torque converter, while absorbing impacts and vibration from it.
1: Spider
2: Yoke
Structure and Function
Power Train Mount
Structure of Power Train Mount
General View
1: Front mount
2: Rear mount 3: Seal
4: Coupling
5: Clamp
6: Cover
7: Cage
8: Plate
Function of Power Train Mount
The mounts are installed at 2 places in the front section and at 2 places in the rear section to secure the main frame and power train.
Torque Converter and PTO PTO
Abbreviation for Power Take Off
Structure of Torque Converter and PTO
General View
A: To transmission control valve
B: To transmission lubrication
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C: To transmission oil pan
D: From steering case
E: Torque converter outlet oil pressure pickup port
C: To power train oil filter
L: Transmission lubrication oil filter
G: To transmission oil pan
J: To scavenging pump
1: Cooling fan pump mounting location
2: Work equipment pump mounting location
3: Power train and lubrication pump mounting location
4: Scavenging pump mounting location
5: Torque converter control valve
J: To scavenging pump
C: To power train oil filter
L: Transmission lubrication oil filter
M: To transmission control valve
N: Transmission lubrication
R: To power train oil cooler
6: Torque converter outlet oil temperature sensor mounting location
35: Scavenging pump drive gear (number of teeth: 63)
36: Sleeve
37: Bearing race
38: Bushing
39: power train pump, lubrication pump, cooling fan pump drive gear (number of teeth: 57)
40: Cover
41: Cover
42: Work equipment pump drive gear (number of teeth: 57)
43: Cover
44: Strainer
• 3-element, 1-stage, 1-phase type torque converter and a transmission are integrated into one unit.
•Torque converter lockup device with wet-type double-disc clutch and stator clutch device are used for improvement of fuel efficiency and workability, and for less engine horse power.
•Torque converter is locked-up (pump (19) and turbine (16) are operated as one), the power from the engine is transmitted directly to the transmission input shaft (24) when performing dozing and leveling work with lighter load so that the transmission efficiency is improved.
•Oil is kept supplied from the torque converter relief valve when torque converter is locked up. Oil enters the pump (19), flows out of the turbine (16), is blocked by stator blade, and loses direction. As a result, the oil is stirred, and it works as resistance against the rotation of pump and turbine.
•Stator (18) is moved freely when the stator clutch is cut-off at the same time as the torque converter is locked up to reduce the rotation resistance of the pump (19) and turbine (16).
•Stator (18) is moved along with the rotation of the pump (19) and turbine (16) so that the oil flows smoothly from turbine to the pump with less resistance.
•Pump (19) is a unit consisting of the coupling (8), input shaft (10), lockup clutch housing (14), and drive case (15). It is operated by the engine power.
•Turbine (16) is a unit consisting of the turbine boss (31), transmission input shaft (24). It is operated by the oil from the pump (19).
•Stator (18) is a unit consisting of the stator shaft (20), stator clutch hub (25). It is fixed to the rear housing (17) across the stator clutch device.
•Lockup clutch device is a unit consisting of the clutch plate (28) engaging with the drive case (15), clutch disc (33) engaging with the turbine boss (31), and clutch piston (30) which slides inside the clutch housing unit including the drive case (15).
•Stator clutch device is a unit consisting of the following: Clutch disc (29) engaging with stator clutch hub (25) which is combined with stator shaft (20) and spline. Stator clutch plate (28) being supported with pin by stator clutch housing (26) and rear housing (17). Clutch piston (30) sliding inside the rear housing.
•PTO device is a unit consisting of the input shaft (10), idler gear (12), scavenging pump gear (35), cooling fan pump/work equipment pump drive gear (42), and power train pump drive gear (39).
Power Transmitting Route of Torque Converter
Sectional View of the Lockup Clutch in “DISENGAGED” State and Stator Clutch in “ENGAGED” State
Drive case (4) and turbine (6) are not engaged. This is usual torque converter state.
Engine power
↓
Coupling (1)
↓
Input shaft (2), clutch housing (3), drive case (4) and pump (5) rotate together
↓
Oil is used as a medium
↓
Turbine (6) and boss (7)
↓
Transmission input shaft (8)
Rear housing (case) (9) and stator shaft (10) are engaged, and the stator (11) is fixed.
Sectional View of the Lockup Clutch in “ENGAGED” State and Stator Clutch in “DISENGAGED” State
Drive case (4) and turbine (6) are engaged. This is lockup function state.
Engine power
↓
Coupling (1)
↓
Input shaft (2), clutch housing (3), drive case (4) and pump (5) rotate together
↓
Lockup clutch (12)
↓
Turbine (6) and boss (7)
↓
Transmission input shaft (8)
Rear housing (case) (9) and stator shaft (10) are disengaged, the stator (11) is in disengaged state, and the stator (11) rotates with the pump (5) together along with the rotation of the turbine (6) when the stator clutch (13) is “Disengaged”.
Torque Converter Oil Flow
1. Oil flows through the main relief valve, and the oil pressure is adjusted to below the set pressure by the torque converter relief valve. The oil then flows into the pump (3) through the inlet port (A), the oil passage of rear housing (1) and pump shaft (2).
2. The oil is given centrifugal force by pump (3) and flows into turbine (4) to transfer its energy to turbine (4).
3. The oil from turbine (4) is sent to the stator (5), and it flows into the pump (3) again. Part of the oil is sent from outlet port (B) to the oil cooler to be cooled passing through between turbine (4) and stator (5).
Torque Converter Control Valve
Structure of Torque Converter Control Valve
A: From power train pump
B: Lockup clutch oil pressure pickup port (LC)
C: Stator clutch oil pressure pickup port (SC)
1: Main relief valve and torque converter valve
2: Stator clutch ECMV
3: Lockup clutch ECMV
4: Torque converter inlet oil pressure sensor
Function of Torque Converter Control Valve
•The torque converter control valve consists of the ECMV's which control the lockup clutch and stator clutch respectively.
•This valve locks the torque converter with the lockup clutch to reduce fuel consumption, to increase the operating performance, and to reduce the horsepower consumption by the engine during low-load operation. It also disengage the stator clutch to reduce the rotation resistance of the pump and turbine in the torque converter.
Lockup Clutch ECMV
ECMV
Abbreviation for Electronic Control Modulation Valve
Structure of Lockup Clutch ECMV
NOTICE
Do not disassemble. It will require adjustment to obtain optimum performance.
P: From pump
A: To clutch
T: Drain
Dr: Drain
P1: Clutch oil pressure pickup port
1: Fill switch connector
2: Proportional solenoid connector
3: Oil pressure pickup valve 4: Fill switch
5: Proportional solenoid
6: Pressure control valve
*1
Stamp (A) on the name plate
7: Nameplate (*1)
Identification color (B) Clutch which is being used
A******* Yellow Stator
E******* Pink Lockup
Function of Lockup Clutch ECMV
• This valve is used to adjust the clutch oil pressure to the set pressure and select a clutch.
•Since the pressure application characteristics to the clutch is used for the modulation waveform, ECMV is capable of connecting the lockup clutch smoothly, thereby reducing the shocks resulting from gear shift. In addition, the above prevents the generation of peak torque in the power train. As a result, it provides a comfortable ride for the operator and increases the durability of the power train.
When torque converter mode changes to direct drive mode
When gear is shifted (in direct travel)
Operation of Lockup Clutch ECMV
Operation During Travel in Torque Converter Drive Mode
1. When traveling in torque converter drive mode, current does not blow to proportional solenoid (1).
2. Pressure control valve (3) drains the oil from clutch port (A) through drain port (T), and lockup clutch is “disengaged”.
3. Fill switch (5) is turned “OFF” at this time, since no oil pressure is applied to pressure detection valve (4).
Operation During Travel in Direct Drive Mode (When It is Filled)
When the travel mode is changed from the torque converter drive mode to the direct drive mode, current flows in proportional solenoid (1), the oil pressure force balanced with the solenoid force is applied to chamber (B), and it pushes pressure control valve (3) to the left. As a result, pump port (P) and clutch port (A) open. When the clutch is filled with oil, oil pressure pickup port (4) actuates and fill switch (5) is turned “ON”.
Operation During Travel in Direct Drive Mode (When Pressure is Adjusted)
1. If current flows in proportional solenoid (1), the solenoid generates thrust in proportion to the current. This thrust of the solenoid is balanced with the sum of the thrust generated by the oil pressure in clutch port and the reaction force of pressure control valve spring (2), and then the pressure is regulated.
2. While shifting gears, the lockup clutch oil pressure is reduced temporarily to reduce the shock when shifting gear Oil pressure at this time is controlled so that the lockup piston pushing force balances with the inside pressure of torque converter.
Stator Clutch ECMV
ECMV
Abbreviation for Electronic Control Modulation Valve
Structure of Stator Clutch ECMV
NOTICE
Do not disassemble. It will require adjustment to obtain optimum performance.
A: To clutch
P: From pump
T: Drain
1: Fill switch connector
2: Proportional solenoid connector
3: Oil pressure pickup valve
4: Fill switch
*1
Dr: Drain
P1: Clutch oil pressure pickup port
P2: Pilot oil pressure pickup port
5: Proportional solenoid
6: Pressure control valve
7: Nameplate (*1)
Stamp (A) on the name plate Identification color (B) Clutch which is being used A******* Yellow Stator E******* Pink Lockup
Function of Stator Clutch ECMV
• This valve is used to adjust the clutch oil pressure to the set pressure and select a clutch. •It forms a modulation wave pattern, so the stator clutch is engaged smoothly to reduce the shock when shifting gear. In addition, it prevents generation of peak torque in the power train. As a result, the operator comfort improves and the power train durability increases.
Clutch oil pressure when lockup drive mode travel is switched to torque converter drive mode travel
Operation of Stator Clutch ECMV
Operation During Travel in Direct Drive Mode
1. When traveling in direct (lockup) drive mode, no current flows to proportional solenoid (1).
2. Since pressure control valve (3) drains the oil from clutch port (A) through drain port (T), the stator clutch is “disengaged”.
3. Fill switch (5) is turned “OFF” at this time, since no oil pressure is applied to pressure detection valve (4).
Operation During Travel in Torque Converter Drive Mode (When It is Filled)
When the travel mode is changed from the direct drive mode to the torque converter drive mode, current flows in proportional solenoid (1), the oil pressure force balanced with the solenoid force is applied to chamber (B), and it pushes pressure control valve (3) to the left. As a result, pump port (P) and clutch port (A) open. When the clutch is filled with oil, oil pressure pickup port (4) actuates and fill switch (5) is turned “ON”.
Operation During Travel in Direct Drive Mode (When Pressure is Adjusted)
If current flows in proportional solenoid (1), the solenoid generates thrust in proportion to the current. This thrust of the solenoid is balanced with the sum of the thrust generated by the oil pressure in clutch port and the reaction force of pressure control valve spring (2), and then the pressure is regulated.
Structure of Transmission
General View
A: 1st clutch oil pressure pickup port 1ST)
B: 3rd clutch oil pressure pickup port (3RD)
C: R clutch oil pressure pickup port (R)
1: Transmission control valve
2: Front case
D: 2nd clutch oil pressure pickup port (2ND)
E: F clutch oil pressure pickup port (F)
3: Rear case
4: Lubricating oil relief valve
Sectional View
5: Transmission input shaft
6: Front cover
7: R sun gear (number of teeth: 34)
8: R ring gear (hub) (number of internal teeth: 91)
9: R planet pinion (number of teeth: 25)
10: R ring gear (number of internal teeth: 84)
11: F sun gear (number of teeth: 41)
12: F planet pinion (number of teeth: 25)
13: F ring gear (number of internal teeth: 91)
14: 3rd ring gear (number of internal teeth: 91)
15: 3rd planet pinion (number of teeth: 25)
16: 3rd sun gear (number of teeth: 41)
17: 2nd ring gear (number of internal teeth: 93)
18: 2nd planet pinion (number of teeth: 23)
19: 2nd sun gear (number of teeth: 47)
20: 1st clutch gear
21: 1st clutch piston
22: 1st clutch piston housing
23: Output shaft
24: Spacer
Structure
25: Collar
26: 1st clutch spring
27: 2nd carrier
28: Plate
29: F, 3rd carrier
30: F, 3rd piston housing
31: R carrier
32: R piston housing
33: Clutch piston
34: Clutch spring
35: Clutch plate
36: Clutch disc
37: Washer spring
38: Pin
39: Tie bolt
•The transmission is a “forward 3-speed and reverse 3-speed” transmission which consists of the planetary gear mechanism and the disc clutches.
•Transmission selects a rotating direction and a speed range by hydraulically fixing two clutches by operating the control valve, out of five pair of planet gear mechanism and disc clutches.
•Transmission transmits the power received by the transmission input shaft to the output shaft by changing the gear speed (forward 1st to 3rd or reverse 1st to 3rd) with any combination of the forward or reverse clutch and one of 3 speed clutches.
Number of Plates and Discs Used
Combinations of Clutches for Each Gear Speed and Reduction Ratios
*: Oil is filled in 1st or 2nd clutch in low pressure.
Disc Clutch
Structure of Disc Clutch
Sectional View
•The disc clutch consists of piston (2), plates (3), discs (4), pin (5), return spring (6), washer spring (7), etc. in order to fix the ring gear (1).
•The inside teeth of discs (4) are meshed with outside teeth of ring gear (1).
•Plates (3) are installed to the clutch housing (8) by using pin (5).
Operation of Disc Clutch
Operation When Clutch is “ON” (Engaged)
1. The oil from ECMV passes through oil passage of clutch housing (8) to the back of piston (2) to push piston (2) to the left.
2. Piston (2) presses plates (3) against discs (4) to hold rotation of discs (4) with the friction force between them.
3. Since inside teeth of disc (4) are meshed with outside teeth of ring gear (1), the ring gear (1) is locked.
Operation When Clutch is “OFF” (Disengaged)
1. When the oil supplied from ECMV is shut off, piston (2) is returned to the right by the force of return spring (6).
2. Plates (3) and discs (4) are released from the frictional force, and ring gear (1) is released.
3. Washer spring (7) which is installed between plates in the pin part makes the returning of the spring quicker when the clutch is disengaged. It also makes the separation of the plate and disc quicker in order to prevent them rotate together.
Operation of Speed Clutch
1. When the joystick (steering, directional and gear shift lever) (PCCS lever) is in “NEUTRAL” position, the 1st or 2nd gear speed is selected.
2. The piston chamber of the clutch corresponding to the selected gear speed is filled with oil by electronically controlling the oil circuit of each clutch.
3. When the joystick (PCCS lever) is shifted from “NEUTRAL” position to “FORWARD” or “REVERSE” position, the pump is required to supply oil enough to fill the piston chamber of the forward or reverse clutch.
4. When the gear speed is changed from “FORWARD 1st” to “FORWARD 2nd”, the pump is required to supply oil enough to press the plates and discs of the 2nd clutch since the forward clutch has been filled with the oil.
5. The time lag at shifting gears is reduced by controlling the oil circuit as explained above.
Power Transmitting Route of Transmission
Forward 1st
F ring gear (4) of F clutch and 1st clutch hub (16) of 1st clutch are hydraulically fixed.
Power from torque converter
↓
1: Input shaft
↓
F clutch sun gear (2)
F planet pinion (3)
F, 3rd carrier (10)
3rd planet pinion (11)
3rd clutch ring gear (12)
2nd carrier (13)
2nd planet pinion (14)
2nd ring gear (15)
1St clutch hub (16)
Output shaft (19)
2nd sun gear (17)
3rd sun gear (18)
Forward 2nd
F ring gear (4) of F clutch and 2nd ring (15) of 2nd clutch are hydraulically fixed.
Power from torque converter
↓
1: Input shaft
↓
F clutch sun gear (2)
↓
F planet pinion (3)
F, 3rd carrier (10)
3rd planet pinion (11)
3rd clutch ring gear (12)
2nd carrier (13)
2nd planet pinion (14)
2nd sun gear (17)
Output shaft (19)
3rd sun gear (18)
Forward 3rd
F ring gear (4) of F clutch and 3rd clutch gear (12) of 3rd clutch are hydraulically fixed.
Power from torque converter
↓
1: Input shaft
↓
F clutch sun gear (2)
↓
F planet pinion (3)
↓
F, 3rd carrier (10)
↓
3rd planet pinion (11)
↓ 3rd sun gear (18)
↓ Output shaft (19)
Reverse 1st
R ring gear (7) of R clutch and 1st clutch gear (16) of 1st clutch are hydraulically fixed.
Power from torque converter
↓
1: Input shaft
↓
R clutch sun gear (5)
↓
R planet pinion (6)
↓
R clutch ring gear (9)
(R carrier (8) is locked with R clutch ring gear (7). Accordingly R clutch ring gear (9) is reversed to input shaft (1))
↓
F, 3rd carrier (10)
↓
3rd planet pinion (11)
3rd clutch ring gear (12) ↓
2nd carrier (13) ↓
2nd planet pinion (14) ↓
2nd ring gear (15)
1st clutch gear (16)
Output shaft (19)
Transmission ECMV ECMV
Abbreviation for Electronic Control Modulation Valve
Structure of Transmission ECMV
NOTICE
2nd sun gear (17)
Do not disassemble. It will require adjustment to obtain optimum performance.
15: Proportional solenoid connector (for F clutch)
16: Fill switch connector (for 3rd clutch)
17: Fill switch connector (for 2nd clutch)
18: Fill switch connector (for 1st clutch)
19: Fill switch connector (for R clutch)
20: Fill switch connector (for F clutch)
21: Block
22: Pressure control valve
23: Oil pressure pickup valve
24: Pressure control valve spring
ECMV is controlled by the command current sent from the controller to the proportional solenoid and the fill switch output signal.
The relationship between the proportional solenoid command current for ECMV, clutch input pressure, and fill switch output signal is shown below.
Range A: Before shifting gear (oil is drained)
Range B: Clutch is being filled
Range C: Pressure is being adjusted
Range D: Clutch is being filled (triggering period)
Point E: Filling is started
Point F: Filling is finished
REMARK
The logic is designed so that the controller does not recognize completion of filling even if the fill switch is turned ON during the triggering period (Range D).
•When gear is shifted with gear shift switch, the clutch discs and plates are pressed by piston. If high pressure is suddenly applied, the piston suddenly engages the clutch, causing sudden start of the machine and excessive shock.
•ECMV reduces a shock at the start of the machine by increasing the oil pressure applied to the piston gradually to set pressure, and allows the clutch to be smoothly “engaged”. It aims to increase durability of the power train system and enhances an operator comfort.
Function of Pressure Control Valve
A proportional solenoid in this valve receives the current sent from the controller and this valve converts it to oil pressure.
Function of Proportional Solenoid
The proportional solenoid generates thrust shown below corresponding to the command current from the controller.
The thrust generated by the proportional solenoid is applied to the pressure control valve spool to generate a hydraulic pressure as shown below. Thus, the oil flow and pressure is controlled by controlling the command current to change the thrust and let the pressure control valve operate.
Proportional solenoid current and thrust characteristics
Proportional solenoid thrust and oil pressure characteristics
Function of Fill Switch
•When the clutch is filled with oil, the fill switch is turned “ON” by the pressure of the clutch. This signal allows the oil pressure to build up.
•Outputs a signal (a fill signal) to the controller to notify that filling is complete when the clutch is filled with oil.
•Keeps outputting the signals (fill signals) to the controller to notify that the oil pressure is applied while oil pressure is applied to the clutch.
Range A: Before shifting gear (oil is drained)
Range B: Clutch is being filled
Range C: Pressure is being adjusted
Range D: Clutch is being filled (triggering period)
Point E: Filling is started
Point F: Filling is finished
REMARK
The logic is designed so that the controller does not recognize completion of filling even if the fill switch is turned “ON” during the triggering period (Range D).
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Operation of Transmission ECMV
Operation Before You Shift Gear (When Oil is Drained)
1. While no current is flowing to the proportional solenoid (1), pressure control valve (3) drains the oil from clutch port (A) through drain port (T).
2. Fill switch (5) is turned “OFF” at this time, since no oil pressure is applied to oil pressure pickup valve (4).
Operation When It is Filled
When current flows to proportional solenoid (1) with no oil in the clutch, the hydraulic force balanced with the solenoid force is applied to chamber (B) to push the pressure control valve (3) to the right. As a result, pump port (P) and clutch port (A) are connected and oil starts to fill the clutch. When the clutch is filled with oil, the fill switch (5) recognizes that by operation of oil pressure detection valve (4).
Operation When Pressure is Adjusted
If a current flows in proportional solenoid (1), the solenoid generates thrust force in proportion to the current. The thrust of the solenoid is balanced with the sum of the thrust generated by the oil pressure in clutch port and the reaction force of pressure control valve spring (2), thus the pressure is adjusted.
ECMV Operation Table
REMARK
The speed clutch with the gear speed selected in gear shift lever is actuated when the directional lever is in N (neutral) position.
Main Relief Valve and Torque Converter Relief Valve
Structure of Main Relief Valve and Torque Converter Relief Valve
General View
Main Relief Valve
Function of Main Relief Valve
The main relief valve regulates the those pressure to the set pressure, which are in the hydraulic circuit of transmission, steering clutch, steering brake, torque converter lockup clutch, and stator clutch.
Set pressure (at engine rated speed): 2.63 to 2.92 MPa {26.8 to 29.8 kgf/cm2}
1: Body
2: Torque converter relief valve
3: Main relief valve
4: Cover
5: Piston
6: Piston
Operation of Main Relief Valve
1. The oil from the hydraulic pump flows from port (A) of the relief valve through the filter. Then it flows to chamber (B) through orifice (a) of the main relief valve (1).
2. When the oil pressure in the circuit exceeds the set pressure, the oil in chamber (B) pushes the piston (2), and the reaction force of the piston pushes the main relief valve (1) to the left so as to connect the port (A) and port (C). Then, the oil from the pump flows through port (C) into the torque converter.
Torque Converter Relief Valve
Function of Torque Converter Relief Valve
The torque converter relief valve is a valve that maintains the torque converter inlet pressure below the set pressure in order to protect the torque converter from abnormally high pressure. Set pressure (cracking pressure): 1.00±0.05 MPa {10.2±0.5 kgf/cm2}
Operation of Torque Converter Relief Valve
1. The oil from the main relief valve flows through port (C) into the torque converter. It also flows through orifice (b) in torque converter relief valve (3) into chamber (D).
2. When the oil pressure to the torque converter goes beyond the set pressure, the oil conducted to chamber (D) pushes piston (4) and the resulting pushing force pushes torque converter relief valve (3) rightward. Then port (C) and port (A) open. Then, the oil in port (C) is drained through port (E).
Transmission Lubrication Relief Valve
Structure of Transmission Lubrication Relief Valve
1: Lubrication oil pressure measuring valve
2: Lubricating oil relief spool
3: Valve body
Specifications of Transmission Lubrication Relief Valve
•The oil leaving the torque converter passes through the power train oil cooler built in the radiator lower tank. It then goes through the lubrication relief valve and lubricates the transmission and PTO.
•The lubrication relief valve keeps the lubricating oil pressure below the set pressure.
Transfer and Bevel Pinion
Structure of Transfer and Bevel Pinion
Sectional View
1: Input shaft
2: Drive gear (number of teeth: 35)
3: Transmission output shaft speed sensor
4: Rear cover
Function of Transfer and Bevel Pinion
5: Bearing cage
6: Driven gear (number of teeth: 33)
7: Bevel pinion (number of teeth: 23)
8: Bevel gear (number of teeth: 40)
•transfer and bevel pinion are installed to the rear inside the steering case, and the power form the transmission output shaft is transmitted to the input shaft (1).
•Transfer consists of drive gear (2) and driven gear (6). It transmits the power from the input shaft (1) to the bevel pinion (7) as reducing the speed.
•Transmission output shaft speed sensor (3) is installed so as to transmit the drive gear (2) speed with electrical signals to the power train controller.
Bevel Gear Shaft, Steering Clutch, and Brake
Structure of Bevel Gear Shaft, Steering Clutch, and Brake
Sectional View
1: Output shaft
2: Sleeve
3: Brake cage
4: Brake spring
5: Brake case
6: Brake piston
7: Torque pin
8: Brake plate (9 pieces on each side)
9: Spacer
10: Brake disc (9 pieces on each side)
11: Brake hub
12: Brake stopper
13: Pipe
14: Bearing cage
15: Bevel gear shaft
16: Bevel gear shaft
17: Bevel gear (number of teeth: 40)
18: Bearing cage
19: Clutch hub
20: Clutch stopper
21: Spacer
22: Clutch plate (9 pieces on each side)
23: Clutch disc (9 pieces on each side)
24: Torque pin
25: Clutch piston
26: Clutch spring
27: Clutch housing
28: Clutch cage
Function of Bevel Gear Shaft, Steering Clutch, and Brake
1. Steering clutch is wet multiple plate type, and spring-boosted type. It is hydraulically operated with steering ECMV which is actuated by proportional solenoid current generated from controller when PCCS lever is operated. It also is interlocked with brake.
2. Steering brake is wet multiple plate type, and spring-boosted type. It is hydraulically operated with steering brake ECMV which is actuated by proportional solenoid current generated from controller when brake pedal and PCCS lever is operated. It also is interlocked with clutch.
3. Lubrication is forced lubrication method, which is that the oil is sent from power train oil cooler through passage inside the steering case to the housing, cage, and eventually to the discs and plates.
4. Parking brake lever must be set to LOCK position since the brake is “released” as the oil pressure in the circuit rises when the engine restarts, although the brake is in “applied” state since the back pressure acting on the brake piston lowers even when the brake pedal is not depressed when the engine is stopped.
Brake
Operation of Brake
Operation When Brake is “RELEASED”.
1. Brake control valve applies the maximum brake pressure to the back of the brake piston (1) when PCCS (Palm Command Control System) lever is at “NEUTRAL” position and the brake pedal is not depressed.
2. Brake piston (1) moves to the left pushing and compressing the brake spring (2) this time, and the crimping force is lost between the disc (3) and plate (4).
3. The power transmitted from the bevel gear shaft through steering clutch to the brake hub (6) is sent to the output shaft (7), then to the final drive.
When Brake is “Applied”
1. The brake pressure which the brake control valve applies to the back of the brake piston (1) starts dropping when the brake pedal is depressed.
2. Brake piston (1) moves to the right by the reaction force of the brake spring (2) this time, and the disc (3) and plate (4) are crimped to the brake drum (5). Brake drum (5) is fixed to the steering case.
3. The power applied to brake hub (6) or output shaft (7) is decreased since disc (3) and plate (4) are pressed.
4. The braking force is adjusted by controlling the hydraulic force applied to the brake piston (1) according to the brake pedal stroke.
Brake Solenoid Valve
Structure of Brake Solenoid Valve
General View
P: From brake ECMV
T: Drain
1: Parking brake lever solenoid valve
2: Brake pedal solenoid valve
3: Connector for parking brake lever solenoid valve
4: Connector for brake pedal solenoid valve
Solenoid valve
Dr: Drain
5: Coil (ON/OFF type)
6: Push pin
7: Spring
8: Spool
9: Body
Operation of Brake Solenoid Valve
When PCCS Lever is in “NEUTRAL” Position, Brake Pedal is “RELEASED”, and Parking Brake Lever is in “LOCK” Position
(Machine is “PARKED”, R.H. clutch and L.H. clutch are “ENGAGED”, R.H. brake and L.H. brake are“APPLIED”, and the parking brake is “APPLIED”)
1. Setting the parking brake lever to “LOCK” position, and the parking brake lever switch to “ON” energizes the coil of parking brake lever solenoid valve (1).
2. Push pin (2) pushes the spool (3) to move to the right. It opens ports (P) and (T) so as to drain the pilot pressure of brake ECMV on the right and left sides.
3. Oil which was flowing in the back pressure port of the brake piston is drained through the brake ECMV.
4. Oil pressure in the back pressure port of the brake piston keeps lowering, the brake is kept “APPLIED” completely
5. Ports (P) and (T) are still opened when restarting the engine, thus the brake is kept “APPLIED”.
6. Setting the parking brake lever to “FREE” position, and the parking brake lever switch to “OFF” de-energizes the coil of parking brake lever solenoid valve (1).
7. Spool (3) is moved back to the left. It closes ports (P) and (T) so as to hold the pilot pressure of brake ECMV on the right and left sides.
8. Oil pressure from the brake ECMV is added to the back pressure port of the brake piston, thus the brake is “RELEASED”.
Sudden Stop Prevention Valve
Structure of Sudden Stop Prevention Valve
General View
A: From power train pump
B: From brake ECMV
dr1: Drain
dr2: Drain
1: Sudden stop prevention valve EPC valve
2: Coil (proportional type)
3: Push pin
4: Valve
5: Ball
6: Spool
7: Body
Function of Sudden Stop Prevention Valve
•The sudden stop prevention valve is installed to prevent the machine from stopping suddenly when an abnormality takes place in the electric system.
•Sudden stop prevention valve (1) is installed in the drain circuit of the brake ECMV so that the pressure of port (DR) does not drop suddenly when brake ECMV coil (2) is de-energized, and consequently the sudden braking can be avoided when coil (2) of brake ECMV is de-energized.
Operation of Sudden Stop Prevention Valve
If an abnormality takes place in the electric system, also coil (3) of the sudden stop prevention valve (1) is deenergized. Then, the oil in port (DR) is drained through orifice (a) so that the brake is applied gradually.
Final Drive
Structure of Final Drive
General View
•A single spur gear and a single planetary gear are adopted for the final drive. Splash oil lubrication by gear rotation is adopted for lubrication. Final drive can be removed or installed as a single unit.
•Rotating and sliding portion of the sprocket has floating seal (21) which prevents sand and soil from entering and lubricating oil from leaking.
1. The power is transmitted from the bevel gear shaft and steering clutch to the 1st pinion (15) so as to rotate the sun gear (2) via the 1st gear (13) engaging with the 1st pinion.
2. The planetary pinion (10) rotates along with the sun gear (2). The planetary pinion (10) is engaged with the ring gear (11) which is fixed to the cover (9), thus, the planet pinion (10) rotates and revolves around the sun gear along with the ring gear (11).
3. The power is transmitted from the sun gear (2) through the shaft to the sprocket hub (4) while it acts as the power of carrier (3) which supports the planet pinion (10). The rotating direction of the carrier (3) is the same as that of the sun gear (2).
4. The power is transmitted from the sprocket hub (4) to the sprocket tooth (7).
Scavenging Pump
Structure of Scavenging Pump
General View
A: Discharge port
B: Small pump suction port
1: Small pump
Specifications of Scavenging Pump
Type: Gear type pump
Theoretical discharged volume
Front (small): 63.3cc/rpm
Rear (large): 276.8cc/rpm
Maximum discharged pressure: 0.15 MPa {1.5 kgf/cm2}
Max. speed: 1997 rpm
Function of Scavenging Pump
•Scavenging pump sucks oil from the bottom of the torque converter, and steering case through a strainer and returns it to the transmission case. 10 Structure and Function
C: Large pump suction port
2: Large pump
• Scavenging pump is installed to PTO case, and is driven by the power from the engine.
Electric Steering Electric Lever
Structure of Steering Electric Lever
NOTICE
Do not disassemble this lever since its output voltage characteristics and operating effort characteristics need to be adjusted.
Appearance
and Sectional View
2: Cover
3: O-ring (small)
Characteristics of Steering Electric Lever Properties of Operating Force
For blade and ripper
•The characteristics are as shown in the figure at right in all of the backward, forward, right, and left directions.
