AAA-S11M1E00-00Z (93216-00102)
Powered by MITSUBISHI S6A3 ENGINE SERIAL NUMBERS 11M1-9001 and up.
General Information Functions & Structure
FOREWORD To ensure good machine performance, reduce failures or problems, and prolong the service life of each component, it is necessary to operate the machine as is directed in the Operator and Maintenance Manual. To effectively diagnose and repair the machine, it is important to follow the guidelines laid out in this Shop Manual. General Information Functions and structure Note: ① For Troubleshooting and Measurement for Performance Check, refer to the 115ZIV-3 Shop Manual AAA-S11M1E01-00Z (93216-00112). ② For Disassembly and reassembly and Service standard, refer to the 115ZIV-3 Shop Manual AAA-S11M1E14-00Z (93216-00122). The purpose of this manual is to provide information on the product and the correct maintenance and repair methods. Please read this manual to ensure correct troubleshooting and good repair service. This manual will be periodically reviewed and revised for more satisfactory content. If you have any opinions or requests, please inform us.
（1）
The most important point in providing repair service is safety. To ensure safety, observe the general cautions described below. ●
This manual is intended for properly trained and equipped service technicians.
●
Carefully read this manual to thoroughly understand the operation method before you operate or repair the machine.
●
Be sure to wear appropriate clothes and protectors, such as safety boots, hard hat and goggles.
●
Place the machine on a level and solid ground, and place chocks against the wheels to prevent movement.
●
Remove the cable from the battery before starting the service work, and attach a "DO NOT OPERATE!" tag to the steering wheel.
●
Be sure to release the internal pressure before you remove a pipe, such as the hydraulic oil, air, or engine coolant pipe.
●
Be sure to apply the articulation stopper before starting work.
●
While supporting the bottom of the chassis using a jack, be sure to support the chassis using the blocks.
●
When the boom or bucket is raised or when a unit is lifted by a crane, be sure to place a stand or adequate cribbing under the unit to prevent unexpected dropping.
●
Do not start to work in an enclosed area if adequate ventilation is not provided.
●
To remove a heavy unit (196N (20kgf) or more), be sure to use a crane or other lifting tool.
●
Just after stopping operation, be careful not to directly touch a hot component. You may get burned.
●
Contact tire manufacturer's local dealer for tire servicing and changing.
●
Always store the tools in good condition, and use them properly.
●
Keep the work area clean. Clean up spills immediately.
●
Avoid the use of flammable solvents and cleaners.
●
When working outdoors keep work areas, ladders, steps, decks and work platforms clear of snow, ice, and mud.
●
Use safe work platforms to reach higher areas of the machine.
（2）
An accident may occur if you disregard safety rules. In this manual, several expressions are used according to levels of danger for inspection and repair work as shown below. Read the work procedures and cautions described in this manual, and take preventive measures against possible problems before starting service work.
DANGER This danger symbol identifies special warnings or procedures which, if not strictly observed, will result in death or serious injury.
WARNING This warning symbol identifies special warnings or procedures which, if not strictly observed, could result in death or serious injury.
CAUTION This caution symbol identifies special instructions or procedures which, if not strictly observed, may result in minor or moderate injury.
IMPORTANT This important symbol identifies special instructions or procedures which, if not correctly followed, may result in serious machine damage.
We cannot predict all possible accidents or incidents that may occur during service work. Therefore, an accident that is not specifically mentioned in this manual may occur. To protect yourself from all accidents, be careful when doing service work.
（3）
For safe and effective service work, the following symbols are used for notes and useful information in this manual. Symbol
Item Reference
Weight
Description Shows the condition or procedure that will be useful or efficient in doing service work. Shows the weight of a part or unit. The weight should be considered in selecting wire rope or cable for slinging work or determining the working posture.
Shows the tightening torque of a section that Tightening should be carefully tightened during assembly torque work.
l
Coating
Shows the type of coating or adhesive and the coating section.
Oil or water supply
Shows the oil or water supply port and the refill amount.
Drainage
Shows the oil or water drain port and the drain amount.
（4）
OUTLINE ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-1 CHASSIS GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-1 POWER GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-1 TORQUE CONVERTER AND TRANSMISSION GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-1 HYDRAULIC GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-1 BRAKE GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-1 ELECTRICAL GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-1 OPERATOR STATION GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 72-1
OUTLINE 00 Layout of Main Components ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-2 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-3 Recommended Lubricants ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-4 Lubrication Chart ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-5 Weight of Main Components ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-6 Hexagon Bolt Tightening Torque ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-8 Flanged Hexagon Bolt Tightening Torque ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-9 Hose Band Tightening Torque ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-10 Liquid Gasket and Screw Lock Agent ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-11 Cautions Regarding Welding Repair Service ・
00-1
Layout of Main Components
115ZIV-3
OUTLINE 00
Layout of Main Components
8
10 6 5 15
18
4
3
9
1
11
12
7
４
20
19
17
16
2
14
11. Radiator 12. Hydraulic oil cooler (air-to-oil type) 13. T / C oil cooler (lower tank of radiator) 14. T / C oil cooler 15. Front axle assembly 16. Rear axle assembly 17. 1st propeller shaft 18. 2nd propeller shaft 19. 3rd propeller shaft 20. Parking brake
1. Engine assembly (MITSUBISHI S6A3) 2. Torque converter assy 3. Transmission 4. Hydraulic pump 5. Multiple (loader) control valve 6. Steering valve 7. Pilot valve (for loading) 8. Transmission control valve 9. Air cleaner 10. Muffler
00-2
13
Recommended Lubricants
115ZIV-3
OUTLINE 00
Recommended Lubricants Ambient Temperature
Engine
Kind of Oil
Refill capacity
Engine oil (CE)
90 liter
Engine oil (CD)
Transmission
‐２２° −４° １４° ３２° ５０° ６８° ８６°Ｆ ‐３０°‐２０°−１０° ０°Ｃ １０° ２０° ３０° SAE 10W-30
SAE10W ATF ISO VG46
*1
Hydraulic tank
Hydraulic oil
Differential & Planetary
Gear oil (GL-5)
Front : 180 liter
Gear oil SAE90
Engine oil (CD)
Rear : 180 liter
Engine oil SAE40 or SAE50
Fuel tank
Diesel fuel
620 liter
225 liter
500
SAE 15W-40
70 liter
ATF
Change Interval (Hours)
ISO VG32
ASTM D975 No.2 ASTM D975 No.1
1,000 2,000 2,000 daily
Note : *1 shows "Hydraulic tank oil capacity at level gauge center with boom down and bucket level."
Engine Use oil that meets engine oil classification API CD (or MIL-L-2104D). Transmission
Use engine oil classification API CD (or MIL-L-2104D) or A.T.F. (Auto Transmission Fluid). Never mix engine oil and A.T.F.
Hydraulic System Use industrial-type hydraulic oils which are certified by suppliers having anti-wear, anti-foam, anti-rust and anti-oxidation additive properties for heavy duty use. Differential & Planetary
Use class "GL-5" (MIL-L-2105B) gear oil or class API CD (or MIL-L-2104D) engine oil.
Lubricating Grease
Use multipurpose-type EP/MOLY grease for most applications. NLGI NO.2 grease is suitable for most temperatures. NLGI NO.1 or NO.0 grease for extremely low temperature. Use lithium base grease for a needle bearing.
Diesel Fuel
Requirements for diesel fuel Grade No.1-D Grade No.2-D
Specifications Flash Point
℃.
min.
Water and Sediment
% vol.
max.
Distillation Temperature ℃ 90% vol. 2 Kinematic Viscosity mm /s at 40 ℃ Ash % mass
recovered
max. min. max.
max.
Sulfer % mass Cetane Number
max. min.
Carbon residue on 10% distillation residue % mass
00-3
max.
38
52
0.05
0.05
288
338
1.3 2.4
1.9 4.1
0.01
0.01
0.50
0.50
40
40
0.15
0.35
Lubrication Chart
115ZIV-3
OUTLINE 00
Lubrication Chart
HYD. OIL TANK
DIFF & GEAR BOX
DIFF & GEAR BOX EVERY 2000Hr
DIFF
TRANSMISSION
DIFF EVERY 1000Hr ENGINE OIL PAN EVERY 500Hr
CENTER PIN (UPPER)
EVERY 250Hr BUCKET
LINK SYSTEM EVERY 50Hr EVERY DAY
AXLE SUPPORT
PARKING BRAKE
PROPELLER SHAFT
STEERING CYL.
CENTER PIN (LOWER)
PROPELLER SHAFT
・ ・ ・ ・ ・ ・ ・ Grease point
G・ ・ ・ ・ ・ ・ Multipurpose grease
HO ・ ・ ・ Hydraulic oil
・ ・ ・ ・ ・ Check and add if necessary
GO ・ ・ ・ Gear oil
TO ・ ・ ・ ・ Engine oil
EO ・ ・ ・ ・ Engine oil
・ ・ ・ ・ ・ Oil replacement
00-4
Weight of Main Components
115ZIV-3
OUTLINE 00
Weight of Main Components
Part name
Approx. Weight (kg)
Bucket
4,940
RVT bucket
Boom
3,200
Standard
" Z " -Lever
425/pc
Link (Bucket to Lever)
72/pc
Engine room assembly
476
Hydraulic tank
370
Excluding oil
Fuel tank
314
Excluding fuel
Floor board
340
Including ope. board, instrument panel and control box
Cab
350
Rops
850
Engine
2,000
Radiator
650
Excluding water and oil
Torque converter
280
Excluding oil
Transmission
1,030
Excluding oil
First propeller shaft
14
Second propeller shaft
58
Third propeller shaft
28
Front axle assembly
2,815
Excluding tires and oil
Rear axle assembly
3,085
Excluding tires and oil (Including axle support)
Differential
560
Multiple control valve
100
Pilot valve
7
Steering valve
48
Item Unit name
Remarks
Chassis
Excluding oil
Power line
Hydraulic system
35
Steering
28
Main
Gear pump Boom cylinder
525/pc
Excluding oil
Bucket cylinder
245/pc
Excluding oil
Steering cylinder
37/pc
Excluding oil
Tire
1,480/pc
With rim (35/65-33-24PR); No Hydro Inflation
Battery
60/pc
Other
00-5
Hexagon Bolt Tightening Torque
115ZIV-3
OUTLINE 00
Hexagon Bolt Tightening Torque Bolt type: 6 1 0 0 1 - 1 2 0 3 0 Thread type: Metric thread=0 0 1 2 3 5 4 Unified thread=2 2 Bolt strength: 4 〜 11 T 3 Thread pitch: Metric thread: Coarse pitch thread (C), fine pitch thread (F) Unified thread: Coarse pitch thread (UNC), fine pitch thread (UNF) 4 Diameter: 12 → 12mm Metric ; 12 → 12/16 → 3/4 inch Unified 5 Length: 030=30mm (Length is always given in mm for metric or unified bolts.) 0 1
Bolt size Type
Nominal dia.
Pitch
4.6 (4T)
8.8 (8T)
10.9T (11T)
M8
8
(C) 1.25
9
26
38
M10
10
M12
12
M16 M18
Unified thread
Bolt strength
Nominal dimension
M14
Metric thread
(N-m)
M20
14 16 18 20
M22
22
M24
24
M27
27
M30
30
M33
33
(C) 1.5
19
53
76
(F) 1.25
20
55
80
(C) 1.75
32
90
132
(F) 1.25
34
96
142
(C) 2.0
51
142
206
(F) 1.5
54
152
221
(C) 2.0
76
216
314
(F) 1.5
80
226
330
(C) 2.5
103
299
436
(F) 1.5
113
324
476
(C) 2.5
147
417
608
(F) 1.5
162
451
662
(C) 2.5
196
559
814
(F) 1.5
211
598
878
(C) 3.0
255
721
1,030
(F) 2.0
270
770
1,128
(C) 3.0
373
1,030
1,520
(F) 2.0
397
1,128
1,618
(C) 3.5
510
1,422
2,109
(F) 2.0
549
1,569
2,256
(C) 3.5
686
1,912
2,844
(F) 2.0
736
2,059
3,040
5/16
05
18 UNC
9
25
35
3/8
06
16 UNC
16
44
65
7/16
07
14 UNC
25
71
103
1/2
08
13 UNC
36
103
147
9/16
09
12 UNC
52
147
216
5/8
10
11 UNC
72
201
294
3/4
12
10 UNC
127
358
525
7/8
14
9 UNC
196
554
809
1
16
16 UNC
309
868
1,275
*:Tighten the bolts according to the above list, unless otherwise specified.
00-6
Hexagon Bolt Tightening Torque
115ZIV-3
OUTLINE 00
(kgf-m) Bolt size Type
Metric thread
Nominal dia.
Pitch
4.6 (4T)
8.8 (8T)
10.9T (11T)
M8
8
(C) 1.25
0.9
2.7
3.9
M10
10
M12
12
M14
14
M16
16
M18
18
M20
20
M22 M24 M27 M30
Unified thread
Bolt strength
Nominal dimension
22 24 27 30
(C) 1.5
1.9
5.4
7.8
(F) 1.25
2.0
5.6
8.2
(C) 1.75
3.3
9.2
13.5
(F) 1.25
3.5
9.8
14.5
(C) 2.0
5.2
14.5
21.0
(F) 1.5
5.5
15.5
22.5
(C) 2.0
7.8
22.0
32.0
(F) 1.5
8.2
23.0
33.7
(C) 2.5
10.5
30.5
44.5
(F) 1.5
11.5
33.0
48.5
(C) 2.5
15.0
42.5
62.0
(F) 1.5
16.5
46.0
67.5
(C) 2.5
20.0
57.0
83.0
(F) 1.5
21.5
61.0
89.5
(C) 3.0
26.0
73.5
105.0
(F) 2.0
27.5
78.5
115.0
(C) 3.0
38.0
105.0
155.0
(F) 2.0
40.5
115.0
165.0
(C) 3.5
52.0
145.0
215.0
(F) 2.0
56.0
160.0
230.0
(C) 3.5
70.0
195.0
290.0
M33
33
(F) 2.0
75.0
210.0
310.0
5/16
05
18 UNC
0.9
2.5
3.6
3/8
06
16 UNC
1.6
4.5
6.6
7/16
07
14 UNC
2.6
7.2
10.5
1/2
08
13 UNC
3.7
10.5
15.0
9/16
09
12 UNC
5.3
15.0
22.0
5/8
10
11 UNC
7.3
20.5
30.0
3/4
12
10 UNC
13.0
36.5
53.5
7/8
14
9 UNC
20.0
56.5
82.5
1
16
16 UNC
31.5
88.5
130.0
*:Tighten the bolts according to the above list, unless otherwise specified.
00-7
Flanged Hexagon Bolt Tightening Torque
115ZIV-3
OUTLINE 00
Flanged Hexagon Bolt Tightening Torque 1. Bolt Type 2. Bolt strength 3. Thread pitch
Metric thread 4 〜 8T Coarse pitch thread(C)
(N-m) Bolt size Type
Metric thread
Bolt strength
Nominal dimension
Pitch
4.8 (4T)
8.8 (8T)
M5
0.8
4
7
M6
1
7
12
M8
1.25
15
28
M10
1.5
28
53
M12
1.75
50
94
M16
2
-
231
M20
2.5
-
441
M24
3
−
765
(kgf-m) Bolt size Type
Metric thread
Bolt strength
Nominal dimension
Pitch
4.8 (4T)
8.8 (8T)
M5
0.8
0.4
0.7
M6
1
0.7
1.2
M8
1.25
1.5
2.9
M10
1.5
2.9
5.4
M12
1.75
5.1
9.6
M16
2
-
23.5
M20
2.5
-
45.0
M24
3
−
78.0
00-8
Hose Band Tightening Torque
115ZIV-3
OUTLINE 00
Hose Band Tightening Torque Low pressure hose (heat resisting hose)
Hose band
Tightening torque
Tightening torque
(N-m)
(kgf-cm)
1.6
16
4
40
Tightening torque (N-m)
Tightening torque (kgf-cm)
1.6
16
4
40
Inner dia.(mm) Outer dia.(mm) 6.3
16.5
HH022W
7.9
18.5
HH022W
9.5
20.5
HH022W
12.7
24.5
HH027W
15.9
29.9
HH031W
19.0
30.0
HH031W
25.4
38.0
HH044W
31.8
45.8
HH052W
38.1
52.1
HH057W
50.8
67.8
HH071W
60.5
76.0
HH082W
75.5
93.0
HH095W
Low pressure hose Inner dia.(mm) Outer dia.(mm)
Hose band
6
16.5
HH022W
8
18.5
HH022W
9
20.5
HH022W
9
22.0
HH023W
12
24.5
HH027W
12
26.0
HH027W
15
29.0
HH031W
15
30.5
HH031W
19
32.0
HH038W
19
34.0
HH038W
25
39.5
HH044W
25
41.5
HH044W
32
46.0
HH052W
32
48.0
HH052W
38
54.0
HH057W
50
70.5
HH076W
50
73.0
HH076W
To connect the hose to the pipe, tighten the hose band at the following position: Hose
Hose band Center of pipe protrusion 10 〜 20mm
00-9
Pipe
Liquid Gasket and Screw Lock Agent
115ZIV-3
OUTLINE 00
Liquid Gasket and Screw Lock Agent To reassemble the disassembled parts, be sure to use the specified liquid gasket or screw lock agent or the equivalent according to the following lists:
Liquid Gasket Code
Manufacturer
Product name
AA01
Loctite
Plastic Gasket 568
AA02
Loctite
Hydraulic sealant
AA03
Three Bond
Three Bond 1215
Code
Manufacturer
Product name
AB01
Loctite
(High strength) Loctite 262
AB02
Three Bond
(Medium strength) Three Bond 1327
AB03
Three Bond
(Low strength) Three Bond 1374
Screw Lock Agent
● Cautions regarding parts removal
● Cautions regarding reassembly
If a screw or shaft to be removed has been locked by one of the above agents, remove the screw or shaft using a general tool, such as a wrench or puller. If it is difficult to remove the screw or shaft, heat the bolt to soften the agent (200 to 250 ℃ ) using a soldering iron or gas torch. Caution:If there is a seal near the screw or shaft to be removed, carefully use the heating method for removal, to avoid damage to the seal. If heat has been used to remove the bolt a new bolt should be used during reassembly.
To reassembly a screw: Completely remove the hardened lock agent from the screw and the threaded hole before reassembling the screw. Note: A piece of hardened lock agent may be peeled off and remain in the component. The remaining piece may cause malfunction during operation.
To bond a plane or to fit a shaft: Remove the hardened lock agent using a wire brush or the like, and polish the surface using sand paper. Use of a Loctite primer like Locquic R Primer T cleans threads and speeds curing time.
Antiseize Agent Code
Manufacturer
AC 01
Loctite
Product name Loctite 767 (Paste or spray)
00-10
Caution Regarding Welding Repair Service
115ZIV-3
OUTLINE 00
Cautions Regarding Welding Repair Service If welding is needed to repair the chassis, observe the following precautions to protect the hydraulic cylinders, hydraulic units, gear sets, and electrical units from possible damage.
Cautions: 1) Remove the ground terminal from the battery. 2) The controller circuit breaker should be turned "OFF" . 3) Ground the welder near the section to be welded. 4) To ground the welder, check that the electric current will not flow through the cylinders. Cylinder head covers for some models have a low-conductive metal that will cause spark if the welding current flows. The spark may damage the cylinder rod. Example 1:
Section to be welded Do not ground this section. Electric current may flow through the cylinders. Ground this section. (correct grounding)
Example 2:
Do not ground this section. Electric current may flow through the cylinders.
Section to be welded
Ground this section. (correct grounding)
00-11
Caution Regarding Welding Repair Service
115ZIV-3
5) The weld spattered on the hydraulic cylinders and on the plated sections of pins will damage the cylinders and pins. There are other parts that may be damaged by the spatter; hydraulic units, harnesses, hydraulic hoses, and nylon tubes.
OUTLINE 00
Be sure to mask these units and parts before welding.
a) Plated section Cover the plated sections with heat-resistant cloth, such as glass wool or canvas . Note:The weld spattered on the plated sections causes corrosion.
Hydraulic cylinder
Plated section (Mask this section.)
Pin section with pin temporarily inserted Pin
Plated section (Mask this section.)
b) Cover the hydraulic units, electrical units, harnesses, hydraulic hoses, nylon tubes, etc. with heat-resistant cloth (glass wool or canvas) or scrap material to protect them from spatter. 1m or more
Scrap material, etc. Section to be welded
1m or more
c) Hydraulic hoses, nylon tubes, or harnesses are easily damaged by the heat during welding. To protect them from the heat, remove them from the section to be welded to make enough clearance.
Section to be welded Hydraulic hose, Nylon tube, or Harness
Remove and if necessary wrap Chassis
00-12
CHASSIS GROUP 12 Front Chassis ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-2 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-4 Rear Chassis ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-6 Center Pin ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-7 Clearance Adjustment for Pin Section ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-10 Center Pin ・
12-1
Front Chassis
115ZIV-3
CHASSIS 12
Front Chassis Loading system
2
8
3
9
4
5
10
1
7
1. 2. 3. 4. 5.
115ZA1201
6
Bucket Link Lever Boom Bucket cylinder
6. Boom cylinder 7. Dump stopper surface 8. Roll-back stopper surface 9. Lever stopper surface 10. Bucket stop plate (Design differs by manufacturer attachement)
Even contact both sides
5040
41 〜 43 ° Hinge pin height at 300 bucket on ground Typical bucket roll-back stopper adjustment (Contact attachment supplier for details on non-standard attachments)
12-2
A 50 °
A=5 ± 2mm
Typical bucket dump stopper clearance (Contact attachment supplier for details on non-standard attachments) To increase clearance increase height of #9 To reduce clearance decrease height of #9
of
the
Front Chassis
115ZIV-3
CHASSIS 12
Linkage 2. Boom - Lever
1. Bucket - Boom
3. Boom - Boom cylinder
φ 120 φ 100
4. Front chassis - Boom
φ 120
5. Bucket - Rod
6. Lever - Rod
φ 90
φ 120
φ 90
9. Boom cylinder Front chassis
8. Bucket cylinder Front chassis
7. Lever - Bucket cylinder
φ 120
φ 100
φ 100
10. Front chassis Steering cylinder
11. Steering cylinder Rear chassis
φ 70
φ 70
115ZA1202
2
7
3
8
4
10
11
5
1
6
9 115ZA1203
12-3
Rear Chassis
115ZIV-3
Rear Chassis
CHASSIS 12
(S/N 11M1-9001 〜 9100)
Fuel tank B
2 10
7
A-A
9 3
4
2
10 1
3/4
1/2
6
1/4 A
8
1/8 E
A
115ZA1204
8
5
1. Fuel tank 2. Fuel level sensor 3. Fuel tank filler assembly 4. Filter 5. Drain cock/Plug 6. Inspection hole cover 7. Gasket (Rubber seal type) 8. Suction pipe 9. Pipe (for vacuum prevention) 10. Fuel return pipe
Ｃ C 14.7N-m (1.5kgf-m)
B Detail
12-4
115ZA1205
Rear Chassis
115ZIV-3
Rear Chassis
CHASSIS 12
(S/N 11M1-9101 〜 )
Fuel tank B 10
7
A-A
2
9
3 4
10
1
8
6
5
8
115M12001
1. Fuel tank 2. Fuel level sensor 3. Fuel tank filler assembly 4. Filter 5. Drain cock/Plug 6. Inspection hole cover 7. Gasket (Rubber seal type) 8. Suction pipe 9. Pipe (for vacuum prevention) 10. Fuel return pipe
Detail B 12-5
65J12002
Center Pin
115ZIV-3
Center Pin 1
4
9,10
Upper 1. Center pin 2. Cover 3. Bearing cover 4. Washer 5. Shim 6. Bearing assy 7. Dust seal 8. Bolt 9. Bolt 10. Washer 11. Bushing
3
5 Front chassis 6
φ 120
7 Rear chassis
11
8,10
2 Upper
115ZA1206
Lower 1. Center pin 2. Bearing retainer 3. Bearing assy 4. Dust seal 5. Bushing 6. Bolt 7. Plate
6 1
7
2 3 Front chassis φ 120
5
4
Rear chassis
Lower 115ZA1207
When installing the dust seal, check that the lip faces toward the outside. If the lip faces toward the outside, the dust will not be drawn through the seal.
Center pin
Dust seal position 97ZA1208
12-6
CHASSIS 12
Clearance Adjustment for Pin Section
115ZIV-3
CHASSIS 12
Clearance Adjustment for Pin Section WARNING
CAUTION
Unexpected movement of the machine may cause an accident resulting in injury or death. Before starting adjustment work, be sure to observe the following items: Park the machine on level ground. Apply the parking brake. Remove the starter key, and hang a "DO NOT OPERATE!" tag on the steering wheel. Block the tires with chocks to prevent the tires from moving.
Unexpectedly dropped parts may cause an accident resulting in injury. Before liner insertion, be sure to lift the cylinder using a crane to prevent the cylinder from unexpectedly dropping during liner insertion. Wear protective clothes like work gloves and steel toed shoes.
5
4
3 2 7
1
6
115ZA1203
Adjustment portion
1
2
3
4
5
6
7
Liner hole dia. (mm)
110
91
121
101
121
Adjustment unnecessary
71
Adjustment For #5 portion, only in case the clearance at the machine center side is more than 4.5mm, shim adjustment is necessary. *
*
More than 4.5mm
Adjust the clearance () to 1.2mm or less between the bosses using liners. For the steering cylinder, be sure to adjust the clearance on the rear chassis side first and then on the front chassis side while checking that the cylinder is not inclined. (Refer to the next page for the adjustment of portion 1)
(L.H)
Boom #5 Detail
97ZA1301
12-7
Clearance Adjustment for Pin Section
115ZIV-3
CHASSIS 12
Bucket Hinge Pin Section
Boom
Bucket
*
*
Bushing
Hinge pin(#1)
Bolt Dust seal
Shim
Seal ring assy
Shim
97ZA1302
How to assemble 1. Insert the bushings into the boom boss and attach the seal ring assy to the bushing. (When installing the dust seal to the seal ring assy, be sure to check the direction of the dust seal.) 2. Align the pin holes in the bucket and the boom then insert the pin. 3. Place the shim between the bucket boss and the seal ring assy so that the clearance between the boom boss and the seal ring (*marked) is less than 1mm. Tighten the bolt for the seal ring assy.
720.8N-m (73.5kgf-m)
12-8
Shim
Shim thickness・・・・・・・・・1.0, 0.5mm (2 kinds of shim)
Clearance Adjustment for Pin Section
115ZIV-3
CHASSIS 12
Bucket 〜 Link Pin Section
Bucket Bushing
Rod *
Bushing
Pin
Dust seal
Shim Seal ring assy 115ZA1301
How to assemble
φ 91 + 10
80 -1 0
1. Insert the bushings into the rod boss and attach the seal ring assy to the bushing. (When installing the dust seal to the seal ring assy, be sure to check the direction of the dust seal.) 2. Align the pin holes in the bucket and the rod. 3. Place the shim between the bucket boss and the seal ring assy so that the clearance between the rod boss and the seal ring (* marked) is less than 1mm. Then insert the pin.
Shim
115ZA1302
Shim thickness・・・・・・・・・1.0, 0.5mm (2 kinds of shim)
12-9
Center Pin
115ZIV-3
CHASSIS 12
Center Pin Adjusting Shim(#5)
〔 Upper
9
3
The clearance between the front chassis and bearing cover (#3) is 0.75±0.5mm before shim adjustment. Add shims so that the clearance is 0.1 ± 0.05mm.
5 Front chassis
#8 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 647.2N-m (66.0kgf-m) #9 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 421.7N-m (43.0kgf-m)
Rear chassis
8
115ZA1206
Installing bearing cover(#3) Install the bearing cover so that the grease pipe mounting hole is positioned at the specified angle as shown in the right figure.
Rear chassis
Front chassis
Front
3
Grease pipe direction
Installing bearing outer ring(#3) Install the bearing outer ring so that the split is perpendicular to the front-rear line of the machine.
15 ° 97ZA1303
6
〔 Lower section 〕
3 Front chassis Rear chassis
115ZA1207
Front
Rear 3
Grease pipe installation direction
Split of outer bearing 26° 90ZA13-004-4
12-10
POWER GROUP 22 Outline of Power Line ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-2 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-3 Engine Mount ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-4 Radiator Mount ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-5 Propeller Shaft ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-7 Front Axle Assembly ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-9 Rear Axle Support ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-11 Differential Gear ・
22-1
Outline of Power Line
115ZIV-3
POWER 22
Outline of Power Line The power output from the engine is transmitted to the transmission through the torque converter and the first propeller shaft. The speed and direction are changed according to the engagement of the transmission clutches. The power is then transmitted through the second and third propeller shafts to the differential gears of front and rear axles. Finally the power is transmitted through the axles to the planetary gears, and tires to move the machine.
On the fan side of the engine, there is a radiator. The radiator incorporates engine coolant, torque converter oil cooler, and an external air type hydraulic oil cooler. A parking brake is installed on the second propeller shaft.
3
8
1. 2. 3. 4. 5. 6. 7. 8. 9.
6
10
5
11
7
2 12
9
1
13
15
10. Parking brake 11. Air cleaner 12. Muffler 13. Hydraulic oil cooler 14. T/C oil cooler (lower tank of radiator) 15. T/C oil cooler
Engine Torque converter Transmission Radiator 1st propeller shaft 2nd propeller shaft 3rd propeller shaft Front axle differential gear Rear axle differential gear
22-2
4
14
Engine Mount
115ZIV-3
POWER 22
Engine Mount Bolts are used to connect the engine flywheel housing to the torque converter housing, and a spline ring coupling is used to transmit the engine power to the torque converter. Therefore no thrust load is placed on the engine flywheel or crank shaft.
Rubber cushions are used to mount the engine, torque converter and the transmission on the chassis.
A C
D
Ｃ B
115E22002
1
1. Rubber cushion 2. Ring gear 3. O-ring
2 Engine bracket
1
1 1 49N-m (5.0kgf-m) With
A Detail(T/M installation section)
B Detail(E/G installation section)
115ZA2202
2
115ZA2203
Engine
2 5
1 3
3 4 5 7 Section C-C(T/C installation section) 115ZA2204
D Detail(E/G ・ T/C connection section 115ZA2205
22-3
liquid adhesive Three Bond 1327 2 441.3N-m (45.0kgf-m) 3 230.4N-m (23.5kgf-m) With liquid adhesive Three Bond 1374 4 225.6N-m (23.0kgf-m) With liquid adhesive Three Bond 1374 5 54.9N-m (5.6kgf-m) 7 Put liquid gasket Three Bond 1215 to the contact surface between T/C and E/G.
Radiator Mount
115ZIV-3
POWER 22
Radiator Mount The radiator incorporates the engine coolant, torque converter oil cooler, and an external air type hydraulic oil cooler. For the engine coolant and hydraulic oil, the air-cooling system is used. For the torque converter oil, the water-cooling system is used. The torque converter oil cooler is in the radiator lower tank.
When the coolant is cold enough, the thermostat is completely closed directing coolant from the bypass line to the torque converter oil cooler. The coolant flow cools the torque converter oil to prevent it from being overheated even when the thermostat is closed.
4 2 1 C
C 3 D
1. Radiator assembly (three piece type) 2. Fan guard 3. Stay (Bracket) 4. Coolant inlet hose 5. Coolant outlet hose 6. Coolant drain hose 7. Rubber cushion 8. Hydraulic oil cooler 9. T/C oil cooler 10. T/C oil cooler
B B D
8
Hydraulic oil IN
Coolant IN
10
5 6
3
Hydraulic oil OUT
115E22003
9
Radiator
Duct & Radiator 2
1
Rear chassis
1 Torque converter oil OUT
3 7 B-B
C-C
Coolant OUT
Torque converter oil
D-D
IN 115ZA0301
115ZA2216
115ZA2217
115ZA2218
Capacity in radiator: l Cooling water 76 l Hydraulic oil 17 l Torque converter oil 3.9 l T/C oil cooler 4.0 l Dry weight 560kg
22-4
Propeller Shaft
115ZIV-3
POWER 22
Propeller Shaft The engine power transmitted to the torque converter, the first propeller shaft, the transmission and is then transmitted to the second and the third propeller shafts to the front and the rear axle.
For the second propeller shaft, the universal joint and slip joint type spline shaft are used for smooth power transmission at any steering angle or change in propeller shaft length. A parking brake is installed on the second propeller shaft. The third propeller shaft is the fixed type with universal joints.
1
5
2
2
4
3 115E22004
1. 2. 3. 4. 5.
1st propeller shaft 2nd propeller shaft 3rd propeller shaft (fixed type) Center bearing Parking brake
22-5
Propeller Shaft
115ZIV-3
POWER 22
Construction Adjusting yoke direction (phase) at reinstallation Adjust the yokes of the second and third propeller shafts to the same direction (phase). Second propeller shaft
Front differential
Third propeller shaft
Transmission
. The propeller shaft attaches to the transmission shaft. The shaft from the front differential to the rear differential is referred to as the propeller shaft. The propeller shaft articulates as the machine turns.
Rear differential
When the propeller shaft is articulated due to machine steering, differences in the yoke phases (directions) will cause unbalance between the transmission torque and the reaction force. As a result, the propeller shaft extremely vibrates, and the service life of the shaft will be shortened.
Adjusting yoke directions (second propeller shaft)
Top view Differential side
C
B
Side view
. As misalignment may produce an abnormal noise, be sure to align points (A), (B), and (C) of the yokes when reassembling the propeller shaft. . To align the points (A), (B), and (C), insert spacer or shim into the pillow block section.
22-6
A
Transmission side
Front Axle Assembly
115ZIV-3
POWER 22
Front Axle Assembly The only difference between the front and rear axles is the differential housing (1) and axle housing (2). Those differences are shown on "Rear Axle Support". Other parts are the same as the rear axle assembly.
33 4
32
1
14 25
9
16 12 30
1
29 23 3 11
5 26
2
3
21 4 39
13 6 27 7 8
41 7
20 15 38 5
40
43 19
18 17
24 10 34 35 36
1. Differential assembly 2. Axle housing assembly 3. Wheel hub 4. Spider (planetary carrier) 5. Cover 6. Axle shaft 7. Sun gear 8. Disc gear 9. Planetary gear (4) 10. Internal gear 11. Internal gear hub 12. Snap ring 13. Planetary pin (4) 14. Wear ring 15. Wear ring
28 22 31 37 6
2 42
42 115E22006
16. Brake piston 17. Steel plate (2) 18. Brake friction disc (3) 19. Brake retainer 20. Plate 21. Axle nut 22. Taper roller bearing (inner) 23. Taper roller bearing (outer) 24. Separation disc 25. Needle cage (12) 26. Axle washer (lock plate) 27. Snap ring 28. Floating seal 29. D-ring 30. D-ring
22-7
31. O-ring 32. O-ring 33. O-ring 34. Socket bolt 35. Spring 36. Washer 37. U-nut 38. Magnet plug 39. Bolt 40. Stud bolt 41. Air bleeder screw 42. Magnet plug 43. Spring pin
115ZIV-3
POWER 22
1
2
22 3 42
40 37 36
39
42
34
41
6
35 11 45
43
19 32
15
23 14 31 25 9
8
44 28
16 25
10 12
25 14
30
29 21
13
26
20 39
24 18 17
5
18 17
4 38
7
18
27 33
115E22007
1. Differential assembly 2. Axle housing assembly 3. Wheel hub 4. Spider (planetary carrier) 5. Cover 6. Axle shaft 7. Sun gear 8. Disc gear 9. Planetary gear (4) 10. Internal gear 11. Internal gear hub 12. Snap ring 13. Planetary pin (4) 14. Wear ring 15. Wear ring
16. Brake piston 17. Steel plate (2) 18. Brake friction disc (3) 19. Brake retainer 20. Plate 21. Axle nut 22. Taper roller bearing (inner) 23. Taper roller bearing (outer) 24. Separation disc 25. Needle cage (12) 26. Axle washer (lock plate) 27. Snap ring 28. Floating seal 29. D-ring 30. D-ring 22-8
31. O-ring 32. O-ring 33. O-ring 34. Socket bolt 35. Spring 36. Washer 37. U-nut 38. Magnet plug 39. Bolt 40. Stud bolt 41. Air bleeder screw 42. Magnet plug 43. Spring pin 44. Ring 45. O-ring
Rear Axle Support
115ZIV-3
POWER 22
Rear Axle Support Grease pipe connection port (PT1/8) A 9 Grease pipe connection port (PT1/8)
Pin (Axle housing)
9
Axle housing
Front
5 1
4
9
2
6 10 1 1
2
A-A
11
A
7
14
7
13
12
8
11
10
#11 Details
#10 Details
115K22002
1. Shaft
6. Plate
11. Bushing
2. Rear axle support (front)
7. Packing
12. Snap ring
3. Rear axle support (rear)
8. Packing
13. Snap ring
4. Wear ring
9. Breather
14. O-ring
5. Plate
10. Bushing
22-9
3
115ZIV-3
POWER 22
Rear axle Grease piping 7 14 11 9
4 5 4
2 Grease piping 10
11
15
6
3 14
Front 7 12
8 13 115K22004
1
1. Shaft
6. Plate
11. Bushing
2. Rear axle support (front)
7. Packing
12. Snap ring
3. Rear axle support (rear)
8. Packing
13. Snap ring
4. Wear ring
9. Breather
14. O-ring
5. Plate
10. Bushing
15. Dowel pin
22-10
Differential Gear
115ZIV-3
POWER 22
Differential Gear The figure below shows the front differential gear.
differential gears are the shapes and dimensions of the
The only difference between the front and rear
carrier (11) and flange yoke (2).
1
1 5
2 3
6
A
7
2 4
8 9
30 29 10
Grease nipple 3
28 27
12 11
When assembling, fill with grease.
26 A Detail
25 115ZA2209
4
13
24 21 22 23
1. Nut 2. Flange yoke 3. Oil seal 4. Bolt 5. O-ring 6. Oil seal retainer 7. O-ring 8. Case 9. Shim 10. O-ring
20
18
14
19 2 17
15 3 16
11. Carrier 12. O-ring 13. Spider 14. Housing assy 15. Bolt 16. Wear ring 17. Diff. pinion 18. Side gear 19. Bolt 20. Straight pin
22-11
115E22005
21. Bushing 22. Housing assy 23. Taper roller bearing 24. Bolt 25. Lock plate 26. Adjust nut 27. Snap ring 28. Pilot bearing 29. Taper roller bearing 30. Sleeve (29.20 〜 29.48mm thickness)
Differential Gear
115ZIV-3
POWER 22
Function Power transmission 1. The power output from the engine is transmitted to the front and rear axle through the torque converter and the transmission. 2. The power is transmitted from the pinion gear (1) to the axle shaft (2) through the bevel gear (5) and the differential (4) in the axle housing. 3. Finally the power is transmitted to the planetary gears and tires to move the machine.
115K22005
Operation Straight When moving in a straight direction, each wheel holds the same amount of torque. Therefore, the pinion gears (4) in the differential assy do not turn. Torque from the carrier (6) is transmitted to each wheel equally through the pinion gears (4), side gears (3)and axle shafts(2).
115K22006
Turn When turning, the inside wheel needs more torque than the outside wheel because of the resistance on it. The outside wheel rotates faster than the inside wheel. Then, the pinions(4) turn on the side gears (3) and torque from the carrier (6) is transmitted to each wheel through the pinion gears (4), side gears (3) and axle shafts(2). 115K22007
22-12
Differential Gear
115ZIV-3
POWER 22
Adjusting tooth contact: After adjusting the backlash to the standard value, paint blue or red on the tooth surface of ring gear, and check the tooth contact. To adjust the tooth Tooth contact
A
contact, adjust the thickness of the shim between the pinion and cage, and turn the adjusting nut.
Adjusting method
Correct
Loosen the bearing adjuster on the rear side of 2
ring gear, and tighten the adjuster of tooth side at B
the same quantity as loosening, so that the ring gear is far apart from the drive pinion. Check again the backlash and tooth contact.
2
C
Do the reverse adjusting as B.
Decrease the thickness of shim at the part of D
2
bearing cage being installed and makes drive pinion approach the ring gear. Check again the backlash and tooth contact. 1
E
2
Increase the thickness of shim reverse as D, and makes drive pinion apart from the ring gear. 1
22-13
Differential Gear
115ZIV-3
POWER 22
Three types of tooth contact shown below are acceptable as best tooth contact.
Tooth contact position and length(rate) 10 1
Pattern A
5 TOP
4
HEEL 4〜5
Pitch line TOE
10
BOTTOM 10 2
Pattern B
4 TOP
4
Pitch line
HEEL 4〜5
10
TOE BOTTOM 10 3 Pattern C
4 TOP
TOE Pitch line
3 HEEL 4〜5
10
BOTTOM
Service parts: After adjusting the tooth contact and backlash in our factory, we will wrap the ring gear and drive pinion as a set. Therefore, replace the ring gear and drive pinion as a set.
22-14
Note: Individual sale of the ring gear or the drive pinion is not possible.
TORQUE CONVERTER AND TRANSMISSION GROUP 32 Torque Converter ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-2 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-4 Transmission ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-7 Clutch Pack ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-8 Gear Pump ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-9 Power Flow Path in the Transmission ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-12 Hydraulic System Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-13 Hydraulic Circuit Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-14 Torque Converter & Transmission Oil Flow ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-15 Modulator Valve Unit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-17 Clutch Solenoid Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-19 Modulation Mechanism ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-22 Measuring Clutch Oil Pressure ・
32-1
Torque Converter
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Torque Converter Construction
9 10
11 4
7
14
12
3
13
1 8 6 2
5
115ZA32002
1. 2. 3. 4. 5. 6. 7.
Pump impeller Turbine impeller Stator Turbine shaft Stator shaft (Fixed) Drive cover Input plate (Drive ring)
8. P.T.O. drive gear 9. P.T.O. drive gear (For hyd. pump) 10. P.T.O. shaft (For hyd. pump) 11. P.T.O. drive gear (For T/C pump) 12. Torque converter gear pump 13. Output flange 14. T/C regulator valve
32-2
Torque Converter
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Operation of Torque Converter The torque converter is between the engine and transmission, and consists of three impellers as shown in the figure. The three impellers are pump (P), turbine (T), and stator (S) impellers. The pump is attached to the engine flywheel, and rotates together with the engine. The turbine is connected to the torque converter output shaft to transmit the power to the transmission. The stator is fixed to the torque converter case. The area of the impellers is filled with oil. When the engine is started, the pump impeller rotates, therefore the oil will circulate to rotate the turbine impeller (circulation order: pump turbine stator pump). Oil is redirected by the fixed stator impeller back to the pump impeller. When the turbine impeller rotates, the power will be transmitted to the output shaft. If the engine speed/pump impeller speed stays the same but the turbine impeller speed is reduced due to the transmission load-output torque is increased. This is "torque multiplication". Heat is also generated.
Input
Output
97ZA32-02
Torque ratio(t)
4
3
2
1
0.5 Speed ratio(e)
1.0
97ZA32-03
32-3
Transmission
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Transmission Construction 14
13 15
4
3
5
1
8
2 7
1. Input flange 2. Low range clutch 3. High range clutch 4. Reverse clutch 5. 1st speed clutch 6. 2nd speed clutch 7. 3rd speed clutch 8. Idle gear 9. Output gear 10. Output shaft 11. Output flange (3rd propeller shaft side) 12. Output flange (2nd propeller shaft side) 13. Modulator valve unit 14. Clutch solenoid valve mount 15. 1st speed clutch solenoid valve
6 9 10
12
11
115ZA32-02
32-4
Transmission
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Outline of Transmission Operation The transmission is equipped with six clutches: Forward low range, forward high range, reverse, and 1st, 2nd and 3rd speeds. Combining the clutches as shown in the table here provides four forward speeds, and three reverse speeds for a total of seven speeds. Two clutches must be engaged at the same time to move the machine.
Clutch
L
Speed range
H
R
1
2
3
F 1 F 2 F 3 F 4 (Either 1st or 2nd or 3rd)
N R 1 R 2 R 3
Gear reduction is by the planetary gear method. As shown, each reduction gear set consists of a sun gear at the center, three (four) planetary gears located around it, a ring gear around them, and a carrier (frame) supporting the planetary gears. The speed is changed by fixing or releasing the ring gear or the carrier.
Ring gear
Planetary gear carrier Sun gear
Planetary gear
97ZA32-04
Automatic or manual speed change is available depending on the position of the shift lever, as shown in the table at the right. Automatic speed change refers to one where the best speed range is determined by a computer according to the engine speed and the machine speed detected.
32-5
Position of shift lever
Function
1
Held in 1st speed range for both forward and reverse.
2
Held in 2nd speed range for both forward and reverse.
3
Held in 3rd speed range for both forward and reverse.
A
Automatic speed change according to shift map (computer) for 2nd through 4th speeds forward and 2nd through 3rd speeds reverse.
Transmission
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Gear Train and Number of Teeth
L : Low range clutch H : High range clutch R : Reverse clutch 1 : 1st speed clutch
From torque converter
2 : 2nd speed clutch 3 : 3rd speed clutch
2nd propeller shaft
3rd propeller shaft
115ZA32-03
Clutch specifications Name of clutch
Friction plate
Piston stroke (mm)
Number of plate
Low range clutch
5.5 ± 0.5
8
Reverse clutch
5.5 ± 0.5
8
High range clutch
3.0 ± 0.5
4
1st speed clutch
6.0 ± 0.5
9
2nd speed clutch
2.0 ± 0.5
3
3rd speed clutch
3.0 ± 0.5
Outer dia. (mm)
Inner dia. (mm)
360φ 279φ
236φ 159φ
360φ 279φ 4
Steel plate
Thickness(mm) New/Wear limit 4 ± 0.13/3.5 (Sintered)
4 ± 0.1/3.4 (Sintered)
4 ± 0.13/3.8 (Paper)
32-6
Number of plate
Outer dia. (mm)
Inner dia. (mm)
Thickness(mm) New/Wear limit
426φ 298φ
3.5 ± 0.1/3.3
8
return spring
6
8
12
3
12 252φ 173φ
3.2 ± 0.1/3.0
8
12
3
12 426φ 298φ
4
Number of
3.5 ± 0.1/3.3 12
Clutch Pack
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Clutch Pack Inlets for 2nd and 3rd speed clutch speed oil
Inlets for reverse and low range clutch oil
11
10
9
12
16
15
17 24 23
21 22
25
27
26
8
28
6 5
Inlet of 1st speed clutch oil
Inlet of high range clutch oil Lubrication
1 7 4 2 3
13,14
19 18 20
32
30
29
31
115ZA32-04
1. Clutch input shaft 2. High speed range clutch drum 3. Spider 4. High speed range clutch piston 5. Friction plate 6. Steel plate 7. Piston return spring 8. Reverse planetary gear carrier 9. Reverse planetary gear 10. Reverse clutch piston 11. Friction plate
12. Steel plate 13. Anchor pin 14. Piston return spring 15. Reverse ring gear 16. Low speed range clutch piston 17. Low speed range planetary gear 18. Low speed range ring gear 19. Low speed range sun gear 20. Anchor pin 21. 3rd speed clutch piston
32-7
22. 2nd speed clutch piston 23. 3rd speed planetary gear 24. 3rd speed ring gear 25. 2nd speed ring gear 26. 2nd speed planetary gear 27. 1st speed clutch piston 28. Piston return spring 29. 1st speed clutch drum 30. 1st speed clutch gear 31. Drop gear 32. Clutch output shaft
Gear Pump
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Gear Pump 1
6
4
2
7
3
1. Front frame 2. Gear case 3. End frame 4. Drive gear 5. Driven gear 6. Side plate (A) 7. Side plate (B) 8. O-ring 9. O-ring 10. Back-up seal 11. Oil seal
11
9,10 8 5
115ZA32-05
Gear pump specifications Theoretical discharge
72.6 cm3/rev
Maximum operation pressure
3.4MPa (35kgf/cm2)
Maximum operation speed
3000min-1
Actual discharge
Approx. 50 l /min Conditions: Pump speed 900min-1 Oil temp. 80 to 100 ° C (176 ° F) 〜212 ° Oil viscosity 10CST(SAE10W) Discharge pressure 3.4MPa (35kgf/cm2)
32-8
Power Flow Path in the Transmission
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Power Flow Path in the Transmission Forward 1st speed Inlet of low
16 range clutch oil
17 Low range clutch
18 24 23 32
1st speed clutch
30
Inlet of 1st speed clutch oil
Input power
1 Output power
19
31
20
115ZA32-06
When first speed forward is selected by the operator or the computer, oil is sent from the modulator valve to the low range clutch and the 1st speed clutch. When the clutch plates are pressed by the low range clutch piston, low range ring gear (18) is locked to the housing by the anchor pins (20). The torque converter rotates the low range sun gear (19) via the clutch input shaft (1). This causes low range planetary gears (17) to rotate around sun gear (19) while rotating on their own axis. This forces the carrier to rotate. Since the low range planetary carrier and 3rd speed planetary carrier are one piece, the 3rd speed planetary gears (23) also rotate around sun gear.
When the 1st speed clutch is engaged, drop gear (31), 1st speed clutch gear (30), 3rd speed ring gear (24) and clutch output shaft (32) form one unit. As a result, the rotation of the 3rd speed planetary gear (23) around sun gear is output as the rotation of the drop gear (31). 3rd speed planetary gear (23) (does not rotate on its own axis)
3rd speed ring gear (24) and clutch output shaft (32) form one unit
Low range ring gear (18)
The low range planetary decreases the speed of the input shaft but increases torque. The first speed clutch is used to directly transmit this high torque-low speed to the output shaft.
Sun gear (19) Low range planetary gear (17)
32-9
115ZIV-3
Forward 2nd speed
Low range clutch oil
TORQUE CONVERTER AND TRANSMISSION 32
2nd speed clutch oil Low range clutch
2nd speed clutch
Input power
Output power 115ZA32-07
Forward 3rd speed
Low range clutch oil Low range clutch
3rd speed clutch oil 3rd speed clutch
Input power
Output power 115ZA32-08
Forward 4th speed High range clutch
2nd speed clutch oil 2nd speed clutch
High range clutch oil
Input power
Output power 115ZA32-09
32-10
115ZIV-3
Reverse 1st speed
TORQUE CONVERTER AND TRANSMISSION 32
Reverse clutch oil Reverse clutch 1st speed clutch
1st speed clutch oil
Input power
Output power 115ZA32-10
Reverse 2nd speed Reverse clutch
Reverse clutch oil
2nd speed clutch 2nd speed clutch oil
Input power
Output power 115ZA32-11
Reverse 3rd speed Reverse clutch
Reverse clutch oil 3rd speed clutch
3rd speed clutch oil
Input power
Output power 115ZA32-12
32-11
Hydraulic System Diagram
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Hydraulic System Diagram
Shift lever
Control box
18
12 10
9
Ｌ
２ｎ
Ｒ
３ｒ
Ｈ
20
1st
11 6
5
19
16 17
4
8
21
7
3 13
22
25 23 24
26
27
2
15
32-12
1
115ZA32-13
Hydraulic Circuit Diagram
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Hydraulic Circuit Diagram Neutral position Modulator valve unit
12 9 φ３．
GA φ４．
H
16
φ０．
6K
4K
10 GP
13
22
5
11
P
T S
17
R
GB
８
30K
23 14
9K
7
GT
6
18
L
4
24 15 19
1st 25
3 20
2nd
2 26
3rd
1
21 27
97ZA32-15
1. Transmission oil pan
11. Check valve (2)
19. 1st speed clutch solenoid valve
2. Strainer
12. Pressure difference sensor
20. 2nd speed clutch solenoid valve
3. Torque converter gear pump
13. Torque converter
21. 3rd speed clutch solenoid valve
4. Line filter with bypass valve
14. T/C outlet relief valve
22. High speed range clutch
5. Clutch pressure regulator valve
15. Oil cooler
23. Reverse clutch
6. Modulator valve (1)
16. High speed range clutch
24. Low speed range clutch
7. Relief valve
solenoid valve
25. 1st speed clutch
8. T/C inlet relief valve
17. Reverse clutch solenoid valve
26. 2nd speed clutch
9. Modulator valve (2)
18. Low speed range clutch
27. 3rd speed clutch
10. Check valve (1)
solenoid valve
32-13
Torque Converter Transmission Oil Flow
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Torque Converter Transmission Oil Flow Oil flow in the torque converter line From the torque converter charge pump to the torque converter
From the torque converter to cooling circuit Return oil from the torque converter flows through the outlet relief valve (14) (set pressure=0.29MPa 2 (3kgf/cm )) in the torque converter housing and to the torque converter cooler (15).
Oil from the torque converter gear pump (3) passes through the line filter (4) and enters the modulator valve unit. Since only a small amount of oil flows to the clutch circuit, most of the oil flows to clutch pressure regulator valve (5), forces it open, and passes into the torque converter circuit. If the torque converter's inlet pressure exceeds 0.88MPa (9kgf/cm2), it forces open the torque converter inlet relief valve (8), allowing the oil to escape to the oil pan.
From the cooler to the lubrication circuit Oil cooled in the cooler flows to the lubrication paths in the transmission. This lubricates and cools each bearing and the clutch plates, and then drops into the oil pan.
Oil flow to the clutch Oil, regulated to a specified pressure by the modulator valve 1 (6) and clutch pressure regulator valve (5), flows to each clutch solenoid valve. Assuming that the transmission is shifted from 1st speed forward to 1st speed reverse, the reverse clutch solenoid is energized, and the clutch oil thus flows into the reverse clutch piston chamber. As the low range clutch solenoid is de-energized, the oil in the low range clutch piston chamber flows through the low range clutch solenoid valve and drains into the transmission case.
32-14
Modulator Valve Unit
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Modulator Valve Unit Construction Red
12 Black
White
E-E section
Ｄ
Ｄ
Ｅ
Ｇ
Ｇ Ｅ
φ0.9 orifice
φ3.0 orifice
6
97ZA32-18
9
9 GT
6
GB
7 F
C
C
115ZA32-15
F-F section
5
View X 97ZA32-19
+ Line red
Line black -
φ4.5 orifice 97ZA32-20
Connector for modulator valve (1) and (2)
5. Clutch pressure regulator valve 6. Modulator valve (1) 7. Relief valve (2.9MPa (30kgf/cm2)) 2 8. T/C inlet relief valve (0.9MPa (9kgf/cm )) 9. Modulator valve (2) (Solenoid valve) 10. Check valve 1 (0.6MPa (6kgf/cm2)) 2 11. Check valve 2 (0.4MPa (4kgf/cm )) 12. Pressure difference sensor
11
C-C section
10
97ZA32-21
32-15 8
D-D section
97ZA32-22
Modulator Valve Unit
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Interior schematic (not exact representation) 12
11
To clutch solenoid valve
φ0.9
10 φ4.5
9
0.6MPa 2 (6kgf/cm ) φ3.0
0.4MPa 2 (4kgf/cm )
5
6
To torque converter 0.9MPa 2 (9kgf/cm )
Drain
2.9MPa 2 (30kgf/cm )
8
From pump
7
Drain
97ZA32-23
5. Clutch pressure regulator valve 6. Modulator valve (1) 2 7. Relief valve (2.9MPa (30kgf/cm )) 2 8. T/C inlet relief valve (0.9MPa (9kgf/cm )) 9. Modulator valve (2) (Solenoid valve) 2 10. Check valve 1 (0.6MPa (6kgf/cm )) 2 11. Check valve 2 (0.4MPa (4kgf/cm )) 12. Pressure difference sensor
12 9 φ3.0
GA φ4.5
φ0.9
4K
To transmission clutch
６Ｋ
10 ＧP
5
11 To torque converter
GB
８
9K
30K 7
GT
6
Hydraulic circuit GA 〜 GT: gauge port: PT 1/8"
32-16
From pump
Clutch Solenoid Valve
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Clutch Solenoid Valve 1
7
8
9
H 2
3
R
L
3
2
5
4
11
10
6 115ZA32-16
1. High range clutch solenoid valve 2. Reverse clutch solenoid valve 3. Low range clutch solenoid valve 4. 2nd speed clutch solenoid valve 5. 3rd speed clutch solenoid valve 6. Main clutch pressure measuring port (PT3/8) 7. High range clutch pressure measuring port (PT3/8) 8. Low range clutch pressure measuring port (PT3/8) 9. Reverse clutch pressure measuring port (PT3/8) 10. 2nd speed clutch pressure measuring port (PT3/8) 11. 3rd speed clutch pressure measuring port (PT3/8) NOTE: The 1st speed clutch solenoid valve is installed as a separate unit on the transmission housing.
32-17
Clutch Solenoid Valve
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Construction and Operation When not energized (Clutch disengaged) From modulator valve
3 4
To T/M oil pan
2
1 From clutch piston chamber
97ZA32-25
When the coil is not energized, main spool (1) is moved back to the right end by spring (2). Thus, oil from the modulator valve to the clutch piston chamber is disconnected. Oil from the clutch piston chamber is open to the transmission oil pan.
When energized (Clutch engaged) From modulator valve
To T/M oil pan
1
2
To clutch piston chamber
3
97ZA32-26
When the coil is energized, the main spool (1) moves to the left end, and this causes the modulator valve and the clutch piston chamber to be connected, allowing the clutch oil to flow to the clutch piston chamber.
32-18
Modulation Mechanism
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Modulation Mechanism When changing direction or speed, the modulation mechanism works to reduce the time required for clutch engagement (time lag), to prevent the shock at clutch engagement, to improve the work efficiency and durability of the power system, and to ensure operator's comfort.
The modulation mechanism controls the clutch oil pressure rising time as follows: An electrical signal from the Shift Control Unit (SCU) controls the modulation operation. For information on the SCU refer to section 62, "Electrical Group".
Function of modulator valve 1 (Refer to the illustration at right) The modulator valve 1 is a solenoid-operated proportional pressure reducing valve. Downward magnetic force (F) acts on the top of the spool in proportion to the amount of current applied to the coil. The bottom of the spool is acted upon by the upward hydraulic force (f). When this upward force (f) and magnetic force (F) are in balance, the spool is stationary, which generates the specified pressure at port P. The hydraulic force adjusted by modulator valve 1 acts on the right end of the clutch pressure regulator valve, and so the hydraulic force from the pump to the clutch is also controlled by modulator valve 1. In other words, when the control pressure from the modulator valve 1 is low, oil from the pump easily moves the clutch pressure regulator valve to the right end and relieves the oil to the torque converter or, above 0.9MPa (9kgf/cm2) to the drain port, reducing clutch oil pressure.
Pressure difference sensor
To clutch solenoid valve
φ4.5
0.6MPa (6kgf/cm2)
0.4MPa (4kgf/cm2)
φ0.9
Modulator valve 2
φ3.0 Clutch pressure regulator valve
Modulator valve 1
Port P
Ｆ ｆ To torque converter 0.9MPa (9kgf/cm2)
From pump
Drain
2.9MPa (30kgf/cm2)
Drain
Function of modulator valve 2 When the modulator valve 2 is energized, the spool moves to the left and the oil in the clutch circuit is drained through the φ0.9 orifice. The oil from the pump forces open the 0.6MPa (6kgf/cm2)check valve and flows to the clutch. The pressure drop due to the check valve allows a lower minimum clutch oil pressure maintained. This lower pressure allows some clutch slippage for smooth clutch engagement.
As mentioned above, the clutch oil pressure is controlled depending on the size of current applied to the coil of modulator valve 1. Even at a minimum value of current, however, the clutch oil pressure is too high for smooth clutch engagement due to the resistance of flow across the clutch pressure regulator valve. The modulator valve 2 is used to reduce the clutch oil pressure to appropriate pressure for clutch engagement.
32-19
Modulation Mechanism
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Function of pressure difference sensor The shock and the time lag when engaging the clutch vary by the clutch oil pressure rising time after the completion of the oil charging into the clutch piston chamber. In the case that the clutch oil pressure rising time is early, it causes a large shock. If it is late, it causes a large time lag. As the modulator valve 2 is ON during the oil is charging into the clutch piston chamber, oil flows to the clutch piston chamber through the check valve (392kPa (4kgf/cm2)) and the φ4.5 orifice.
Oil stops flowing through the check valve and the φ4.5 orifice at the completion of the oil charging into the clutch piston chamber. As a result, there is no oil pressure difference between the both sides of the φ4.5 orifice. The pressure difference sensor detects the changing of the pressure difference and transfers the signal to the controller. The controller decides the completion of the oil charging into the clutch piston chamber and transfers the signal to the modulator valve 1 to increase the clutch pressure.
Clutch oil pressure control at the time of engine starting
Clutch oil pressure
Just after the engine starting, the clutch oil pressure is unstable and the pulse pressure arises. To prevent the pulse pressure, the current applied to the modulator valve 1 is kept at a minimum value in 3 seconds after the starter switch is ON. (This program does not work over 3 seconds after the starter switch is ON.)
０
32-20
Starter Engine SW start ON Specified pressure 3 sec
Time
Modulation Mechanism
115ZIV-3
Initial oil charging (t1) into the clutch piston chamber When the shift lever is shifted from the neutral to the 1st speed forward, the low range clutch solenoid valve is energized and oil under pressure flows into the clutch piston chamber. The 1st speed clutch solenoid valve remains energized. After a given time, the control current to the modulator valve 1 is reduced. At the same time, the modulator valve 2 is energized and the main clutch oil pressure is sharply reduced, concluding the initial oil charging into the chamber. The time taken for this initial charging, which depends on the capacity of the clutch piston chamber, is controlled by a microcomputer.
TORQUE CONVERTER AND TRANSMISSION 32
Modulation chart (Neutral
1st forward)
ON Low range clutch OFF solenoid valve
ON
1st speed clutch solenoid valve
Oil filling completed Modulator valve 1
Current (mA)
abt 400mA
abt 170mA ０
Low pressure holding (t2) To reduce clutch engagement shock, it is necessary to engage the clutch while allowing some slippage of it. To do this, the current to modulator valve 1 is held low for a given time. During this time, the clutch piston moves while compressing the piston return spring. This low pressure holding time depends on the speed of the engine: longer with lower engine speed, shorter with higher speed. Modulator 2 is kept energized allowing some oil to escape to drain. This time is also controlled by the microcomputer.
Modulator valve 2
Main pressure
ON OFF
Pressure (MPa)
Restoration of clutch pressure (t4) At the completion of clutch engagement, the circuit opened by modulator 2, which maintained the lower pressure by draining part of the clutch oil since the initial charging, is closed. When the power to modulator valve 2 is turned off, the clutch oil pressure is restored to the specified pressure.
P２
P１
P3
０ Low range clutch Pressure pressure (MPa)
Pressure rise (t3) When the clutch piston comes into contact with the clutch plate and the clutch plates start to transmit power, the control current to modulator valve 1 is gradually raised. This causes the clutch oil pressure to also gradually rise, and the clutch completes engagement while some slippage occurs. This rise time is also controlled by the microcomputer.
OFF
０
t1
t2
t3
t4
When shifted
Shift completed
charging ｔ 1 Initial time
Changes with combination of clutches
0 〜 0.12 sec
pressure ｔ 2 Low holding time
Changes with engine speed
Less than 0.5 sec
ｔ 3 Pressure rise time
Changes with combination of clutches
0.3 〜 0.7 sec
with combination ｔ 4 Restoration time Changes of clutches
0.5 〜 1.3 sec
Ｐ 1 0.2 〜 0.5MPa (2 〜 5kgf/cm ) 2
Ｐ 2 2.3 〜 2.8MPa (23 〜 28kgf/cm ) 2
2
1st speed abt 2.5MPa (25kgf/cm ) Ｐ 3 Except 1st speed abt 2.9MPa (30kgf/cm ) 2
・ E/G high idle
32-21
Measuring Clutch Oil Pressure
115ZIV-3
TORQUE CONVERTER AND TRANSMISSION 32
Measuring Clutch Oil Pressure Reverse clutch (PT 3/8)
WARNING
Low range clutch (PT 3/8)
Unexpected movement of the machine may cause an accident resulting in injury or death. To prevent such an accident during clutch oil pressure measurement, be sure to closely communicate with the person in the cab by giving signals to each other. Also use a gauge with a hose long enough to reach outside from the articulation area.
2nd speed clutch (PT 3/8)
2
・ Pressure gauge 4.9MPa (50kgf/cm ) with 2〜3m hose ・ Clutch oil pressure measurement value: 1st speed 2.5MPa (25kgf/cm2) Except 1st speed 2.9MPa 2 (34kgf/cm ) ・ Torque converter oil temperature: 50 to 80 ℃ (120 〜 180 ° F)
3rd speed clutch (PT 3/8)
3rd speed clutch (PT 3/8)
115ZA32-16
Main clutch (PT 3/8)
2nd speed clutch (PT 3/8)
For USA spec. the quick coupler is installed on the main clutch oil pressure gauge port.
1st speed clutch (PF 1/4)
115K03002
Clutch oil pressure measuring port
32-22
HYDRAULIC GROUP 42 Loading/Steering Hydraulic Line ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-2 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-4 Loading/Steering Hydraulic System Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-6 Flushing Hydraulic Lines ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-10 Layout of Hydraulic Units ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-11 Hydraulic Tank ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-14 Hydraulic Oil Level Check ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-15 Hydraulic Pump ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-17 Hydraulic Cylinde r・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-20 Loading System ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-21 Pilot Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-25 Pilot Control Line Filter ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-26 Pilot Relief Valve Unit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-31 Multiple Control Valve (KML) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-40 Slow Return Check Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-41 Adapter (with orifice) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-42 Steering System ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-43 Steering Valve (Pilot) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-49 Main Steering Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-59 Emergency Steering ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-63 Stop Valve ・
42-1
Loading/Steering Hydraulic Line
115ZIV-3
HYDRAULIC 42
Loading/Steering Hydraulic Line (S/N 11M1-9001 〜 9100) 5
1. Oil pump 2. Oil pump 3. Multiple control valve
3
4. Steering valve 6
14
7
5. Boom cylinder 6. Bucket cylinder 7. Bucket cylinder 8. Steering cylinder
19
11. Check valve 12. Filter element 15
15
13. Relief valve Torque converter oil cooler
14. Orbit roll
23
15. Stop valve 16. Pilot valve 17. Relief valve 19. Check valve
8
21. Breather valve 22. Unloader valve 23. Line filter
Torque converter oil cooler
16 4
To brake line 22 17
1
2
26 21 11
Hydraulic tank 13
12
13
Hydraulic oil cooler 115M42001
42-2
Loading/Steering Hydraulic Line
115ZIV-3
HYDRAULIC 42
Loading/Steering Hydraulic Line (S/N 11M1-9101 〜 ) 1. Hydraulic pump
4
2. Multiple control valve 3. Steering valve
2
4. Boom cylinders 5. Bucket cylinder 5
11
5
7. Steering cylinders 8. Check valve 9. Return filter element
15
10. Relief valve 11. Orbitroll 12. Stop valve 13. Pilot valve
12
12
14. Pilot relief valve unit 15. Adapter (with orifice) 17. Breather valve / Filler cap 18. Unloader valve 19. Line filter 20. Oil cooler
7
From accumulator To accumulator
3
13
14
18
1
19 17
To brake valve
8
１１５Ｍ４２００２
10
9
10
20
42-3
Loading/Steering Hydraulic System Diagram (S/N 11M1-9001 115ZIV-3〜 9100)
HYDRAULIC 42
Loading/Steering Hydraulic System Diagram
6 7
Bucket lever
Hoist lever
19
16 16
3
5
17
22
8
To brake line
23
4
2
1
11
14 21
15
13 12
115M42003
42-4
Loading/Steering Hydraulic System Diagram (S/N 11M1-9101 115ZIV-3〜 )
HYDRAULIC 42
Loading/Steering Hydraulic System Diagram
5
Hoist lever
15
Bucket lever
13
13
2
4
14
18
7
To brake line
19
3 1 8
20
11 17
12
10 9
65A42012
42-5
Flushing Hydraulic Lines
115ZIV-3
HYDRAULIC 42
Flushing Hydraulic Lines Purpose of flushing If the inside of a cylinder, pump, or a valve of the hydraulic system is broken, the debris will be sent into the hydraulic line together with the oil. Most of the debris flows into the return filter or hydraulic tank. However, there are some debris that remain in the valves, cylinders, or pipes. Therefore, even if the damaged cylinder or valve is replaced, the debris sticking in other valves, cylinders, or pipes breaks loose and then is fed into the cylinders, where the debris damages the inside of the cylinders, or sticks to the valve plungers or relief valves, and cause another malfunction. To prevent such problems, be sure to remove all the debris from the line.
Debris To tank
Flushing hydraulic line 〔 Example 〕 Flushing when the inside of a cylinder is broken 1. Disassembling and checking cylinders Assuming that two cylinders form pairs, if one of the cylinders is damaged or if debris is detected in one of cylinders, be sure to disassemble and check the other cylinder. If right and left cylinders form pairs, the oil sent from one cylinder joins the oil sent from the other cylinder. Therefore, if one of the cylinders is damaged, the debris will be sent into the other cylinder. This is why other cylinder should be also disassembled and checked when one of cylinders is damaged or if debris is detected in one of cylinders.
It is not necessary to disassemble and check cylinders of other circuits if no internal leakage is detected. For instance, if inside of the bucket cylinder is damaged, operating the cylinder feeds the oil together with the debris and iron particles from the cylinder to the oil tank via the control valve.
42-6
〔 Debris fed to the other cylinder on the opposite side 〕
Damaged cylinder
Debris
Flushing Hydraulic Lines
115ZIV-3
HYDRAULIC 42
There is little possibility that the debris of the bucket cylinder are sent to the boom cylinders via the control valve. Assuming that the boom is lowered quickly while dumping the load of the bucket, the debris from the bottom side of the bucket cylinder may be sent to the drain port of the control valve, and then sent to the rod side of the boom cylinder via the make-up valve. Such possibility, however, is very small. However, for precaution's sake, it is recommended that the natural drift of the other cylinders should be measured. If the obtained measurement value is larger than the standard value, disassemble and check the cylinders. For a detailed discription of natural drift measurement, refer to "Measurement for Performance Check". For a detailed description of disassembly and reassembly, refer to "Hydraulic Group Disassmbly and Reassembly".
2. Cleaning inside of oil tank Check the relief valve of the return filter, and replace the filter element. If the inside of a cylinder is damaged, a large number of debris or iron particles will be sent into the return filter together with the oil. The filter element, therefore, will be clogged, and debris may be stuck into the bypass valve. Be sure to disassemble and check the filter and bypass valve, and replace the element with a new one.
Clogged filter
Foreign material sticking in filter bypass valve
Clear debris and iron particles from the bottom of the oil tank. If the inside of a cylinder is damaged, a large amount of debris and iron particles are sent into the oil tank and deposited on the bottom of the tank. Wash the tank using light oil, etc. to clear debris and iron particles from the tank.
８５Ｗ４３０
Pieces
42-7
Flushing Hydraulic Lines
115ZIV-3
3. Flushing pipes Flushing pipes connected to the damaged cylinder Generally, the cylinder debris will not be stuck in pipes. Most of broken pieces are caught by the multiple control valve or return filter, and some of them are sent into the hydraulic tank. However, for precaution's sake, flush all the pipes connected to the broken cylinder. If there are long and thick low-pressure hoses, as the figures, disconnect the cylinder hoses from the cylinder, and then connect the low-pressure hoses to the connectors of the cylinder hoses. Insert the other ends of low-pressure hoses into a drum. Flush the pipes with oil for 10 seconds by operating engine at full speed. The pipes and hoses will be cleared of debris, and the control valve will be also cleared of debris if there are any residual pieces. Use the hydraulic oil in the hydraulic tank for this oil flushing method. Therefore, be sure to clean the inside of the hydraulic tank before flushing the pipes. If there are no long and thick hoses, disconnect the cylinder hoses and pipes, and feed light oil or cleaning solvent into the pipes and hoses. Cover the both ends and shake the hoses and pipes. After that, discharge light oil or cleaning solvent from the pipes and hoses. The broken pieces will be discharged together with the oil or solvent.
HYDRAULIC 42
[Flushing pipes]
To multiple control valve
Low-pressure hoses Drum
IMPORTANT Oil level must be kept full in hydraulic tank, or pump damage may results.
Pieces
4. Disassembling and checking valves Remove all the plungers and relief valves, and then check their sliding surfaces for scratches. Also check the grooves on the bodies for residual broken pieces. For a detailed description of valve disassembly and reassembly, refer to "Hydraulic Group Disassembly and Reassembly".
42-8
Flushing Hydraulic Lines
115ZIV-3
HYDRAULIC 42
5. Others Flushing oil cooler and its pipes 〔 When the inside of boom, or bucket or steering cylinder is damaged 〕 If the inside of the cylinder is damaged the debris will be sent into the oil cooler line. Comparatively large pieces will be caught by the plunger of the valve, and small pieces will be sent into the oil cooler. Very small pieces will pass through the oil cooler and reach the tank. Therefore, if the inside of the cylinder is damaged, be sure to flush the steering valve, multiple control valve, oil cooler, cooler bypass valve, hydraulic tank, and all the pipes.
Oil cooler
Hydraulic tank
Cooler bypass valve
From steering cylinder From pump
Steering valve
From multiple control valve
Clean the pilot valve filter. Note : If the pilot pump has failed causing contamination in the pilot circuit Remove and disassemble the pilot relief valve. Remove and clean or replace the pilot valve filter. Note : If the filter is damaged or not installed, the pilot valve and each oil pack on the multiple control valve must be disassembled and cleaned.
42-9
Layout of Hydraulic Units
115ZIV-3
HYDRAULIC 42
Layout of Hydraulic Units
8
1
7 3
4
2
9
5
6
115E42003
1. Multiple control valve 2. Steering valve (main) 3. Steering valve (pilot) 4. Pilot valve (for loading) 5. Relief valve
6. Hydraulic pump 7. Boom cylinder 8. Bucket cylinder 9. Steering cylinder
42-10
Hydraulic Tank
115ZIV-3
HYDRAULIC 42
Hydraulic Tank
8
9
7
Return filter 3
4 1
2
6
5
115V42004
1. Oil tank 2. Oil level sight gauge 3. Tank cap (with air breather&filter) 4. Inlet screen 5. Drain cock / Plug
6. Inspection hole cover 7. Return filter element 8. Spring 9. Bypass valve
42-11
Hydraulic Tank
115ZIV-3
HYDRAULIC 42
Hydraulic tank cap (with air breather) 1
3
2
5
4
6
A
7
7 a b
Viewed from section A
c
1. Cover
5. Spring (for suction valve)
2. Filter element
6. Key (same as starter key)
3. Spring (for exhaust valve)
7. Attaching bolts (3 pcs) socket head
4. Valve assembly (a)Exhaust valve (b)Suction valve (c)Air bleeder valve
When the pressure inside the hydraulic tank drops below the outside air pressure, the outside air flows through the filter element (2) and to the valve assembly (4). The suction valve (b) is then opened to let the air flow into the tank. When the air pressure inside the hydraulic tank rises 2 to a certain point 78kPa (0.8kgf/cm ), the exhaust valve (a) is lifted (opened) so that the air can flow out of the tank through the filter element (2). One cycle (down and up) of the boom applies pressure to the inside of the tank. There is difference between the suction valve (b) opening pressure and the exhaust valve (a) opening pressure, therefore 78kPa (0.8kgf/cm2) pressure is always applied to the inside of the hydraulic tank. The pressure applied to the inside of the hydraulic tank prevents the dust and dirt from being drawn into the tank and improves performance of the pump. The positive pressure pushes the oil to the pump reducing the posibility of pump cavitation. To release the internal pressure from the hydraulic tank, press the cover (1). The air bleeder valve (c) will be lowered to release the internal pressure.
42-12
Unlocking cap key Turn the cap key 180°counterclockwise (arrow direction) to unlock the cap key.
Installing cap The cap can be installed in any boom or bucket position
Hydraulic Tank
115ZIV-3
HYDRAULIC 42
Specifications of hydraulic tank Type
Sealed pressure type
Tank capacity (at center of level gauge) ( l ) Filtration area (cm ) Return filter
Filtration particle size ( μm) Relief valve opening pressure MPa (kgf/cm2) Suction side setting pressure MPa (kgf/cm2) Discharge side setting pressure MPa (kgf/cm2)
Oil filling port (also used as air breather)
225 16,900 × 2
2
10 98 ± 20kPa (1.0 ± 0.2kgf/cm2) 1kPa (0.01kgf/cm2) 78kPa (0.8kgf/cm2)
Filtration area (cm2) (Breather element)
235
Filtration particle size ( μm) (Breather element)
10
Pushing load before turning cap required for removing or installing cap (kg)
42-13
19〜22
Hydraulic Oil Level Check
115ZIV-3
HYDRAULIC 42
Hydraulic Oil Level Check Before checking the hydraulic oil level, observe the following items: Check that the machine is on a level ground. Check the hydraulic oil level before operation (when oil is not warm). Lower the boom to the lowest limit, and tilt down the bucket onto the ground.
Bucket on ground
Check that the oil level is at the center of the oil level sight gauge. Hydraulic tank Oil level sight gauge Cold level 225 l
Oil amount : 225 l Note: If the oil is at operating temperature F 〜 200 ° F)) the oil level (60℃ 〜 90℃ (140 ° may be at or near the top of the oil level sight gauge.
42-14
Hydraulic Pump
115ZIV-3
HYDRAULIC 42
Hydraulic Pump Double Pump Main Pilot Circuit 5
2
2
1. 2. 3. 4. 5.
Oil seal Drive gear Driven gear Pressure plate Spline coupling
1 3
3
4 4
Steering Circuit
1 2
5
4
2
3
3
4
115E42004
Model
Applicable circuit Theoretical discharge cc/rev Maximum Operation Pressure MPa (kgf/cm2) Maximum speed min-1(rpm) Measurement conditions : Oil temperature 50 ℃〜80 ℃ Hydraulic oil ISO VG46
44083-6044
44083-6043
Front
Rear
Front
Rear
Main circuit
Pilot circuit
Steering circuit
80.0
40.0
90.7
90.7
24.5 (250)
24.5 (250)
24.5 (250)
24.5 (250)
2500
2500
2500
2500
Actual discharge of the pump (efficiency 95%) Steering
412 l /min (2392 rpm)(min-1)
Main
182 l /min (2392 rpm)(min-1)
Pilot
34.3 l /min (897 rpm)(min-1)
The revolution shows the pump revolution.
42-15
Hydraulic Pump
115ZIV-3
HYDRAULIC 42
1.Structure Both sides of the gear consists of floating type pressure plates having balancing functions. The pressure plates maintain optimum clearance on both sides of the gear (pressure balance machanism) so that the high volumetric efficiency is ensured.
inlet
Discharge
2.Functions of pressure plates Rotating gears feed the pressurized oil along the circumference of the case to the outlet port. The pressurized oil is also sent to the high-pressure plate is pressed to the gear side so that the clearance between the pressure plate and the side surface of the gear is kept very small. The pressing force to the plate is adjusted to an appropriate value by setting the optimum high-pressure area of the plate. The high-pressure area in the rear of the pressure plate is enclosed by the back up ring and O-ring. To prevent the gear-sealing area from extremely high pressure due to confined oil, there is a confined oil bypass groove at the gear-sealing area of the pressure plate.
Discharge High-pressure area
Backup seal
O-ring
inlet 85W4205
3.Bushing lubrication The lubrication system uses the oil fed from the pressurized tank. Part of the oil fed from the inlet port is sent to the bushings to lubricate them. After that, the oil is returned to the inlet side and then sent to the discharge side. Bushing require lubrication to maintain a long service life. Avoid bushing damage due to a lack of lubrication oil by : Starting up a new pump with oil supplied to it. Allow new pump to idle (low rpm/no load) for 5 minutes. Use the proper viscocity for the coldest possible start up temperature. Charge viscocity if seasonal temperature charges are great (more than 20 ° C [40 ° F]).
Oil groove for bushing lubrication
inlet
Confined oil bypass groove
Discharge
Gear sealing area
42-16
Hydraulic Cylinder
115ZIV-3
HYDRAULIC 42
Hydraulic Cylinder Boom cylinder (S/N 11M1-9001 〜 ) 23 ・ 20
15 14 12, 13 21 16 1
2
9
1. Piston 2. Piston rod 3. Cylinder tube 4. Rod cover 5. Dust seal 6. Backup ring 7. U-packing 8. Buffer ring 9. Bushing 10. Backup ring 11. O-ring 12. Slipper ring 13. Square ring 14. O-ring 15. Wear ring 16. Piston nut 17. Stop ring 18. Bolt 19. Backup ring 20. Dust seal 21. Wear ring 22. Stop ring 23. Bushing 24. Set screw 25. Bolt 26. Washer
11 ・ 8 7 10 6 5
3
18 4
115M42004
Bucket cylinder (S/N 11M1-9001 〜 9100)
Steering cylinder (S/N 11M1-9001 〜 ) 23 ・ 20
16, 22
15 14 13
12
1
2
3 8
7 11 4 ・ ・ 6 10
9
11 17
5
23 ・ 20
115M42005
42-17
Hydraulic Cylinder
115ZIV-3
HYDRAULIC 42
Bucket cylinder (S/N 11M1-9101 〜 ) 23 ・ 20
22 16 15
14 12 13 19
21
1 3
2
8
10 ・ 11 7 6 4 9 17 5
20 ・ 23
25 ・ 26 27 ・ 28 Gauge port PF1/4(Right side) 115M42008
42-18
1. Piston 2. Piston rod 3. Cylinder tube 4. Rod cover 5. Dust seal 6. Backup ring 7. U-packing 8. Buffer ring 9. Bushing 10. Backup ring 11. O-ring 12. Slipper ring 13. Square ring 14. O-ring 15. Wear ring 16. Piston nut 17. Stop ring 19. Backup ring 20. Dust seal 21. Wear ring 22. Stop ring 23. Bushing 25. Bolt 26. Washer 27. O-ring 28. Plug
Hydraulic Cylinder
115ZIV-3
HYDRAULIC 42
Cylinder specifications
Steering cylinder
Bucket cylinder
Boom cylinder
mm Inner dia. × rod dia. × stroke Pin hole
φ 225 ×φ 120 × 1132
Piston rod
φ 120 × 272
Cylinder
φ 120 × 208.5
(inner dia. × width)
Inner dia. × rod dia. × stroke Pin hole
φ 190 ×φ 100 × 767
Piston rod
φ 100 × 120
Cylinder
φ 100 × 120
(inner dia. × width)
Inner dia. × rod dia. × stroke Pin hole
φ 110 ×φ 60 × 720
Piston rod
φ 70 × 80
Cylinder
φ 70 × 80
(inner dia. × width)
42-19
Loading System
115ZIV-3
HYDRAULIC 42
Loading System Operation The pilot operation system uses the pilot valve pressure to control the plungers of the multiple control valve and move the boom cylinders and bucket cylinder. When the control lever is set, the pilot valve line is opened, and the oil pressure is generated depending on the set position of the control lever. The pilot pressure entering the oil pack to the multiple control valve moves the plunger against its return spring. The plunger press-in distance (displacement) depends on the pilot valve pressure. Oil from the loader pump is then directed through the valve to the cylinder. Return oil from the cylinders flows through the valve to the oil cooler, return filter and into the tank.
Control lever
Relief valve
Pilot valve
Oil packs
Multiple control valve
Oil packs
From steering valve
Filter
Cooler Filter Tank 70N42010
42-20
Pilot Valve
115ZIV-3
HYDRAULIC 42
Pilot Valve Structure For bucket control
Neutral
1 Dump
Roll back
For bucket control
For boom control
8 2
3
T To tank port
4 5 6
From pump
7
P
85W4211
To MCV oil packs 85W4218
View from the rear
For boom control
Raise
Neutral
Down
Float
To tank port 85W4219
42-21
1. Lever 2. Disc 3. Push rod 4. Spring seat 5. Spring for secondary pressure 6. Return spring 7. Spool 8. Detent magnet solenoid
Pilot Valve
115ZIV-3
HYDRAULIC 42
Function The pilot valve applies oil pressure in proportion to the operating angle of the lever, there-by carrying out remote control of the plunger in the multiple control valve.
1 2
8
Operation (Modulated position) When the lever (1) is in the neutral position, the spool (7) closes the pilot pump port and the tank port is opened. Therefore the oil pressure is not applied to the multiple control valve oil pack. The plunger of the multiple control valve is held in neutral by its centering springs. There is no oil flow to the cylinder. When the lever (1) is shifted from the neutral, the spool (7) is forced down by the spring (5). Then the tank port is closed and the pilot pump port is opened. As a result, the pressurized oil from the pilot pump flows into the multiple control valve oil pack. The plunger of the multiple control valve moves allowing oil from the main pump to flow to the cylinder. When the oil pressure in the multiple control valve oil pack reaches over the desired pressure, the spool (7) moves up. As a result, the tank port is opened and the pilot pump port is closed.
3 T
4 5 6
P 7
Pilot relief valve unit
Multiple control valve
Oil pack
*Spool diameter at tank side is greater than spool diameter at pilot pump side. Accordingly the pilot oil pressure in the multiple control valve oil pack is reduced below the desired pressure. The spool (7) moves down again by the spring (5) and closes the tank port. The pilot pump port is opened. It raises the oil pressure in the multiple control valve oil pack again. This cycling action maintains a constant pressure to the multiple control valve. The pilot oil pressure to the multiple control valve is proportional to the lever (1) angle, and is balanced with the lever angle. This results in the multiple control valve plunger being moved the desired amount. Oil flow from the main pump to the cylinder is also proportional. Cylinder speed is easily controlled. 42-22
P
85W4212
Pilot Valve
115ZIV-3
HYDRAULIC 42
To tank port
To tank port
5 From pump port
7
From pump port
7 80V42004
80V42003
Port 3
Port 4
Port 3
Port 4
When lever is shifted from neutral
When lever is in neutral
Operation (Full pressure position) When the lever (1) is moved fully forward or back the multiple control valve plunger should also be moved full stroke. This allows maximum oil flow to the cylinders for the fastest cylinder movement. In the boom down circuit the multiple control valve plunger must be fully stroked to reach the "FLOAT" position. To be sure the multiple control valve plunger is fully stroked a special spring (11) and spring seat (12) are used. This allows the spool (7) to be fully stroked and full pilot pressure will be directed into the oil pack fully stroking the multiple control valve plunger.
42-23
Pilot Valve
115ZIV-3
HYDRAULIC 42
Detent magnet solenoid The detent magnet works to hold the lever at it's position, when the lever is shifted to "Bucket Roll Back" or "Boom Raise" or "Boom Float" position. When the proximity switch for the bucket positioner or the boom kick-out (option) is turned on, the magnet coil is energized and magnetized so that the holding plate is held by magnetic force. When the lever is shifted, the steel ball is positioned at the detent notch and the lever is held at that position. As a result, pilot oil moves the multiple control valve plunger to the full stroke position, and the pressurized oil fed from the main pump flows to the cylinder. When the proximity switch is turned off, the magnet coil is de-energized and de-magnetized. The steel ball is pushed out of the detent notch by the return spring (6) so that the control lever is returned to the neutral position. When the control lever is set to the "Boom Float" position, the control lever will be held at the "Float" position. The "Boom Float" magnet is not switched and is energized and magnetized whenever the key switch is on. For "Boom Float" position, manually reset the control lever.
42-24
Magnet
Plate
Steel ball
Disc
85W4213
Pilot Control Line Filter
115ZIV-3
HYDRAULIC 42
Pilot Control Line Filter Construction 1. 2. 3. 4. 5. 6.
1
6 5
3 2
4
97ZA4218
Function The filter is installed in the pilot control line to keep dust, dirt and debris out of the line.
42-25
Head Case Filter element Spring Backup ring O-ring
Pilot Relief Valve Unit
115ZIV-3
HYDRAULIC 42
Pilot Relief Valve Unit (S/N 11M1-9001 〜 9100) Construction The pilot relief valve unit consists of relief valve, reduction valve, and check valve.
Pilot valve 20
1. 2. 3. 4. 5. 6. 7. 8. 9.
Bottom side of boom cylinder
21 22
11
12
10
13
PC
Relief valve Pilot poppet Relief poppet Sleeve Spring Pilot spring Adjusting screw Lock nut Cap
TS2 Check valve for P→PP
8 Orifice
9
TS
7 6
10. Reduction valve 11. Shuttle 12. Spring 13. Plug
1 P
T
20. Check valve 21. Spring 22. Plug 23. Check ball 24. Spring 25. Plug
TS
2
5 4
3 Pump port
Tank port TS2
Check valve for PC → PP PP
25
Relief valve setting pressure: 4.0±0.3MPa (41±3kgf/cm2) Reduction valve setting pressure: 1.5±0.3MPa 2 (15±3.5kgf/cm )
24
23
Reduction valve press. test port
Pilot valve port PP(PF1/4)
85W4214
TS2(PF1/4)
23
10 PC(PF1/4)
PC : Port from bottom side of boom cylinder PP : Port to pilot valve TS : Test port for pilot pressure TS2 : Test port for reduction pressure
20
Bottom side of boom cylinder
TS(PF1/4)
Relief valve press. P(PF1/2) test port Pump port
42-26
1
T(PF1/2) Tank port
Pilot Relief Valve Unit
115ZIV-3
HYDRAULIC 42
Relief valve Function The relief valve is placed between the pump and the pilot valve. The pilot relief valve regulates the oil pressure in the pilot circuit to a safe operating range. The pressure is held constant whenever the engine is running. When the pilot circuit pressure reaches the operating pressure the relief valve opens and directs some of the oil back to the tank.
Pilot valve
Filter screen assembly
3
P
2
6
7
Tank 115E42005
Operation When oil pressure is lower than the set point Oil discharged from the pump passes through the orifice of the poppet (3) and reaches to the pilot poppet (2). The pilot poppet (2) is pushed to the left by the pilot spring (6) and closes the port.
From pump
70Z Ⅳ 4204
To tank
When oil pressure exceeds the set point When the pumped oil pressure surpasses the set 2 spring pressure (4.0±0.3MPa (41±3kgf/cm )) of the pilot poppet (2), the pilot poppet (2) opens to allow oil to escape into the tank. In the result, the force pushes the relief poppet (3) to the left decreases and thereby the relief poppet (3) moves to the right, allowing high-pressure oil in the pump line into the tank line. Adjust to the set pressure at 4.0MPa (41kgf/cm2) using the adjusting screw (7). Normally the pilot relief valve is open during machine operation. The pilot pressure may be measured through test port TS.
42-27
From pump
To tank
70Z Ⅳ 4205
Pilot Relief Valve Unit
115ZIV-3
HYDRAULIC 42
Reduction valve Function The pressure oil in the bottom end of the boom cylinder can be supplied to the pilot valve to operate the multiple control valve even if hydraulic oil is not available from the pilot pump (engine off or pump failure). The boom can be lowered or the bucket can be moved to the dump position, under the force of gravity. Raising the boom or rolling the bucket back is not possible if there is no main pump oil flow.
Pilot valve
23
C
11
12
Under normal conditions When the supply of pilot pressure from the pilot pump is normal, the check valve (23) closes the reduction valve port. On the other hand, the pressure in the bottom of the boom cylinder is applied to the left hand side of the shuttle (11) of the reducing valve. Shuttle (11) is moved to the right. When pressure in the chamber C rises above 1.5±0.3MPa (15±3.5kgf/cm2), spring (12) is compressed, and the shuttle (11) is moved to the right, allowing the oil to escape to the tank. After that, the pressure in the chamber C decreases and the shuttle (11) moves to the left. As a result the tank port is closed. The shuttle (11) keeps the pressure in the chamber C with 1.5±0.3MPa (15±3.5kgf/cm2) and blocks the cylinder bottom port and the tank port.
20
P
Tank 85W4215
Pilot valve TS2
When pilot pressure drops (below 1.5±0.3MPa (15±3.5kgf/cm2)) When the pilot pressure from the pump drops due to engine shut down or other causes, the check valve opens and the oil from the reduction valve flows out to the pilot valve. In this case, the pressure is kept at 1.5±0.3MPa (15 ±3.5kgf/cm2). This operation can occur only while oil is trapped in the bottom end of the boom cylinder. When the boom is on the ground or supported this operation stops. The reduction pressure may be measured through test port TS2.
23
C P
11
12
20
Tank 85W4216
42-28
Pilot Relief Valve Unit
115ZIV-3
HYDRAULIC 42
Pilot Relief Valve Unit (S/N 11M1-9101 〜 ) Construction The relief valve unit consists of relief valve and check valve. Pilot valve
3
1
Oil pressure gauge plug
4
2 P Pump port
T Tank port
115M42006 ６５Ａ４２０
1. 2. 3. 4.
Oil press test port
Relief valve unit Relief valve Check valve Plug (Oil pressure gauge) Pilot valve
・After removing the plug on the relief valve unit upper side, install the pressure gauge then check hydraulic oil pressure. ・Relief valve setting pressure 4.0±0.3MPa (41±3 kgf/cm2).
G1/4
A
B Check valve
Note 1. : Tightening torque #2, #3 ・・・・・ 45 〜 50N-m (4.59 〜 5.10kgf-m) 2. Relief valve unit hexagon bolt ・・・・・・・・・ Width across flats mm 22.4mm.
Pp
G1/4
G1/4
Relief valve G1 press test port G1/4
Relief valve
G2
T2 G1/4
G1/4
G1/2
P
Ｇ１／２
Tank port
Pump port
Hydraulic line
42-29
Accumulator
115M42007
Pilot Relief Valve Unit
115ZIV-3
HYDRAULIC 42
Relief valve
Block
Function The relief valve is placed between the pump and the pilot valve. The pilot relief valve regulates the oil pressure in the pilot circuit to a safe operating range. The pressure is held constant whenever the engine is running. When the pilot circuit pressure reaches the operating pressure the relief valve opens and directs some of the oil back to the tank.
T
5
P
1
4
2
Operation
3 65A42017
・ When oil pressure is lower than the set point Oil discharged from the pump passes through the orifice of the poppet (1) and reaches to the pilot poppet (2). The pilot poppet (2) is pushed to the left by the pilot spring (3) and closes the port. ・ When oil pressure exceeds the set point When the pumped oil pressure surpasses the set spring pressure 4.0±0.3MPa (41±3kgf/cm2) of the pilot poppet (2), the pilot poppet (2) opens to allow oil to escape into the tank. In the result, the force pushes the relief poppet (1) to the left decreases and thereby the relief poppet (1) moves to the right, allowing high-pressure oil in the pump line into the tank line.
1. 2. 3. 4. 5.
Note : Adjusting screw adjustable range : 5 turns
Adjust to the set pressure at 4.0MPa (41kgf/cm2) using the adjusting screw (5).
Check valve Construction Width across flat mm:22.4mm
2
Pilot valve port 2 1
Pump port 1
42-30
Poppet Pilot poppet Pilot spring Spring Adjusting screw
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Multiple Control Valve (KML) 3 2
A
A Bucket cylinder rod side 6
B
B
C Tank port
Pump port
Bucket cylinder bottom side
4
4
C
Tank port
Section B-B
1
Boom cylinder rod side 6
From To pump tank
5
Section C-C
42-31
Section A-A
Model
KML35A / 2T102
Main relief valve setting pressure
point
Bucket Boom
Bucket point
installation installation
OLRV
Overload relief valve setting pressure
MUV
The bucket priority line is used for the multiple control valve, and consists of the following units: 1 . Main relief valve Relieves the pressure when the working pressure exceeds the relief setting pressure. 2 . Bucket plunger Used for the bucket operation, such as roll back, holding a tilt angle, and dumping. 3 . Boom plunger Used for the boom operation, such as raising, holding height, lowering, and floating. 4 . Overload relief valve (With make-up function, on the bucket side) Relieves the internal pressure from the cylinder if the pressure is extremely high. 5 . Make-up valve (On the boom side) Protects the cylinders from a vacuum (negative pressure). 6 . Load check valve Prevents the reversed oil flow or momentary "load drop".
Boom cylinder bottom side
Boom
20.6MPa 2
(210kgf/cm ) 23.5MPa 2
(240kgf/cm )
Rod side
Installed
Bottom side
Installed
Rod side
Non-installed
Bottom side
Non-installed
Rod side
Installed
Bottom side
Installed
Rod side
Installed
Bottom side
Non-installed
Note : A third spool for an auxiliary function (Log clamps, Side dump bucket, etc) is available. If required, the inlet cover is removed and the third spool is installed. The inlet cover is reinstalled. Priority oil then goes to the third spool function.
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Main relief valve Function The main relief valve is installed between the pump and the control plunger. When the cylinder comes to the stroke end, or if the pressure is above the set pressure, the oil fed from the pump will be discharged into the tank through this valve (main relief valve) to prevent pump and pipe damage.
Operation When the oil pressure is at the set point or below
Relief poppet
Pressure from the pump port passes through the orifice in the center of the plunger and acts on the relief poppet. The force of the spring to the left of the poppet is stronger, so the relief poppet and plunger remain closed preventing any oil from escaping to tank.
Plunger Tank port
Pump port
Orifice
When the oil pressure exceeds the set point When the oil pressure on the relief poppet from the pump port becomes greater than the force of the spring, the relief poppet opens. As a result, the oil pressure in the chamber at the left of the plunger drops sharply, and the plunger moves to the left, opening the passage to the tank line. Consequently, the oil from the pump port escapes to the tank line. This prevents the pump oil pressure from becoming too high and damaging the hydraulic components.
Adjusting screw
Note : Clogging of the orifice in plunger will cause low pressure. Another possible cause of low pressure is contamination in, or damage to, the seat of relief poppet or plunger.
Adjusting the pressure setting Tighten (turn clockwise) the adjusting screw to raise the set pressure, or loosen it (turn counterclockwise) to lower set pressure.
42-32
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Bucket plunger Bucket "tilt-up" position
Load check valve
B
A
From pilot valve
To pilot valve
From pump
*When the pilot oil pressure applies to the right side oil pack of the multiple control valve, the plunger is shifted to the left, and the center bypass line is closed at plunger shoulder. The pressurized oil from the pump flows through the load check valve and then port A. The oil finally reaches the bottom side of the cylinder to tilt up the bucket.
*On the other hand, the oil in the rod side of the cylinder is returned to the tank through port B.
42-33
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Bucket "dump" position
B
A
To pilot valve
From pilot valve
From pump
*When the pilot oil pressure applies to the left side oil pack of the multiple control valve, the plunger is moved to the right, and the center bypass line is closed at plunger shoulder. The pressurized oil fed from the pump, therefore, flows through the load check valve and then port B. The oil finally reaches the rod side of the cylinder to dump the bucket. *On the other hand, the oil in the bottom side of the cylinder is returned to the tank through port A.
*Extremely quick dumping opens make-up valve to feed the oil of the tank line to the rod side of the cylinder. Such a function prevents forming a vacuum in the rod side when the bucket is dumped too quickly due to the bucket weight and/or low pump flow.
42-34
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Boom plunger Boom "up" positon
B
A
To pilot valve
From pump
*When the pilot oil pressure applies to the right side oil pack of the multiple control valve, the plunger is moved to the left, and the center bypass line is closed at plunger shoulder. The pressurized oil fed from the pump, therefore, flows through the load check valve and then port A. The oil finally reaches the bottom side of the cylinder to raise the boom. *On the other hand, the oil in the rod side of the cylinder is returned to the tank through port B.
42-35
From pilot valve
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Boom "down" position
A
B
To pilot valve
From pilot valve
From pump
*When the pilot oil pressure applies to the left side oil pack of the multiple control valve, the plunger is moved to the right, and the center bypass line is closed at plunger shoulder. The pressurized oil fed from the pump, therefore, flows through the load check valve and then port B. The oil finally reaches the rod side of the cylinder to lower the boom. *On the other hand, the oil in the bottom side of the cylinder is returned to the tank through port A.
*Extremely quick boom lowering opens make-up valve to feed the oil of the tank line to the rod side of the cylinder. Such a function prevents forming a vacuum in the rod side when the boom is lowered too quickly due to the boom weight and/or low pump flow.
42-36
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Boom "float" position
To pilot valve
From pilot valve
From pump
*When the control lever is shifted beyond the down position to "FLOAT", a higher pilot pressure forces the plunger of the multiple control valve to move further to the right. *As a result of this, all ports (ie, pump port, tank port, cylinder bottom end port, and cylinder rod end port) are connected together. *Therefore, the cylinder piston can move freely up and down by external force, which is useful for leveling uneven ground.
42-37
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Overload relief valve (with make-up function) (Installed on both the rod and bottom sides of the bucket line)
Function Each overload relief valve (with make-up function) is installed between the cylinder and the control plunger. When the plunger is in the neutral position, if external force on the cylinder becomes too high and the oil pressure will be greatly increased, the overload relief valve returns the oil to the tank to protect the cylinders and pipes from breakage.
Operation As overload relief valve If, due to external force, pressure above the set pressure occurs in the cylinder port, the pilot poppet overcomes the force of the spring A and is opened. As a result, oil flows through orifice A and the pressure in the chamber to the left of the relief plunger drops sharply. The relief plunger moves to the left compressing spring B. This allows the high pressure in the cylinder port to escape to the tank port. Setting pressure : Cylinder rod circuit 23.5MPa 2 (240kgf/cm ) Cylinder bottom circuit 23.5MPa 2 (240kgf/cm ) Tighten (turn clockwise) the adjusting screw to raise the set pressure, or loosen (counter-clockwise) it to lower it.
Adjusting screw
Pilot poppet
Relief plunger (moves left)
Orifice A
Spring A
Spring B
Cylinder port
Tank port
90Z Ⅳ 4201
As makeup valve When the overload relief valve on one side of the cylinder port is actuated, the plunger in the control valve is in neutral. The port opposite to the one in which high pressure was produced has a greatly reduced pressure. When the pressure is reduced below the tank pressure, the makeup valve is opened. When the pressure at the cylinder port becomes less than tank pressure, the plunger seat compresses the spring C and moves to the right. Oil is pushed in through the tank port and sent to the cylinder port. This prevents cavitation (negative pressure) in the cylinder. The makeup valve also functions when the bucket is dumped and engine speed is low. Oil flow from the hydraulic pumps is not enough to fill the cylinders with oil during rapid dumping. This reduces the pressure in the cylinder circuit and the makeup valve operates as described above. Note: The makeup valve function is non-adjustable.
42-38
Relief plunger
Plunger seat (moves right)
Spring C
Tank port
Cylinder port
90Z Ⅳ 4202
Multiple Control Valve (KML)
115ZIV-3
HYDRAULIC 42
Make-up valve (Installed on the rod side of the hoist cylinder line) When engine speed is low and the boom is being lowered, if pump output is less than what is needed to fill the lift cylinder, reduced pressure will occur in the rod end of the cylinder. When the cylinder pressure becomes less than tank pressure, the makeup valve is opened. The higher pressure of the tank port moves the poppet to the let, and oil from the tank flows in to prevent negative pressure (also called cavitation or vacuum). The makeup valve is non adjustable.
Relief plunger
Plunger seat (moves right)
Spring C
Tank port
Cylinder port
90Z Ⅳ 4202
42-39
Slow Return Check Valve
115ZIV-3
HYDRAULIC 42
Slow Return Check Valve (S/N 11M1-9001 〜 9100) Construction 3
5
2
4
6
1
From pilot valve
To multiple control valve
1. Casing 2. Poppet 3. Spring seat
4. Spring 5. C-ring 6. Orifice (1.3mmφ)
Function The slow return check valve is installed in the boom lowering line between the pilot valve and multiple control valve. Just after lowering the boom, if the control lever is shifted to the holding position, the boom plunger of the multiple control valve is quickly returned to the holding position by the return spring. However, the boom still has lowering inertia that will cause a shock.
42-40
To prevent the shock, the slow return check valve controls the plunger return speed by slowly returning the pressurized pilot oil from the plunger. This is also called a "one-way orifice". Pilot oil flowing to the multiple control valve is not restricted. As oil flows from the pilot valve it unseats the poppet valve (2) and flows to the multiple control valve. Oil returning to the pilot valve seats the poppet (2) and is restricted by the orifice (6). Since very cold oil is thicker it will flow through the orifice more slowly. The plunger will return to the neutral position more slowly. The boom takes longer to stop moving downward. Use the proper oil viscosity for the temperature. Allow the oil to warm up before operation.
Adapter (with orifice)
115ZIV-3
HYDRAULIC 42
Adapter (with orifice) (S/N 11M1-9101 〜 ) Construction １ ２
Orifice
From pilot valve
To multiple control valve
65A42022
1. Adapter 2. O-ring
Function The Adapter (with orifice) is installed in the boom lowering line between the pilot valve and multiple control valve. Just after lowering the boom, if the control lever is shifted to the holding position, the boom plunger of the multiple control valve is quickly returned to the holding position by the return spring. However, the boom still has lowering inertia that will cause a shock. To prevent the shock, the Adapter (with orifice) controls the plunger return speed by slowly returning the pressurized pilot oil from the plunger.
42-41
Steering System
115ZIV-3
HYDRAULIC 42
Steering System Operation *The pilot operating method of the steering system consists of activating the steering valve, which is the main valve, with a small amount of oil flowing from the steering valve (pilot) in order to carry out steering. This is known as the full-hydraulic method. *When the steering wheel is turned, an amount of oil proportional to the turning speed is sent from the steering valve (pilot) and supplied to the oil pack (pilot pressure) of the main steering valve. *The main steering valve has a flow control function, and supplies to the steering cylinder circuit a large amount of hydraulic oil proportional to the pilot flow rate supplied. *In short, with this method, the steering valve is designed to supply oil to the steering cylinder circuit by multiplying the small flow of pilot oil ; therefore, it is also known as the flow amplifier method.
From pilot pump
Steering valve (pilot)
Steering cylinder
Stop valve
RH
LH
Stop valve
Main steering valve To loading line
Pump
42-42
Steering Valve (Pilot)
115ZIV-3
HYDRAULIC 42
Steering Valve (Pilot) Construction Valve Part Spool (1) and sleeve (2) as a set form a rotary-type directonal change-over valve. The spool (1) in this valve is linked to the steering wheel by means of a spline. *When the steering wheel is not being turned, the spool (1) and the sleeve (2) are held in the neutral position by the centering spring (6); the oil groove of the spool does not match the oil hole of the sleeve, so the flow route of oil is totally closed. *When the steering wheel is turned, the oil groove of the spool matches the oil hole of the sleeve, opening the oil passage, permitting oil to flow.
8
6 7 Valve part
1 2 5
Rotor part *A kind of internal gear, when the valve opens, it functions as a hydraulic motor. *The rotor rotation is transimitted to the valve part by means of the connected drive shaft (5), and the degree of valve opening is regulated depending on how fast the steering wheel is being turned.
4 3
Rotor part
1
2
Oil groove
Oil hole
3 4
90Z Ⅳ 4204
1. Spool 2. Sleeve 3. Stator 4. Rotor
42-43
5. Drive shaft 6. Centering spring 7. Cross pin 8. Check valve
Steering Valve (Pilot)
115ZIV-3
HYDRAULIC 42
Operation Neutral (when the steering wheel is not being turned) * The spool (1) and the sleeve (2) of the valve part each have a slit into which the centering spring (6) consisting of plate springs is set. * When the steering wheel is not being turned, the spool (1) and the sleeve (2) are kept in the neutral position by means of the center spring (6).
8
6 7 1 2 5
4 3
6 1
2
Oil hole
Oil groove
90Z Ⅳ 4205
1. Spool 2. Sleeve 3. Stator 4. Rotor
42-44
5. Drive shaft 6. Centering spring 7. Cross pin 8. Check valve
Steering Valve (Pilot)
115ZIV-3
HYDRAULIC 42
Turn (when the steering wheel is being turned) *When in the neutral position, the valve part is totally closed and oil remains sealed inside the rotor, and the rotor cannot move. The sleeve (2) is directly linked to the rotor by means of a cross pin (7) and drive shaft (5); it is also fixed.
*As a result, all four ports (pump, tank and oil pack on right and left side of steering valve) are opened, allowing the oil to flow and rotating the rotor. 6 1
*When the steering wheel begins to be turned, rotary force is applied to the spool (1), which then pushes and compresses the centering spring (6) set in the slit ; the oil groove of the spool matches the oil hole of the sleeve, and opens the hydraulic circuit.
2
Oil hole Oil groove
90ZIV4206
8
6 7 1 2 5
B
A
4 3
1. Spool 2. Sleeve 3. Stator 4. Rotor
5. Drive shaft 6. Centering spring 7. Cross pin 8. Check valve 90ZIV4207
42-45
Steering Valve (Pilot)
115ZIV-3
HYDRAULIC 42
Operation of feed-back mechanism *When an angle of displacement (deviation in circumferetial direction) is generated between the spool and the sleeve through operation of the steering wheel, the hydraulic circuit is opened, and oil starts flowing. Oil from the pump enters the steering valve (pilot) and turns the rotor ; this oil flows into the steering valve. At this time, the rotor rotation is transmitted to the sleeve by the driveshaft and the cross pin. *As a result, the sleeve starts rotating slightly behind the spool as if to follow its rotation. This way the spool can continue rotating, allowing the steering wheel to be turned and the machine to be turned.
B
*If the turning of the steering wheel stops, the spool immediately stops rotating ; but, as long as there exists an angle of displacement between the spool and the sleeve, oil continues flowing into the steering valve (pilot), and the rotor can continue rotating. Due to this rotation, the sleeve catches up with the spool, and closes the hydraulic circuit. Finally, the centering spring returns the spool and the sleeve to the neutral position and flow of oil is completely stopped.
A
90Z Ⅳ 4208
42-46
Steering Valve (Pilot)
115ZIV-3
HYDRAULIC 42
Steering speed and flow rate control *For this steering mechanism, the flow rate must be regulated depending on the speed at which the steering wheel is turned. *For the steering valve (pilot), the flow rate is regulated by changing the displacement angle of the spool (1) and sleeve (2). In other words, while the steering wheel is being turned, the sleeve (2) chases the spool (1) in rotation, trying to close the hydraulic circuit. *As steering speed increases, the amount of delay (displacement angle) of the sleeve (2) increases, and the flow rate rises.
Low steering speed
High steering speed
1 3 Small displacement angle
Large displacement angle
2
Pump oil amount and steering force *When there is plenty of oil flowing from the pump, the force required to turn the steering wheel need only overcome the sliding resistance of the sleeve or rotor, so the steering wheel turns very smoothly. *When the amount of oil from the pump is small, the displacement angle of the spool and sleeve reaches a maximum point ; even if the hydraulic circuit is wide open, the flow of oil from the pump to the rotor is small, so the rotor turns slowly. *For this reason, the spool rotates faster than the rotor, and the displacement angle reaches a maximum point, and the spool turns the rotor by means of the cross pin and drive shaft. At that time, the rotor works as a hydraulic pump, and the steering wheel is harder to turn.
42-47
90ZIV4209
1. Spool 2. Sleeve 3. Centering spring
Steering Valve (Pilot)
115ZIV-3
HYDRAULIC 42
Operating principle of the rotor *Inside the rotor there is a stator with 7 internal gears that is fixed to the housing and a 6-tooth rotor that is engaged with the stator. *Half of the chamber formed by the stator and the rotor is connected to the high-pressure side and the other half to the low-pressure side. When high-pressure oil flows into the chamber, the rotor is forced to turn in the direction that will expand the area of the chamber (by means of pressure difference). *Out of this turning movement, rotation alone is taken out by the drive shaft to turn the sleeve by means of the cross pin.
Drive shaft (0 rotation)
Rotor center Locus of rotor center
*With this rotation, and at the same time due to the relationship of the position between the sleeve port and the housing port, the position of oil flowing into the rotor part is gradually delayed in sequence. *The rotor makes a 1/6 turn per rotation of the rotor, pushing out oil equivalent to 7 chambers. When the rotor rotates once, oil equivalvent to 42 chambers (7 chambers x 6 turns) is pushed out. *For the motor, it has 6 times larger torque or a 1/6 reduction effect.
Drive shaft (1/4 rotation)
Drive shaft (1/7 rotation)
Rotor (rotation) Startor (fixed)
90ZIV4210
: Flow of high-pressure oil : Flow of low-pressure oil
42-48
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Main Steering Valve To loading line From steering pump
2
3
A
A
B B
Pilot operating port
Pilot operating port
1
Tank port
To loading line
3
Section A-A
Cylinder port
Cylinder port
4
4
Section B-B
90ZIV4211
1. Steering plunger 2. Flow control plunger 3. Main relief valve 4. Over load relief valve with make-up valve
42-49
Main Steering Valve
115ZIV-3
1. Steering plunger The movement of the steering plunger is controlled by the oil pressure supplied from the steering valve (pilot) to the main steering valve oil pack. At the center of the plunger, there is a variable orifice having chamfers (throttle grooves). This orifice controls the oil flow rate. Also inside the steering plungers are check valves which apply a back pressure to oil returning from the cylinders.
2. Flow control plunger The flow control plunger sends oil to the steering line depending on the displacement of the steering plunger. The excess oil goes to the loading line.
3. Main relief valve The main relief valve controls the maximum operating pressure when turning the steering wheel.
4. Overload relief valves with make-up function These valves prevent excessive oil pressure caused by external force and a vacuum in the steering oil line. Main relief valve setting pressure
20.6MPa 2 (210kgf/cm )
Overload relief valve setting pressure
24.5MPa 2 (250kgf/cm )
42-50
HYDRAULIC 42
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Operation NEUTRAL position When wheels are straight (steering plunger in "Neutral"), all the oil from the steering pump is supplied to the loading line.
To loading line
2
1
95V42006
*In the NEUTRAL position, steering plunger (1) closes all the ports to stop flow of the pressurized oil from the steering pump. The pressure in the pump line, therefore, will rise. *When the pump line pressure increases to 0.3MPa (3.5kgf/cm2), flow control valve (2) is moved to the right due to the pressure difference between chambers A and B. Thus the flow control valve is opened, and all the oil from the steering pump is sent to the loading line. 42-51
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Left turn position (steering plunger "in" position) Pump Loading line
2
1
To steering valve (pilot)
From steering valve (pilot)
Tank Variable throttle section
90ZIV4219
*When steering plunger (1) is pushed in to the left, the pressurized oil from the pump is sent to steering cylinders through the variable throttle section and the check valve. The pressurized oil moves the cylinder rods and the machine turns to the left. *During low-speed turning, displacement of steering plunger (1) is small. However, since the oil flow rate to the steering cylinder is reduced at the variable throttle section at the center port, the pressure difference between the front and rear of the throttle section is increased. When the pressure difference is increased to 0.3MPa (3.5kgf/cm2), flow control plunger (2) is opened to discharge excess oil to the loading line. In this way, the flow control plunger prevents extreme increase in the pressure of the oil from the steering pump, and adjusts the oil flow rate to the cylinder. *For high-speed turning, steering plunger (1) is pushed all the way to the left, and the variable throttle is fully opened. Under such a condition, all the oil is used for
steering to enable high-speed turning. *At a low engine speed, the oil flow rate from the steering pump is low, therefore the pressure difference between the front and rear of the throttle section is small, and flow control plunger (2) is closed. *At a high engine speed, oil flow rate to the variable throttle is increased, therefore the pressure difference between the front and rear of the throttle section is increased to activate the flow control plunger. As a result, the excess oil is sent to the loading line.
42-52
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Variable throttle of steering plunger The variable throttle of the steering plunger is constructed as shown in the drawing; the open area of the throttle changes depending on the distance the plunger is shifted. Any fine change in the difference in pressure (Pa-Pb) before and after the variable throttle is sent to the flow control valve as signal pressure in order to regulate the flow rate.
Pa Pb
Variable throttle
Operation of flow control plunger
Loading line
When the pump discharge is small, the pressure difference between chambers A and B is small (PA ≒ PB), and the flow control plunger is being pushed to the left by the spring. Therefore, all the oil from the pump is sent to the steering line.
Pump
Spring
PA PB A
B
Variable throttle section
When the pump discharge is increased and the pressure difference (PA-PB) is increased to 0.3MPa (3.5kgf/cm2), the flow control plunger is moved to the right, and the excess oil is bypassed to the loading line. Features As described the above, the steering line is given priority in receiving pressurized oil from the pump. However, when the engine speed is increased and the oil flow rate exceeds the set point, the flow control plunger bypasses the excess oil to the loading line. This keeps the oil flow rate constant in the steering line.
90ZIV44225
90ZIV4216
PA PB
90ZIV4217
42-53
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Main relief valve When the oil pressure is at the set point or below. Loading line Pump
Flow control plunger
A B
90ZIV4220
Steering plunger
In the above figure, the steering plunger is opened, and chambers A and B are filled with oil. The flow control plunger is balanced at the position shown in the figure.
When the oil pressure exceeds the set point. Loading line
Pump
Flow control plunger
Relief valve
A
B
Steering plunger Cylinder
Tank
When the pressure in the cylinder line rises above the set point (oil pressure in chamber A and B rise also), the oil in chamber B opens the relief valve and flows to the tank line. As a result, the pressure in chamber A is higher than that of chamber B.
Cylinder
90ZIV4221
The flow control plunger, therefore, is moved to the right, and all the oil from the pump is sent to the loading line.
42-54
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Overload relief valve (with make-up function)
Construction The overload relief valves installed on both sides of the cylinder are in the line between the cylinder and the control valve
When the steering plunger is in the neutral position, the cylinder line is closed.
A
B
Overload relief function Make-up function
Tank 90ZIV4222
Operation Operation of overload relief valve:
Operation of make-up valve:
Under the above condition, if a shock (external force) is applied to the cylinders (bottom-side cylinder in the above figure), the pressure in the oil circuit is increased abnormally. In this case, the overload relief valve discharges oil from port A to prevent the cylinder and pipes from breakage.
On the other side (rod side in the above figure), a vacuum (negative pressure) may be formed depending on the discharged oil amount. To prevent a vacuum, the make-up valve opens to feed oil from the tank line.
42-55
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Operation as overload relief valve When the oil pressure is at the set point or below: The pressurized oil is sent to chamber X via the orifice of poppet C. Poppet E is closed due to the normal oil pressure (set pressure or below) and spring S tension, therefore, the oil line from cylinder to the tank is completely closed. Under this condition, since the pressure area in chamber X is bigger than the area in the cylinder-side, sleeve K and poppet D are moved to the left to seat the valve at the cylinder port.
X K Tank
Cylinder
C E
D
S
When the oil pressure exceeds the set point: The pilot poppet E compresses spring S and is opened, and the oil is returned to the tank through along sleeve K. As a result, the oil pressure in chamber X is lower than the pressure of the cylinder side. Poppet C, therefore, is moved to the right and presses the pilot poppet E to the right to open the oil path. Since chamber X, is connected with the tank line, poppet D is moved to the right to open another oil path, and the high pressure oil from the cylinder is returned to the tank through the opened oil path.
K Tank
Cylinder
C
X
E
G
K
D
Operation as make-up valve: When the cylinder pressure drops below tank pressure, sleeve K is moved to the right due to difference in the right and left pressures (pressure area=G-A). As a result, the valve is opened, and the oil is fed from the tank to the cylinder to increase the pressure.
A
Cylinder
42-56
Tank
S
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Pilot circuit and its operation Note: The stop valves are not shown for simplicity. To tank
From pilot pump Steering valve (pilot)
To cylinder
From cylinder
A
B
Oil pack Oil pack
Pilot groove Pilot circuit 90ZIV4212
Oil flow *The hydraulic oil from the steering valve (pilot) first enters the oil pack of the steering valve, then passes through the pilot groove and flows to the oil pack on the opposite side, returning to the tank through the steering valve (pilot).
*As the amount of oil throttled down when the oil entering the oil pack passes through the pilot groove (flow amplifier notch), the pressure of the oil inside the oil pack increases, pushing in the steering plunger. The variable throttle opens, regulating the amount of oil flowing to the cylinder circuit, depending on the distance the plunger is pushed in.
42-57
Main Steering Valve
115ZIV-3
HYDRAULIC 42
Operation of the pilot groove (flow amplifier notch) *If no oil is sent from the steering valve (pilot), the plunger is held in the neutral position by the return spring and the pilot groove is closed. When pilot oil is sent from the steering valve (pilot), the pressure of the oil inside the oil pack rises, pushing the plunger and opening the pilot groove, making the oil flow out.
Return spring
Pilot groove Oil pack Pilot circuit
*When pilot flow is low, when the plunger is pushed in a little, opening the pilot groove a little, the pilot oil easily flows out, and the plunger will not be pushed in any further. (The hydraulic force applied at the end of the plunger is in balance with the force of the return spring.)
Hydraulic force
Return spring force
Pilot pressure
Pilot groove
90ZIV4214
*When pilot flow rises, as the opening of the pilot groove is narrow, the pressure inside the oil pack is raised higher, pushing the plunger in. When the plunger is pushed in, the opening of the pilot groove becomes larger, making it easier for pilot oil to flow out ; thus, the rise in pressure stops and the plunger is stopped at a position where the hydraulic force applied to the end of the plunger is in balance with the force of the return spring.
Hydraulic force Return spring force
Pilot pressure
90ZIV4215
42-58
Emergency Steering
115ZIV-3
Emergency Steering The emergency steering pump is installed on the transmisson. The emergency steering of the model 115Z Ⅳ - 3 is the grand drive type. Therefore, when the machine is moving forward or reverse, the emergency steering pump is being operated. The emergency steering works automatically when the steering hydraulic pressure goes down or the engine stops while the machine is operating. When the steering hydraulic pressure goes down while the engine is running, the steering hydraulic warning lamp lights up.
Function Operation condition The following conditions need to be satisfied to allow the emergency steering to operate. 1) The machine is moving forward or reverse. 2) Hydraulic pressure in the steering hydraulic circuit lowers below 0.6MPa (6.5kgf/cm2). Valve assy
Emergency steering pump
Emergency Steering Hydraulic Line 42-59
HYDRAULIC 42
Emergency Steering
115ZIV-3
HYDRAULIC 42
Hydraulic Line Diagram
5
1. Oil pump assy 2. Emergency steering pump 3. Valve assy 4. Steering cylinder 5. Orbitrol assy 6. Pilot relief valve assy 7. Pilot valve 8. Steering valve assy
2 7 8
6
1
3
42-60
Emergency Steering
115ZIV-3
HYDRAULIC 42
Oil flow In normal operation a) When the machine is moving forward. Oil flows from pilot relief valve → C4 → Emergency steering pump → C1 → Check valve → C7 → Hyd. oil cooler → Tank
Note: When the hydraulic pump is operating, the hydraulic pressure is added to the check valve. It keeps the check valve open.
2 8
1 Check valve 3
Note: When the hydraulic pump is operating, the hydraulic pressure is added to the check valve. It keeps the check valve open.
b) When the machine is moving reverse. Oil flows from pilot relief valve → C2 → Emergency steering pump → C3 → Check valve → C7 → Hyd. oil cooler → Tank 2
8
1 Check valve
3
42-61
Emergency Steering
115ZIV-3
HYDRAULIC 42
When the emergency steering system works: Note: The check valve is closed due to no oil supply to the check valve from the oil pump assy (1).
a) When the machine is moving forward. Oil flows from hydraulic tank C5 C4 Emergency steering pump C1 C6 Steering valve (8). 2
8
1 Check valve
3
Note: The check valve is closed due to no oil supply to the check valve from the oil pump assy (1).
b) When the machine is moving reverse. Oil flows from hydraulic tank C5 C2 Emergency steering pump C3 C6 Steering valve (8). 2
8
1 Check valve 3
42-62
Stop Valve
115ZIV-3
HYDRAULIC 42
Stop Valve Construction From steering valve (pilot)
To main steering valve
1
3
2
4
1. Steering stopper (adjustable) 2. Plunger 3. Check valve 4. Oil seal
90ZIV4223
Operation *A stop valve is provided to reduce the impact caused to the swing stopper when the machine is making a full turn while the hydraulic pressure of the steering cylinder is still working. Shortly before the full turn, the pilot circuit is closed, returning the steering plunger to the neutral position. *After a full turn, when the steering wheel is being turned in the opposite direction, the plunger (2) of the stop valve remains pushed in, closing the circuit ; the pilot oil opens the check valve (3) and flows out.
B
A
90ZIV4224
42-63
BRAKE GROUP 52 Brake Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-2 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-5 Layout of Brake Units ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-6 Unloader Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-11 Brake Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-16 Auto-adjuster Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-18 Service Brake ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-20 Checking Wear of Service Brake Friction Plate ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-21 Purging Air from Park Brake/Auto Brake Circuits ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-23 Brake Line Air Bleeding ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-25 Parking Brake ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-27 Solenoid Valve (for parking brake) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-29 Solenoid Valve (for auto brake) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-30 Oil Cylinder ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-31 Accumulator ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-32 Reducing Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-33 Low Pressure Switch ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-34 Adjusting Parking Brake Clearance ・
52-1
Brake Circuit
115ZIV-3
BRAKE 52
Brake Circuit (S/N 11M1-9001〜9100) 1. Oil pump 2. Unloader valve 3. Reducing valve 4. Solenoid valve (for auto-brake) 5. Solenoid valve (for parking brake) 6. Parking brake oil cylinder 7. Accumulator 8. Check valve 9. Brake valve 10. Shuttle valve 14. Auto-adjuster valve
52-2
Brake Circuit
115ZIV-3
BRAKE 52
Brake Circuit (S/N 11M1-9101〜 ) 1. Oil pump 2. Oil pump 3. Line filter 4. Unloader valve 5. Accumulator 6. Solenoid valve (for auto-brake) 7. Solenoid valve (for parking brake) 8. Parking brake oil cylinder 9. Brake valve (left side) 10. Brake valve (right side) 11. Auto-adjuster valve 12. Pressure switch 13. Pressure switch (for brake lamp) 14. Pressure switch (for inching) 15. Check valve 16. Reducing valve 17. Adapter 18. Elbow adapter 19. Check valve 20. Check valve 21. Bleed screw
52-3
115ZIV-3
BRAKE 52
Outline of brake system
Outline of brake system
(S/N 11M1-9001〜9100) This machine uses an all-hydraulic wet multi disk service brake and a internal expansion type parking brake.
(S/N 11M1-9101〜) This machine uses an all-hydraulic wet multi disk service brake and a internal expansion type parking brake.
Oil from the pump is regulated to 6.9〜11.8MPa (70 〜120kgf/cm2) by the unloader valve (2) and enters the accumulator (7).
Oil from the pump is regulated to 6.9〜11.8MPa (70 〜120kgf/cm2) by the unloader valve (4) and enters the accumulator (5).
When the brake pedal is depressed, the oil under pressure flows through the shuttle valve (10) and enters the auto adjuster value (14) and operates the piston, and operates the sevice brakes pistons in proportion to the movement of the brake pedal.
When the brake pedal is depressed, the oil from the accumulator (5) flows through the auto-adjuster valve (11), and operates the sevice brakes pistons in proportion to the movement of the brake pedal.
The parking brake is applied when the power of the solenoid valve (5) is turned off. This machine is also equipped with an automatic braking system. The service brakes are automatically applied if the machine speed exceeds a specific value, and if shifting between forward and reverse is done with high machine speed.
52-4
The parking brake is applied when the power of the solenoid valve (7) is turned off. This machine is also equipped with an automatic braking system. The service brakes are automatically applied if the machine speed exceeds a specific value, and if shifting between forward and reverse is done with high machine speed.
Layout of Brake Units
115ZIV-3
BRAKE 52
Layout of Brake Units 9
7
1 8
2
4
5
3
6
1
8
9 115E52002
5. 6. 7. 8. 9.
1. Accumulator 2. Brake valve 3. Solenoid valve (for auto-brake) 4. Solenoid valve (for parking brake)
52-5
Unloader valve Shuttle valve Reducing valve Auto-adjuster valve Parking cylinder
Unloader Valve
115ZIV-3
BRAKE 52
Unloader Valve (S/N 11M1-9001 〜 9100)
4 Pilot port
Drain port
Pump port
5
B 7
A
8
3
2
Orifice B
6
Orifice A
1
Accumulator port
115M52003
1. Body 2. Spool 3. Spring 4. Pressure governor
5. 6. 7. 8.
52-6
Low pressure indicator Check valve Pilot poppet Plunger
Unloader Valve
115ZIV-3
BRAKE 52
Operation Filling up of the accumulator
4 Pilot port
Drain port
Pump port
5
A
B
7 8
3
2
Orifice B
6
Orifice A
1
Accumulator port 115M52004
When hydraulic oil from the pilot pump enters the pump port, it flows through orifice A in the spool (2), opens check valve (6), and to the accumulator. When the flow through the pump port exceeds the flow limit of orifice A, pressure in chamber A increases and moves spool (2) to the left compresses the spring (3) and opens the passage to the pilot port. The excess oil flows to the pilot circuit.
52-7
Unloader Valve
115ZIV-3
BRAKE 52
Completion of filling up of the accumulator
4 Drain port
Pilot port
Pump port
5
A
B 7 8
3
2
1
6
Orifice A
Orifice B
115M52005
Accumulator port
As oil pressure increases in the accumulator, the pressure in chamber B also rises. When the specified pressure (cut-out pressure) is reached, pilot poppet (7) in the pressure governor (4) opens. When pilot poppet (7) opens, the pressure in chamber B drops due to the restriction of orifice B, and spool (2) moves to the left. This fully opens the pump port to the pilot port, and the oil supply from the pump port to the accumulator stops. *Cut-out pressure=11.8MPa (120kgf/cm2) Reverse flow from the accumulator port is prevented by check valve (6), as a result the accumulator holds oil under pressure. The higher pressure in the accumulator circuit moves up plunger (8) in the pressure governor (4). This holds the pilot poppet (7) open. When the brake pedal is depressed, oil pressure in the accumulator drops. As accumulator pressure falls below the specified pressure (cut-in pressure), plunger (8) is forced down by spring tension on (7) and the pilot poppet (7) closes. Pressure in chamber B increases and spool (2) returns to its original position. 52-8
Oil under pressure starts to be sent to the accumulator again. Low-pressure indicator switch (5) signals abnormally low pressure in the accumulator. When the accumulator circuit pressure drops below the specified pressure, the spring tension forces plunger (9) down. This opens the switch circuit and turns the alarm buzzer. *Cut-out pressure = 11.8MPa (120kgf/cm2) 2 *Cut-in pressure = 6.4MPa (65kgf/cm ) *Low pressure indicator actuating pressure = 3.9MPa (40kgf/cm2)
Unloader Valve
115ZIV-3
BRAKE 52
Unloader Valve (S/N 11M1-9101 〜 ) Accumulator port
B-B
6
Tank port
24 22
A-A
7
21
Second port
23
10
20 19
8
18
1
9 17
3
16
5
Pilot port
15
(Accumulator port)
4 11
12
14
2 Pump port
115M52006
13
1. 2. 3. 4. 5. 6. 7. 8. 9.
10. Plug (Gauge port) 11. Plunger governor 12. Spring 13. O-ring 14. Plug 15. Pilot poppet 16. Spring seat 17. Spring 18. Spring
Body Spring Spool O-ring Plug Orifice Orifice O-ring Plug
19. O-ring 20. Plug 21. Adjusting screw 22. Lock nut 23. Packing 24. Cap nut Outside view Second port (Pilot relief valve port)
Hydraulic line Pump port
Accumulator port
Tank port Port to pilot relief valve
Gauge port
Pilot port
Tank port
Accumulator port
Pilot port (Accumulator port)
65A52006
52-9
Pump port 115M52007
Unloader Valve
115ZIV-3
The unloader valve is to regulate the amount of the oil and pressure that flows from pump to the accumulator. There are the pump port, the port to the pilot relief valve, the accumulator port, the accumulator feed back port and the tank port on the body (1). The unloader valve has the spool (3) that closes and opens the port between the pump port and the port to the pilot relief valve, the orifice (6) that controls oil flow to the accumulator port and the pressure governor mechanism that controls hydraulic pressure at the accumulator port side.
Function The port between the pump port and the port to the pilot relief valve (pilot relief valve port) is closed because the spool (3) is pushed by the spring (2) to the original position when no unloader valve is working. When oil supplied to the unloader valve from the pump port it flows to the accumulator port through the orifice (6) and the pressure at the accumulator port rises accordingly. If the oil amount from the pump port is large, spool (3) moves to the port to the pilot relief valve side and some oil leaks to the port to the pilot relief valve. The oil pressure at the accumulator port is transfered to the pressure governor through the orifice (7). When the oil pressure at the accumulator port exceeds the set point the pilot poppet (15) is opend. And the pressure at the accumulator port stops rising. (Cut out pressure) At this moment the plunger governor (11) is pushed up by the accumulator pressure connected to the pilot port, then the pilot poppet (15) is kept to release. When the accumulator pressure is getting low and the plunger governor is pushed by the spring to the original position the pilot poppet (15) is closed and the pressure at accumulator port starts to rise.
OFF
11.8 ± 0.5MPa 2 (120 ± 5kgf/cm ) (1700 ± 70psi)
ON
6.4 ± 1.0MPa 2 (65 ± 10kgf/cm )(923 ± 140psi)
Setting pressure
52-10
BRAKE 52
Brake Valve
115ZIV-3
BRAKE 52
Brake Valve (S/N 11M1-9001 〜 9100) Construction Accumulator port
Auto adjuster valve port
Accumulator port
Auto adjuster valve port 115E52014
Tank port
B
A 5 4
A
B
Orifice C
1 2
7
6
3 9
8
10
115E52015
Operation When the brake pedal is depressed, push rod (1) and input spool (2) are pushed and moves the spool (3),(4) to the right via the reaction spring (7). Then the pressurized oil in the accumulator port A flows into the auto adjuster valve port B to actuate the brakes. Oil in the auto adjuster valve port B also flows through orifice C, and the hydraulic force acts on the plungers (5),(6) as a hydraulic reaction force. The hydraulic reaction force combines with the compressed tension of the return spring (8) and is balanced by compressed reaction spring (7) and it controls the oil pressure in the auto adjuster valve 52-11
line. The reaction force provides the operator with a possitive feeling.
If oil leakage occurs If oil leakage occurs in one brake circuit, a pressure differential occurs between the two brake circuits. As a result, pressure differential piston (9) is pushed in the direction of lower pressure, and switch (10) is actuated (grounded) to turn on the alarm buzzer and light. The switch is actuated when the pressure differential rises above 1.5MPa (15kgf/cm2).
Brake Valve
115ZIV-3
BRAKE 52
Brake Valve (S/N 11M1-9101 〜 ) Brake Valve (Main Valve) (This is located in the left side of the operator's room) 36
A-A
35
40 41 38 37 29
39
44 Ａ
34
32
43
33 25
42
26
28 Ａ
30 31 24 14 15
51 23
Tank port
Pilot port
27 19
17 16
22 21
18
20
4
13 5 1
3
Brake port
47 46
2
Accumulator port
10 6
1. Body 2. Spool 3. Spring 4. Spring seat 5. E-ring 6. Spring seat 7. Stop ring 8. Plunger 9. Spring 10. O-ring
7
9
11. Cover 12. Bolt 13. Spool 14. Input spool 15. Spring seat 16. Sleeve 17. Case 18. Spring 19. Spring 20. Case
45
11 12
8
21. Stop ring 22. Spring 23. Cover 24. Oil seal 25. Stopper 26. C-ring 27. O-ring 28. Mounting plate 29. Bushing 30. Bolt
52-12
31. Washer 32. Seat 34. Pedal 35. Roller 36. Pedal cover 37. Pedal pin 38. L pin 39. Pedal collar 40. Washer
65A52003
41. Pin 42. Screw 43. Nut 44. Pedal cover 45. Orifice 46. Plug 47. O-ring 51. Orifice
Brake Valve
115ZIV-3
BRAKE 52
Construction The brake valve is the combined pedal tandem type. The brake system is "completely independent system for front and rear wheels". The spools (2) (13) are placed in the center of the body (1) in series. Each spool has the plunger (8) in it. The springs (18) (19), that convert the depressed force to the pedal to the regulated hydraulic oil pressure, are placed between the input spool (14) and the spool (13).
Function-Refer to the drawing-
3. When releasing brake
1. No brake applied 1. Brake valve is not depressed / no oil supplied to pilot port. When the brake valve is not depressed and or no oil supplied to pilot port, the spools (2) (13) are pushed up to the original position by the spring (9). Accordingly the brake port is opened to the tank port as a result the hydraulic pressure in the brake cylinder is relieved. The spool closes the accumulator port and the brake port. High oil pressure in the accumulator is being kept.
2. Brake applied 1. When the brake pedal is depressed the input spool (14) is pushed via the roller (35). The input spool pushes the spring (18) (19) then moves the spool (2) (13) to the bottom side. Because of the spool moving the brake port and tank port are closed. When the spool moves more the port between brake port and accumulator port is open. The high pressure oil from the accumulator flows into the brake cylinder and the brake starts to work. The high pressure oil at the brake port side flows through the orifice in the spool and pushes the plunger (8) in the spool, can be the force to the spool moved back to the orginal position. (Hydraulic pressure reaction) The hydraulic pressure reaction and the load added to the spring (9), balancing the load to the spring (18) (19), control the brake oil pressure at the brake port side. The spring (18) (19) move and the load added to then give an operator the brake feeling by the brake pedal stroke and the depressed force. 2. When oil supplied to pilot port. When the oil is supplied to the pilot port, the oil goes through the spool input oil path, and pushes the sleeve (16), and the springs (18) (19) then moves the spools (2) (13) to the bottom side. 52-13
1. Not depressing brake pedal. When the brake valve is released (brake pedal is not depressed) the input spool (14) returns to the original position by the spring (22). The springs (18) (19) return to the original position, and the spools (2) (13) return to the original position by the hydraulic pressure that pushes the plunger (8) and the spring (9) force. In this case a port between the brake port and the accumulator port is closed by the spool (2) (13) and port between the brake port and tank port is opened. 13 To tank port
95C52007
2. When no oil supplied to pilot port. When releasing the hydraulic pressure from the pilot port, the springs (18) (19) return to the original position and the spools are pushed back to the original position by the hydraulic pressure that pushes the plunger (8) and the spring (9) force.
Brake Valve
115ZIV-3
BRAKE 52
Brake Valve (Pilot Valve) (This is located in the right side of the operator's room) A-A
33
32 37
35 38
34 26
36
41 ２９
A
31
30 22 40
23 27 28
Ａ
21
39 25
20 12 14
10 11
Tank port
13 16
24
19
15 18
1
Accumulator port
3 17
Brake port
8
7
４
2
9
6 5
Pressure switch port
1. Body 2. Orifice 3. Spool 4. Spring seat 5. Stop ring 6. Spring 7. O-ring 8. Cover 9. Bolt 10. Input spool
11. Spring seat 12. Case 13. Spring 14. Retainer 15. Bolt 16. Spring 17. Case 18. Stop ring 19. Spring 20. Cover
21. Oil seal 22. Stopper 23. C-ring 24. O-ring 25. Mounting plate 26. Bushing 27. Bolt 28. Washer 29. Seat 30. Dust cover
52-14
31. Pedal 32. Roller 33. Pedal collar 34. Pedal pin 35. L pin 36. Pedal collar 37. Washer 38. Pin 39. Screw 40. Nut 41. Pedal cover
65A52004
Brake Valve
115ZIV-3
BRAKE 52
Construction The brake valve is the combined pedal tandem type. The spool (3) is placed in the center of the body (1) in series. This spool has the plunger (8) in it. The springs (13) (16) that convert the depressed force to the pedal to the regulated hydraulic oil pressure, are placed between the input spool (10) and the spool (3).
Function-Refer to the drawing1. No brake applied
3. When releasing brake
1. Brake valve is not depressed / no oil supplied to pilot port. When the brake valve is not depressed and or no oil supplied to pilot port, the spool (3) is pushed up to the original position by the spring (6). Accordingly the brake port is opened to the tank port as a result the hydraulic pressure in the brake cylinder is relieved. The spool closes the accumulator port and the brake port. High oil pressure in the accumulator is being kept.
2. Brake applied 1. When the brake pedal is depressed the input spool (10) is pushed via the roller (35). The input spool pushes the spring (13) (16) then moves the spool (3) to bottom side. Because of the spool moving the brake port and tank port are closed. When the spool moves more the port between brake port and accumulator port is open. The high pressure oil from the accumulator flows into the brake cylinder through the brake valve (main valve) and the brake starts to work. The high pressure oil at the brake port side flows through the orifice in the body and pushes the spool (3), can be the force to the spool moved back to the orginal position. (Hydraulic pressure reaction) The hydraulic pressure reaction and the load added to the spring (6), balancing the load to the spring (13) (16), control the brake oil pressure at the brake port side. The springs (13) (16) move and the load added to then give an operator the brake feeling by the brake pedal stroke and the depressed force.
52-15
1. Not depressing brake pedal When the brake valve is released (brake pedal is not depressed) the input spool (10) returns to the original position by the spring (19). The springs (13) (16) return to the original position, and the spools (2) (13) return to the original position by the hydraulic pressure that pushes the plunger and the spring (6) force. In this case a port between the brake port and the accumulator port is closed by the spool (3) and port between the brake port and tank port is opened.
Auto-adjuster Valve
115ZIV-3
BRAKE 52
Auto-adjuster Valve Construction 5
6
Brake piston port
Brake valve port
1
2
4
3
115M52008
7
1. Cylinder 2. Piston 3. Check valve 4. Spring 5. Air bleeder 6. Plug 7. Return spring The auto-adjuster valve (sometimes called a "slack adjuster") is installed between the brake valve and the brake piston, and ensures constant return distance of the brake piston. In addition, the auto-adjuster valve also ensures constant stroke of the brake pedal even if the brake disc is worn.
Check valve specifications
52-16
Dia. of pressure receiving section
9mm
Valve opening pressure
1.4MPa (14.5kgf/cm )
2
Auto-adjuster Valve
115ZIV-3
BRAKE 52
Operation 1)In brake released condition When the brake pedal is released, the return spring returns the brake piston of the disc brake section. The returning brake piston applies hydraulic pressure to the piston (2). The piston (2), therefore, is returned to the left end as shown in the figure. In this condition, the brake piston port chamber has residual pressure of approximately 88kPa(0.9kgf/cm2) even if the friction plate is worn to its limit. The return of the piston (2), allows a small clearance between the brake disc plates. On the other hand, the check valve (3) is closed in the above illustrated condition. (Check valve opening pressure : 14MPa (14.5kgf/cm2)
2
Brake valve port
Brake piston port
3
115E52005
2
2)In brake applied condition When the brake pedal is depressed, oil is fed from the brake valve to move the piston (2) to the right. The oil, therefore, is fed into the brake piston. If the front end of the check valve (3) comes in contact with the cylinder side wall, the brake piston internal pressure is still low (oil shortage). The piston will further move to the right to press in the end of the check valve. As a result, the check valve is opened, and the brake piston internal pressure is raised. This occurs when friction plate wear has increased. It also occurs if there is brake piston seal leakage or during brake bleeding. When the brake piston internal pressure is equal to the pressure of the brake valve port, the valve spring (7) returns the piston (2), and the check valve (3) is closed.
52-17
Brake valve port
Brake piston port
4
3
7
115M52009
Service Brake
115ZIV-3
BRAKE 52
Service Brake The service brake is an enclosed wet-type multi-plate hydraulic brake, and is incorporated in the axle housing. This type of service brake ensures good braking power and protects the brakes from mud or sand.
Construction 8
7
9
Brake oil inlet port
6
12
5
4
13
2
3
11
10
1 115E52007
1. Internal gear hub
8. O-ring (brake piston-outer)
2. Brake piston
9. O-ring (brake piston-inner)
3. Piston return spring
10. O-ring (gear hub)
4. Steel separator plate
11. O-ring (gear hub)
5. Friction plate
12. Air breather nipple
6. Disc gear
13. Steel pressure plate
7. Brake retainer
52-18
Service Brake
115ZIV-3
BRAKE 52
Friction plate Each friction plate has linings (paper material) on the contact faces on both sides. To reassemble the brake disc plates, be sure to align holes A of two friction plates with each other to ensure smooth flow of gear cooling oil. 7 ± 0.1mm-New 5.0 ± 0.15mm-Worn
1.2mm
φ 430mm
0.65mm Detailed drawing of groove
Steel plate A brake disc includes three steel plates, and the shapes of two steel plates differ from each other. Carefully install the steel plates. The steel plate shown in the upper figure should be installed on the piston side as the pressure plate. For this steel plate, install by aligning with splines and spring pin.
Spring pin
Friction plate
A Cooling holes
A Steel plate
The steel separator plate has section A where several teeth are missing. These steel plates should be installed on the brake retainer side (outer side of the machine). The section A of this plate is used for measurement of friction plate wear (refer to "Checking Wear of Service Brake Friction Plate"). Therefore, for this steel plate, the direction should be carefully installed so that the center of the teeth missing section is aligned with the spring pin as shown.
24-020-2
Spring pins
Friction plate wear measurement point
Internal gear
24-020-3
52-19
Checking Wear of Service Brake
115ZIV-3
BRAKE 52
Checking Wear of Service Brake Friction Plate IMPORTANT
WARNING Unexpected movement of machine may cause serious injury or death. To prevent such an accident, observe the following items before checking the brake valve: Park the machine on level ground. Apply the parking brake. Stop the engine. Determine the signals between the persons related to this work for engine starting to prevent an accident. Prohibit any person from walking into the dangerous area.
After inserting calipers, do not rotate the wheels. If the wheels are rotated, the calipers may be caught and broken by the reduction gear. In this case, the reduction gear must be disassembled.
A 200mm slide caliper Air bleeder nipple
115E52011
Turn the planetary gear so that the oil supply plug is positioned at the top. Check that the teeth of steel plates are as shown in the right figure (only one section of the plate circumference is as shown in the figure). Insert calipers to the inner steel plate to measure the dimension A. Note : During measurement, be sure the service brake is applied. The wear limit for dimension A is 35.2mm. Note that dimension A is 41.0mm when the plate is new and unused.
IMPORTANT To replace the friction and steel plates only, loosen the air bleeder nipple, and release the internal pressure from the line between the brake piston chamber and auto-adjuster valve. In addition, check that the return spring resets the brake piston to the initial (fully retracted) position. After that, install new plates. If you do not follow the above procedure, the friction plates may be seized in a short operation time.
Oil inlet port
Inner steel plate teeth
Outer steel plate teeth 115V52002
Hint : To aid quick measurement on the front axle-raise the front of the machine so the front tires clear the ground by about 25mm. This allows easy rotation of the wheel to align the gear teeth.
52-20
115ZIV-3
BRAKE 52
Purging Air from Park Brake / Auto Brake Circuits Bleeding park brake circuit
Park brake solenoid valve
DANGER While performing this work, do the following steps to keep from causing serious injury or death.
Manual release
8 TAG THE MACHINE OUT OF SERVICE!
6 3
9
・Park on level ground, apply park brake, and block the tires with heavy wheel chocks. ・Do not work alone, and agree upon signals used before starting this work. ・If boom is raised during this service work, it is important to use a safety support that is strong enough to hold the weight of the boom and front of machine. ・ Apply articulation stopper.
1. Start machine, and run until you are certain that the unloader valve has reached the "cut off" pressure.
2 Ｔ Ａ
Ｐ
Ｂ Ｔ
Solenoid
Push and turn handle clockwise to disengage park brake.
5
4
7 1 95C52009
WARNING This must be done before bleeding the rest of brake circuit at auto brake, and hub bleeder valves.
2. Shut off engine. DO NOT RUN ENGINE! 3. Manually apply and release park brake solenoid 3 times, with a time lapse of 5 seconds between each application. This will purge any trapped air from valve, and keep if from getting into auto brake feed, and eventually into the brake valves. 4. Continue with bleeding of air from brakes at auto brake circuit. [Refer to next page.]
WARNING Purpose of this procedure is to remove all air from before the brake valves, where it can cause brake modulation troubles. If air is left at park brake valve, it can create problems with brake application due to air in brake valves. This must be done before bleeding procedure mentioned on "Brake Line Air Bleeding."
52-21
115ZIV-3
BRAKE 52
Bleeding auto brake circuit
WARNING
DANGER While performing this work, do the following steps to keep from causing serious injury or death.
This must be done after bleeding the air from the park brake circuit, and before bleeding the rest of the brake circuit at hub bleeder valves.
TAG THE MACHINE OUT OF SERVICE! Purpose of this procedure is to remove all air from before the brake valves, where it can cause brake modulation troubles.
・Park on level ground, apply park brake, and block the tires with heavy wheel chocks. ・Do not work alone, and agree upon signals used before starting this work. ・If boom is raised during this service work, it is important to use a safety support that is strong enough to hold the weight of the boom and front of machine. ・Apply articulation stopper.
If air is left at auto brake valve, it can create problems with brake application due to air in brake valves. This must be done before bleeding procedure mentioned on "Brake Line Air Bleeding."
1. Start machine, and run until you are certain that the unloader valve has reached the "cut off" pressure. 2. Shut off engine. DO NOT RUN ENGINE! 3. Manually apply and release auto brake solenoid 15 times, with a time lapse of 5 seconds between each application. Refer to illustration below to see how to do this. 4. Continue with bleeding of air from brakes at the wheels. Auto brake solenoid valve
8
6
Insert stem and force solenoid valve spool to move inward to apply circuit.
3 2
Ｔ
Ａ
Ｐ
Ｂ
Ｔ
Solenoid
7 5
52-22
4
1
95C52010
Brake Line Air Bleeding
115ZIV-3
BRAKE 52
Brake Line Air Bleeding WARNING To bleed the brake line of air, the engine should be started to keep the oil pressure at the specified range. Unexpected movement of the machine during engine operation may cause serious injury or death. To prevent such an accident, observe the following items: ・Park the machine on level ground. Apply the parking brake. ・Block the tires with chocks to prevent the wheels from moving. ・Determine the signals between the persons related to this work for engine starting to prevent an accident. If the boom is raised during the service work, be sure to use a safety support. ・Apply the articulation stopper.
Front axle
B
A
Air bleeding positions and its order A. Auto-adjuster valve B. Axle housing B
Rear axle
115E52012
1. Bleed air in order of the above (alphabetical order) at each air bleeder of the above equipment. 2. Connect the vinyl tube to the air bleeder nipple of the brake valve, and place an oil can to catch the oil. Vinyl tube length : 1.2 to 1.3m Outer dia. of nipple : 7mm
3. Slightly loosen the nut of the air bleeder nipple. Repeat pressing down of the brake pedal until hydraulic oil comes out from the air bleeder nipple. After that tighten the nut to close the air bleeder nipple. 4. Connect the vinyl tube to the air bleeder nipple of the auto-adjuster valve. Outer dia. of nipple 6mm
A
B Air bleeder nipple
5. To bleed each wheel, press the brake pedal, slightly loosen the nut of the bleeder nipple to discharge hydraulic oil. Repeat at all 4 wheels. 6. Repeat the above procedure until no air is in the hydraulic oil. At the completion of air bleeding, close the air bleeder nipple.
52-23
115M52013
Brake Line Air Bleeding
115ZIV-3
BRAKE 52
7. Connect the vinyl tube to the air bleeder nipple of the axle housing, and then follow the above steps 5 and 6 again. Completely bleed the brake line of air for each wheel by following the above procedure. At the completion of air bleeding, follow the procedure below: 1) Tighten the nut of the air bleeder nipple by applying the specified torque. Ｎ・ｍ
Air bleeder nipple of auto-adjuster valve : 10N-m (1.0kgf-m) Vinyl tube Air bleeder nipple
Air bleeder nipple of axle housing : 10N-m (1.0kgf-m)
8. Some air may still be trapped in the auto adjuster. To remove it, please do the following. a. Shut off engine, remove keys from key switch. b. Do NOT apply brakes! Loosen valve "B" to one turn. c. Loosen bleeder valve "A" to purge any air from auto adjuster.
A
B Air bleeder nipple
When finished purging trapped air, tighten "A" and "B" and check for leaks Note: Procedure 8 removes oil via residual brake pressure that is pent up behind the brake piston, due to piston return springs.
DANGER While performing this work, do the following steps to keep from causing serious injury or death. TAG THE MACHINE OUT OF SERVICE! ・・Park on level ground, apply park brake, and block the tires with heavy wheel chocks. ・・Do not work alone, and agree upon signals used before starting this work. ・・If boom is raised during this service work, it is important to use a safety support that is strong enough to hold the weight of the boom and front of machine. ・・Apply articulation stopper.
52-24
115M52013
Parking Brake
115ZIV-3
BRAKE 52
Parking Brake The parking brake is a propeller shaft braking drum type, and is connected to the transmission output shaft. Turning on (pulling out) the parking switch turns off the power of the solenoid valve (shown in the figure). Oil is returned from the oil cylinder to the tank, and the spring in the oil cylinder pulls the parking brake lever to apply the brake.
Solenoid valve Oil cylinder Parking brake
Solenoid valve
Parking switch
Oil cylinder Piston Spring Bracket
Operation of parking brake Parking switch
Oil To hydraulic tank
Lever
ON Power-off
Pin Link
Power-on ON
Oil discharge Oil feeding Braking
Link
OFF
OFF
Released
Pin Parking brake Parking brake "OFF" → "ON"
Parking brake cylinder
Rod
Brake drum
115ZA5205
52-25
Parking Brake
115ZIV-3
BRAKE 52
Construction
3 8
2 5
4 7 A
1
Lining thickness A … 16 ± 0.5mm Wear limit …………… 11.0mm
6
115ZA5207
115ZA5206
When the parking switch is turned on (pulled out), oil is returned to the tank from the oil cylinder, and the oil cylinder rod pulls up the lever (8). Since the lever (8) is connected to the cam shaft (7), the cam shaft rotates when the lever is pulled up. The rotation of the cam shaft causes the shoes on both sides of the cam to expand. As a result, the rotating brake drum is stopped.* * The parking brake is designed to hold a machine that is stopped. If used to stop a moving machine it will cause rapid brake shoe wear and require frequent adjustment.
52-26
1. 2. 3. 4. 5. 6. 7. 8.
Adjuster Bracket Brake cover Brake shoe Spring Anchor pin Cam shaft Lever
Solenoid Valve (for parking brake)
115ZIV-3
BRAKE 52
Solenoid Valve (for parking brake)
8
6
3 2
9
Ｔ
Ａ
Ｐ
Ｂ
Ｔ
The figure shows neutral position.
Solenoid
7 5
4
1 97ZA5213
1. Body
5. Square ring
2. Plug
6. O-ring
3. Spool
7. Spring
4.
8. Solenoid valve
Spring retainer
A B
P T
9. Knob(for manual operation)
Installation position Installed on the hydraulic tank (left side of the chassis). (Refer to "Layout of Brake Units")
Normal operation When the parking switch is turned on, the power of the solenoid valve is turned off, and the spool (3) is returned to the neutral position. The oil in the cylinder is returned to the tank, and the parking brake is applied.
52-27
Solenoid Valve (for parking brake)
115ZIV-3
BRAKE 52
WARNING Sudden accidental movement of the machine could result in serious injury or death. Before manually operating the parking brake solenoid: Lower the boom and attachment to the ground. Place chocks on both sides of the tires. Be sure the machine is in neutral and engine is stopped.
When the solenoid valve has a problem due to coil damage, or wiring problems, the parking brake can be released by the following manual operation. In this case, push the manual operation knob and turn it 90° clockwise. The spool in the valve will be locked, and oil will be fed into the oil cylinder to release the brake. Note that releasing the parking brake will not be possible if the oil pressure is not normal.
8
6 3 2
T
A
P
5
4
WARNING If the knob is left at the ON position, the parking brake will not work. Under such a condition, an accident resulting in injury or death may occur. After manual releasing of the parking brake, be sure to return the manual operation knob to the initial (OFF) position. Oil To hydraulic tank Solenoid valve
Parking switch
Oil cylinder Piston Spring Bracket Lever
Link Pin Link ON OFF Pin Parking brake Parking brake "OFF" → "ON"
52-28
T
Solenoid
Push and turn clockwise
Note : To release the parking brake with low oil pressure (below the specified pressure range) due to engine problem, follow the procedure below: Using another oil source: Supply oil to the oil cylinder from the another oil source, and then remove the pin. Without another oil source: Apply a cable to the link, and then pull it down using a bar to release the spring of the oil cylinder. After that, remove the pin.
B
1
7
Solenoid Valve (for auto brake)
115ZIV-3
BRAKE 52
Solenoid Valve (for auto brake)
8
6
3 2
Ｔ
Ａ
Ｐ
Ｂ
Ｔ
The figure shows neutral position.
Solenoid
7 5
4
1 115E52008
Installation position Installed on the side frame (the left side of the rear chassis). (Refe to "Layout of Brake Units")
Operation Auto-braking will occur b 1. When shifting between forward and reverse is done with the shift lever in " A " position and the machine speed is over 12 km/H (6.8 mph). 2. When the specified speed limit for each speed range is reached.
Speed limit for Auto brake
(Refer to the Electrical Group Section 62 for the details of Auto brake operation.)
52-29
Speed range
Speed limit
1st
Approx. 13km/H
2nd
Approx. 22km/H
3rd
Approx. 36km/H
4th
Approx. 36km/H
Oil Cylinder
115ZIV-3
BRAKE 52
Oil Cylinder Construction 13
17
9 6
22
2
12
16
12
4
3 14 15 7 5
20 19
1
10 11
Stroke 65mm
18 8
21 23
24 115M52011
Width across flat 24mm
1. Cylinder tube 2. Piston rod 3. Piston 4. Case 5. Spring seat (A) 6. Spring seat (B) 7. Spring 8. Head cover
17. Wear ring 18. O-ring 19. Set screw 20. U-nut 21. O-ring 22. Set screw 23. Bolt 24. Plane washer
9. Rod cover 10. Plane washer 11. Bolt 12. Filter 13. Stud bolt 14. U-packing 15. Wear ring 16. Wear ring
Operation
1117kg
The compress oil applies pressure to the internal spring to release the parking brake. 763kg
WARNING Careless disassembling work may cause serious injury or death. The spring applies force to the rod cover, therefore carefully disassemble the air cylinder using a press.
Note:Refer to the free length (435mm) to check the spring for damage.
140mm
65mm
230mm
Stroke 295mm (installation length) 435mm (free length)
52-30
Accumulator
115ZIV-3
BRAKE 52
Accumulator
stroke 344
95A52207
Slider seal Back up ring O-ring
T-ring
(S/N 11M1-9001〜9150)
(S/N 11M1-9151〜)
2. Cylinder
6. Piston
10. Core
3. Top cover
7. O-ring
11. Seal washer
4. Oil port
8. Back-up ring
12. Cap
5. Nut
9. Seal
13. Spring pin
The accumulator holds hydraulic oil under pressure. It is installed in the service brake circuit. The cylinder contains N2 (Nitrogen) gas at 2.94MPa (30kgf/cm2)(capacity 2.8 l).
52-31
Reducing Valve
115ZIV-3
BRAKE 52
Reducing Valve The reducing valve is installed in order to adjust the degree of effectiveness of the automatic brake. If the set pressure of the reducing valve is too high, there will be a jolt when the automatic brake is applied, but if the pressure is set too low, the brake will not work well.
Operation To tank port
To solenoid valve (B) (for auto-brake) From accumulator (A)
115E52009 2
If pressure at port B is below the set pressure of 2.3MPa (23kgf/cm ), oil flows from A to B, as shown in the diagram.
Lock nut Adjusting screw
Solenoid valve port (B)
Spool
From accumulator (A) To tank port 2
115E52010
When pressure at port (B) exceeds 2.3MPa (23kgf/cm ), the spool is moved to the right, then opening the passage to the tank line. Consequently, the oil from the accumulator port escapes to the tank line. To adjust the set pressure, loosen the lock nut, and tighten or loosen the adjusting screw as required.
52-32
Low Pressure Switch
115ZIV-3
BRAKE 52
Low Pressure Switch (S/N 11M1-9101 〜 )
Structure Low pressure indicator switch signals abnormally low pressure in the accumulator. When the accumulator circuit pressure drops below the specified pressure [3.9±0.5MPa(40±3kgf/cm2)], the pressure switch contact comes to ON and turns the alarm buzzer ON. Low pressure indicator actuating pressure = 3.9±0.5MPa (40±3kgf/cm2)
Construction Tube
Cap
No 1
2
3
4
5 6
7
8
9
10
65A52008
17 16 15 14 13 12 11
Pressure switch
Contact point : Normal open
52-33
1
Case
2
Packing
3
Seal film
4
Disc
5
Inner lid
6
Guide pin
7
Spring
8
Connector
9
Base
10
Cover
11
Connector
12
Contact
13
Contact
14
Guide
15
Stopper
16
Guide hed
17
Teflon film
Adjusting Parking Brake Clearance
115ZIV-3
BRAKE 52
Adjusting Parking Brake Clearance WARNING Unexpected movement of the machine may cause serious injury or death. Adjusting parking brake clearance requires the parking brake to be released. So, to prevent accidental movement, observe the following items: Park the machine on level ground. Block the tires with chocks to prevent the wheels from moving. Place the bucket to the ground. Stop the engine, and then remove the starter key. Place "DO NOT OPERATE!" tag on the steering wheel. Prohibit any person from walking into the dangerous area.
If the machine moved during parking brake performance check, the clearance between the brake drum and the lining is too large.
Adjusting clearance 1. Turn the parking brake switch to OFF position. 2. Turn the adjust bolt clockwise to expand the brake shoes until the linings come in contact with the brake drum. 3. After that, turn the adjust bolt 3 notches counterclockwise. The clearance will be adjusted to 0.3 ± 0.1mm
Oil cylinder
Adjust bolt
115ZA5205
52-34
ELECTRICAL GROUP 62 How to Use Electrical Wiring Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-3 Cable Color Code ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-4 Electrical Wiring Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-5 Layout of Electrical Equipment ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-11 Electrical Connection Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-15 Layout of Electrical Equipment Inside Cab Control Box ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-18 Layout of Electrical Equipment Around Battery Relay ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-19 Fusible Link/Fuse ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-20 Engine Start Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-22 Engine Electrical Governor Control ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-28 Transmission Control Circuit and Monitor Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-37 Monitor Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-57 Instrument Panel ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-62 Electric Detent Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-66 Cautions Regarding Electric Circuit Check ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-69 Flow Chart for Troubleshooting of Electrical Transmission Control System ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-71 Judgment of Transmission Controller Abnormal Operation ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-72 On/Off Statuses of Transmission Controller LED Indicators ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-73 Function of Diagnostic system for Electrical Transmission Controller ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-77 Function of Diagnostic system for Monitor Controller ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-82
62-1
Warning Lamps Checked by Diagnostic Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-83 Checking Shift Lever Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-87 Checking Inching Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-89 Checking Power up Switch Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-91 Checking Machine Speed Sensor Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-92 Checking Clutch Solenoid Valve Output Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-93 Checking Modulator Valve (1), (2) Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-95 Checking Neutral Relay Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-97 Checking Parking Brake Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-99 Checking Auto Brake Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-101 Checking Gauge Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-102 Checking Fuel Level Gauge Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-104
62-2
How to Use Electrical Wiring Diagram
115ZIV-3
ELECTRICAL 62
How to Use Electrical Wiring Diagram The address method is used for electrical wiring diagrams. For this method, a symbol is attached to each connector and connector terminal in order to easily locate the other terminal where the other end of the cable is connected. Example 1 : Symbol under (or above) connector, such as E9: Shows the address of the connector.
Example 3 : Checking the other connector terminal where F303 LW(Item ③ ) is connected: 1
Shows that the terminal is connected to the 3rd terminal of the F3 connector. Check the description in the 3rd terminal of the F3 connector (F303), it shows that the F303 terminal is connected to F618. This means that the 3rd terminal of the F3 connector is connected to the 18th terminal of the F6 connector.
Example 2 : Symbol at the multi-terminal connector, such as 1 and 14: Shows the terminal number and the numbering direction. Example: 14
8 14 13 12 11 10 9
7
8
28 27 26 25 24 23 22
2
1 7
6
5
4
3
2
F303
1
LW Shows the color of the wire"LW" represents that the insulation color is blue, and "W" represents white stripe is on the blue insulation.
21 20 19 18 17 16 15 29 43
70 69 68 67
60 59 58 57
70
57
Horn relay
R relay
N relay
E/G stop relay
Controller unusual relay
2 1
3
65V62001
62-3
Cable Color Codes
115ZIV-3
ELECTRICAL 62
Cable Color Codes Cable color code Color of stripe Color of insulation
Yellow
Green Sky blue Brown
Blue
White
Red
Black
Orange
YL
YW
YR
YB
YO
GL
GW
GR
GB
GO
SbW
SbR
Y
(Yellow)
Y
YG
YSb
YBr
G
(Green)
GY
G
Sb
(Sky blue)
SbY
Br
(Brown)
BrY
BrG
Br
BrL
BrW
BrR
BrB
L
(Blue)
LY
LG
LBr
L
LW
LR
W
(White)
WL
W
R
(Red)
RY
RG
RL
B
(Black)
BY
BG
O
(Orange)
OY
OG
Lg
(Light green)
LgY
LgG
P
(Pink)
Gy
(Grey)
V
(Violet)
Sb
Pink
SbO
SbLg
SbP
LB
LO
LLg
LP
WR
WB
WO
RW
R
RB
RO
RLg
BL
BW
BR
B
BO
BLg
OL
OW
OR
OB
O
LgL
LgW
LgR
LgB
PG
PL
PW
GyG
GyL
GyW
WG
GyY
Light green
RBr
LgSb
LgBr
PB GyR
GyB
Grey
Violet
YGy
YV
WV RGy BP
Lg P Gy V
Insulation color Stripe color
62-4
Electrical Wiring Diagram(1/2)(115ZIV)
115ZIV-3
ELECTRICAL 62
Electrical Wiring Diagram(1/2)(115ZIV) (S/N 11M1-9001〜9100)
62-5
Electrical Wiring Diagram(2/2)(115ZIV)
115ZIV-3
ELECTRICAL 62
Electrical Wiring Diagram(2/2)(115ZIV) (S/N 11M1-9001〜9100)
62-6
Electrical Wiring Diagram(1/2)(115ZIV)
115ZIV-3
ELECTRICAL 62
Electrical Wiring Diagram(1/2)(115ZIV) (S/N 11M1-9101〜9150)
１１５Ｍ６２０２１
62-7
Electrical Wiring Diagram(2/2)(115ZIV)
115ZIV-3
ELECTRICAL 62
Electrical Wiring Diagram(2/2)(115ZIV) (S/N 11M1-9101〜9150)
１１５Ｍ６２０２２
62-8
Electrical Wiring Diagram(1/2)(115ZIV)
115ZIV-3
ELECTRICAL 62
Electrical Wiring Diagram(1/2)(115ZIV) (S/N 11M1-9151〜)
62-9
Electrical Wiring Diagram(2/2)(115ZIV)
115ZIV-3
ELECTRICAL 62
Electrical Wiring Diagram(2/2)(115ZIV) (S/N 11M1-9151〜)
62-10
Layout of Electrical Equipment
115ZIV-3
ELECTRICAL 62
Layout of Electrical Equipment The connector numbers in the following figure correspond to those of electrical wiring diagrams.
C
Front chassis
115E62040
62-11
Layout of Electrical Equipment
115ZIV-3
ELECTRICAL 62
B
C
Floor board and cab
115E62041
62-12
Layout of Electrical Equipment
115ZIV-3
ELECTRICAL 62
B
Rear chassis(1/2)
115E62042
62-13
115ZIV-3
ELECTRICAL 62
Rear chassis(2/2)
115E42043
62-14
Electrical Connecti Diagram 115ZIV
115ZIV-3
ELECTRICAL 62
Electrical Connection Diagram 115ZIV (S/N 11M1-9001 〜 9100) E 10A CP
(L
)
1.25
(Y) 1 RELAY BATTERY
5A
F14
R
(SbY)
F
SHIFT LEVER
(BY) 1
(Gy)
2 3 A
LY
(G)
2
N
(BY)
100
G 1.25 WB 15A
R
WL
5A 2
F11
BATTERY
(WV)
F15 WR
WR
R1 BR B AC R2 C
(B)
LBr
(GyG)
LG LO
G 1.25 3
BW
(W)
LW
(L)
Y
B
C
100 8
DC 8
(Br)
ST WL
20
(L ) P
B R
L
E
(YR) (YB )
N 1
HEATER RELAY
2 AIR HEATER 3 40 4 AB
(BG) PRE HEAT LAMP
(GR)
(BrY)
(LY)
(SbLg) (BL)
TO CAB WORKING SW R F2
F4
1/4
3
L
D SHIFT SW
R
STOP SW
(Y)
L
OFF ON
LgG
CP
29
20A
13
5A
28
20A
12
5A
27
5A
CONTROLLER FAILURE
G
8 7
5A 5A
24
10A
15A
23
10A
15A
22
3A
6
21
5A
5
10A
10A
20
10A
4
15A
19
10A
CENTRALIZED ALARM LAMP SPARE
15A
25
10A
5A
17
5A
RO
CAB
RIGHT FRONT WINKER (OPT) RIGHT REAR WINKER (OPT)
BR'
(RBr) RELAY AMP
LEFT REAR WINKER (OPT) HORN SW
CONDENSOR FAN COMPRESSOR CLUTCH
F28 R 2 20A F29 YG 2
BLOWER MOTOR
BR'
HORN
RELAY HORN
LR
5A
LEFT FRONT WINKER (OPT)
RBr
E F27
LEFT WINKER PL
WY 2
B W
1.25
5A
MONITOR CONTROLLER
B
AC 2 WB F30
E
R
1.25
1
20A
GOVERNOR CONTROLLER WARNING LAMP
STARTER SW C
G
1.25
10
2
RL
NR
1.25
19
R
B
B
C
R L
E
ACCELERATOR 11 12 13
20
YV BLg
16
CONDENSER FAN MOTOR
M
GO 2
CONDENSER FAN MOTOR
E
BrR 2
FAN CONTROL PRESSURE SWITCH
BrY
BR
5A
F8 LR 1.25 BR'
9 14
3
15 16
LW
1.25
GyG
1
GyB
O
VC
V
1.25
21
YG
PRESSURE SENSOR
PB GND
(W 1.25 )
L 1.25
ES
TO OIL PRESSURE SWITCH
MONITOR CONTROLLER
CONTROLLER FAILURE RELAY (BrR)
GyG 22 23 28
B F6
Gy
AIR MIX AIR MIX SERVO MOTOR
YB
REV PICK UP
Br
BLOWER(HIGH)
GyR
BV
W B
15A
B
BLOWER(MIDDLE HIGH)
YL
6 7
27
BLOWER(MIDDLE LOW)
SbY
1 3
2
5
29
BLOWER(MAIN)
SbR
GyL
4
LY
ST
SbO
2
IDLE
8
W
D
20A
COMPRESSOR CLUTCH
GL 2 M
BrW
BR' 1
L2
E
ACTUATOR
18
E
X
SPARE
2
SPARE
10A
BR'
HIGH AND LOW PRESSURE SWITCH Sb
(LgW)
(GyB)
ROOM LIGHT
L2
A
3
G
F3
SPARE
9
SPARE
15A
SPARE
10
26
15A
RADIO (RB)
RIGHT WINKER PL
BR'
W 1.25 F13 11
WORKING LIGHT CIGARETTE LIGHTER
(WBr)
T/M CUT OFF SWITCH SPARE
5A SPARE
14
WORKING LIGHT
O
20A
Br
T/M CUT OFF (LgY) (Lg)
TO WORKING LIGHT PL
3A
GW INCHING SW (LgR)
LLg
F6
10A
PARKING SW
(BY)
20A
REAR WORKING LIGHT
LEFT BRAKE LAMP (RO)
(GL)
AUTO BRAKE
30
F20
PARKING SOL
OFF
(L )
5A
RBr
FLASHER UNIT (HAZARD) G BP X L P
ON
MONITOR CONTROLLER
15
REAR WORKING LIGHT PL
F10
SWITCH COMBINATION RO F R
(SbW)
(GO)
WO
RLg WORKING LIGHT SWITCH
RIGHT BRAKE LAMP
(R)
R F6
(RGy)
LAMP BACK
(RG)
P X FLASHER UNIT L (FOR WINKER)
(Lg)
FL WIPER
10A
LAMP BACK
(BY)
STOP SOLENOID
OG
F21 RLg
EMPTY
D
3
WIPER SW
OW FR WIPER
LAMP
RR
R WIPER
S1 S2 WASH
5A
F22
RL
B
F16
BACK BUZZER (OPT)
70A
ES
E
REAR WORKING LIGHT
R
15A
1/8
YG
FLOAT
BR'
RGy
M
WASHER MOTOR PL M
BOOM KICKOUT
LEFT HEAD LIGHT (H)
(RGy)
6
WIPER MOTOR
OL
LEFT HEAD LIGHT (L)
WORKING LIGHT SW
1/2
P R
BrB
RIGHT HEAD LIGHT (L)
1.25
WIPER RELAY
5A
INCHING SWITCH
RY
3/4
YBr E
BUCKET POSITIONER
RIGHT HEAD LIGHT (H)
10A
YL
(YL )
(LW)
F18 BrW
HIGH BEAM PL
RY
5
2 4
E
1.25
L
3
1
WB
5A
GENERATOR N TERMINAL
YB
WASHER MOTOR PB M
F17
(RY)
H
SG
(LG)
(GY)
T +
WATER LEVEL
1/4 (YG)
TXD
1.25
RW
YR
F
(YBr) RXD
R
20A
1/2
(LO)
F1
AIR CLEANER T/M OIL FILTER
WL
T/M GAUGE OIL TEMP
SWITCH COMBINATION
(SbR)
Sb
(YL )
AUTO
LAMP,CHARGE
LgL
3/4
(Br)
WB
E/G WATER TEMP T/M OIL TEMP
F WIPER
WIPER SWITCH S 2 S3 WASH B Sint S 1
TACHO METER
FOR OPERATION PANEL LAMP
(RB)
M
HOUR METER
LAMP, TAIL
FUEL LEVEL SENSOR
(V)
(YSb)
10A
GyG GyL
BUZZER LgBr
VOLUME SENSOR (O)
MACHINE WIDTH LAMP (OPT) MACHINE WIDTH LAMP (OPT) NUMBER LAMP (OPT)
E/G OIL PRESSUR
E WIPER MOTOR
OR
10A
E/G GAUGE WATER TEMP
LAMP, TAIL
ECU
LgBr
(LB)
(YB )
BRAKE OIL PRESS (DIFF)
Gy
LgW
RR
(WG)
40
X
(SbP)
(LP)
(Lg)
BW
NR
MONITOR CONTROLLER
WR
(Sb)
(Lg) (L )
ALTERNATOR 70A
(P)
SPPC
E/G REV W SENSOR W
BR' F19
F3 Br
SbO (SbO)
E
FOR OPT LAMP
BRAKE OIL PRESS (MAIN)
GyW
(LgL)
Y
RB
PARKING SWITCH
SbY
(GyL) MACHINE SPEED
STARTER GOVERNOR CONTROLLER
B (GO)
BR' FOR OPT LAMP F6
GOVERNOR CONTROLLER
W5
(GY)
T/M CONTROLLER
30A
L
H
100
100
LR
(R)
E
(Lg)
)
(L CENTRALIZED ALARM (GyB)
(L )
BR'
BR'
W F10
5A
START
MONITOR CONTROLLER
OFF ON
B
PARKING SOLENOID
10A F6 (Lg)
PREHEAT
BW
)
(L
CONTROL AMPLIFIER
L
AIRCON UNIT
F5
B BR ACC R1 R2 C
15A
BR' STARTER SWITCH
TO E/G WATER THERMO SWITCH (HOT)
GyG E/G WATER THERMO (COLD)
SELF DIAGNOSIS (BrW) 26
(BrB) CONTROLLER FAILURE
62-15
IN OUT CHANGE SERVO MOTOR OUTLET
Electrical Wiring Diagram(2/2)(115ZIV)
115ZIV-3
ELECTRICAL 62
Electrical Connection Diagram 115ZIV (S/N 11M1-9101 〜 9150)
62-16
Electrical Connecti Diagram 115ZIV
115ZIV-3
ELECTRICAL 62
Electrical Connection Diagram 115ZIV (S/N 11M1-9151 〜 )
62-17
Layout of Electrical Equipment
115ZIV-3
ELECTRICAL 62
Layout of Electrical Equipment Inside Cab Control Box 4
5
3
1
7 8 2
6
1. 2. 3. 4. 5. 6. 7. 8.
Transmission controller Monitor controller Fuse box Fuse box Circuit breaker Relay Buzzer Horn relay
62-18
Layout of Electrical Equipment
115ZIV-3
ELECTRICAL 62
Layout of Electrical Equipment Around Battery Relay (In the Battery Box on the Left Side of the Chassis) To alternator (B) To starter To rear chassis harnesses Starter relay B W R
LR
Fusible link
LY
W R W
B Heater relay
Stop relay
To air heater
To battery
B B
BG
Battery relay
BW
To rear chassis harnesses
WB
Diode unit
62-19
B
Fusible Link/Fuse
115ZIV-3
ELECTRICAL 62
Fusible Link/Fuse For the purpose of protection, the electrical circuit has fusible link and fuses.
Fuse inside the control box
10A 5A 15A 15A 15A 15A 15A 5A 5A 5A 5A
BUZZER INSTRUMENT PANEL
SPARE
SPARE
SPARE
10A
10A 15A
F. WORK LIGHT
3A
10A
PARKING BRAKE CONTROLLER
10A
CONTROLLER RELAY
SPARE
SPARE
SPARE
5A
HEATER RELAY
AIRCON(OPTION)
SPARE
AIRCON(OPTION)
GOVERNOR CONTROLLER
AIRCON(OPTION)
NEUTRAL RELAY
GOVERNOR CONTROLLER
20A
5A
4WAY FLASHER HORN
20A
SPARE
20A
SPARE
5A
10A
62-20
BACK LAMP STOP LAMP TURN SIGNAL
10A
Replace a fuse with the same capacity. If a fuse blows immediately after replacement, the electric system is defective. Localize the defective part, and then repair it.
20A
F. WIPER
IMPORTANT
BOOM KICKOUT BUCKET POSITIONER
10A
R. WIPER
R. WORK LIGHT
5A
SPARE
LIGHTING HEAD LIGHT
5A
Possible burn hazard. Before replacing a fuse, be sure to turn off the starter switch.
5A
CAUTION
SPARE
BATTERY RELAY
Fusible Link/Fuse
115ZIV-3
ELECTRICAL 62
Fusible link The fusible link is located in the box as shown in the following figures. If excessive current flows through the starter switch or the electric line downstream of the starter switch due to shortcircuit, the fuse element will be fused to protect the circuit. The condition of the fuse element can be seen through the transparent cover. Determine the cause before replacing the fusible link.
Battery
Battery relay
Starter motor Governor controller
Fusible link
Alternator Monitor controller
Cover
Fuse element Charge lamp Heater relay Air heater
Pre-heat lamp
Box for fusible link
Fusible link
Stop solenoid
85ZIV US6206
Problems caused by fused fusible link Fuse damaged
Problem (symptom) During engine operation
During engine stop
30 A
Engine will be stopped. All the power for all electrical circuit will be OFF.
All the electrical circuit will not function. Engine can not be started.
70 A
Engine can be stopped. Horn will operate. All the others will not operate and the machine can not be operated.
The same conditions as "During engine operation" but engine can be started and stopped.
70 A
The machine can be operated but the batteries can not be charged and the batteries will be discharged soon.
The same conditions as "During engine operation".
62-21
Engine Start Circuit
115ZIV-3
ELECTRICAL 62
Engine Start Circuit (S/N 11M1-9001 〜 9150)
Starter switch B
C
BR
OFF ON
T/M controller
Fusible link
START
Battery
R Shift lever
N
F
Forward/reverse position
30A F14
F15
5A
5A
From alternator Diode unit
+24V Neutral relay
+24V
Battery relay
LED (Indication:NR)
Starter motor
* When shift lever is in N position/LED OFF When shift lever is in F/R position/LED ON F13 15A Starter relay
E/G controller
115E62010
Neutral starting device To prevent the machine from unexpected movement at engine start up, the engine will not start if the shift lever is not in the neutral position (N).
Shift lever forward/reverse[F][R]position
Shift lever neutral (N) position When the shift lever is set to the neutral (N) postion, no power will be supplied to the coil of the neutral relay, and the main contact is turned on (switch closed). When the starter switch is turned to the START position, the electric current will flow from the starter switch terminal C to the neutral relay, E/G controller and starter relay. Therefore, current will flow through the starter motor, and the engine will start. The "N" LED will be off. 62-22
When the shift lever is set to the forward or reverse (F or R) position, the neutral relay coil is connected to the ground line of the controller and is energized. Therefore, the neutral relay will be opened. The current from the starter switch will not be transmitted through the starter relay, therefore the engine will not start. The "N" LED of the output circuit is on.
Engine Start Circuit
115ZIV-3
ELECTRICAL 62
Engine Start Circuit (S/N 11M1-9151 〜 ) Starter switch B
C
BR
OFF ON
T/M controller
Fusible link
START
Battery
R Shift lever
N
F
Forward/reverse position
30A F14
F15
5A
5A
From alternator Diode unit
+24V Neutral relay
+24V
Battery relay
LED (Indication:NR)
Starter motor
* When shift lever is in N position/LED ON When shift lever is in F/R position/LED OFF F13 15A Starter relay
E/G controller
115N62005
Neutral starting device To prevent the vehicle from unexpected movement at engine start up, the engine will not start if the shift lever is not in the neutral position (N).
Shift lever neutral (N) position
Shift lever forward/reverse[F][R]position
When the shift lever is set to the neutral (N) postion,the neutral relay coil is connected to the ground line of the controller and is energized. Therefore, the neutral relay will be closed. When the starter switch is turned to the START position, the electric current will flow from the starter switch terminal C to the neutral relay, E/G controller and starter relay. Therefore, current will flow through the starter motor, and the engine will start. The "N" LED will be on.
62-23
When the shift lever is set to the forward or reverse (F or R) position, no power will be supplied to the coil of the neutral relay, and the main contact is turned off (switch opened). The current from the starter switch will not be transmitted, therefore the engine will not start. The "N" LED of the output circuit is off.
Engine Start Circuit
115ZIV-3
ELECTRICAL 62
Starter switch
85ZIVUS6208
BW
B
BR ACC R1
To battery relay
BG
From battery
Connection table R2
C
Off Run
97K62007
Function Off : Enables insertion and removal of the starter key. All the electrical circuits (except the horn and hazard flasher[OPT.]) will be turned off. Run : Supplies power to the charge, lamp, and monitor circuits. Start : Starts the engine.
62-24
To governor controller
Start
Engine Start Circuit
115ZIV-3
ELECTRICAL 62
Battery relay Function When power supply or charging condition (switch is in any position except OFF), the battery relay (switch) is turned on. When the starter switch is set to the off position, the alternator stops generating power, and the battery relay is automatically turned off so that the electrical circuits will not function.
Terminals for coil energizing current
Moving contact Main contacts
BR
If the battery relay was not used, a large amount of current would be directly sent through the starter switch when it is turned on. However , use of the battery relay reduces the amount of current because this relay needs only a small amount of current to energize it.
Coil for energizing
Operation When current flows from the starter switch terminal BR, the coil will be energized, and the moving contact will lower to close the main contact. As a result, current will flow from the battery to the main circuit.
starter switch
Battery relay Rated voltage
DC24V
Rated current
Continuous 100A
Voltage drop
0.2V or less(at 100A)
Pull in voltage
20V or less
Release voltage
6V or less
BR
B Battery Relay
Main circuit (BR)
From charging circuit
Diode unit The diode unit is incorporated in the milky white connector near the battery relay. The diode unit absorbs the surge voltage generated when turning off the battery relay coil. Therefore, if the diode unit is defective, the engine will not shut off. WV:To battery relay WR:To starter switch teminal AC (VIA F15) WL:To alternator
Diode storage section 97ZA6210
62-25
(B) (E)
Terminals for main current
Engine Start Circuit
115ZIV-3
ELECTRICAL 62
Neutral relay (The structures of the back relay and the controller unusual relay is identical to each other) (S/N 11M1-9001 〜 9150) 4 2
1
5 1
3 5
Rating Operating voltage Reset voltage
3
4
2
24V ・ 10A
Position of shift lever
Between 1 or 2
Between 3 or 4
Starting
16V or less
F or R
Energized
OFF
Impossible
1.2V or more
N
Not energized
ON
Possible
Neutral relay (The structures of the back relay are identical to each other) (S/N 11M1-9151 〜 )
3
1
4
2
Internal connection dia. Body black 65N62006
62-26
Position of shift lever
Between 1 and 2
Between 3 or 4
Starting
F or R
Not energized
OFF
Impossible
N
Energized
ON
Possible
Engine Start Circuit
115ZIV-3
ELECTRICAL 62
Starter relay
WIRING
115E62012
B
A
E
C
Stop solenoid
115E62013
62-27
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
Engine Electrical Governor Control Components and system arrangement Components The engine electrical governor system consists of thefollowing parts. 1. Controller 2. Engine revolution sensor 3. Actuator
4. Accel. sensor 5. Key switch 6. Engine (Mitsubishi S6A3)
Controller Accel. pedal
Relay
Starter motor M
CPU E/G rev. sensor
Key switch
ON
Control program
Inj. pump
E/G start
Actuator
Oil pressure SW Water temp. SW
Stop solenoid
62-28
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
Controller Outline The electrical governor controller is the digital control system having the function of "start control","speed control","stop control","engine trouble prevention" and "failure diagnosis". 1)The signal from the engine revolution sensor in proportion to the engine revolution is transfered to the controller. 2)This signal is processed in the controller and it is transfered to the actuator. 3)The actuator converts this signal to the lever movement and controls the engine revolution precisely.
2. Engine speed control function It adjusts the engine revolution in response to the input signal from the accel. pedal to the controller. The engine speed is controlled in a range between 800 〜 2100 min-1 The engine speed mode is the all-speed control mode. 3. Engine stop function When no ON signal from the key switch is transfered to the controller, the actuator is de-energized as a result the engine stops.
Construction
ROM DIP Switch Controller
Connector
Power supply LED (G)
Self diag. LED (R)
Note : The illustration shows the controller with no cover.
Function 1. Engine start control function Condition(1) : When the key switch is in START position, the max. current is supplied to the actuator and keeps the actuator position in the fuel increase position. Condition(2) : The fuel increase at the engine start stops in a case when one of the following conditions occur. Engine revolution rises more than 400 min-1 START signal from the key switch is not transfered to the controller.
62-29
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
4. Engine trouble prevention function In case the engine controller system is in abnormal condition, the engine trouble prevention function in the controller works at the same time and it prevents the engine trouble.
Abnormal condition
Status
Detection
E/G revolution sensor malfunction
1
E/G cooling water temp. rises abnormally
3
Water temp. sw closed
Warning lamp lights on
E/G oil press. lowers extreamly
5
Oil pressure sw closed 5 seconds after the engine starts.
Warning lamp lights on
Actuator malfunction
7
Overcurrent protection circuit actuation
E/G stop
Accel. sensor malunction
9
Breakage of sensor wire Wire harness disconnection
Breakage of sensor wire Wire harness disconnection
E/G Protection E/G stop
E/G idling
Note : Number in the status column means the flashing time of the self diag. LED on the controller.
62-30
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
5.Diagnostic function 1 When the abnormal condition happens the self diag. LED on the controller flashes numbers in the above status column. It flashes every one second during the normal condition. 2 The flash cycle of the self diag. LED on the controller is 0.5 sec. and the interval between each status is 3 seconds with no flash.
Exp. : E/G oil pressure lowers extreamly (Status 5)
3sec
0.5sec 5 Flashing
Exp. : E/G revolution sensor malfunction(Status 1) and E/G cooling water temp. rises abnormally(Status 3) 3
Status1
1
3sec
3sec
62-31
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
Troubleshooting The power supply LED and the self diag. LED are installed on the controller. When the electrical power is supplied and the controller is working normally, the power supply LED(Green) is ON and the self diag. LED (Red) flashes every one second. The troubleshooting will be done checking these LED.
Problems
No electrical power is supplied Power supply LED is OFF
Presumed Causes Main switch is OFF Battery connection (+/–) reverse way Loose connection Breaking of wire harness
Engine does not run Both LED are normal
Starter relay failure
Both LED are ON
ROM is not installed in the position ROM is installed reversely
Both LED are OFF
Refer to 「 No electrical power is supplied 」
Solutions After checking the main switch/ connection/ wire harness, check if sufficient voltage is supplied to the controller. Replace the damaged parts Confirm if the ROM is installed correctly in the position.
The diagnostic function works and the engine is forced to stop
Check the status and remove the abnormal condition.
The diagnostic function works and the engine is forced to run idling.
Refer to 「 Engine does not run 」
Engine revolution does not reach to the rated revolution
Actuator link loosen Actuator link hard to move
Check link looseness and rust
Engine hunting
Actuator link hard to move
Self diag. LED flashes not every one second Engine runs idling only Self diag. LED flashes not every one second.
62-32
Check link looseness and rust
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
System arrangement Key sw ON
Controller data initialization
Key sw START
Actuator starting fuel increase position Engine start
Revolution signal detection
-1
Note : When detecting the engine revolution more than 400 min the starter motor comes to OFF.
E/G speed control (By accel.signal and revolution signal)
Abnormal condition detected Accel.sensor out of order
Idling operation
Key sw OFF
Actuator de-energized
Engine stop
62-33
Engine revolution sensor out of order
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
Actuator Layout
Manual E/G stop Lever
Actuator C
A
C
B B
Construction Bolt Collar Pin
Potentiometer arm
Ball bearing
Pin
O-ring
Diode
Bearing collar receptacle
O-ring Bearing collar Ball bearing Case
VIEW A
Ball bearing Bush Potentiometer arm
Screw Main shaft
Potentiometer
Collar
Fastener
Slide ball bearing O-ring Spring Pipe
Coil (24V)
62-34
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
Troubleshooting Check with no-energize : A) Check actuator a. When moving the main shaft with the arm by a hand, check if there is no rattle or rough movement. b. Check if the rotation angle of the main shaft from the close position to the full open position is 42.6° ± 2°. c. When moving the main shaft with the arm by a hand to the full open position, check if the main shaft returns the close position in a moment as soon as the main shaft is free from the hand d. The movement of the ball joint connected to the arm may cause the engine hunting. Check the ball joint and the arm, also grease up them.
Check with energize : Connect the actuator to the controller A) Check connector terminal
B) Check connector terminal Non contact potentiometer + A
C Solenoid coil
+ D -
E F
Surge-killer diode Spare
Potentiometer resistance A-C
Abt 1k Ω
C-B
Abt 3k Ω
D-E
1.2 〜 2 Ω
A-Ground B-Ground C-Ground D-Ground E-Ground
DC 5V DC 0.7 ± 0.1 V (Close position)
B-C
DC 9.25V
(Full open position)
B) Actuator function check a. Check if the actuator works to the full open position when the power is supplied from the controller to the actuator to operate the actuator to the full open position. If the actuator does not work properly, check the resistance of the actuator connector terminal to judge which one of the controller and/or the actuator is out of the order. b. Connect the controller and the actuator to the battery directly and check the actuator function. Connect the terminal D to +battery and E to -battery terminal. If fail to do, the surge-killer in the actuator may be damaged and also the controller could be damaged.
B -
A-C
More than 10M Ω
62-35
Engine Electrical Governor Control
115ZIV-3
ELECTRICAL 62
Accel. pedal & detection switches Accel. pedal
Detection switches
Pick up for E/G speed
Timing gear case
Water pipe
Crankcase Oil pressure SW Water temp SW
62-36
Transmission Control and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Transmission Control Circuit and Monitor Circuit Controller
LED inspection windows
There are various IC's inside the controller. The IC's have programs for various functions described later.
IN (input signal) Signal
symbol
IMPORTANT If the controller malfunctions, be sure to replace the controller assembly. Do not replace or repair any parts.
LED
F
Shift lever position F
R
Shift lever position R
1
Shift lever position 1
2
Shift lever position 2
3
Shift lever position 3
A
Shift lever position A
M
Auto shift cancellation
S
Shift switch ON
P
Parking switch OFF [Running position]
I
Inching switch ON
SI1 Spare SI2 Spare OUT (output signal) Signal
symbol
X
Controller failure
RR Back relay ON
D5
D6
DC Modulator valve 2 ON
D7
L 115V62011
Note: 1. The couplers are shown for controller side. 2. The following simbols are the same as the ones used for the wiring diagram.
Signal
Signal
1
I
Inching switch (+)
18 SSG Diff. press. sensor signal
2
C
Engine rev. machine speed (-)
19
Spare 1
20
3
Reverse clutch sol. valve ON
BZ
Buzzer
N
Neutral relay ON
1
1st clutch sol. valve ON
2
2nd clutch sol. valve ON
3
3rd clutch sol. valve ON
Power for diff. press. sensor +24V
No. Symbol 1
4R
Signal 4 (right) lamp
Connect D7 (output) No. Symbol 1
3
Signal 3rd clutch sol. valve
2
3R
3 (right) lamp
2
2
2nd clutch sol. valve
3
2R
2 (right) lamp
3
1
1st clutch sol. valve
4
1R
1 (right) lamp
4
PC+ Modulator valve 1 (+)
4
1
Shift lever 1 (+)
5
4L
4 (left) lamp
5
BZ
Buzzer
5
R
Shift lever R (+)
6
3L
3 (left) lamp
6
R
Reverse clutch sol. valve
6
EG
Engine rev. sensor (+)
7
2L
2 (left) lamp
7
H
High clutch sol. valve
7
COM Spare 2
8
1L
1 (left) lamp
8
L
Low clutch sol. valve
8
SP
9
SG
Spare
9
DC
Modulator valve 2
9
GND GND
Machine speed sensor (+)
+
High clutch solenoid valve ON
R
Connector D6 (output)
No. Symbol
5V
H
BRK Auto brake sol. valve ON
Connector D5(input) No. Symbol
Low clutch solenoid valve ON
10 RXD Spare
10 BRK Auto brake solenoid valve
10
A
Shift lever A (+)
11 TXD Spare
11
PC-
Modulator valve 1 (-)
11
3
Shift lever 3 (+)
12
12
G2
Solenoid valve (-)
12
2
Shift lever 2 (+)
13
A
Auto lamp
13
P
Parking switch (+)
14
AB
Auto brake lamp
14
S
Shift switch (+)
15
N
Neutral lamp
15
F
Shift lever F (+)
16
X
Controller relay
16
M
Auto shift cancellation (+)
17
RR
Back relay
17
G1
For switch input (-)
18
NR
Neutral relay
Spare
62-37
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
T/M Controller connection diagram E
ACC' F5
10A
L
PARKING SOLENOID
(L)
CP 10A
(Lg) F13
(L)
(L) LR L
R
R N
(BY) 1
Modulator valve 1
SPPC
Neutral relay
(L)
Controller relay
(L)
(SbP) NR
LgW X
Back relay
(LB) RR
(LP)
(Gy)
2 3 A
LY
LO
(GyL)
LW MACHINE SPEED SENSOR
(LgL) (SbO)
Y E/G REV. SENSOR
W
(Sb)
W LgBr
LgBr
BRAKE OIL PRESS. (DIFF)
Gy E/G OIL PRESSURE GyG E/G WATER TEMP GyL T/M OIL TEMP LgL AIR CLEANER SbO T/M OIL FILTER Sb WATER LEVEL WL
YR
(YR) F
3/4 YB
(YB)
1/2
3/4 YL
(YL)
AUTO
1/2 (GR)
1
1/4
RXD
(SbLg)
(LY)
1/4 YBr
(YBr)
(BrY)
N
(BL)
1/8 YG
(YG)
TXD
E
EMPTY
SG
(LG) 2
Monitor lamp on instrument panel
BRAKE OIL PRESS. (MAIN)
GyW
(GyG)
LG
Y
SbY
C O N T R O L L E R
DC
Modulator valve 2
C O N T R O L L E R
3
(SbY)
(BY)
1
2
F
(GO)
M O N I T O R
T / M
H
T/M clutch solenoid valve
CENTRALIZED ALARM LAMP
LBr
ACC'
(GyB)
(Y) (LO)
D
(YL)
3
(R)
R
(LW)
(BY)
4 (GY) AB
(Y) D (R) R
(GO) (SbW)
(Lg)
LgG
ON
F13
PARKING SOL
OFF
(L) CP WO
ON OFF
PARKING SWITCH
(BY)
Auto brake solenoid (LgR)
LLg
INCHING SWITCH Br F3
T/M CUT OFF (Lg)
(LgY) T/M CUT OFF SWITCH
(LgW)
X
CONTROLLER FAILURE
CENTRALIZED ALARM LAMP
(GyB)
MONITOR CONTROLLER E
62-38
115E62014
Transmission Control Circuit and Monitor Circuit
Forward/reverse(F/R)shifting change
and
115ZIV-3
ELECTRICAL 62
speed From T/C pump
Each clutch has one solenoid valve for transmission control. When electric current flows through the solenoid valve, the clutch oil is fed into the clutch piston chamber. When the piston operates, the clutch is engaged. When the current stops flowing through the solenoid valve, the oil is drained from the clutch piston chamber, and the clutch is disengaged.
Clutch press regulator valve
To solenoid valve Clutch piston
Drain
Clutch control solenoid valve
energized de-energized
clutch engage clutch disengage
Clutch solenoid valve
LED(indication: F)
L
Shift lever
Shift switch
LED (indication: F)
H
(For input detection)
R
Surge suppression diode (incorporated in solenoid valve)
LED(indication: S) 1
2
Speed indicator lamp Speed sensor
Engine rev. sensor
7 segment LED(indication: Character)
LED (indication:2)
3
7 segment LED(indication: Character)
Common ground
LED(indication: M)
Auto/manual switching (Switch on:Manual)
Auto indicator lamp
Setting shift lever to A:Switch on 97ZA6221
Shift lever :
*Input detection
The shift lever has two direction and four speed positions; forward and reverse (F and R) and "1", "2", and "3" speed positions are respectively used for 1st, 2nd, and 3rd fixed speeds. The "A" speed position is used for the variable speed where the 2nd through 4th speed clutches are automatically changed in both the forward and reverse operation. Operator controlled shifting from 2 1 2 in either "2" or "A" is done by momentarily depressing the Power up switch on the boom lever.
62-39
When the shift lever is set to the F (forward) position, electric current of input detection signal is sent from the transmission controller to the grounding circuit inside the transmission controller via shift lever contact F. The transmission controller, therefore, judges that the shift lever is set to the F (forward) position. There is no shift lever contact for the R (reverse) input circuit and electric current will not flow. In this status, the forward (F) indicator lamp will light, and the reverse (R) indicator lamp will not light. For the speed change, the transmission controller judges the set speed position of the shift lever in the same way as described above.
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Operation of solenoid valve When the input signal is transmitted, the output circuit of the corresponding solenoid valve is connected to the grounding circuit inside the controller. As a result, power is supplied to the solenoid valve and the clutch is engaged. At the same time, the speed indicator lamp in the cab lights. In addition, the LED indicator of the corresponding output circuit lights on the controller. Note that when the parking brake or inching brake is applied, the forward or reverse (F or R) clutch solenoid valve is turned off and the transmisssion is set to neutral.
* Operation error preventive function (Simul ー taneous input of two or more commands) If both the forward and reverse commands are input at the same time due to a problem, the forward and reverse clutches will not function. In addition, if two or more speed commands are input at the same time, the lowest speed clutch will function.
Machine speed LED
E/G rev. LED
Automatic shift When the shift lever is set to A, the AUTO indicator lamp in the cab will light and one of the 2nd through 4th speed solenoid valves will be automatically energized according to the machine speed. In addition, the speed indicator lamp will light. The input signal for automatic shift is controlled by the pulse generated by the speed sensor. While the speed sensor is transmitting the pulse, the segment LED indicates in characters according to the pulse.
Speed 4
Shift up Shift down
3 2
13 11 T/M0controller 10 12 Reverse
Speed km/h
16 19 Forward (Approx. speed)
7 segment LED indication Indication 0
Machine speed (km/H) 0
16
32
-1
E/G rev. (min ) 0
1
1
17
160
2
2
18
320
3
3
19
480
4
4
20
640
5
5
21
800
6
6
22
960
7
7
23
1120
8
8
24
1280
9
9
25
1440
A
10
26
1600
b
11
27
1760
C
12
28
1920
d
13
29
2080
E
14
30
2240
F
15
31
2400
Displayed font Machine speed
E/G rev.
97ZA6222
62-40
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Switching from automatic to manual The machine has automatic shift cancellation function for troubleshooting. Turn the controller dip switch No.6, 7 and 8 to ON position. The "M" input LED indicator of the controller will light and the mode will be switched from automatic to manual. Position "A" of the shift lever, therefore, is fixed to the 4th speed.
IMPORTANT The automatic gear shifting cancellation capability is only for use for diagnosing a problem, and after diagnosis, the automatic gear shifting capability must be restored.
Operation of Power up switch The Power up switch is attached to the boom control lever. In any operation mode, pressing the Power up switch during 2nd speed operation shifts the 2nd speed to 1st speed. After that, if the Power up switch is pressed again, the speed is changed from the 1st to the 2nd, or to moving the shift lever to neutral or to the opposite direction, the speed will be changed to the 2nd again. Note that when the speed is shifted, the "S" LED indicator of the controller will momentarily light (blink).
Power up switch
115E62015
Shift lever
*Shift lever neutral (N) position The shift lever has no neutral (N) contact. Therefore, if neither the forward nor the reverse (F and R) signal is input, the controller will judge that the shift lever is at the neutral (N) position.
Shift lever
Grounding for speed change side(B)
2nd speed(GL) 3rd speed(GY)
1st speed(GW) Unused Auto(G) F(GR)
Grounding for F/R side(BY) 95V62012
R(GB)
62-41
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Clutch solenoid valve (Common to L. H. R. 1. 2. 3 ) 10 〜 14.7N-m(1 〜 1.5kgf-m)
Solenoid valve(with built-in diode)
Negative− side
Rated voltage
DC24V
Coil resistance value
Approx. 14 Ω
Positive side ＋
49 〜 58.8N-m(5 〜 6kgf-m)
115E62021
Power up switch
Allowable value
The Power up switch is of the momentary type. It is spring loaded to the "OFF" position.
Max Voltage
DC24V
Current
10mA
97ZA6226
Sensor for revolution
machine
speed
and
E/G
The detectors are adjacent to the transmission output gear (machine speed) and to the torqueconverter PTO drive gear (E/G rev.) .
25 ± 0.25
The pulse voltage is transmitted to the transmission controller. The pulse of machine speed sensor is used for auto-shift, auto-brake and the pulse of E/G rev. sensor is used for clutch pressure modulation.
20 〜 29N-m (2 〜 3kgf-m)
Output gear
Clearance adjustment 0.7 〜 1.3mm
115M62001
62-42
Output
1V or more
Internal resistance*
1.6k Ω (20 ℃ )
*Internal resistance changes greatly with temperature. At lower temperature resistance is lower. At operating temperature the resistance increases. If resistance is 0 Ω or ∞Ω the speed sensor is defective.
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Modulation at clutch switching The rise time of clutch oil pressure is controlled by modulator valve (1) and modulator valve (2) to shorten the time lag and reduce shock that occurs when shifting between forward and reverse, and between gears.
Diff. press. sensor
Modulator valve (2)
Modulator valve (1)
Modulator valve (2)
To T/M clutch
Diff. press. sensor
To T/C
Modulator valve (1) From pump
Modulator valve unit 115ZA32-14
T/M controller F
Shift lever
4 3 2
Clutch oil differential press. sensor
1
Clutch selection input signal
N
R
+24V
Output current control
Modulator valve (1)
No output LED is provided
On during modulation +24V
Modulator valve (2) Output LED (indication:DC)
E/G rev. sensor Machine speed sensor 97ZA6227
62-43
Transmission Control Circuit and Monitor Circuit
115ZIV-3
Modulator valve (1) [MV1]
Operation of modulator valve (1), (2)
Clutch oil pressure during clutch application is controlled according to the current passing through the coil of MV1 . The pressure rises and falls along with the current.
Operation
ELECTRICAL 62
Clutch selection
ON Low clutch sol. valve
OFF
ON (1) Initial charging (t1) 1st clutch sol. valve The current flow through the coil of MV1 Completion of charging immediately after clutch selection is maintained Approx. 400mA Modulator valve (1) as high as it was before clutch selection (400 mA). This allows a lot of oil to flow rapidly into Current flow (mA) Approx. the empty clutch piston chamber, reducing the 170mA time lag. 0 (2) Charging (t2) ON On completion of the initial charging, the current through the coil of MV1 is sharply reduced (170 OFF Modulator valve (2) mA). This reduced current is maintained until the end of the charging to prevent a sudden pressure rise and shift shock. Pressure (3) Completion of the charging Main pressure (kgf/cm ) P3 P２ The differential pressure sensor of the modulator Ｐ１ valve unit sends electrical signal to the 0 transmission controller. When the charging is completed, due to no pressure difference between the orifices in the Low clutch Pressure pressure (kgf/cm ) line, the transmission controller determines it by the signal sent from the sensor. 0 Then the transmission controller sends signal to rise the current through the MV1 coil gradually. (4) Pressure rise (t3) t3 t4 t1 t2 The clutch oil pressure rises gradually in proportion to the current rise. Note : If the MV1 coil is damaged or disconnected, the clutch oil pressure 2 rises only 0.2 to 0.5MPa (2 to 5kgf/cm ) and the pressure value is not enough to engage the clutch. Transmission controller prevides the protection program so as to rise the control current again at the time of 0.5 seconds after decreasing the MV1 control current when the differential pressure sensor is damaged. 2
2
62-44
Transmission Control Circuit and Monitor Circuit
115ZIV-3
Modulator valve (2) [MV2] This valve assists MV1 in controlling (lowering) the clutch oil pressure. Unlike MV1, it performs an ON and OFF operation. (1) Controlling the clutch oil pressure Modulator valve (2) is energized simultaneously when the current in MV1 changes from high to low current flow. It is de-energized some time after the current in MV1 returns to a higher level and the clutch oil pressure reaches the specified value. Note : Modulator valve (2) If MV2 is damaged or disconnected, the machine will have severe shift shock during clutch engagement. In this case, the lowest clutch pressure will be only about 1.08MPa (11kgf/cm2 ) during charging. The highest clutch oil pressure reaches the specified value.
62-45
ELECTRICAL 62
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Transmission cut-off (Inching) (S/N 11M1-9001 〜 9100) The operator may select, by means of a switch, the transmission cut-off function. In the "ON" position the left brake pedal, when depressed, will place the transmission in neutral and apply the service brakes. In the "OFF" position the left brake pedal operates the service brakes only. When the left brake pedal is depressed with the selector switch "ON", a proximity switch is actuated (LED ON). The input LED indicates: "I" on the controller lights up. The transmission controller turns off the power to the forward/reverse clutches (L. H. R.), causing the transmission to be placed in neutral. The dush board monitor lamp "N" lights up.
Brake pedal
Dimension L
Proximity switch Clearance to proximity switch's detection unit:5.5 〜 7.7mm
Adjustment of transmission cut-off starting time Some loading situations require early T/M cut-off which allows the machine to roll slightly before the brakes apply. Other conditions (example: working on slopes or a ramp) require the brakes be applied before the transmission cut-off operates. The start of T/M cut-off operation may be adjusted. The mounting bracket has a slot in it, and changing dimension L adjusts the timing. Shorter L Faster transmission cut-off (switch moved up) Longer L Slower transmission cut-off (switch moved down)
97ZA6228
Proximity switch for T/M cut off
115V62043
Clutch cut-off switch (located on operator's LH console)
Transmission controller Forward/reverse clutch solenoid valves (Indication: I)
Transmission cut-off
(For switch actuation)
Switch circuit Proximity switch
115V62014
Proximity switch White wire:From clutch cut-off switch (+) Black wire:To transmission controller
Red wire:Power supply (+24V to F3)
Display LED (lights up when switch is ON)
115V62015
62-46
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Transmission cut - off (Inching) (S/N 11M1-9101 〜 ) The operator may select, by means of a switch, the transmission cut ー off function. In the "ON" position the brake pedal (left or right), when depressed, will place the transmission in neutral and apply the service brakes. In the "OFF" position the brake pedal operates the service brakes only. When the brake pedal (left or right) is depressed with the selector switch "ON", a pressure switch (inching) is actuated (LED ON). The input LED indicates: "I" on the controller lights up. The transmission controller turns off the power to the forward / reverse clutches (L. H. R.), causing the transmission to be placed in neutral. The dush board monitor lamp "N" lights up.
Pressure switch (Inching)
Brake valve (Right) Pressure switch (Brake lamp)
Brake valve (Left) 65A62001
Clutch cut-off switch (Located on operator's LH console) Transmission controller Forward/reverse clutch solenoid valves
F6
(Indication: I )
Transmission cut-off
BY
65A62002
Inching pressure switch
1. 2. 3. 4. 5. 6. 7. 8.
65A62003
Operation pressure 2
1.13±0.15MPa(11.5±1.5kgf/cm )
Contact Normal open
Return pressure 2
0.90±0.1MPa(9.2±1.0kgf/cm ) 62-47
Case Seal Packing Disc Inner lid Guide pin Spring Contact 9. Contact 10. Connector 11. Connector 12. Base 13. Cover (Connector) 14. Guide 15. Stopper 16. Connector 17. Housing
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Back-up alarm When the shift lever is placed in the R position, the back-up lamp relay coil is energized. It's main contacts are turned ON, lighting the lamps and sounding the buzzer.
F4
T/M controller
Back-up lamp Back-up relay (indication: R)
Back-up buzzer (opt)
Shift lever F6 LED (indication: RR)
ON with lever in R OFF with lever in other than R 115M62002
Back-up relay (S/N 11M1-9001 〜 9150)
4 2 1
5
3
1 2
5
4
Rating
24V ・ 10A
Shift lever position
Operation voltage
16V or less
R
Reset voltage
1.2V or more
3
F or N
62-48
Between 1and 2
Between 3 and 5
Lamp and buzzer
Electric power supply
ON
ON
No electric power supply
OFF
OFF
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Back-up relay (S/N 11M1-9151 〜 ) Note: This relay is identical to the neutral relay. It may be interchanged for testing purposes.
3
1
4
2
Internal connection dia. Body black 65N62006
62-49
Position of shift lever
Between 1 and 2
Between 3 or 4
Starting
F or R
Not energized
OFF
Impossible
N
Energized
ON
Possible
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Parking brake The parking brake solenoid valve activates the parking brake.
In parking mode (shown below) :
In running mode :
When the power of the solenoid valve is turned off, no pressurized oil will be fed to the oil cylinder. The spring inside the cylinder applies force to make the brake apply (drum type). In this condition, the input "P" LED indicator is off. If the transmission shift lever is set to the forward or reverse (F or R) position, the buzzer will sound and the clutch will not be engaged. 5A
When the power of the solenoid vavle is turned on, pressurized oil will be fed into the oil cylinder. The pressurized oil will depress the spring to release the brake. In addition, the "P" LED indicator will light.
+24V
F6 P Parking switch
Monitor lamp
Parking brake solenoid
Parking Parking brake Oil cylinder
Running
L +Vcc
C.P
LED indication 「 P 」
H
P
R
F5 10A
+24V 115M62003
Operation of parking brake Parking switch
Monitor lamp
Buzzer
Parking brake solenoid valve
LED indicator of controller
Parking *
"Parking" position (pulled up)
P
Sounds when shift lever is set to F or R
Not energized
Input "P" LED indicator : Off
Running
"Running" position (pushed in)
Off
No buzzer
Energized
Input "P" LED indicator : On
*When the parking switch is set to "parking", the forward or reverse clutch is disengaged and set to neutral.
62-50
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Parking brake solenoid valve (+)
Solenoid valve (with diode)
(-)
Manual operation knob (Push and turn clockwise)
Rating
DC24V
Coil resistance
Approx. 25 Ω
A B
P T
115M62004
Parking brake solenoid valve
(S/N 11M1-9001 〜 9100) 115M62005
Parking brake solenoid valve
(S/N 11M1-9101 〜 )
62-51
115M62006
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Auto-brake (S/N 11M1-9001 〜 9100) Auto-brake applies the service brakes at a reduced pressure (2.1 〜 2.5MPa (21 〜 25kgf/cm2)) to prevent a sudden stop. This pressure provides smooth brake application. If the transmission is shifted between forward and reverse (or reverse to forward) when machine speed is above 12 km/hr. The auto-brake functions to protect the transmission. Auto-braking also occurs when machine speed reaches or exceeds a set limit. Auto-braking is actuated by a solenoid valve that engages the service brake. During auto-braking the transmission's forward/reverse clutches (L. H. R.) are disengaged and the transmission is placed in neutral until the set machine speed is reached.
Brake pedal
Accumulator
Auto brake solenoid valve
Reducing valve
From pilot pump (through unloader valve)
115E62017
Input side
T/M controller
Output side
Machine speed sensor
+24V LED (indication:BRK)
Auto brake monitor lamp, buzzer +24V
Machine speed sensor signal (LEDs)
Shift lever
Shift lever position signal (LEDs)
Auto brake solenoid valve
L
Forward/reverse clutch solenoid valve
H R
97ZA6235
Auto brake solenoid valve
115V62020
62-52
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Auto-brake (S/N 11M1-9101 〜 ) Auto-brake applies the service brakes at a reduced pressure (2.3 〜 MPa (23kgf/cm2)) to prevent a sudden stop. This pressure provides smooth brake application. If the transmission is shifted between forward and reverse (or reverse to forward) when machine speed is above 12 km/hr. The auto-brake functions to protect the transmission. Auto-braking also occurs when machine speed reaches or exceeds a set limit. Auto-braking is actuated by a solenoid valve that engages the service brake. When the auto brake solenoid valve is energized by the signal from the controller, hydraulic oil flows to the check valve through the unloader valve and the brake valve pilot port. Then it operates the piston in the brake valve. High oil pressure from the unloader valve and the accumulator flows to the service brake through the brake valve and the auto adjuster valve, and operates the service brake pistons in proportion to the movement of the brake pedal. At this moment, LED BRK lights and the monitor lamp in the instrument panel goes on also the buzzer sounds. During auto-braking the transmission's forward/reverse clutches (L. H. R.) are disengaged and the transmission is placed in neutral until the set machine speed is reached. Input side
To service brake
To service brake Check valve
Brake valve
Brake valve
T/M controller
From unloader valve (From pump) Auto brake solenoid valve From pilot supply at accumulator at reducing valve
97J62015
Output side
Machine speed sensor
LED (indication:BRK)
Auto brake monitor lamp, buzzer +24V
Machine speed sensor signal (LEDs)
Shift lever
Shift lever position signal (LEDs)
Auto brake solenoid valve +24V
L
Forward/reverse clutch solenoid valve
H R
97ZA6235
62-53
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Auto brake solenoid valve
Rear axle
Auto-adjuster valve
Front axle
Brake valve
Brake valve Accumulator
From unloader valve Accumulator Auto brake solenoid valve
97J62016
62-54
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
When shifting between forward and reverse occurs above 12km/hr. When shifting between forward and reverse is attempted with the shift lever in the "A" position and machine speed is over 12km/h, the auto-braking solenoid valve is energized. The service brakes are applied until the machine speed is reduced to 10km/hr. Immediately upon auto-braking, the forward or reverse clutch's solenoid valve is de-energized and the transmission is placed in neutral. Also the auto-brake indicator light on the solenoid and on the monitor panel are turned on. An alarm buzzer in the cab is also turned on. The service brake continues to be applied until 2km/hr is reached. (draining time from service brake piston chamber is required.) When shifting between forward and reverse is done with the shift lever in other than the "A" position, auto-braking does not occur.
When machine speed is excessive
Operation chart (Example:Machine speed excessive in forward direction)
When the machine speed reaches or exceeds the set value, the service brake is applied as in the above case. When the machine speed drops below the specified value, the service brake is released. During service brake application, the transmission is placed in neutral.
F solenoid valve
Speed range
T/M in neutral
Machine speed
ON
ON
Set value
OFF
1st
About 13km/hr
8.1 mph
2nd
About 22km/hr
13.8 mph
3rd
About 36km/hr
22.5 mph
4th
About 36km/hr
22.5 mph
Speed clutch solenoid valve
ON
Brake solenoid valve OFF
Auto brake solenoid valve (+)
BLIND PLUG
Monitor lamp and buzzer
Service brake operating
Solenoid valve (with diode) Rating
DC24V
Coil resistance
Approx. 25 Ω
A B
P T
97ZA6233
62-55
Transmission Control Circuit and Monitor Circuit
115ZIV-3
ELECTRICAL 62
Warning for transmission controller failure Should the transmission controller stop working due to any of the following causes, a dash mounted monitor lamp lights up to give warning. T/M controller failure monitor lamp (1) If a warning is given as a result of
self-diagnosis controller
of
the
transmission
Replacement of the transmission controller If the monitor lamp lights up under the conditions mentioned in (1) above, it is an indication that the
The transmission controller has a self-diagnosis function incorporated in it, and if the computer program becomes abnormal due to abuse or defect, a dangerous condition may occur, the monitor lamp lights up and all the outputs from the controller are turned OFF. In this case, the LEDs on the output circuit side of the controller will not be lit. Some input LEDs may still be operating (ON). (2) If the circuit protector (CP) is turned
OFF
transmission controller's program has malfunctioned and the transmission controller assembly must be replaced. If the monitor lamp lights up under the conditions mentioned in (2) above, the cause is NOT the transmission controller. Once the cause is removed, the controller may be reset and continue to be used. To reset simply turn the circuit protector switch to
If the circuit protector is automatically turned OFF due to a short circuit, etc, in the output circuit, the monitor lamp lights up and all the outputs from the controller are turned OFF. In this case, the none of the LEDs on the controller will be lit.
"ON".
Emergency movement If the controller fails, or if the electric system malfunctions, the emergency movement function can be used as follows. (1) Parking brake manual release Start the engine to accumulate the pressure in the accumulator. Push and turn clockwise the manual operation knob of the parking brake solenoid valve. Remove the pin connecting the parking brake cylinder and the brake lever. Parking brake cylinder
Remove this pin
Brake drum 115M62007
62-56
WARNING Sudden accidental movement of the machine could result in serious injury or death. Before manually releasing the parking solenoid: Lower the boom and attachment to the ground. Place chocks on both sides of the tires. Be sure the machine is in neutral and start the engine to accumulate the pressure in the accumulator. After that, stop the engine.
Monitor Circuit
115ZIV-3
ELECTRICAL 62
Monitor Circuit Monitor During operation, if a problem of a unit is detected, the monitor lamp will light to inform the operator. For some problems, the buzzer will also sound, and the centralized alarm lamp will also flash. No.
Item to be monitored
1
Controller
Monitor lamp
When turning the starter key to "ON" position, all the monitor lamps turn on for 3 seconds, it shows that those lamps are normal (not burnt out).
Operation condition
Buzzer
Lamp test
Remarks
Defective controller CPU Brake oil pressure difference between front and rear 2 1.5±0.3MPa (15±3kgf/cm )
2
Brake oil pressure
3
Engine oil pressure
4
Engine water temperature
101±2 ° C (214±3.6 ° F) or more
5
Torque converter (transmission) temperature
120±5 ° C (248±9 ° F) or more
6
Clogged air cleaner
Filter resistance : 635±58mmAq or more
7
Charging condition
Defective charging system
8
Clogged transmission oil filter
C Pressure difference at 50±2 ° (122±4 ° F ) or more 0.3 ± 0.03MPa 2 3.15±0.28kgf/cm ) or more
9
Steering oil pressure
When operates steering under the steering pressure less than 2 0.4MPa (4kgf/cm )
10
Engine water level
When E/G water level drops
11
Auto brake operation
When auto-brake works
12
Centralized alarm
For items 1 〜 6, 8 〜 9
Unloader valve accumulator port oil pressure 3.9±0.3MPa (40± 2 3kgf/cm ) or less While engine running 147± 2 10kPa (1.5±0.1kgf/cm ) or less
62-57
Flashing type
Monitor Circuit
115ZIV-3
Monitor controller There are various IC's inside the controller. The IC's have programs for various functions described later.
IMPORTANT If the controller malfunctions, be sure to replace the controller assembly. Do not replace or repair any parts.
Connector Connector pin layout F9
F0
*The couplers shown are for controller side.
Connector (F9) (Input) No. Symbol 1
Signal
115M62008
Connector (F0) (Output) No. Symbol
Signal
EA
9Alternator voltage
2
ES
Steering oil press. sw.
2
W
Centralized alarm sw.
3
1/8
Fuel level (1/8)
3
1/8
Fuel level lamp (1/8)
4
1/2
Fuel level (1/2)
4
1/2
Fuel level lamp (1/2)
5
F
Fuel level lamp (F) T/M oil filter alarm lamp
5 6
TF
7 8
1
T/M oil filter sw.
6
WT
E/G water temp. sw.
7
TF
EP
E/G oil press. sw.
8
WT
Water temp. alarm lamp
9
BD
Brake press. diff. sw.
9
EP
E/G oil press. alarm lamp
10
P
Parking sw.
10
B
Brake oil press. alarm lamp
11
11
12
+
+24V
13
+
+24V
12
14 15 16
E
Fuel level (E)
13
BZ
Buzzer
14
E
Fuel level lamp (E)
15
1/4
Fuel level lamp (1/4)
16
3/4
Fuel level lamp (3/4) Emergency steering lamp
17
1/4
Fuel level (1/4)
17
ES
18
3/4
Fuel level (3/4)
18
WL
E/G water level alarm lamp
19
WL
E/G water level sw.
19
AC
Air cleaner alarm lamp
20
AC
Air cleaner sensor
20
TT
T/M oil temp. alarm lamp
21
TT
T/M oil temp. sw.
21
BM
Brake oil press. (Main) sw.
25
-
GND (-)
26
-
GND (-)
22 23
22
24
-
62-58
ELECTRICAL 62
Monitor Circuit
115ZIV-3
ELECTRICAL 62
ACC'
E
PARKING SOLENOID
CP 10A
(Lg) F13
(L)
ACC'
CENTRALIZED ALARM LAMP
(GO)
(GyB)
PARKING SWITCH
M O N I T O R
(SbY)
(Gy)
Monitor lamp at instrument panel
SbY BRAKE OIL PRESS. (MAIN) GyW BRAKE OIL PRESS. (DIFF)
Gy E/G OIL PRESSURE GyG
(GyG)
E/G WATER TEMP
C O N T R O L L E R
(GyL)
(LgL)
(SbO)
(Sb)
LgBr
GyL T/M OIL TEMP LgL AIR CLEANER SbO T/M OIL FILTER Sb WATER LEVEL
WL ALTERNATOR TERMINAL N
FUEL LEVEL SENSOR YR
(YR) F
3/4 YB
(YB) 3/4
Fuel level indication lamp
1/2 YL
(YL) 1/2
1/4
Fuel level
YBr
(YBr) 1/4
1/8 YG
(YG) E
EMPTY
(Y) D
(R)
R
E
115E62018
62-59
Monitor Circuit
115ZIV-3
ELECTRICAL 62
Monitor sensor Brake oil pressure alarm switch (Differential pressure between front wheel and rear wheel)
Set value
Pressure difference 1.5±0.3MPa 2 (15±3kg/cm ) or more
No continuity established across terminal and body.
(S/N 11M1-9001 〜 9100)
115M62009
RELIEF VALVE
Brake oil pressure alarm switch (S/N 11M1-9001 〜 9100) (Unloader valve accumulator port pressure)
Set value
4.0±0.3MPa 2 (40±3kgf/cm ) or less
Continuity established across terminal and body.
UNLOADER VALVE
115M62010
VALVE UNIT
(S/N 11M1-9101 〜 ) RELIF VALVE
UNLOADER VALVE
115M62011
Air cleaner clogging alarm sensor Air filter clogging alarm sensor Set value
635±58mmAp or less
Continuity established across terminal and body.
115V62027
62-60
115ZIV-3
ELECTRICAL 62
Torque converter
T/M oil filter clogging alarm switch Set value
0.3MPa 2 (3.15±0.28kgf/cm )or more
Continuity established across terminal and body.
115V62028
E/G coolant temp. alarm switch
E/G coolant level alarm switch
E/G coolant temp. sensor
Radiator
E/G oil pressure sensor Air cleaner clogging alarm sensor E/G oil pressure alarm switch
E/G rev. switch
Engine
Transmission
T/M oil temp. sensor T/M oil temp. alarm switch Torque converter
115M62012
T/M oil temp. switch
Engine oil pressure alarm switch 0.15±0.01MPa 2 (1.5±0.1kgf/cm ) or less Continuity established across terminals C and NC.
Set value
Engine water temperature alarm switch 101±2 ° C (over heat) Set (214±36 ° F) or more value 5±3 ° C (cold start) (41±37 ° F) Continuity established across terminals C and NO.
T/M oil temperature alarm switch Set value
120±5 ° C (248±9 ° F) or more
Continuity established across terminal and body.
Engine coolant level alarm switch Set value
Less than specified value
No continuity established across terminal and body.
62-61
T/M oil temperature switch Set value
50±2 ° C (122±4 ° F) or more
Continuity established across terminal and body.
Instrument Panel
115ZIV-3
ELECTRICAL 62
Instrument Panel 23
16
18
11
17
19
10
12
20
13
22
24
26
1 2 AUTO
N
P
Ｆ
4 3 2 1
x100r/min
Ｅ
4 5 6 7 8 9
28
1. 2. 4. 5. 6.
27
Transmission control alarm Brake oil pressure alarm Engine oil pressure alarm Engine water temperature alarm Transmission (T/C) oil temperature alarm 7. Air cleaner clogging alarm 8. Low alternator charging alarm 9. Transmission oil filter clogging alarm 10. Centralized alarm 11. Parking brake indicator lamp 12. Auto-brake indicator lamp 13. Transmission cut-off lamp
21
14
115M62013
25
14. Work lamp 16. Transmission neutral indicator lamp 17. Automatic shift 18. Winker (left) 19. Head light (high-beam) 20. Winker (right) 21. Transmission shift position 22. Hour meter 23. Tachometer 24. Engine water temperature gauge 25. Torque converter oil temperature gauge 26. Fuel level gauge 27. Steering hydraulic warning lamps 28. Engine coolant level alarm
62-62
Instrument Panel
115ZIV-3
ELECTRICAL 62
Rear surface of instrument panel
Hour meter
E/G water temperature
T/M oil temperate
Layout of connector pins (Instrument panel side)
Pin No.
CN3(28P)
CN1(8P)
CN2(20P)
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16 17 18 19 20 22 23 24 25 26 27 28
Signal
Lamp No.
Pin No.
L9
21
29 30 31 32 33 34 41 42 43 44 35 36 37 38 39 40 49 50
Signal
1
T/M oil filter clogging alarm
2
Air cleaner clogging alarm
L7
22
3
T/C (T/M) oil temperature alarm
L6
23
Fuel level lamp (F)
4
Engine water temperature alarm
L5
24
5
Engine oil pressure alarm
L4
25
6
Lamp No.
CN4(2P) 46 47 48 53 54 55 56
58 57
Pin No.
97ZA6239
Signal
41
AUTO lamp
L20
42
Auto brake
L16
43
Tacho. sensor ( + )
Fuel level lamp (3/4)
44
Tacho. sensor (-)
Fuel level lamp (1/2)
45
L3
26
Fuel level lamp (1/4)
46
7
Brake oil pressure alarm
L2
27
Fuel level lamp (E)
47
8
Controller failure alarm
L1
28
GND(-)
48
29
+24V Power supply
Transmission cut-off lamp
Work lamp
L18 L14
9
+24V Power supply
49
Centralized alarm lamp
Emergency steering
L22
30
50
GND(-)
11
Dynamic damper (OPT)
L23
31
51
12
Parking lamp
L25
32
52
13
Engine coolant level alarm
L24
33
14
Working lamp
L26
34
Neutral
15
Centralized alarm lamp
L27
35
16
Engine water temperature
36
17
T/C (T/M) oil temperature gauge
L17 L19
10
18
Lamp No.
53
High-beam lamp
L12
54
Winker (left) lamp
L13
+24V Power supply
55
Winker (right) lamp
L11
1st speed indication
56
L21
37
2nd speed indication
57
Hour meter (-)
38
3rd speed indication
58
Hour meter ( + )
19
Instrument panel illumination
L10
39
4th speed indication
20
Charge lamp
L8
40
Parking brake lamp
62-63
L15
Instrument Panel
115ZIV-3
ELECTRICAL 62
Gauge circuit Sensors respectively detect the temperature, pressure, and fuel level, and then convert them into electric signals. The signals are transmitted to the corresponding gauges that indicate the transmitted values.
Sensor
Resistance between gauge terminals ( Ω )
Gauge
Between S and E
110
Between S and V
110
Between E and V
150
Engine water temperature
67 ° C (153 ° F)
Power supply
S
Grounding
24V E
V
15V
Viewed from rear of instrument panel
T/C .T/M oil temperature
50 ° C (122 ° F)
102 ° C (215 ° F)
5K (71psi)
E
F
8K (114psi)
120 ° C (248 ° F)
Indication
White
Red
Red
White
Temperature sensor (For engine water temperature and torque converter oil temperature)
62-64
White
Red
White
Instrument Panel
115ZIV-3 Terminal
Temperature detection part
Temperature of detection part ( ° C) Resistance ( Ω ) between terminal and body
60 80 100 120 〔 140 ° 〔 176 ° 〔 212 ° 〔 248 ° 56.3
29.5
16.5
10
62-65
ELECTRICAL 62
Instrument Panel
115ZIV-3
ELECTRICAL 62
Tachometer circuit Tachometer sensor The sensor is installed on the fuel injection pump and is transmitting the pulse in proportion to the engine revolution. Output pulse : 16 pulse/1 rev. sensor 0.3V Output voltage : 0.3V/21min-1 Tachometer The pointer of a tachometer is moved in proportion to the input frequency.
Tacho. sensor
-1
Input frequency (Hz)
Indicated revolution (min )
66.67
500 ± 50
200
1500 ± 45
333.33
2500 ± 125
115M62014
Indication lamp +24V
Fuel gauge circuit
Level sensor Monitor controller F
The level sensor installed in the fuel tank has five float switches. The float switch is turned to "ON" when the fuel level reaches the set level. The signal from the float switch is transmitted to the fuel gauge on the instrument panel through the monitor controller, and then the corresponding lamp of the fuel gauge is turned to "ON".
: ON
E
Indication lamp : OFF
1/4 1/2 3/4
: ON
F
E
1/2 1/4 E Ground
Fuel level sensor
Relations between float switch and indication lamp Float switch
3/4
: Blink : OFF
1/4 1/2 3/4
F float switch (5-positions)
Actual fuel level
F or more F 〜 3/4
Unused
3/4 〜 1/2
(Brawn)1/2
1/2 〜 1/4
(White)F
1/4 〜 E
(Green)E
E or less
Unused
Other than the above patterns
(Yellow)1/4 (Blue)3/4 View from
97ZA6240
62-66
Electric Detent Circuit
115ZIV-3
ELECTRICAL 62
Electric Detent Circuit Bucket positioner After dumping, if the control lever is set to the "roll-back" position, the control lever will be held at that position until the bucket is tilted to the set angle. This is because the detent magnet in the pilot valve is energized so that the holding plate connected to the spool is held by magnetic force. When the bucket is positioned at the set angle, the rod will retract from the proximity switch. The proximity switch, therefore, is turned off, and the coil of the pilot valve is de-energized and demagnetized. The control lever is automatically returned to the neutral position by the spring. As a result, the bucket is set to the selected digging angle automatically.
Detent magnet
Multiple control valve Bucket positioner
Adjusting rod
5±2
Boom kick-out unit While the boom is being raised, the control lever is held at the "raise" position. When the boom is raised to the set height, the boom kick-out unit automatically returns the control lever to the "neutral" position. The detent functions and the units are the same way as those of the bucket positioner.
Bucket cylinder Proximity switch
Connector
Kick-out unit Adjusting plate
Connector 5±2
Float When the control lever is set to the "float" position, the control lever will be held at the "float" position. For the "float" position, manually reset the control lever. The float magnet is energized whenever the starter switch is "ON".
Switch main circuit
Boom 70V62005
+24V
Proximity switch LED
Proximity switch
R
1
Detent coil inside pilot valve
W 2 B 3
Sensor section
+24V Operation indicator lamp(LED)
2 3
27 Object to be detected
1
5 + 2mm
Adjusting clearance Adjust the clearance between the sensor and the adjusting rod or adjusting plate to 5±2mm. In this condition, the operation indicator lamp (LED) is on, and the circuit between switches (2)-(3) in on.
62-67
Electric Detent Circuit
115ZIV-3
ELECTRICAL 62
Pilot valve For bucket control
Neutral Roll back
1 Dump For bucket control
For boom control
8 2
3
T
4
To tank port
5 6
P 7
From pump port
85W4211
To MCV oil packs 115M62015
View from the rear
For boom control
Raise
Neutral
Down
Float
To tank port 85W4219
62-68
1. Lever 2. Disc 3. Push rod 4. Spring seat 5. Spring for secondary pressure 6. Return spring 7. Spool 8. Detent magnet solenoid
Emergency Steering Circuit
115ZIV-3
ELECTRICAL 62
Emergency Steering Circuit Electrical Wiring Diagram
In operation stand
Monitor controller Input
Output
26 pole
22 pole Pressure switch (relief valve)
Pressure switch (pump)
Electrical Connection & Hydraulic Diagram
Orbitrol Battery
Battery relay
Pressure switch (relief valve)
Starter switch Monitor controller
Relief valve unit Pressure switch (pump)
Pilot
Steering
Steering valve
62-69
Cautions Regarding Elec. Circuit Check
115ZIV-3
ELECTRICAL 62
Cautions Regarding Electric Circuit Check Before checking the electric units, observe the following cautions: Before disconnecting or reinstalling the connector, be sure to turn the power off (turn the starter switch to OFF).
To disconnect a connector, firmly grab the connector, and press and hold the stopper claw. While holding down the claw, pull out the connector in the straight direction. Do not pull the electric cable or wires. They may be damaged. Do not twist the connector or the female terminal cover may be damaged to cause poor contact.
Removing square connector
When reconnecting, insert it until the stopper claw clicks. If the connector is not completely connected, it may cause poor contact.
Note : In corrosive environments (such as salt air, phosphate plants, or fertilizers) the square type connectors will require special coatings to prevent or minimize electrical problems. Use only an approved sealant like Dow Corning 738 or Loctite "Ultra Blue". Othersilcone sealants may contain acetic acid which may corrode the wiring. (Hint:If the silicon has a vinegar type odor it has acetic acid and should not be used.)
Removing waterproof round connector
Inserting square connector
62-70
Inserting waterproof round connector
Cautions Regarding Elec.Circuit Check
115ZIV-3
ELECTRICAL 62
When checking the conductivity or the voltage, follow the procedure below: Insert the probes for the tester to the wire side of the connector. Do not insert the probes into the open side of the connector. The damaged connector may cause poor contact.
Waterproof round connector For the waterproof round connector, do not attach the probes of the tester to the wire side because the wire side is waterproofed. Attach the probes to the open connector side.
How to attach the probes of the circuit tester to the square connector.
Do not force the probes into the
female side. The damaged connector may cause poor contact.
How to attach the probes of the circuit tester to the waterproof round connector.
62-71
Flow Chart for Troubleshooting
115ZIV-3
ELECTRICAL 62
Flow Chart for Troubleshooting of Electrical Transmission Control System For a problem regarding transmission control, check the electric control system first, and then check the mechanical system.
To check the electric control system, determine the cause of the problem while referring to the flow chart below, and then solve the problem.
Standard troubleshooting flowchart Cause of problem Is the "controller failure" monitor lamp on ?
On
The transmission controller failure. If the circuit protector in the controller is Off, the power supply or output circuit is shortcircuited. Check for damaged solenoid coils or their wiring.
Off
Check the other monitor lamps.
Normal
Abnormal
* Check that the monitor lamps are properly turned on and off according to operation of the respective unit, such as shift lever and parking switch.
Check the on/off statuses of the transmission controller LED indicators.
Normal
Check operation of the output circuit and output units.
No problem
Check mechanical operation of the output units.
The input circuit or one of the input units is defective.
Abnormal
The input circuit or one of the input units is defective. The transmission controller is defective. (The defective controller judgment standard is described on the next page)
* Refer to the table, "On/Off Statuses of Transmission Controller LED Indicator"
Problem detected (disconnection, etc,)
The output circuit or one of the output units is defective.
* Measure the resistance of the output circuit and output units (solenoid valve, etc.) while operating the input units.
Problem detected
An output unit is defective.
* Disassemble the output units No problem
(solenoid valve, etc.), and check them for sticking.
Check the driveline and the transmission for mechanical problems.
62-72
Judgment of Abnormal T/M Controller
115ZIV-3
ELECTRICAL 62
Judgment of Transmission Controller Abnormal Operation To judge whether the transmission controller operates properly, follow the procedure below:
1.When the "controller failure" monitor lamp lights:
Circuit protector
Under that condition, check the position of the circuit protector switch (on or off). (After turning the starter switch to the OFF position, turn on the circuit protector switch.)
Judgment for controller
Cause
Solution Check the power supply and output circuits Replace the transmission controller assembly
OFF
Normal
Power supply or output circuit shortcircuited
ON
Abnormal
Defective transmission controller (IC self-diagnosis)
2.When the output units (solenoid valve, etc.) do not operate properly:
Remove connectors (D6, D9) from the output side. Operate the shift lever, parking switch, etc., and check the on/off statuses of the transmission controller LED indicator.
ON/OFF status of LED Judgment for controller Input side
Output side
No LED
No LED
Cause Defective input unit or circuit
Check the input units and the circuit
Defective output unit
Check the output units and the circuit Replace the transmission controller assembly
Normal Normal LED
Normal LED
Normal LED
No LED
Abnormal
Solution
Defective transmission controller
Checking transmission controller If the input units or circuit are not defective, there is a strong possibility that the transmission controller is defective. To check the transmission controller, directly input the input signal, and then check the on/off statuses of the transmission controller LED indicator. If a LED indicator is not on, judge that the transmission controller is defective. Replace it. 1. Set-up Remove all the controller connectors, and then supply power to connector D5 (terminal 20: +24V/ LED Terminal 9 or 17:Grounding). 2. Directly inputting input signal Shortcircuit (connect) the terminals of connector D5 using the probes of the tester or a jumper wire. Terminals to be connected
Inlet LED
F
15-17
F
R
5-17
R
1
4-17
1
2
12-17
2
3
11-17
3
A
Comparable Shift lever position
Input signal
10-17
A
Parking
13-17
P
Inching
1-17
I
D5
D6
D9
115M62016
Note: The couplers shown ate for controller side.
62-73
On/Off Statuses of T/M Controller LED
115ZIV-3
ELECTRICAL 62
On/Off Statuses of Transmission Controller LED Indicator (S/N 11M1-9001〜9150) The transmission controller LED indicator should be on as shown below if the transmission controller is operating normally and inputs are correct.
In running status
Output side LED window
Input side LED window
speed)
F
Shift lever position F
R
Shift lever position R
1
Shift lever position 1
2
Shift lever position 2
3
Shift lever position 3
A
Shift lever position A
M
Automatic shift cancel
S
Shift switch ON
P
Parking switch OFF (running status)
I
Inching switch ON
F
R
R
R
R
F
R F1 F2 F
F
1
2
3
A
1
2
3
A
4
3
F2 R2
2
2
Indicates in character according to the Engine revolution. Indicates in character according to the Machine speed.
T/Mcontroller (whenworkingproperly:ON) Back up relay ON
DC
Modulator valve 2 ON
L
Low clutch sol. valve ON
H
High clutch sol. valve ON
R
Reverce clutch sol. valve ON
BZ
Buzzer
N
Neutral relay ON
1st clutch sol. valve ON
2
2nd clutch sol. valve ON
3
3rd clutch sol. valve ON
F1
R1
LEDON:Duringclutchchangeonly
BRK Auto brake sol. valve ON 1
F2 F2 R2 R2
◎
Engine revolution X
Remarks
LED ON:In running status
Machine speed
RR
shifting
F
Backward
QUAD switch
During auto-braking
F
Forward
Inching
F
Normal running ("A" shows automatic shift position)
Speed change
(depending on machine
cancel
Related LED on
Automatic shift
LED on
Shift lever Machine condition position
Only the LED's related to the transmission circuit are shown.
62-74
On/Off Statuses of T/M Controller LED
115ZIV-3
Input side LED window
Circuit protector on when controller failure alarm is on
Emergency
Circuit protector OFF
Usual parking Neutral
Related LED on (depending on input switch position)
Other than neutral
LED on
Shift lever Machine condition position
In parking status (during engine operation)
◎
◎
Shift lever position R
◎
◎
Shift lever position 1
◎ ◎
◎
2
Shift lever position 2
◎ ◎
◎
3
Shift lever position 3
◎ ◎
◎
◎ ◎
◎
F
Shift lever position F
R 1
A
Shift lever position A
M
Automatic shift cancel
S
Shift switch ON
P
Parking switch OFF (running status)
I
Inching switch ON Machine speed
Output side LED window
Engine revolution
(
Related character:ON
X
T/M controller (when working properly:ON)
RR
Back up relay ON
DC
Modulator valve 2 ON
L
Low clutch sol. valve ON
◎
H
High clutch sol. valve ON
◎
R
Reverce clutch sol. valve ON
◎
BZ
Buzzer
N
Neutral relay ON
(◎)
◎
◎
◎
BRK Auto brake sol. valve ON 1
1st clutch sol. valve ON
◎ ◎
2
2nd clutch sol. valve ON
◎ ◎
3
3rd clutch sol. valve ON
◎ ◎
) : LED ON only shift lever in reverse position
62-75
ELECTRICAL 62
On/Off Statuses of T/M Controller LED
115ZIV-3
ELECTRICAL 62
On/Off Statuses of Transmission Controller LED Indicators (S/N 11M1-9151〜) The transmission controller LED indicator should be on as shown below if the transmission controller is operating normally and inputs are correct.
In running status
Output side LED window
Input side LED window
speed)
F
Shift lever position F
R
Shift lever position R
1
Shift lever position 1
2
Shift lever position 2
3
Shift lever position 3
A
Shift lever position A
M
Automatic shift cancel
S
Shift switch ON
P
Parking switch OFF (running status)
I
Inching switch ON
F
F
F
F
R
R
R
R
F
1
2
3
A
1
2
3
A
4
F 2
Indicates in character according to the Engine revolution.
Engine revolution
Indicates in character according to the Machine speed.
X
T/Mcontroller (whenworkingproperly:ON) Back up relay ON
DC
Modulator valve 2 ON
L
Low clutch sol. valve ON
H
High clutch sol. valve ON
R
Reverce clutch sol. valve ON
BZ
Buzzer
N
Neutral relay ON
1st clutch sol. valve ON
2
2nd clutch sol. valve ON
3
3rd clutch sol. valve ON
F2 F2 R2 R2 F1
R1
LEDON:Duringclutchchangeonly
BRK Auto brake sol. valve ON 1
Remarks
LED ON:In running status
Machine speed
RR
shifting
Inching
R F1 F2 F F2 R2 2 3
QUAD switch
Backward
During auto-braking
Forward
Speed change
(depending on machine
Normal running ("A" shows automatic shift position)
cancel
Related LED on
Automatic shift
LED on
Shift lever Machine condition position
Only the LED's related to the transmission circuit are shown.
62-76
On/Off Statuses of T/M Controller LED
115ZIV-3
Input side LED window
F
Shift lever position F
R
Shift lever position R
1
Shift lever position 1
2
Shift lever position 2
3
Shift lever position 3
A
Shift lever position A
M
Automatic shift cancel
S
Shift switch ON
P
Parking switch OFF (running status)
I
Inching switch ON
Circuit protector on when controller failure alarm is on
Circuit protector OFF
Emergency
Usual parking Neutral
Related LED on (depending on input switch position)
Other than neutral
LED on
Shift lever Machine condition position
In parking status (during engine operation)
Machine speed
Output side LED window
Engine revolution
(
X
T/M controller (when working properly:ON)
RR
Back up relay ON
DC
Modulator valve 2 ON
L
Low clutch sol. valve ON
H
High clutch sol. valve ON
R
Reverce clutch sol. valve ON
BZ
Buzzer
N
Neutral relay ON
Related character:ON
(
)
BRK Auto brake sol. valve ON 1
1st clutch sol. valve ON
2
2nd clutch sol. valve ON
3
3rd clutch sol. valve ON
) : LED ON only shift lever in reverse position
62-77
ELECTRICAL 62
Function of Diagnostic T/M Controller
115ZIV-3
ELECTRICAL 62
Function of Diagnostic System for Electrical Transmission Controller Starter SW ON
(engine OFF)
EPROM Program Date: [Year] [Month] [Day] one second each (Ex.) 97 11 17
Date indication (3 seconds)
95V62049
ON (Momentary ON)
Diagnostic SW
OFF Current condition
Abnormal
Normal M/C speed indication E/G speed
T/M control warning lamp ON
Failure code for current failure flashes on and off
Failure history indication Failure code flashes on every 2 seconds
Reset SW
3 seconds ON: Release switch to the "off" position when the screen goes blank. (Timing is critical.)
Failure history memorized is deleted completely. (Buzzer sounds 0.5 second)
62-78
If more than one failure code is in memory the newest failure code will be desplayed first. After 2 seconds the next failure code will be displayed. If no failure codes are memorized "FF" is displayed for 2 seconds.
Function of Diagnostic System for Electrical Transmission 115ZIV-3 Controller
ELECTRICAL 62
Failure Code(T/M controller) Code
Failure
11
Shift lever F and R contacts ON at the
Detection condition In case the failure continues for more than 3 seconds
same time 12
Shift lever all 1/2/3/4 contacts ON at
The same as the above
the same time 13
Shift lever 1/2/3 contacts ON at the
The same as the above
same time 14
Shift lever 1/2/4 contacts ON at the
The same as the above
same time 15
Shift lever 1/3/4 contacts ON at the
The same as the above
same time 16
Shift lever 2/3/4 contacts ON at the
The same as the above
same time 17
Shift lever 1/2 contacts ON at the
The same as the above
same time 18
Shift lever 1/3 contacts ON at the
The same as the above
same time 19
Shift lever 1/4 contacts ON at the
The same as the above
same time 20
Shift lever 2/3 contacts ON at the
The same as the above
same time 21
Shift lever 2/4 contacts ON at the
The same as the above
same time 22
Shift lever 3/4 contacts ON at the
The same as the above
same time 23
Shift lever all 1/2/3/4 contacts OFF
In case all 1/2/3/4 signal OFF continues for more than 3 seconds
25
Power up switch malfunction
In case the switch is ON for more than 10 seconds
26
Inching switch malfunction
In case the switch is ON for more than 3 minutes
62-79
Function of Diagnosticfor T/M Controller
Code
115ZIV-3
Failure
ELECTRICAL 62
Detection condition In case the failure continues for more than 1 second
51
1st solenoid coil or wiring circuit is open or disconnected 2nd solenoid coil or wiring circuit is open or disconnected
The same as the above
52
3rd solenoid coil or wiring circuit is open or disconnected
The same as the above
53
H solenoid coil or wiring circuit is open or disconnected
The same as the above
54
L solenoid coil or wiring circuit is open or disconnected
The same as the above
55
R solenoid coil or wiring circuit is open or disconnected
The same as the above
56
The same as the above
57
Modulator valve(2)solenoid coil or wiring circuit is open or disconnected
The same as the above
58
Auto-brake solenoid coil or wiring circuit is open or disconnected
Modulator valve(1)solenoid coil or wiring circuit is open or disconnected
In case the current value less than 5 mA continues for more than 10 seconds
59
Pressure difference sensor malfunction(1) The problem may be an electrical malfunction of the sensor or wiring. The problem may be a mechanical malfunction(sticking)of the switch.
E/G revolution is more than 1500 min-1 and the shift lever is changed more than 10 times, however the sensor voltage never reaches more than 2V
Pressure difference sensor malfunction(2) The problem is probably a mechanical malfunction(sticking)of the switch.
In case the signal voltage is more than 3V and it continues for more than 10 seconds
E/G speed sensor malfunction
In case the E/G revolution detection value is more than 3000 min-1
Machine speed sensor malfunction
In case all the machine speed detection value is more than 50 km/h (31 mph)
EPROM write frequency limitation
In case the write frequency is more than 80 thousands
60
61
71
72
E1 FF
No failure record memorized
62-80
Function of Diagnosticfor T/M Controller
115ZIV-3
Diagnostic (Transmission Controller) 1. Failure code indication for current failure: If more than one failure code is stored in memory the newest one is displayed first. To review older failure codes switch ON the diagnostic switch. 2. Shift lever failure detection codes (codes 11〜 23): Codes 11 〜 22 indicate a short circuit in either the shift lever or the wiring. Code 23 indicates an open circuit in the shift lever or a broken wire. The machine may operate normally in all but one speed. 3. Power up switch malfunction code (code 25): Normally the switch is not pushed for more than 10 seconds. If the switch stays ON (contacts closed) for more than 10 seconds the controller considers it to be a short circuit in the switch or its wiring. 4. Inching (declutch) switch malfunction code (code 26): When using the inching (also called declutch or clutch-cutout) switch it is normal for it to be ON (contacts closed) while the left brake pedal is depressed. However, if the switch remains ON for more than 3 minutes the controller considers that there is a short in the switch or its wiring. Should the operator keep the pedal depressed more than 3 minutes the malfunction code will be stored in the controller but the machine will continue to operate normally. 5. Solenoid open circuit codes (codes 51〜 58): If the transmission solenoid coil is internally open, has high resistance (more than 35 Ω ), or a broken wire between the controller and the solenoid coil. The machine will not move in the gear that has the open circuit (malfunction codes 51 〜 56). The symptom may be the same as 2 above. Read the malfunction code to determine which malfunction has actually occurred. If the modulator valve 2 (MV2) is disconnected (malfunction code 57) harsh shifting will occur. If the Auto-brake solenoid coil is defective or disconnected the auto-brake feature will not work. 6. Modulator Valve 1 (MV1)open circuit codes(codes 59): The normal current value is about 450 milli-Amps (mA) through MV1 coil. When the current value through the MV1 coil is less than 5 mA for more than 10 seconds the controller senses an open circuit in the coil or its wiring. In this case the transmission pressure will be very low and may not move. 7. Pressure differential sensor malfunction #1(code 60)
ELECTRICAL 62
When this code is indicated the sensor itself is defective. However, the internal spool may be stuck rather than an electrical defect. 8. Pressure differential sensor malfunction #2 (code 61): This code indicates the signal from the sensor is not correct. While the sensor may be electrically or mechanically (stuck spool) defective there is the possibility that internal leakage in the clutch pack seal (s). Replacement of the sensor will not correct the problem if the seal is defective. 9. Engine speed sensor malfunction (code 71): This code occurs when the signal from the engine -1 speed sensor is extremely high (over 3,000 min ). While this could occur from an engine over speed situation it can also occur from electronic "noise" from other sources. Be sure the wiring from the sensor to the controller is twisted through the harness. Twisting the wire prevents it from acting like an antenna and picking up the electronic noise generated from other sources. Note: If the speed sensor is defective or disconnected no LED characters will be displayed when the engine is running (refer to the controller display). 10. Machine speed sensor malfunction (code 72): This code occurs when the signal from the engine speed sensor is extremely high(over 50km/H. While this could occur from an engine over speed situation it can also occur from electronic "noise" from other sources. Be sure the wiring from the sensor to the controller is twisted through the harness. Twisting the wire prevents it from acting like an antenna and picking up the electronic noise generated from other sources. Note: If the speed sensor is defective or disconnected no LED characters will be displayed when the engine is running(refer to the controller display). 11. EPROM write frequency limitation(code E1): The EPROM is designed to have enough capacity to outlast the life of the machine and should never be displayed.
62-81
Function of Diagnosticfor T/M Controller
115ZIV-3
12. No malfunction code recorded (code FF): If the diagnostic switch is installed and pressed and there are no malfunction codes stored in memory the display will be show "FF". If the machine will not move and "FF" is displayed check the input LED's to be sure there are no open circuit from the lever. Open circuits (except code 23 which is for speed circuits [1, 2, 3, A] only) from the shift lever will not be stored in memory.
62-82
ELECTRICAL 62
Function of Diagnostic Monitor
115ZIV-3
ELECTRICAL 62
Function of Diagnostic System for Monitor Controller Starter SW ON
Current condition
(engine OFF)
Abnormal
Normal
Diagnostic SW
Warning lamp ON
2 seconds ON: Release switch to the "off" position when the screen goes blank. (Timing is critical.)
Failure history indication Warning lamp flashes on and off every 3 seconds.
Reset SW
3 seconds ON: Release switch to the "off" position when the screen goes blank. (Timing is critical.)
Failure history memorized is deleted completely.. (Buzzer sounds 2 seconds)
62-83
If more than one failure code is memorized, the newer failure code will flash first. In case no failure code is memorized, all warning lamps come on for 1.5 seconds.
WarningLamps LampsChecked checked by Diagnostic diagnostic Circuit Warning Circuit
115ZIV-3
ELECTRICAL 62
Warning Lamps Checked by Diagnostic Circuit Fuel level
Brake press Accumulator Differential AUTO
N
x100r/min
P
Ｆ
4 3 2 1
Ｅ
E/G oil press E/G coolant temp T/C oil temp
Air cleaner
T/M oil filter bypass Coolant level
115E62022
62-84
WarningLamps LampsChecked checked by Diagnostic diagnostic Circuit Warning Circuit
115ZIV-3
ELECTRICAL 62
Failure record memory A. Warning monitor control (1)Check before operation(E/G oil level, E/G coolant level) After the warning lamp test during the engine remains stopped, if there is something abnormal for the engine oil level and/or engine coolant level this condition is memorized. (2)T/M oil temp E/G coolant temp Air cleaner T/M oil filter After the warning lamp test, if there is something abnormal for the T/M oil temp., E/G coolant temp., air cleaner and/or T/M oil filter, this condition is memorized. If these lamps flash when the diagnostic switch is used it indicates that the monitor has recorded at least one occurrence of excessive temperature or clogged filter. (3)E/G oil pressure After the warning lamp test, during the engine is running if there is something abnormal for the engine oil pressure this condition is memorized. If these lamps flash when the diagnostic switch is used it indicates that the monitor has recorded at least one occurrence of insufficient engine oil pressure. (4)Brake oil pressure (Brake oil accumulator pressure ・pressure difference) After the warning lamp test, if there is something abnormal for the brake oil accumulator pressure and/or the pressure difference between the front and rear brake circuit, this condition is memorized. If these lamps flash when the diagnostic switch is used it indicates that the monitor has recorded at least one occurrence of excessive brake oil pressure.
(5)Emergency steering After the warning lamp test, during the engine is running if there is something abnormal for the hydraulic pressure in the steering circuit, this condition is memorized. B. Fuel level After the warning lamp test, if the input signal remains abnormally more than 4 seconds, this condition is memorized.
62-85
Ｉ ｎｐｕ ｔ 1/8
1/4
1/2
Output 3/4
F
E 1
1/4
1/2
3/4
-
-
-
Except the above(Abnormal) Fuel level sensor switch
LED display on dash
: Input signal(No) : Input signal(Yes)
: On : Off 1 : On and off(flash)
:
:
F
WarningLamps LampsChecked checked by Diagnostic diagnostic Circuit Warning Circuit
115ZIV-3
Failure History Indication
ELECTRICAL 62
Note : 1)When
A. Failure history indication When the engine is stopped (starter switch ON) and the diagnostic switch is pushed for more than 2 seconds, all warning lamps and fuel level lamp come on 1.5 seconds. Then the most recently memorized failure warning lamp comes on first in order. The fuel level lamp comes on last. B. Failure history deletion When the engine is stopped (starter switch ON) and the reset switch is being pushed for more than 3 seconds, all failure history memorized is deleted completely. At that time the buzzer sounds 0.5 second.
the failure occurs for the brake accumulator oil pressure BP(A) and the pressure difference BP(D) at the same time, BP(A) is indicated prior to BP(D), then BP(D) is indicated. The lamp comes on and off 3 seconds for BP(A) failure, and 5 seconds for BP(D) failure. 2)When the warning lamp is flashing, if the diagnostic switch is being pushed for more than 2 seconds, the failure warning lamp starts to indicate from the 1st failure. 3)When the warning lamp is flashing, if the engine is started or the starter switch is turned OFF, the indication stops.
CAUTION When the engine is stopped (Starter switch ON) and the reset switch is being pushed for more than 3 seconds, both the failure history for the transmission controller and the monitor controller are deleted at the same time.
1. Diagnostic switch-Stater switch ON(E/G OFF) 2 sec
Diag・SW Newest failure
1 1.5 sec sec
Warning lamp 1
1.5 sec
Warning lamp 2
1.5 sec
Oldest Fuel level failure lamp Buzzer Finish
2. Reset switch-Stater switch ON(E/G OFF) 3 sec
Reset SW
0.5 sec
Buzzer
Failure history memorized is deleted completely
62-86
WarningLamps LampsChecked checked by Diagnostic diagnostic Circuit Warning Circuit
115ZIV-3
ELECTRICAL 62
Electrical Wiring Connection When performing the diagnostic procedure, connect the diagnostic switch coupler to the controller as shown below. 1. Necessary parts 1.Diagnostic switch assembly (A) Part Number : 35020-20510 Diagnostic sw Reset sw Harness assembly 2. Connection procedure
Diag.SW
Reset SW OFF
ON OFF
(A) ON
G
R
Y
B
B Y
R
Y
R B
115M62017
T/M Controller
62-87
Checking Shift Lever Input Circuit
115ZIV-3
ELECTRICAL 62
Checking Shift Lever Input Circuit [Transmission controller LED indicator] Shift lever
Check that the LED indicator corresponding to the shift lever position is on. LED
Judgment Normal
Corresponding LED indicator is on Corresponding LED indicator is off Wrong LED indicator is on
disconnection
Abnormal
Shortcircuit
If the judgment is abnormal, follow the check procedure below:
Step 1 Shift lever conductivity test Set the starter switch to the OFF position, and then disconnect connector B4 so that the shift lever assembly is disconnected. Perform conductivity test using a tester (circuit tester).
A
Connector B4
95V62032
Disconnection check: Details of connector (viewed from A) Shift lever position
F R 1 2 3 A
Terminals to be checked Between terminals F and F/R common grounding Between terminals R and F/R common grounding Between terminals 1 and speed change common grounding (B) Between terminals 2 and speed change common grounding (B) Between terminals 3 and speed change common grounding (B) Between terminals A and speed change common grounding (B)
Check result
Judgment 1st speed (GW)
A speed (G)
Conductive (Resistance
Normal
0Ω)
F R 1 2 3 A
Between terminals R and F/R common grounding Between terminals F and F/R common grounding Between terminals 1 and speed change terminal other than 1 Between terminals 2 and speed change terminal other than 2 Between terminals 3 and speed change terminal other than 3 Between terminals A and speed change terminal other than A
Speed common grounding (B)
Unused R(GB)
Shortcircuit check: Terminals to be checked
3rd speed (GY)
F(GR)
If the line is not conductive, judge that the switch or wire is damaged or defective.
Shift lever position
2nd speed (GL)
Check result
Judgment
Non-conductive (Resistance
Normal
∞Ω )
If a section is conductive, judge that the switch is sticking. In this case two or more signals would be sent at the same time (eg forward and reverse ; 1st and 3rd)
Solution If disconnection or shortcircuit is detected, replace the shift lever assembly. The shift lever has no serviceable parts and must be replaced. If the conductivity check reveals that the shift lever is not defective, go to step 2. 62-88
F/R common grounding(B) 115M62019
Checking Shift Lever Input Circuit
115ZIV-3
ELECTRICAL 62
Step 2 Checking conductivity of shift lever input circuit cable Connect connector B4 to the shift lever, and disconnect connector D5 from the transmission controller. Check the conductivity of the cable connector terminals. Shift lever position
Terminals to be checked
F
LR-BY
R
LBr-BY
1
LY-BY
2
LG-BY
3
LO-BY
A
LW-BY
Shift lever circuit
Check result Judgment
Conductive
T/M controller
LED, speed E/G rev. Inspection window
Normal
If a line is not conductive, judge that the cable is defective. Also check that only the above terminals are conductive. Other wise there could be a short circuit in the wiring. Transmission controller Input
G610 G609
C003 C002 A302
115E6235
62-89
Checking Inching Input Circuit
115ZIV-3
ELECTRICAL 62
Checking Inching (declutch) Input Circuit [Transmission controller LED indicator]
Transmission cut-off switch
Checking conditions 1) Engine "OFF" key "ON" Turn the transmission cut-off switch on the instrument panel "ON". Note that the transmission cut-off monitor lamp will light if the lamp circuit is not defective. Press down the left brake pedal, and check the on/off status of the transmission controller "I" LED indicator.
Transmission cut-off monitor lamp
Input LED " I " T/M cut off switch
Brake pedal
Judgment
Remarks
Pressed down Released
ON
Abnormal
Normal
OFF
Disconnect
Inching impossible
Defective SW or Shortcircuit
Machine stays in the inching (declutch) mode
Normal
Inching function cancel
A703
A3
On Off
H902
Inching switch
A301
Step 1 Checking cable Check the conductivity between the cable terminals of each switches and the controller.
Transmission controller Input C
Solution Repair or replace the defective cable. G610 G609
C003 C002 A302
115E62026
62-90
Checking Inching Input Circuit
115ZIV-3
ELECTRICAL 62
Step 2 Checking transmission cut-off switch assembly Disconnect the A3 connector of the transmission cut-off switch assembly from the instrument panel. Perform conductivity test using a tester.
OFF
ON
Transmission cut-off switch
Conductivity test
Between terminals 5 and 6 (Transmission controller input) Between terminals 2 and 3 (Lamp circuit)
Switch position ON
OFF
0Ω
∞Ω
∞Ω
∞Ω
0Ω 0Ω(other than∞Ω )
Judgment
Normal Abnormal
Terminals to be checked
A703
Disconnect
cable-side connector
D501
Shortcircuit
A3 115E62027
Step 3 Checking Proximity switch Checking conditions 1) Engine "OFF" key "ON" 2) T/M cut-off switch : "ON" Put a iron material (such as spanner) close to the sensing surface and check if the display LED lights up. If the LED does not light up, the switch is defective.
62-91
Display LED (lights up when switch is ON)
Sensing surface
Proximity switch for Inching
Checking Power up Switch Input Circuit
115ZIV-3
ELECTRICAL 62
Checking Power up Switch Input Circuit [While traveling at the 2nd speed, turn on the Power up switch, and the speed will be shifted to the 1st. (For both manual and automatic modes)] Turn the switch ON again and the transmission should be shifted back to 2nd speed.
*Problem:The Power up switch does not shift the speed. [Checking transmission controller input LED indicator] Check that the transmission controller "S" LED indicator lights when the Power up switch is turned on. LED
Judgment
ON OFF
E1
Normal Abnormal
Disconnect
If the "S" indicator does not light: Checking Power up switch: Disconnect the switch E1 connectors. Check that the terminal line is conductive when the switch is depressed.
<Solutionv>If
the switch is defective (non-conductive), replace it. If the switch is not defective, judge that the cable or connector between the control box and switch is defective. Repair or replace the defective unit.
T/M controller Input C
G610 G609
C003 C002 A302
115E62028
62-92
Checking Machine Speed Sensor Input Circuit
115ZIV-3
ELECTRICAL 62
Checking Machine Speed Sensor Input Circuit *Problem:The automatic shift function is not working. The automatic shift function needs a speed signal. 〔Transmission controller input LED indicator 〕 Checking conditions 1) Select an open site away from people, other equipment and buildings. 2) Watch the segment LED while the machine is moving at 1〜 5 km/H. LED「SS」
Judgment
Flashes according to the speed
Normal
Does not light (flash)
Abnormal
Transmission output gear Gear
0.7〜1.3mm
Sensor
M18 x pitch 1.5mm
Gasket
Torque 2〜3kgf m
<Step 1>Checking sensor Note: No need for the clearance adjustment.
L8
Checking sensor for disconnection:
G112 G113
Disconnect the sensor connector, and then measure the resistance between the terminals. Resistance
Judgment
Approx. 1.6kΩ (20 ° C)*
Normal
∞Ω (Disconnection) 0 Ω (short)
Abnormal
G1
*Note : The speed sensor resistance varies greatly with temperature. A hot sensor will have higher resistance, cold will reduce the resistance.
<Solution>If the sensor is defective, replace it. If the
Transmission controller Input C
G610 G609
C003
sensor is not defective, the cable or connector between the sensor and the transmission controller is defective. Repair or replace the defective unit.
C002 A302
115E62029
Note : The machine speed sensor is the same type as the engine revolution sensor. Therefore, to check the machine speed sensor, replace the machine speed sensor with the engine revolution sensor for easy trouble shooting.
Machine speed sensor
115V62035
62-93
Checking Solenoid Valve Output Circuit
115ZIV-3
ELECTRICAL 62
Checking Clutch Solenoid Valve Output Circuit *Problem:A clutch will not engage. Set the shift lever to the problem position. If the corresponding transmission controller input/output LED indicator is properly turned on and off, judge that the coil of the corresponding solenoid valve is disconnected, or the valve is sticking, or the cable of the output circuit is disconnected or poorly connected.
*Problem;The machine can run at only one shift lever position. The machine runs at a certain shift lever position, though it does not run or runs too slow at any other position. In this case, judge that the cable (negative) of the solenoid valve is short circuited, or the valve is sticking.
*Problem:The circuit protector is turned off. The cable (power supply side) between the transmission controller and the solenoid valve is shortcircuited or the solenoid valve coil is internally defective.
<Step 1>Checking solenoid valve *Measuring coil resistance
Manual operation knob
Disconnect the connector from the solenoid valve, and then measure the coil resistance using a tester. Note that a diode is incorporated in the coil. Coil resistance
Judgment
Approx. 14Ω
Normal
Disconnect ∞Ω short 0 Ω
Abnormal
10〜14.7N-m(1〜1.5kgf-m)
Negative side
To check the coil and the diode : Use an analog (needle type) Volt-Ohm Meter (VOM) with an Rx1 Ω setting. Adjust the meter's zero setting. Measure the resistance through the coil in both directions by reversing the test probes. The meter reading will be different for each measurement if the diode is good. If the diode is defective the meter will read the same in both directions. If the diode is defective replace the solenoid valve assembly. A defective diode can cause a controller failure over time.
49〜58.8N-m(5〜6kgf-m)
115E62030
Note : The solenoid valve for L, H, R, 1, 2 and 3 are the same. Therefore, to check the 1st speed solenoid, for example, replace the 1st speed solenoid with one of these solenoid.
*Checking valve for sticking
WARNING Unexpected movement of the machine may cause an accident resulting in injury or death. Be sure to observe the following items before starting work. Position the machine on a level ground, and lower the bucket onto the ground. Block the tires with chocks to prevent them from moving.
Positive + side
Be sure engine is off before checking. Push the manual operation knob to the ON position by hand, and then check that the spool operates smoothly. If it does not operate smoothly, judge that the valve is sticking. <Solution>If the coil is disconnected or the valve is sticking, replace the defective unit as an assembly.
62-94
Checking Solenoid Valve Output Circuit
115ZIV-3
ELECTRICAL 62
<Step 2>Checking output circuit and cable
Transmission controller Output (SOL)
Disconnect the connector from the problem solenoid valve, and then set the starter switch to the ON position (engine OFF ; shift lever set to problem speed ; parking brake OFF). Measure the voltage of the connector terminal on the cable side using a tester. Example : Measure the voltage between terminals Y and Br to check the connector of the 1st speed solenoid valve. Note : Power is supplied to a solenoid valve only when the shift lever is set to the corresponding position. (When the output LED is on) To check the 4th speed connector, be sure to cancel the automatic shift function.
G611 G607
G612 G606 G605 G604 G603 G602 G601
D9
D910 D909 D908 D903 D902 D901 D911 D914 D521 D520 D906 D913
G6
IMPORTANT
G606 G611
When measuring voltage, do not shortcircuit two terminals of a connector. This is because the electronic parts inside the controller may be damaged.
Checking positive cable
G605 G611
G604 G611
Terminals to be checked
Voltage
Judgment
Between terminals Br and body grounding (For 1st speed solenoid)
Approx. 24V
Normal
Approx. 0V
Abnormal
T/M solenoid valve G603 G611
G602 G611
Checking negative cable Terminals tobe checked
Voltage
Judgment
Between terminals Y and body grounding (For 1st speed solenoid)
Approx. 1V
Normal
Approx. 24V
Abnormal
G601 G611
115E62031
<Solution>If the voltage is abnormal, judge that the cable is disconnected. In this case, check the next connector (G6 shown in the figure), and find the defective unit. Repair or replace the defective unit.
Colors of output circuit cables
( L H R 1 2 3
62-95
) ( ) R Gy B Br Y G W
Checking Modulator Valve (1), (2) Input Circuit
115ZIV-3
ELECTRICAL 62
Checking Modulator Valve (1), (2) Input Circuit Inspection and remedy of output circuits of modulator valve (1) and (2)
Normal modulation at clutch selection ON
*Symptoms and clutch oil pressure in the case of a broken wire in output circuit wiring of modulator valve (1) or (2): Clutch oil pressure During (PL) charging
Modulator valve (1)
0.2〜0.5MPa Approx. 1.0MPa Sluggish and 2 2 (10kgf/cm ) apt to slip (2〜5kgf/cm )
Modulator valve (2)
Approx. 1.0MPa (25kgf/cm2) (10kgf/cm2) at other position,
at 1st speed, approx. 2.5MPa
approx. 2.9MPa (30kgf/cm2)
Modulator valve (2) 400mA Po
L
Remarks (symptoms)
Modulator valve (1)
H
H
Broken wire or stuck under OFF condition
After (PO) selection
OFF
2
Approx. 3.0MPa (30kgf/cm )
170mA
2
Approx. 2.3〜2.7MPa (23〜28kgf/cm ) Clutch oil pressure
PL
Harsh engagement
Approx. 0.2〜0.49MP a (2〜5kgf/cm2) Time
*Clutch oil pressure and symptoms in case of modulator valve (1) or (2) sticking or shorted at full-stroke position. Stuck under ON condition
Modulator valve (1)
Modulator valve (2)
Clutch oil pressure During (PL) charging
After (PO) selection
at 1st speed, approx. 2.0MPa (20kgf/cm2) at other position, approx. 2.8MPa (29kgf/cm2)
at 1st speed, approx. 2.5MPa (25kgf/cm2) at other position, approx. 2.9MPa (30kgf/cm2)
115M62018
Transmission controller Output (SOL)
Remarks (symptoms)
Harsh engagement
G611 G607 G151 G612 G606 G605 G604 G608
G603 G602 G601
D9
0.2〜0.5MPa (2 2.3〜2.7MPa Slightly sluggish 2 2 〜5kgf/cm ) (23〜28kgf/cm )
D910 D909 D908 D903 D902 D901 D911 D914 D521 D520 D906 D913
Electrical problem or faulty clutch? If all the clutches have similar symptoms in regard to time lag, jolt, clutch oil pressure, the electrical circuit, and modulator valves (1) and (2) should be suspected.
G6
<Step 1>Check output circuit wiring Disconnect the connector of modulator valve (1) or (2) and measure voltage between both terminals of the wiring connector. Decision Normal Abnormal (Broken wire)
Voltage 14V〜18V (MV1) Approx. 24V (MV2) 0V if broken wire
*Voltage for modulator valve (2) can be measured only during clutch selection. <Solution>If a wire is broken, check at the next connector to locate the faulty spot, and repair or replace the wiring or connector. To find the faulty spot use a VOM (Volt-Ohm Meter) and measure the resistance through each wire until a high resistance is found. 62-96
Modulator valve (2)
G612 G611
Modulator valve (1)
G608 G607
115E62032
Checking Modulator Valve (1), (2) Input Circuit
115ZIV-3
<Step 2>Check modulator valve(1)or(2) Using a tester volt ohm meter, measure resistance between both terminals of the connector. Decision
Resistance of modulator valve (1) or (2) *
Normal
About 24 Ohms
Abnormal (Broken wire)
∞Ω
*Check for sticking If necessary, disassemble the valve and inspect.
<Solution>If a broken wire or sticking valve is found, replace the entire modulator valve assembly. To check the coil and the diode : Use an analog (needle type) Volt-Ohm Meter (VOM) with an Rx1 Ω setting. Adjust the meter's zero setting. Measure the resistance through the coil in both directions by reversing the test probes. The meter reading will be different for each measurement if the diode is good. If the diode is defective the meter will read the same in both directions. If the diode is defective replace the solenoid valve assembly. A defective diode can cause a controller failure over time.
62-97
ELECTRICAL 62
Checking Neutral Relay Circuit
115ZIV-3
ELECTRICAL 62
Checking Neutral Relay Circuit *Problem:Engine does not start with the shift lever in neutral position.
*Problem:The engine will start at the shift lever forward or reverse position.
Though the transmission controller "N" LED indicator is off, the engine will not start, judge that the neutral relay contact is not closed.
If the engine starts though the transmission controller "N" LED indicator is on, judge that the neutral relay contact is sticking, or the relay coil is disconnected.
<Step 1>Checking cable of output circuit ①Disconnect connector F1 from the neutral relay, and then set the starter switch to the ON position. Set the shift lever to the forward or reverse (F or R) position, and then measure the voltage of the connector terminal on the cable side. ②Checking positive cable
In "F" or "R"
Voltage
Between terminals L and body grounding
Approx. 24V
Normal
Approx. 0V
Abnormal
3
Neutral relay 24V
F819
Terminals to be checked
2
1
Judgment
24V
1V
D620 C602 C502
F1
G-From fuse F14 (starter switch terminal C)
③Checking negative cable
3
Terminals to be checked
Voltage
Judgment
Between terminals Sbp and body grounding
Approx. 1V
Normal
Approx. 24V
Abnormal
RL-To GOVERNOR CONTROLLER
5
1
4
2
Sbp-To T/M controller F104 L-To T/M circuit protector for T/M controller
<Solution>If the voltage is abnormal, judge that the cable is disconnected or short circuited. Repair or replace the cable. <Step 2>Checking neutral relay The neutral relay is the same type as the back-up lamp relay and controller failure relay. Therefore, to check the neutral relay, replace the neutral relay with one of these relays, and attempt to start engine. If the engine now starts, the relay is defective. <Solution>If the relay is defective, replace it.
62-98
115E62033
Circuit Checking Neutral MachineRelay Speed Sensor Input Circuit
115ZIV-3
ELECTRICAL 62
Starter switch B
C
BR
OFF ON
T/M controller
Fusible link
START
Battery
R Shift lever
N
F
Forward/reverse position
30A F14
F15
5A
5A
From alternator Diode unit
+24V Neutral relay
+24V
Battery relay
LED (Indication:NR)
Starter motor
* When shift lever is in N position/LED OFF When shift lever is in F/R position/LED ON F13 15A E/G controller
Starter relay
115E62010
Note: The above shows for the machines S/N 11M1 - 9001〜9150.
62-99
Checking Parking Brake Circuit
115ZIV-3
ELECTRICAL 62
Checking Parking Brake Circuit *Problem:The parking brake cannot be applied or cannot be released.
Parking switch
The parking switch is interlocked to the parking lamp of the instrument panel. It turns on and off the parking lamp. If the lamp turns on when the switch is pulled up and goes off when it is pushed in the switch is working properly. If the lamp does not work the switch, lamp or wiring is defective. If the lamp works with the switch, check the parking brake solenoid or its wiring.
F910
A607
WARNING Unexpected movement of the machine may cause an accident resulting in injury or death. To prevent such an accident, observe the following items before checking the parking brake circuit: Park the machine on level ground. Block the tires with chocks to prevent wheels from moving.
<Step 1>Checking cable of output circuit Disconnect the connector from the solenoid valve, and then measure the voltage of the connector terminal on the cable side using a tester. Note that the key should be "ON", engine "OFF" and parking switch should be at the OFF position.
Checking positive cable Terminals to be checked
Voltage
Between terminals LgG and body grounding (Parking brake solenoid)
Approx. 24V
Normal
Approx. 0V
Abnormal
G1
Parking brake solenoid
Judgment
+
L4
-
G165
(25 Ω)
Checking negative cable
(24V) Terminals to be checked
Voltage
Judgment
Between terminals B and body grounding (Park brake solenoid)
Approx. 1V
Normal
Approx. 24V
Abnormal
+
<Solution>If a cable is disconnected or a wire broken, measure the voltage of the next connector in the same way. Find the defective cable, and then repair or replace the cable.
62-100
-
[Step 2] Coil resistance
(0〜1V
115E62034 [Step 1] Parking brake switch OFF
Checking Parking Brake Circuit
115ZIV-3
<Step 2>Checking solenoid valve *Measuring coil resistance Disconnect the connector from the solenoid valve, and then measure the resistance of the coil using a tester. Coil resistance
Judgment
Approx. 25 Ω
Normal
Disconnect ∞Ω or short circuited 0 Ω
Abnormal
Note : The diode is incorporated in the coil.
Parking brake solenoid valve
(S/N 11M1-9001〜9100) 115M62005
Parking brake solenoid valve
(S/N 11M1-9101〜)
115M62006
62-101
ELECTRICAL 62
BrakeValve Circuit Checking Auto Modulator (1), (2) Input Circuit
115ZIV-3
ELECTRICAL 62
Checking Auto Brake Circuit *If auto-braking does not occur Possible causes include a broken wire in the auto-braking solenoid valve output circuit, a broken coil in the solenod valve, or a sticking valve.
Brake pedal
WARNING Unexpected movement of the machine may cause an accident resulting in injury or death. To prevent such an accident, observe the following items before checking the auto brake circuit: Park the machine on level ground. Block the tires with chocks to prevent wheels from moving.
Accumulator
Auto brake solenoid valve
<Step 1>Checking solenoid valve From pilot pump (through unloader valve)
*Measuring coil resistance Disconnect the connector from the solenoid valve, and then measure the resistance of the coil using a tester. Coil resistance
Judgment
Approx. 25 Ω
Normal
Disconnect ∞Ω or
115M62020
(S/N 11M1-9001〜9100)
Abnormal
short circuited 0 Ω
Reducing valve
Transmission controller
To service brake
Output (SOL)
To service brake Check valve
G611 G607
G612 G606 G605 G604
G608
G603 G602 G601
Brake valve
G1 L3
G151
+
-
Brake valve Auto brake solenoid
115V62040
From unloader valve (From pump) Auto brake solenoid valve From pilot supply at accumulator at reducing valve 115M62021
(S/N 11M1-9101〜) 62-102
Checking Modulator Valve (1), (2) Input Circuit Gauge Circuit
115ZIV-3
ELECTRICAL 62
Checking Gauge Circuit The sensors detect temperature, pressure, and fuel level, and then convert them into electric signals. The electric signals are then fed to the respective gauges and indicated on the gauges. If a gauge indicates wrong values, either the sensor, gauge or wiring will be defective. Determine the defective unit as following procedure.
Instrument panel P
ST
W
<Step 1>Checking sensor signal C111 G117
F005 F016 F004 F015 F014
C609 B901 B902 F826 F018
F602 G107 G121
A5
E/G water temperature sensor
G1
G107
Disconnect the connector from the instrument panel, or disconnect the connector from the corresponding sensor. Measure the resistance between the sensor signal terminal and the ground terminal. If the measurement value (temperature, pressure, or fuel level) is acceptable compared with the standard value shown below, the sensor is not defective. If the measurement value is abnormal, check the wire in addition to the sensor because the cable may be defective (Corroded, broken, or high resistance). Torque converter oil temperature and engine water temperature
M3
P1
G121
Temperature of detection area ( C)
60 (140 F)
80 (176 F)
100 (212 F)
120 (248 F)
Resistance between terminal and body ( Ω)
56.3
29.5
16.5
10
62-103
115E62036
T/C oil temperature sensor
Checking Gauge Circuit
115ZIV-3
ELECTRICAL 62
<Step 2>Checking gauge Remove the instrument panel, and then disconnect the connector from the panel. Measure the resistance between the screw terminals on the rear surface of the panel. Judge whether the resistance value is acceptable. Note : If a gauge is removed from the panel, the resistance between the terminals will differ from the standard value shown in the table.
Sensor
S
Ground
Power supply 24V
E
V
15V
Viewed from rear surface of instrument panel Resistance between gauge terminals ( Ω )
Between S and E
110
Between S and V
110
Between E and V
150
Instrument panel(back side view)
Hour meter
E/G water temperature
T/C oil temperature
97ZA6239
62-104
Checking Fuel Level Gauge Circuit
115ZIV-3
ELECTRICAL 62
Checking Fuel Level Gauge Circuit If the level gauge lamp does not work, the lamp or the level sensor is defective. The level sensor has 5 float switches and the float switch is turned ON when the float goes down. When the fuel tank becomes empty, all the float switches are turned ON and the lamp "E" on the level gauge blinks. When the fuel tank becomes full, all the float switches are turned OFF and the lamp "F" on the level gauge lights up.
<Step 1>Checking level sensor Disconnect the connector L5 of the level sensor, and perform conductivity test between the terminals and body using tester (circuit tester). Float position
Fuel level sensor
Connector L7
Check result
Judgement
Conductive
Abnormal
Float switch (5 positions)
Non-conductive
Normal
Unused
At the bottom
Conductive
Normal
end
Non-conductive
Abnormal
At the top end (blue)1/2 (yellow)1/8
<Solution>If disconnection or short circuit is detected, replace the level sensor assy.
(green)E (brawn)1/4
Unused
(white)3/4
<Step 2>Checking level gauge
View from
Disconnect the connector A5 of the back side of the instrument panel. Turn the starter switch to the ON position (engine OFF) and connect each terminal of the connector A5 (gauge side) to ground respectively. If the related level lamp does not light up, the switch is defective and replace fuel gauge assy.
115E62037
Instrument panel P
W
ST
<Step 3>Checking cable If no defective on the level sensor and the fuel gauge is found, check the conductivity of the wires between level sensor, monitor controller and the instrument panel.
62-105
C111 G117
F005 F016 F004 F015 F014
C609 B901 B902 F826 F018
F602 G107 G121
A5 115E62038
OPERATOR STATION GROUP 72
ROPS Cabin ................................................................................................72-2 Floor Board ..................................................................................................72-7 Steering and Transmission Shift Lever......................................................72-14 Air Conditioner ...........................................................................................72-22
72-1
ROPS Cabin
115ZIV _ 3
ROPS Cabin Outline drawing
1. Door (left side) 2. Door (right side) 3. Front wiper arm 4. Window washer jet nozzle 5. Rearview mirror
6. Working light 7. Sun visor 8. Room mirror 9. Outside air suction port 10. ROPS
72-2
OPERATOR STATION 72
115ZIV _ 3
ROPS Cabin
OPERATOR STATION 72
Connection diagram
Wiper motor Wiper Wiper switch
Washer motor
Wiper motor Wiper
Washer motor Wiper switch
Wiper
Wiper
To working light PL Working light Working light switch Working light
Cigarette lighter
Radio
Night illumination
Room lamp
Cabin
72-3
W1
1
O
72-4
R
LR
3
8
7
13 12
14
4
5
6
2
11 10
3
9
1
V3 1
24
1
21
6
20 19
W3
17 23
18 24
B
+
E
1 3
L R
W R
V8
Y OR V906 V604 L W W203 V202
Y
M
1
1 3
1
PB
PL
2 B V114
19
BV GyB SbY V406 V204 V105
YL GyR SbR V109 V203 V104
1
V901 W102 W205 W410 W601 W803 X104
WG
Door switch (left) 5
GW W406 GB W413
1
4
1
Speaker (left)
1 3 2
LR LW
L B
M
Door switch (right) WG W501
Rear wiper motor
WR W407 WB W414
Speaker (right)
Note: Each terminal number inside the connector indicates the destination address of the wire.
Working light (right)
G RLg PR W412 WV W701 O W411 W503W405 W901W101
OR OL
V6
W305 (For rotating light) V902 W304 V805 V903 X103
P W804
(For speaker) V613
YG GyG SbO V206 V116 V103
1
1
LR V101
V4
Br W802
BrB W801
6
1
B
1
V7
YB GyL Sb V205 V110 V102
4
A E
BV V521 BrW BW BrR V207 V201 V202
D
V9
W9
RLg V608
BR V106
V5
YR V111
C
5
6
Y YW LY V806 W201 W206 OR PB V604 V606 B
4 3
2
Intermittent wiper relay
Front wiper motor
W4
Blowoff port selector servo motor (right)*
V2
RW BrW V303 V403 YG YB GyB GyR BrR BW V509 V503 V520 V514 V401 V402
22
3
L-
W7
W8
115ZIV _ 3
* Duct actuator motors
4
BV V113 RW LB LW V208 V107 V108
OB V112
B
E
A
C
D
6
1
Blowoff port selector servo motor (left)*
V1
W2
1
R-
+
WB GB G RB B X301 X401 V510 V611 WR GW WY 7 X302 X402 V609
L
OL PL V603 V605 GR GY X101 X102
R
(Blue)
L
L+
WG B X201
DOOR SW
1
W51 W6
Radio R+
(Blue)
+ G V601
Y
3
BrB V701
Room lamp
G
Black
Wiper switch (R)
Speaker
B Br V702
Y
White
LY PB V904 B V606 L W YW V803 802 V905
G
LW
GyG B BV OB YR GyL YL V508 V522 V306 V308 V408 V502 V515 LW LB BR SbY SbR SbO Sb LR V301 V302 V504 V519 V513 V507 V501 V510
16
8
V608
RLg
Wiper switch (F)
Air conditioner control panel
B
Cigarette lighter
Working light (left)
Rotating light
1 2
GY GR W301 W302 OL B V603
P V613
ROPS Cabin OPERATOR STATION 72
Electrical wiring diagram (For inside cab)
115ZIV _ 3
ROPS Cabin
OPERATOR STATION 72
Wiper motor Top View
(R) (R) (W)
End View
(Y) (L)
6
Cabin wiper blade mounting eye
Inside View
1
5
4
3
A Automatic stop position 2
1. Wiper motor 2. Link assembly 3. Nut 4. Cap 5. Nut 6. Connector
Specification Rated voltage
No-load characteristics (30 min after startup)
24V Number of rotations
LOW 50 ± 5 min-1
Current
2 A or less
HIGH 75 ± 13 min-1
LOW 3.6 N·m (36 kgf·cm) Circuit breaker
Load M
HIGH 2.4 N·m (24 kgf·cm) Load characteristics (30 min after startup)
Number of rotations Current
70% max. of that LOW in no-load status 60% max. of that HIGH in no-load status 4 A or less LOW 24 N·m (240 kgf·cm)
Blade lock characteristics (in cold status)
HIGH 16 N·m (160 kgf·cm) Circuit diagram Current
Wiping angle (A)
24V
Torque
16 A or less 52°
72-5
115ZIV _ 3
ROPS Cabin
OPERATOR STATION 72
Rear (option) (L)
(B) (L)
(LW) 5
Side View
End View
A
1 Automatic stop position
Top View
1. Wiper motor 2. Nut 3. Cap 4. Nut 5. Connector
2 3 4
Specifications Rated voltage
24V
Number of rotations
45 ± 5 min-1
Current
2 A or less
Blade lock characteristics (in cold status) Wiping angle (A)
Torque
10 N·m (100 kgf·cm) M
Current
8 A or less 80° B
LB L LW
24V Circuit diagram
72-6
Floor Board
115ZIV _ 3
OPERATOR STATION 72
Floor Board
4 3
1 5
2
The floor board (1) is mounted on the rear chassis by way of the cushion rubber (2). On the floor board, the instrument panel (5), the control box (4), the operator seat (3), the air conditioner unit (described later) and the cabin mounting area are located.
72-7
1. Floor board 2. Cushion rubber 3. Operator seat 4. Control box 5. Instrument panel
115ZIV _ 3
Floor Board
OPERATOR STATION 72
Operator seat
1
1
9
2 2 3
3
8 10
7
6
4·5
6
1. Arm rest 2. Arm rest height adjuster 3. Reclining adjustment lever 4. Seat height adjustment lever (rear) 5. Seat height adjustment lever (front)
The operator seat is equipped with diversified adjustment functions to allow the operator to operate the machine in the optimal posture. 1) Reclining adjustment lever (3) Allows to adjust reclining of the back rest within the range from 66° in the forward direction to 77° in the rear direction while being pulled up. 2) Arm rest height adjuster (2) Allows to adjust the arm rest height within the range from 5° in the upper direction to 25° in the lower direction while being turned. The arm rest moves down while the adjuster is turned counterclockwise. And the arm rest can be pushed up in the current position. 72-8
7
8
5
4
6. Weight adjustment knob 7. Back-and-forth adjustment lever 8. Suspension assembly 9. Document bag 10. Suspension cover
3) Seat height adjustment levers (4) (5) Allow to adjust the seat height within the range of 60 mm (12 mm x 5 steps) individually while being pulled up. 4) Weight adjustment knob (6) Offers the optimal cushion when it is set in accordance with the operator's weight (50 to 120 kg). The cushion is adjusted in the weight increase direction while the knob is turned in the direction indicated on the knob. 5) Back-and-forth adjustment lever (7) Allows to adjust the seat position within the range of 160 mm in the back-and-forth direction (10 mm x 16 steps) while being pulled up.
115ZIV _ 3
Floor Board
OPERATOR STATION 72
Layout of meters, lamps and switches 1 22 21
18
9
20
5 19 6 2 24
4
10
11
33
29
31
30 12 13 14 15 16 17
26
25
23
8
7
3 28
36 34 35
32
27
1. Tachometer 2. Engine coolant temperature gauge 3. Transmission oil temperature gauge 4. Fuel gauge 5. Parking brake indicator lamp 6. Auto brake indicator lamp 7. Transmission cut off selection indicator lamp 8. Working light indicator lamp (rear) 9. Central warning lamp 10. Controller warning lamp 11. Brake pressure warning lamp 12. Engine oil pressure warning lamp 13. Engine coolant temperature warning lamp 14. Transmission oil temperature warning lamp 15. Air cleaner clogging warning lamp 16. Charge warning lamp 17. Transmission oil filter clogging warning lamp 18. Turn signal indicator lamp (left) (option) 19. Turn signal indicator lamp (right) (option)
37
20. High beam indicator lamp 21. Auto shift indicator lamp 22. Neutral indicator lamp 23. Transmission status monitor 24. Hour meter 25. Steering circuit error warning lamp (option) 26. Engine coolant level warning lamp 27. Parking brake switch 28. Starter switch 29. Working light switch (front) 30. Working light switch (rear) 31. Transmission cut off selector switch 32. Lighting fixture switch 33. Emergency flasher indicator lamp switch (option) 34. Front wiper switch 35. Rear wiper switch (option) 36. Cigarette lighter 37. Power up switch
For the details of the instrument panel, refer to the Electrical Group. 72-9
115ZIV _ 3
Floor Board
OPERATOR STATION 72
Monitor symbols and actuation conditions Error warning lamps (which are lit in red) Layout drawing No.
Monitor item
Monitor lamp
Lighting condition
10
Controller error
When controller CPU is out of order
11
Brake oil pressure error
When oil pressure at unloader valve accumulator port is 3.9±0.3 MPa (40±3 kg/cm2) or less
12
Engine oil pressure error
When engine oil pressure is 0.1 MPa (1.5±0.1 kg/cm2) or less while engine is rotating
13
Engine coolant temperature error (high)
When coolant temperature is 101±2°C or more
14
Torque converter (transmission) oil temperature error (high)
When coolant temperature is 120±5°C or more
15
Air cleaner clogging
When suction resistance is 635±58 mmAq or more
16
Charge
When charge system is defective
17
Transmission oil filter clogging
When differential pressure is 0.3 MPa (3.15±0.28 kg/cm2) or more at oil temperature of 50±2°C or more
9
Central warning
When either of alarms 10, 11 and 13 to 16 above has occurred
6
Auto brake actuation
When auto brake is actuated
25
Steering circuit error (option)
When steering is operated while engine is running and steering oil pressure is 0.4 MPa (4 kg/cm2) or less
26
Engine coolant level error
When radiator coolant level is low
72-10
Interlock with buzzer
Interlock with lamp test
Remarks
Flashing type
115ZIV _ 3
Floor Board
OPERATOR STATION 72
Operation indicator lamps Layout drawing No.
Monitor lamp Monitor item
Lighting condition
Lighting color
Symbol
P
Remarks
When parking brake switch is set to ON
5
Parking
Red
7
Transmission cut off
Green
When transmission cut off switch is set to ON
8
Working light
Green
When working light (rear) switch is set to ON
22
Neutral
Green
N
When transmission shift lever is set to neutral position
21
Auto shift
Green
AUTO
When transmission shift lever is set to automatic position
18
Turn signal indicator (left)
Green
When turn signal lever (left) is actuated
20
High beam
Blue
When head lamp is set to high beam
19
Turn signal indicator (right)
Green
When turn signal lever (right) is actuated
23
Transmission status
Yellow
YELLOW LED
When transmission shift lever is set to corresponding gear (speed)
Caution on storage of individual instrument panel Gauge pointer
IMPORTANT When storing the instrument panel individually, make sure that the panel face (transparent face) faces upward. If the panel face faces below the vertical direction, the damper oil may leak from meter pointer axis holes.
72-11
Pointer axis Axis hole
Meter
Main body frame
Damper oil
Magnet Detail
115ZIV _ 3
Floor Board
OPERATOR STATION 72
Control box 2·3
5 21
9
22 10
4
19
8 6 7
11 1 19
Locked
12
13 14
16
20
The boom and bucket operation levers (2) (3) and the arm rest (5) are mounted on the outside of the control box. The transmission controller (9), the fuse box (10), various relays, buzzers, etc. are mounted on the inside of the control box. By opening the covers (21) (22), you can inspect and replace fuses and inspect the transmission controller (9). By loosening two bolts provided on the side of the wrist rest (5), you can adjust its back-and-forth position. By loosening two bolts provided on the rear face, you can adjust its height. The safety lock lever (20) is a safety device. When turned clockwise by 90°, it disables movement of the operation levers for boom down and bucket dumping.
72-12
1. Pilot-control valve 2. Boom operation lever 3. Bucket operation lever 4. Power up switch 5. Wrist rest 6. Front wiper switch 7. Rear wiper switch 8. Cigarette lighter 9. Transmission controller 10. Fuse box 11. Buzzer 12. Neutral relay 13. Back relay 14. Controller failure relay 16. Horn relay 17. Flasher unit (for turn signal) 18. Flasher unit (for hazard) 19. Ash tray 20. Safety lock lever 21. Cover 22. Cover
Floor Board
115ZIV _ 3
OPERATOR STATION 72
Viscous mount The floor board is supported by a viscous mount in four positions so that vibrations, impacts and sounds generated in the chassis are not transmitted to the inside of the cabin. 1. Stud 2. Cushion rubber 3. Case 4. Cap 5. Damping plate 6. Plain washer 7. Head bolt 8. Silicon oil 9. Plug
Floor board mounting area 1. Floor board assembly 2. Viscous mount 3. Plate 4. Bolt 5. Nut
3
1
5 4
2
1 3
2 Detailed drawing of viscous mount
72-13
115ZIV _ 3
Steering and Transmission Shift Lever
OPERATOR STATION 72
Steering and Transmission Shift Lever Structure 5 4
1 2
3 6
8
7 97J72012
7
1. Transmission shift lever 2. Head lamp switch 3. Handle tilt adjustment lever 4. Steering shaft 5. Turn signal indicator and head lamp high/low selector lever 6. Tilt case assembly 7. Orbitrol assy 8. Pillow block
72-14
115ZIV _ 3
Steering and Transmission Shift Lever
OPERATOR STATION 72
Steering shaft assembly
1
2
4 B
5
3
3
4
A
70K72010
Holes (A) (B): Provided to mount the shift lever
1. Steering shaft 2. Column bushing 3. Ball bearing 4. Snap ring 5. Pipe assembly
Column bushing 2
3
1
A
5 B
4
6
1. Plate 2. Rubber 3. Teflon sheet 4. Pipe 5. Cable 6. Insulating tube
(A): Teflon mating face: 2 mm or less (B): Baked face
72-15
115ZIV _ 3
Steering and Transmission Shift Lever
OPERATOR STATION 72
Handle tilt adjustment lever assembly 2 6 9
4 10 12
3 11 5
1
released
11 12 8
7
fixed
When the handle tilt adjustment lever (7) is fixed, the rod (2) is pulled out by the cam, the conical spring washer (10) is bent, then the lock plate (4) is pressed toward the teeth of the arm (1) and fixed. When the handle tilt adjustment lever is released, the rod (2) is released from the cam and pulled back by the conical spring washer (10) and the spring (5), engagement between the lock plate (4) and the arm is released, then the handle tile can be adjusted. Lever operation force (at the tip of the lever) When released: 49±5 N (5±0.5 kgf) When fixed: 69±5 N (7±0.5 kgf) Adjust the operation force using the nuts (11) (12).
72-16
1. Arm 2. Rod 3. Spacer 4. Lock plate 5. Spring 6. Cam shaft 7. Handle tilt adjustment lever 8. Bracket 9. Pin 10. Conical spring washer 11. Nut 12. Nut
70K72011
115ZIV _ 3
Steering and Transmission Shift Lever
OPERATOR STATION 72
Transmission shift lever assembly 2 1 Front
Neutral
Reverse 1st gear 2nd gear
3rd gear Auto
Ground on transmission side (B)
2nd gear (GL) 3rd gear (GY)
3
1st gear (GW) Auto(G) F(GR)
Unused Ground on Fwd. /Rev. side (B)
70K72012
R(GB)
1. Bracket assembly 2. Grip 3. Connector
72-17
115ZIV _ 3
Steering and Transmission Shift Lever
OPERATOR STATION 72
Transmission shift lever Lever operation force: To be measured in the 30 mm position from the tip of the lever. 1. Changeover between forward and reverse Specification value: 6 N (0.6±0.15 kgf)
Ground on transmission side (B)
30
2nd gear (GL) 3rd gear (GY)
1st gear (GW) Unused
Auto(G) F(GR)
Ground on Fwd. /Rev. side (B)
R(GB)
70K72013
2. Transmission gear changeover Specification value: 0.3 N·m (3±0. 5 kgf·cm)
72-18
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Air Conditioner Air conditioner mount Receiver dryer
Air duct assembly Condenser
Filter Air conditioner cover
Control box
Air damper
Air conditioner unit
Floor board Air duct assembly
65K72001
72-19
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Specifications Air conditioner assembly specifications
Heater specifications
4.7 ± 0.47 kw (4,000 ± 400 kcal/h)
Cooling capacity Air quantity
550 ± 55 m3/h
Rated voltage
Air quantity
450 ± 45 m3/h
24 V
Number of rotations of blower
3,650 min-1
3,400 min-1
Power consumption
215 W
Motor
225 W
Standard voltage
24 V
Magnet
40 W or less
Number of rotations of motor Power consumption
5.9 ± 0.59 kw (5,100 ± 510 kcal/h)
Heat radiation quantity
(Difference in temperature: 65°C, water flow rate: 6 L/min)
Air conditioner line routing 1. Air conditioner unit 2. Condenser units 3. Compressor 4. Self-sealing coupling 5. Refrigerant hose 6. Water hose 7. Air damper unit 8. Receiver dryer
2 3 5
Lo
w
pre
ss
8 4
ure
re
Condenser
ssu
re hp
Hig
Air conditioner
7
Ho
tw
ate
ro
6
utl
et
Engine
let
r in
ate
tw
Ho
1
Engine
72-20
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Structure Air conditioner unit 3
5
4
6 2 7 13 10
15
8 12
14 9 1 11
Air damper unit side
1. Cooling unit case (lower side) 2. Cooling unit case (upper side) 3. Heater case 4. Blower motor 5. Fan 6. Blower case 7. Evaporator 8. Heater core
9. Water valve 10. Blower resistor 11. Air mixing damper (A) 12. Air mixing damper (B) 13. Thermistor assembly 14. Servo motor for water valve selection 15. Expansion valve
72-21
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Air damper unit Air conditioner unit side
5 4
6
7
1 2
3
1. Unit case (lower side) 2. Unit case (upper side) 3. Damper for inside/outside air selection 4. Servo motor for inside/outside air selection 5. Air filter cover 6. Air filter (upper side) 7. Air filter (lower side)
72-22
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Air duct unit
3
1 2 4
1. Air duct 2. Air filter (primary) 3. Catch 4. Gasket 65K72002
Compressor (with magnetic clutch)
2
1
97ZA7209
1. Compressor 2. Magnetic clutch
72-23
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Condenser unit 1. Condenser core 2. Condenser fan motor 3. Fan 4. Fan shroud 5. Motor resistor 6. Wire harness
2
4 5
3
1
6
Control unit Control amplifier
Control panel
65K72003
Control panel Pushbutton switch
A/C
OFF
LO
HI 65K72004
72-24
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Cooling mechanism Principle of cooling When alcohol is applied on your skin, you feel cool. When the garden is watered in summer, you feel cool also. It is because alcohol or water deprives heat (which is called "latent heat") of its adjacent area when evaporated. These phenomena show clearly the principle of cooling. Cooling offers coldness and coolness while utilizing such natural phenomena. Generally, a cooler seals the liquid which evaporates easily and is called "refrigerant" inside its circuit, and circulates the refrigerant while making the refrigerant vaporized and liquefied repeatedly. The figure on the right shows the basic cooling cycle.
Indoor
Expansion valve
Condenser
Expansion
Evaporator
Evaporation Condensation
Compression
Deprives heat of the adjacent area.
Releases heat to the outside.
Refrigerant
Compressor 97ZA7215
Basic cooling cycle
Refrigerant An object which circulates inside the cooling circuit and transmits heat is called "refrigerant". The refrigerant changes repeatedly its state, from "liquid --> gas --> liquid --> gas ...", and carries heat from the low-temperature side (inside the cabin) to the high temperature side (outside the cabin) while changing its status. There are many types of refrigerants. This air conditioner adopts Refrigerant R134a which does not contain chlorine and does not destroy the ozone layer.
IMPORTANT Make sure to use Refrigerant R134a. If any other refrigerant is used, the following problems may occur. -The air does not become cool enough. -The equipment may be damaged. And never mix Refrigerant R134a with any other refrigerant. Always adhere to local, federal, and provincial laws and regulations.
72-25
Chemical formula
CH2FCF3
Molecular weight
102.03
Boiling point
- 26.19°C
Critical temperature
101.14°C
Critical pressure
41.45kgf/cm2
Critical density
511kg/m3
Density of saturated liquid (at 25°C)
1,206kg/m3
Specific volume of saturated vapor (at 25°C) Latent heat of evaporation (at 0°C) Combustibility Ozone decomposition modulus
0.0310m3/kg 47.19kcal/kg Incombustible 0
Characteristics of Refrigerant R134a
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
Refrigerant characteristics Generally, the fluid (which is the generic name for gas and liquid) has the following properties. 100
Suppose that the air conditioner is used in mid summer. When evaporated, the refrigerant absorbs the heat of evaporation from the air inside the cabin. Accordingly, in order to cool down the air inside the cabin to approximately 25°C, the refrigerant should change (be evaporated) from liquid into gas at a temperature lower than 25°C. From the figure on the right, it can be seen that the refrigerant R134a can cool down sufficiently the air inside the cabin at a pressure above the atmospheric pressure. (If used refrigerant requires a pressure below the atmospheric pressure to cool down the air to the necessary temperature, air enters into the circuit and the ability of the cooler is deteriorated.) In the process in which the vaporized refrigerant is returned to liquid, the refrigerant is cooled down by the outside air of 35°C or more so that it condenses. Accordingly, as is seen from the figure on the right, the refrigerant can be liquefied at the pressure of 785 kPa (8.0 kg/cm2G) or more.
72-26
80
Refrigerant temperature (°C)
(1)When the temperature of gas at a certain pressure decreases, the gas starts to condense and change into liquid at a certain temperature. For each substance (liquid), this temperature is fixed if the pressure is determined. This temperature determined by the pressure is called the "saturated temperature". (2)On the contrary to (1), when the temperature is determined, the pressure at which liquefaction starts is fixed. This pressure is called "saturated pressure". The figure on the right shows the relationship between the saturated temperature and the saturated pressure of refrigerant R134a. At the temperature and the pressure below (= on the lower right side of) the curve, the refrigerant is liquid. At the temperature and the pressure above (= on the upper left side of) the curve, the refrigerant is gas.
60
40 35
20 15
0
-20 -30 0
3.6 5
8
10
15
20
25
30
35
40
Gauge pressure (kgf/cm2G)
Relationship between saturated pressure and saturated temperature of R134a
97ZA7216
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
Cooling circuit The figure on the right shows the cooling circuit of the air conditioner. In this circuit diagram, the area which cools down the air inside the cabin is the evaporator. The cooling circuit utilizes the fact that the refrigerant absorbs heat (latent heat of evaporation) from the adjacent area when evaporated, and cools down the air inside the cabin. The area where the refrigerant is evaporated is the evaporator. The "cooling" effect can be obtained only when the air to be cooled down is continuously fed to the area around the evaporator by the blower fan and the liquid refrigerant (wet evaporation refrigerant with low degree of dryness) is supplied into the evaporator. For example, in order to cool down the air to 15°C, the refrigerant can absorb the latent heat of evaporation from the air only when it is evaporated at a temperature lower than 15°C. It can be seen from the figure in the previous page that the pressure of the refrigerant inside the evaporator should be 353 kPa (3.6 kgf/cm2G) or less to realize it. And in order to keep sufficient cooling effect, the supplied refrigerant quantity should be adjusted so that the refrigerant supplied to the evaporator is completely evaporated inside the evaporator into dry vapor or gas. Thus, the term "evaporator". This is the area where a "change of state" from a liquid to a gas is completed. Accordingly, the cooling circuit should be so constructed as to reduce the pressure inside the evaporator and supply proper quantity of refrigerant into the evaporator so that the evaporator can cool down the air sufficiently. The supplied refrigerant quantity can be adjusted by the expansion valve. The pressure inside the evaporator is kept at a low value by the closing action of the expansion valve and the suction action of the compressor. The compressor works as a pump which circulates the refrigerant. The refrigerant in the dry vapor status returns into liquid by the compression action of the compressor and heat change (heat radiation) of the condenser.
72-27
Inside cabin
Evaporator
Expansion valve
Blower Inside engine room
Compressor
Cooling fan
Receiver dryer Condenser
Structure of cooling circuit
97ZA7217
115ZIV _ 3
Air Conditioner
Electrical circuit diagram
20A
OPERATOR STATION 72
FU M2 6
20A
FU M1 54
５Ａ
FU M3 7 ７
７
７
７
７
７ ＲL EC
ＲL BM ＲL BH ＲL BM2 ＲL BM1
54
ＲL CD
54
6 RL CD
RL BM
RLEC
48 48
52 52
45 16 16
SW K OFF CM B
C
ACC
BR
R1
Ｄ1
７
R Ｂ
10
1
11 2
５
M CD1
SP CDH
17 17
15
14 ４
45
45
45 ＧＡ Ｄ3
225W
Ｍ
R2
ＢＡＴ
EC
MB
16
46
E
M CD2
49 R B1
３
ＧＡ
40W
49
Ｍ
Ｍ
47 110W
53 110W
AC AC 50 14
９ 13
13 12
10
16 19
18
20
11
20
19
21
32
17
23 33
34
18
7
24
12
35
38
39
40
８ 41
50 43
44 R B2
CM B
Ｄ2
CM
18 C
12 ＴＨF
19
20
D
Ａ
21
32
Ｂ
C
E
34 Ａ
35
38
Ｂ
C
39
40
D
Ａ
41
43
44
RL CH1
E
RL CH2
53 53 47 R CD2 RL CH2 R CD1 RL CH1
R B3 M
M
M
12
12
Ｂ01
Dotted lines indicate the wiring on the machine side. Cable color list
Part name list Part name
Symbol ACAC
Air conditioner control amplifier
Part name
Symbol
Symbol
GA
Alternator
RCD1
RB3
Part name
Symbol
Part name
Cable Cable color No.
Cable Cable color No.
Cable Cable color No.
Cable Cable color No.
18
RW
40
LB(L)
51
Lg
19
Y
41
OB(O)
52
OL P
RLEC
Compressor clutch relay
06
Condenser resistor 1
SPCDH
Medium pressure switch for condenser conversion/transmission
07
Blower resistor 3
51
51 M RF
M VR M
51 47
46
46
Ｂ
Ａ
Ｂ
M VL
ＭＡＭ 13
33 D
R
BAT
Battery
MAM
Duct actuator motor for air mixing selection
CMB
Battery contactor
MB
Blower motor
RCD2
Condenser resistor 2
SPD
Refrigerant high/low pressure switch
10
WB
20
YR
43
GR(G)
53
D1
Diode 1
MCD1
Condenser motor 1
RLBH
Blower high relay
SWK
Key switch
11
WR
21
YB
44
YL(Y)
54
D2
Diode 2
MCD2
Condenser motor 1
RLBM
Blower main relay
THF
Blowoff thermistor
12
BW(B)
32
Y
45
L
RLBM1
Blower medium relay 1
13
BW(B)
33
Br
46
BL
Key switch connection table
D3
Diode 3
MRF
Duct actuator motor for inside/outside air selection
EC
Compressor clutch
MVL
RLBM2
Blower medium relay 2
14
WG
34
L
47
Br
Preheating
FUM1
Main fuse 1
MVR
Duct actuator motor for left blowoff port selection Duct actuator motor for right blowoff port selection
RLCD
Condenser relay
15
WY
35
O
48
O
OFF
FUM2
Main fuse 2
RB1
Blower resistor 1
RLCH1
Condenser 1 HI relay
16
B
38
YB(Y)
49
G
ON
FUM3
Main fuse 3
RB2
Blower resistor 2
RLCH2
Condenser 2 HI relay
17
B
39
BrB(Br)
50
P
Startup
B
BR
R1
R2
C
72-28
ACC
Ｂ01
50
49
RL BM1 RL BM2 RL BH
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
Electrical wiring diagram
72-29
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Functions of components Control unit The control unit consists of a control panel which allows to operate the air conditioner and a control amplifier which controls each function in accordance with operation of the switches provided on the control panel.
Control amplifier
Control panel
65K72003
Control panel
Vent selection indicator lamps Vent selector switches
Inside air circulation selector switch Air conditioner Inside air circulation On-Off switch indicator lamp
Air conditioner operation indicator lamps
Outside air introduction indicator lamp Outside air introduction selector switch Blower operation indicator lamps
A/C Vent temperature indicator lamps
OFF Vent temperature control switches
OFF switch
When each switch is pressed and the control amplifier receives corresponding operation signal, buzzer sounds instantaneously and the following operations are performed.
72-30
LO
HI
Blower switches
115ZIV _ 3
Air Conditioner
Operation switch
Switch name
OPERATOR STATION 72
Function
OFF switch
·Turns off the blower fan and the air conditioner (compressor).
Vent selector switch (Face)
·Sets the vent position to "Face", and lights the corresponding indicator lamp.
Vent selector switch (Face/Foot) ·Sets the vent position to "Face/Foot", and lights the corresponding indicator lamp. ·Sets the vent position to "Foot", and lights the corresponding indicator Vent selector switch (Foot) lamp. ·Sets the vent position to "Def/Foot", and lights the corresponding Vent selector switch (Def/Foot) indicator lamp. Vent selector switch (Def)
·Sets the vent position to "Def", and lights the corresponding indicator lamp.
Blower switch LO (low speed)
·Sets the blower fan to LO (low speed), and lights the corresponding indicator lamp.
Blower switch (Med)1
·Sets the blower fan to (Med)1, and lights the corresponding indicator lamp.
Blower switch (Med)2
·Sets the blower fan to (Med)2, and lights the corresponding indicator lamp.
Blower switch HI (high speed) Air conditioner switch Inside air circulation selector switch Outside air introduction selector switch
Blue
Red
Starter switch
Vent temperature control switches
Starter switch
·Sets the blower fan to HI (high speed), and lights the corresponding indicator lamp. ·Turns on the air conditioner, and lights the corresponding indicator lamp. (The air conditioner can turn on only when an either blower switch is set to ON.) ·Changes over the air suction port to inside air circulation, and lights the corresponding indicator lamp. ·Changes over the air suction port to outside air introduction, and lights the corresponding indicator lamp. ·Every time the" " (blue) switch is pressed, the temperature at the vents are adjusted in 7 steps on the cold air side, and green indicator lamps in corresponding positions are lit. ·Every time the " " (red) switch is pressed, the temperature at the vents are adjusted in 7 steps on the hot air side, and red indicator lamps in corresponding positions are lit. ·Starts operation in the mode selected just before the starter switch was turned off at last.
72-31
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Control amplifier The control amplifier controls each actuator and relay in accordance with operation of the switches provided on the control panel. Control name
Functions
Switch operation
-When the starter switch is set to ON, the control amplifier detects the stop positions of the actuator for inside/outside air selection and the actuator for water valve selection, starts control from the mode selected just before the starter switch was set to OFF last time, and lights the corresponding indicator lamps. However, the blower fan starts from the Med speed without regard to the speed selected just before the starter switch was set to OFF last time.
Previous control
Starter switch
OFF control
OFF switch
-The control amplifier turns off the blower fan and the air conditioner (compressor).
Blower switches
-When the blower switch is set to ON, the control amplifier controls the blower fan relay, and changes over the air quantity.
Air conditioner control
Air conditioner switch
-When the air conditioner switch is set to ON, the control amplifier controls the compressor clutch relay and the condenser fan relay, and starts the air conditioning function (only when the blower switch is set to ON). -While the air conditioner is operating, the control amplifier detects the evaporator air temperature by the thermistor. If the temperature becomes 3°C or less, the control amplifier sets temporarily the compressor to OFF to prevent freezing of the evaporator. If the temperature returns to 4°C or more, the control amplifier sets the compressor to ON again.
Vent control
Inside/outside air selector switches
-When either inside/outside air selector switch is pressed, the control amplifier controls the actuator for inside/outside air selection and changes the vents.
Vent temperature control
Vent temperature control switches
-When a vent temperature control switch is pressed, the control amplifier controls the actuator for water valve selection, then controls the water valve position and the air mixing damper opening position to change the temperature at the vents. In addition, the control amplifier detects the water valve position, and controls the indicator lamp lighting pattern.
Buzzer control
Each switch
-When receiving a switch ON signal, the control amplifier sounds buzzer instantaneously.
Blower control
Troubleshooting the control unit Item
Symptom
Cause
Action
Every indicator lamp does not light.
Repair/replacement
Some indicator lamps do not light (or remain lit).
1. Power cable is broken or fuse is blown out. 2. Inside of control unit is defective. 1. Indicator lamp lines are broken. 2. Operation switches are defective. 3. Inside of control unit is defective.
Blower operation is defective.
Blower fan does not change its rotation speed (or does not rotate at all).
1. Blower switches are defective. 2. Inside of control unit is defective.
Repair/replacement
Vents cannot be changed over.
Vents cannot be changed over.
1. Vent selector switches are defective. 2. Inside of duct for vent selection is defective.
Repair/replacement
Compressor operation is defective.
Compressor cannot turn on.
1. Air conditioner switch is defective. 2. Inside of control unit is defective.
Repair/replacement
Freezing
Air quantity is small, and pressure is low.
1. Inside of control unit is defective.
Repair/replacement
Inside/outside air cannot be changed over.
Inside/outside air cannot be changed over.
Indicator lamps do not light.
Control of temperature at vents is defective.
1. Inside/outside air selector switches are defective. 2. Inside of control unit is defective. temperature control switches are Air mixing damper is disabled. 1. Vent defective. Water valve is disabled. 2. Inside of control unit is defective.
Buzzer is disabled.
Buzzer is disabled.
1. Inside of control unit is defective.
72-32
Repair/replacement
Repair/replacement Repair/replacement Repair/replacement
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
Air conditioner unit The air conditioner unit has the cooling, heating and air blowing functions to perform conditioning of the air inside the cabin, and consists of an evaporator which cools down the air, a heater radiator which warms the air and a blower motor which blows the air. The air conditioner unit controls the air mixing damper opening position to mix by the blower fan the air cooled by the evaporator and the air warmed by the heater radiator so that the air temperature at the vents is properly controlled. Each air mixing damper is controlled by an actuator for water valve selection assembled in the upper portion of the air conditioner unit. The opening of the water valve is controlled in connection with the opening of the air mixing damper so that the hot water flow rate is given in proportion to the opening of the damper.
Heater radiator
Blower motor
Evaporator
Air conditioner unit
97ZA7220
Link rod B (between dampers A and B)
Support point B
Air mixing damper B
Evaporator r ate He
Fan
Blower motor
Link rod A (for water valve) Support point
Actuator for water valve selection
Air mixing damper During maximum cooling, the air mixing damper B is completely closed, and the air mixing damper A is completely opened. As a result, the air cooled by the evaporator does not go through the heater radiator but is blown off by the blower fan.
Support Air mixing point A damper A
Water valve 97ZA7221
[In the case of maximum cooling] Air mixing damper B
r
ate
He
Evaporator
tor
dia
Ra
Suction
Cold air
Air mixing damper A
During maximum heating, the air mixing damper A is completely closed, and the air mixing damper B is completely opened. As a result, all the air which has gone through the evaporator goes through the heater radiator, is warmed, then is blown to operator by the blower fan.
[In the case of maximum heating]
Fan
Cold air 97ZA7222
Air mixing damper B
Evaporator
Blower motor
r
ate
He
Suction
Air mixing damper A
tor
dia
Ra
Hot air
Fan
Blower motor
Hot air 97ZA7223
72-33
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Evaporator The evaporator is an important heat exchanger which evaporates liquid refrigerant set to low temperature and low pressure by an expansion valve, utilizes its latent heat, and absorbs heat from air (target) inside the cabin. Accordingly, heat should be smoothly transmitted between the target and the refrigerant in the evaporator. For this purpose, fins are provided on the air side of the evaporator to extend the heat transmission area on the air side so that heat can be smoothly transmitted between the refrigerant and the air. By cooling, the moisture contained in the air condenses, changes into water drops, and adheres to the outside of the evaporator. If these water drops are frozen, the cooling effect deteriorates. To prevent this, attention should be paid also to proper drainage of condensed water. The refrigerant quantity supplied to the evaporator is adjusted by the expansion valve described next. In order to ensure that the refrigerant quantity is accurately adjusted, pressure drop of the refrigerant inside the evaporator should be minimal. Accordingly, reduction of pressure drop is an element to enhance the performance of the evaporator.
Evaporator
Refrigerant flow inside evaporator ( ) From expansion valve (1) to (8) Compressor
97ZA7224
Troubleshooting the evaporator Item
Symptom
Cause
Action
Gas leak
Both high pressure and low pressure are 1. Joint portion of supply area 1) Tightening low, and air bubbles can be seen through 2. Cracks in evaporator main body 2) Repair/replacement sight glass.
Blockage in circuit
Both high pressure and low pressure are low.
1. Blockage inside
1) Cleaning/replacement
Blockage in fins
Air quantity is small. (Filters may be clogged.)
1. Blockage in fins
1) Cleaning
Freezing
Air quantity is small, and low pressure is low.
1. Blockage in filter (Evaporator is not preforming inadequately.)
1) Cleaning/replacement
72-34
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
Expansion valve (box type) The expansion valve offers the following two functions. 1. By injecting the liquid refrigerant at high temperature and high pressure which has gone through the receiver from a small hole, the expansion valve expands dramatically the liquid refrigerant into mist refrigerant at low temperature and low pressure. 2. Promptly in accordance with the vaporized status of the refrigerant inside the evaporator, the expansion valve adjusts the refrigerant quantity. In order to ensure that the evaporator offers its full performance, the liquid refrigerant should be kept in a state in which its evaporation is always completed at the exit of the evaporator. To realize this, the expansion valve automatically adjusts the refrigerant quantity in accordance with fluctuation of the temperature inside the cabin (cooling load) and fluctuation of the rotation speed of the compressor. The expansion valve consists of a needle valve, a diaphragm and a temperature sensing rod. The temperature sensing rod detects the temperature of the refrigerant which has gone through the evaporator, and transfers the detected temperature to the refrigerant gas chamber located in the upper portion of the diaphragm chamber. This results in a regulating effect that optimizes the refrigerants performance.
72-35
(Evaporator)
Diaphragm
Spring
Temperature sensing rod Needle valve (To compressor) "Low press. side" (From receiver drier) "High press. side"
65K72007
Structural drawing of box type expansion valve
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Operation of expansion valve (box type) The temperature sensing rod detects the temperature of the refrigerant which has gone through the evaporator, and transfers the detected temperature to the refrigerant gas chamber located in the upper portion of the diaphragm chamber. The gas pressure changes in accordance with the detected temperature, the temperature sensing rod directly connected to the diaphragm is moved, then the needle valve opening is adjusted.
Evaporator
Temperature sensing rod Diaphragm
Needle valve
-When the temperature at the exit of the evaporator is low (that is, when the cooling load is small)
From receiver (High pressure)
To compressor (Low pressure) 65K72007
The gas pressure inside the diaphragm chamber becomes low, the volume decreases, the temperature sensing rod moves to the right, and the needle valve is closed. -When the temperature at the exit of the evaporator is high (that is, when the cooling load is large) The gas pressure inside the diaphragm chamber becomes high, the volume increases, the temperature sensing rod moves to the left, the needle valve is open, and more quantity of refrigerant is supplied to the evaporator.
Troubleshooting the expansion valve Item
Symptom
Cause
Blocked expansion Both high pressure and low pressure valve or defective are low, and air bubbles cannot be adjustment (too closed) seen through sight glass.
Action
1. Expansion valve
1) Cleaning/adjustment or replacement
Defective adjustment (too open)
Low pressure is too high, and compressor head is cold.
1. Expansion valve
1) Adjustment or replacement
Freezing caused by moisture
Cooling is disabled during operation. Frosting is not detected in evaporator. Both high pressure and low pressure are low, and air bubbles cannot be seen through sight glass.
1. Expansion valve
1) Replace receiver tank, evacuate air, then charge gas again.
72-36
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Heater radiator The heater radiator utilizes the engine cooling water as the heat source. When going through the heater radiator, the air receives heat from the heater radiator fins and is warmed. The hot water inside the heater radiator is forcedly circulated by the engine water pump.
tlet
r ou
t
Ho
te wa
Hot water inlet Fin
Heater core
Troubleshooting the heater radiator Item
97ZA7227
Symptom
Cause
Action
Water leak
Water leaks from heater core.
1. Joint portion of supply area 2. Cracks in heater core main body
1) Repair/replacement
Blockage in circuit
Air inside cabin does not become warm.
1. Blockage inside heater radiator
1) Replacement
Blockage in fins
Air quantity is small.
1. Blockage in fins
1) Cleaning
Water valve
Valve lever
The water valve is mounted on the inlet side of the heater radiator, and changes the opening position of the valve lever in accordance with operation of the vent temperature control switches provided on the control panel to adjust the flow rate of the hot water going through the heater radiator.
72°
Open
Operation angle
Closed
OUT
Valve lever
Troubleshooting the water valve
IN 97ZA7228
97ZA7229
Item
Symptom
Cause
Action
Defective water stop
During maximum cooling, air inside cabin does not become cool enough.
1. Water valve 2. Defective connection between valve lever and link
1) Repair/replacement
Water leak
Water leaks.
1. Joint portion in supply area 2. Cracks in water valve main body
1) Repair/replacement
Blockage in circuit
Air inside cabin does not become warm.
1. Blockage inside water valve
1) Repair/replacement
72-37
115ZIV _ 3
Air Conditioner
Actuator for air mixing
OPERATOR STATION 72
Specifications
The actuator operates in accordance with operation of the switches provided on the control panel. The actuator rotates only while the power is applied from the control amplifier on the area between (A) and (B). The actuator rotation direction (normal or reverse) is determined by the direction of the power applied on the area between (A) and (B). When the actuator rotates, the moving contact slides in the resistor on the fixed plate. When the detected position of the moving contact (which is linked to the control lever) becomes equivalent to the indication on the control panel (that is, when the electric potential becomes equivalent), the power of the motor turns off and the actuator stops.
Voltage
24 VDC 0.3N·m(3 kgf·cm)
Load torque Number of rotations
5 rpm
Current
75 mA Terminal (A)
HOT side
Terminal (B)
COLD side
Voltage applied terminal
COOL
COLD Stop position at time of delivery
Unused
65K72009
HOT
Actuator 65K72010
Circuit diagram
Troubleshooting the actuator for air mixing Item
Symptom
Cause
Action
Motor rotation is defective.
·Air conditioner cannot be changed over from cooling to heating (or from heating to cooling).
1. Motor 2. Control unit
1) Repair/replacement
Contact is contacting poorly.
·Vent temperature indicator lamps do not light in accordance with preset pattern. ·Actuator does not stop in accordance with preset pattern.
1. Fixed plate 2. Movable contact 3. Control unit
1) Repair/replacement
72-38
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
Duct for vent selection
To "Face"
The duct for vent selection changes over the vent between "Face", "Face/Foot", "Foot", "Def/Foot" and "Def". When either vent selector switch on the control panel is pressed, the link is moved by the actuator of the duct and the damper is changed over.
To "Def"
Foot
From air conditioner unit 65K72011
Face
Link Def "Face/Def" damper Foot Link Actuator for vent selection "Foot" damper
65K72012
72-39
115ZIV _ 3
Air Conditioner
Actuator for vent selection
OPERATOR STATION 72
Specifications
The actuator operates in accordance with operation of the switches provided on the control panel. The actuator rotates only while the power is applied from the control amplifier on the area between (A) and (B). The actuator rotation direction (normal or reverse) is determined by the direction of the power applied on the area between (A) and (B). When the motor rotates, the moving contact slides in the resistor on the fixed plate. When the detected position of the moving contact (which is linked to the control lever) becomes equivalent to the indication on the control panel (that is, when the electric potential becomes equivalent), the power of the motor turns off and the motor stops.
Voltage
24 VDC
Load torque
0.3 N·m (3 kgf·cm)
Number of rotations
10 min-1
Current
75 mA
Voltage applied terminal
Terminal (A)
Face side
Terminal (B)
Def side
Unused
Voltage between C and E
65K72013
Actuator
Stop position at time of delivery
FACE
Circuit diagram 65K72014
Operation angle
DEF 65K72015
Relation of potentiometer output and initial value
Troubleshooting the actuator for vent selection Item
Symptom
Cause
Action
Motor is locked (disabled).
·Actuator does not rotate.
1. Motor 2. Control unit
1) Repair/replacement
Contact is contacting poorly.
·Vent temperature indicator lamps do not light in accordance with preset pattern. ·Actuator does not stop in accordance with preset pattern.
1. Fixed plate 2. Moving contact 3. Control unit
1) Repair/replacement
72-40
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Blower motor assembly Fan
The blower motor assembly consists of a DC motor and a fan, and blows air.
Blower motor
Specifications Voltage
24 VDC
Number of rotations of motor
3,400 min-1
Power consumption
225 W
Fan outer diameter
ø 150
Air Air 65K72016
Troubleshooting the blower motor Item Blower motor operation is defective.
Symptom
Cause
Action
1. Blower motor 2. Control unit
Air is not blown at all.
1) Replacement
Blower resistor The blower resistor changes over the air quantity of the blower motor.
Me1
Hi
Lo
Resistor
Me2 65K42017
0.4Ω
Me 2
Hi
2.8Ω
1.2Ω
0.4Ω
Me1
Troubleshooting the blower resistor Item
Lo 65K72018
Symptom
Cause
Action
Wire in blower resistor is broken.
Air quantity does not change.
1. Blower resistor 2. Control unit
1) Replacement
Blower motor operation is defective.
Air is not blown at all.
1. Blower motor 2. Control unit
1) Repair/replacement
72-41
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Thermistor The thermistor, a kind of semi-conductor, offers the characteristics as shown in the curve on the right. When the temperature becomes high, its resistance becomes small. When the temperature becomes low, its resistance becomes large.
Appearance of thermistor 8000 7000
Resistance (Ω)
6000 5000 4000 3000 2000
The thermistor mounted on the blowoff port side of the evaporator detects the temperature of the air cooled by the evaporator, and transmits it as a signal to the control amplifier.
1000 0 -10
-5
0
5
10
15
20
25
30
Temperature (°C)
Characteristics curve between temperature and resistance of thermistor
If the air at the vent is 3°C or less, the control amplifier turns off the compressor clutch relay. If the air at the blowoff port becomes 4°C or more, the control amplifier turns on the compressor clutch relay again to restart cooling.
Evaporator
Heater radiator
Blower
Because the air temperature at the vent is detected and the compressor clutch relay is turned on and off accordingly, freezing of the evaporator is prevented.
Thermistor 30A 20A
To battery relay
Fuse Fuse
Compressor clutch relay
Compressor clutch
Control amplifier Temperature detection circuit 3°C ON OFF 4
Thermistor
Troubleshooting the thermistor Item
Symptom
Cable in thermistor is broken.
Compressor clutch does not work.
Thermistor is short-circuited.
Air is not blown (by freezing).
72-42
Cause
Action
1. Thermistor
1) Replacement
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Air filter and air damper box The air damper box changes over the suction ports for between outside air introduction and inside air circulation. When the inside air circulation selector switch or the outside air introduction switch provided on the control panel is pressed, the damper for inside/outside air selection is changed over by the actuator inside the air damper box. An outside air filter is mounted on the outside air introduction side. An inside air filter is mounted on each of the top and the side face of the inside air circulation box. These filters remove dust contained in the air.
Air damper box
Actuator for inside /outside air selection
The air damper box changes over the damper for inside/outside air selection between the inside air side and the outside air side by the actuator for inside/outside air selection by way of the link or the lever.
Inside air (A) Air conditioner unit
Inside air side
Control lever
Damper
Inside air Outside air side
Outside air
View (A)
Inside air suction port on top face
Inside air suction port on top face
Inside/outside air selector damper
Inside/outside air selector damper Vent
Vent
Outside air introduction port
Outside air introduction port (closed)
Inside air suction port on side (closed)
Inside air suction port on side
<When inside air is circulated>
<When outside air is introduced>
72-43
115ZIV _ 3
Air Conditioner
Actuator for inside/outside air selection
Specifications
The actuator operates in accordance with operation of the switches provided on the control panel. The actuator rotates only while the power is applied from the control amplifier on the area between (A) and (B). The servo motor rotation direction (normal or reverse) is determined by the direction of the power applied on the area between (A) and (B).
a
OPERATOR STATION 72
Voltage
24 VDC
Load torque
0.3 N·m (3 kgf·cm) 20 min-1
Number of rotations Current
75 mA air mode Terminal (A) Outside side air mode Terminal (B) Inside side
Voltage applied terminal
Unused
b
Outside air introduction position
Inside air circulation position
65K72020
(FRS) MRFB
(REC) MRFA
Actuator Circuit diagram
65K72021
Troubleshooting the actuator for inside/outside air selection Item
Symptom
Cause
Motor rotation is defective.
·Inside air circulation does not change to outside air introduction. Or outside air introduction does not change to inside air circulation.
72-44
1. Motor 2. Control unit
Action 1) Repair/replacement
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Air filter -Air filter for outside air This filter removes dust contained in the outside air when the outside air is introduced. By turning the catch clockwise and removing the air duct, you can take out this air filter to the outside.
65K72002
-Air filters for inside air These filters remove dust contained in the air inside the cabin when the inside air is circulating. (When the outside air is introduced, it goes through the air filters for inside air provided on the top face also.) By removing the stopper, you can take out two filters on the top face forward and one filter on the side upward.
Air filter on side
Specifications Air filter for inside air Air filter for outside air Top face Side (2 filters)
Item Filtration area Ventilation resistance Purification efficiency
2,670 cm2
2,670 cm2 4,005 cm2
3 mmAq or less
8 mmAq or less
98% or more
65% or more
Stopper
Air damper box
Air filter on top face
97ZA7246
Troubleshooting the air filter Item Clogging
Symptom ·Air quantity is small.
Cause 1. Air filter
72-45
Action 1) Cleaning/replacement
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Compressor and magnetic clutch Compressor
Pressure relief valve
Service valve
The compressor compresses the gaseous refrigerant which deprived heat of the air inside the cabin in the evaporator and was vaporized to make the gaseous refrigerant be at high pressure, and feeds it to the circuit on the high pressure side. Five pairs of pistons (with ten cylinders) reciprocate in the same direction with the shaft in accordance with rotations of the shaft. Accordingly, when one piston of a pair is in the compression stroke, the other one is in the suction stroke.
Diagonal plate
Charging valve on low pressure side
Shaft seal
O ring Piston
The compressor is lubricated by the compressor oil contained in the gaseous refrigerant and the oil splashed by the diagonal plate. Accordingly, if the refrigerant quantity decreases, the compressor is seized by oil shortage. To prevent seizure, a pressure switch is provided in the circuit so that the power supplied to the magnet clutch is shut down and the compressor is protected when the refrigerant quantity decreases.
Cylinder case Lead valve Shaft Magnetic clutch assembly 97ZA7247
Piston
Specifications Model
Discharge valve
10PA15C
Cylinder diameter
Ø29.5
Stroke
22.7mm
Number of cylinders
10
Cylinder capacity
155.3cc
Maximum allowable number of rotations Lubricating oil
4,000min-1
Lubricating oil quantity
180cm3
Discharge valve
Suction valve
Suction valve Diagonal plate
Suction/compression action
ND-OIL8
97ZA7248
Magnetic clutch The magnetic clutch drives the compressor when the engine is rotating and the air conditioner switch is set to ON, when the temperature inside the cabin reaches the temperature set by the vent temperature control switches, or when the temperature inside the cabin becomes high.
Suction force Stator Switch Iron piece (rotor)
Power supply Magnetic force
Principle of magnetic clutch 72-46
97ZA7249
115ZIV _ 3
Air Conditioner
The hub of the magnetic clutch is fitted onto the shaft of the compressor. While the compressor is not driven, the hub is separated from the rotor and only the pulley is rotating. When the air conditioner switch is set to ON, the current flows in the stator coil, the stator works as a magnet and engages the hub, then the compressor rotates together with the pulley.
OPERATOR STATION 72
Suction face
Pulley Stator coil
Hub
Rotor
Stator Ball bearing
When the current applied on the stator coil is set to OFF, the hub is not immediately separated but rotates together with the pulley because the pulley has residual magnetism. Accordingly, clearance is provided between the hub and pulley so that they are not in close contact with each other during disengagement. This clearance is called air gap.
Magnet clutch
97ZA7250
Specifications Model
L50
Voltage
24VDC
Power consumption
40W
Drive belt
Type B (one piece)
Air gap
0.5 ± 0.15mm
Troubleshooting the compressor and magnetic clutch Item
Suction or exhaust valve is damaged.
Symptom
Casue
·Compressor temperature is abnormally high. ·High pressure is abnormally low, and low pressure is abnormally high. ·Air bubbles cannot be seen through sight glass.
Action
1. Suction or exhaust valve
1) Repair/replacement
Clutch draw voltage is low.
1. Stator coil
1) Replacement
Power is not supplied to stator coil.
1. Wiring on main body 2. Control amplifier 3. Pressure switch
1) Repair 1) Replacement 1) Replacement
Gap between hub and rotor is large.
1. Magnetic clutch worn
1) Replacement
Compressor main body is defective (seized, etc.).
1. Shaft, piston
1) Repair/replacement
Clutch bearing is damaged.
1. Clutch bearing
1) Replacement
1. Magnetic clutch
1) Replacement
V belt is slack.
1. V belt
1) Repair/replacement
Compressor main body is defective. ·Abnormal sounds are made while clutch is turned on. V belt is slack.
1. Faulty components inside compressor
1) Repair/replacement
1. V belt
1) Repair/replacement
·Abnormal sounds are made while clutch is turned on.
·Compressor does not rotate
Contact or slippage caused by too small gap between hub and rotor
·Abnormal sounds are made while clutch is turned off.
72-47
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Condenser unit Each condenser unit consists of a condenser, a condenser fan motor and a resistor. Two condenser units are arranged in series with the piping. The condenser units cool down the gaseous refrigerant at high temperature and high pressure sent from the compressor, and change it into liquid refrigerant.
Condenser The condenser consisting of tubes and fins cools down the gaseous refrigerant at high temperature and high pressure (70°C, 1617 kPa (16.5 kgf/cm2)) sent from the compressor, and change it into liquid refrigerant.
Condenser units
Condenser fan motor
97ZA7251
Refrigerant inlet Tube
The condenser fan motor used to cool down the condenser is mounted on the condenser together with a fan shroud. Refrigerant outlet
Specifications Voltage
24VDC
Power consumption
132 W x 2
Fins
97ZA7252
Resistor
1,100 m3/Hr x 2
Air quantity Number of rotations of motor
2,400 min-1
Resistor The resistor controls rotation of the condenser fan motor in two steps in accordance with a command given by the fan control pressure switch (medium pressure switch).
Fan shroud
Specifications Resistance
Fan
Condenser fan motor
97ZA7253
2.8 Ω
Troubleshooting the condenser unit Item
Cause
Action
1. Blockage or crushed fins
1) Cleaning or replacement
1. Fan motor
1) Repair or replacement
Blockage in circuit
High pressure is abnormally high, low pressure is abnormally low, and air does not become cool enough inside cab. Air bubbles can be seen through sight glass.
1. Inside
1) Cleaning or replacement
Gas leak
Both high pressure and low pressure are abnormally low, and air bubbles can be seen through sight glass.
1. Leaks at joints 2. Cracks in main body
1) Tightening 2) Repair or replacement
Heat radiation quantity is insufficient due to blockage. Rotation of condenser fan motor is defective.
Symptom Both high pressure and low pressure are abnormally high, and air does not become cool enough inside cab.
72-48
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Receiver dryer The receiver dryer consists of a receiver tank, desiccant, strainers, and a receiver tube.
Refrigerant inlet Refrigerant outlet
Receiver tank In the air conditioner, the number of rotations of the compressor changes and the proper refrigerant quantity in the cooling circuit fluctuates in accordance with fluctuation of the number of revolution of the engine. The receiver receives such fluctuation. When the cooling circuit does not require much refrigerant, the receiver stores temporarily excess refrigerant. When the cooling circuit requires much refrigerant, the receiver tank supplies refrigerant from its receiver tube to the circuit. In addition, the receiver tank stores excessive refrigerant in order to take balance of charging of the refrigerant and respond to any minute leaks of the refrigerant caused by permeation through rubber hoses.
Strainer
Desiccant
Receiver tube
Receiver tank
Desiccant If moisture is present inside the cooling circuit, the compressor valve and oil may deteriorate, metal constituting the circuit may corrode, or moisture may be frozen inside the expansion valve and the circuit may be clogged. To prevent such failure, synthetic zeolite is accommodated inside the air conditioner as the desiccant suitable to the circuit so that it absorbs moisture entering the circuit during installation or refrigerant charging. When the expansion valve is often frozen by moisture (icing), the desiccating agent does not have enough absorption ability. In such a case, replace the receiver dryer.
IMPORTANT
97ZA7254
Strainers If dusts enter the circuit, the expansion valve may be clogged, the compressor may be damaged, and the cooling function may be deteriorated. The strainers are provided to prevent dusts flowing with the refrigerant from flowing forward. The strainers cannot be cleaned. When they are considerably clogged (In this case, the high pressure becomes high and the low pressure becomes low.), the entire receiver dryer should be replaced.
Specifications
If parts of the cooling circuit are removed and left for a long time for repair or another reason, the desiccant absorbs moisture contained in the air and loses its absorption performance, and the receiver dryer should be replaced. To prevent this, after parts are removed, all openings should be plugged.
550 cm3
Capacity Desiccating agent Desiccating agent capacity
Synthetic zeolite 290 g
Troubleshooting the receiver tank Item
Symptom
Cause
Icing
·At first, air in cab will cool down, but after a short time no longer will cool properly.
1. Desiccating agent in receiver
1) Replacement of receiver dryer
Blockage in strainers
·High pressure is excessively high, low pressure is excessively low, and air does not become cool enough.
1. Blockage in strainers
1) Replacement of receiver dryer
72-49
Action
115ZIV _ 3
Air Conditioner
Access tube
OPERATOR STATION 72
Pressure switch
Tube accessory
The access tube mounted on the outlet side of the receiver dryer consists of a pressure switch, a sight glass and a charging valve on the high pressure side.
Charging valve on high pressure side
Sight glass
Receiver dryer
Pressure switches
97ZA7255
The pressure switch detects the pressure on the high pressure side of the cooling circuit, and stops the compressor when detecting any abnormality so that damage of the equipment in the cooling circuit can be prevented. There are three types of pressure switches, high pressure type, medium pressure type and low pressure type, which function as shown in the table below.
Terminal
Contact area
97ZA7256
Switch
Function
High pressure switch
When pressure between compressor and expansion valve becomes abnormally high, this switch shuts down power supplied to compressor magnetic clutch to protect circuit.
Switching pressure kPa (kgf/cm2)
Switch operation confirmation method
Causes of abnormal pressure
Pressure switch coupler 2550
Heat radiation of condenser is insufficient due to clogging in condenser or defective rotation of condenser fan.
3138
Check conductivity between A and B.
Medium pressure switch
Low pressure switch
When detecting fluctuation of pressure between compressor and expansion valve, this switch gives a signal to control amplifier about whether to rotate condenser fan motor at low speed or high speed. While this switch is ON, fan motor rotates at high speed. While this switch is OFF, fan motor rotates at low speed. When pressure between compressor and expansion valve becomes abnormally low due to refrigerant leak, this switch shuts down power supplied to compressor magnetic clutch to prevent seizure of compressor caused by insufficient compressor oil which decreased together with refrigerant.
1520 Check conductivity between C and D in pressure switch coupler shown above.
1226
226 Check conductivity between A and B in pressure switch coupler shown above. 196
72-50
Refrigerant leak from a part of circuit
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Troubleshooting the pressure switch Item
Symptom
Cause
Action
Insufficient cooling
·Condenser fan motor does not change its speed (to high speed).
1. Medium pressure switch
1) Replacement
Gas leak
·Even when abnormal high pressure (3.1 MPa) (32 kgf/cm2) occurs, compressor does not turn off. 1. High or low pressure switch* ·Even when gas (refrigerant) has run short, compressor does not turn off.
1) Replacement
* If abnormal high pressure occurs while the high pressure switch is nonconforming, the equipment in the cooling circuit may be damaged. The pressure relief valve releases the refrigerant to the atmosphere in order to prevent damages of the equipment.
-Pressure relief valve This valve mounted on the high pressure side of the compressor service valve releases the refrigerant to the atmosphere when abnormal high pressure occurs.
Service valve
Pressure relief valve
Charging valve on low pressure side
Flow rate ( h/min) 113
97ZA7257
0
28.1
35.0
42.4
Pressure kgf/cm2
Cross section view of pressure relief valve
Characteristics drawing of relief valve operation
IMPORTANT When the refrigerant quantity inside the cooling circuit is correct, the pressure switch always remains ON even if the compressor is stopped because the refrigerant pressure is approximately 588 kPa (6.0 kgf/cm2) as far as the outside air temperature is around 25°C. When the outside air temperature becomes 0°C or less, the pressure switch for low pressure detection turns off even if the refrigerant quantity is proper because the refrigerant pressure becomes 196 kPa (2.0 kgf/cm2) or less. As a result, the compressor does not work. It means that the pressure switch for low pressure detection functions also as a thermostat which detects the outside air temperature. 72-51
97ZA7258
Gas discharge route while valve is operating
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Sight glass
Sight glass
The sight glass allows to check the refrigerant quantity inside the circuit. This is the only place in which the refrigerant quantity can be checked visually. Pressure switch
Charging valve on high pressure side
Relays Access tube
Relays control the blower motor, the condenser fan motor and the magnet clutch in accordance with signal given by the control amplifier. There are two types of relays with different contact capacity.
20A
97ZA7259
FU M2 6
20A
FU M2 54
5A
FU M3 7
7
7
7
RL BM
RL BH
7
7
7 RL EC
RL BM2 RL BM1
54
RL CD
54
6 RL CD
RL BM
RLEC
48 48
52 52
45
16
16
SW K OFF CM B
C
ACC
16 BR
M
R1 R2
BAT
Ｄ1
EC
MB
45
45
7
GA
Ｄ3 R
B
10 1
11 5
15
14 4
SP CDH
17 17
45 M CD1
40W
49
M
M 47 110W
46
E
M CD2
R B1
3
GA
225W
49
53 110W
AC AC 50 14
9 13
13 12
10
20
19
16
11
17
23
18
24
12
7
8
50
18
19
20
21
32
33
34
35
38
39
40
41
43
44
18
19
20
21
32
33
34
35
38
39
40
41
43
44
A
B
R B2
CM B
Ｄ2
CM
C
12 TH F
C
D
C
B
A
D
B
A
RL CH1
E
E
RL CH2
53 53 47 R CD2 RL CH2 R CD1 RL CH1 51
51 M RF
M VR M
47
46
46
B
M VL
M AM 13
A
51
R B3 M
12
M
50
49
RL BM1 RL BM2 RL BH
M
12
B 01
B 01
65K72005
Relay A position (4 positions)
Relay B position (3 positions)
RLBM
Blower motor main relay
RLEC
RLBM
Blower motor Hi (high speed) relay
RLCH1 Condenser fan relay 1
RLBM2 Blower motor Me2 (medium speed) relay RLCD
Condenser fan main relay
Compressor clutch relay
RLCH2 Condenser fan relay 1 RLB3
72-52
Blower motor Me1 (medium speed) relay
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Relay A Specifications Rated voltage
24VDC
Rated current
16 A
Rated coil current
0.1 A
Relay B Specifications
97ZA7260
Rated voltage
24VDC
Rated current
11 A
Rated coil current
0.08 A
97ZA7261
Troubleshooting the relay Item
Coil wire is broken. Contact is melted down.
Symptom
Cause
·Blower motor does not rotate at all. ·Blower motor remains rotating.
1. Blower motor main relay
·Blower motor does not rotate at high speed. ·Blower motor remains rotating at high speed.
1. Blower motor Hi relay
·Blower motor does not rotate at medium speed Med2. ·Blower motor speed does not change from Med2 to Medd1. ·Blower motor does not rotate at medium speed Med1. ·Blower motor speed does not change from Med1 to low speed. ·Both condenser fans do not rotate. ·Both condenser fans remain rotating.
1. Blower motor Med2 relay
1. Blower motor Med1 relay 1) Replacement 1. Condenser fan main relay
·When condenser fan 1 is at high pressure, it does not rotate at high speed. 1. Condenser fan relay 1 ·When condenser fan 1 is at low pressure, it remains rotating at high speed. ·When condenser fan 2 is at high pressure, it does not rotate at high speed. 1. Condenser fan relay 2 ·When condenser fan 2 is at low pressure, it remains rotating at high speed. ·Compressor magnetic clutch does not turn on. ·Compressor magnetic clutch remains ON.
72-53
Action
1. Compressor clutch relay
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Self-sealing coupling Structure
1
5
(A)
6
3
7
6
2
4
1. Male coupling 2. Female coupling 3. Poppet valve 4. Poppet valve 5. Sleeve 6. Spring 7. Union nut
1
5
3 B
Details of Part (A)
4
97ZA7263
Function When both couplings are connected each other, the poppet valves (3) (4) come into contact with each other. When the union nut (7) is tightened, the male coupling (1) is pulled toward the right, the sleeve (5) is pushed toward the right, the seat faces are separated, then the passage (B) is opened. When both couplings are separated each other , the poppet valves (3) (4) are closed by springs as shown in the figure on the right. As a result, the refrigerant does not flow out.
72-54
6
Male coupling
3
4
6
Female coupling
115ZIV _ 3
Air Conditioner
Refrigerant hose
OPERATOR STATION 72
Outer layer
As shown in the figure on the right, the refrigerant hose consists of the outer layer, the reinforcing layer, the intermediate layer and the inner layer, and the mouth ring is crimped.
Reinforcing layer
Mouth ring Material
Region Outer layer
Ethylene propylene rubber
Reinforcing layer
Polyester
Intermediate layer
Chlorinated butyl rubber
Inner layer
Nylon
Inner layer Intermediate layer
97ZA7264
White line and "R134a" indication
The mouth ring of this hose is changed and the symbol "R134a" is indicated on this hose as shown in the figure on the right so that this hose is not confused with the hose for the conventional refrigerant Freon R12.
IMPORTANT Never use any other hose or any other refrigerant. Otherwise, refrigerant may leak.
72-55
97ZA7265
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Charge of refrigerant WARNING
WARNING
Serious accidents may occur in the refrigerant charging work. Observe the following contents. -Only trained or experienced specialists having sufficient knowledge on the contents of the work should be allowed to perform the refrigerant charging work. -If the refrigerant comes into contact with your eyes, you may lose your eyesight. Make sure to wear protective goggles. -The refrigerant in the liquid status is at low temperature (approximately -30°C). If it splashes on your skin, you may suffer from frostbite. Pay close attention when handling it. -If the refrigerant (Refrigerant R134a) touches a hot object (approximately +400°C or more), it decomposes and generates harmful substances. Never release the refrigerant in a room where ventilation is bad and there is a hot object or a fire (such as in the presence of a stove). -In order to protect the environment, do not release the gaseous refrigerant to the atmosphere.
Serious accidents may occur during storage and transportation of a service can. Observe the following contents. -A service can accommodates high pressure gas in the saturated liquid status. If the temperature rises, the pressure may increase drastically and the can may burst. Keep the temperature of the can at 40°C or less. Make sure to keep the can away from hot objects or fire. -During storage, make sure to avoid direct sunlight, and store the can in a dark and cool place. -Inside the closed cab (or a tool box or trunk), the air temperature may rise considerably due to solar heat, etc., and may become dangerously temperature even in winter if the closed cabin is exposed to direct sunlight. Never put the can inside the cab. -If the can suffers from flaws, dents and deformations, its strength deteriorats. Never hit or drop it. And never throw or drop a package of cans while loading or unloading it. -Keep the can away from the reach of children. -Never permit a refrigerant can to touch any electrical terminals or posts.
CAUTION Serious accidents may occur during the refrigerant charging work. Observe the following contents. -When warming a service can to charge the refrigerant, make sure to open the low pressure valves of the service can and the gauge manifold, then warm it with hot water of 40°C or less (temperature at which you feel warm when putting your hand into it). Never warm the can with boiling water or overheat it with open fire. If the can is treated in such a way, it may burst. -When charging the refrigerant after having started the engine, never open the high pressure (Hi) valve. If it is open, the high pressure gas may flow in the reverse direction, and the service can and the hose may burst.
IMPORTANT -It is prohibited by law to reuse service cans. Never reuse them. -Pay close attention so that air and dusts do not enter into the cooling circuit. -Never charge the refrigerant excessively. -The air conditioner is so designed as to be used with Refrigerant R134a. Never charge any other refrigerant such as Freon R12. -If the compressor oil (ND-OIL 8) adheres to the painting face or the resin area, the painting may peel off or the resin may be damaged. If so, wipe it off soon. -Tighten the piping at the specified torque. 72-56
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Evacuation and Charging Procedures 2. Gas charging process The "gas charging process" charges the gaseous refrigerant of the circuit in a low pressure, or vacuum status. The gas charging process not only affects the cooling ability of the air conditioner but also affects the life time of parts constructing the circuit. If the refrigerant is charged too much, the pressure inside the circuit may become extremely high and the cooling ability may deteriorat. If the refrigerant quantity is too small, the lubricating oil for the compressor may not circulate smoothly and the sliding area of the compressor may seize. Because the gas charging process involves high pressure gas, it is extremely dangerous if it is performed with the wrong procedure. Observe the work procedure shown below and the cautions, and charge the refrigerant correctly.
The refrigerant charging process is mainly divided into "air evacuation process" and "gas charging process" as shown in the chart below. 1. Air evacuation process The "air evacuation process" eliminates the moisture present inside the cooling circuit. If the moisture remains inside the circuit, it may cause varied problems even if its quantity is extremely small: The moisture may be frozen inside the expansion valve during operation, and may block the circuit or generate oxidation. To prevent such problems, the air inside the cooling circuit should be evacuated, and the moisture inside the circuit should be boiled and evaporated so that the moisture is eliminated before the refrigerant is charged into the circuit.
Work chart -750 mmHg or less
Start air evacuation. 20 to 30 min Air evacuation process
Stop air evacuation.
Check and repair connection area.
Leave for 5 min. When gage indicates an abnormal value
Check air tightness. When gage indicates a normal value Charge refrigerant.
Charge gaseous refrigerant until gauge pressure reaches 98kPa(1 kgf/cm2).
Check for gas leak. Gas charging process Charge refrigerant.
Check for gas leak.
Performance test
72-57
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Refrigerant charging tools
Vacuum pump adapter
·Vacuum pump A vacuum pump, or a recycling pump should be used to eliminate the moisture inside the circuit. An adapter can be used to vacuum out refrigeration systems. However, caution must be used not to release refrigerants to the atmosphere.
IMPORTANT Vacuum pump
Never mix refrigerants in an air conditoning system. Be sure labels clearly mark refrigerants before connecting a recycle machine to system. ·Charging hose and quick joints These three hose of three colors are used to evacuate the air and charge the gas. (The colors may be different depending on the manufacturer.) By attaching two quick joints (one for Hi and the other for Lo) to the charging hose used for Freon R12, the charging hose can be used for Freon R134a. Red hose: Connects the high pressure valve of the gauge manifold and the high pressure charging valve (with "H" mark on its cap) located in the upper portion of the receiver dryer. Blue hose: Connects the low pressure valve of the gauge manifold and the low pressure charging valve (with "L" mark on its cap) of the compressor. Green hose: Connects the center valve of the gauge manifold and the vacuum pump (or the service can valve).
97ZA7268
Gauge manifold
Low pressure charging hose (blue)
High pressure charging hose (red)
Quick joint (Lo)
Center charging hose (green) Quick joint (Hi) 97ZA7269
Low pressure gauge
·Gauge manifold It is used to evacuate the air and charge the gas, and equipped with a high pressure gauge, a low pressure gage, many valves and hose mounting nipples as shown in the figure on the right.
High pressure gauge
Gauge manifold
Low pressure valve Low pressure charging hose mounting nipple
High pressure valve Center valve High pressure charging hose Center charging mounting nipple hose mounting nipple
97ZA7270
72-58
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
·Service can valve This valve is attached to a service can when gas is charged, and used to open the service can, supply the gas and stop supply of the gas. In order to open the service can or stop supply of the gas, tighten the handle clockwise completely. In order to supply the gas, loosen the handle counterclockwise completely.
Service can valve
Center charging hose
Service can T joint
·Cautions on handling of quick coupler joint and charging valve When discharging the refrigerant, use a quick joint.
97ZA7271
Sleeve
1. Connecting the quick coupler joint Slide the sleeve upward, push the quick coupler joint against the charging valve, press and hold securely part (A) until a click is heard, then slide the sleeve downward.
"Click" sound (OK)
Charging valve
IMPORTANT
97ZA7272
-Push the quick coupler joint against the charging valve vertically. -If refrigerant remains inside the charging hose, the quick coupler joint may not be easily connected. Release the refrigerant from the hose.
Sleeve
"Click" sound (OK) (A)
(B)
97ZA7273
Quick coupler joint
2. Disconnecting the quick coupler joint While pressing and holding the part (A) of the quick coupler joint, slide the sleeve upward to disconnect the quick coupler joint.
IMPORTANT
Screwdriver, etc. Valve pin
If you push the valve pin with a considerable force [294kPa (3 kgf/cm2) or more] with a screwdriver, etc., the spring may come off and the refrigerant may leak. Never do this.
Spring
Charging valve 97ZA7274
72-59
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Refrigerant charging procedure 1. Air evacuation work
WARNING If hoses are connected incorrectly, serious accidents may occur. Observe the following contents. -Never confuse connection of hose to the high pressure side and the low pressure side of the guage manifold.
IMPORTANT A pin is provided on the L-shape end of the hose. Attach a quick joint to this end.
1) Connecting the gauge manifold (1) Close both the high pressure (Hi) valve and the low pressure (Lo) valve of the gauge manifold. (2) Connect the charging hose. Red hose: To be connected between the high pressure (Hi) valve of the gauge manifold and the high pressure charging valve. Blue hose: To be connected between the low pressure (Lo) valve of the gauge manifold and the low pressure charging valve. Green hose: To be connected between the center valve of the gauge manifold and the vacuum pump.
Valve setting
Lo
Hi
Closed Closed High pressure valve
Low pressure valve
(red) (green)
(Hi) (Lo) Charging valve on high pressure side (located on top face of receiver dryer)
IMPORTANT Connect quick joints to both the high pressure and low pressure sides before starting air evacuation. The check valve of the quick coupler joint cannot hold the vacuum status. If one side of the quick coupler joint is not connected, the vacuum status cannot be realized.
72-60
Vacuum pump (stopped) Compressor (stopped) 97ZA7275
115ZIV _ 3
Air Conditioner
2) Evacuating the system (1) Open both the high pressure (Hi) valve and the low pressure (Lo) valve of the gauge manifold. (2) Turn on the switch of the vacuum pump, and evacuate until the degree of vacuum becomes -750 mmHg or less (for approximately 20 to 30 minutes). (3) After finishing evacuation, close both the high pressure valve and the low pressure valve of the gauge manifold. Then, turn off the switch of the vacuum pump.
OPERATOR STATION 72
Valve setting
Lo
After air evacuation for 30 minutes
Hi
Opened Opened
Valve setting
Lo
Hi
Closed Closed High pressure valve
Low pressure valve
(red) (blue)
(green)
IMPORTANT (Hi)
If you stop the vacuum pump before closing each valve of the gauge manifold, the circuit in the vacuum status is released to the atmosphere. First close each valve.
(Lo) Charging valve on high pressure side (located on top face of receiver dryer) Vacuum pump (operating) Compressor (stopped)
(stopped) 97ZA7275
3) Checking for leaks Leave the circuit for 5 minutes or more while each valve of the gauge manifold is closed. Then, make sure that the pointer of each gauge does not move. If the pointer of the low pressure gauge moves toward "0", a leak has occured somewhere in the circuit. Tighten the connection areas of the piping, evacuate the system again, then make sure that there is no leaks.
IMPORTANT
Valve setting
Lo
Hi
Closed Closed
Leave for 5 minutes or more Pointer of low pressure gauge moves toward "0".
Low pressure gauge
Moves toward "0". Tighten connection areas of piping.
Make sure to tighten the connection areas of the piping at a specified tightening torque. For the tightening torque, refer to the volume "Maintenance Standard".
72-61
97ZA7276
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
2. Refrigerant charging process Valve setting
WARNING
Lo
When charging the refrigerant from the high pressure side, the refrigerant may flow in the reverse direction and the can and the hose may be burst if you start the engine and operate the compressor. Never start the engine.
Hi
Closed Closed
Press the valve pin.
Open the service can valve.
Air purge Blue
IMPORTANT
Red
1) Charging the refrigerant from the high pressure side (1) After evacuation, disconnect the charging hose (green) of the gauge manifold from the vacuum pump, and connect it to the service can. (2) Air purge Open the service can valve (while closing the high and low pressure valves of the gauge manifold), and lightly press the valve core shaft of the service port on the low pressure side of the gauge manifold with a screwdriver, etc. so that the air inside the charging hose is discharged by the refrigerant pressure. (3) Open the high pressure valve of the gauge manifold, and charge the gaseous refrigerant until the gauge pressure reaches 98 kPa (1 kgf/cm2). (One to one and half service cans are required.) (4) After charging, close the high pressure valve of the gauge manifold and the service can valve. 2) Check for gas leak Check for gas leak in the circuit using a leak detector, etc. If leak is detected, tighten the connection areas.
Service can
Charging hose (green)
If you charge the refrigerant while making the service can stand upside down, the refrigerant is sucked in the liquid status by the compressor and the compressor may be damaged. Never do this.
R134a 97ZA7277
Valve setting
Lo
Hi
After 1 to 1.5 service Valve setting cans are charged Lo Hi
Closed Open
Closed Closed
High pressure valve Low pressure valve
(red)
(blue)
(green)
(Hi)
(Lo)
Charging valve on high pressure side
Compressor (stopped) R134a
Service can valve (open charge closed) 97ZA7278
IMPORTANT Make sure to tighten the connection areas of the piping at a specified tightening torque. For the tightening torque, refer to the volume "Maintenance Standard".
72-62
115ZIV _ 3
Air Conditioner
3) Charging the refrigerant from the low pressure side (1) Make sure that the high and low pressure valves of the gauge manifold and the service can valve are closed. (2) If the inside of the cab becomes cold during the charging process, the compressor magnet clutch turns off and system charging is disabled. When charging, open the doors and the windows of the cab completely. (3) Start the engine, and increase the number of rotations to approximately 1,500 min-1. (4) On the control panel, press the HI blower switch to set the air quantity to the maximum value, and set the vent port temperature switches to the coldest status. (5) Open the low pressure valve of the gauge manifold and the service can valve to charge the refrigerant. When air bubbles seen through the sight glass of the receiver dryer disappear, charge the refrigerant further more by 150 to 250 g.
IMPORTANT
OPERATOR STATION 72
Valve setting
Lo
Hi
Charge the refrigerant until air bubbles seen through the sight glass disappear.
(6) After charging, close the low pressure valve of the gage manifold and the service can valve. Then, stop the engine. Refrigerant quantity to be charged (guideline) 1,300±25 g
72-63
Lo
Open Closed
Hi
Closed Closed
High pressure valve Low pressure valve
(red)
(blue)
(green)
(Hi)
(Lo)
Charging valve on high pressure side
Compressor (stopped) R134a
When replacing the service can during the refrigerant charging work, make sure to purge the air from the line.
Valve setting
Service can valve (open charge closed) 97ZA7278
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
4) Guideline for judgement of the refrigerant charge quantity Judge the refrigerant charge quantity under the following condition. Item
Sight glass
Criteria
Doors
Completely open Receiver dryer
Temperature control switches Maximum cooling Blower speed
97ZA7279
Hi
Inside/outside air selection Inside air Number of rotations of engine 1500 min-1 Air conditioner switch
ON
Pressure on high pressure side 1862 kPa (19 kgf/cm2) G or less Refrigerant quantity
IMPORTANT -If the outside air temperature is high (40°C or more) or if the pressure on the high pressure side is 1862 kPa (19 kgf/cm 2) G or more when the judgement condition above is set, perform the following so that the pressure becomes 1862 kPa (19 kgf/cm 2) G or less, then check the refrigerant quantity. (1) Close the doors completely, and set the blower fan to the low speed (by pressing the LO switch). (2) Use a shaded area or a place indoors away from sunlight. -If you turn on the air conditioner while the refrigerant quantity is extremely small, lubricant in the compressor may be insufficient and a failure such as seizure of the compressor may occur. Never do this. -If the refrigerant quantity is over charged, cooling may be insufficient or the pressure inside the circuit may become abnormally high (which is dangerous). Never do this. 5) Disconnecting the gauge manifold After inspecting the refrigerant charge, disconnect the charging hose from the high and low pressure charging valves using the following procedure. (1) While pressing and holding the part (A) of the quick coupler joint, slide the sleeve upward and disconnect the quick coupler joint. (2) Attach a cap to each of the high and low pressure charging valves.
72-64
Sight glass situation
Proper
Gas bubbles are few. (When the number of rotations of the engine is gradually increased from the idle status to 1,500 rpm, air bubbles disappear.)
Too much
Gas bubbles are not seen in the flow at all. (In this case, both the high pressure and the low pressure are high, and the cooling ability is deteriorated.)
Insufficient
Gas bubbles are continuously seen.
Sleeve
"Click" sound (OK) (A)
(B)
97ZA7273
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Troubleshooting using the gauge manifold ·Normal status <Low pressure side> 147 245kPa (1.5 2.5kgf/cm2)
Condition <High pressure side> 1372 1568kPa (14 16kgf/cm2 )
After warming up the engine, check the pressure under the following condition. -Doors: Completely : open -Inside/outside air selection : Inside air -Number of rotations of engine : 1,500 min-1 -Temperature at suction port of air conditioner : 30 to 35°C -Blower speed : High -Temperature control switches : Maximum cooling
Pressure on low pressure side
147~245kPa(1.5~2.5kgf/cm2)
Pressure on high pressure side 1372~1568kPa(14~16kgf/cm2)
72ZA7280
·When the refrigerant charge quantity is insufficient <Low pressure side> 49 98kPa ( 0.5 1.0kgf/cm2 )
Symptom
<High pressure side> 686 981kPa ( 7 10kgf/cm2 )
Cause
(1) Pressure is low ·Refrigerant on both low and quantity is high pressure insufficient. sides. ·Gas is leaking. (2) Gas bubbles go through sight glass continuously. (3) Temperature of blown air is not cold. 97ZA7281
72-65
Inspection/action point ·Detect and eliminate gas leak positions. ·Supply refrigerant additionally. ·If pressure indicated by gage is around "0", detect and eliminate leak positions, then evacuate air.
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
-When the refrigerant does not circulate (due to clogging in the cooling circuit) <Low pressure side> Negative value
<High pressure side> 490 588kPa (5 6kgf/cm2 )
Symptom
Cause
(1) If cooling circuit Clogging in cooling is completely blocked, needle circuit on low pressure side indicates negative pressure immediately. (2) If cooling circuit is partially blocked, needle on low pressure side indicates negative pressure gradually.
97ZA7282
Inspection/action point ·Inspect receiver dryer, expansion valve, etc. (Temperature is different between IN and OUT of failing part.) ·After finishing work, evacuate system completely.
-After finishing work, evacuate system completely. <Low pressure side> Abnormal status Negative value
<High pressure side> 686 981kPa (7 10kgf/cm2 )
Normal status 147 245kPa (1.5 2.5kgf/ cm2 )
1372 1568kPa (14 16kgf/cm2 )
Symptom
Cause
Inspection/action point
(1) Air conditioner operates normally for a while after startup, but pressure on low pressure side indicates a negative value later.
Expansion valve is frozen due to entry of moisture.
·Inspect expansion valve, etc.
Symptom
Cause
·Replace receiver dryer. ·After finishing work, evacuate system completely.
97ZA7283
-When the moisture has entered into the cooling circuit <Low pressure side> 392 588kPa (4 6kgf/cm2)
<High pressure side> 686 981kPa (7 10kgf/ cm2 )
Inspection/action point
Compressor ·Inspect (1) Pressure on is defective. compressor. low pressure side is unusually high, and pressure on high pressure side is unusually low. (If compression in (2) shortly after air compressor is conditioner defective, turns off, compressor main pressure body is not hot.) becomes equal between high pressure side and low pressure side.
97ZA7284
72-66
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
-When there is too much refrigerant or cooling in the condenser is insufficient <Low pressure side> 245 343kPa (2.5 3.5kgf/cm2 )
<High pressure side> 1961 2452kPa (20 25kgf/cm2 )
97ZA7285
Symptom
Cause
Inspection/action point
(1) Pressure is high on both low pressure side and high pressure side. (2) Even when number of rotations of engine is reduced, gas bubbles cannot be seen at all through sight glass. (3) Air in cab does not become cool enough.
·Refrigerant quantity is too much.
·Check and correct refrigerant quantity.
Symptom
Cause
·Inspect and repair ·Cooling in condenser fins, fan condenser is defective. blades, or blockage of fins.
-When air has entered into the cooling circuit <Low pressure side> 245 343kPa (2.5 3.0kgf/ cm2)
<High pressure side> 1961 2452kPa (20 25kgf/cm2)
Inspection/action point
(1) Pressure is high ·Air has entered on both low system. pressure side and high pressure side.
·Replace refrigerant.
(2) Low pressure piping is not cold.
·After finishing work, evacuate system completely.
(3) Gas bubbles go through sight glass. 97ZA7286
-When the expansion valve is opened too much <Low pressure side> 294 392kPa (3.0 4.0kgf/ cm2 )
<High pressure side> 1961 2452kPa (20 25kgf/cm2 )
Symptom
Cause
Inspection/action point
(1) Pressure is high on both low pressure side and high pressure side.
·Expansion valve is defective.
·Inspect temperature sensing rod mounting status.
(2) Frost (dew) is adhered on piping on low pressure side.
97ZA7287
72-67
·Inspect expansion valve.
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Adjustment of lubricating oil quantity when components of air conditioner are replaced WARNING In order to protect the environment, do not release excess refrigerant when removing components of the air conditioner.
IMPORTANT ·When replacing components of the air conditioner, if the lubricating oil quantity is too small, the compressor may seize. And if the lubricating oil quantity is too much, the cooling ability may deteriorate. Be sure to correctly adjust lubricating oil quantity. ·When connecting a joint, apply compressor oil (ND-OIL 8) on the O ring before tightening (Fig. 1). ·If the compressor oil (ND-OIL 18) sticks to the paint, the paint may peel off or be damaged. If it gets on a painted surface, wipe it off soon. ·Tighten the piping, etc. at the recommended torque.
Connection area
Nut type (Fig. 2)
Block joint (Fig. 3)
97ZA7288
Fig. 1
Fig. 2
Pipe size or bolt size
Tightening torque N·m (kgf·cm)
ø8 pipe
15 (150)
1/2 pipe
25 (250)
5/8 pipe
34 (350)
M6 bolt in receiver (4T)
7 (70)
Any M6 bolt other than above (6T)
12 (120)
97ZA7289
97ZA7290
Fig. 3
72-68
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
When the compressor is replaced 1. Remove the oil from the removed compressor, and measure the oil quantity. (Approximately 20 cm3 of oil cannot be removed, and remains inside the compressor.)................A cm3 (Refer to illustration) 2. The compressor can accommodate 180 cm3 of oil. Obtain the remaining oil quantity using the following equation. Oil quantity remaining inside circuit = 180 - (Oil quantity A discharged from removed compressor + 20cm3) 3. Discharge the oil by as much as the quantity remaining inside the circuit from a new compressor, then attach the new compressor. Compressor lubricating oil: ND-OIL 8
IMPORTANT
New compressor
Old compressor to be replaced
Oil quantity remaining (B) inside circuit A
A
97ZA7291
-Oil (180 cc) required for the cooling circuit is sealed inside a new compressor. When replacing the compressor, excessive oil should be discharged from a new compressor. -The compressor oil can easily contain moisture. Seal the compressor immediately after adjusting the oil quantity. -Never use the oil for refrigerant.
Example: Suppose that the oil quantity (A) removed from the compressor to be replaced is 100 cm3. Oil quantity remaining inside circuit (B) = 180 cm3 - (100 + 20) = 60 cm3 Remove 60 cm3 from the new compressor.
N·m (kgf·m) Compressor mounting bolt : 29 (3.0) Hose block joint on high pressure side : 12 (1.2) Hose block joint on low pressure side : 12 (1.2)
72-69
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
When the evaporator is replaced
1
Lubricating oil quantity lost by replacement: Approximately 40 cm3 When replacing the evaporator, add 40 cm3 of compressor oil (ND-OIL 8) to a new evaporator. N·m (kgf·m) #1......12 (1.2) #2......34 (3.5) #3......25 (2.5) #4......15 (1.5)
Evaporator
2
3 4
1
Expansion valve
97ZA7292
When the condenser is replaced Lubricating oil quantity lost by replacement: Approximately 40 cm3 When replacing the condenser, add 40 cm3 of compressor oil (ND-OIL 8) to a new condenser. N·m (kgf·m) #1......25 (2.5) #2......15 (1.5)
Condenser Inlet
1
Outlet
2
97ZA7252
When the receiver dryer is replaced Lubricating oil quantity lost by replacement: Approximately 20 cm3 The oil quantity lost by replacement is within the allowable range, and supplement is not required at the first time. At the second time and later, however, add 20 cm3 of compressor oil (ND-OIL 8) to a new receiver dryer. N·m (kgf·m) #1......7 (0.7) #2......15 (1.5)
1
Access tube
2
Receiver dryer
97ZA7293
72-70
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
Adjustment of water valve and air mixing dampers 1. Adjustment of water valve 1) Set the vent temperature control switches provided on the control panel to maximum cooling. 2) Make sure that the water valve is completely closed. If it is not, remove the link stopper of the clamp A and adjust the position of the link rod A.
Link rod B (between dampers A and B)
Support point B
Air mixing damper B
Evaporator
Blower motor
Fan Link rod A (for water valve) Support point
Actuator for water valve selection Support Air mixing point A damper A Water valve
97ZA7221
Link/damper position in maximum cooling status
2. Adjustment of air mixing damper B 1) In the status described in 1 above, make sure that the air mixing damper B closes off the heater radiator core completely. 2) If the air mixing damper B is not located in the completely closed position, remove the link stopper of the clamp B and adjust the position of the link rod B.
Air mixing damper B Clamp A Link rod A Water valve
Link rod B
Actuator for water valve
Clamp B Air mixing damper A
Link diagram between water valve and air mixing damper
72-71
97ZA7294
115ZIV _ 3
Air Conditioner
OPERATOR STATION 72
Adjustment of air gap (between hub and rotor) in compressor magnet clutch WARNING
Position while magnet clutch is OFF
If you adjust the air gap while the engine is rotating, serious accidents such as injury to your hands may occur. Set the starter switch to OFF, stop rotation of the engine, pull out the starter key, tag machine down, then start adjustment.
A (OFF status) Position while magnet clutch is ON B (ON status)
1. Remove the front cover of the magnetic clutch.
Hub Head bolt
2. Measure the size A between the rotor end face and the hub end face while the magnet clutch is OFF. 3. Apply the battery voltage directly on the connector of the magnet clutch, and measure the size of B in the same way as step 2 above. Criteria of air gap (A - B): 0.5±0.15 mm If the obtained value does not agree with the criteria, loosen the head bolt, remove the hub, and adjust the air gap by utilizing the thickness of the washer plate between the hub and the shaft.
72-72
Washer plate
Rotor 97ZA7295
Reference plane Air gap 0.5 0.15mm
Air Conditioner
115ZIV _ 3
OPERATOR STATION 72
Adjustment of V belt in compressor
1
4 7
5
3
2 6
Belt adjustment procedure Turn the adjustment bolt (5), move the bracket (4), then adjust the tension of the belt using a tension gage. Adjustment value 637±98 N(65±10 kg·f): Belt tension
72-73
1. Compressor assembly 2. V belt 3. Bracket 4. Bracket 5. Bolt 6. Plate 7. Lock nut
115ZIV _ 3
Air Conditioner
Parts to be replaced periodically 1. Air filters 1) Air filter for outside air Cleaning: Once/2 weeks However, if the operating environment is severe (with much sand, dust, etc.) and the air filter is easily clogged, clean it more frequently. In cleaning, blow the compressed air of 196 to 294 kPa (2 to 3 kgf/cm2) mainly from the inside of the filter. Replacement: Once/year When the air quantity is so small as to hinder air conditioning even after cleaning, or when the air filter has been cleaned 20 times (-determine by condition- guideline), replace it. 2) Air filters for inside air Cleaning: Once/1 month However, if the air filters are easily clogged, clean them more frequently. In cleaning, blow the compressed air of 196 to 294 kPa (2 to 3 kgf/cm2) mainly from the inside of the filters. Replacement: Once/year When the air quantity is so small as to hinder air conditioning even after cleaning, or when the air filters have been cleaned 6 times (-determine by condition- guideline), replace them. 2 Receiver dryer Replacement: Once/3 years
WARNING When replacing the receiver dryer, do not release the refrigerant into the atmosphere.
72-74
OPERATOR STATION 72
115Z Ⅳ -3 General Information, Functions & Structure AAA-S11M1E00-004 AAA-S11M1E00-00Z
① 2000.1.31
K
② 2000.12.15
KAWASAKI HEAVY INDUSTRIES, LTD. Rolling Stock, Construction Machinery & Crushing Plant Company Construction Machinery Division Tokyo Head Office
W.T.C. Bldg., 2-4-1 Hamamatsu-cho Minato-ku, Tokyo 105-6116
Kobe Head Office
Kobe Crystal Tower, 1-1-3 Higashi Kawasaki-cho Chuo-ku, Kobe, Hyogo 650-0044
Banshu Works
2680 Oka Inami-cho Kako-gun, Hyogo 675-1113
All rights reserved. No copy allowed without written consent.