DOWNLOAD PDF : Kawasaki WHEEL LOADER 85ZIV-2 SHOP MANUAL AAA-S85N3E00-00Z - PDF DOWNLOAD

AAA-S85N3E00-00Z

(93211-00111)

WHEEL LOADER SHOP MANUAL

85ZIV-2

Powered by NISSAN PE6T44 Engine. SERIAL NUMBERS 85N3-9001 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 85ZIV-2 Shop Manual AAA-S85N3E01-00Z (93211-00121). ② For Disassembly and reassembly and Service standard, refer to the 85ZIV-2 Shop Manual AAA-S85N3E14-00Z (93211-00131). 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 opinion or requests, please inform us.

（1）

Safety Precautions 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. ・ Any work on the machine must be performed by the trained personnel only. ・ 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 (20kg 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）

Safety Symbols 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 the 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）

Symbols For safe and effective service work, the following symbols are used for notes and useful information in this manual. Symbol

Item Reference

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

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.

Coating

l

Oil or water supply

Drainage

Shows the type of coating or adhesive and the coating section.

Shows the oil or water supply port and the refill amount.

Shows the oil or water drain port and the drain amount.

IMPORTANT If the specified conditions are not satisfied or the specified procedure is not observed, there is a strong possibility that the product will be damaged or the performance of the product will be reduced. The message shows the preventive measures.

（4）

OUTLINE ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-1 CHASSIS GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-1 POWER GROUP ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-1 TORQUE CONVERTER & 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 Recommended Lubricants ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-3 Lubrication Chart ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-4 Weight of Main Components ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-5 Hexagon Bolt Tightening Torque ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-6 Flanged Hexagon Bolt Tightening Torque ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-8 Hose Band Tightening Torque ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-9 Liquid Gasket and Screw Lock Agent ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-10 Cautions regarding Welding Repair Service ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 00-11

00-1

Layout of Main Components

85ZIV-2

OUTLINE 00

Layout of Main Components 7

4

5

3

2

8

1

9

15

10

6

16

11

13

7

14

12 85V0001

1. Engine assembly (Nissan PE6T44) 2. Transmission / Torque converter assy 3. Hydraulic pump (3 section type) 4. Multiple (loader) control valve 5. Steering valve 6. Pilot valve (for loading) 7. Transmission control valve 8. Air cleaner

9. Muffler 10. Radiator 11. Front axle assembly 12. Rear axle assembly 13. 2nd propeller shaft 14. 3rd propeller shaft 15. Hydraulic oil cooler 16. T / C oil cooler (lower tank of radiator)

00-2

Recommended Lubricants

85ZIV-2

OUTLINE 00

Recommended Lubricants Ambient Temperature Kind of Oil

Refill capacity

‐２２° −４° １４° ３２° ５０° ６８° ８６°Ｆ ‐３０°‐２０°‐１０° ０°Ｃ １０° ２０° ３０°

Change Interval (Hours)

SAE 10W-30

Engine

Engine oil (CD)

28 liter

SAE 15W-40 SAE 10W

250

SAE 30

Engine oil (CD)

Transmission

SAE10W

38 liter

ATF

ATF ISO VG46

Hydraulic tank

Hydraulic oil

130 liter

Differential & Planetary

Gear oil (GL-5)

Front : 65 liter

Gear oil SAE 90

Engine oil (CD)

Rear : 70 liter

Engine oil SAE40 or SAE50

ISO VG32

1,000 2,000 2,000

SAE 80W

Steering gear box

Gear oil (GL-5)

0.4 liter

SAE 90

2,000

SAE 140

Brake

Engine oil (CD)

2.4 liter

Fuel tank

Diesel fuel

300 liter

SAE 5W ASTM D975 No.2 ASTM D975 No. 1

-daily

Engine Use oil that meets engine oil classification API CD. Transmission

Use engine oil classification API CD or A.T.F. (Auto Transmission Fluid). Never mix engine oil with 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.

Axle

Use class API GL-5 gear oil or class API CD engine oil.

Brake

Use engine oil SAE 5W, API CD class only.

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

Specifications Flash Point

℃.

min.

Water and Sediment

% vol. max.

Distillation Temperature ℃

90% vol. recobered

Kinematic Viscosity mm2/s at 40 ℃ Ash % mass

Grade No.1-D 38

52

max.

0.05

0.05

min.

288

338

max.

1.3

1.9

2.4

4.1

0.01

0.01

0.50

0.50

max.

Sulfer % mass Cetane Number

max. min.

Carbon residue on 10% distillation residue % mass

00-3

Grade No.2-D

max.

40

40

0.15

0.35

Lubrication Chart

85ZIV-2

OUTLINE 00

Lubrication Chart

Front differential gear and gear box

Hydraulic oil

Rear differential gear and gear box Every 2000 hours

Transmission Engine oil pan

Every 1000 hours Every 250 hours

Linkage Center pin

Every 50 hours Daily

Brake oil reservoir tank

Bucket

Steering cylinder

Axle support

2nd propeller shaft

3rd propeller shaft ９０ＺⅣ０００３

○・ ・ ・ ・ ・ ・ ・ ・Oil supply

・ ・ ・ ・ ・ ・ ・ ・Multipurpose grease G・

・ ・ ・ ・ ・ ・Hydraulic oil HO・

△・ ・ ・ ・ ・ ・ ・ ・Check and additional oil supply

GO・ ・ ・ ・ ・ ・ ・Gear oil

TO・ ・ ・ ・ ・ ・ ・Engine oil

EO・ ・ ・ ・ ・ ・ ・Engine oil

BO・ ・ ・ ・ ・ ・ ・Engine oil

□・ ・ ・ ・ ・ ・ ・ ・Oil replacement

00-4

Weight of Main Components

85ZIV-2

OUTLINE 00

Weight of Main Components Part name

Approx. Weight (kg)

Bucket

1440

GSN bucket

Boom

1250

Standard

" Z " -Lever

360

Link (Bucke to Lever)

70

Item Unit name

Remarks

305

Including air cleaner and condenser

265

Excluding air cleaner and condenser

Hydraulic tank

150

Excluding oil

Fuel tank

150

Excluding fuel

Deck

65

Including hand rail

Cab

560

ROPS cab

Floor board

340

Including air conditioner unit and seat

Front chassis

1680

Bare chassis

Rear chassis

1360

Bare chassis

Counter weight

1100

Standard

Engine

860

Excluding oil

Radiator

200

Excluding water and oil

Transmission

880

Excluding oil

Second propeller shaft

55

Third propeller shaft

10

Air cleaner

18

Exhaust silencer (Muffler)

23

Front axle assembly

1300

Excluding tires and oil

Rear axle assembly

1700

Excluding tires and oil (Including axle support)

Differential

178

Multiple control valve

54

Steering valve

22

Hydraulic

Gear pump

33

system

Boom cylinder

200/pc

Excluding oil

Bucket cylinder

215

Excluding oil

Steering cylinder

38/pc

Excluding oil

Tire

547/pc

With rim (23.5R25 ★ ); No Hydro Inflation

Air conditioner unit

83

Battery

40/pc

Engine room assembly

Chassis

Power line

Other

(In cab portion)

00-5

Hexagon Bolt Tightening Torque

85ZIV-2

OUTLINE 00

Hexagon Bolt Tightening Torque 少 Bolt type: 6 1 0 0 1 - 1 2 0 3 0 ① Thread type: Metric thread=0 少 ① ②③ ④ ⑤ 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.) Bolt size Type

Nominal dimension

Nominal dia.

Pitch

M8

8

(C) 1.25

9

26

38

(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

M10 M12 M14 M16

Metric thread

Unified thread

(N-m)

Bolt strength

10 12 14 16

4.6 (4T)

8.8 (8T)

10.9T (11T)

M18

18

M20

20

M22

22

M24

24

M27

27

M30

30

M33

33

(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

85ZIV-2

OUTLINE 00

(kgf-m) Bolt size Type

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

(C) 1.5

1.9

5.4

7.8

(F) 1.25

2.0

5.6

8.2

M12

12

(C) 1.75

3.3

9.2

13.5

(F) 1.25

3.5

9.8

14.5

M14

14

(C) 2.0

5.2

14.5

21.0

(F) 1.5

5.5

15.5

22.5

M16

16

(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

(F) 2.0

75.0

210.0

310.0

M18 Metric thread

M20 M22 M24

Unified thread

Bolt strength

Nominal dimension

18 20 22 24

M27

27

M30

30

M33

33

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

85ZIV-2

OUTLINE 00

Flanged Hexagon Bolt Tightening Torque 1. Bolt Type 2. Bolt strength

Metric thread 4〜8T

3. Thread pitch

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

85ZIV-2

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

85ZIV-2

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

ＡＣ０１

Loctite

Product name Loctite 767 (Paste or spray)

00-10

Caution Regarding Welding Repair Service

85ZIV-2

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

85ZIV-2

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

1

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 Harness

Remove and if necessary wrap Chassis

00-12

CHASSIS GROUP 12 Front Chassis ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-2 Rear Chassis ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-4 Center Pin ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-5 Clearance Adjustment for Pin Section ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-6 Center Pin ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 12-7

12-1

Front Chassis

85ZIV-2

CHASSIS 12

Front Chassis Loading system

5

4

3 9

10

1

2

8

6

7

1. Bucket 2. Link 3. Lever 4. Boom 5. 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 of the attachement) Even contact both sides

4063 41〜43 °

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

260

Typical bucket roll-back stopper adjustment (Contact attachment supplier for details on non-standard attachments)

12-2

Front Chassis

85ZIV-2

CHASSIS 12

Linkage 1. Bucket -Boom

2. Boom-Lever

3. Boom-Boom cylinder

φ７０φ１３０

4. Front chassis-Boom

φ９０

6. Lever-Rod

5. Bucket-Rod

φ９０ φ９０

φ１００

8. Bucket cylinder-Front

7. Lever-Bucket cylinder

φ１００

φ９０

φ１００

10. Front chassis-Steering

9. Boom cylinderFront chassis

11. Steering cylinder-Rear chassis

φ５０

８ ７

４

９

２

５ １０

３ ６

１１

１

12-3

Rear Chassis

85ZIV-2

CHASSIS 12

Rear Chassis Fuel tank

７

３ １

２

４

１２

８

６

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 ８５Ｋ１２００１

12-4

Center Pin

85ZIV-2

CHASSIS 12

Center Pin 4

7

9

3 11

5 6 Front chassis

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. Grease nipple

Rear chassis

1

2 8

Upper 6 5

7

4

8

Lower 1. Center pin 2. Bearing retainer 3. Bearing assy 4. Dust seal 5. Bushing 6. Bolt 7. Plate 8. Grease nipple

2

3

5 Front chassis

1 Lower

Rear chassis ９０ＺⅣ１２０５

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. Dust seal

Seal position

12-5

Clearance Adjustment for Pin Section

85ZIV-2

CHASSIS 12

Clearance Adjustment for Pin Section WARNING

CAUTION

Unexpected movement of the machine could 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 could 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.

4

3

5

2

7

6

1

Adjustment portion

1

2

3

4

5

6

7

Liner hole dia. (mm)

71

91

131

101

101

Adjustment unnecessary

51

Adjustment

※

Adjust the clearance to 1.2mm or less between the bosses using a liner of 1mm thickness. 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.

12-6

※

Center Pin

85ZIV-2

CHASSIS 12

Center Pin Adjusting Shim(#5) 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.

〔Upper section〕 14 3 5

Rear chassis

Front chassis

12

Installing bearing cover(#3) Install the bearing cover so that the grease nipple mounting hole is positioned at the specified angle as shown in the right figure. Front

3 22.5 ° Grease hole

Installing bearing outer ring(#9) Install the bearing outer ring so that the split is perpendicular to the front-rear line of the machine.

〔Lower section〕

16 Rear chassis

9

Front chassis

Front

Rear

9 Split of outer bearing

Grease nipple installation direction 22.5 °

12-7

POWER GROUP 22 Outline of Power Line ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-2 Engine Mount ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-3 Radiator Mount ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-4 Propeller Shaft ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-5 Axle Assembly ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-7 Rear Axle Support ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-9 Differential Gear ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-11 Fuel Control ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-16 Engine Oil Pressure ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-17 Engine Compression Pressure ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-18 Engine Valve Clearance ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-19 Engine Fuel Injection Pressure ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-20 Engine Fuel Injection Timing ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 22-21

22-1

Outline of Power Line

85ZIV-2

POWER 22

Outline of Power Line The power output from the engine is transmitted to the transmission through the torque converter (combined with the transmission). 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. On the second propeller shaft side of the transmission, a parking brake is installed.

2

9

10

1

13

3 11

12 15 14

6

1. Engine 2. Torque converter and transmission 3. Radiator 4. 2nd propeller shaft 5. 3rd propeller shaft 6. Front axle differential gear 7. Rear axle differential gear 8. Parking brake

16

8

4

5

7

８５ＺⅣ ＵＳ２２０１

9. Air cleaner 10. Muffler 11. Hydraulic oil cooler 12. Transmission oil cooler(bottom tank of radiator) 13. Precleaner(Option) 14. Planetary gears 15. Rear axle support(trunnion type) 16. Axle shaft

22-2

Engine Mount

85ZIV-2

POWER 22

Engine Mount Bolts are used to connect the engine flywheel housing to the transmission housing, and a spline ring coupling is used to transmit the engine power to the transmission. Therefore no thrust load is placed on the engine flywheel or crank shaft.

Rubber cushions are used to mount the engine and the transmission on the chassis.

８５Ｅ２２００１

Engine flywheel housing

1 Flywheel

1

T/C

2 3

Engine installation section

Transmission installation section

８５ＺⅣ２２−００３

Engine -to- transmission connection section

1. Rubber cushion 2. Ring gear 3. O-ring

22-3

Radiator Mount

85ZIV-2

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

2

1 4 C 7

3

C A B

B A 6 5

Viewed from rear

9

8

A-A

B-B

Coolant inlet

Coolant inlet

C-C Hydraulic oil inlet

Hydraulic oil inlet

Torque converter oil inlet Coolant bypass line Coolant inlet outlet

８５ＺⅣ ＵＳ２２０５

Torque converter oil outlet

1. Radiator assembly(three piece type) 2. Fan guard 3. Stay(Bracket) 4. Coolant inlet hose 5. Coolant outlet hose 6. Coolant bypass hose 7. Thermostat 8. Rubber cushion 9. Coolant drain pipe and plug

Coolant drain Hydraulic oil outlet Torque converter oil inlet Coolant outlet

l

Capacity in radiator: Cooling water 36 l Hydraulic oil 3.5 l Torque converter oil Dry weight 200kg Thermostat (3pcs) valve open temperature: 71 ° C × 2 (thermostats) 76.5 ° C × 1 (thermostat) 22-4

1.7 l

Propeller Shaft

85ZIV-2

POWER 22

Propeller Shaft The engine power transmitted to the torque converter, 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. The third propeller shaft is the fixed type with universal joints.

1 3

4 2

Front axle

Rear axle

1. 2nd propeller shaft 2. 3rd propeller shaft(fixed type) 3. Center bearing 4. Slip joint

22-5

８５Ｅ２２００２

Propeller Shaft

85ZIV-2

POWER 22

Adjusting yoke direction (phase) at reinstallation : Adjust the yokes of the second and third propeller shafts to the same direction (phase). Second propeller shaft

Third propeller shaft

Front differential

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

Axle Assembly

85ZIV-2

POWER 22

Axle Assembly Construction Front axle assembly The only difference between the front and rear axle is the differential housing (1) and axle housing (2).

17

28

14

12

11 4

2

27

1

25

15 3 26 16 9 PT3/8

8 5

18 24

7 10 13

23 22 21 21 20 29 19

1. Differential assembly 2. Axle housing assembly 3. Wheel hub 4. Spider 5. Cover 6. Axle shaft 7. Air breather nipple 8. Sun gear 9. Disc gear 10. O-ring

6

11. Planetary gear 12. Internal gear 13. Return spring 14. Snap ring 15. Planetary pin 16. Floating seal 17. Washer 18. Washer 19. O-ring 20. O-ring

22-7

21. Steel plate 22. Friction plate 23. Brake retainer 24. Axle washer 25. Axle nut 26. Taper roller bearing 27. Taper roller bearing 28. Needle bearing 29. Brake piston

Axle Assembly

85ZIV-2

POWER 22

Front Axle Group

1 16 2 26

31

3

30 27

7 10 20

19

6(LH) 25

17 28 1128

29 14

13

12

17 24

15

21 22

5

9

21 22

4 8 18

1. Differential assembly 2. Axle housing 3. Wheel hub 4. Spider 5. Cover 6. Axle shaft 7. Air breather nipple 8. Sun gear 9. Disc gear 10. O-ring

11. Planetary gear 12. Internal gear 13. Return spring 14. Snap ring 15. Pin 16. Floating seal 17. Washer 18. Washer 19. O-ring 20. O-ring

22-8

21. Steel plate 22. Friction plate 23. Brake retainer 24. Axle washer 25. Axle nut 26. Taper roller bearing 27. Taper roller bearing 28. Needle bearing 29. Brake piston 30. Ring 31. O-ring

23

Rear Axle Support

85ZIV-2

POWER 22

Rear Axle Support

Grease pipe connection port (PT1/8)

8 Rear side of axle support

Grease pipe connection port (PT1/8) 7 (Rear side)

6

Front

Axle housing

7

9

7 3

5

Front side of axle support

2

1 5 4

12

4

13

5

11 85K22004

8 #8 Details

1. Rear axle support (front) 2. Rear axle support (rear) 3. Thrust plate 4. Packing 5. Packing

10 9 #9 Details

6. Wear ring 7. Breather 8. Bushing 9. Bushing 10. Ring

11. Snap ring 12. O-ring 13. O-ring

22-9

Rear Axle Support

85ZIV-2

POWER 22

Grease piping

1

12

7 ②

7

Rear axle 4 2

4

14

13 9 Grease piping

11

3 6 8

13

5

10

12

5 6

Front

８５Ｋ２２００５

1. Rear axle support (front) 2. Rear axle support (rear) 3. Thrust plate 4. Packing 5. Packing

6. Wear ring 7. Breather 8. Bushing 9. Bushing 10. Ring

11. Snap ring 12. O-ring 13. O-ring 14. Dowel pin

22-10

Differential Gear

85ZIV-2

POWER 22

Differential Gear

(Torque proportioning type differential) The figure below shows the front differential gear. The only difference between the front and rear differential gears are the shapes and dimensions of the carrier (2) and flange (5). 13

5

11

14 10 15

4

2

16

1

6

1. 2. 3. 4. 5. 6.

Adjusting nut Carrier Ring gear Drive pinion Flange Thrust washer (side gear) 7. Thrust washer (pinion gear) 8. Differential pinion

8

7

3

9. Side gear 10. Shim 11. Cage 12. Spider(cross shaft) 13. Oil seal(double lip) 14. Taper roller bearing 15. Collar 16. Pilot bearing

22-11

12

9

Differential Gear

85ZIV-2

POWER 22

ground.

The differential gear used for the machine is the torque proportioning type. Compared with the conventional differential, the torque proportioning differential (T.P.D.) can reduce tire slippage on sandy or muddy

Difference in gear shapes: Conventional differential: Standard bevel gear T.P.D.: Special bevel gear The gear width is 35 to 50% longer than the conventional differential.

Conventional differential

T.P.D

Contact between pinion and side gear:

R2

Conventional differential

R1

T.P.D

Conventional differential: There is little change in distance from the shaft center of the side gear. T.P.D.: The contact point varies as the gear rotates. The distance between the contact point and the shaft center of the side gear also varies in the range of R1 〜R2.

Shaft center of side gear

Movement The function of the T.P.D. is as follows: If the surface resistance values of the right and left wheels differ from each other, engagement position of the pinion gear with the side gears will be automatically shifted to transmit different torque to the right and left wheels. Different

torque in right and left wheels prevents the tires from slipping. The number of pinion gear teeth is an odd number, and the pinion gear operate as follows.

22-12

Differential Gear

85ZIV-2

POWER 22

TPD gear operation(cont'd) Rotational direction

Pinion

Pinion Side gear

L

R2

R

L

R2

R1

R

L

R1 〔A〕 The surface resistance values of the right and left wheels are identical to each other.

R1

R

R2 〔B〕 The surface resistance of the left wheel is low due to sandy ground or the like.

1)When the traction of the right and left wheels are identical to each other, the pinion and side gears will be engaged as shown in figure [A]. In this case, the torque arms of both side gears are identical to each other (R1 = R2). As a result, identical driving force will be applied to both the right and left wheels. 2) If the left wheel loses traction the engagement position between the pinion and side gears will be shifted as shown in figure [B] to quickly rotate(spin) the left wheel. As a result, the torque arms of the both side gears differ from each other (R1 > R2), and the driving force of the left wheel is small. As a result, tire slipping can be reduced. When the driving force of the left wheel is reduced(slipping occurs), the driving force of the right wheel will be increased to limit the reduction in the total amount of the driving force.

〔C〕 The surface resistance of the right wheel is low.

Assuming that the driving torque of the right wheel is TR, and that of the left wheel is TL, the relation between TR and TL can be expressed as follows: TR TL

=

R1 R2

The value obtained from the above formula is referred to as the bias ratio. The limit of the bias ratio is 1.82. In other words, until the difference in the surface resistance between the right and left tires is increased to 82%, the pinion gear will be properly engaged with the shifted side gears, and driving force will be properly applied to both the side gears to prevent the tires from slipping. 3) If the surface resistance of the right wheel is reduced, the engagement position between the pinion and side gears will be shifted as shown in figure [C] above. In this case, the right and left sides are reversed compared with the above description.

22-13

Differential Gear

85ZIV-2

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

22-14

Differential Gear

85ZIV-2

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.

22-15

Note: Single sale of the ring gear or the drive pinion is not possible.

Fuel Control

85ZIV-2

POWER 22

Fuel Control ４ ３

１

２

８５Ｋ２２００９

1. Accelerator pedal 2. Control cable 3. Pedal stop bolt 4. Return spring

Adjusting accelerator pedal: Press the accelerator pedal at full stroke, and check that the stop bolt under the pedal comes in contact with the pedal just before the lever of the engine governor comes in contact with the full stroke stopper. If not, adjust the length of the stop bolt.

Caution regarding reinstallation of control cable: Carefully tighten the joints at both ends of the control cable to prevent distortion or damage.

22-16

Engine Oil Pressure

85ZIV-2

POWER 22

Engine Oil Pressure WARNING

CAUTION Do not touch the fan or V-belt of the engine or high-temperature section if the engine is running. An accident resultng in injury may occur. Be sure to stop the engine before you open the side cover of the engine room. Keep all guards in place.

Unexpected movement of the machine could cause an accident resulting in injury or death. Therefore, to provide repair service with the engine running, be sure to observe the following items: ・ Park the machine on level ground. ・ Apply the parking brake. ・ Block the tires with chocks to prevent the tires from moving. ・ Determine the signals between the service men. ・ Prohibit any person from walking into dangerous areas. ・ Near articulation area of the machine ・ Under the machine ・ Around the engine ・ In front of or behind the machine

Measurement instrument : ・ Pressure gauge : For 0.49MPa (5kgf/cm2) with 2.5 〜3m hose PT1/8 measurement port Note: For safety route the hose to an area where the measurement may be made by the operator. Stand away from the machine during operation.

８５Ｅ２２００３

Engine oil pressure gauge port location

Warm-up C): (Temperature of coolant : 50〜80 ° Warm up the engine before starting pressure measurement.

Standard values: Engine speed

Service standard

Repair limit

Idling

0.1MPa (1.0kgf/cm2) or more

49kPa (0.5kgf/cm2)

High idling

0.34MPa (3.5kgf/cm2) or more

-

22-17

Engine Compression Pressure

85ZIV-2

POWER 22

Engine Compression Pressure In addition to measurement of oil consumption and fuel consumption, measurement of the engine compression pressure is also important to determine the engine overhaul schedule.

WARNING Unexpected movement of the engine could cause an accident resulting in injury or death. During service work, be sure to closely communicate with the person in the cab using signals to prevent such an accident.

Measurement instrument: ・ Compression pressure gauge ・ Tachometer (non-contact photoelectric recommended)

CAUTION type

Do not touch the fan or V-belt of the engine or a high-temperature section if the engine is running. An accident resulting in injury may occur. Keep all guards in place.

Warm-up C): (Temperature of coolant : 50〜80 ° Warm up the measurement.

engine

before

pressure

Measurement method: (1) Remove the nozzle holder assembly from all the cylinders. Place covers on their openings to prevent the entry of dirt or dust. (2) Attach the compression pressure gauge to the nozzle hole. (3) Disconnect the engine stop cable, and then set the stop lever to the OFF position. (4) Start the starter motor to crank up the engine. Measure the compression pressure. Also measure the cranking speed.

Standard values: Service standard

Repair limit

Cranking speed

IMPORTANT ・ Protect the nozzle holes from foreign material. ・ Measure the compression pressure after warming up the engine. Measure the compression pressure three times, and then calculate the average value. ・ Measure the compression pressure for all the cylinders.

Compression 3.0MPa 2.1MPa pressure (31kgf/cm2) (21kgf/cm2) Pressure difference between cylinders

0.39MPa (4kgf/cm2) or less

160〜200min-1 -

22-18

Engine Valve Clearance

85ZIV-2

POWER 22

Engine Valve Clearance WARNING Unexpected engine starting could cause an accident resulting in injury or death. Before checking the engine, be sure to remove the starter key, and hang a "DO NOT START!" tag on the steering wheel.

Flywheel housing mark

Measurement instrument: ・ Thickness gauge

Inj. pump mark

Measurement method: (1) Setting cylinder piston to top dead center Slowly rotate the flywheel using a cranking bar. Align the pointer of the flywheel housing to the "1|6" mark to set the piston of the No. 1 or No. 6 cylinder to the top dead center. Note: If the No. 1 cylinder piston is set to the top dead center, the injection pump housing and the timer are set to almost the same graduation line. (2) Measuring valve clearance Measure the valve clearance when the No. 1 or No. 6 cylinder piston is at the top dead center. After that, turn the crank shaft 360°(1 turn), and measure the valve clearance of other valves. Cylinder No. Valve arrangement No.1 cylinder piston at top dead center

1

2

3

4

5

6

1

2

3

4

5

6

7

8

9

10

11

12

Intake

Exhaust

Intake

Exhaust

Intake

Exhaust

Intake

Exhaust

Intake

Exhaust

Intake

Exhaust

●

●

●

●

●

●

●

●

●

No.6 cylinder piston at top dead center

●

●

Standard values(mm): Service

Remarks

0.30 to 0.40

When cooled, on both intake and exhaust sides

22-19

●

Engine Fuel Injection Pressure

85ZIV-2

POWER 22

Engine Fuel Injection Pressure Measurement instrument :

WARNING

・ Nozzle tester

Measurement method : (1) Connect the nozzle assembly to the tester. (2) Jet the fuel two or three times to discharge dust and dirt from the nozzle. 2 (3) Keep the pressure at 16.7MPa (170kgf/cm ) for 10 seconds. Check the nozzle for leakage. (4) Measure the fuel injection pressure. In addition, check the atomized condition of the fuel.

The fuel injection valve test is dangerous. An accident resulting in injury or death could occur. To prevent such an accident, observe the following items: ・ The atomized fuel may explode. To prevent such an accident, keep the atomized fuel away from any fire. ・ If the nozzle assembly is tested inside a building, frequently ventilate the room. ・ Do not receive the jetted fuel with your hand.

Standard values : Specified value

Service standard

22.6MPa (230kgf/cm2)

23.0〜23.5MPa (235〜240kgf/cm2)

Adjusting injection pressure : Remove the cap nut from the nozzle assembly, and then turn the adjustment screw inside the nozzle. Cap nut 39 to 49N-m (4 to 5 kgf-m)

OK Equal and symmetric

Ｘ Asymmetric

Ｘ Branched

Ｘ Thin

Ｘ Stepped OK

Equally atomized fuel jetted from 4 holes

Judgment standards for atomized fuel

22-20

Engine Fuel Injection Timing

85ZIV-2

POWER 22

Engine Fuel Injection Timing Measure the fuel injection timing if one of the following problems is detected during operation: ・The engine emits a large amount of black or white smoke during oparation. ・The output power of the engine is too low. ・The engine emits a knocking sound.

WARNING Unexpected movement of the engine could cause an accident resulting in injury or death. Before checking the engine, be sure to remove the starter key, and hang a "DO NOT START!" tag on the steering wheel.

Preparation for test: (1) Remove the injection pipe from the No. 1 cylinder of the injection pump. (2) Remove the delivery valve holder from the injection pump, and then remove the spring from the delivery valve. After that, reinstall the delivery valve holder on the injection pump. Delivery valve holder: 108 to 118N-m (11 to 12 kgf-m) (3) Turn the flywheel in the normal direction until the piston of the No. 1 cylinder is positioned at the top dead center. Note:If the piston passes through the top dead center, widely turn the flywheel to return the piston far away from the top dead center. After that, gradually turn the flywheel to adjust the piston to the top dead center. (4) Attach a timing plate of 360°graduation to the end of the crank shaft. Attach the pointer to a bolt near the timing plate. Adjust the timing plate so that the pointer indicates "0" when the No. 1 cylinder piston is at the top dead center.

Measurement procedure : (1) Turn the flywheel in the opposite direction to set the timing plate to approximately 20°before the top dead center of the No. 1 cylinder. (2) Set the fuel control lever to the 100% injection point. (3) Press the priming pump to jet the fuel from the delivery valve holder. While jetting the fuel, slowly turn the flywheel in the normal direction. (4) Fuel jetting will be stopped at a certain point. The point is the fuel injection start point when the engine is started. Check and record the value indicated by the pointer of the timing plate. Measure the injection start point three times, and then calculate the average value.

Standard value : 14 °before top dead center

22-21

Timing plate and pointer

TORQUE CONVERTER AND TRANSMISSION GROUP

32 Torque Converter and Transmission Construction ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-2 Gear Arrangement ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-3 Torque Converter Operation ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-4 Clutch Pack ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-5 Clutch Plate ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-7 Gear Pump ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-8 Power Flow ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-9 Hydraulic System Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-12 Hydraulic Circuit Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-13

Control Valve Construction ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-14 System Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-15 Solenoid Valve Operation ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-16 Modulation Mechanism ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-19 Measuring Clutch Oil Pressure ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 32-24

32-1

Construction

85ZIV-2

TORQUE CONVERTER AND TRANSMISSION 32

Torque Converter and Transmission (Model:CT250A01)

Construction 10

1

11

2

9

3

8

5

14 15 18 17 16 19 20

4

21 23 22

24 7

25 6 26 27

34 28

36 35

29 30 12

31

13 33

32 37

８５ＺＡ３２０１

1. 2. 3. 4. 5. 6. 7.

Pump impeller Turbine impeller Stator Turbine Shaft Stator Shaft (Fixed) Front Cover Input plate (drive ring) (attached to flywheel) 8. P.T.O. drive gear A 9. P.T.O. drive gear B 10. Torque converter gear pump 11. P.T.O. shaft (For hyd. pump)

12. Idle gear 13. Idle shaft 14. Forward clutch gear 15. Forward clutch 16. 3rd speed clutch gear 17. 3rd speed clutch 18. Counter gear A 19. Counter shaft A 20. Counter gear B 21. 4th speed clutch 22. Counter shaft B 23. 4th speed clutch gear 24. 1st speed clutch gear 25. 1st speed clutch 32-2

26. Counter gear C 27. Counter shaft C 28. Counter shaft D 29. Reverse clutch gear 30. Reverse clutch 31. Counter gear D 32. 2nd speed clutch gear 33. 2nd speed clutch 34. Output shaft gear 35. Output shaft 36. Parking brake (Drum type) 37. Speed meter drive (S/N 85N3 - 9001 〜 9050)

Gear Arrangement

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Gear Arrangement 9 8

4

12

14

16

18

20 23

24 26 27 34 29

31

32

８５ＺＡ３２０２

Number of teeth

No.

Gear name

4

Turbine shaft gear

30

8

PTO drive gear A

60

9

PTO drive gear B

53

12

Idle gear

35

14

Forward clutch gear

30

16

3rd speed clutch gear

82

18

Counter gear A

64

20

Counter gear B

47

23

4th speed clutch gear

99

24

1st speed clutch gear

83

26

Counter gear C

28

27

Counter shaft C gear

31

29

Reverse clutch gear

30

31

Counter gear D

66

32

2nd speed clutch gear

48

34

Output shaft gear

62

32-3

Torque Converter Operation

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Torque Converter Operation 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.

32-4

Input

Output

Clutch Pack

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Clutch Pack Forward and 3rd speed clutches 1. Counter shaft 2. Forward clutch gear 3. 3rd speed clutch gear 4. Forward clutch 5. 3rd speed clutch 6. Forward clutch piston 7. 3rd speed clutch piston 8. Steel plate 9. Friction plate 10. Return spring 11. Clutch drum (with counter gear) 12. Residual pressure preventive orifice 13. Seal rings 14. Needle bearings

４

１０ ６

１１

７ １０ １２

３

２ １３

５

１

１４ ９

８

８

９ ６５Ｊ３２００１

Reverse and 2nd speed clutches 1. Counter shaft 2. Reverse clutch gear 3. 2nd speed clutch gear 4. Reverse clutch 5. 2nd clutch 6. Reverse clutch piston 7. 2nd speed clutch piston 8. Steel plate 9. Friction plate 10. Return spring 11. Clutch drum (also used as counter gear) 12. Residual pressure preventive orifice 13. Seal rings 14. Needle bearings 15. Thrust bearing

１１ ２

１３

４

１０

６

１２ ７ ５ １０ １５ ３

１

１４

９

８

８

９ ６５Ｊ３２００２

32-5

Clutch Pack

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

8

1st speed clutch 6

7

5

10

4

3

2

1

12

1. Counter shaft 2. Counter gear A 3. Counter gear B 4. Clutch drum 5. Clutch piston 6. Steel plate 7. Friction plate 8. 1st speed clutch gear 9. Return spring 10. Residual pressure preventive orifice 11. Seal rings 12. Needle bearings

11

9

８５ＺＡ３２０５

4th speed clutch 2

3

9

1. Counter shaft 2. Counter gear 3. Clutch drum 4. Clutch piston 5. Steel plate 6. Friction plate 7. 4th speed clutch gear 8. Return spring 9. Residual pressure preventive orifice 10. Seal rings 11. Needle bearings

4

5

6

7 11

1 10

8 ８５ＺＡ３２０６

32-6

Clutch Plate

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Clutch Plate Number of clutch plates Remarks : All the friction plates, steel plates and return Name of clutch

Friction plate

Steel plate

Return spring

Forward clutch

7

6

20

Reverse clutch

7

6

20

1st speed clutch

9

8

20

2nd speed clutch

5

4

20

3rd speed clutch

5

4

20

4th speed clutch

5

4

20

Outer dia.

192 φ

203 φ

Inner dia.

124.5 φ

133.5 φ

When new

3.3 ± 0.1

2.6 ± 0.1

Wear limit

3.1

2.4

Mark

Name of clutch

Stroke (mm)

F

FORWARD

3.3 ± 0.5

R

REVERSE

3.3 ± 0.5

1

1st

3.5 ± 0.5

2

2nd

2.1 ± 0.5

3

3rd

2.1 ± 0.5

4

4th

2.1 ± 0.5

Thickness

Dimension(mm)

springs are same for each clutch.

Clutch Piston Stroke

32-7

Gear Pump

85ZIV-2

TORQUE CONVERTER AND TRANSMISSION 32

Gear Pump 1. Driven gear 2. Needle bearing 3. Driven gear shaft 4. Oil seal 5. Drive gear 6. Pump body 7. Pump cover 8. Dowel pin 9. Gasket

1

2

3

4

5

Hydraulic pump side

T/M side

6

7

8

9

Gear pump specifications Theoretical

64.5 cm3 / rev

Maximum operation pressure

2.0MPa (20kgf/cm2 )

Maximum operation speed

2400min-1

Actual discharge

Approx. 120 l/min Conditions: Pump speed 2,200min-1 Oil temp. 80 to 100 ° C Oil viscosity 40CST(SAE10W) Discharge pressure 1.4 to 1.6MPa (14 to16kgf/cm2)

32-8

Power Flow

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Power Flow Forward 1st speed ・ The power from the torque converter is transmitted to the idle gear (12) and to the forward clutch gear (14) where the forward clutch (15) is connected. The forward clutch then transmits the power to the counter shaft A (19). ・ The counter shaft a (19) is spline-connected to the counter gear B (20), therefore the power is then transmitted to the 1st speed clutch gear (24). ・ The 1st speed clutch gear is connected to the 1st speed clutch (25) that transmits the power to the counter gear C (26) and then to the output shaft gear (34). After that, the power is finally transmitted to the output shaft (35).

12 15

The idle gear shown here is also connected to the reverse clutch gear.

19

20

24 25 26

14

34 35

Forward 2nd speed ・ The power from the torque converter is transmitted to the forward clutch (15). The forward clutch transmits the power to the counter gear A (18) and then to the counter gear D (31). ・ When the 2nd speed clutch (33) is engaged, the power will be transmitted to the 2nd speed clutch gear (32). ・ Since the 2nd speed clutch gear (32) is spline-connected to the counter shaft C (27), the power is transmitted to the counter gear C (26) and then to the output shaft gear (34). After that, the power is finally transmitted to the output shaft (35).

15 18

26

34 31 33

32-9

32 27

35

Power Flow

85ZIV-2

TORQUE CONVERTER AND TRANSMISSION 32

Forward 3rd speed ・

The power from the torque converter is transmitted to the forward clutch (15) and then to the 3rd speed clutch (17) that is connected to the 3rd speed clutch gear (16). The power is then transmitted to the 2nd speed clutch gear (32). ・ Since the 2nd speed clutch gear (32) is spline-connected to the counter shaft C (27), the power is transmitted to the counter gear C (26). ・ The counter gear C (26) transmits the power to the output shaft gear (34) and then to the output shaft (35).

16 15 17

32 27 26

34 35

Forward 4th speed ・ The power from the torque converter is transmitted to the forward clutch (15). The forward clutch (15) transmits the power to the counter gear A (18) and then to the counter shaft A (19). ・ The counter shaft A (19) is spline-connected to the counter gear B (20). ・ When the 4th speed clutch (21) is engaged, the power will be transmitted to the 4th speed clutch gear (23). ・ The 4th speed clutch gear (23) transmits the power to the counter shaft gear (27), counter gear C (26), and then to the output shaft gear (34). After that, the power is finally transmitted to the output shaft (35).

15 18

19

20 21

23

26 27

34 35

32-10

Power Flow

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Reverse 1st speed ・ The power from the torque converter is transmitted to the idle gear (12) and then to the reverse clutch gear (29) where the reverse clutch (30) is connected. The reverse clutch then transmits the power to the counter gear D (31), the counter gear A (18), and then to the counter shaft A (19). ・ After that, the power is transmitted to the output shaft via the same route as forward 1st speed.

19

18 31 30 29-

12

Reverse 2nd, 3rd, and 4th speeds Refer to the transmission routes of the above reverse 1st speed and the forward 2nd, 3rd, and 4th speeds.

The torque converter and idle gear shown in this figure are actually identical to those shown in the forward speed diagrams. The idle gear is engaged with both the forward and reverse clutches.

32-11

10

25

19

23

1

21

24

32-12 13

5

18

Transmission oil pan

4

6

16

9

Control box

15

14

17

8

7

QUAD switch

Inching switch

Parking switch

85ZIV-2

2

20 22

3

Speed sensor

Shift lever

Hydraulic System Diagram TORQUE CONVERTER AND TRANSMISSION 32

Hydraulic System Diagram

Hydraulic Circuit Diagram

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

S/W

25

Thermo

Thermo

Hydraulic Circuit Diagram

11 0.5MPa 2 (4.7kgf/cm )

10 T

P

M16 × 1.5

S

6

7

27

9

19

8 5

13

26 20

PF1/4 1.3 ±0.2 to 1.5±0.2MPa (13±2 to 15±2kgf/cm2)

14 21

0.3MPa 2 (3.5kgf/cm ) 4

15

3

16

2

22 1

23 17 24 18

８５Ｅ３２００１

1. Transmission oil pan

10. Torque converter

2. Strainer

11. T/C inlet relief valve

3. Torque converter gear pump

13. Forward clutch solenoid valve

4. Line filter with bypass valve

14. Reverse clutch solenoid valve

5. Control valve

15. 1st speed clutch solenoid valve

6. Clutch pressure regulator valve

16. 2nd speed

7. Trimmer plug

valve

mm

clutch

solenoid

8. Orifice (1.3 -dia.)

17. 3rd speed clutch solenoid valve

9. Trimmer solenoid valve

18. 4th speed clutch solenoid valve 19. Forward clutch 32-13

Construction

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Control Valve Construction B

9 A

A

17

14 13

15

B

18

16

Section B-B ８５ＺＡ３２０８

9

6

Section A-A

7

８５ＺＡ３２０９

8

32-14

System Diagram

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

System Diagram From torque converter pump

To torque converter

6

9

7

8 Drain

17

13

14

16 18

15

To forward To 4th speed clutch clutch

To 2nd speed clutch

To 1st speed To reverse To 3rd speed

6. Clutch pressure regulator valve 7. Trimmer plug mm

8. Orifice (1.3 -dia.) 9. Trimmer solenoid valve 13. Forward clutch solenoid valve 14. Reverse clutch solenoid valve 15. 1st speed clutch solenoid valve 16. 2nd speed clutch solenoid valve 17. 3rd speed clutch solenoid valve 18. 4th speed clutch solenoid valve

32-15

Solenoid Valve Operation

85ZIV-2

TORQUE CONVERTER AND TRANSMISSION 32

Solenoid Valve Operation For forward/reverse and speed clutches ・ After power-off(clutch disengaged status) 5

4

3

2

1

Clutch pressure regulator

7

Transmission oil pan

1. Coil 2. Plunger 3. Push rod 4. Spring

Clutch piston chamber

5. Spool 6. Diode

6

7. Manual control pushbutton

When the power of the coil is turned off, the spool (5), push rod (3), and plunger (2) are returned fully to the right, and port A is closed. The line between port B and C is opened, and the clutch is disengaged.

In this case, pressing the manual control pushbutton (7) with the bolt (for emergency) opens the line between port A and B, and engages the clutch. Releasing the manual control pushbutton returns the spool fully to the right, and disengages the clutch.

・ After power-on (clutch engaged status) Clutch pressure regulator

Transmission oil pan

Clutch piston chamber

When the power is supplied to the coil, the magnetic power attracts the plunger to the left , and the line

between port A and B is opened. Pressure oil flows into the clutch piston chamber. The clutch is engaged.

32-16

Solenoid Valve Operation

85ZIV-2

TORQUE CONVERTER AND TRANSMISSION 32

For trimmer ・ After power-off (high clutch pressure status)

Trimmer plug chamber

7 To transmission oil pan via trimmer spring chamber

When the power of the coil is turned off, the spring returns the spool to the right.

The line between the trimmer plug chamber and the transmission oil pan is closed, therefore the clutch pressure is kept high. In this case if the manual control push button (7) is pushed by hand main clutch pressure should be reduced to approximatly 0 〜 0.1MPa 2 (0〜1kgf/cm ).

・ After power-up (just after switching clutch) Trimmer plug chamber

To transmission oil pan via trimmer spring chamber

When the power is supplied to the coil, the oil in the trimmer plug chamber is discharged into the transmission oil pan. The clutch pressure, therefore, falls.

If debris were to stick the valve in this position pressure would remain low even if the power to the coil is turned off.

32-17

Solenoid Valve Operation

85ZIV-2

TORQUE CONVERTER AND TRANSMISSION 32

Torque converter and transmission oil flow route (refer to hydraulic system diagram) ・ From gear pump to torque converter

・ Oil returned from torque converter

The oil fed from the pump (3) flows through the line filter (4) into the control valve (5). In the clutch circuit, the oil flow rate is low, therefore, the clutch pressure regulator valve (6) opens the torque converter port so that the oil flows into the torque converter circuit. At the inlet of the torque converter, there is a inlet relief valve (11) in the case. If the oil pressure exceeds 0.46MPa (4.7kgf/cm2), the relief valve will be opened to drain part of the oil into the transmission case.

The oil returned from the torque converter flows into the torque converter cooler (25) inside the radiator.

・ Oil returned from cooler The oil cooled by the cooler flows through the lubrication oil passages in the transmission housing to lubricate all the bearings and to cool the clutch plates. After that, the oil is drained into the oil pan.

Clutch oil flow route ・ To forward and reverse clutches

・ To speed clutch

When the oil flows into the control valve, the oil pressure is adjusted to the specified pressure (1.3 ± 2 0.2 〜 1.5 ± 0.2MPa)(13±2 to 15±2kgf/cm ) by the clutch pressure regulator valve (6). After that, the oil flows to the forward and reverse clutch solenoid valves (13) (14). When the clutch is changed from "forward" to "reverse". The reverse clutch solenoid valve (14) is turned on, and the oil flows into the reverse clutch piston chamber. At the same time, the forward clutch solenoid valve is turned off, and the oil in the forward clutch piston chamber is drained. The oil then flows through the clutch solenoid valve into the transmission case. Oil is also drained from the forward clutch piston chamber through the residual pressure prevention orifice in the clutch hub.

32-18

The neutral position is available for forward/reverse. There is no neutral position for speed clutches. Therefore, after engine starting, the oil fed from the pump is regulated to the specified pressure by the clutch pressure regulator valve, and then directed to one of the speed clutch piston chambers. Note : The engine will not start if the shift lever is in the forward or reverse position. The shift lever must be in the neutral position to start the engine, therefore, the machine will not move the moment the engine is started. When the speed is changed, the oil flows in the same way as the forward/reverse clutch oil flow.

Modulation Mechanism

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

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.

For such effects, the modulation mechanism controls the clutch oil pressure rising time as follows:

Clutch control oil pressure curve

Solenoid valve

Electrical signals

For trimmer

For forward clutch

For reverse clutch

Main pressure Forward clutch pressure

Reverse clutch pressure

1.4〜1.5MPa 2 (14〜15kgf/cm )

0.3〜0.4MPa (3.5〜4kgf/cm2)

Clutch oil pressure

Time Pressure increase Specified Initial Lowholding oil pressure pressure feeding holding

８５Ｅ３２００２

Initial oil feeding*

Low-pressure holding

Pressure increase

0〜0.05 sec.

0.2 sec.

Approx. 1 sec.

*Note : The initial oil feeding time depends on the capacity of the clutch piston chamber.

32-19

Modulation Mechanism

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Pressure holding (Traveling at forward 1st speed) 9

From torque converter pump

To torque converter

6 7

The power of the trimmer solenoid valve (9), however, is off, and the clutch regulator valve (6) and trimmer plug (7) apply pressure to the modulator spring to keep the clutch pressure at the specified value 1.4 〜 2 1.5MPa (14〜15kgf/cm ).

For trimmer Solenoid valve

While the machine is traveling, the forward and 1st speed clutch solenoid valves are energized on, the clutch oil is flowing into each clutch piston chamber, and the clutch is kept engaged.

Electrical signals

To each clutch solenoid valve

For forward clutch For reverse clutch

Main pressure Forward clutch pressure Reverse clutch pressure Clutch oil pressure Time

Specified pressure holding

32-20

Modulation Mechanism

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Changing the shift lever from "forward" to "reverse", turns off the power of the forward clutch solenoid valve. The oil in the forward clutch piston chamber is immediately drained to release the clutch. On the other hand, power to the reverse clutch solenoid valve is turned on, and the oil flows into the reverse clutch piston chamber. After changing the shift lever, power to the trimmer solenoid valve is kept off for a short time, therefore the high-pressure oil flows into the reverse clutch piston chamber to rapidly move the piston. As a result, initial oil supply is quick, and time lag can be prevented.

For trimmer Solenoid valve

・ Releasing forward clutch and feeding initial oil to reverse clutch

Electrical signals

Changing from forward 1st speed to reverse 1st speed

For forward clutch For reverse clutch

Main pressure Forward clutch pressure Reverse clutch pressure

Clutch oil pressure Time

Initial oil feeding

32-21

Modulation Mechanism

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

・ Low-pressure holding

From torque converter pump

To torque converter

9 6

Roll pin

7

For trimmer Solenoid valve

0.05 seconds after changing the shift lever, the power of the trimmer solenoid valve (9) is turned on. The oil in the trimmer plug chamber is drained, and the trimmer plug (7) is returned by spring tension fully to the right. The modulator spring is released to reduce the pressure applied to the regulator valve (6). The regulator valve may move fully to the right until it contacts the roll pin pressed into the control valve housing. In this position more oil from the T/C charge pump is drained. The main pressure and reverse clutch pressure, therefore, falls immediately. As a result, the shock at clutch engagement will be softened.

Electrical signals

To each clutch solenoid valve

For forward clutch For reverse clutch

Main pressure Forward clutch pressure Reverse clutch pressure

Cluth oil pressure Time

Low-pressure holding

32-22

Modulation Mechanism

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

・ Pressure increase (Clutch engagement starting)

From torque converter pump

To torque converter

6

7

9

8

Solenoid valve

To soften the shock, the clutch should slip during engagement. When the power of the trimmer solenoid valve is turned off again after about 0.2 seconds, the drain port of the trimmer plug chamber is closed, and the oil is fed into the trimmer plug chamber. Pressure is applied to the trimmer plug and the spring to raise the clutch oil pressure. The oil flow rate to the trimmer plug chamber is limited by the orifice (8), therefore the trimmer plug (7) slowly shifts to the left. The clutch pressure, therefore, slowly rises. As spring tension increases on the regulator valve (6) the regulator valve begins to block off the drain passage. This increases main and clutch pressure. As a result, the clutch engagement is smooth and causes no shock.

Electrical signals

To each clutch solenoid valve

For trimmer For forward clutch For reverse clutch

Main pressure Forward clutch pressure Reverse clutch pressure

Clutch oil pressure Time

Pressure increase

32-23

Measuring Clutch Oil Pressure

TORQUE CONVERTER AND TRANSMISSION 32

85ZIV-2

Measuring Clutch Oil Pressure WARNING Unexpected movement of the machine could 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.

85W0301

Main clutch pressure measurement port : PF 1/4

32-24

Measuring Clutch Oil Pressure

85ZIV-2

TORQUE CONVERTER AND TRANSMISSION 32

A central main pressure test port is provided (shown at right). Test ports on the control valve and transmission case allow direct testing of each individual clutch pack and converter pressures.

Torque converter inlet oil pressure measurement port : PT1/2

Reverse clutch oil pressure measurement port : PF1/4

2nd speed clutch oil pressure measurement port : PF1/4

3rd speed clutch oil pressure measurement port : PF1/4 Forward clutch oil pressure measurement port : PF1/4

4th speed clutch oil pressure measurement port : PF1/4

1st speed clutch oil pressure measurement port : PF1/4

８５ＺＡ３３０１

2

- Pressure gauge 2.0MPa (20kgf/cm ) with 2 〜 3m hose - Clutch oil pressure measurment value : 2 1.3±0.2MPa (13±2kgf/cm ) at engine idling speed (LI) 2 1.5 ± 0.2MPa (15±2kgf/cm ) at engine maximum speed (HI) - Torque converter oil temperature : 50 to 80 ° C

32-25

HYDRAULIC GROUP 42 Loading/Steering Hydraulic Line ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-2 Loading/Steering Hydraulic System Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-3 Layout of Hydraulic Units ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-4 Hydraulic Tank ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-5 Hydraulic Pump ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-9 Hydraulic Cylinder ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-11 Loading System ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-13 Pilot Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-14 Pilot Valve Filter ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-18 Pilot Relief Valve Unit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-19 Accumulator ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-21 Multiple Control Valve (KVML) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-23 Adapter (with orifice) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-32 Steering System ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-33 Steering Valve (KVMT) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-35 Steering Gear Box ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-43 Emergency Steering ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-44 Standard Measurement Values for Performance Check ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-46 Cautions Regarding Replacement of Hydraulic Parts ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-47 Flushing Hydraulic Lines ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-48 Measuring Steering Wheel/Lever Operating Force ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 42-52

42-1

Loading/Steering Hydraulic Line

85ZIV-2

HYDRAULIC 42

Loading/Steering Hydraulic Line ２ ４

1. Hydraulic pump 2. Multiple control valve 3. Steering valve 4. Boom cylinders 5. Bucket cylinder 6. Steering cylinders 7. Breather valve/Filler cap 8. Cooler bypass valve 9. Return filler element 10. Relief valve 11. Pilot valve 12. Pilot relief valve unit 13. Adapter (with orifice) 14. Filter 15. Accumulator 16. Oil cooler

５

６

１３

１１ １４ １５ １２

３ １６ １ ８ １００． ５

３２． ０ １８． １

７

１０

９

６５Ａ４２００４

42-2

Loading/Steering Hydraulic System Diagram

85ZIV-2

HYDRAULIC 42

Loading/Steering Hydraulic System Diagram 5

Hoist lever

Bucket lever

13 11

2

4

14 15

12

16 6

1 7

8

3 9 ６５Ａ４２２１０

42-3

10

Layout of Hydraulic Units System Diagram Loading/Steering Hydraulic

85ZIV-2

HYDRAULIC 42

Layout of Hydraulic Units

4

1

7

6

2

8

5

3

4

8

85V42003

1. Multiple control valve 2. Steering valve 3. Pilot valve(for loading) 4. Pilot circuit relief valve

5. Hydraulic pump (3 section) 6. Boom cylinders 7. Bucket cylinder 8. Steering cylinders

42-4

Hydraulic tank

85ZIV-2

HYDRAULIC 42

Hydraulic tank To hydraulic pump

1

11

From multiple control valve and steering valve return line From pilot relief valve

8 9

From oil cooler

7 A-A From pilot valve (drain)

A 3

4

2

6

A

８５Ｖ４２００４

5

1. Oil tank 2. Oil level sight gauge 3. Tank cap (with air breather) 4. Inlet screen 5. Drain cock/Plug 6. Inspection hole cover 7. Return filter element 8. Spring 9. Filter bypass valve 11. Return filter cover 12. Gasket (Rubber seal type)

12 6

A

B-B Torque to 20N-m (2 kgf-m) torque all nuts evenly to prevent leaks

l

42-5

A: Center of hydraulic oil level gauge : 130 l

Hydraulic tank

85ZIV-2

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

Functions

direction) to unlock the cap key.

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 (0.8 kgf/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.

・ Installing cap

・Unlocking cap key Turn the cap key 180°counterclockwise (arrow 42-6

The cap can be installed in disregard of the boom or bucket position

Hydraulic tank

85ZIV-2

HYDRAULIC 42

Specifications of hydraulic tank Type

Sealed pressure type

Tank capacity (at center of level gauge) ( l)

130 25,500

Filtration area (cm2) Return filter

Oil filling port (also used as air breather)

Filtration particle size ( μm)

10

Relief valve opening pressure

98±20kPa (1.0±0.2kgf/cm2)

Suction side setting pressure

1kPa (0.01kgf/cm2)

Discharge side setting pressure

78kPa (0.8kgf/cm2)

Filtration area (cm2)

235

Filtration particle size ( μm)

10

Pushing load before turning cap required for removing or installing cap

42-7

186〜216N(19〜22kgf)

Hydraulic tank

85ZIV-2

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 oil tank

Oil level sight gauge Cold level 130 l

Oil amount : 130 l Note: If the oil is at operating temperature (60℃ 〜 90℃ (140°F 〜 200°F)) the oil level may be at or near the top of the oil level sight gauge.

42-8

Hydraulic Pump

85ZIV-2

HYDRAULIC 42

Hydraulic Pump Triple pump

８５Ｅ４２００７

1. Oil seals

7. Coupling

13. Back up seal

2. Driven gear

8. Oil seal

14. Coupling

3. Drive gear

9. Driven gear

15. Driven gear

4. Pressure plates (floating type)

10. Drive gear

16. Driven gear

5. Plate seal

11. Pressure plate(floating type)

17. Pressure plate (floating type)

6. Back up seal

12. Plate seal

18. Shaft bushings

Triple pump specifications -

For pilot

For loading

For steering

Applicable circuit

Pilot circuit

Main circuit

Switch circuit

Model

19ARF

KFP2233

KFP51100

Theoretical discharge Maximum operation pressure

3

3

18.1cm /rev

100cm3/rev

32.0cm /rev 2

2

20.6MPa (210kgf/cm )

20.6MPa (210kgf/cm ) 2,500 min-1

Maximum speed

Measurement conditions: Oil temperature 50 ℃〜80 ℃ Hydraulic oil ISO VG46

42-9

20.6MPa (210kgf/cm2)

Hydraulic Pump

85ZIV-2

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 mechanism) so that the high volumetric efficiency is ensured.

Inlet

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 area in the rear of the pressure plate. The 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 O-ring and the backup seal. 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

Discharge High pressure area Backup seal

Inlet O-ring

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. Bushings 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. Change viscocity if seasonal temperature changes are great ( more than 20 ℃ [40 ° F ] ).

８５Ｗ４２０５

Inlet

Confined oil bypass groove

Discharge

Gear sealing area

42-10

Hydraulic Cylinder

85ZIV-2

HYDRAULIC 42

Hydraulic Cylinder Boom cylinder 15

14

16

27 21 ・ 12 1

7 3 8 2

19 11 10 9

17 5

17

23 ・ 20

25 4

８５Ｅ４２００３

Bucket cylinder

Steering cylinder 23 ・ 20

15 22 16

14 13 12 1

2 3

6 11 23 ・ ・ 4 9 11 17 5 ・ 8 7 10 20

８５Ｅ４２００４

42-11

1. Piston 2. Piston rod 3. Cylinder tube 4. Rod cover 5. Dust seal 6. Backup ring 7. U-packing 8. Buffer ring 9. Wear sleeve 10. Back up ring 11. O-ring 12. Slipper ring 13. Back ring 14. O-ring 15. Wear ring 16. Piston nut 17. Stop ring 19. Back up ring 20. Dust seal 21. Wear ring 22. Stop ring 23. Bushing 24. Set screw 25. Bolt 26. Washer 27. Square ring

Hydraulic Cylinder

85ZIV-2

HYDRAULIC 42

Steering cylinder

Bucket cylinder

Boom cylinder

Cylinder specifications Inner dia. × rod dia. × stroke Pin hole

φ 160 ×φ 80 × 814

Piston rod

φ 90 × 202

Cylinder

φ 90 × 148.5

(inner dia. × width)

Inner dia. × rod dia. × stroke Pin hole

φ 190 ×φ 100 × 538

Piston rod

φ 100 × 120

Cylinder

φ 100 × 120

(inner dia. × width)

Inner dia. × rod dia. × stroke Pin hole

φ 90 ×φ 50 × 440

Piston rod

φ 50 × 70

Cylinder

φ 50 × 70

(inner dia. × width)

42-12

Loading System

85ZIV-2

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

42-13

Pilot Valve

85ZIV-2

HYDRAULIC 42

Pilot Valve Structure For bucket control

Neutral Roll back

1 Dump For bucket control

For boom control

8 2

3

T

To tank port

4 5 6

From pump port

7

P

８５Ｗ４２１１

To MCV oil packs

８５Ｗ４２１８

View from the rear

For boom control

Raise

Neutral

Down

1. Lever 2. Disc 3. Push rod 4. Spring seat 5. Spring for secondary pressure 6. Return spring 7. Spool 8. Detent magnet solenoid

Float

To tank port ８５Ｗ４２１９

42-14

Pilot Valve

85ZIV-2

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. 42-15

P

８５Ｗ４２１２

85ZIV-2

HYDRAULIC 42

槽

Pilot Valve

To tank port

To tank port

槽

5

槽 From pump port

槽 From pump port

7

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.

42-16

Pilot Valve

85ZIV-2

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.

42-17

Magnet

Plate

Steel ball

Disc

８５Ｗ４２１３

Pilot Valve Filter

85ZIV-2

HYDRAULIC 42

Pilot Valve Filter Construction

2

3

1

1. Nipple 2. Screen 3. Screen 4. O-ring

Function Pilot valve filter is installed in the pilot valve P port to keep dust, dirt and debris out of the pilot valve. In the event of a pilot pump failure remove the filter and clean or replace it. If the pilot valve will not operate normally, remove the filter and inspect it. If there is contamination in the filter, determine the cause and correct it.

42-18

4

Pilot Relief Valve Unit

85ZIV-2

HYDRAULIC 42

Pilot Relief Valve Unit Construction The relief valve unit consists of relief valve and check valve. Ｐ ｉ ｌ ｏ ｔ ｖａ ｌ ｖｅ

３

１

４ Ｐ Ｐｕｍｐ ｐｏｒ ｔ

Ｔ

２

Ｔａｎｋ ｐｏｒ ｔ

Oil pressure gauge plug (PF1/4) A or B ６５Ａ４２０１３

Oil press test port

1. Relief valve unit 2. Relief valve 3. Check valve 4. Plug

・ After removing the plug on the relief valve unit upper side, install the pressure gauge then check hydraulic oil pressure. ・ Relief valve setting pressure 3.6±0.3MPa(37±3 2 kgf/cm ).

Pilot valve

Ｇ１／４

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.

８５Ｅ４２００５

Ｐｐ

Check valve

Ｇ１／４

Ｇ１／４

Relief valve Ｇ１ press test port Ｇ１／４

Relief valve

Ｇ２

Ｔ２

Ｇ１／４

Ｇ１／４

Ｇ１／２ Ｐ

Pump port

Ｇ１／２

Tank port

Ｈｙｄｒ ａｕ ｌ ｉ ｃｌ ｉ ｎｅ

42-19

Accumulator

Ａ

Ｂ

６５Ａ４２０１５

Pilot Relief Valve Unit

85ZIV-2

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.

Ｂ ｌ ｏｃｋ

Ｔ

５

Ｐ

Operation ・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 2 spring pressure 3.6±0.3MPa(37±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 (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

４

２

６５Ａ４２０１７

1. Poppet 2. Pilot poppet 3. Pilot spring 4. Spring 5. Adjusting screw Note : Adjusting screw adjustable range : 5 turns

Adjust to the set pressure at 3.6MPa(37kgf/cm2) using the adjusting screw (5).

Check valve Construction Ｗｉ ｄ ｔ ｈ ａｃ ｒ ｏｓｓ ｆ ｌ ａ ｔ ｍｍ：２２． ４ｍｍ ②

Ｐ ｉ ｌ ｏ ｔ ｖａ ｌ ｖｅ ｐｏｒ ｔ② ① ６５Ａ４２０１８

Ｐｕｍｐ ｐｏｒ ｔ①

42-20

３

Accumulator

85ZIV-2

HYDRAULIC 42

Accumulator 1. Accumulator installation position Installing around the multiple control valve. Accumulator

Socket adapter U-bolt

Detail A

2. Construction ６ ７ １

1. Shell 2. Bladder 3. Poppet 4. Holder 5. Oil port 6. Gas plug 7. O-ring 8. Caution plate 9. O-ring

８

３ ４ ２ ５ ９

Ｗｉ ｄ ｔ ｈ ａｃ ｒ ｏｓｓ ｆ ｌ ａ ｔ ２７ｍｍ

ＰＦ１／２ ６５Ａ４２０２０

42-21

Accumulator

85ZIV-2

HYDRAULIC 42

3. Specification 1) Type : Accumulator used nitrogen gas (Bladder type) 2 2)Minimum operation pressure 1.5MPa(15kgf/cm ) 2 3)Maximum operation pressure 3.5MPa(36kgf/cm ) 2 4)Gas charged pressure 2.45MPa(25kgf/cm ) 3 5)Gas capacity 300cm 6)Accumulator charging time 10sec 7)Discharge time 5sec

4. Operation

Gas plug

・ If there is no supply oil from the pump coming to the pilot hydraulic circuit, due to engine not running or some other cause, the accumulator keeps a small reserve of oil ready to engage the pilot controls if necessary. ・ The bladder works pilot oil pressure against the Nitrogen gas charge inside the accumulator. ・ The pilot controls can be activated without the engine running and boom can be lowered, or bucket dumped within about a space of five minutes after engine has been shut off.

Bladder

Nitrogen gas

Seat surface Hydraulic oil Poppet

CAUTION Lower the boom and bucket to the ground immediately if engine stops by some reason.

5. Maintenance ・ No maintenance necessary (Do not remove the gas plug on the accumulator in any case.) ・ Replace the accumulator assy with new one if necessary. Loosen the gas plug 3.5 turns and keep it 3 minutes to let gas exhausted. After removing the gas plug completely remove the accumulator from the machine. ・ Do not weld near the accumulator because the high pressure gas is in the accumulator.

WARNING Gas pressure varies by temperature. Pressurized nitrogen gas in accumulator could explode causing serious injury or death. Do not weld near accumulator.

42-22

To pilot valve

From pump

６５Ａ４２０２１

Multiple Control Valve (KVML)

85ZIV-2

HYDRAULIC 42

Multiple Control Valve (KVML)

5 Make-up valve(MUV)

Boom cylinder

3 Boom plunger Pilot valve

Pilot valve

Pilot valve

Pilot valve Bucket 2 plunger

23.5MPa 2 (240kgf/cm )

23.5MPa (240kgf/cm2) 4 Overload relief valve (OLRV)

4 Overload relief valve (OLRV) 20.6MPa (210kgf/cm2) 1 Main relief valve

Inlet cover Tank 6 Load check valve

Pump

Bucket cylinder

Bucket cylinder

42-23

20.6MPa (210kgf/cm2)

Overload relief valve setting pressure

23.5MPa (240kgf/cm2)

Bucket Boom

point

installation

point

Main relief valve setting presure

installation

KVML-270-2

OLRV

Model

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 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".

Bucket Boom

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 (KVML)

85ZIV-2

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 the pump and pipes from damage.

Operation ・ When the oil pressure is at the set point or below The pressurized oil fed from the pump flows through the orifice of main poppet C and then into the chamber D. The pressures applied to the both sides of the main poppet are equalized and the main poppet C is moved to the left due to the area difference. The pressure area in the chamber D is larger than the area of the pump side of the sleeve E, therefore, the pump port is closed by sleeve E.

E

Adjusting screw

To tank

From pump

C

D

F

・ When the oil pressure exceeds the set point When the oil pressure exceeds the set spring force of the pilot poppet, the pilot poppet F is opened, and the oil flows along the sleeve and returns to the tank. To tank As a result, the pressure in the chamber D drops below the pump-side pressure, therefore the main poppet C is moved to the right, and the high-pressure From pump oil in the pump line is returned to the tank line. The set pressure (20.6MPa)(210kgf/cm2) can be adjusted by turning the adjusting screw. Note : Clogging of the orifice in poppet C will cause low pressure. Another possible cause of low pressure is contamination in, or damage to, the seat of poppet C or F.

42-24

C

D

F

Multiple Control Valve (KVML)

85ZIV-2

HYDRAULIC 42

Bucket plunger ・ Bucket "tilt-up" position

B

A D

PA1 Pilot valve

C

Tank

Pump

When the pilot valve applies pressure to PA1, the plunger is shifted to the left, and the center bypass line is closed at plunger shoulder C. The pressurized oil from the pump, flows through check valve D and then port A. The oil finally reaches the bottom side of the cylinder to tilt up the bucket.

42-25

On the other hand, the oil in the rod side of the cylinder is returned to the tank through port B.

Multiple Control Valve (KVML)

85ZIV-2

HYDRAULIC 42

・ Bucket "dump" position

E A

B D

Pilot valve PB1

C

Tank

Pump

When the pilot valve applies pressure to PB1, the plunger is moved to the right, and the center bypass line is closed at plunger shoulder C. The pressurized oil fed from the pump, therefore, flows through check valve D 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.

42-26

Extremely quick dumping opens make-up valve E 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.

Multiple Control Valve (KVML)

85ZIV-2

HYDRAULIC 42

Boom plunger ・ Boom "up" positon

B

A D

PA2

C

Tank

Pump

When the pilot valve applies pressure to PA2, the plunger is moved to the left, and the center bypass line is closed at plunger shoulder C. The pressurized oil fed from the pump, therefore, flows through check valve D 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.

42-27

Pilot valve

Multiple Control Valve (KVML)

85ZIV-2

HYDRAULIC 42

・ Boom "down" position

E B

A D

PB2 Pilot valve C

Tank

Pump

When the pilot valve applies pressure to PB2, the plunger is moved to the right, and the center bypass line is closed at plunger shoulder C. The pressurized oil fed from the pump, therefore, flows through check valve D 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.

42-28

Extremely quick boom lowering opens make-up valve E 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.

Multiple Control Valve (KVML)

85ZIV-2

HYDRAULIC 42

・ Boom "float" position

B

Pilot valve

A

PB2

Tank

Pump

When the control lever is shifted beyond the down position to "FLOAT", a higher pilot pressure forces the plunger of the multiple loader 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.

42-29

Multiple Control Valve (KVML)

85ZIV-2

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 Operation as overload relief vavle ・ When the oil pressure is at the set point or below. The pressurized oil is fed to the chamber X via the orifice of poppet C. Poppet E is closed due to the normal oil pressure (below set pressure) and spring S tension, therefore, the oil line from cylinder to the tank is completely closed. The pressure area in the chamber X is bigger than the area of the cylinder port on sleeve K, therefore, sleeve K is moved to the left to seat the valve at the cylinder port.

Tank

Cylinder

S

・ When the oil pressure exceeds the set point

Tank

The pilot poppet E is opened by compressing spring S and the oil returns to the tank along sleeve K. As a result, the pressure in the chamber X is low compared with that of the cylinder side. Poppets C and D, therefore, are moved to the right and the high pressure oil from the cylinder is returned to the tank.

・ Operation as make-up valve When the cylinder pressure drops to a pressure lower than that of the tank port, sleeve K is moved to the right due to difference in the right and left pressures (pressure area=G-A). As a result, sleeve K is moved to the right ,and the oil fed from the tank goes to the cylinder to increase the pressure.

Cylinder

S

Tank

Cylinder

42-30

Multiple Control Valve (KVML)

85ZIV-2

HYDRAULIC 42

Make-up valve (Installed on the rod side of the hoist cylinder line)

Function Extremely quick boom lowering may generate low pressure due to low oil supply speed compared with boom lowering speed. The low pressure could form a vacuum that may cause cavitation. The purpose of the make-up valve is to prevent generation of such a vacuum. When the pressure in the rod side is lower than tank pressure, the make-up valve is opened to feed oil from the tank to the cylinder.

Tank line Valve

Cylinder line

Operation When the cylinder pressure is high enough, the cylinder pressure is applies to the valve (pressure area =B). The valve, therefore, is moved to the right and seated on the valve seat. When the cylinder pressure is lower than tank pressure, the tank pressure is applied to the valve (pressure area=B-A). The valve, therefore, is moved to the left (opened) to feed oil from the tank to the cylinder.

Tank line

Cylinder line

42-31

Adapter (with orifice)

85ZIV-2

HYDRAULIC 42

Adapter (with orifice) 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.

42-32

Steering System

85ZIV-2

HYDRAULIC 42

Steering System Operation The steering wheel is connected to the steering valve via the drop arm and the drag link. When the steering wheel is turned, pressure is applied to the steering plunger depending on the wheel turning amount and direction, and the hydraulic oil goes to the steering cylinders. When the steering valve plunger is in neutral, almost all the hydraulic oil from the steering pump (front pump) goes to the loading line.

Steering cylinder

Steering valve To loading line

Cooler

Pump

Filter

Tank

Feed back system (1)Neutral position

Steering valve

While the steering wheel is not turned, the plunger (4) is in the neutral position. 4

3 5 1 2

80ZⅣ 4216

42-33

Steering System

85ZIV-2

HYDRAULIC 42

(2)Right turn position

Steering valve

When the steering wheel is turned to the right, the plunger (4) is pulled out and the machine starts to steer to the right. 4

3 5 1 2

８０ＺⅣ ４２１７−１

(3)Return to neutral position 1. When the steering wheel stops turning, the drop arm (1), drag rod (2) and link (3) stop moving. 2. But the machine continues to be steered to the right because the plunger remains pulled out. 3. The bracket (5) fixed on the front chassis pushes the link (3) back, accordingly the plunger is pushed back to the neutral position. 4. Hereby the machine stops steering.

(4)Left turn position

Drop arm

２

Drag rod

３

Link

４

Plunger

５

Bracket

4

3 5 1

When the steering wheel is turned to the left, the plunger (4) is pushed in and the machine starts to steer to the left. When the steering wheel stops turning, the drop arm (1), drag rod (2) and link (3) stop moving but the machine continues to be steered to the left until the plunger (4) is pulled out to the neutral position by the bracket (5) fixed on the front chassis. Hereby the machine stops moving. １

Steering valve

2

８０ＺⅣ ４２１７−２

42-34

Steering Valve (KVMT)

85ZIV-2

HYDRAULIC 42

Steering Valve (KVMT) 2

From pump

3

5

5

4

Top view

4

1 Tank port

Loading port

3

2

Side view-flow control spool/relief Cylinder port

Cylinder port

4 4

5

Side view-steering plunger 1

1. Steering plunger 2. Flow control plunger 3. Main relief valve 4. Overload relief valve with make-up function 5. Check valve

42-35

5

Steering Valve (KVMT)

85ZIV-2

1.Steering plunger The steering plunger is connected to the steering wheel via the link. Turning the steering wheel changes the oil flow direction. 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. Model

KVMT200L

Main relief valve setting pressure

20.6MPa (210kgf/cm2)

Overload relief valve setting pressure

24.5MPa (250kgf/cm2)

42-36

HYDRAULIC 42

Steering Valve (KVMT)

85ZIV-2

HYDRAULIC 42

Operation ・ NEUTRAL position

To loading line

2

1

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 2 (3.5kgf/cm ), 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.

42-37

Steering Valve (KVMT)

85ZIV-2

HYDRAULIC 42

・ Left turn position (steering plunger "in" position) Pump Loading line

2

1 Left-turn command

Tank Variable throttle section

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 2 is increased to 0.3MPa (3.5kgf/cm ), 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 42-38

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. Note: Right turn operation is the same except the plunger is pulled out. This directs oil to the opposite ends of the cylinders.

Steering Valve (KVMT)

85ZIV-2

HYDRAULIC 42

Variable throttle of steering plunger When the steering plunger is pushed in, the variable throttle is opened, and the pressurized oil from the pump is sent to the variable throttle and to chambers A and B. The pressure difference depends on the opening area of the variable throttle and the oil flow rate, and the maximum pressure for opening the flow control valve is set to 0.3MPa (3.5kgf/cm2).

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.

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

42-39

Pump

PA

Variable throttle section

PA

Spring

Steering Valve (KVMT)

85ZIV-2

HYDRAULIC 42

Main relief valve ・ When the oil pressure is at the set point or below. Loading line

Pump

Flow control plunger

A

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

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

The flow control plunger, therefore, is moved to the right, and all the oil from the pump is sent to the loading line. Pressure is still being applied to the steering cylinders.

42-40

Steering Valve (KVMT)

85ZIV-2

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

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.

42-41

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.

Steering Valve (KVMT)

85ZIV-2

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 Cylinder chamber X is bigger than the area in the cylinder-side, sleeve K and poppet D are moved to the left to seat C the valve at the cylinder port.

X K Tank

E

D

・ 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, Cylinder 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.

S

K Tank

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 A 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. Cylinder

42-42

Tank

S

Steering Gear Box

85ZIV-2

HYDRAULIC 42

Steering Gear Box Construction 5

1

B

18

13 A

6

5 15

1 9

7

11

2

12

39

8 17

9 3

16

19

A

10 3

4

14

6

4

20

B-B

1. 2. 3. 4. 5. 6. 7. 8.

Gear box Bushing Bushing Sector shaft Worm shaft Ball nut Ball tube Ball

13

B

9. Adjusting screw 10. Lock nut 11. Shim 12. Drop arm 13. Nut 14. Oil seal

Sector shaft moving angle ・・・・・ Both direction and down 39 °

up

42-43

A-A

15. Oil filling port 16. Front cover 17. Shim 18. Air breather 19. Bearing 20. Bolt (used as drain plug)

Emergency Steering

85ZIV-2

Emergency Steering 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.

Operation condition All the following conditions need to be satisfied to allow the emergency steering to operate. 1) The starter switch is ON position. 2) The machine runs more than 2km/h. 3) The steering hydraulic pressure goes down below 2 0.2MPa (2kgf/cm ). (In this case the pressure switch is turned on.)

Oil flow In normal operation : Oil flows from #(3) → Gear pump #(1) → #(7) → #(14) → #(12) → #(19) → #(2) → steering valve → Steering cylinder to steer the machine.

When the works :

emergency

steering

system

Oil flows from #(3) → #(8) or #(9) → #(17) → #(29) → #(28) → Motor pump → #(13) → #(5) or #(6) → #(16) → #(11) → #(16) → #(15) → #(13) → #(2) → steering valve → Steering cylinder to steer the machine.

42-44

HYDRAULIC 42

Emergency Steering

85ZIV-2

HYDRAULIC 42

Emergency steering hydraulic line deagram

８５Ｅ４２００６

1. Gear pump

13. Elbow adapter

2. Block

14. Elbow adapter

3. Oil pipe

15. Union adapter

5. Hihg pressure hose

16. Adapter

6. High pressure hose

17. Oil pipe

7. High pressure hose

18. Bushing fitting

8. Heat resisting low pressure hose

19. Adapter

9. Heat resisting low pressure hose

21. Pressure switch

11. Check valve

28. Connector

12. Check valve

29. Elbow adapter

42-45

Standard Measurement Values

85ZIV-2

HYDRAULIC 42

Standard Measurement Values for Performance Check 1.Relief valve setting pressure Measurement conditions: Oil temperature 50 ℃〜80 ℃ Hydraulic oil ISO VG46 or equivalent oil Loading line

Steering line

Pilot line

Main pressure (Engine at maximum speed)

20.6±1.0MPa 2 (210±10kgf/cm )

Overload relief pressure (Engine at idling speed)

23.5 -1.0 MPa + 5 2 (240 -10 kgf/cm )

Main pressure (Engine at maximum speed)

20.6±1.0MPa 2 (210±10kgf/cm )

Overload relief pressure (Engine at idling speed)

24.5 -1.0 MPa (250 +-105 kgf/cm2)

Main pressure (Engine at idling speed)

3.6±0.3MPa (37±3kgf/cm2)

For measurement procedure of the relief valve setting pressure, refer to section 03, "Measurement for Performance Check".

+ 0.5

IMPORTANT

+ 0.5

After measuring the relief valve setting pressure in the steering line, be sure to reset the drop arm stopper to the original position by referring to Section 03, "Measurement for Performance Check".

2.Stroke of hydraulic cylinder(mm) Boom cylinder

814±2

Bucket cylinder

538±2

Steering cylinder

440±2

3.Natural drift of hydraulic cylinder (mm/min) Boom cylinder

3 or less

Bucket cylinder

4 or less

42-46

For measurement procedure of the hydraulic cylinder natural drift, refer to Section 03 of a separate section, "Measurement for Performance Check".

Cautions Regarding Replacement of Hydraulic Parts

85ZIV-2

Cautions Regarding Replacement of Hydraulic Parts After oil or parts replacement, abnormal movement or seizure may occur during break-in. Causes of these problems are mostly incomplete air bleeding or improper lubrication after replacement. To prevent these problems, observe the following cautions. Cautions regarding oil pump replacement 1. Before installing a new oil pump, lubricate the inside of the pump using new oil. After that, operate the pump to check that the pump turns smoothly by hand. 2. If oil in the pump, cylinder, or oil tank is completely drained for oil replacement or repair, follow the procedure below before restarting the pump or cylinder piston. ①At the completion of pipe reconnection, close the cap of the hydraulic tank, and remove the plug of the pump suction pipe. Pour hydraulic oil through the plug port until oil overflows from the port. ②Operate the engine at idling speed for 5 minutes. Do not operate the cylinder pistons. ③After 5 minutes, while continuing operation of the engine at idling speed, operate cylinder pistons 5 times or more for each. To operate pistons, observe the following items: ・ Be sure to operate each piston to almost its stroke end while taking care not to operate the relief valve. ・ To lower the boom, or to dump the load from the bucket, slowly operate the piston. ④Perform general operation, and check the pump or cylinder for abnormal noise and heat. ⑤Observe the oil in the oil level gauge, and check that the oil is not foaming. 3. After being reasonably certain that hydraulics are operating ok, check main and overload relief valve pressures. Reset these if needed.

42-47

HYDRAULIC 42

Flushing Hydraulic Lines

85ZIV-2

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.

42-48

〔Debris fed to the other cylinder on the opposite side〕

Damaged cylinder

Debris

Flushing Hydraulic Lines

85ZIV-2

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.

８５Ｗ４３０１

Pieces

42-49

Flushing Hydraulic Lines

85ZIV-2

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".

42-50

Flushing Hydraulic Lines

85ZIV-2

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.

HYDRAULIC 42

Oil cooler

Hydraulic tank

Cooler bypass valve

From steering cylinder

掻

From pump

挿

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.

42-51

掻

Measuring Steering Wheel/Lever

85ZIV-2

Measuring Steering Wheel/Lever Operating Force WARNING Unexpected movement of the machine could cause an accident resulting in injury or death. To prevent such an accident, observe the following items before starting test: ・Park the machine on solid and level ground. ・Apply the parking brake. ・Block the tires with chocks to prevent the wheels from moving. ・Determine the signals between the service persons. ・Prohibit any person from entering dangerous areas. ・Under raised components or in articulation area ・Under the machine ・Front or rear of the machine

Measuring steering wheel operating force 1.Measurement instrument Pull scale or spring balance 2.Measurement procedure Stop the engine, and attach the push-pull scale to the steering wheel. Gradually turn the steering wheel. 3. Standard measurement value Operating force at start of turning (for both clockwise and counter clockwise) : 15±5N (1.5±0.5kgf)

Measuring pilot valve lever operating force 1.Measuring instrument Push-pull scale or spring balance 2.Measurement procedure Operate the engine at the idling speed, and pull the center of the lever knob using the pull scale. 3. Standard measurement value (Unit:kgf)

Boom lever operating force

Bucket lever operating force

Raising boom

Lowering boom

29±15N (3.0±1.5kgf)

29 ± 15N (3.0±1.5kgf)

Dumping load from bucket

Tilting up bucket

34±15N (3.5 ± 1.5kgf)

29±15N (3.0±1.5kgf)

Measurement conditions Hydraulic oil temperature… 50 ℃ to 80 ℃ Lever angle… Just before full stroke

42-52

HYDRAULIC 42

BRAKE GROUP 52 Brake and Air Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-2 Layout of Brake and Air Units ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-4 Air Governor ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-5 Air Tank (with attachments) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-7 Brake Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-12 Air Pressure Switch (for inching) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-17 Double Check Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-18 Air Master ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-19 Auto-adjuster Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-22 Service Brake ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-25 Parking Brake ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-27 Solenoid Valve (for parking brake) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-29 Air Cylinder ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-31 Brake Oil Tank ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-32 Checking Braking Performance ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-33 Checking Air Line Setting Pressure ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-33 Checking Brake Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-34 Checking Air Master ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-36 Checking Wear of Service Brake Friction Plate ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-38 Adjusting Parking Brake Clearance ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-39 Brake Line Air Bleeding ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 52-40

52-1

Brake and Air Circuit

85ZIV-2

BRAKE 52

Brake and Air Circuit 6

Rear axle

7

8

17

5 16

4 (R.H)

4 (L.H)

Front axle

9

19 14 12 10

13

18

18

11

15

2 3 15

E/G

1

８５Ｅ５２００６

1. Air compressor

8. Auto-adjuster valves

2. Air tank (3 chambers)

9. Solenoid valve

3. Air governor

14. Air pressure switch (for alarm)

(for parking brake)

4. Brake valves

10. Air cylinder

5. Double check valves

11. Automatic drain valve

6. Brake oil tank (w/level sw)

12. Air

7. Air masters (w/stroke sw)

gauge)

pressure

13. Safety valve

52-2

sensor

(for

Brake and Air Circuit

85ZIV-2

Outline of brake system This machine uses an air-hydraulic pressure booster brake system with the front and rear independent brake system to ensure further operator safety. The service brake is the wet disk type, and the parking brake is the internal expansion type. There is an auto-adjuster valve between the air master and the brake piston. The auto-adjuster valve controls the brake piston return distance to ensure equal brake pedal strokes even if the friction plates are worn. The oil used for the wet-type brake is mineral. Do not mix the vegetable brake oil or DOT 3 type brake fluid, as used for the conventional dry brakes, into this mineral oil.

52-3

BRAKE 52

Layout of Brake and Air Units

85ZIV-2

BRAKE 52

Layout of Brake and Air Units 5

9

Top view

5

3

7

6

8

4

2

11

9

12

Left side view

８５Ｅ５２００７

10

1. Air tank (3 chambers) 2.Air governor 3.Brake valve 4.Air masters 5.Auto-adjuster valve 6.Air cylinder (for park brake) 7.Solenoid valve (for parking brake)

5

1

11

8. Brake oil tank 9. Air pressure switch (for alarm) 10. Air pressure switch (for clutch cut-off) 11. Air pressure sensor (for gauge) 12. Safety valve 13. Air pressure switch (for brake light)

52-4

Air Governor

85ZIV-2

BRAKE 52

Air Governor (S/N 85N3-9001〜9050) Construction 8

7

6

5

4

3

2

1. Cover 2. Locknut 3. Body 4. Adjusting screw 5. Spring guide 6. Exhaust stem 7. Piston 8. Exhaust valve

1

Specifications Compressor off-load pressure + 39 + 0.4 2 637 -0 kPa(6.5 -0 kgf/cm ) Compressor on-load pressure + 39 + 0.4 2 530 -0 kPa(5.4 -0 kgf/cm )

Operation ・ Compressor off-load When the air tank pressure rises, the piston moves to the right, and the exhaust valve also moves to the right and stops at the exhaust stem. When the air 2 pressure exceeds 637kpa (6.5kgf/cm ), the piston further moves to the right, and is separated from the exhaust valve. The air flows through the clearance between the exhaust valve and the piston, and then flows to the unloader valve of the compressor. The air presses down the unloader valve to turn off the compressor.

Air tank

・ Compressor on-load When the air tank pressure drops, the spring returns the piston to the left until the piston comes in contact with the exhaust valve. When the air pressure drops 2 below 530kPa (5.4kgf/cm ), the exhaust valve is separated from the exhaust stem. The air pressing the unloader valve flows through the clearance between the valve and the stem to the center of the exhaust stem. The air is then discharged from the unloader valve chamber to the outside. Since the unloader valve is returned to the initial position by the spring, and the compressor compresses the air again.

52-5

Air tank

Air Governor

85ZIV-2

BRAKE 52

Air Governor (S/N 85N3-9051〜) Construction 16

19 20

15 1 2 3 4

18 14

13

17

12

11

10

9

8

7

6

5 ７０Ａ５２２０４

Specifications

1. Body 2. Cover 3. Cap 4. Needle screw 5. Nut 6. Stop ring 7. Spring 8. Ring 9. Ring cover 10. Piston 11. Valve piston 12. Spring 13. Valve 14. Spring 15. O-ring 16. O-ring 17. Cap

18. Cap 19. O-ring 20. Plate

Compressor off-load pressure +39 +0.4 2 637-0 kPa(6.5-0 kgf/cm ) Compressor on-load pressure +29 + 0.3 2 530-0 kPa(5.4-0.1 kgf/cm )

Operation ・ Compressor off-load When the air tank pressure rises, the piston(10) moves to the right, and the valve(13) also moves to the right and stops at the valve pisoton(11). When the 2 air pressure exceeds 637kPa(6.5kgf/cm ), the piston further moves to the right, and is separated from the valve(13). The air flows through the clearance between the valve(13) and the piston(10), and then flows to the unloader valve of the compressor. The air presses down the unloader valve to turn off the compressor

Air tank

・ Compressor on-load When the air tank pressure drops, the spring returns the piston to the left until the piston comes in contact with the valve(13). When the air pressure drops 2 below 530kPa(5.4kgf/cm ), the valve(13) is separated from the valve piston(11). The air pressing the unloader valve flows through the clearance between the valve and the valve piston(11) to the center of the valve piston(11). The air is then discharged from the unloader valve chamber to the outside. Since the unloader valve is returned to the initial position by the spring, and the compressor compresses the air again. 52-6

Air tank

Air Tank

85ZIV-2

BRAKE 52

Air Tank Air tank mount

1

6

5

4

3

6

7

7 8

8

2

1. Air tank (3 chamber type) 2. Automatic drain valve 3. Safety valve 4. Air pressure switch (for alarm) 5. Air pressure sensor (for gauge) 6. Check valves 7. Manual drain valves 8. Manual drain ring

52-7

８５Ｅ５２００８

Air Tank

85ZIV-2

BRAKE 52

Air tank Construction The air tank consists of one primary chamber (wet chamber) and two secondary chambers (dry chambers). The air from the air compressor is fed into the primary chamber first. The primary chamber then feeds air into the secondary chambers.

To air governor Safety valve port

Air pressure switch and air pressure sensor port From air compressor

Ａ Ｃ To brake valve

Ａ

Ａ To s econ cham dary ber

The secondary chambers supply air to the right and left brake valves. The primary chamber has safety valve, air pressure sensor, automatic drain valve, and air pressure switch. The secondary chambers have manual drain valves.

Ｄ

Ａ

Ａ

Ａ

dary econ To s mber cha

Primary chamber

Ａ To brake valve Secondary chamber (Dry chamber)

(Wet chamber)

８５Ｅ５２００９

Drain valve port

Automatic drain valve port

Capacity of air tank Capacity ( l) Primary chamber Secondary chamber

Drain valve port

Dimensions installation

6

of

screws

used

Mark

Q'ty

Dimension (inch)

A

7 points

PT1/2

right

14.5

B

2

PT3/4

left

14.5

C

2

PT1/4

D

1

PT1/8

52-8

for

unit

Air Tank

85ZIV-2

Units installed on air tank Automatic drain valve Operation

BRAKE 52

Adapter

Filter

1. If the air pressure inside the air tank is zero, the exhaust valve is closed. Air tank

Valve guide Inlet and exhaust valves

2.When air is fed into the air tank, the air pressure will rise. Even slight air pressure can open the inlet valve to feed air, oil, and water into the chamber A. Until the pressure inside the tank rises to its maximum (governor-off point), the inlet valve will remain open.

Chamber A Wire stem

Air tank

Chamber A

3.When the tank pressure is equal to the chamber A pressure, the spring of the valve guide closes the inlet valve. The exhaust valve still remains closed.

Air tank

Chamber A

4.When the air pressure inside the tank drops (brake pedal applied and released) and the difference between the tank pressure and chamber A pressure is approximately 29kPa(0.3kgf/cm2), the exhaust valve will be opened to discharge air, oil, and water.

Air tank

Chamber A

52-9

Air Tank

85ZIV-2

BRAKE 52

Safety valve When the pressure inside the air tank rises to 785kPa 2 (8.5kgf/cm ), the ball of the safety valve will be pushed up, compressing the spring, and the compressed air will be discharged from the air tank to the outside. To adjust the pressure of the safety valve, loosen the locknut and turn the adjustment nut. Note : Tightening the adjustment nut raises the pressure. Setting value 834±39kPa (8.5±0.4kgf/cm2)

1 2

3 Exhaust

4 1. Adjusting nut 2. Locknut 3. Spring 4. Ball

Tank pressure

Pressure switch (for low air pressure alarm) When the air pressure is above the specified value, the air compresses the spring to open the contact. When the air pressure is below the specified value, the spring closes the contact. When the contact is closed, the electric current flows through the body to ground. Air pressure kPa (kgf/cm2)

Switch operates:

466±29 (4.75±0.3)

Pilot lamp, buzzer

Terminal

Spring

Contact

Diaphragm Normal status (Open contact)

52-10

Low-air pressure status (Closed contact)

Air Tank

85ZIV-2

BRAKE 52

Pressure sensor (for E/G oil and air pressure) The pressure sensor converts the detected lubrication oil pressure or air pressure into the corresponding electric signal, and then transmits the signal to the meter. Adjustment or correction of the pressure sensor is not possible.

Contactor Crankshaft

〔Principle of operation〕

Spring

Air pressure is applied to the bottom of the diaphragm. As the air pressure exceeds the spring pressure, the cup will be raised. The movement of the cup will be transmitted to the crankshaft, therefore the contactor at the end of the crankshaft will slide along the resistance wire according to the cup movement. The contactor position on the resistance wire depends on the balanced point between the spring pressure and air pressure. Therefore, the resistance value shows accurate air pressure even as the pressure fluctuates. The pointer of the meter indicates the pressure value according to the transmitted resistance value.

Cup

Diaphragm Pressure

Pressure Resistance ( Ω ) between terminal and body

Check valve If a problem occurs in the line between the air compressor and the primary tank, the check valve will prevent the reverse air flow from the secondary chambers and will keep the brake air pressure in the secondary chamber. Check valve

From primary tank

Resistance wire

To secondary tank

Valve opening pressure difference : 29kPa (0.3kgf/cm2) or more

52-11

490kPa (5kgf/cm2)

785kPa (8kgf/cm2)

31.9

17.2

Brake Valve

85ZIV-2

BRAKE 52

Brake Valve Construction

1

2 16

3

17

5 4 8 9 6

10

7

Primary section

※ To air master

From air tank

11

12

From air tank

Secondary section

To air master

14

13

A

15

The above inlet and outlet ports are shown by displacement drawing.

※・ ・ ・ ・ ・ ・ ・There are four slits in this section of the relay piston. The slits serve as exhaust ports when the brake pedal is released. 1. Brake pedal 2. Roller 3. Plunger 4. Rubber spring 5. Upper piston 6 Upper piston return spring 7. Upper valve 8. Stem 9. Stem springs

10. Upper valve spring 11. Relay piston 12. Relay piston spring 13. Lower valve 14. Lower valve spring 15. Exhaust valve 16. Brake pedal angle setting screw 17. Locknut 52-12

Brake Valve

85ZIV-2

BRAKE 52

Performance curve 2

Discharge pressure

(kPa) (kgf/cm ) 686

(7)

588

(6)

490

(5)

392

(4)

294

(3)

196

(2)

98

(1) 0

16.1 ± 2

6

8 7 ± 1.5

10

12

14

16

18

８５Ｅ５２００１

N (kgf)

８５Ｅ５２００２

Brake pedal angle (deg.)

Pedal angle - discharge pressure curve

473 ± 20N (48.2 ± 2kgf)

2

Discharge pressure

(kPa) (kgf/cm ) 686

(7)

588

(6)

490

(5)

392

(4)

294

(3)

196

(2)

98

(1) 0 7 +20

98 (10)

196 (20)

294 (30)

392 (40)

Pedal force (150mm away from fulcrum)

Pedal force - discharge pressure curve

52-13

490 (50)

Brake Valve

85ZIV-2

BRAKE 52

Operation Primary section : Activates the front brake line. Secondary section : Activates the rear brake line. Rubber spring

Braking function In normal operation Stepping on the brake pedal applies pressure to the upper piston of the primary section via the rubber spring. The piston opens the upper valve to feed air to the front brake air master. When the primary section operates, part of the air flows through the path to the top of the relay piston in the secondary section. The air presses down the relay piston to open the lower valve. The air then flows through the lower valve to the rear brake air master.

Upper piston Upper valve To air Primary master section

From air tank

Path

Relay piston

Secondary section

To air master

From air tank

Lower valve

Balancing function If the brake pedal angle is kept constant, the air under the upper piston of the primary section applies pressure to the upper piston to raise the piston. As the upper piston rises, the rubber spring is compressed, and the upper valve is closed. When the upper valve comes in contact with the body's suction valve, air supply will be completely stopped. The air pressure in the primary section is now stable. On the other hand, when the air pressure applied to the top of the relay piston is equal to that of the bottom of the relay piston, the relay piston will be raised again, and the lower valve will be closed. When the lower valve comes in contact with the body's suction valve, the air supply will be completely stopped. The pressure in the secondary section is now equal to that of the primary section, therefore the secondary section is now stable.

Rubber spring

Piston exhaust valve seat Body's suction valve seat

Body suction valve seat

52-14

Relay piston exhaust valve seat

Path

Brake Valve

85ZIV-2

BRAKE 52

When problem occurs in secondary line The relay piston separates the secondary section from the primary section. Therefore, the primary section will operate as usual even if a problem occurs in the secondary line. The air in the primary section will apply pressure to the relay piston of the secondary section to open the lower valve. However, there is no air in the secondary section, therefore, the rear brake line will not operate.

Path Primary section

Secondary section

When problem occurs in primary line When problem occurs in the primary line, stepping on the brake pedal applies pressure to the upper piston that opens the upper valve. However, there is no air in the primary line, therefore the relay piston will not operate. Further pedal pressure causes the bottom of the upper piston to press down the relay piston from the top. When the relay piston is pressed, the relay piston exhaust valve seat applies pressure to the lower valve to open it. The air flows through the open lower valve to the rear brake air master.

Rubber spring

Upper piston Primary section

Exhaust valve seat

Secondary section Relay piston

Lower valve

52-15

Brake Valve

85ZIV-2

BRAKE 52

Releasing air pressure When the brake pedal is released, both the upper piston return spring and the compressed air in the Stem spring primary line raise the upper piston of the primary section. The upper piston exhaust valve seat is separated from the upper valve so that the air in the primary line is fed Upper piston return spring through the exhaust path and then discharged from the exhaust valve. Exhaust When the air pressure in the primary line drops, the valve seat compressed air in the secondary section and the stem Exhaust port spring will raise the relay piston. The relay piston exhaust valve seat is separated from the lower valve so that the air in the secondary line is Exhaust valve seat fed through the exhaust path and then discharged from the exhaust valve. Thus the air is released from the rear brake line.

Stem

Upper piston Upper valve Primary section

Path Secondary section

Exhaust path Exhaust path

52-16

Exhaust valve

Air Pressure Switch (for inching)

85ZIV-2

BRAKE 52

Air Pressure Switch (for inching) Construction Up

漕 (mounting direction)

Brake valve Air pressure switch

Mounting section

When the transmission cut-off selector switch (rocker type) is on, pressing down the left brake pedal turns on the air pressure switch and releases the forward or reverse clutch. When the brake pedal is pressed down, the air fed from the brake valve applies pressure to the piston. When the piston comes in contact with the sensor assembly, the air pressure switch is turned on.

Specifications

52-17

ON

226 ± 20kPa (2.3 ± 0.2kgf/cm2)

OFF

127kPa (1.3kgf/cm2)

Hydraulic air pressure

Capacity of contact

12V 1.2mA

Double Check Valve

85ZIV-2

BRAKE 52

Double Check Valve Construction To air master

From clutch/brake valve

A

1

B

3 4

The double check valves are installed between the brake valve and the air master. When the right or left brake valve is depressed, or if one of the brake valve malfunctions, the double check valve prevents reverse flow of air to ensure proper operation of the air master.

Operation When the clutch/brake pedal (left side) is depressed, air flows through port (A) and applies pressure to the shuttle (3). When the shuttle moves to the right, the air flows to the air master and port (B) is blocked. (see the figure above). When the brake pedal (right side) is depressed, air flows through port (B) and applies pressure to the shuttle (3). When the shuttle moves to the left, the air flows to the air master and port (A) is blocked.

52-18

1. Body 2. Cap 3. Shuttle 4. Plug

From brake valve

2

Air Master

85ZIV-2

BRAKE 52

Air Master The air master, which converts air pressure into the hydraulic pressure and then boosts it, is consists of the following two sections:

Air cylinder section

Hydraulic cylinder section

The air cylinder section includes air piston (2), push rod (5), return spring (3), etc.

The hydraulic cylinder section includes the hydraulic piston (7), check valve (8), etc. The pin (14) connects the hydraulic piston (7) to the push rod (5) in the air cylinder section.

Hydraulic cylinder section

Air cylinder section

4

1

11

3

Reservoir tank

2

7

9

8

Wet brake piston

Brake valve

10

14

6

5 12 13

1. Air cylinder

6. Hydraulic cylinder

11. Air breather

2. Air piston

7. Hydraulic piston

12. Stroke switch rod

3. Return spring

8. Check valve

13. Overstroke switch

4. Seal

9. Seal

14. Pin

5. Push rod

10. Seal

52-19

Air Master

85ZIV-2

BRAKE 52

Brake oil pressure

Performance curve 2

MPa

(kgf/cm )

5.9

(60)

4.9

(50)

3.9

(40)

2.9

(30)

2.0

(20)

1.0

(10) 0 49 (0.5)

196 (2)

392 (4)

588 (6)

785 (8)

981 (10)

kPa 2 (kgf/cm )

８５Ｅ５２００３

Air pressure

Operation ・ When the brake is released

5

22 14 23

When the brake pedal is released, air is discharged from the air cylinder to the outside via the brake valve. By discharging the air, the push rod (5) and hydraulic piston (7) are moved to the left because of the return spring (3). The valve plate (21) comes in contact with the support ring (22). As a result, the check valve (8) is moved to the right (specified distance: A) so that the line between the pressure chamber and the brake oil tank is opened. This allows oil to flow back to the tank or make up oil may flow into pressure chamber if required.

8

21

24

7

Return oil Pressure chamber

A

25

26 7 23

26

21

25

Piston assembly Disassembly is not possible because the push plate (26) is pressed in the piston (7)

52-20

Air Master

85ZIV-2

BRAKE 52

・ When the brake pedal is pressed down When the brake pedal is pressed down, air is fed into the air cylinder depending on the pedal angle. The air applies pressure to the air piston (2) and the push rod (5). When the push rod and the hydraulic piston (7) move their positions to the right, the valve plate (21) will be separated from the support ring (22). As a result, the valve spring (24) moves the check valve (8) to the left to cut off the oil path between the pressure chamber and the brake oil tank. The oil in the pressure chamber, therefore, pressurize the oil in the wet brake piston chamber.

・ When the overstroke switch is actuated If oil is leaking from the pipe or brake piston seals, the pressure inside the hydraulic cylinder will not rise even though the air pressure rises. The air piston, therefore, moves to the stroke end (fully right). There the air piston presses the stroke switch rod (12) that actuates the overstroke switch (13). When the overstroke switch is actuated, the buzzer sounds, and the pilot warning lamp lights. The stroke switch rod is not the automatic reset type. Therefore, manual reset is needed to reset the electric alarm circuit. Push the stroke switch rod fully in and restart the machine.

52-21

5

22

21

7

8 24

Pressure chamber

Auto-adjuster Valve

85ZIV-2

BRAKE 52

Auto-adjuster Valve Construction 5

1

2

6

Brake piston port

4

Air master port

3 85V52002

1. Cylinder 2. Piston 3. Check valve 4. Spring 5. Air bleeder 6. Plug The auto-adjuster valve is installed between the air master 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

52-22

Dia. of pressure receiving section

9mm

Valve opening pressure

1.4MPa (14.5kgf/cm2)

Auto-adjuster Valve

85ZIV-2

BRAKE 52

Operation 1)In brake released condition 2

Wet brake piston port

Air master port

3

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. When the piston (2) reaches the end of it stroke (as shown)no more oil can return to the air master.The brake piston return travel is also limited.The brake piston cannot fully return to its limit. In this condition, the brake piston port chamber has residual pressure of approximately 0.2MPa (2.1kgf/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 : 2 1.4MPa (14.5kgf/cm ))

52-23

Auto-adjuster Valve

85ZIV-2

BRAKE 52

2)In brake applied condition

2

Wet brake piston port

Air master port

4

3 85V52003

When the brake pedal is depressed, oil is fed from the air master to move the piston (2) to the right. The oil, therefore, is fed into the brake piston. Normally the piston (2) does not move fully to the right because pressure on both sides of the pistion equalizes. 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 air master port, the valve spring (4) returns the piston (2), and the check valve (3) is closed.

52-24

Service Brake

85ZIV-2

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 large braking power even on a muddy or sandy ground.

Construction 9

8

10 11

Brake oil inlet

6 5

12

3

7 13

4

1

2

1. Internal gear hub

8. O-ring (for brake piston)

2. Brake piston

9. O-ring (for brake piston)

3. Piston return spring/pin

10. O-ring (for gear hub)

4. Steel pressure plate

11. O-ring (for gear hub)

5. Friction plate (2)

12. Air bleeder nipple

6. Disc gear

13. Steel separator plate

4923N (502kgf) 2295 (234kgf) Length for brake disc wear limit: 43.3mm

Installation length:49mm

7. Brake retainer (backing plate)

Free length: 54mm Brake piston spring force (Total force shown for 8 springs)

52-25

Service Brake

85ZIV-2

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 ± 0.1 5.0 ± 0.15

1.2

(A) φ 375

0.65mm

Steel plate

Internal gear

A brake disc includes two 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, adjustment of circumferential direction is not needed. The steel separator plate has section (A) where several teeth are missing. This steel plate 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 page 151). Therefore, for this steel plate, the circumferential direction should be carefully installed so that the center of the teeth missing section is aligned with the spring pin as shown.

Detailed drawing of groove

Top Spring pin

Steel pressure plate (item 4)

Top

Spring pin

(A) Steel pressure plate (item 13)

52-26

Parking Brake

85ZIV-2

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 (condition shown in the figure). Air is discharged from the air cylinder to the outside, and the spring in the air cylinder pulls the parking brake lever to apply the brake.

Air discharge to outside

Air

Parking switch Solenoid valve Air cylinder Piston Spring

Brake system alarm

Bracket

Pilot lamp ON

Item

Lever

Sounding buzzer

Link Pin Link

○

Air master stroke sensor ON

○ ON OFF

Air pressure too low (air pressure range: below 466 ± 29kPa 2 (4.75 ± 0.3kgf/cm )

○

○

Pin Parking brake Parking brake "OFF" → "ON"

Operation of parking brake Parking switch

ON

OFF

Solenoid valve

Power-off

Power-on

Air cylinder

Air discharge

Air feeding

Parking brake

Braking

Released

Note:1. If the operator continues to operate the machine with the air pressure below 436kPa 2 (4.45kgf/cm ) the spring overcomes the air pressure. This will cause rapid parking brake wear. 2. Refer to Section 54 for the Air cylinder linkage adjustment procedure.

52-27

８５Ｅ５２０１０

Parking Brake

85ZIV-2

BRAKE 52

Construction 6

5

C-C 5 5

Drum rotational direction for running reverse

B

6

3 C

C

4

A 1

2 B

A

B-B

A-A 3

4

When the parking switch is turned on (pulled out), air is discharged from the air cylinder, and the air cylinder rod pulls up the lever (6). Since the lever (6) is connected to the cam shaft (5), 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. For adjustment, refer to "Adjusting parking brake clearance". ＊ 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 adjusment.

52-28

1. Brake drum 2. Brake shoe 3. Brake lining 4. Adjusting screw 5. Cam shaft 6. Lever

Solenoid Valve (for parking brake)

85ZIV-2

BRAKE 52

Solenoid Valve (for parking brake) Air cylinder (Parking brake)

Manual operation knob

ChamberA

2

85W5202

1

Exhaust

Air tank

De-energized

Chamber A

Air cylinder (Parking brake)

3

1

85W5203

Air tank

Energized

Installation position

Normal operation

Installed on the upper frame of the center pin of the rear chassis (beside the fuel tank) (Refer to "Layout of Brake and Air Units" #7.)

52-29

When the parking switch is turned on, the power of the solenoid valve is turned off, and the air in the chamber A is discharged from PE port then the spool (1) is returned to the neutral position (to the right). Air is discharged from the air cylinder, and the parking brake is applied. When the parking brake switch is turned off the coil assembly (2) is energized. The pilot air is supplied to the chamber A and this shifts the piston (3) and the plunger (1) to the left . This allows air pressure to flow from the air tank to the air cylinder releasing the parking brake. The exhaust port is blocked.

Solenoid Valve (for parking brake)

85ZIV-2

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.

Manual operation 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, turn the manual operation knob on the side surface of the solenoid valve 90° clockwise as shown in the figure. Air pressure is then directed into the chamber A . The spool (1) in the valve moves to the left, and air will be fed into the air cylinder to release the brake. Note that releasing the parking brake will not be possible if the air pressure is not normal.

Manual operation knob

Normal position of manual operation knob 85W5204

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 could occur. After manual releasing of the parking brake, be sure to return the manual operation knob to the initial (OFF) position.

Parking brake manual releasing position 85W5205

〔 Note〕 To release the parking brake with low air pressure (below the specified pressure range) due to engine problem, follow the procedure below: Using another air source: Supply air to the air cylinder from the another air source, and then remove the pin. Without another air source: Apply a cable to the link, and then pull it down using a bar to release the spring of the air cylinder. After that, remove the pin.

Outside source of air pressure

Air discharge to outside

Solenoid valve Air cylinder

Link Lever

Pin (Remove) Link ON OFF

Cable Bar ８５Ｅ５２０１１

52-30

Air Cylinder

85ZIV-2

BRAKE 52

Air Cylinder 11

5

8 10

4

6

2

1

12

3

7

9

Stroke 65 Air

1. Cylinder

7. Wear ring (bushing)

2. Piston rod

8. U-packing

3. Rod cover

9. Dust seal

4. Piston

10. O-ring

5. U-nut

11. O-ring

6. Spring

12. Breather port filter

Operation

1579N (161kgf)

The compressed air applies pressure to the internal spring to release the parking brake. To prevent pressure build up on the spring side a breather port with a pressed metal filter (12) is provided.

1040N (106kgf)

WARNING Careless disassembling work could cause serious injury or death. The spring applies high force to the rod cover, therefore carefully disassemble the air cylinder using a press.

0kg 137

Note : Refer to the free length (340mm) to check the spring for damage.

Stroke: 65 Installation length: 203mm Free length: 340mm

Spring length

52-31

Brake Oil Tank

85ZIV-2

BRAKE 52

Brake Oil Tank 4

3

1

5 MAX

Switch off Approx. 6.8mm

MIN

Alarm oil level 54 ± 3

2

Tank capacity: 2,400cm3, maximum 1,200cm3, minimum

1. Tank 2. Float 3. Cap 4. Baffle (for pouring) 5. Rubber mounting pads

Operation of level switch When the brake oil level is 56mm below the maximum position, the switch will open and the alarm will be activated. Above the "MIN" level the switch is closed and the alarm is turned off. The switch is non-replaceable. If defective the tank assembly must be replaced. ・Reed switch is closed during normal operation. ・Reed switch is open when the tank level is low or empty.

52-32

Checking Braking Performance

85ZIV-2

BRAKE 52

Checking Braking Performance WARNING

IMPORTANT

Unexpected movement of the machine could cause serious injury or death. When checking the braking performance while operating the engine, observe the following items to prevent an accident: ・ Park the machine on level ground. ・ Check the area around the machine for safety. ・ Prohibit any person from walking into the dangerous area.

Do not move the machine without releasing the parking brake. The brake lining may be burnt. After checking the parking brake performance, be sure to connect the solenoid valve electric line connector to the initial position again.

Checking service brake performance :

Checking parking brake performance :

1. Fully depress the brake pedal. To use the clutch/brake pedal, be sure to turn off the transmission cut-off switch. 2. Set the shift lever to the 2nd reverse position, and then slowly increase the engine speed to its maximum. 3. Then check that the machine will not move under the above conditions.

1. Turn on the parking brake switch 2. Disconnect the electric line connector from the parking brake solenoid valve. 3. Turn the parking brake switch to "OFF" position. 4. Set the shift lever to the 3rd reverse position, and then slowly increase the engine speed to its maximum. 5. Then check that the machine will not move under the above conditions.

Possible causes when the machine moves under the above conditions :

Possible causes when the machine moves under the above conditions :

Possible cause Brake air pressure too low Brake oil pressure too low Worn brake disc

Solution

Possible cause Clearance between brake drum and lining too large Improperly adjusted air cylinder linkage

Check and adjustment Check and adjustment Check and repair

Damaged/broken air cylinder spring

Checking Air Line Setting Pressure For check and adjustment procedure, refer to Section 03 "Measuring Air Line Setting Pressure".

52-33

Solution Adjusting clearance Check and adjustment Check and repair

Checking Brake Valve

85ZIV-2

BRAKE 52

Checking Brake Valve WARNING Unexpected movement of machine could 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. ・ Lower the bucket onto the ground. ・ Apply the parking brake. ・ Block the tires with chocks or the like to prevent the wheels from moving. ・ If the air pressure drops during the valve check work, the engine should be started to raise the air pressure. Determine the signals between the persons related to this work for engine starting to prevent an accident.

Checking of brake pedal free play: Free play angle D=7 ° ±1.5 ° Free play dimension A=23.5±5mm(0.92±0.20 in.) Dimension B=159 ±6(6.25±0.24 in.) Dimension C=135.5 ±10(5.33 ±0.39 in.)

IMPORTANT

D

Brake pedal

Brake valve mounting surface

If there is no free play, the brake valve may be unexpectedly activated. In addition, dragging or seizure of the brake could occur. Carefully check and adjust the free play of the brake pedal. Brake valve

Adjustment of free play : To adjust the play of the brake pedal, loosen the locknut and then turn the set screw. Turning the set screw clockwise increases the free play. Turning the set screw counterclockwise reduces the free play. After adjustment, be sure to tighten the locknut. Also be sure the pivot pin is free and not sticking from corrosion.

Set screw Locknut

52-34

Checking Brake Valve

85ZIV-2

BRAKE 52

Checking brake valve Checking of brake valve without removing it from machine : ・ Measurement instrument 2 Pressure gauge : Approx. 981kPa (10kgf/cm )

Brake pedal

・ Measuring port Remove one of plugs B (position appropriate for measurement), and install the pressure gauge to the port. (If direct installation of the gauge is not possible, use an elbow.)

Brake valve mounting surface Brake valve

・ Pressure gauge outlet port : PT3/8

Checking of brake valve removed from machine: ・ Measurement instrument 3 Pressure gauge : Approx. 981kPa (10kgf/cm )

7

16.1 ± 2 ° 686

6

598

5

490

4

392

3

294

2

196 98

1

0 0

6

Air pressure rising point

8 10 12 14 7 ± 1.5 ° Brake pedal angle (deg.)

16

18 ８５Ｅ５２００４

Pedal angle-discharge pressure curve - Air inlet port and measuring port Air inlet port : Section A (for upper and lower) Measuring port : Section B (for upper and lower) Any port is possible.

B

A

・ Standard measurement value Same as above B

B Viewed from bottom of brake valve

52-35

Discharge pressure (kPa)

・ Standard measurement value While gradually pressing down the brake pedal, check that the air pressure starts to rise at the pedal height (dimension A) of 135.5 ±10mm. (5.33 ±0.39 in.) If the air pressure rising point is out of the above range, adjust the free play of the pedal. For adjustment of the free play, refer to "Adjustment of free play".

Discharge pressure (kgf/cm2)

B

Checking Air Master

85ZIV-2

BRAKE 52

Checking Air Master WARNING Unexpected movement of machine could cause serious injury or death. When checking the braking performance while operating the engine, observe the following items to prevent an accident: ・ 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.

Checking of air master without removing it from machine

Possible cause

Solution

Air piston or hydraulic piston stuck

Check and repair

Hydraulic piston oil seal broken

Check and repair Check and repair

Air piston seal broken *

5

1 2 6

Brake piston port

Air master port

4

3

Auto-adjuster valve

2

60

49

196

392

588

785

52-36

5.9

50

4.9

40

3.9

30

2.9

20

2.0

10

1.0

0

0.5

2

4

6

8

10 0

2

Air pressure (kgf/cm ) ８５Ｅ５２００５

Standard performance curve

Note air will leak out the breather on the air * master while the brake is applied.

981

Brake oil pressure (MPa)

Air pressure (kPa) Brake oil pressure (kgf/cm )

Note : There is one air master for the front brake circuit and one for the rear. This test should be performed first for one circuit then repeated for the other circuit. ・ Gauge for air pressure 3 Pressure gauge : Approx. 981kPa(10kgf/cm ) (For pressure gauge measuring port and outlet port, refer to "Checking brake valve".) ・ Gauge for oil pressure 2 Pressure gauge : Approx. 9.8MPa(100kgf/cm ) ・ Pressure measuring port Remove air bleeder (5) of the auto-adjuster valve, and then install the pressure gauge to the bleeder position. Size of air bleeder port : M10 ×1.0 ・ Measuring procedure Gradually (and quickly later) press down the brake pedal to check that the oil pressure smoothly rises in proportion to the air pressure. Gradually (and quickly later) release the brake pedal to check that the oil pressure smoothly drops to zero in proportion to the air pressure. In addition, visually check the brake for air and oil leakage. ・ Measured value Refer to the standard performance curve shown in the right figure. ・ When the measured value is not correct compare to the standard performance curve, check the following points. (When the air pressure is normal).

Checking Air Master

85ZIV-2

Checking of air master removed from machine: ・ Gauge for air pressure 2 Pressure gauge : Approx. 981kPa (10kgf/cm ) Measuring port: Install a T-joint to the air inlet port of the air master air cylinder, and then install the pressure gauge to the T-joint. Measuring port size : PT3/8 ・ Gauge for oil pressure 2 Pressure gauge : Approx. 9.8MPa (100kgf/cm ) Measuring port: Install the pressure gauge to the brake oil outlet port of the air master. Measuring port size : PF1/2 O-ring ・ Brake oil 1)Before installing the brake oil pressure gauge, fill the cylinder with brake oil through the brake oil outlet port. 2) Install the hose and the brake oil tank to the brake oil inlet port (PT 1/2), and then allow brake oil to flow in through the tank port. Brake oil・ ・ ・ ・ ・ ・ ・ ・Class API CD, SAE 5W engine oil .

IMPORTANT Do not use vegetable oil or DOT 3 brake fluid for the brake. The seals between the air master and the brake piston may be deteriorated or damaged. Be sure to use mineral oil for the brake.

BRAKE 52

Air cylinder section

Hydraulic cylinder section

413

11 Reservoir tank 7 9 8

2

Air gauge Air

Oil gauge

Fill with brake oil

T-joint Air inlet port

10 14

6

Brake oil outlet port

5 12 13

・ Measuring procedure 2 Never exceed 686kPa (7.0kgf/cm ) inlet air pressure. While gradually (and quickly later) feeding air, check that the oil pressure smoothly rises in proportion to the air pressure. While gradually (and quickly later) discharging air, check that the oil pressure smoothly drops to zero in proportion to the air pressure. In addition, visually check the brake for air and oil leakage. ・ Measured value Refer to the standard performance curve on the previous page. ・ When the measured value is not correct compare to the standard performance curve, check the following point. (When the air pressure is normal). Possible cause

Solution

Air piston or hydraulic piston stuck

Check and repair

Hydraulic piston oil seal broken

Check and repair

Air piston seal broken

Check and repair

※To repair the air master, refer to page Section 54 and the following pages of another section, "Disassembly and Reassembly".

52-37

Checking Wear of Service Brake Friction Plate

85ZIV-2

BRAKE 52

Checking Wear of Service Brake Friction Plate WARNING

IMPORTANT

Unexpected movement of machine could 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 should be disassembled.

A

200 mm Slide calipers

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 and the air pressure is in the green zone. The wear limit for dimension A is 25.1mm. Note that dimension A is 29mm when the plate is new and unused.

IMPORTANT To replace the friction and steel plates only, loosen the air breather 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

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.

52-38

Adjusting Parking Brake Clearance

85ZIV-2

BRAKE 52

Adjusting Parking Brake Clearance WARNING

Drum rotational direction for forward traveling

Unexpected movement of the machine could cause serious injury or death. The 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.

Brake lining

Brake shoe

Brake drum A

B

B

If the machine moved during parking brake performance check, judge that the clearance between the brake drum and the lining is too large.

A

Brake shoe expansion direction A-A Adjusting screw

B-B

Adjusting clearance 1. To rotate the brake drum during adjustment, lift the front and rear wheels on one side (or both sides) using safety blocks or the like. 2. Turn the inspection hole of the brake drum approximately 8°clockwise from the vertical position as shown in the right figure. After that, turn the adjustment screw to adjust the clearance. Turn the adjustment screw clockwise (upward) to expand the brake shoes until the linings come in contact with the brake drum. After that, turn the adjustment screw 8 notches counterclockwise (down). The clearance will be adjusted to 0.23mm. Adjustment range・ ・ ・ ・ ・0.1 to 0.25mm 3. After the adjustment, check the performance of the parking brake by referring to "Checking braking performance".

Checking brake lining for abrasion loss 12 rivets are inserted to fix the lining to the brake shoe. If the distance from the lining to the rivet head "B" is 0.8mm or less at one of the 12 rivet areas, replace the shoe assembly.

Top

Inspection hole

Position of adjustment screw

Approx. 8 °

2nd propeller shaft ８５ＺⅣＵＳ５２０４

For replacement of shoe assembly refer to Section 54, "Disassembly and Reassembly". Rivet

Brake shoe

A Brake lining

Lining thickness A : 6.15mm Wear limit B : 0.8mm Shoe

Rivet

B

Abrasion limit

Lining

52-39

Brake Line Air Bleeding

85ZIV-2

BRAKE 52

Brake Line Air Bleeding WARNING To bleed the brake line of air, the engine should be started to keep the air pressure at the specified range. Unexpected movement of the machine during engine operation could 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.

1. Feed brake oil (class API CD, SAE 5W into the brake oil tank.

IMPORTANT Do not use vegetable oil or DOT 3 brake fluid for the brake. The seals between the air master and the brake piston may be deteriorated or damaged. Be sure to use mineral oil for the brake.

2. Connect the vinyl tube to the air bleeder nipple of the auto-adjuster valve. Outer dia. of nipple 6mm

Ａ ｉ ｒｂ ｌ ｅｅｄｅ ｒｎ ｉ ｐｐ ｌ ｅ

3. Each time when pressing down the brake pedal, slightly loosen the nut of the bleeder nipple to slightly discharge brake oil. 4. Repeat the above procedure until no air is in the brake oil. At the completion of air bleeding, close the air bleeder nipple. Repeat this procedure at the other auto-adjuster valve. Note During air bleeding, enough oil should be in the brake oil tank. Be sure to check the oil level of the brake oil tank frequently, and add oil into the tank.

52-40

９０Ｖ５２００２

Brake Line Air Bleeding

85ZIV-2

BRAKE 52

5. Connect the vinyl tube to the air bleeder nipple of the axle housing, and place an oil can to catch the oil. Vinyl tube length : 1.2 to 1.3m Outer dia. of nipple : 7mm

Follow the above steps 3 and 4 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. Air bleeder nipple of auto-adjuster valve : 10N-m(1.0kgf-m) Air bleeder nipple of axle housing : 10N-m (1.0kgf-m)

52-41

Vinyl tube Air bleeder nipple

ELECTRICAL GROUP 62 How to Use Electrical Wiring Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-3 Cable Color Codes ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-4 Electrical Wiring Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-5 Layout of Electrical Equipment ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-9 Electrical Connection Diagram ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-13 Layout of Electrical Equipment Inside Cab Control Box ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-15 Layout of Electrical Equipment Around Battery Relay ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-16 Fusible Link/Fuse ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-17 Engine Start Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-19 Alternator/Charge Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-26 Engine Stop Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-28 Transmission Control and Monitor Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-30 Instrument Panel ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-48 Electric Detent Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-52 Emergency Steering Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-54 Cautions Regarding Electric Circuit Check ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-55 Flow Chart for Troubleshooting of Electrical Transmission Control System ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-57 Judgment of Transmission Controller Abnormal Operation ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-58 On/Off Statuses of Transmission Controller LED Indicators ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-59 Function of Diagnostic system for Monitor Controller ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-63 Checking Shift Lever Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-70 Checking Inching Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-72 Checking PUS Switch Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-74

62-1

Checking Speed Sensor Input Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-75 Checking Clutch Solenoid Valve Output Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-76 Checking Trimmer Plug Solenoid Valve ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-78 Checking Neutral Relay Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-80 Checking Parking Brake Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-81 Checking Engine Stop Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-82 Checking Gauge Circuit ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 62-85

62-2

How to Use Electrical Wiring Diagram

85ZIV-2

ELECTRICAL 62

How to Use Electrical Wiring Diagram ENGLISH 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 F303 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:

② LW １４１３１２１１１０ ９ ８

７ ６ ５ ４ ３ ２ １

２８２７２６２５２４２３２２

２１２０１９１８１７１６１５

Shows the color of the wire"LW" represents that the insulation color is blue, and "W" represents white stripe is on the blue insulation.

２９ ４３ ７０６９６８６７

Horn relay

６０５９５８５７

R relay

N relay

E/G stop relay

Controller unusual relay

② ①

③

65V62001

62-3

Cable Color Codes

85ZIV-2

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

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)

YSb

YBr

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)(85ZIV)

ＥＬＥＣＴＲＩＣＡＬ ６２

85ZIV-2

Electrical Wiring Diagram(1/2)(85ZIV) (S/N 85N3-9001〜9050)

62-5

Electrical Wiring Diagram(2/2)(85ZIV)

ＥＬＥＣＴＲＩＣＡＬ ６２

85ZIV-2

Electrical Wiring Diagram(2/2)(85ZIV) (S/N 85N3-9001〜9050)

62-6

Electrical Wiring Diagram(1/2)(85ZIV)

ＥＬＥＣＴＲＩＣＡＬ ６２

85ZIV-2

Electrical Wiring Diagram(1/2)(85ZIV) (S/N 85N3-9051〜)

62-7

Electrical Wiring Diagram(2/2)(85ZIV)

ＥＬＥＣＴＲＩＣＡＬ ６２

85ZIV-2

Electrical Wiring Diagram(2/2)(85ZIV) (S/N 85N3-9051〜)

62-8

Layout of Electrical Equipment

85ZIV-2

Layout of Electrical Equipment The connector numbers in the following figure correspond to those of electrical wiring diagrams.

Front chassis

62-9

ELECTRICAL 62

Layout of Electrical Equipment

85ZIV-2

ELECTRICAL 62

G1

Floor board and cab

８５Ｅ６２００４

62-10

Layout of Electrical Equipment

85ZIV-2

ELECTRICAL 62

J5

Rear chassis(1/2)

８５Ｅ６２００５

62-11

Layout of Electrical Equipment

85ZIV-2

ELECTRICAL 62

Rear chassis(2/2)

８５Ｅ６２００６

62-12

Electrical Connection Diagram 85ZIV

85ZIV-2

ELECTRICAL 62

Electrical Connection Diagram 85ZIV(S/N 85N3-9001〜9050)

62-13

Electrical Connection Diagram 85ZIV

85ZIV-2

ELECTRICAL 62

Electrical Connection Diagram 85ZIV(S/N 85N3-9051〜)

62-14

Layout of Electrical Equipment

85ZIV-2

ELECTRICAL 62

Layout of Electrical Equipment Inside Cab Control Box

5

3

4

2

1

6

7

６５Ｋ６２０１７

1. Transmission controller 2. Fuse box 3. Fuse box 4. Buzzer 5. Relay 6. Flasher unit 7. Relay

62-15

Layout of Electrical Equipment

85ZIV-2

ELECTRICAL 62

Layout of Electrical Equipment Around Battery Relay

1

2

To air heater

3

4

5

120A 120A 120A

30A

To starter terminal B To starter To battery terminal C

To rear chassis harness

To rear To alternater chassis terminal A harness

To rear chassis harness

To rear chassis harness

８５Ｅ６２００８

1. Battery relay 2. Heater relay 3. Safety relay 4. Fusible link(120A, 120A) 5. Fusible link(30A, Spare120A)

62-16

Fusible Link/Fuse

85ZIV-2

Fusible Link/Fuse For the purpose of protection, the electrical circuit has fusible link and fuses.

CAUTION Possible burn hazard. Before replacing a fuse, be sure to turn off the starter switch.

IMPORTANT ・ 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.

Fuse inside the control box

2 PERSONS CAB F. WIPER(RH) (OPTION)

Ａ ５

R. WORK LIGHT

Ａ ５ Ａ

１０

Ａ Ａ

BUZZER MONITOR

Ａ Ａ Ａ ０ ２ Ａ ５

Ａ ５ Ａ ５

BATTERY RELAY

Ａ

２０

NEUTRAL RELAY

５

２０

５

２０

E/G STOP MOTOR

Ａ

Ａ ５

SAFETY RELAY

Ａ ５

Ａ

AIRCON(OPTION)

Ａ ５ １

Ａ

PREHEAT

Ａ ５ １

Ａ ３

SPARE

SPARE

Ａ ５

4WAY FLASHER HORN

AIRCON(OPTION)

Ａ

１０

R. WINDOW HEATING

SPARE

AIRCON(OPTION)

Ａ

１０

SPARE

SPARE

１５

SPARE

SPARE

１５

RADIO

Ａ ０ １

１０

F. WORK LIGHT

PARKING BRAKE CONTROLLER

１０

CIGARETTE LIGHTER

BACK LAMP STOP LAMP TURN SIGNAL

１０

F. WIPER

BOOM KICKOUT BUCKET POSITIONER

１５

R. WIPER

Ａ ０ １

Ａ ５

LIGHTING HEAD LIGHT

Ａ ０ ２

2 PERSONS CAB F. WIPER(LH) (OPTION)

62-17

ELECTRICAL 62

Ａ Ａ Ａ

Fusible Link/Fuse

85ZIV-2

ELECTRICAL 62

Fusible link(fuse) 12V

12V

30A W5 WR

F15

WB

5A

F12

5A

Battery

R1 BR B AC R2 C

BW

WR

5A

F14

Battery relay

G 1.25

B

120A

BW

15A

G1.25 F11

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.

Starter

NR

Fusible link

RL 1.25 WB

Cover

C

B SW

C E

R N Safety relay

Fuse element

WL

S 120A WB

N

A IG

E L Alternator

F6

(Lg)

(WG)

Charge lamp

Box for fusible link

８５Ｅ６２００９

Fusible link ８５ＺⅣ ＵＳ６２０６

Problems caused by fused fusible link Problem (symptom) Fuse damaged

During engine operation

During engine stop

30A

・ Horn will not operate. ・ Flasher unit (Hazard-option) will not operate.

・ All the electrical circuit will not function. ・ (Engine can not be started.)

120A

・ Horn will operate. ・ Flasher unit (Hazard-option) will operate. ・ All the others will not operate but engine can be stopped.

120A ・ The machine can be operated but the (Alternator batteries can not be changed and the line) batteries will be discharged soon.

・ The same conditions as "During engine operation" but engine can be started and stopped.

・ The same conditions as "During engine operation".

62-18

Engine Start Circuit

85ZIV-2

ELECTRICAL 62

Engine Start Circuit (S/N 85N3-9001〜9050) Starter switch B

BR ACC R1 R2

Preheat ○

○

○

OFF

○

Run

○

○

○

Start

○

○

○

C

○

○

○

Fusible link 30A

Battery (24V)

Controller R

Shift lever

N

F

forward/reverse position

+24V IN

Circuit protecter

F11 5A

F15 5A

F14 5A

Battery relay

Diode unit

F12 5A

+24V

LED (Indication: N)

1

3

Heater relay

Neutral relay 2

Starter motor B

4 C

C

Safty relay

SW E

R B

＊ When shift lever is F/R position / LED ON When shift lever is N position / LED OFF

N

+24V Alternator neutral point voltage

Pilot lamp

Pre-heater

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 safety relay via the neutral relay. Therefore, current will flow through the starter motor, and the engine will start. The "N" LED will be off.

62-19

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 safety relay, therefore the engine will not start. The "N" LED of the output circuit is on.

Engine Start Circuit

85ZIV-2

ELECTRICAL 62

Engine Start Circuit (S/N 85N3-9051〜) Starter switch B

BR ACC R1

Preheat ○

○

○

OFF

○

Run

○

○

○

Start

○

○

○

R2

C

○

○

○

Fusible link 30A

Battery (24V)

Controller R

Shift lever

N

F

forward/reverse position

+24V IN

Circuit protecter

F11 5A

F15 5A

F14 5A

Battery relay

Diode unit

F12 5A

+24V

LED (Indication: N)

1

3

Heater relay

Neutral relay 2

Starter motor B

4 C

C

Safty relay

SW E

R B

＊ When shift lever is F/R position / LED OFF When shift lever is N position / LED ON

N

+24V Alternator neutral point voltage

Pilot lamp

Pre-heater

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, 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 safety relay via the neutral relay. Therefore, current will flow through the starter motor, and the engine will start. The "N" LED will be on.

62-20

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 through the safety relay, therefore the engine will not start. The "N" LED of the output circuit is off.

Engine Start Circuit

85ZIV-2

ELECTRICAL 62

Starter switch Off

35 ° Preheat

30 °

Run 35 ° Start

Connection table B

R2

C

○ ○ ○ ○ ○ ○ ○

Start

○ ○ ○

○ ○ To neutral relay

Run

To battery relay

○

From battery

Off

To heater relay

Preheat

BR ACC R1

８５Ｗ６２０４７

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. Setting the starter switch to this position automatically activates the engine stopper that stops the engine. Run : Supplies power to the charge, lamp, and monitor circuits. Start : Starts the engine. Preheat: Preheats the intake air to ensure smooth starting in cold weather.

62-21

Engine Start Circuit

85ZIV-2

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. 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.

Terminals for coil energizing current

Moving contact Main contacts

BR

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. Battery relay Rated voltage

Continuous 100A

Voltage drop

0.2V or less(at 100A)

Pull in voltage

20V or less

Release voltage

6V or less

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. Ｐ３０２

Ｐ５

BR B To main Battery relay circuit (B) (BR)

DC24V

Rated current

Ｐ４０８

Starter switch

WV:To battery relay, To alternator WR:To starter switch terminal BR (VIA F15), To E/G stop relay B:Ground

Diode storage section ８５Ｋ６２００９

62-22

(E)

Terminals for main current

Engine Start Circuit

85ZIV-2

ELECTRICAL 62

(S/N 85N3-9001〜9050) Neutral relay (The structures of the back-up relay and controller unusual relay are identical to each other) 4 2

1

3 5

3

1

5

2

4

Internal connection diagram

Rating

24V・10A

Between 1 and 2

Between 3 or 4

Starting

Operating voltage Reset voltage

Position of shift lever

16V or less

F or R

Energized

OFF

Impossible

1.2V or more

N

Not energized

ON

Possible

Position of shift lever

Between 1 and 2

Between 3 or 4

Starting

F or R

Not energized

OFF

Impossible

N

Energized

ON

Possible

(S/N 85N3-9051〜) Neutral relay (The structures of the back-up relay are identical to each other)

Body black

3 4

1 2

Internal connection dia. ６５Ａ６２２０４

62-23

Engine Start Circuit

85ZIV-2

Safety relay

ELECTRICAL 62

Safety relay function C

・ Prevents the starter motor pinion from being engaged during engine operation. ・ Prevents the pinion from being engaged during starter motor inertia running.

B

Safety relay Rated voltage R

24V

Relay minimum operation voltage

16V or less

E SW

N

B Safety relay C

Constant voltage circuit

Relay M

B

Speed detection circuit

Coil Starter

Starter disconnection circuit

Starter switch

Tr1

C Inertia delay cuicuit

Drive circuit

B Alternator SW

R

N

ACC

E N

Battery

Operation of control circuit 1. Constant voltage circuit : The source voltage fluctuates, therefore the constant voltage circuit supplies constant voltage to various circuits. 2. Speed detection circuit : The engine speed is transmitted from the alternator. The speed detection circuit detects the output wave of the alternator and converts it into analog output. The speed detection circuit, therefore, outputs voltage proportional to the engine speed. 3. Starter disconnection circuit : when the output voltage proportional to the speed rises to the specified voltage, the starter disconnection circuit will transmit the starter disconnection signal.

4. Drive circuit : Turns on and off the relay. 5. Inertia delay circuit : when the position of the starter key is shifted from C (start) to ON, the inertia delay circuit will keep the drive circuit off for some time. So even of the starter key to shifted to the C position again after a short time, starter motor will not rotate.

62-24

Engine Start Circuit

85ZIV-2

ELECTRICAL 62

Starter motor Construction

Magnetic switch Gear case Shift lever

Pinion Gear shift

Brush Ball bearing O - ring

Terminal E

Pinion stopper Clutch Through bolt

Yoke

Oil seal Reduction gear set

Rear cover Ball bearing

Armature

Operation The starter motor has reduction gear between the motor (that generates power) and the clutch. The reduction gear reduces the motor speed and enables the output shaft to generate high torque. The high torque is then transferred to the pinion gear via the clutch. As a result, the transferred torque rotates the engine.

62-25

Alternator/Charge Circuit

85ZIV-2

ELECTRICAL 62

Alternator/Charge Circuit The alternator/charge circuit generates and supplies electric power to all the electric units of the vehicle. The circuit consists of the alternator, regulator, and battery, etc.

Machanical energy supply Engine

Alternator

The alternator utilizes the engine rotational power to generate electric current (3-phase alternating current), and then rectifies the current (full-wave rectification) into direct current using 6 diodes. The direct current is then supplied to the battery, light circuit, etc. The current generated by the alternator causes voltage fluctuation depending on the engine speed or load. To prevent voltage fluctuation, the regulator in this circuit regulates the current and ensures constant voltage supply to the load circuit and the battery.

Electrical energy

Rotor coil excitation current

Generated voltage IC regulator

Regulated voltage For rotor coil initial excitation

For activation of battery relay

For activation of battery relay

For rotor coil initial excitation <Battery>

Alternator Construction

Sterter Cooling fan

Brush

IC regulator

Rotor

Pulley

Slipper ring Ball bearing

Ball bearing

Front cover

Through bolt

62-26

Rear cover

Ａｃ ｔ ｉ ｖａｔ ｉ ｏｎ ｏ ｆ ｌ ｏａｄ ｃ ｉ ｒｃｕ ｉ ｔ

<Load>

Ｃｈａｒｇｉｎｇ ｂａｔ ｔ ｅ ｒ ｙ

<Starter switch>

Alternator/Charge Circuit

85ZIV-2

ELECTRICAL 62

Principle of alternator power generation For the alternator, the power is transfered to the magnet (rotor) via the slipper ring to excite the magnet (rotor), and the generated current flows through the outside stator coil. Conductor C-C' wound on the stator is fixed. When inner rotor N-S rotates in the arrow direction, the current will flow through the conductor in the arrow direction to the battery via diode D. After a half turn, diode D prevents the current from reversing, therefore the current will not flow in the dotted-line arrow direction. As a result, the one-way current, direct current in other words, will flow through the battery so that it can be charged.

C

D

Generated current Regulator

S

Battery N Slipper ring C

Rotor (rotational)

Starter

Starter coil(static)

Principle of alternator

IC regulator

Field coil

"IC" is the abbreviation of "intergrated circuit". The integrated circuit of this regulator has one board (ceramic material, etc.) where circuit elements are connected so that disconnection from each other is not possible. The IC regulator, therefore, is microminiaturized and lightweight, and consists of voltage relay section and field relay section. The IC regulator is incorporated in the alternator. The right figure shows the basic circuit of a transistor-type regulator. The IC regulator functions in the same way as the circuit shown in the figure.

Alternator

Tr1 Tr2

Zener diode

Regulator

Basic circuit of transistor-type regulator

62-27

Engine Stop Circuit

85ZIV-2

ELECTRICAL 62

Engine Stop Circuit When the starter switch is turned to ON, the motor-driven type engine stopper is activated to set the engine fuel pump lever to the "run" position. When the starter switch is set to OFF, the fuel pump lever will be turned to the "stop" position. B(Blue, red)

A(Blue)

E(Black)

P2(Blue)

P1(Blue, yellow) Stop position

Engine stopper

Running position

35(mm) Stroke

Operation At engine starting (Refer to figures "a" and "b") The motor has an automatic switch, therefore setting the starter switch to ON closes line A-P2 , and the motor is rotated. After turning 180 ° , contact P2 will be connected to the grounding side, therefore the motor will be stopped and the engine fuel pump lever will be kept at the "run" position.

Battery relay

Stop relay

FL

A P2

Battery P2

B

P1

Automatic A switch P1

4 Fixed contacts

E

Motor

Insulator

Conductive plate Internal circuit diagram Figure"a"(during motor running)

P2

B

P1

８０Ｗ６２００２

Figure"b"(during motor stop)

A

P2

B

P1 A

Rotational direction E

E

During engine operation 62-28

８０Ｗ６２００３

Engine Stop Circuit

85ZIV-2

ELECTRICAL 62

Figure"c"(during motor running)

At engine stop (Refer to figures "c" and "d".) When the starter switch is set to OFF, line A-P1 will be closed, therefore the motor will be rotated. After turning 180 °, contact P1 will be connected to the grounding side, therefore the motor will be stopped and the engine fuel pump lever will be kept at the "stop" position. The engine will be stopped.

P2

Rotational direction

B

Figure"d"(during motor stop)

P!

E

P!

B

P2

E

Conditions during operation

Conditions during stop

Engine stop

８０Ｗ６２００４

Specifications

Spring force

Type

Motor-driven type

Rated voltage

24V

Voltage range

20〜30V

At set condition

78±20N (8±2kgf)

At 5mm extension

98±20N (10±2kgf)

Without load (constraint)

1.5A or less

With load

11A or less

Current Operation time

1sec or less

Engine stop relay There is an engine stop relay between the motor-type engine stopper and the starter switch. When the engine is started, line A-P2 is closed. When the engine is stopped, line A-P1 is closed so that the engine stopper is activated. P1(Blue, yellow)

2 1

4 A(Blue) 3

5 P2(Blue, White)

B(White, red)

3

1

5

4

E(Black) 2 Internal connection diagram

Rating

24V・10A

Operation voltage

16V or less

Reset voltage

1.2V or more

62-29

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Transmission Control and Monitor Circuit Controller (S/N 85N3-9001〜9050) LED inspection windows IN(input circuit) Signal

Symbol

Input LED

Output LED

OUT(output circuit) Signal

Symbol

F

Shift lever position F

F

Clutch solenoid valve F

R

Shift lever position R

R

Clutch solenoid valve R

1

Shift lever position 1

1

Clutch solenoid valve 1

2

Shift lever position 2

2

Clutch solenoid valve 2

3

Shift lever position 3

3

Clutch solenoid valve 3

A

Shift lever position A

4

Clutch solenoid valve 4

P

Parking switch : Running position

D

Trimmer solenoid valve

S

PUS (QUAD) switch : ON

Inspection window

Circuit protector

CN1

CN2

1

2

3

4

1

2

3

5

6

7

8

4

5

6

CN3(Blue) 1 2 3 4 5 6 7 8 9 10 11

CN4(Blue) 17 1819 2021

12 13 141516

※ ※※

12 13 141516

17 1819 2021

1 2 3 4 5 6 7 8 9 1011

I

Inching switch : Inching sw ON

N

Shift lever position : ON in F or R

M

Auto/manual switching signal : manual

RR

Back-up relay : ON in R

DD

DD switch

X

Controller : Warning relay

*

* OPT

MR Diag sw (Malfunction Recall)

DD

D/D Solenoid valve

MC Reset sw (Malfunction Clear)

BZ

Buzzer

AM Air master stroke sw : Pushed

XX

Controller : Normal Speed sensor input signal

BL

Brake oil level sw : Normal

SS

AP

Air pressure (alarm) sw ON

EG

AC

Air cleaner sensor : Clogged

Engine oil pressure sw : below 0.5kg ・ cm2 (7psi) Transmission oil temperature sw : above TT 120 ℃ (248 ° F) Water temperature sw : above 101 ℃ WT (215 °F) Steering circuit press.(Emergency SP steering) OPT

Inspection window (7segment display)

EP

※ ・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・ ON : Normal ※※ ・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・・ ON : Normal

Alternator neutral voltage : Power generation

EA

Ｃｏｎｎｅｃ ｔ ｏ ｒ ＣＮ１ （Ｉ ｎｐｕ ｔ） No.

Signal

Symbol

No.

Ｃｏｎｎｅｃ ｔ ｏ ｒ ＣＮ２ （Ｏｕ ｔ ｐｕ ｔ） Signal

Symbol

*DD=Dynamic Damping(Ride control system)

No.

Signal

Symbol

No.

Signal

Symbol

1

F

Shift lever F

11

+

+24V IN

1

F

Clutch solenoid valve F

11

2

R

Shift lever R

12

E

Ground

2

R

Clutch solenoid valve R

12

A

AUTO (lamp)

3

1

Shift lever 1

13

AP

Air pressure (alarm) switch

3

1

Clutch solenoid valve 1

13

B

Brake (lamp)

4

2

Shift lever 2

14

SS

Speed sensor

4

2

Clutch solenoid valve 2

14

AP

Air pressure (lamp)

5

3

Shift lever 3

15

AC

Air cleaner sensor

5

3

Clutch solenoid valve 3

15

AC

Air cleaner (lamp)

6

A

Shift lever A

16

EP

Engine oil pressure sw

6

4

Clutch solenoid valve 4

16

EP

Engine oil pressure (lamp)

7

P

Parking switch

17

TT

Transmission oil temperature sw

7

D

Dump solenoid valve

17

TT

Transmission oil temperature (lamp)

8

I

Inching switch

18

WT

Water temperature sw

8

N

Neutral relay

18

WT

Water temperature (lamp)

9

AM

Air master switch

19

EA

Alternator neutral voltage

9

RR

Back-up relay

19

BZ

Buzzer

10

G

Input unit common ground

20

BL

Brake oil level sw

10

X

Controller failure alarm relay

20

NL

Neutral lamp

21

S

PUS witch

21

W

Centralized alarm lamp

62-30

Solenoid return

Transmission Control and Monitor Circuit

Connector CN3(Input) No.

Signal

85ZIV-2

Connector CN4 No.

1

Diag sw

1

2

Auto/manual switching signal

2

signal

* OPT D/D Relay * OPT D/D Switch

3

3

(Spare) Solenoid valve

4

4

Steering circuit pressure Steering circuit pressure warning lamp

5

Reset sw

5

6

1 ・2 ・5 COM ground

6

7 8

Connect No.2 and No.6 terminals of connector CN3 using a jumper wire to cancel the automatic shift function.

62-31

ELECTRICAL 62

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Transmission Control and Monitor Circuit Controller (S/N 85N3-9051〜) LED inspection windows IN(input circuit) Signal

Symbol

Input LED

Circuit protector

CN1 2

5

6

3 7

CN2

4

1

8

4

CN3(Blue) 1 2 3 4 5 6 7 8 9 10 11

12 13 141516

Signal

Symbol

F

Shift lever position F

F

Clutch solenoid valve F

R

Shift lever position R

R

Clutch solenoid valve R

1

Shift lever position 1

1

Clutch solenoid valve 1

2

Shift lever position 2

2

Clutch solenoid valve 2

3

Shift lever position 3

3

Clutch solenoid valve 3

A

Shift lever position A

4

Clutch solenoid valve 4

P

Parking switch : Running position

D

Trimmer solenoid valve

S

PUS (QUAD) switch : ON

Output LED Inspection window

1

OUT(output circuit)

17 1819 2021

12 13 141516

2 5

I

Inching switch : Inching sw ON

N

Shift lever position : ON in Neutral

M

Auto/manual switching signal : manual

RR

Back-up relay : ON in R

DD

DD switch

X

Controller : Warning relay

*OPT

6 ※ ※※

1 2 3 4 5 6 7 8 9 1011

* OPT

MR Diag sw (Malfunction Recall)

DD

D/D Solenoid valve

MC Reset sw (Malfunction Clear)

BZ

Buzzer

AM Air master stroke sw : Pushed

XX

Controller : Normal Speed sensor input signal

3

CN4(Blue) 17 1819 2021

** **

BL

Brake oil level sw : Normal

SS

AP

Air pressure (alarm) sw ON

EG

AC

Air cleaner sensor : Clogged

Engine oil pressure sw : below 0.5kg ・ cm2 (7psi) Transmission oil temperature sw : above TT 120 ℃ (248 ° F) Water temperature sw : above 101 ℃ WT (215 °F) Steering circuit press.(Emergency SP steering) OPT

Inspection window (7segment display)

EP

※ 65ZIV, 70ZIV, 80ZIV・ON : Abnormal ※ 85ZIV, 90ZIV ・・・・・・・ ON : Normal ※※ 65ZIV・・・・・ ON : Abnormal ※※ 70ZIV, 80ZIV, 85ZIV, 90ZIV ・ ON : Normal

RS

Odometer converter

EA

Alternator neutral voltage : Power generation

Ｃｏｎｎｅｃ ｔ ｏ ｒ ＣＮ１ （Ｉ ｎｐｕ ｔ） No.

Signal

Symbol

No.

70Z Ⅳ -2 the signal is not used.

Ｃｏｎｎｅｃ ｔ ｏ ｒ ＣＮ２ （Ｏｕ ｔ ｐｕ ｔ） Signal

Symbol

*DD=Dynamic Damping(Ride control system) **This output LED light up but on 65Z Ⅳ -2 &

No.

Signal

Symbol

No.

Signal

Symbol

1

F

Shift lever F

11

+

+24V IN

1

F

Clutch solenoid valve F

11

2

R

Shift lever R

12

E

Ground

2

R

Clutch solenoid valve R

12

A

AUTO (lamp)

3

1

Shift lever 1

13

AP

Air pressure (alarm) switch

3

1

Clutch solenoid valve 1

13

B

Brake (lamp)

4

2

Shift lever 2

14

SS

Speed sensor

4

2

Clutch solenoid valve 2

14

AP

Air pressure (lamp)

5

3

Shift lever 3

15

AC

Air cleaner sensor

5

3

Clutch solenoid valve 3

15

AC

Air cleaner (lamp)

6

A

Shift lever A

16

EP

Engine oil pressure sw

6

4

Clutch solenoid valve 4

EP

Engine oil pressure (lamp)

P

Parking switch

17

TT

Transmission oil temperature sw

7

D

** Trimmer solenoid valve **

16

7

17

TT

Transmission oil temperature (lamp)

8

I

Inching switch

18

WT

Water temperature sw

8

N

Neutral relay

18

WT

Water temperature (lamp)

9

AM

Air master switch

19

EA

Alternator neutral voltage

9

RR

Back-up relay

19

BZ

Buzzer

10

G

Input unit common ground

20

BL

Brake oil level sw

10

X

Controller failure alarm relay

20

NL

Neutral lamp

21

S

PUS (QUAD) switch

21

W

Centralized alarm lamp

62-32

Solenoid return

Transmission Control and Monitor Circuit

Connector CN3(Input) No.

Signal

85ZIV-2

Connector CN4 No.

1

Diag sw

1

2

Auto/manual switching signal

2

signal

*OPT D/D Relay * OPT D/D Switch

3

Speedometer ground

3

(Spare) Solenoid valve

4

Speedometer output

4

Steering circuit pressure

5

Reset sw

5

Steering circuit pressure warning lamp

6

1 ・2 ・5 COM ground

6

7

Odometer converter

8

Connect No.2 and No.6 terminals of connector CN3 using a jumper wire to cancel the automatic shift function.

62-33

ELECTRICAL 62

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Controller connection diagram

Transmission clutch control solenoid valve

Speed indicator lamp

８５Ｅ６２０１０

62-34

Transmission Control and Monitor Circuit

Forward/reverse(F/R)shifting change

and

85ZIV-2

ELECTRICAL 62

speed

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.

From T/C pump

Clutch press regulator valve

To solenoid valve Clutch piston

LED(indication: F)

Shift lever

(For input detection)

Forword/Reverse clutch control solenoid valves

Speed clutches control solenoid valve

Drain Surge suppression diode (incorporated in solenoid valve) Speed indicator lamp

LED (indication: SPI1)

Clutch control solenoid valve

energized → clutch engage de- energized → clutch disengage

８５Ｅ６２０１１

Shift switch LED (indication: 2) Speed sensor

LED (indication: 1〜4)

E/G rpm sensor

LED (indication: 5〜8)

Auto/manual switching (Switch on: Manual)

LED (indication: SPI1) Setting shift lever to A: Switch on

Auto indicator lamp ７０Ｎ６２０１６

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 PUS switch on the boom lever.

62-35

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) incdicator 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 and Monitor Circuit

85ZIV-2

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, no speed clutches will function.

Shift up Shift down

Automatic shift

Speed

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 "SS" LED indicator flashes according to the pulse.

4

3

2

18 15

10

9

0

9 10.5

15.5 18.5

Forward (Approx. speed)

Speed : km/h

Reverse

Automatic shift map

Switching from automatic to manual The machine has automatic shift cancellation function for troubleshooting. Connect No.2 and No.6 terminals of the controller connector CN3 using a jumper wire to cancel the automatic shift function. 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.

Input LED

Output LED Inspection window

Circuit protector

CN1

CN2

1

2

3

4

1

2

3

5

6

7

8

4

5

6

CN3(Blue)

CN4(Blue)

Connect No.2 and No.6 terminals of connector CN3 using a jumper wire to cancel the automatic shift function.

62-36

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

ＰＵＳ ｓｗ ｉ ｔ ｃｈ

Operation of PUS switch The PUS switch is attached to the boom control lever. In any operation mode, pressing the PUS switch during 2nd speed operation shifts the 2nd speed to 1st speed. After that, if the PUS 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). ７０Ｖ６２００３

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

Ｓｈ ｉ ｆ ｔｌ ｅｖｅｒ

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)

Clutch solenoid valve (Common to F. R. 1. 2. 3. 4 and trimmer) Solenoid valve(with built-in diode)

7〜10N-m (0.7〜1.0kgf-m)

Positive side

Negative side

29〜34N-m (3〜3.5kgf-m)

９０Ｅ６２０１１

62-37

Rated voltage

DC24V

Coil resistance value

Approx. 26 Ω

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

PUS switch

Allowable value

The PUS switch is of the momentary type. It is spring loaded to the "OFF" position.

Max Voltage

DC24V

Current

10mA

Speed sensor The detector of the speed sensor is adjacent to the transmission output gear. The pulse voltage is transmitted to the transmission controller. 25 ± 0.25

39〜49N-m (4〜5kgf-m)

Output gear

Clearance adjustment 0.7〜1.3mm

８５Ｅ６２０１５

IMPORTANT At the completion of sensor replacement, be sure to check the clearance between the gear and the sensor.

62-38

Output

1V or more

Internal resistance ＊

1.6k Ω (20 ℃ )

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Modulation at clutch switching When the forward/reverse direction or speed is changed, time lag may be caused due to clutch engagement and a shock may be applied to the machine. To shorten the time lag and prevent the shock, the clutch engagement time is controlled by activating the trimmer solenoid valve. When the shift lever signal is changed, the trimmer plug solenoid valve is energized. This causes the clutch oil regulator valve to control the clutch engagement time.

Torque converter Trimmer plug Clutch oil pressure regulare valve

Trimmer plug solenoid valve

P From gear pump (T/C pump) Clutch solenoid valve

To other clutch solenoid valves

Clutch modulation chart

Clutch piston chamber

+24V

Clutch switching

Controller

Clutch changed completely

IN +24V Circuit protector OUT

ON

Clutch solenoid valve OFF

t0

t1

+24V F

Shift lever

OFF

Trimmer plug solenoid valve

N

4 (A)

1.3〜1.5MPa (13〜15kgf/cm2) (Engine middle speed)

3 2

1

Clutch switching signal

R

ON

LED(indication: D)

Trimmer plug solenoid valve ８５Ｖ６２００８

Approx. 0.4MPa 2 (4kgf/cm ) Approx. 1.2sec t 0 : 0 to 0.05sec (slight difference between clutches) t 1 : 0.20sec (common to all the clutches) ８５Ｅ６２０１４

Refer to the transmission section 32 for additional information on clutch modulation.

62-39

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Inching Pressing down the left brake pedal applies air pressure to the inching switch, and the contacts of the inching switch are closed. In this status, the power of the forward/reverse clutch solenoid valve is turned off. The transmission is set in neutral. At the same time, the "I" LED indicator of the controller will light. To cancel this inching function, turn off the clutch cut-off switch on the operator panel, and the function of the left brake is switched to brake only. The left brake pedal may be used as a brake only pedal just like the right brake pedal. In addition, the T/M CUT OFF monitor lamp of the operator panel will go out.

Left brake pedal

Inching switch

Controller

24V IN

Clutch cut-off switch

OUT +24V

+24V

LED +Vcc

Monitor lamp

F (Indication : Ｉ) R

Solenoid valve Inching switch (Air pressure)

Setting Air pressure : 177±20kPa (1.8±0.2kgf/cm2) or less

Between both terminals : OFF

Air pressure : 216±20kPa (2.2±0.2kgf/cm2) or more

〃

６５Ｖ６２００８

62-40

: ON

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Back-up alarm When the shift lever is set to the reverse (R) position, the coil of the back-up (or reverse) relay will be energized, and the main contact will be closed. The back-up lamp, therefore, will light, and the buzzer (optional) will sound.

+24V +24V

LED

IN Circuit protector +Vcc

R

N

F

Shift lever

4 (A)

Back-up lamp Back-up relay

+24V

(Indication: R)

LED (indication: RR)

3

5

1

2

Back buzzer (opt)

(For input detection) 3 2

1

+24V

８５Ｖ６２００９

Back-up relay (S/N 85N3-9001〜9050) Note : This relay is identical to the relays for neutral and controller unusual relay. They may be interchanged for testing purposes. 4 2 1

5 1

3 5

4

Rating

24V・10A

Shift lever position

Operation voltage

16V or less

R

Reset voltage

1.2V or more

3

F or N

62-41

2

Between 1and 2

Between 3 and 5

Lamp and buzzer

Electric power supply

ON

ON

No electric power supply

OFF

OFF

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Back-up relay (S/N 85N3-9051〜) Note: This relay is identical to the neutral relay. It may be interchanged for testing purposes.

3

1

4

2

Body black Internal connection dia. ６５Ａ６２２０７

62-42

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Parking brake The parking brake solenoid valve activates the parking brake.

In parking mode :

In running mode:

When the power of the solenoid valve is turned off, no compressed air will be fed to the air 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, compressed air will be fed into the air cylinder. The compressed air will depress the spring to release the brake. In addition, the "P" LED indicator will light.

+24V

F6 P Parking switch

Monitor lamp

Surge suppression +24V

Parking

Parking brake Air cylinder

Running

Parking solenoid C.P Atmosphere

+Vcc LED Indicator 「P」

F 10A F5

Compressed air inlet (from air tank)

R +24V

85V62010

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

No electric power supply

Input "P" LED indicator : Off

Running

"Running" position (pushed in)

Off

No buzzer

Electric power supply

Input "P" LED indicator : On

＊ When the parking switch is set to "parking", the forward or reverse clutch is disengaged and set to neutral.

62-43

Transmission Control and Monitor Circuit

85ZIV-2

Emergency movement If the controller fails, or if the electric system malfunctions, the emergency movement function can be used as follows. (1) Manual releasing of parking brake Set the solenoid valve manual operation knob to the ON position. Setting the knob to the ON position connects the air tank to the air cylinder, and the parking brake is released. The air pressure shifts the spool of the solenoid valve. Therefore, before you set the knob to the ON position, if possible, start the engine, and keep the air pressure built up. In addition, apply the foot brake.

O

Manual operation knob

Normal position

O

85W5205

Position for manual releasing of parking brake

85W5204

62-44

ELECTRICAL 62

WARNING Unexpected movement of the machine may cause an accident resulting in injury or death. To prevent such an accident, observe the following caution when manually releasing the parking brake: ・Before releasing the parking brake, start the engine, and raise the brake air pressure to the specified value. After that, stop the engine. ・After stopping the engine, apply the foot brake, and the machine will not move even if the parking brake is manually released.

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Monitor During operation, if a problem of a unit is detected, the monitor lamp will light to inform problem occurrence. For some problems, the buzzer will also sound, and the centralized alarm lamp will also flash.

No.

Item to be monitored

1

Controller failure

2

Air pressure

3

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

Defective controller CPU

○

○

466±29kPa (4.75±0.3kgf/cm2) or less

○

○

Oil level below lower limit for 3 seconds

○

Remarks

○

Brake

Alarm self holding

Abnormal air master stroke

○

49±98kPa (0.5±1kgf/cm2) or below during engine operation

○

○

4

Engine oil pressure

5

Engine water temperature

101±2 ° C or more

-

○

6

Torque-converter (Transmission) oil temperature

120±5 ° C or more

-

○

7

Clogged air cleaner

Filter resistance : 635±58mmAq or more

-

○

8

Charging condition

Defective charge system

-

-

9

Centralized alarm

For items 1 through 7 above

-

○

62-45

Flashing type

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Controller failure alarm During normal operation of the CPU, the controller failure alarm relay is energized, and the output "X" LED indicator is on. If a CPU failure is detected, the relay will be de-energized, and the output "X" LED indicator lamp will go out.

In addition, the controller failure monitor lamp of the instrument panel will light to inform occurrence of a controller failure.

+24V

+24V

F6 5A

IN OUT

c.p

LED (Indication: X)

3

4

1

2

Monitor lamp During normal CPU operation :On

Controller failure relay

85V62011

Controller failure relay (S/N 85N3-9001〜9050) Note : This relay is identical to the relays for neutral stopper and back-up relay. They may be interchanged for testing purposes. 4 2 1

3 5 1

3

2

5

4

Testing condition

24V・10A

CPU

On:Operation voltage

16V or less

Normal

OFF:Reset voltage (Returning)

1.2V or more

Defective

62-46

Between "1"and "2" Electric power supply No electric power supply

Between "3" and "4"

Monitor lamp

OFF

OFF

ON

ON

Transmission Control and Monitor Circuit

85ZIV-2

ELECTRICAL 62

Controller failure relay (S/N 85N3-9051〜)

3

1

4

2

Internal connection dia.

Body blue

CPU ６５Ａ６２２０８

Normal Defective

62-47

Between "1"and "2" Electric power supply No electric power supply

Between "3" and "4"

Monitor lamp

OFF

OFF

ON

ON

Instrument Panel

85ZIV-2

ELECTRICAL 62

Instrument Panel ２３ ２２ ６ １９ ２１ １０ ２０

２５

１

１１ 1/10h

２

AUTO

４

N 4

WATER TEMP

3 km/h

1

２６

１３ １４

FUEL

１５

７ ８

2

１２

１６ T/C OIL TEMP

１７

AIR PRESS 2

２４

２７

1. Speedometer 2. Engine Coolant Temperature Gauge 3. Torque Converter Oil Temperature Gauge 4. Fuel Gauge 5. Air Pressure Gauge 6. Parking Brake Indicator Lamp 7. Transmission Cut Off Selection Lamp 8. Rear Working Light Indicator Lamp 9. Preheat Indicator Lamp 10. Central Warning Lamp 11. Transmission Control Warning Lamp 12. Air Pressure Warning Lamp 13. Brake Oil Circuit Warning Lamp 14. Engine Oil Pressure Warning Lamp

kgf/cm

９

１８ ３

５

15. Engine Coolant Temperature Warning Lamp 16. Torque Converter Oil Temperature Warning Lamp 17. Air Cleaner Warning Lamp 18. Charge Lamp 19. Turn Signal Indicator Lamp (Left) 20. Turn Signal Indicator Lamp (Right) 21. High Beam Indicator Lamp 22. Auto Shift Indicator Lamp 23. Neutral Indicator Lamp 24. Transmission Status Monitor 25. Hour Meter 26. Odometer 27. Steering Hydraulic Warning Lamp (option)

62-48

Instrument Panel

85ZIV-2

ELECTRICAL 62

Rear surface of instrument panel

Hour meter

Fuel gauge

Air pressure

Engine water temperature

Speedometer

Transmission oil temperature

Layout of connector pins (instrument panel side) 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

CN4(2P)

29 30 31 32 33 34 41 42 43 44 35 36 37 38 39 40 49 50

46 47 48 53 54 55 56

58 57 ８５Ｗ６２０１６

Pin No.

Signal

Lamp No.

Pin No.

1

-

L9

21

Signal

Fuel gauge

Lamp No.

Pin No.

-

41

-

42

-

L16

Signal AUTO lamp

Lamp No.

L20

2

Air cleaner clogging alarm

L7

22

3

T/C (T/M) oil temperature alarm

L6

23

-

-

43

Speedometer( + )

-

4

Engine water temperature alarm

L5

24

-

-

44

Speedometer (-)

-

5

Engine oil temperature alarm

L4

25

-

-

45

6

Brake alarm

L3

26

-

-

46

Transmission cut-off lamp

L17

7

Air pressure alarm

L2

27

-

-

47

Pre-Heat

L19

8

Controller failure alarm

L1

28

GND(-)

-

48

Work lamp

L18

+24V Power supply

-

9

+24V Power supply

-

29

-

49

Centralized alarm lamp

L14

10

Emergency steering (optional)

L22

30

-

-

50

GND(-)

-

11

Dynamic damper (optional)

L23

31

-

-

51

-

12

-

L25

32

-

-

52

-

13

-

L24

33

-

-

53

High-beam lamp

L12

14

-

L26

34

Neutral

L21

54

Winker (left) lamp

L13

15

-

L27

35

+24V Power supply

-

55

Winker (right) lamp

L11

16

Engine water temperature

-

36

1st speed indication

-

56

-

-

17

T/C (T/M) oil temperature gauge

-

37

2nd speed indication

-

57

Hour meter (-)

-

18

Air pressure gauge

-

38

3rd speed indication

-

58

Hour meter ( + )

-

19

Instrument panel illumination

L10

39

4th speed indication

-

20

Charge lamp

L8

40

Parking brake lamp

L15

62-49

Instrument Panel

85ZIV-2

Gauge circuit

ELECTRICAL 62

Note: If a gauge is removed from the panel, the resistance between the terminals will differ from the standard value shown in the table.

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 ) Between S and E

110

Between S and V

110

Between E and V

150

S

Grounding

Power supply 24V

E

V

15V

Viewed from rear of instrument panel

Gauge

Engine water temperature

T/C .T/M oil temperature

Air pressure

Fuel level

490kPa (5kgf/cm2) 67 ° C 〔152 °F〕 102 ° C F〕 〔215 °

50 ° C F〕 120 ° 〔122 ° F〕 C〔248 °

E

785kPa 2 (8kgf/cm )

F

Indication

Red

White

Red

White

White

Red

White

８５Ｅ６２０１５

Temperature sensor (For engine water temperature and converter oil temperature)

torque

Pressure sensor (For air puressure)

Terminal

Temperature detection part

Temperature of detection part ( ° C)

60

80

100

120

Pressure

Resistance ( Ω ) between terminal and body

56.3

29.5

16.5

10

Resistance ( Ω ) between terminal and body

Fuel level sensor Fuel level

E

F

Resistance ( Ω ) between two terminals

80

10

62-50

490kPa (5kgf/cm2)

785kPa (8kgf/cm2)

31.9

17.2

Instrument Panel

85ZIV-2

ELECTRICAL 62

(S/N 85N3 - 9001〜9050) Speedometer circuit Speed sensor The speed sensor is installed on the output shaft of transmission (parking brake part) and is transmitting the pulse according to the machine speed. Output pulse : 16 pulse/1 rev. sensor -1 0.3V Output voltage : 0.3V/21min

Odometer converter

Speedometer (with odometer)

Speed sensor （＋）

Odometer converter The converter is to drive the odometer and is installed under the instrument panel.

Speedometer

（−）

２４Ｖ

Speedometer circuit with odometer

Input frequency (Hz) Indicator speed (km/h)

With odometer

Without odometer

27.3

68.2

10

54.6

136.4

20

Speedometer

Speed sensor （＋）

81.9

204.6

30

109.2

272.8

40

（−） ２４Ｖ

Odometer

Speedometer circuit without odometer

The odometer shows accumulated travel distance integrating the input frequency. (example) : The odometer shows 10km for the following conditions : Input frequency 27.3Hz for 1 hour.

Transmission

Speedometer sensor

Speed sensor

(S/N 9001〜9050) ８５Ｗ６２０１６

62-51

Electric Detent Circuit

85ZIV-2

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 (optional) 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

φ 27

③

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.

62-52

Electric Detent Circuit

85ZIV-2

ELECTRICAL 62

Pilot valve For bucket control

Neutral

1 Dump

Roll back

For bucket control

For boom control

8 2

T 3 To tankport

4 5

P

6 From pumpport

7

To MCV oil packs

View from the rear ７０Ｖ６２０１４

７０Ｖ６２０１５

For boom control

Raise

Neutral

Down

1. Lever 2. Disc 3. Push rod 4. Spring seat 5. Spring for secondary pressure 6. Return spring 7. Spool 8. Detent magnet solenoid

Float

Coil resistance

To tank port ８５Ｗ４２１９

62-53

238 ± 10 Ω

Emergency Steering Circuit

85ZIV-2

ELECTRICAL 62

Emergency Steering Circuit Electrical Wiring Diagram

８５Ｅ６２０１６

Electrical Connection Diagram

８５Ｅ６２０１７

62-54

Cautions Regarding Elec. Circuit Check

85ZIV-2

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". Other silcone 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

62-55

Inserting waterproof round connector

Cautions Regarding Elec.Circuit Check

85ZIV-2

ELECTRICAL 62

When checking the conductivity or the voltage, follow the procedure below:

・ Square connector 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

How to attach the probes of the circuit tester to the square connector.

open connector side. 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.

62-56

Flow Chart for Troubleshooting

85ZIV-2

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 ?

・ 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.

On

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.

62-57

Judgment of Abnormal T/M Controller

85ZIV-2

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: Under that condition, check the position of the circuit protector switch (bottom side of controller) (on or off). (After turning the starter switch to the OFF position, turn on the circuit protector switch.) Circuit protector

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 connector CN2 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

Solution

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

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 CN2 CN1 power to connector CN1 (terminal 11: +24V/Terminal 12:Grounding). ① ② ③④ ⑤ ⑥ ⑦⑧ ⑨ ⑩ ⑪ 2. Directly inputting input signal Shortcircuit (connect) the terminals of connector CN1 using the probes of the tester or a jumper wire. ⑫ ⑬⑭ ⑮

Terminals to be connected

Input LED

Output LED

F

1-10

F&P

F&N

R

2-10

R&P

R&RR

Comparable Shift lever position

Input signal

1

3-10

1

1

2

4-10

2

2

3

5-10

3

3

A

4

6-10

4

Parking

7-10

P

Inching

8-10

I

62-58

1 2 3 4 5 6 7 8 9 10 11 12

+24V Jumper wire

Simulating "R" position of shift lever

On/Off Statuses of T/M Controller LED

85ZIV-2

ELECTRICAL 62

On/Off Statuses of Transmission Controller LED Indicator (S/N 85N3-9001〜9050) The transmission controller LED indicator should be on as shown below if the transmission controller is operating normally and inputs are correct.

Input side LED window Output side LED window

Inching switch

A

4

◎ ◎ ◎ ◎ ◎

Speed change

cancel

Inching

◎ ◎

◎ ◎

◎ ◎

LED on: During switch operation only

◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎

◎ ◎

LED on: In running status

◎ ◎

◎ ◎ ◎ ◎ ◎

◎

Clutch solenoid valve ・1 Clutch solenoid valve ・2

3

Clutch solenoid valve ・3

◎ ◎ ◎

Neutral relay

◎ ◎

◎

2

N

R1

◎ ◎

1

◎ ◎ ◎ ◎

◎ ◎ ◎ ◎ ◎

◎

◎ ◎ ◎

◎ ◎

◎

◎

◎ ◎

◎ ◎

◎

◎ ◎ ◎

◎

◎ ◎ ◎ ◎ ◎

◎ ◎

◎ ◎

◎ ◎

◎ ◎ ◎ ◎ ◎ ◎ ◎

◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎

RR

F1

R2

◎ ◎ ◎ ◎ ◎

Clutch solenoid valve ・R

Trimmer plug solenoid valve

◎

◎

Clutch solenoid valve ・F

Clutch solenoid valve ・4

F2 R2

◎ ◎ ◎ ◎ ◎

◎ ◎

F

4

◎

switch switching

3

PUS

2

R

D

Automatic shift

1

Remarks

双

Parking switch

I

A

R F1 F2 F F2 4 F2 R2 2

喪

P

3

・

Shift switch (PUS Sw)

2

←

Automatic shift cancel

S

1

←

M

F

・

Shift lever position ・A

R

◎ ◎ ◎ ◎

・

Shift lever position ・3

R

・

3 A

R

・

Shift lever position ・2

R

・

2

F

・

Shift lever position ・1

F

・

Shift lever position ・R

1

F

・

R

F

・

Shift lever position ・F

Backward

・

F

Forward

喪

◎-◎-◎ Related LED on

Normal running ("A" shows automatic shift position)

双

◎ LED on

Shift lever Machine condition position

In running status

◎

◎

X

Controller failure alarm relay ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎

BZ

Buzzer

SS

Speed sensor input signal

◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎

62-59

LED on: During switching

◎ ◎ ◎ ◎ ◎ ◎

LED on: In normal condition

◎ ◎

LED flashes depending on machine speed

On/Off Statuses of Transmission Controller LED Indicator 85ZIV-2

Output side LED window

Input side LED window

Circuit protector on when controller failure alarm is on

Emergency

Circuit protector OFF

Usual parking Neutral

◎-◎-◎ Related LED on

Other than neutral

◎ LED on

Shift lever Machine condition position

In parking status(during engine operation)

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 (PUS Sw)

P

Parking switch

I

Inching switch

F

Clutch solenoid valve ・F

R

Clutch solenoid valve ・R

◎

1

Clutch solenoid valve ・1

◎ ◎

2

Clutch solenoid valve ・2

◎ ◎

3

Clutch solenoid valve ・3

◎ ◎

4

Clutch solenoid valve ・4

D

Trimmer plug solenoid valve

◎

N

Neutral relay

◎

RR

Back-up relay

(◎)

X

Controller failure alarm relay

BZ

Buzzer

SS

Speed sensor input signal

◎ ◎ ◎

◎

◎

( ◎ ) : LED ON only shift lever in reverse position

62-60

ELECTRICAL 62

On/Off Statuses of T/M Controller LED

85ZIV-2

ELECTRICAL 62

On/Off Statuses of Transmission Controller LED Indicator (S/N 85N3-9051〜) The transmission controller LED indicator should be on as shown below if the transmission controller is operating normally and inputs are correct. Only the LED's related to the transmission circuit are shown.

Input side LED window Output side LED window

Automatic shift cancel

S

Shift switch (QUAD Sw)

P

Parking switch

1

2

3

A

1

2

3

A

4

◎

PUS (QUAD)

◎ ◎ ◎ ◎ ◎ ◎

◎ ◎

Inching

R F1 F2 F F2 F2 R2 R2 喪 双 喪 双 ↓ ↓ F1 R1 4 F2 R2 2

◎ ◎ ◎ ◎ ◎

Remarks

・

M

F

・

Shift lever position ・A

R

◎ ◎ ◎ ◎

・

Shift lever position ・3

R

・

3 A

R

・

Shift lever position ・2

R

・

Shift lever position ・1

2

F

・

1

F

・

Shift lever position ・R

F

・

Shift lever position ・F

F

・

F R

・

etc.)

Backward

switch switching

machine speed

Forward

Speed change

(depending on

Normal running ("A" shows automatic shift position)

cancel

◎-◎-◎ Related LED on

Automatic shift

◎ LED on

Shift lever Machine condition position

In running status

◎

◎ ◎

◎ ◎

◎ ◎ ◎ ◎ ◎

◎ ◎

◎ ◎

◎ ◎

LED on: During switch operation only

◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎

◎ ◎

LED on: In running status

◎

◎ ◎

◎ ◎ ◎ ◎ ◎

◎

I

Inching switch

F

Clutch solenoid valve ・F

R

Clutch solenoid valve ・R

1

Clutch solenoid valve ・1

2

Clutch solenoid valve ・2

3

Clutch solenoid valve ・3

◎ ◎

4

Clutch solenoid valve ・4

◎

◎ ◎ ◎ ◎

◎ ◎ ◎ ◎ ◎

◎

◎ ◎ ◎

◎ ◎

◎

◎ ◎

◎

◎

◎ ◎ ◎ ◎ ◎

◎ ◎ ◎ ◎ ◎

◎ ◎ ◎

◎ ◎ ◎ ◎ ◎

D N

Neutral relay ◎ ◎ ◎ ◎

RR

◎

◎

X

Controller failure alarm relay ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎

BZ

Buzzer

SS

Speed sensor input signal

◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎ ◎

62-61

◎ ◎ ◎ ◎

LED on: In normal condition

◎ ◎

LED flashes depending on machine speed

On/Off Statuses of T/M Controller LED

85ZIV-2

Output side LED window

Input side LED window

Circuit protector on when controller failure alarm is on

Circuit protector OFF

Emergency

switch position)

Usual parking

(depending on input

Neutral

◎-◎-◎ Related LED on

Other than neutral

◎ LED on

Shift lever Machine condition position

In parking status(during engine operation)

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 (QUAD Sw)

P

Parking switch

I

Inching switch

F

Clutch solenoid valve ・F

R

Clutch solenoid valve ・R

◎

1

Clutch solenoid valve ・1

◎ ◎

2

Clutch solenoid valve ・2

◎ ◎

3

Clutch solenoid valve ・3

◎ ◎

4

Clutch solenoid valve ・4

◎

D N

Neutral relay

RR

Back-up relay

X

Controller failure alarm relay

BZ

Buzzer

SS

Speed sensor input signal

◎ (◎) ◎ ◎ ◎

◎

◎

( ◎ ) : LED ON only shift lever in reverse position

62-62

ELECTRICAL 62

Function of Diagnostic System

85ZIV-2

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)

62-63

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.

Function of Diagnostic System

85ZIV-2

ELECTRICAL 62

Function of Diagnostic Memory Data Warning monitor control １

２ ３ ４

km/h

000000 1/10h

AUTO N 4 3 2 1

５ ６ ７ ８ ９

1. 2. 3. 4. 5.

Automatic shift Centralized alarm Controller failure alarm Low air pressure alarm Brake alarm

6. Low engine oil pressure alarm 7. Engine water temperature alarm 8. Torque converter (T/M)oil temperature alarm 9. Air cleaner clogging alarm

(1) If there was some abnormality found more than 2 seconds for T/M oil temp., E/G water temp., and Air cleaner during engine running, abnormal condition is memorized in the controller memory.

(4) After confirming the bulb is not burnt out, if there was some abnormality found more than 2 seconds for air press., abnormal condition is memorized in the controller memory.

(2) After confirming the bulb is not burnt out, if there was some abnormality found more than 2 seconds for E/G oil press., during engine running, abnormal condition is memorized in the controller memory.

(5) After confirming the bulb is not burnt out, if there was some abnormality found for air master stroke end during engine running, immediately abnormal condition is memorized in the controller memory.

(3) After confirming the bulb is not burnt out, if there was some abnormality found more than 2 seconds for brake oil level during engine running, abnormal condition is memorized in the controller memory.

62-64

Function of Diagnostic System

85ZIV-2

ELECTRICAL 62

Failure Code

Transmission Output Circuit Malfunction

Machine System Input Malfunction

Transmission Input Circuit Malfunction

The failure code is indicated in the failure code inspection window of the controller. code Failure 11 12

Shift lever F and R contacts ON at the same time Shift lever any of more than two 1・ 2・3・A contacts on the same time

Detection Condition

Mode

In case the failure continues for more than 3 seconds

A

The same as the above

A

In case all 1・2・3・A signal OFF continues for more than

23

Shift lever all 1・2・3・A contacts OFF

25

QUAD switch malfunction

26

Inching switch malfunction

31

Air cleaner element clogging

In case the failure continues for more than 2 seconds

B

32

Transmission oil temperature high

The same as the above

B

33

Engine water temperature high

The same as the above

B

34

Engine oil pressure low

35

Air pressure low

In case the failure continues for more than 2 seconds

B

36

Air master stroke end

In case the stroke sensor is pushed out immediately

B

37

Brake oil level low

In case the failure continues for more than 2 seconds

B

51

1st solenoid valve malfunction

Output circuit is open or disconnected

A

52

2nd solenoid valve malfunction

The same as the above

A

53

3rd solenoid valve malfunction

The same as the above

A

54

4th solenoid valve malfunction

The same as the above

A

55

F solenoid valve malfunction

The same as the above

A

56

R solenoid valve malfunction

The same as the above

A

72

Machine speed sensor malfunction

Input circuit is disconnected

A

81

F・1 solenoid valve malfunction

Output circuit is open or disconnected

A

82

F・2 solenoid valve malfunction

The same as the above

A

3 seconds In case the switch is ON for more than 10 seconds In case the switch is ON for more than 3 minutes

In case the failure continues for more than 2 seconds during engine running

62-65

A A A

B

Function of Diagnostic System

Failure

code

Transmission Output Circuit Malfunction

85ZIV-2

ELECTRICAL 62

Detection Condition

Mode

83

F・3 solenoid valve malfunction

The same as the above

A

84

F・4 solenoid valve malfunction

The same as the above

A

85

R・1 solenoid valve malfunction

The same as the above

A

86

R・2 solenoid valve malfunction

The same as the above

A

87

R・3 solenoid valve malfunction

The same as the above

A

88

R・4 solenoid valve malfunction

The same as the above

A

FF

No failure record memorized

Note: Mode A : Transmission control input/output circuit malfunction. 1) If there was some abnormality during engine running, abnormal condition is memorized in the controller memory. 2) If more than one failure code is in memory the newest failure code will be displayed first (1 time only).

Mode B : Malfunction at chassis side. 1) If there was some abnormality, abnormal condition is memorized in the controller memory during engine running only. 2) If the failure code memorized is more than one the newer failure code flashes on and off first in order.

62-66

Function of Diagnostic System

85ZIV-2

ELECTRICAL 62

Diagnostic (Controller) 1. Failure code indication for current failure: If more than one failure code is stored in memory the current one is displayed first. To review older failure codes switch ON the diagnostic switch. 2. Shift lever failure detection codes (codes 11, 12, 23): Codes 11 and 12 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 normality in all but one speed.

7. 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 shown "FF". If the machine will not move and "FF" is displayed check the input LED's to be sure there are no open circuit (except code 23 which is for speed circuits 〔 1,2,3,A 〕only) from the shift lever will not be stored in memory.

3. QUAD 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. If, for some reason, the operator does hold the switch down for more than 10 seconds the code 25 will be stored in the controller but the machine will operate normally. 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 normary. 5. Solenoid open circuit codes (codes 51 〜 56, 81 〜 88): 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. 6. Machine speed sensor malfunction (code 72) indicates the machine speed sensor is internally open or the wiring between the sensor and the controller is disconnected or broken. 62-67

Function of Diagnostic System

85ZIV-2

ELECTRICAL 62

Failure History Indication and Deletion 1. Failure history indication When the starter switch is ON (but no engine started), place the diagnostic switch to ON position. About 2 seconds later, the autoshift indicator lamp AUTO and all warning lamps on the instrument panel light up and the indication of "FF" on the diagnosis display window comes to disappear. After that in a moment place the diagnostic switch to OFF position. The failure code is displayed on the diagnosis display window of the controller. If fail to do this, no failure code is displayed on the diagnosis display window of the controller.

・Failure history indication

2. Failure history deletion When the starter switch is ON (but no engine started), place the reset switch to ON position. About 3 seconds later, the autoshift indicator lamp AUTO and all warning lamps on the instrument panel light up and the indication of "FF" on the diagnosis display window comes to disappear. After that in a moment place the reset switch to OFF position. The indication of "PP" is displayed on the diagnosis display window of the controller and at the same time the buzzer sounds. Then the failure history deletion is completed. If fail to do this, no failure history deletion is completed.

2sec

Diag.sw 1.5 1.0 sec sec

3sec

Warning lamp All warning lamp

Each warning lamp

AUTO All warning lamps (Except centralized warning lamp)

Controller (7seg)

1.0 sec

1.0 sec

T/M control Input/output circuit malfunction

Malfunction at chassis side

・Failure history deletion Reset sw

3sec 2sec

Failure history deletion completely

Buzzer

All warning lamps (Except centralized warning lamp) All warning lamp

Warning lamp

Controller (7seg) 1.5sec

62-68

2sec

3sec

Function of Diagnostic System

85ZIV-2

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)Harness assembly (B) Part Number : 33191-52950 2. Connection procedure

Diag.SW

Reset SW OFF

ON OFF

(A)

Controller

8P

21P

ON

21P

6P

G

R

Y

B

Connect

B Y

R

Y

(B)

R B

62-69

Checking Shift Lever Input Circuit

85ZIV-2

ELECTRICAL 62

Checking Shift Lever Input Circuit 〔Transmission controller LED indicator〕 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

Shift lever assembly

disconnection

Abnormal

Shortcircuit

Connector B4

If the judgment is abnormal, follow the check procedure below:

A

<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).

Disconnection check: 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

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

1st speed (GW)

2nd speed (GL) 3rd speed (GY) Speed common grounding (B)

F(GR) Unused

Conductive (Resistance

R(GB)

Normal

F/R common grounding(BY)

0Ω)

Shortcircuit check: Terminals to be checked

Details of connector (viewed from A)

A speed (G)

If the line is not conductive, judge that the switch or wire is damaged or defective.

Shift lever position

85V62012

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.

62-70

Checking Shift Lever Input Circuit

85ZIV-2

ELECTRICAL 62

<Step 2> Checking conductivity of shift lever input circuit cable Connect connector B4 to the shift lever, and disconnect connector CN1 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

Check result Judgment

Conductive

Normal

If a line is not conductive, judge that the cable is defective. Also check that only the above terminals are Shift lever circuit conductive. Other wise there could be a short circuit in the wiring. Transmission controller

Output side LED

Input side LED

Circuit protector

CN1 CN3 (White)

CN2 CN4 (Blue)

T/M controller unit

８５Ｗ６２０１８

<Solution>If a cable is defective, repair or replace it.

62-71

Checking Inching(declutch)Input Circuit

85ZIV-2

ELECTRICAL 62

Checking Inching (declutch) Input Circuit 〔Transmission controller LED indicator〕

ON

OFF

Transmission cut-off monitor lamp

Input LED " I " Brake pedal

Judgment

Remarks

Pressed down Released

◎

-

-

-

◎

◎

-

-

Normal Abnormal

Transmission cut-off switch

Checking conditions 1) Engine "OFF" key "ON" 2 2) Air pressure above 490kPa(5kgf/cm ) 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.

Disconnect

Inching impossible

Defective sw or shortcircuit

Machine stays in the inching (declutch) mode

Normal

Inching function cancel

◎ On - Off

<Step 1> Checking inching switch Ｃｏｎｎｅｃ ｔ ｏｒ Ｃ４

Check that the brake air pressure is 216± 2 20kPa(2.2±0.2kgf/cm ) or more. After that, press down the left brake pedal, and check the resistance of the inching switch at the connector C4. If the connector resistance dose not change from ∞Ω to 0 Ω, the piston of the switch is sticking, or the cable is disconnected. Repair or replace the defective unit.

６５Ｖ６２００８

Setting Air pressure : 177±20kPa (1.8±0.2kgf/cm2) or less

Between both terminals : OFF

Air pressure : 216 ± 20kPa 2 (2.2±0.2kgf/cm ) or more

〃

62-72

: ON

Checking Inching(declutch)Input Circuit

85ZIV-2

ELECTRICAL 62

<Step 2> Checking

transmission cut-off switch assembly Disconnect the A2 connector of the transmission cut-off switch assembly from the instrument panel. Perform conductivity test using a tester.

ON

OFF

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

Judgment (Test switch here)

Normal

0Ω 0Ω(other than∞Ω )

Abnormal

Terminals to be checked

Disconnect Shortcircuit

Cable-side connector

<Step 3> Checking cable ６５Ｖ６２００４

If the inching pressure switch and transmission cut-off switch are not defective, judge that the cable or connector is defective. <Solution> Repair or replace the defective unit. Inching input circuit +24V 15A

ON

"Transmission cut-off" monitor lamp

Transmission controller CN1

OFF A6 2

Transmission cut-off switch

Inching switch

A2

B LgY

3 6

LLg

5

LgR

G B

C4

LgR BY

８５Ｗ６２０２１

62-73

Checking PUS Switch Input Circuit

85ZIV-2

ELECTRICAL 62

Checking PUS Switch Input Circuit 〔While traveling at the 2nd speed, turn on the PUS 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 PUS switch does not shift the speed. 〔Checking transmission controller input LED indicator〕 Check that the transmission controller "S" LED indicator lights when the PUS switch is turned on. LED

Judgment

ON

Normal

OFF

Abnormal

E1 2

Disconnect

If the "S" indicator does not light: Checking PUS switch: Disconnect the switch E1 connectors. Check that the terminal line is conductive (0Ω) when the switch is depressed.

Transmission controller CN1

<Solution> If the switch is defective (non-conductive), replace it. If the switch is not defective, judge that the cable or connector between the transmission controller and switch is defective. Repair or replace the defective unit.

８５Ｗ６２０２３

62-74

Checking Speed Sensor Input Circuit

85ZIV-2

ELECTRICAL 62

Checking 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 input LED "SS" while the machine is moving at 1〜5km/H. Check the speed sensor by checking the transmission controller "SS" LED indicator. 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 49N・m (5kgf m) ・

<Step 1> Checking sensor Note: No need for the clearance adjustment.

８５Ｅ６２０１８

Checking sensor for disconnection : 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

<Solution> If the sensor is defective, replace it. If the sensor is not defective, the cable or connector between the sensor and the transmission controller is defective. Repair or replace the defective unit. Transmission

Sensor for speed

Speed meter sensor

(S/N 9001〜9050) ８５Ｗ６２０２６

62-75

Checking Solenoid Valve Output Circuit

85ZIV-2

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 circuit protector is turned off.

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.

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 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. 26Ω

Normal

Disconnect ∞Ω short 0 Ω

Abnormal

Manual operation knob

To check the coil and the diode : Use an analog (needle type) volt-0hm meter (V0m) 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 readig 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.

Checking valve for sticking 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.

62-76

Chassis side harness

９０Ｅ６２０２１

Checking Solenoid Valve Output Circuit

85ZIV-2

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 level ground, and lower the bucket onto the groung. ・ Block the tires with chocks to prevent them from moving.

<Step 2> Checking output circuit and cable 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 LY and LB 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 on) To check the 4th speed connector, be sure to cancel the automatic shift function.

IMPORTANT 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 Terminals to be checked

Voltage

Judgment

Between terminals L B and body grounding (For 1st speed solenoid)

Approx. 24V

Normal

Approx. 0V

Abnormal

Checking negative cable Terminals tobe checked

Voltage

Judgment

Between terminals LY and body grounding (For 1st speed solenoid)

Approx. 1V

Normal

Approx. 24V

Abnormal

<Solution> If the voltage is abnormal, judge that the cable is disconnected. In this case, check the next connector (G7 shown in the figure), and find the defective unit. Repair or replace the defective unit. ・

62-77

ELECTRICAL 62

Checking Trimmer Plug Solenoid Valve

85ZIV-2

ELECTRICAL 62

Checking Trimmer Plug Solenoid Valve Problems and causes of trimmer plug solenoid valve malfunction and abnormal clutch oil pressure Clutch solenoid valve

Clutch oil pressure

Cause

Just after clutch switching

Disconnected cable or sticking 1.3〜1.5MPa valve at 2 (13〜15kgf/cm ) non-energized position Sticking valve at energized position

Approx. 0.4MPa 2 (4kgf/cm )

Problem

Several seconds after switching

A shock will be applied to the machine when the speed is changed.

←

Clutch switching ON OFF

ON

Trimmer plug solenoid valve

OFF Sticking in non-excited status

No power Frequent slip

←

Clutch switching complete

t0

t1 1.3〜1.5MPa (13〜15kgf/cm2) (Engine middle speed)

Note : The same problems occur when the clutch pressure regulator valve is sticking. Therefore, if the solenoid valve is not defective, check the regulator valve. Low pressure condition can also be caused by debris (like o-ring pieces or gasket pieces) sticking in the solenoid valve.

Normal Pressure Approx. 0.4MPa 2 (4kgf/cm ) Approx. 1.2sec ８５Ｅ６２０１９

<Step 1> Checking solenoid valve Measuring coil resistance 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. 26Ω

Normal

Disconnect ∞Ω

Abnormal

Sticking at excited status

Trimmer plug chamber

To transmission oil pan via trimmer spring chamber

Checking valve for sticking 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. Disassemble, clean, inspect and reassemble and retest the solenoid valve. <Solution> If the coil is disconnected or the valve is sticking, replace the defective unit as an assembly.

62-78

Checking Trimmer Plug Solenoid Valve

85ZIV-2

<Step 2> Checking output circuit and cable Disconnect the M7 connector from the trimmer plug, and set the starter switch to the ON position. Measure the voltage of the connector terminal on the cable side using a tester. Note that the voltage reading occurs for 1-2 seconds just after shifting the shift lever.

IMPORTANT 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 Terminals to be checked

Voltage

Judgment

Between terminals LB and body grounding (For D trimmer solenoid)

Approx. 24V

Normal

Approx. 0V

Abnormal

Checking negative cable Terminals to be checked

Voltage

Between terminals LP and body grounding (For D trimmer solenoid)

Judgment

Approx. 1V

Normal

Approx. 24V

Abnormal

<Solution> If the voltage is abnormal, judge that the cable is disconnected or broken. In this case, check the next connector (G7 shown in the figure), and find the defective unit. Repair or replace the defective unit.

62-79

ELECTRICAL 62

Checking Neutral Relay Circuit

85ZIV-2

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 defective.

<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. (Normal=24V) ②Checking positive cable Terminals to be checked

Voltage

Judgment

Between terminals L g and body ground

Approx. 24V

Normal

Approx. 0V

Abnormal

③Checking negative cable Terminals to be checked

Voltage

Judgment

Between terminals Sbp and body ground

Approx. 1V

Normal

Approx. 24V

Abnormal

<Solution> If the voltage is abnormal, judge that the cable is disconnected or short circuited. replace the cable.

Repair or

<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.

62-80

Checking Parking Brake Circuit

85ZIV-2

ELECTRICAL 62

Checking Parking Brake Circuit Problem :The parking brake cannot be applied or cannot be released. 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.

Checking solenoid valve for sticking Feed compressed air into the air tank. Turn the manual operation knob of the solenoid valve 90 ° to set the knob to the ON position. Check that the parking brake can be manually applied or released. If it cannnot be applied or released, the solenoid valve is sticking. <Solution> If the coil is defective or the valve is sticking, replace the valve assembly.

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 the parking switch should be at the OFF position.

Checking positive cable Terminals to be checked

Voltage

Between terminals L and body grounding (Parking brake solenoid)

Judgment

Approx. 24V

Normal

Approx. 0V

Abnormal

Checking negative cable Terminals to be checked

Voltage

Judgment

Between terminals LgG 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 G1 connector in the same way. Find the defective cable, and then repair or replace the cable. <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. 290Ω

Normal

Disconnect ∞Ω or short circuited 0 Ω

Abnormal

62-81

Checking Engine Stop Circuit

85ZIV-2

ELECTRICAL 62

Checking Engine Stop Circuit Fuse inside the control box

AIRCON

<Step 2> Checking fuse

SPARE

Check fuse F13(5A) in the fuse box and fusible link(30A). <Solution> If a fuse is defective, replace it. Also determine if there is a cause for the blown fuse and correct the problem.

E/G STOP MOTOR NEUTRAL RELAY BATTERY RELAY

5A

AIRCON

Open

5A

Abnormal Both are non-conductive

SAFETY RELAY

5A

AIRCON Shortcircuit

4 WAY FLASHER HORN PREHEAT

F10 F11 F12 F13 F14 F15

Conductive Both are conductive

R. WINDOW HEATING

F9

1-3 Reverse the positive and negative sides Reverse the positive and negative sides

SPARE

F8

SPARE

Normal

SPARE

F7

Conductive

BUZZER INSTRUMENT PANEL

15A 15A 20A 15A 15A 5A

2-3

SPARE

PARKING BRAKE CONTROLLER

F6

F19 F20 F21 F22 F23 F24 F25 F26 F27 F28 F29 F30

Non-conductive

SPARE

5A 20A 20A 20A

3-1

Judgment

5A

Non-conductive

SPARE

5A

3-2

CIGARET LIGHTER

10A 10A

Conductivity

Negative side Positive side of of tester tester

RADIO

3A

Terminals to be checked

F. WORK LIGHT

F. WIPER

If the inside of the diode is shortcircuited, the voltage generated by the alternator is continuously applied to the fuel solenoid valve. In this case, the engine will not stop even if the starter switch is set to the OFF position. Disconnect connector P5 where the diode unit is located. Check the conductivity of the terminals on the diode side.

F5

F18

BACK LAMP STOP LAMP TURN SIGNAL

10A 10A 10A

<Step 1> Checking diode unit

F4

F17

5A

BOOM KICKOUT BUCKET POSITIONER

R. WIPER

F3

5A

R. WORK LIGHT

F2

FR. WIPER

F1

F16

LIGHTING HEAD LIGHT

20A 10A 10A 15A 10A 5A

FL. WIPER

5A

Turn the starter switch to the OFF position. If the engine is not stopped, the cause may be one of the following electrical causes. ・ Defective diode unit ・ Defective starter switch ・ Others: Defective cable or connector Note : To stop the engine remove fuse for the fuel valve.

Harness side Ｐ３０２ Ｐ４０７ Ｐ４０８５

Ｐ５

WV:To battery relay WR:To starter switch terminal BR (via F15), engine stop relay B:Ground Diode storage section ８５Ｗ６２０３９

Note: If the circuit tester is the digital (number indication)type, reverse the tester probe attachement sides compared with the above figure.

<Solution> If the diode unit is defective, replace the diode unit.

62-82

Checking Engine Stop Circuit

85ZIV-2

ELECTRICAL 62

<Step 3> Checking connector of stop motor Disconnect connector G2 from the stop motor. Check the conductivity between the connector terminals on the cable side. Starter position OFF ON

Terminals to be checked

Resistance

L-LY

0 Ω (closed)

L-LW

∞Ω (open)

L-LY

∞Ω (open)

L-LW

0 Ω (closed)

Other than above

Judgment

Normal

Abnormal

<Solution> If the above check result is "normal", the stop motor is defective. Replace the stop motor assembly. If the above check result is "abnormal", go to the next step.

F3

<Step 4> Checking stop relay Disconnect connector F3 from the stop relay. Set the starter switch to the "ON" position, and then measure the voltage of the terminal on the cable side using a tester. Terminals to be checked

B-WR

Voltage

Judgment

Approx. 24V

Normal

(0V)

Abnormal(disconnection)

<Solution> If disconnection is detected, check the starter switch (step5), then repair or replace the cable if defective. ８５Ｗ６２０４１

Checking stop relay The stop relay is the same type as the neutral relay, back-up lamp relay, and controller failure relay. Therefore, to check the stop relay, replace the stop relay with one of these relays, and start and stop the engine. If the engine stops normally replace the defective relay. <Solution> If a unit is defective, replace it as an assembly.

62-83

Checking Engine Stop Circuit

85ZIV-2

ELECTRICAL 62

<Step 5> Checking starter switch Disconnect the connector from the starter switch. While turning the switch on and off, check the resistance between the terminals. Starter position OFF Run

Terminals to be checked

Resistance

Judgment

W-WR

∞Ω

Normal

W-WR

0Ω

Normal

W-WR

∞Ω

Abnormal

Rear surface of starter switch ＢＧ

６５Ｋ６２０２７

<Solution> If the switch is defective, replace it as an assembly.

62-84

Checking Gauge Circuit

85ZIV-2

ELECTRICAL 62

Checking Gauge Circuit The sensors respectively 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.

<Step 1> Checking sensor signal Disconnect connector A4 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).

Air pressure sensor Pressure (kgf/cm2)

5

8

Resistance between terminal and body ( Ω )

31.9

17.2

Torque converter oil temperature and engine water temperature

Temperature of detection area ( ° C)

60

80

100

120

Resistance between terminal and body ( 56.3 Ω)

29.5

16.2

10

Fuel level sensor Fuel level

E

F

Resistance between two terminals ( Ω )

80

10

62-85

Instrument panel

Ground Air pressure Fuel level

A4

Torque converter temperature Engine water temperature ８５Ｅ６２０２０

Checking Gauge Circuit

85ZIV-2

ELECTRICAL 62

<Step 2> Checking gauge

Sensor

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.

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