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SHOP MANUAL

95ZV SHOP MANUAL

WHEEL DOZER

95ZV

93215-00292

September 2007

General Information Standard Measurement Values for Performance Check Function & Structure Check & Adjustment

General Information Function & Structure

93215-00292

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. For the engine, refer to the engine Shop Manual provided by the engine manufacturer. 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 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 blade 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 (20kgf (40 lbs) 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 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

Weight

Description Shows the condition or procedure that will be useful or efficient in doing service work. Shows the weight of a part or unit. The weight should be considered in selecting wire rope or cable for slinging work or determining the working posture.

Shows the tightening torque of a section that Tightening should be carefully tightened during assembly torque work.

Coating

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

Oil or water supply

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

Drainage

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

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.

Abbreviation To save space, abbreviations are used in sentences. To understand the contents of this manual, refer to the following abbreviation list. E/G........Engine T/C ........Torque converter T/M........Transmission SOL.......Solenoid valve SW ........Switch F............Front or Forward QUAD ...Quick up and Down switch A/M .......Auto/Manual

B ...........Battery R ...........Rear or Reverse RH.........Right hand side LH .........Left hand side H ...........High L............Low GND......Ground OPT ......Option (4)

Assy ......Assembly 1st .........1st speed 2nd........2nd speed 3rd.........3rd speed 4th.........4th speed M/C .......Machine min-1 ......RPM

OUTLINE ........................................................................00-1 MEASUREMENT FOR PERFORMANCE CHECK .........03-1 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

MEMO

OUTLINE 00 Layout of Main Components .......................................................................00-2 Recommended Lubricants ..........................................................................00-3 Coolant .......................................................................................................00-4 Lubrication Chart ........................................................................................00-5 Weight of Main Components ......................................................................00-6 Bolt Tightening Torque ...............................................................................00-7 Hose Band Tightening Torque ..................................................................00-10 Liquid Gasket and Screw Lock Agent .......................................................00-11 Cautions Regarding Welding Repair Service ...........................................00-12

00-1

Layout of Main Components

95ZV

OUTLINE 00

Layout of Main Components 7

8 6 4

9 1

17 10

15 11

1. Engine assembly (Cummins QSX-15) 2. Transmission/Torque converter assy 3. Hydraulic pump 4. Multiple control valve 5. Steering valve 6. Pilot valve (for blade) 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 (water-to-oil type) 16. T/C oil cooler (lower tank of radiator) 17. Charge air cooler 18. Fuel cooler 19. Front parking brake 20. Parking brake 21. Fan motor

00-2

16 95DZ00001

Recommended Lubricants

95ZV

OUTLINE 00

Recommended Lubricants Refill Capacity (Approximate)

Kind of Oil

Ambient Temperature(C°) -30

-20

-10

Change Interval (Hours)

SAE10W-30

Engine

Transmission

Engine oil (CH4 or CG4)

45.4 liter

250

SAE10W SAE15W-40 SAE10W

Engine oil

55 liter

1,000

ATF

ISO VG46

∗1

Hydraulic tank

Hydraulic oil

145 liter

Differential & Planetary

Gear oil(GL-5) Engine oil(CD)

front:100 liter Rear:100 liter

Fuel tank

Diesel fuel

560 liter

2,000

ISO VG32 Gear oil SAE90 Engine oil SAE40 or SAE50

2,000

ASTM D975 No.2

daily

ASTM D975 No.1

Note: ✽1 shows "Hydraulic tank oil capacity at level gauge center." Engine

Use oil that meets engine oil classification API CH4 or CG4.

Transmission

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

Hydraulic System

Use industrial-type hydraulic oils which are certified by suppliers having anti-wear, anti-foam, anti-rust and anti-oxidation additive properties for heavy duty use. Use of the wrong viscosity of oil can cause improper operation of hydraulic functions or premature pump failure.

Differential & Planetary

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

Lubricating Grease

Use multipurpose-type EP/MOLY grease for most applications. NLGI NO.2 grease is suitable for most temperatures. NLGI NO.1 or NO.0 grease for extremely low temperature. Use lithium base grease for a needle bearing. Requirements for diesel fuel

Specifications

Diesel Fuel Flash Point

°C.

Grade No.1-D

min.

Water and Sediment

% vol.

Distillation Temperature °C

90 % vol.

recovered

Kinematic Viscosity mm /s at 40 °C Ash % mass

0.05

max.

288

338

min. max.

1.3 2.4

1.9 4.1

0.01

max.

Grade No.2-D

max.

Sulfer % mass

max.

0.50

Cetane Number

min.

0.15

0.35

Carbon residue on 10 % distillation residue % mass

00-3

max.

Coolant

95ZV

OUTLINE 00

Coolant Coolant Specification The machine is originally filled with Long Life Coolant which need not be replaced for the first two years or 3,000 hours. If Long Life Coolant (permanent type) is not used for the replacement, it should be replaced every six months.

Recommended Mixture of Antifreeze Expected Minimum Ambient Temperature

-35°C

-30°C

-25°C

-20°C

-15°C

Pure Water

(liter)

45.0

50.0

55.0

59.5

64.0

Antifreeze

(liter)

51.0

46.0

41.0

36.5

32.0

Mixture Ratio (%)

• Too much antifreeze in the coolant mixture may cause engine overheating. Keep 33 % antifreeze mixture (same as the mixture for a minimum ambient temperature of -15 °C) if the engine overheats in a high ambient temperature. • Do not use hard water or water with high levels of calcium and magnesium ions as the coolant water.

IMPORTANT Do not mix different brands of antifreeze because they each contain special additives. Careless mixing often diminishes the effect of these additives that causes the packing damage or water leakage.

00-4

Lubrication Chart

95ZV

OUTLINE 00

Lubrication Chart DIFF& GEAR BOX

HYD. OIL TANK

PILLOW UNIT

DIFF TRANSMISSION

DIFF& GEAR BOX DIFF

EVERY 2000Hr EVERY 1000Hr

ENGINE OIL PAN

EVERY 250Hr EVERY 50Hr

DOZER BLADE SYSTEM

BLADE

STEERING CYL.

EVERY DAY

G CENTER PIN

2ND PROPELLER SHAFT

AXLE SUPPORT

3RD PROPELLER SHAFT 95DZ00002

........Grease point ........Check and add if necessary ........Oil replacement

G .........Multipurpose grease GO .......Gear oil EO .......Engine oil

00-5

HO .......Hydraulic oil TO ........Engine oil

Weight of Main Components

95ZV

OUTLINE 00

Weight of Main Components Part name

Approx. Weight (kg)

Blade

2,160

Arm

830

Item Unit name

Screen board Engine room

Chassis

system

Other

Roof

Radiator guard

200

Side cover

30/pc 270

Excluding oil

Fuel tank

300

Excluding fuel

Floor board

250

Including ope. board, instrument panel and control box

Cab (Rops)

620

Left side

With handrail

Right side

With handrail

Front chassis

6,200

Rear chassis

2,520

Counter weight

1,920

Front weight

2,100

Engine

1,700

Excluding oil

Radiator assembly

700

Excluding water and oil

Transmission

1,310

Excluding oil

Second propeller shaft

100

Third propeller shaft

Front axle assembly

1,970

Excluding tires and oil

Rear axle assembly

2,130

Excluding tires and oil (Including axle support)

Differential

Hydraulic

180

Hydraulic tank

Deck

Power line

Remarks

Front

350

Rear

360

Multiple control valve

Steering valve

Gear pump

Fan motor

Blade cylinder

245

Excluding oil

Blade tilt cylinder

120/pc

Excluding oil

Steering cylinder

50/pc

Excluding oil

Tire

870/pc

29.5-R25 (L3) with rim

Battery

60/pc

Double pump

00-6

Bolt Tightening Torque

95ZV

OUTLINE 00

Bolt Tightening Torque Hexagon Bolt 1) Thread type: Metric thread Unified thread 2) Bolt strength: 8.8 (8T) ~ 10.9 (11T) 3) Thread pitch: Metric thread: Coarse pitch thread (C), fine pitch thread (F) Unified thread: Coarse pitch thread (UNC), fine pitch thread (UNF) (N-m) Bolt strength

Bolt size Type

Metric thread

Nominal Dimension

Nominal Dia.

Pitch

8.8 (8T)

10.9 (11T)

M10

(F) 1.25

M12

132

(F) 1.25

142

M14

142

206

(F) 1.5

152

221

M16

216

314

(F) 1.5

226

330

M18

299

436

(F) 1.5

324

476

M20

417

608

(F) 1.5

451

662

559

814

(F) 1.5

598

878

721

1,030

(F) 2.0

770

1,128

1,030

1,520

(F) 2.0

1,128

1,618

1,422

2,109

(F) 2.0

1,569

2,256

1,912

2,844

M22 M24 M27 M30

Unified thread

22 24 27 30

M33

(F) 2.0

2,059

3,040

5/16

18 UNC

3/8

16 UNC

7/16

14 UNC

103

1/2

13 UNC

103

147

9/16

12 UNC

147

216

5/8

11 UNC

201

294

3/4

10 UNC

358

525

7/8

9 UNC

554

809

8 UNC

868

1,275

Note: Tighten the bolts according to the above list, unless otherwise specified.

00-7

Bolt Tightening Torque

95ZV

OUTLINE 00

(kgf-m) Bolt strength

Bolt size Type

Metric thread

Nominal Dimension

Nominal Dia.

Pitch

8.8 (8T)

10.9 (11T)

2.7

3.9

M10

5.4

7.8

(F) 1.25

5.6

8.2

M12

9.2

13.5

(F) 1.25

9.8

14.5

M14

14.5

21.0

(F) 1.5

15.5

22.5

M16

22.0

32.0

(F) 1.5

23.0

33.7

M18

30.5

44.5

(F) 1.5

33.0

48.5

M20

42.5

62.0

(F) 1.5

46.0

67.5

57.0

83.0

(F) 1.5

61.0

89.5

73.5

105.0

(F) 2.0

78.5

115.0

105.0

155.0

(F) 2.0

115.0

165.0

145.0

215.0

(F) 2.0

160.0

230.0

195.0

290.0

M22 M24 M27 M30

Unified thread

22 24 27 30

M33

(F) 2.0

210.0

310.0

5/16

18 UNC

2.5

3.6

3/8

16 UNC

4.5

6.6

7/16

14 UNC

7.2

10.5

1/2

13 UNC

10.5

15.0

9/16

12 UNC

15.0

22.0

5/8

11 UNC

20.5

30.0

3/4

10 UNC

36.5

53.5

7/8

9 UNC

56.5

82.5

8 UNC

88.5

130.0

Note: Tighten the bolts according to the above list, unless otherwise specified.

00-8

Bolt Tightening Torque

95ZV

OUTLINE 00

Flanged Hexagon Bolt 1) Bolt type: Metric thread 2) Bolt strength: 8.8 (8T) 3) Thread pitch: Coarse pitch thread (C)

(N-m) Bolt size Type

Metric thread

Bolt strength

Nominal Dimension

Pitch

8.8 (8T)

0.8

1.25

M10

1.5

M12

1.75

M16

231

M20

2.5

441

M24

765

(kgf-m) Bolt strength

Bolt size Type

Metric thread

Nominal Dimension

Pitch

8.8 (8T)

0.8

0.7

1.2

1.25

2.9

M10

1.5

5.4

M12

1.75

9.6

M16

23.5

M20

2.5

45.0

M24

78.0

00-9

Hose Band Tightening Torque

95ZV

OUTLINE 00

Hose Band Tightening Torque Low pressure hose (heat resisting hose)

Hose band

Tightening torque

(N-m)

(kgf-cm)

1.6

Tightening torque (N-m)

Tightening torque (kgf-cm)

1.6

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

16.5

HH022W

18.5

HH022W

20.5

HH022W

22.0

HH023W

24.5

HH027W

26.0

HH027W

29.0

HH031W

30.5

HH031W

32.0

HH038W

34.0

HH038W

39.5

HH044W

41.5

HH044W

46.0

HH052W

48.0

HH052W

54.0

HH057W

70.5

HH076W

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 10~20 mm

00-10

35C00001

Pipe

Liquid Gasket and Screw Lock Agent

95ZV

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

Screw Lock Agent

Code

Manufacturer

Product name

AA01

Loctite

Plastic Gasket 568

AA02

Loctite

Hydraulic sealant

AA03

Three Bond

Three Bond 1215

AB01

Loctite ®

Loctite ® 262

AB02

Three Bond

Three Bond 1327

AB03

Three Bond

Three Bond 1374

Cautions regarding parts removal 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°C) 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. Cautions regarding reassembly To reassemble 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 fastener installation.

Screw lock agent application procedure Through-hole Apply screw lock agent one or two lines on the male threads. Screw lock agent

65ZV00002

Blind hole Apply screw lock agent all-round on the female threads at 1/3 of the female thread length from the bottom.

H Abt 1/3H

65ZV00003

How to wind a seal tape To avoid a piece of seal tape left in the circuit, leave 1 or 2 screws from the end of the thread and start threading it clockwise. Seal tape

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 ® Primer T cleans threads and speeds curing time. Antiseize Agent

Leave 1~2 screw 65ZV00004

Code

Manufacturer

Product name

AC01

Loctite ®

Loctite 767 (Paste or spray)

00-11

Cautions Regarding Welding Repair Service

95ZV

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) Turn the starter switch OFF. 2) Remove the battery terminals both positive and negative sides from the battery. 3) Unplug the transmission controller (scu). 4) Engines equipped with ECM: Unplug ECM and tachometer converter as per Cummins Engine Co. 5) Ground the welder near the section to be welded. 6) To ground the welder, check that the electric current will not flow through the cylinders. Cylinder head covers for some models have a lowconductive 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) 95DZ00003

00-12

Cautions Regarding Welding Repair Service

95ZV

OUTLINE 00

7) 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. Be sure to mask these units and parts before welding. Hydraulic cylinder

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.

Plated section (Mask this section.)

Pin section with pin temporarily inserted Pin

Plated section (Mask this section.)

Scrap material, etc. 1m or more

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.

35C00003

Section to be welded

1m or more 35C00004

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

00-13

35C00005

MEMO

MEASUREMENT FOR PERFORMANCE CHECK 03 Cautions on Safety .....................................................................................03-2 Standard Measurement Values for Performance Check ............................03-3

03-1

Cautions on Safety

95ZV

MEASUREMENT FOR PERFORMANCE CHECK 03

Cautions on Safety WARNING

WARNING

Unexpected movement of the machine may 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 man. - Prohibit any person from walking into dangerous areas. - Near articulation areas of the machine - Under the machine - Around the engine - In front of or behind the machine

Entering the articulation area of the machine body while the engine is running may cause severe accidents. Make sure to stop the engine, pull out the starter key, and attach a "DO NOT OPERATE!" tag to the cab before entering the articulation area.

CAUTION Touching the fan or the V belt of the engine or the hot area while the engine is running may cause severe accidents. Make sure to stop the engine before opening the engine room side cover.

WARNING Operation under the arm or the blade may lead to severe accidents. Make sure to apply the safety lock of the blade control lever provided in the cab, remove the starter key, and attach a "DO NOT OPERATE!" tag to the cab.

CAUTION Be careful not to be burnt by bursting high pressure oil. Release the pressure remaining inside the circuit and open the cap of the hydraulic oil tank before removing the plug from the pressure measurement port so that the internal pressure of the hydraulic oil tank is released and burst of the high pressure oil can be prevented.

03-2

Standard Measurement Values for Performance Check

95ZV

MEASUREMENT FOR PERFORMANCE CHECK 03

Standard Measurement Values for Performance Check Measurement conditions: Temperature of torque converter oil : 50 to 80°C (120~180°F) Temperature of hydraulic oil : 50 to 80°C (120~180°F) Temperature of engine coolant : 50 to 80°C (120~180°F)

Measurement item

Standard measurement values for performance check

Minimum no-load speed, Low Idle (LI)

775 ± 50

Maximum no-load speed, High Idle (HI)

2,250 ± 50

Maximum speed in torque converter stall mode

2,170 ± 100

Maximum speed in multiple control valve relief mode

2,250 ± 100

Maximum speed in torque converter stall plus multiple control valve relief mode

2,030 +150 –100

Item

Engine

System

Engine speed (min-1) (rpm)

Remarks

1st speed

2.2 ~ 2.5 (22 ~ 25) (313 ~ 356)

Except 1st speed

2.3 ~ 2.5 (23 ~ 26) (327 ~ 370)

1st speed

2.5 ~ 2.8 (26 ~ 29) (370 ~ 412)

Except 1st speed

2.6 ~ 2.9 (27 ~ 30) (384 ~ 427)

Transmission

Low idle Clutch pressure MPa (kgf/cm2) (psi)

Engine speed High idle

Clutch time lag (sec)

Neutral → Forward 1st speed (engine speed: 1,500 min-1 (rpm))

0.3 ± 0.1

Idling (LI) Blade rising time (sec)

Hydraulic line

Full steering time (sec)

Relief valve setting pressure MPa (kgf/cm2) (psi)

Engine speed

8.9 ± 3.0

1,500 min (rpm)

4.2 ± 1.0

Maximum (HI)

2.7 ± 0.5

Idling (LI)

5.0 ± 0.5

-1

1,500 min (rpm)

2.4 ± 0.3

Maximum (HI)

2.4 ± 0.5

-1

Loading line main relief pressure (HI)

20.6 ± 0.5 (210 ± 5) (2,986 ± 71)

Loading line overload relief pressure (LI)

23.5 ± 0.5 (240 ± 5) (3,413 ± 71)

Steering line main relief pressure (HI)

20.6 ± 0.5 (210 ± 5) (2,986 ± 71) + 10 24.5 –+ 10 0 (250 – 0 ) + 142 (3,555 – 0 )

Steering line overload relief pressure (LI)

Fan motor line relief pressure (HI) (Reference values)

Fan Max. revolution min-1 (rpm)

Before wheels move

✽ ❈

Run engine at lowest possible speed while setting

Low press.: 6.2 (63) (899) High press.: 15.1 (154) (2,190)

Pilot line reducing pressure (LI)

3.5 (36) (512)

Engine water temp. < 80 °C (176 °F)

955 – 50

+ 75

✽

Low press. 6.2 MPa

Engine water temp. > 93 °C (199 °F)

+ 75 – 50

❈

High press. 15.1 MPa

1,365

03-3

Standard Measurement Values for Performance Check

95ZV

MEASUREMENT FOR PERFORMANCE CHECK 03

Standard measurement values for performance check

Item System

Measurement item

Performance of service brake

Shift lever position

2nd speed reverse

Engine speed

Maximum (HI)

Shift lever Performance of parking brake

position

3rd speed reverse

Brake

Brake line setting pressure MPa (kgf/cm2) (psi)

Accumulator charge time (sec)

Number of brake pedal applications

Declutch engagement (cm) (in)

Hydraulic oil

Radiator

↑

Maximum (HI)

Unloader valve setting pressure

Off (Cut-out)

11.8 ± 0.5 (120 ± 5) (1,706 ± 71)

On (Cut-in)

6.9 ± 1.0 (70 ± 10) (995 ± 142)

Low-pressure alarm switch setting pressure (For brake accumulator circuit)

12.3 (125) (1,778)

Auto brake reducing pressure

3.5 (36) (512)

Engine speed (LI)

The time from the low-pressure alarm is turned off till the unloading valve cuts off pressure

Run engine 1 minute high idle, then stop the engine. (Turn key switch "ON" with engine off.) Step on the brake pedal and release, and check the number of times until the low-pressure alarm is turned on. Engine: Maximum speed / Inching pedal: Quick release (Distance the loader rolls back before moving forward)

Balanced temperature when engine is at HI speed

Before brake check, be sure to disconnect the cable connector of parking brake solenoid valve.

3.9 ± 0.5 (40 ± 5) (569 ± 71)

Brake line reducing pressure

Engine cooling water Torque converter oil

Slowly increase the engine speed, and check that the machine does not move at the maximum engine speed.

Engine speed

(LI)

Remarks

at least 11 times

Repeat stepping on the brake pedal as follows: On: 5 sec. Off: 5 sec.

15 (6) or less

1/5 slope (approx. 11°), unladen, 1st speed

Engine outlet temperature (°C)

40 ~ 45°C above air temperature (72 ~ 81°F) above air temperature

Temperature difference between radiator inlet and outlet (°C)

10 ~ 15

Temperature difference between radiator inlet and outlet (°C)

3~5

03-4

CHASSIS GROUP 12 Function & Structure Front Chassis ..............................................................................................12-2 Rear Chassis ..............................................................................................12-3 Center Pin ...................................................................................................12-5

12-1

Front Chassis

95ZV

CHASSIS 12

Front Chassis Construction

1. Blade assy 2. Arm 3. Blade cylinder 4. Pipe

95DZ12001

5. Wear edge 6. Wear edge 7. Wear edge 8. Blade tilt cylinder

12-2

Rear Chassis

95ZV

CHASSIS 12

Rear Chassis Fuel tank

Construction

A-Detail

1. Fuel tank 2. Fuel level sensor 3. Fuel tank filler assembly 4. Filter 5. Drain plug 6. Inspection hole cover 7. Gasket (Rubber seal type) 8. Suction pipe 9. Pipe (for vacuum prevention) 10. Fuel return pipe B-Detail

12-3

95ZV12006

Rear Chassis

95ZV

CHASSIS 12

Floor board 1. Introduction The floor board is installed on the rear chassis by the rubber cushion. The instrument panel, control box, operator's seat and the air conditioner unit are on the floor board.

2. Floor board mount 1

1. Floor board 2. Rubber cushion

95ZV12007

The floor board is supported by a viscous mount in four positions so that vibrations, impacts and sounds generated in the chassis are not transmitted to the inside of cabin.

Rubber cushion (Viscous mount)

1. Stud bolt 2. Stud 3. Cushion rubber 4. Case 5. Seal plate 6. Damping rubber 7. Damping plate 8. Silicone oil 9. Plain washer 10. Hexagon head bolt 11. Plug

7 8 9

12-4

95ZV12008

Center Pin

95ZV

CHASSIS 12

Center Pin Construction 1. Upper center pin

1 4 9, 10 3 Front chassis 5 6 7 Rear chassis 2

Upper

Upper 1. Center pin 2. Cover 3. Bearing cover 4. Sleeve 5. Shim 6. Bearing assy 7. Dust seal 8. Bolt 9. Bolt 10. Washer

8, 10 95ZV12009

2. Lower center pin

7 3 Front chassis

2 Rear chassis 5

Lower

4 1 95ZV12010

3. Dust seal When installing the dust seal, check that the lip faces toward the outside. If the lip faces toward the outside, the dust will not be drawn through the seal.

Center pin

Dust seal position

97ZA1208

12-5

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

MEMO

CHASSIS GROUP 13 Check & Adjustment Center Pin ...................................................................................................13-2

13-1

Center Pin

95ZV

CHASSIS 13

Center Pin Adjusting shim The clearance between the front chassis and bearing cover (#3) is 0.75 ± 0.5 mm (0.03 ± 0.02 in) before shim adjustment. Add shims (#5) so that the clearance is 0.1 ± 0.05 mm (0.004 ± 0.002 in). After that, tighten the bolt (#9).

[Upper]

1 4 9, 10 3 Front chassis

: N-m (kgf-m) #8......422 (43.0) (with lubrication oil) #9......441 (45.0)

5 6 7 Rear chassis 2 8, 10 95ZV13001

Grease nipple installation direction Install the both grease nipples (for the upper center pin and the lower center pin) as illustrated.

Grease nipple Front

[Upper]

[Lower] 95ZV13002

Bearing assy (#3) installation direction Install the bearing outer ring so that the split is perpendicular to the front – rear line of the machine.

Front

Rear 3

Center line

Split of outer bearing 95ZV13003

13-2

POWER GROUP 22 Function & Structure Power Line ..................................................................................................22-2 Engine / Transmission ................................................................................22-3 Radiator ......................................................................................................22-4 Propeller Shaft ............................................................................................22-5 Axle Assembly ............................................................................................22-8 Rear Axle Support ....................................................................................22-10 Differential Gear ........................................................................................22-12

22-1

Power Line

95ZV

POWER 22

Power Line Introduction 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, charge air cooler and fuel cooler. The water type hydraulic oil cooler is installed separately from the radiator. On the second propeller shaft side of the transmission, a parking brake is installed.

15 13 95DZ22001

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. Front parking brake

9. Parking brake 10. Air cleaner 11. Muffler 12. Hydraulic oil cooler 13. Torque converter oil cooler (bottom tank of radiator) 14. Charge air cooler 15. Fuel cooler

22-2

Engine / Transmission

95ZV

POWER 22

Engine / Transmission Engine / transmission mount Bolts are used to connect the engine flywheel housing to the transmission housing, and a spline ring coupling (5) is used to transmit the engine power to the transmission. Therefore no thrust load is placed on the engine flywheel or crankshaft.

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

Transmission side

Engine side

Bracket Bracket

Flywheel 4

3 4

1 2

A-Detail

B-Detail

C-Detail 95ZV22002

1. Bushing 2. Sleeve 3. Block 4. Washer 5. Ring gear 22-3

Radiator

95ZV

POWER 22

Radiator Function The radiator incorporates the engine coolant, cooling fin and air charged cooler. Hydraulic oil cooler is sparately installed from the radiator. For the engine coolant, air charge cooler and fuel cooler, the aircooling system is used. For the torque converter oil and hydraulic oil, the water-cooling system is used. Charge air cooler OUT

Coolant IN

Charge air cooler IN

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. The fuel cooler and air charge cooler are required to meet engine emission regulations. 4 1

B 3

C 2

Coolant OUT

T/C oil cooler IN

Hydraulic Fuel cooler oil cooler IN OUT

T/C oil cooler OUT

95DZ22002

Radiator mount

B-Detail

A-Detail

Fuel cooler Hydraulic IN oil cooler OUT

C-Detail

1. Radiator assembly 2. Radiator duct 3. Stay (Bracket) 4. Charge air cooler 5. Hydraulic oil cooler 6. T/C oil cooler 7. Fuel cooler Capacity in radiator: Cooling water 78 Hydraulic oil 4 Torque converter oil 3.9 Fuel 2.1 Dry weight

D-Detail

22-4

(20.8 gal) (1.1 gal) (1 gal) (0.6 gal)

700 kg (1,540 lbs)

Propeller Shaft

95ZV

POWER 22

Propeller Shaft Function 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.

Front axle

Rear axle

1. 2nd propeller shaft 2. 3rd propeller shaft (fixed type) 3. Pillow block 4. Slip joint

22-5

95DZ22003

Propeller Shaft

95ZV

POWER 22

Construction 1. Second propeller shaft assembly Front differential – Transmission 1. Journal spider assy 2. Journal spider assy 3. Propeller shaft assy 4. Pillow block 5. Spline yoke 6. Sleeve yoke assy 2

95ZV22016

Note:When the bolts are removed always replace them with new bolts. Never reuse the drive line bolts.

2 5

4 1

1 95ZV22005

22-6

Propeller Shaft

95ZV

POWER 22

2. Third propeller shaft assembly Transmission – Rear differential 1. Journal spider assy 2. Propeller shaft assy 1

95ZV22017

95ZV22006

22-7

MEMO

Axle Assembly

95ZV

POWER 22

2. Front axle group

1 42

41 43 30 24

50 3

39 38

6 2 12

11 28

49 20

48 19

47 20

32 31

15 17 9

37 23 16 27 26 10

2618 16

34 5

13 14 22 40

52 36

4 53

1. Differential assembly 2. Axle housing assembly 3. Wheel hub 4. Spider (planetary carrier) 5. Cover 6. Axle shaft 7. Air bleeder screw 8. Sun gear 9. Disc gear 10. Planetary gear 11. Internal gear 12. Internal gear hub 13. Snap ring 14. Planetary pin 15. Spring pin 16. Wear ring 17. Wear ring 18. Piston

19. Separation disc 20. Friction disc 21. Brake retainer 22. Plate 23. Axle nut 24. Taper roller bearing (inner) 25. Taper roller bearing (outer) 26. Needle cage 27. Axle lock plate 28. Separation disc 29. Snap ring 30. Floating seal 31. D-ring 32. D-ring 33. O-ring 34. O-ring 35. Magnet plug 36. O-ring 22-9

95ZV22010

37. Socket bolt 38. Spring 39. U-nut 40. Bolt 41. O-ring 42. Spacer 43. Ring 44. O-ring 45. Plug 46. Spring 47. Sleeve 48. Bushing 49. Socket bolt 50. Bolt 51. Bolt 52. Bolt 53. Socket bolt 54. Flange bolt

Rear Axle Support

95ZV

POWER 22

Rear Axle Support Construction 1. Axle support assy Grease pipe connection port (PT1/8) A

Grease pipe connection port (PT1/8) Rear side of axle support

Pin (Axle housing)

Front

Front side of axle support

4 9

View A-A

10 #10 Details

1. Shaft 2. Rear axle support (front) 3. Rear axle support (rear) 4. Wear ring 5. Plate

#11 Details

6. Plate 7. Lip seal 8. Lip seal 9. Breather 10. Bushing

11. Bushing 12. Snap ring 13. Snap ring 14. O-ring

22-10

95ZV22011

Rear Axle Support

95ZV

POWER 22

2. Axle support group

7 14 9

2 11

10 15

14 7 12

8 13 6

1 4 5 4

95ZV22012

1. Shaft 2. Rear axle support (front) 3. Rear axle support (rear) 4. Wear ring 5. Plate

6. Plate 7. Lip seal 8. Lip seal 9. Breather 10. Bushing

11. Bushing 12. Snap ring 13. Snap ring 14. O-ring 15. Dowel pin

22-11

Differential Gear

95ZV

POWER 22

Differential Gear Construction The figure below shows the front differential gear. The only difference between the front and rear differential gears is the shapes and dimensions of the carrier (9) and flange (1). 11 1

2 3 4 5

6 7 8 9

10 12 13

95ZV22013

1. Flange 2. Oil seal (double lip) 3. Seal retainer 4. Bearing retainer 5. Shim 6. Taper roller bearing 7. Collar

8. Drive pinion 9. Carrier 10. Pilot bearing 11. Nut 12. Snap ring 13. Taper roller bearing

22-12

14. Adjusting nut 15. Side gear 16. Thrust washer (pinion gear) 17. Differential pinion 18. Ring gear

Differential Gear

95ZV

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 ground.

POWER 22

This prevents some of the reduction in rim - pull and tire wear caused by tire slippage.

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.

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.

Conventional differential

Contact between pinion and side gear

Shaft center of side gear 95ZV22014

Function 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.

22-13

Differential Gear

95ZV

POWER 22

Operation Rotational direction

Pinion

Pinion Side gear

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

[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.

95ZV22015

Assuming that the driving torque of the right wheel is T R, and that of the left wheel is T L, the relation between TR and TL can be expressed as follows: TR R1 = TL 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.

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.

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.

22-14

POWER GROUP 23 Check & Adjustment Engine .........................................................................................................23-2 Propeller Shaft ............................................................................................23-3 Axle .............................................................................................................23-5

23-1

Engine

95ZV

POWER 23

Engine WARNING

CAUTION

Unexpected movement of the machine may 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

Do not touch the fan or V-belt of the engine or high-temperature section if the engine is running. An accident resulting 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. Avoid high temperature components even when the engine is stopped.

Measuring engine speed Measurement instrument - Tachometer

Standard measurement value Low idle (min-1)

775 ± 50

High idle (min-1)

2,250 ± 50

Measuring engine oil pressure Oil pressure gauge 1) Location (A) 2) Measuring port M14x1.5 3) Oil pressure gauge 1.0 MPa (10 kgf/cm2)

Standard measurement value Low idle : 0.1 MPa (1.1 kgf/cm2) High idle: 0.25 ~ 0.27 MPa (2.5 ~ 2.8 kgf/cm2) [Engine coolant temperature 50 °C (120 °F)]

97ZV23004

23-2

Propeller Shaft

95ZV

POWER 23

Propeller Shaft Propeller shaft phase 1. Yoke direction (phase) Adjust the yokes of the second and third propeller shafts to the same direction (phase).

Second propeller shaft

Third propeller shaft

Front differential

Transmission

Rear differential 95ZV22007

- 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.

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.

2. Second propeller shaft alignment

Top view Differential side

(C)

(B)

(A)

Transmission side

95ZV22008

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.

23-3

Propeller Shaft

95ZV

POWER 23

Tightening torque 2nd propeller shaft

Pillow block (center bearing)

3rd propeller shaft

T/M

Front diff.

Rear diff.

Front diff. side

5 95DZ23001

: N-m (kgf-m) #1,2,3 ...142 (14.5) #4 .........441 (45.0) #5,6,7 ...162 (16.5)

#1,2,3 ...Screw lock agent (Three Bond 1327) #4 .........Screw lock agent (Loctite 262)

23-4

Axle

95ZV

POWER 23

Axle Axle ❈ 4

A 10

26 13 11 12

25 49

3 24

Brake oil inlet PT 3/8

40 9 2 5 29 17 8 23 27 52 36 54 35

33 34 53 15

37,38,39 95ZV23002

Axle nut (23) tightening procedure 1) Tighten the axle nut with 2,746 N-m (280 kgf-m) (2,026 lb-ft) tightening torque to install the taper roller bearing (24, 25). 2) Loosen the axle nut. 3) Tighten the axle nut again with 2,746 N-m (280 kgfm) (2,026 lb-ft) tightening torque. 4) Turn the wheel hub (3) 2 ~ 3 turns back and forth, and measure the preload applied to section (❈ part). Preload of section (❈ part) : 324 ~ 363 N (33 ~ 37 kgf) (73 ~ 81 lbs) ✽ ✽This is "breakaway" force. The force required to start the wheel turning. Note: Use jig to install the floating seal to the axle assembly.

23-5

: N-m (kgf-m) #37 ...............33.3(3.4) #40 ...............417 (42.5) #49 ...............50.0 (5.1) #52 ...............90.2 (9.2) #53 ...............86.3 (8.8) #54 ...............53.0 (5.4)

#40,52,54 .....Screw lock agent (Three Bond 1327)

Axle

95ZV

Planetary gear oil drain and refill 1) Move the machine on level ground so that "TOP" mark on the planetary gear housing (4) comes to the top. 2) Turn "ON" the parking brake switch, lower the attachment to the ground, and stop the engine. 3) Remove the level plug (35) and drain plug (45) from the planetary gear housing, using a 12 mm hex (Allen) wrench. 4) Drain the oil into a suitable container. 5) Install and tighten the drain plug (45). 6) Refill the recommended oil through the level plug hole (35) until the oil comes out from the hole. 7) Install and tighten the level plug.

23-6

POWER 23

Axle

95ZV

POWER 23

Differential gear

Grease nipple

A 19

3 4 5

20 6 7 8 9

Bleeder

View B

✽

Diff. installation bolt

Grease nipple

10 12 21 2

14 22 15

Apply grease

17 16

A-Detail 18 95ZV23003

- Preload adjustment Measure the preload at the bolt hole of #4 cage. Standard preload*: 36 to 45 N (3.7 to 4.6 kgf) (8 to 10 lbs) If the preload is out of the above range, replace the spacer (7) to adjust the preload to the specified range. *Preload is the force required to start the cage moving-breakaway force. Note: There are 20 types of spacers from 22.10 mm (0.870 in.) to 22.48 mm (0.885 in.) in increments of 0.02 mm (0.0007 in.). Thicker spacers reduce preload; thinner spacers increase preload. 23-7

- #10 bearing installation Install the bearing so that ✽part faces to the drive pinion. - #2 oil seal installation Before installing the oil seal, be sure to apply grease to the lip and liquid gasket at the outside of the seal. - After reassembling differential assembly, apply grease to the grease nipple until the grease comes out from the bleeder.

Axle

95ZV

: N-m (kgf-m) #11 .....................................883(90.0) #19 .....................................314(32.0) #20 .....................................873(89.0) #21 .....................................216(22.0) Diff. installation bolt (F) ......314(32.0) Diff. installation bolt (R) ......608(62.0)

#19,20,21,22 ......................Screw lock agent (Three Bond 1327) ..................................... #11 Liquid gasket (Three Bond 1215) ............ Diff. installation bolt Screw lock agent (Three Bond 1327)

23-8

POWER 23

Axle

95ZV

POWER 23

Adjusting tooth contact : After adjusting the backlash to the standard value, check that manual rotation of the gear is possible. After that, paint blue or red on the tooth surface of ring gear, and check the tooth contact. To adjust the tooth contact, adjust the thickness of the shim between the pinion and cage, and turn the adjustment nut. Tooth contact

Possible cause

Adjusting method

Correct

Loosen the bearing adjuster on the rear side of ring gear, and tighten the adjuster of tooth side at the same Ring gear is too close to the quantity as loosening, so that the ring drive pinion gear is far apart from the drive pinion. Check again the backlash and tooth contact.

Ring gear is too far from the drive pinion

Do the reverse adjusting as B.

Drive pinion is too close to the ring gear.

Increase the thickness of shim at the part of bearing cage being installed and makes drive pinion apart from the ring gear. Check again the backlash and tooth contact.

Drive pinion is too far from the ring gear.

Decrease the thickness of shim reverse as D, and makes drive pinion approach the ring gear. Check again the backlash and tooth contact.

23-9

Axle

95ZV

POWER 23

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

HEEL 4~5

Pitch line TOE

BOTTOM 10 2

Pattern B

4 TOP

Pitch line

HEEL 4~5

TOE BOTTOM 10 3 Pattern C

4 TOP

TOE Pitch line

3 HEEL 4~5

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

23-10

TORQUE CONVERTER AND TRANSMISSION GROUP 32 Function & Structure Torque Converter and Transmission ..........................................................32-2 Torque Converter .......................................................................................32-3 Torque Converter Gear Pump ....................................................................32-4 Transmission ..............................................................................................32-5 Clutch Pack .................................................................................................32-7 Power Flow Path in the Transmission ........................................................32-8 Hydraulic System Diagram .......................................................................32-11 Hydraulic Circuit Diagram .........................................................................32-12 Oil Flow .....................................................................................................32-13 Modulator Valve Unit ................................................................................32-14 Clutch Solenoid Valve ...............................................................................32-19

32-1

MEMO

Torque Converter

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Torque Converter Operation 1. Torque Converter structure 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.

Output

Input

2. Power flow path The pump is connected 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.

S P

95ZV32002

3. Torque multiplication

Speed ratio (e) =

Turbine impeller speed (min-1) (rpm) Pump impeller speed (min-1) (rpm)

Torque ratio(t)

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.

0.5 Speed ratio(e)

1.0 95ZV32003

32-3

Torque Converter Gear Pump

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Torque Converter Gear Pump Construction 10

1. Pump body 2. Pump cover 3. Drive gear 4. Driven gear 5. Needle bearing 6. Needle bearing 7. Bearing retainer 8. Bearing retainer 9. Snap ring 10. Dowel pin 11. Bolt 12. Washer

2 4 6

Hydraulic pump side

11,12

95ZV32015

Gear pump specifications Theoretical discharge

73.6 cm3/rev (4.49 in3/rev)

Maximum operation pressure

3.4 MPa (35 kgf/cm2) (498 psi)

Maximum operation speed

2,600 min-1 (rpm)

Actual discharge

Approx. 40 / min (10.5gpm) Conditions: Pump speed 830 min-1 (rpm) Oil temp. 80 to 100 °C (176 ~ 212 °F) Oil viscosity 10CST (SAE10W) Discharge pressure 3.4 MPa (35 kgf/cm2) (498 psi)

32-4

Transmission

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Transmission Operation 1. Clutch combination The transmission is equipped with six clutches: Forward low range, forward high range, reverse, and 1st, 2nd and 3rd speeds. Combining the clutches as shown in the table here provides four forward speeds, and three reverse speeds for a total of seven speeds. Two clutches must be engaged at the same time to move the machine.

Clutch

Speed range F1 F2 F3 F4 (Either 1st or 2nd or 3rd)

N R1 R2 R3

2. Planetary gear Gear reduction is by the planetary gear method. As shown, each reduction gear set consists of a sun gear at the center, three (four) planetary gears located around it, a ring gear around them, and a carrier (frame) supporting the planetary gears. The speed is changed by fixing or releasing the ring gear or the carrier.

Ring gear

Planetary gear carrier Sun gear

Planetary gear

97ZA32-04

3. Shift lever position Automatic or manual speed change is available depending on the position of the shift lever, as shown in the table at the right. Automatic speed change refers to one where the best speed range is determined by a computer according to the engine speed and the machine speed detected.

4. QUAD (Quick up and down shift) This feature permits quick up and down shifting when in 2nd and Automatic. It operates from 2nd to 1st, and 1st to 2nd. 32-5

Position of shift lever

Function

Held in 1st speed range for both forward and reverse.

Held in 2nd speed range for both forward and reverse. Quad operation.

Held in 3rd speed range for both forward and reverse.

Automatic speed change according to shift map (computer) for 2nd through 4th speeds forward and 2nd through 3rd speeds reverse. Quad operation.

Transmission

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

5. Gear train and number of teeth L : Low range clutch H : High range clutch R : Reverse clutch 1 : 1st speed clutch 2 : 2nd speed clutch 3 : 3rd speed clutch

T/C

82 82

E/G 63

1 38

H 35

2nd propeller shaft

3rd propeller shaft

95ZV32004

6. Clutch specifications Friction plate

Name of clutch

Piston stroke (mm)

Low range clutch

3.5 ± 0.5

Reverse clutch

3.5 ± 0.5

High range clutch

2.5 ± 0.5

1st speed clutch

4.5 ± 0.5

2nd speed clutch

2.0 ± 0.5

3rd speed clutch

Number of plate

Outer dia. (mm)

Inner dia. (mm)

Thickness(mm) Number New/Wear limit of plate

360 ø

279 ø

4 ± 0.13 / 3.5 (Sintered)

236 ø

360 ø 2.5 ± 0.5

Steel plate

159 ø

279 ø

4 ± 0.1 / 3.4 (Sintered)

4 ± 0.13 / 3.8 (Paper)

32-6

Outer dia. (mm)

Inner dia. (mm)

Thickness(mm) New/Wear limit

426 ø

298 ø

3.5 ± 0.1 / 3.3

12 252 ø

173 ø

3.2 ± 0.1 / 3.0

12 426 ø

Number of return spring

298 ø

3.5 ± 0.1 / 3.3 12

Clutch Pack

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Clutch Pack Construction

23 25

Inlets for Inlets for reverse and 2nd and 3rd low range speed 17 15 clutch oil 10 12 11 clutch oil 22 21 16

9 8 6

Inlet of 1st speed clutch oil Inlet of high range clutch oil

Inlet of lubricating and cooling oil

1 7 4 3

20 34

13 14 95ZV32005

1. Clutch input shaft 2. High speed range clutch drum 3. Spider 4. High speed range clutch piston 5. Friction plate 6. Steel plate 7. Piston return spring 8. Reverse planetary gear carrier 9. Reverse planetary gear 10. Reverse clutch piston 11. Friction plate 12. Steel plate

13. Anchor pin 14. Piston return spring 15. Reverse ring gear 16. Low speed range clutch piston 17. Low speed range planetary gear 18. Low speed range ring gear 19. Low speed range sun gear 20. Anchor pin 21. 3rd speed clutch piston 22. 2nd speed clutch piston 23. 3rd speed planetary gear

32-7

24. 3rd speed ring gear 25. 2nd speed ring gear 26. 2nd speed planetary gear 27. 1st speed clutch piston 28. Piston return spring 29. 1st speed clutch drum 30. 1st speed clutch gear 31. Drop gear (Helical type) 32. Clutch output shaft 33. 2nd speed planetary gear carrier 34. Low/3rd speed planetary gear carrier

Power Flow Path in the Transmission

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Power Flow Path in the Transmission Forward 1. Forward 1st speed 23

Inlet of low range clutch oil

17 18

Low range clutch

1st speed clutch 30

Input power

Inlet of 1st speed clutch oil

Output power

When first speed forward is selected by the operator or the computer, oil is sent from the modulator valve to the low range clutch and the 1st speed clutch. When the clutch plates are pressed by the low range clutch piston, low range ring gear (18) is locked to the housing by the anchor pins (20). The torque converter rotates the low range sun gear (19) via the clutch input shaft (1). This causes low range planetary gears (17) to rotate around sun gear (19) while rotating on their own axis. This forces the carrier to rotate. Since the low range planetary carrier and 3rd speed planetary carrier are one piece, the 3rd speed planetary gears (23) also rotate around sun gear. Low range ring gear (18) Sun gear (19) Low range planetary gear (17) 95ZV32006

95ZV32016

When the 1st speed clutch is engaged, drop gear (31), 1st speed clutch gear (30), 3rd speed ring gear (24) and clutch output shaft (32) form one unit. As a result, the rotation of the 3rd speed planetary gear (23) around sun gear is output as the rotation of the drop gear (31). 3rd speed planetary gear (23) (does not rotate on its own axis)

3rd speed ring gear (24) and clutch output shaft (32) form one unit

95ZV32007

The low range planetary decreases the speed of the input shaft but increases torque. The first speed clutch is used to directly transmit this high torque-low speed to the output shaft.

32-8

Power Flow Path in the Transmission

2. Forward 2nd speed

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

2nd speed clutch oil Low range clutch oil 2nd speed clutch Low range clutch Input power

95ZV32017

Output power

3. Forward 3rd speed 3rd speed clutch oil 3rd speed clutch

Low range clutch oil Low range clutch Input power

95ZV32018

Output power

4. Forward 4th speed

2nd speed clutch oil 2nd speed clutch

High range clutch

Input power

High range clutch oil

95ZV32019

Output power

32-9

Power Flow Path in the Transmission

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Reverse 1. Reverse 1st speed

Reverse clutch oil

Reverse clutch

1st speed clutch Input power 1st speed clutch oil

95ZV32020

Output power

2. Reverse 2nd speed

2nd speed clutch oil

Reverse clutch oil

Reverse clutch

2nd speed clutch Input power

95ZV32021

Output power

3. Reverse 3rd speed

3rd speed clutch oil

Reverse clutch oil Reverse clutch 3rd speed clutch Input power

95ZV32022

Output power

32-10

Hydraulic System Diagram

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Hydraulic System Diagram Shift lever

Control box 12 10 9

11 6 5

21 20

18 4 16 8

23 24 27 25

97ZA32-27

32-11

Hydraulic Circuit Diagram

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Hydraulic Circuit Diagram Neutral position Modulator valve unit

9 ø 3.0

GA ø4.5

ø 0.9 6K

10 GP

T S

GB 8

30K 7 6

3K 4

24 15 19

1st 25

2nd

3rd

Note: All orifice measurements ( ø) are in mm.

2 1

21 27

1. Transmission oil pan 2. Strainer 3. Torque converter gear pump 4. Line filter with bypass valve 5. Clutch pressure regulator valve 6. Modulator valve (1) 7. Relief valve 8. T/C inlet relief valve 9. Modulator valve (2) 10. Check valve (1)

97ZA32-15

11. Check valve (2) 12. Pressure difference sensor 13. Torque converter 14. T/C outlet relief valve 15. Oil cooler 16. High speed range clutch solenoid valve 17. Reverse clutch solenoid valve 18. Low speed range clutch solenoid valve

32-12

19. 1st speed clutch solenoid valve 20. 2nd speed clutch solenoid valve 21. 3rd speed clutch solenoid valve 22. High speed range clutch 23. Reverse clutch 24. Low speed range clutch 25. 1st speed clutch 26. 2nd speed clutch 27. 3rd speed clutch

Oil Flow

95ZV

Oil Flow Oil flow in the torque converter line 1. From the torque converter charge pump to the torque converter Oil from the torque converter gear pump (3) passes through the line filter (4) and enters the modulator valve unit. Since only a small amount of oil flows to the clutch circuit, most of the oil flows to clutch pressure regulator valve (5), forces it open, and passes into the torque converter circuit. If the torque converter's inlet pressure exceeds 0.9 MPa (9 kgf/cm 2) (128 psi), it forces open the torque converter inlet relief valve (8), allowing the oil to escape to the oil pan.

2. From the torque converter to cooling circuit Return oil from the torque converter flows through the outlet relief valve (14) (set pressure=0.3 MPa (3 kgf/cm2) (43 psi)) in the torque converter housing and to the torque converter cooler (15).

3. From the cooler to the lubrication circuit Oil cooled in the cooler flows to the lubrication paths in the transmission. This lubricates and cools each bearing and the clutch plates, and then drops into the oil pan.

Oil flow to the clutch Oil, regulated to a specified pressure by the modulator valve 1 (6) and clutch pressure regulator valve (5), flows to each clutch solenoid valve. Assuming that the transmission is shifted from 1st speed forward to 1st speed reverse, the reverse clutch solenoid is energized, and the clutch oil thus flows into the reverse clutch piston chamber. As the low range clutch solenoid is de-energized, the oil in the low range clutch piston chamber flows through the low range clutch solenoid valve and drains into the transmission case. 32-13

TORQUE CONVERTER AND TRANSMISSION 32

Modulator Valve Unit

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Modulator Valve Unit Construction

Red

12 Black

White

E-E section

D A

GP E ø 0.9 orifice

ø 3.0 orifice

6 9 9 GT

GB 7

F-F section 5

Line red

View A

ø 4.5 orifice Line black

Connector for modulator valve (1) and (2)

Numbers below also correspond to page 32-12. 5. Clutch pressure regulator valve 6. Modulator valve (1) 7. Relief valve (2.9 MPa (30 kgf/cm2) (427 psi)) 8. T/C inlet relief valve (0.9 MPa (9 kgf/cm2) (128 psi)) 9. Modulator valve (2) (Solenoid valve) 10. Check valve 1 (0.6 MPa (6 kgf/cm2) (85 psi)) 11. Check valve 2 (0.4 MPa (4 kgf/cm2) (57 psi)) 12. Pressure difference sensor 32-14

C-C section

D-D section

95ZV32008

Modulator Valve Unit

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Interior schematic (not exact representation) To clutch solenoid valve

ø 0.9

10 ø 4.5

0.6 Mpa (85 psi)

0.4 Mpa (57 psi)

ø 3.0

To torque converter 0.9 MPa 2 (9 kgf/cm ) (128 psi)

Drain

2.9 MPa (30 kgf/cm2) (427 psi)

From pump

Drain

95ZV32013

Numbers below also correspond to page 32-12. 5. Clutch pressure regulator valve 6. Modulator valve (1) 7. Relief valve (2.9 MPa (30 kgf/cm2) (427 psi)) 8. T/C inlet relief valve (0.9 MPa (9 kgf/cm2) (128 psi)) 9. Modulator valve (2) (Solenoid valve) 10. Check valve 1 (0.6 MPa (6 kgf/cm2) (85 psi)) 11. Check valve 2 (0.4 MPa (6 kgf/cm2) (57 psi)) 12. Pressure difference sensor

12 9 ø 3.0

GA ø 4.5

ø 0.9

To transmission clutch

10 GP

To torque converter GB 8

30K

7 6

Hydraulic circuit GA~GT: gauge port: PT 1/8"

32-15

From pump

Modulator Valve Unit

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Introduction When changing direction or speed, the modulation mechanism works to reduce the time required for clutch engagement (time lag), to prevent the shock at clutch engagement, to improve the work efficiency and durability of the power system, and to ensure operator's comfort.

The modulation mechanism controls the clutch oil pressure rising time as follows: An electrical signal from the Shift Control Unit (SCU) controls the modulation operation. For information on the SCU refer to section 62, ˝Electrical Group˝.

Function 1. Modulator valve 1 (Refer to the illustration at right) The modulator valve 1 is a solenoid-operated proportional pressure reducing valve. Downward magnetic force (F) acts on the top of the spool in proportion to the amount of current applied to the coil. The bottom of the spool is acted upon by the upward hydraulic force (f). When this upward force (f) and magnetic force (F) are in balance, the spool is stationary, which generates the specified pressure at port P. The hydraulic force adjusted by modulator valve 1 acts on the right end of the clutch pressure regulator valve, and so the hydraulic force from the pump to the clutch is also controlled by modulator valve 1. In other words, when the control pressure from the modulator valve 1 is low, oil from the pump easily moves the clutch pressure regulator valve to the right end and relieves the oil to the torque converter or, above 0.9 MPa (9 kgf/cm2) (128 psi) to the drain port, reducing clutch oil pressure.

Pressure difference sensor

To clutch solenoid valve

ø 4.5

ø 0.9

Modulator valve 2

6 kgf/cm2 4 kgf/cm2 ø 3.0 Clutch pressure regulator valve

Modulator valve 1

Port P

F f To torque converter 9 kgf/cm2

From pump

Drain

30 kgf/cm2

Drain

95ZV32009

2. Modulator valve 2 As mentioned above, the clutch oil pressure is controlled depending on the size of current applied to the coil of modulator valve 1. Even at a minimum value of current, however, the clutch oil pressure is too high for smooth clutch engagement due to the resistance of flow across the clutch pressure regulator valve. The modulator valve 2 is used to reduce the clutch oil pressure to appropriate pressure for clutch engagement.

When the modulator valve 2 is energized, the spool moves to the left and the oil in the clutch circuit is drained through the ø 0.9 orifice. The oil from the pump forces open the 0.6 MPa (6 kgf/cm 2) (85 psi) check valve and flows to the clutch. The pressure drop due to the check valve allows a lower minimum clutch oil pressure maintained. This lower pressure allows some clutch slippage for smooth clutch engagement.

32-16

Modulator Valve Unit

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

3. Pressure difference sensor The shock and the time lag when engaging the clutch vary by the clutch oil pressure rising time after the completion of the oil charging into the clutch piston chamber. In the case that the clutch oil pressure rising time is early, it causes a large shock. If it is late, it causes a large time lag. As the modulator valve 2 is ON during the oil is charging into the clutch piston chamber, oil flows to the clutch piston chamber through the check valve 0.4 MPa (4 kgf/cm2) (57 psi) and the ø 4.5 orifice. Oil stops flowing through the check valve and the ø 4.5 orifice at the completion of the oil charging into the clutch piston chamber. As a result, there is no oil pressure difference between the both sides of the ø 4.5 orifice. The pressure difference sensor detects the changing of the pressure difference and transfers the signal to the controller. The controller decides the completion of the oil charging into the clutch piston chamber and transfers the signal to the modulator valve 1 to increase the clutch pressure.

Just after the engine starting, the clutch oil pressure is unstable and the pulse pressure arises. To prevent the pulse pressure, the current applied to the modulator valve 1 is kept at a minimum value in 3 seconds after the starter switch is ON. (This program does not work over 3 seconds after the starter switch is ON.)

Clutch oil pressure

4. Clutch oil pressure control at the time of engine starting

Starter SW Engine start ON Specified pressure 3 sec

Time 95ZV32010

32-17

Modulator Valve Unit

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Operation 1. Initial oil charging (t1) into the clutch piston chamber

Modulation chart (Neutral→1st forward) ON

When the shift lever is shifted from the neutral to the 1st speed forward, the low range clutch solenoid valve is energized and oil under pressure flows into the clutch piston chamber. The 1st speed clutch solenoid valve remains energized. After a given time, the control current to the modulator valve 1 is reduced. At the same time, the modulator valve 2 is energized and the main clutch oil pressure is sharply reduced, concluding the initial oil charging into the chamber. The time taken for this initial charging, which depends on the capacity of the clutch piston chamber, is controlled by a microcomputer.

2. Low pressure holding (t2) To reduce clutch engagement shock, it is necessary to engage the clutch while allowing some slippage of it. To do this, the current to modulator valve 1 is held low for a given time. During this time, the clutch piston moves while compressing the piston return spring. This low pressure holding time depends on the speed of the engine: longer with lower engine speed, shorter with higher speed. Modulator 2 is kept energized allowing some oil to escape to drain. This time is also controlled by the microcomputer.

Low range clutch OFF solenoid valve 1st speed clutch solenoid valve

ON Oil filling completed

Modulator valve 1

Current (mA)

abt 400 mA

abt 170 mA

0 ON

Modulator valve 2

OFF

Main Pressure pressure MPa(kgf/cm2) 0 Low range clutch Pressure pressure MPa(kgf/cm2)

3. Pressure rise (t3)

When shifted

When the clutch piston comes into contact with the clutch plate and the clutch plates start to transmit power, the control current to modulator valve 1 is gradually raised. This causes the clutch oil pressure to also gradually rise, and the clutch completes engagement while some slippage occurs. This rise time is also controlled by the microcomputer.

Shift completed 95ZV32011

4. Restoration of clutch pressure (t4) At the completion of clutch engagement, the circuit opened by modulator 2, which maintained the lower pressure by draining part of the clutch oil since the initial charging, is closed. When the power to modulator valve 2 is turned off, the clutch oil pressure is restored to the specified pressure.

Initial charging time

Changes with combination of clutches

0~0.12 sec

Low pressure holding time

Changes with engine speed

Less than 0.5 sec

Pressure rise time

Changes with combination of clutches

0.3~0.7 sec

Restoration time

Changes with combination of clutches

0.5~1.3 sec

0.2~0.5 MPa (2~5 kgf/cm2) (28~71 psi)

2.3~2.5 MPa (23~26 kgf/cm2) (327~370 psi)

1st speed Except 1st speed

• E/G high idle

32-18

2.5~2.8 MPa (26~29 kgf/cm2) (370~412 psi) 2.6~2.9 MPa (27~30 kgf/cm2) (384~427 psi)

Clutch Solenoid Valve

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Clutch Solenoid Valve Clutch solenoid valve mount 7

3 4

95ZV32012

SIDE VIEW 1. High range clutch solenoid valve 2. Reverse clutch solenoid valve 3. Low range clutch solenoid valve 4. 2nd speed clutch solenoid valve 5. 3rd speed clutch solenoid valve 6. Reverse clutch pressure measuring port (PF1/4) 7. Low range clutch pressure measuring port (PF1/4) 8. 2nd speed clutch pressure measuring port (PF1/4) 9. 3rd speed clutch pressure measuring port (PF1/4) Note : The 1st speed clutch solenoid valve is installed as a separate unit on the transmission housing.

32-19

Clutch Solenoid Valve

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Operation 1. When not energized (Clutch disengaged) From modulator valve

3 4

To T/M oil pan

1 From clutch piston chamber

95ZV32023

When the coil (3) is not energized, main spool (1) is moved back to the right end by spring (2). Thus, oil from the modulator valve to the clutch piston chamber is disconnected. Oil from the clutch piston chamber is open to the transmission oil pan.

2. When energized (Clutch engaged) From modulator valve

To T/M oil pan

To clutch piston chamber 3 95ZV32024

When the coil (3) is energized, the main spool (1) moves to the left end, and this causes the modulator valve and the clutch piston chamber to be connected, allowing the clutch oil to flow to the clutch piston chamber. Inserting a push rod into the hole at the end of the clutch solenoid valve will push down on the pin (4). This forces the main spool down and engages the clutch. This may be used for testing the movement of the main spool. 32-20

TORQUE CONVERTER AND TRANSMISSION GROUP 33 Check & Adjustment Measuring Clutch Oil Pressure and Time Lag ............................................33-2

33-1

Measuring Clutch Oil Pressure and Time Lag

95ZV

TORQUE CONVERTER AND TRANSMISSION 33

Measuring Clutch Oil Pressure and Time Lag WARNING Unexpected movement of the machine may 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

- Standard measurement value

Low idle Clutch pressure MPa (kgf/cm2) (psi)

Engine speed High idle

Clutch time lag (sec)

Measurement instruments: - Pressure gauge: 4.9 MPa (50 kgf/cm2) (711 psi) with 2 ~ 3 m (6 ~ 10 ft.) hose Pressure measurement port: Main, 1st clutch PF3/8 Except main, 1st PF1/4 - Tachometer - Stop watch

1st speed

2.2 – 2.5 (22 – 25) (313 – 356)

Except 1st

2.3 – 2.5 (23 – 26) (327 – 370)

1st speed

2.5 – 2.8 (26 – 29) (370 – 412)

Except 1st

2.6 – 2.9 (27 – 30) (384 – 427)

Neutral→1st forward speed (engine speed: 1,500 min-1 (rpm))

3rd speed clutch

0.3 ± 0.1

Valve unit

1st speed clutch

Warm-up the engine before measuring the clutch oil pressure and time lag Clutch oil pressure measurement procedure 1) Lower the blade onto the ground. 2) Set the parking brake to the "ON" position. 3) Set the transmission shift lever to the neutral position. 4) Stop the engine. Attach the pressure gauge to the pressure measurement port. Place the gauge inside the operator's area, start the engine. 5) As the clutch oil pressure rises just after the engine is started, adjust the engine to the specified speed before the pressure measurement. 6) Measure and record the pressure in each speed range. 7) Change the transmission speed range while keeping the shift lever at the neutral position. Check that the pressure instantaneously lowers just after speed change, and then rises to the original pressure again.

Solenoid valve

Main clutch 95ZV33001

Transmission oil pressure test port location

R clutch L clutch 2nd speed clutch 95ZV33002

Transmission oil pressure test port location 33-2

Measuring Clutch Oil Pressure and Time Lag

95ZV

Time lag measurement procedure: 1) Lower the boom to the lowest limit, and fully roll back the bucket until the bucket contacts to the stopper. 2) Set the parking brake switch to the "OFF" position. Do not apply the service brakes. 3) Set the transmission shift lever to the neutral 1st speed. 4) Keep the engine speed at 1,500 min-1 (rpm). 5) Move the shift lever to the forward position. At the same time, start the stop watch to measure the time required before the machine moves. Possible causes for low clutch oil pressure and clutch time lag Clutch oil pressure

Possible cause

Solution

Malfunctioning modulator valve (1) operation

Inspection & repair

Malfunctioning modulator valve (2) operation

Inspection & repair

Defective controller

Replacement

Oil leakage from clutch

Disassembly & repair

Clutch time lag

Possible cause

Solution

Defective pressure difference sensor

Replacement

Malfunctioning modulator valve (1) operation

Inspection & repair

Malfunctioning modulator valve (2) operation

Inspection & repair

Defective controller

Replacement

Defective clutch

Disassembly & repair

33-3

TORQUE CONVERTER AND TRANSMISSION 33

WARNING Unexpected movement of the machine may cause an accident resulting in injury or death. To crawl under the machine, be sure to stop the engine, and block the tires with chocks to prevent them from moving. Give signals to the person in the cab during the work.

MEMO

HYDRAULIC GROUP 42 Function & Structure Flushing Hydraulic Lines .............................................................................42-3 Cautions on Hydraulic Parts Replacement .................................................42-8 Loading/Steering Hydraulic Line .................................................................42-9 Layout of Hydraulic Units ..........................................................................42-10 Hydraulic Oil Tank ....................................................................................42-11 Hydraulic Pump ........................................................................................42-14 Introduction ..........................................................................................42-14 Loading & Steering and Pilot & Brake Pump .......................................42-15 Hydraulic Cylinder .....................................................................................42-17 Loading System ........................................................................................42-19 Outline .................................................................................................42-19 Reducing Valve (for Pilot Pressure) .....................................................42-20 Pilot Valve (TH40MS) ..........................................................................42-21 Multiple Control Valve (KML22/2T) ......................................................42-25 Valve Assembly ...................................................................................42-35 Adapter (Orifice) ..................................................................................42-36 (Continued)

42-1

HYDRAULIC GROUP 42 (Continued) Steering System .......................................................................................42-37 Outline .................................................................................................42-37 Orbitrol® ................................................................................................42-38 Steering Valve (KVS32) .......................................................................42-44 Stop Valve ...........................................................................................42-54 Reducing Valve (Direct Acting Type) for Orbitrol® ...............................42-56 Line Filter .............................................................................................42-57 Fan Motor Line ..........................................................................................42-59 Introduction ..........................................................................................42-59 Fan Motor (GM30C) .............................................................................42-60 Thermo Sensing Valve ........................................................................42-61 Relief Valve Assembly (for Fan Motor) ................................................42-63 Emergency Steering .................................................................................42-65

42-2

Flushing Hydraulic Lines

95ZV

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 will flow into the return filter or hydraulic tank. However, there are some debris that will 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 will break loose and then is fed into the cylinders, where the debris may damage the inside of the cylinders, or stick into the valve spools or relief valves, and cause another malfunction. To prevent such problems, be sure to remove all the debris from the system.

Debris To tank

95ZV42001

Flushing hydraulic line [Example] Flushing when the inside of a cylinder is damaged

1. Disassembling and checking cylinders 1) Assuming that two cylinders form pairs, if one of 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 the other cylinder should be also disassembled and checked when one of cylinders is damaged or if debris is detected in one of cylinders. 2) It is not necessary to disassemble and check cylinders of other circuits only if no internal leakage is detected. - For instance, if inside of the blade tilt 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. If the return filter and suction strainer of the oil tank is not damaged, the broken pieces or iron particles large enough to damage the cylinder will not be drawn into the pump, but deposited on the bottom of the oil tank. 42-3

[Debris fed to the other cylinder on the opposite side]

Damaged cylinder

Debris

95ZV42002

Flushing Hydraulic Lines

95ZV

HYDRAULIC 42

2. Cleaning inside of oil tank 1) 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. 2) 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. 3) Check for breakage of the suction strainer. If any breakage is detected, be sure to replace the suction strainer with a new one. If the mesh of the suction strainer is broken or the suction strainer itself has come off, there is high possibility that debris have been sucked by the pump and fed into all cylinders in the blade, the blade tilt and the steering. It is necessary to disassemble and check all cylinders and flush pipes.

42-4

Clogged filter

Breakage or coming off of strainer

Foreign material sticking in filter bypass valve

Debris 95ZV42004

Flushing Hydraulic Lines

95ZV

HYDRAULIC 42

3. Flushing pipes 1) Flushing pipes connected to the damaged cylinder - Generally, the debris of cylinder 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 to 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 available, as shown, 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.

[Flushing pipes]

To multiple control valve

Low-pressure hoses Drum

95ZV42005

Debris

4. Disassembling and checking valves - Remove all the spools and relief valves, and then check their sliding surfaces for scratches. Also check the grooves on the bodies for residual broken pieces. 95ZV42006

42-5

Flushing Hydraulic Lines

95ZV

HYDRAULIC 42

5. Others 1) Flushing oil cooler and its pipes [When the inside of blade, or blade tilt 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, hydraulic tank, and all the pipes.

Oil cooler

Hydraulic tank

From steering cylinder

Steering valve

[When the inside of the steering cylinder is damaged] If the inside of the steering cylinder is damaged, the debris will be sent into the oil cooler line. Comparatively large pieces will be caught by the plunger of the steering 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 steering cylinder is damaged, be sure to flush all of the steering valve, oil cooler, hydraulic tank and pipes.

6. When the strainer is damaged or has come off 1) If the inside of a cylinder from the blade, blade tilt or steering circuit is damaged, the debris will always be sent to the tank. If the strainer inside the tank is broken or has come off, the debris sent into the tank is sucked by the pump, and sent into all cylinders. Therefore, the following flushing is necessary in this case. a) Overhauling and checking all cylinders b) Flushing pipes of all cylinders Remove hoses and pipes between cylinders from control valves in the loading line and the steering line, then wash the inside of the removed hoses and pipes with light oil, etc.

95ZV42067

[If the strainer has come off, debris will be sent into all lines.] Steering line Loading line

Pilot & brake

95DZ42001

42-6

Flushing Hydraulic Lines

95ZV

c) Overhauling and checking control valves Disassemble and check multiple control valves and steering valves. d) Overhauling and checking the relief valve unit e) Washing the oil tank and replacing the return filter f) Washing the filter for the brake line & steering pilot line

42-7

HYDRAULIC 42

Cautions on Hydraulic Parts Replacement

95ZV

Cautions on Hydraulic Parts Replacement After oil or a part is replaced, malfunction or seizure may occur during running-in. Such trouble is often caused by faulty air bleeding or lubrication after replacement. After replacing oil or a part, be sure to observe the following work procedure to prevent occurrence of trouble.

Work procedure 1) In the case of new oil pump, lubricate its inside with new oil prior to installation, and confirm that it can be turned smoothly by hand. 2) After the oil pump or cylinder was made empty for oil replacement, repair, etc., restart the operation as follows. a) Before installing pipes, pour new oil into the pump or the cylinder. b) Operate the engine at low-idling speed for 5 minutes or more. Do not operate any hydraulic functions during this period. c) While keeping the engine at low-idling speed, move each cylinder 5 times or more respectively. At this time, - Move each cylinder to a place near the stroke end so that hydraulic pressure does not go over relief. - Lower the blade slowly. Tilt the blade slowly. Do not activate the make up valves from rapid activation of circuits. d) Perform general operations, and confirm that abnormal sound, heat generation and any other abnormality is not detected. e) Observe the hydraulic oil level sight gauge and confirm that there are no bubbles in the hydraulic oil.

42-8

HYDRAULIC 42

MEMO

Layout of Hydraulic Units

95ZV

HYDRAULIC 42

Layout of Hydraulic Units

11 1

95DZ42003

1. Multiple control valve 2. Pilot valve (for loading) 3. Orbitrol® 4. Steering valve 5. Hydraulic pump (for loading & steering, for pilot & brake)

6. Fan motor 7. Relief valve (Thermo sensing valve) 8. Tip valve 9. Blade cylinder 10. Blade tilt cylinder 11. Steering cylinder

42-10

Hydraulic Oil Tank

95ZV

HYDRAULIC 42

Hydraulic Oil Tank Structure 9

Viewed from top

8 7

A-A 3

As seen from chassis out

Outside of machine

To chassis

1. Oil tank 2. Oil level sight gauge 3. Breather valve (tank cap) 4. Filter 5. Suction strainer 6. Return filter element

7. Filter bypass valve 8. Spring 9. Cover 10. Drain plug 11. Inspection port 12. Vent pipe (to axle housing) 42-11

95DZ42004

Hydraulic Oil Tank

95ZV

HYDRAULIC 42

Breather valve (tank cap) 1. Structure 1

4 5

a b c Viewed from section A

1. Cover 2. Filter element 3. Spring (for exhaust valve) 4. Valve assembly (a) Exhaust valve (b) Suction valve (c) Air bleeder valve

95DZ42005

5. Spring (for suction valve) 6. Attaching bolts (3 pcs) socket head

2. Functions 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 to a certain point 29 kPa (0.3 kgf/cm 2) (4.3 psi), 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 blade applies pressure to the inside of the tank. Therefore 29 kPa (0.3 kgf/cm2) (4.3 psi) pressure is

The positive pressure pushes the oil to the pump reducing the possibility of pump cavitation. To release the internal pressure from the hydraulic tank, press downward on the cover (1). The air bleeder valve (c) will be lowered to release the internal pressure. The pressure is also applied to the axles.

Installing cap The cap can be installed in any blade position.

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.

42-12

Hydraulic Oil Tank

95ZV

HYDRAULIC 42

Specifications of tank Type

Semi-closed type

Capacity (at center of oil level sight gauge)

150 (40 US Gal.)

(Gal.)

Filtration area (cm2) Return filter

25,500

Filtration particle size (µm)

Relief valve opening pressure (filter bypass)(MPa)(kgf/cm )(psi) 2

Suction strainer

Loading & steering + pilot & brake

0.1 ± 0.02 (1 ± 0.2) (14 ± 2.8)

Filtration area (cm2)

2,550

Filtration particle size (µm)

105

Suction valve setting pressure (kPa)(kgf/cm )(psi)

1 (0.01) (0.14)

Discharge valve setting pressure (kPa)(kgf/cm )(psi)

29 (0.3) (4.3)

Breather valve (oil filling port)

Filtration area (cm2)

235

Filtration particle size (µm)

Pushing load while cover is removed/installed N (kgf)

186.2~215.6 (19 ~ 22)

Hydraulic oil level check Before checking the hydraulic oil level, observe the following items: - Check that the machine is on level ground. - Lower the blade on the ground as shown. - Check the hydraulic oil level before operation (when oil is not warm).

Blade on ground

Check that the oil level is at the center of the oil level sight gauge.

Hydraulic tank Oil level sight gauge

(40 US Gal.)

150

Oil amount: 150

95DZ42006

95ZV42010

42-13

Hydraulic Pump

95ZV

HYDRAULIC 42

Hydraulic Pump Introduction The double gear pump is used for the loading, steering and pilot & brake line.

Pumping principle The oil at the inlet area is taken in the cavities between the gear teeth right after disengagement and transferred towards the outlet area enclosed in between the teeth and the gear casing. When the gear teeth mesh again, the oil is extruded out of the tooth cavities and forwarded to the outlet.

Inlet

Outlet

Inlet

Outlet

Inlet

Outlet

95ZV42040

42-14

Hydraulic Pump

95ZV

HYDRAULIC 42

Loading & Steering and Pilot & Brake Pump Structure 5

2 6

3 4 7

1. Drive gear (front) 2. Drive gear (rear) 3. Driven gear (front) 4. Driven gear (rear)

5. Oil seal 6. Bushing 7. Wear plate (floating type)

Pump specifications Applicable circuit Theoretical discharge

cm /rev 3

Maximum operation pressure Maximum speed

min-1 (rpm)

MPa (kgf/cm2)

Front

Rear

Loading & Steering circuit

Pilot & Brake circuit

90.7

74.0

20.6±0.5 (210±5)

15.1 (154)

2,500

Measurement conditions: Oil temperature 50°C ~ 80°C (120~180°F) Hydraulic oil ISO VG46

42-15

97ZV42011

Hydraulic Pump

95ZV

HYDRAULIC 42

General structure of pressure plate

Function of wear plate (floating type) 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. 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 plate seal, backup seal, and isolation plate. 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.

Suction

Discharge

Discharge High pressure area

Backup ring

O-ring

Suction

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 °C).

42-16

Oil groove for lubricating bearing

Suction

Confinement prevention groove

Discharge

115ZV42006

Hydraulic Cylinder

95ZV

HYDRAULIC 42

Hydraulic Cylinder Structure 1. Blade cylinder 23 20

22 16 14 15 12 13

21 1

8 7 11 10 6 9 17

23 20

A 25,26

27, 28 (Gauge port PF1/4) 4

: N-m (kgf-m) (lb-ft) ...... #16 4,217 (430) (3,111) #25...... 883 ( 90) ( 651) 95DZ42025

29 (Gauge port PF1/4)

2. Blade tilt cylinder 20, 23

16 15 30 21 1 3

7 10 10,11 9 17 5 17 2

25 14

95DZ42007

: N-m (kgf-m) (lb-ft) ...... #16 4,756 ( 485) (3,508) ...... #25 330 (33.7) ( 244)

3. Steering cylinder 23 20

15 14 13 12 1

7 11 8 6 10 9 11 17 5

23 20

4 95DZ42026

: N-m (kgf-m) (lb-ft) ...... # 4 1,765 (180) (1,302) #16......1,275 (130) ( 941) 42-17

1. Piston 2. Piston rod 3. Cylinder tube 4. Rod cover 5. Dust seal 6. Backup ring 7. U-packing 8. Buffer ring 9. Bushing 10. Backup ring 11. O-ring 12. Slipper ring 13. Back ring 14. O-ring 15. Wear ring 16. Piston nut 17. Stop ring 20. Dust seal 21. Wear ring 22. Stop ring 23. Bushing 25. Bolt 26. Washer 27. Plug 28. O-ring 29. Plug 30. Set seal 31. Plate

Hydraulic Cylinder

95ZV

HYDRAULIC 42

Cylinder specifications mm Inner dia. x rod dia. x stroke Blade cylinder

Piston rod

Ø 90 x 100

Cylinder

Ø 90 x 100

Pin hole (inner dia. x width)

Inner dia. x rod dia. x stroke Blade tilt cylinder

Ø 180 x Ø 90 x 125

Piston rod

———

Cylinder

Ø 75 x 70

Pin hole (inner dia. x width)

Inner dia. x rod dia. x stroke Steering cylinder

Ø 160 x Ø 80 x 605

Ø 90 x Ø 50 x 600

Piston rod

Ø 50 x 70

Cylinder

Ø 50 x 70

Pin hole (inner dia. x width)

42-18

Loading System

95ZV

HYDRAULIC 42

Loading System Outline The pilot operation system uses the pilot valve pressure to control the spool of the multiple control valve and move the blade cylinder and blade tilt cylinder. When the control lever is operated, the pilot valve line is opened, and the oil pressure is generated depending on the position of the control lever. The pilot pressure entering the oil pack to the multiple control valve moves the spool against its return spring. The spool 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 return filter and into the tank. Oil to the pilot valve is supplied from the brake line while being reduced to 3.5 MPa (36 kgf/cm2) (512 psi) by the reducing valve. Even if no hydraulic pump supplies oil to the loading and pilot control circuits due to trouble, or if the engine is shut off, the blade can be lowered to the ground by the pressure in the accumulator in the brake circuit in case of an emergency.

Control lever

Pilot valve

Oil packs Reducing valve

Steering line From brake line

Multiple control valve

Oil packs

Steering valve

P Return filter

95DZ42008

42-19

Loading System

95ZV

HYDRAULIC 42

Reducing Valve (for Pilot Pressure) Structure Pressure adjustment stud Locknut PPDB-LDN

Ball Passage B

CXCD-XAN

(T)

(P) (TA) (ACCR)

(PARKING)

(ACCF)

(PA) (Z1)

(Z)

(Z2)

(PPI)

Tank

Valve assembly Orifice 2

Note : Valve is shown rotated 180° from normal From front brake accumulator circuit

A Orifice 1

Passage A

A B

Plunger

Loading & fan motor pilot circuit

Hydraulic circuit diagram 95ZV42041

Operation This valve provides pilot oil pressure to operate the park brake, auto brake, fan speed control, and loader pilot valve functions. The oil fed from the brake accumulator circuit flows into the loading & fan motor pilot oil circuit by way of passage Z. The oil pressure in the pilot oil circuit is applied also on chamber C by way of orifice 1. When the oil pressure in the pilot oil circuit is at or above the set pressure, the oil in chamber C unseats the ball by way of orifice 2, and escapes to the tank by way of passage Y. As a result, the pressure in chamber C decreases, then the plunger moves up and closes passage Z so that the pressure on the pilot oil circuit side does not exceed the set pressure.

When the oil pressure on the pilot oil circuit side becomes less than the set pressure, the ball moves down and the pressure at chamber C becomes equivalent to the pressure on the pilot oil circuit side (B). As a result, the plunger moves down by a spring, opens the passage Z, then introduces the accumulator pressure to the pilot oil circuit side so that the pressure is maintained at the specified value. This pressurized oil is supplied to the multiple control valve oil pack through the pilot valve and moves the multiple control valve spool. Set pressure: 3.5 MPa (36 kgf/cm2) (512 psi)

42-20

Loading System

95ZV

HYDRAULIC 42

Pilot Valve (TH40MS) 1. Outline

2. Function

The pilot valve is the remote control type with one lever. It controls four directions and contains four pressure reducing valves in the valve case that control the secondary pressure. The detent solenoid valve is installed at blade float position.

The pilot valve applies the oil pressure to the multiple control valve in proportion to the operating angle of the lever. It controls the spool of the multiple control valve and moves the blade cylinder and blade tilt cylinders.

3. Installation position detail 16.4°

16.4°

Blade raise

LH: RH Tilt up LH+SW: Tilt down Blade lower

16.4°

16.

4°

RH: RH Tilt down RH+SW: Roll back

Outside

(1) RH: RH Tilt down RH+SW: Roll back (4) Blade lower

4. Specifications Maximum control pressure MPa (kgf/cm2) Blade or blade tilt

± 16.4˚

Both blade and blade tilt

± 21.5˚

Voltage

DC24 V

Resistance

About 63 Ω

Rear (2) Blade raise

(P)

Operating angle

Solenoid

1 4 T P 32

Front

0~4.4 (0~45)

(T)

(3) LH: RH Tilt up LH+SW: Tilt down Inside A - A Oil port (View from top)

42-21

95DZ42024

Loading System

95ZV

HYDRAULIC 42

5. Structure

Detent magnet section

7 5 12 11 4

3 2

2 T

Reducing valve section T

T Port

Secondary pressure (multiple control valve oil pack) port

P Port 1

Port 4 (a2)

Port 2 (b2)

Port 3 (a1)

Port 1 (b1) 95DZ42027

1. Spool 2. Return spring 3. Spring for secondary pressure 4. Spring seat 5. Push rod 6. Plate 7. Spring 8. Push rod 9. Solenoid 10. Disc 11. Spring seat 12. Spring

Hydraulic Circuit diagram 95DZ42009

42-22

Loading System

95ZV

HYDRAULIC 42

6. Operation - When the lever is in the neutral position When the lever [disk(10)] is in the neutral position, the spool (1) closes the pump port, and the secondary pressure (multiple control valve oil pack) port is opened to the tank port. Therefore the multiple control valve is held in neutral. At this time, inner pressure 29 kPa (0.3 kgf/cm2) in the hydraulic tank is applied to the multiple control valve oil pack, but the spool does not move because the operating starting pressure for the multiple spool is 0.32 MPa (3.3 kgf/cm2).

5 4

3 2 T

T Port Secondary pressure (multiple control valve oil pack) port P Port

Secondary pressure (multiple control valve oil pack)

- When the lever is operated When the lever is moved from the neutral, the push rod (8) in the detent magnet unit, the push rod (5) in 10 the reducing valve unit and the spring seat (4) are forced down by the disc (10). 8 The spool (1) is forced down by the spring (3). Then the tank port is closed and the pump port is opened . As a result, the pressurized oil from the pump flows 9 into the secondary pressure (multiple control valve oil 6 pressure) port. Then the spool of the multiple control 7 valve is moved.

3 2 T

T Port Secondary pressure (multiple control valve oil pack) port P Port 1

Secondary pressure (multiple control valve oil pack)

42-23

60ZV42050

Loading System

95ZV

- When the lever is held at certain operating angle When the lever is held at certain operating angle, if the pressure at the secondary pressure (multiple control valve oil pack) side reaches to the point corresponding to the spring (3) force for secondary pressure, it is kept a balance between the oil pressure and the spring (3) force. When the pressure at the secondary pressure (multiple control valve oil pack) side exceeds the set point, the spool (1) closes the pump port to the secondary pressure port, and opens the secondary pressure port to the tank port. (Since the diameter of land of the spool at the tank side is larger than the one at the pump side, the spool is moved up by the pressure area difference of spool.) When the pressure at the secondary pressure (multiple control valve oil pack) side is at the set point or below, the pump port to the secondary pressure port is opened, and the secondary pressure port to the tank port is closed. Thus the pressure at the secondary pressure side is kept constantly. - Detent function works When the lever is fully shifted to one side, the push rod (8) in the detent magnet at the other side is slightly pressed against the disc (10). At this time, the plate (6) is closely connected to the solenoid (9). When the solenoid is energized, the

HYDRAULIC 42

10 8

6 7

3 2

plate (6) is kept on the same position.

42-24

T Port Secondary pressure (multiple control valve oil pack) port P Port 1

Secondary pressure (multiple control valve oil pack) 60ZV42018

Loading System

95ZV

HYDRAULIC 42

Multiple Control Valve (KML22/2T) Construction 7 3

Pa2

Pb2 C

Pa1

Pb1 B

B 2 (T2)

P A

1 9

(TS) T A-A

Blade tilt spool

Blade spool

Bch 4

Hch B1

4 B1R

A1R

A2R Pb1

Pa1

Pb2

Pa2

B-B

1. Main relief valve 2. Spool (Blade tilt) 3. Spool (Blade) 4. Overload relief valve (Blade tilt circuit) (with make-up valve) 5. Make-up valve (Blade circuit) 6. Load check valve 7. Casing 8. Spring cover 9. Cover 10. Gauge port (G 1/4)

C-C

Blade

Blade tilt

b1 T TS G1/4

Hydraulic circuit 95DZ42010

42-25

Loading System

95ZV

Component and function

HYDRAULIC 42

Specifications

The blade tilt 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.

Model

KML22/2T

Main relief valve setting pressure

20.6 MPa (210 kgf/cm2) (2,986 psi)

Overload relief valve setting pressure

23.5 MPa (240 kgf/cm2) (3,413 psi)

Rod side

Installed

Bottom side

Installed

Rod side

Non-installed

Bottom side

Non-installed

Rod side

Installed

Bottom side

Installed

Rod side

Non-installed

Bottom side

Installed

Blade tilt

2) Blade tilt spool Used for blade tilt operation, such as roll back, holding a tilt angle, and tilt down. 3) Blade spool Used for the blade operation, such as raising, holding height, lowering, and floating. 4) Overload relief valve (With make-up function, on the blade tilt side) Relieves the high pressure from the cylinder if the pressure is extremely high. Protects the cylinders from a vacuum (negative pressure.) 5) Make-up valve (On the blade side) Protects the cylinders from a vacuum (negative pressure). 6) Load check valve Prevents the reversed oil flow or momentary “load drop”.

42-26

OLRV installation point Blade

Blade tilt MUV installation point Blade

Loading System

95ZV

HYDRAULIC 42

Main relief valve 1. Function The main relief valve is installed between the pump and the control spool. When the cylinder comes to the stroke end, or if the pressure is above the set pressure, the oil fed from the pump will be discharged into the tank through this valve (main relief valve) to prevent pump and pipe damage.

2. Operation 1) When the oil pressure is at the set point or below - The pressurized oil from the pump flows in to the chamber A through the orifice 1, and the plunger is pressed against the sleeve by the pressure area difference of the plunger and the spring force. Also the sleeve completely closes the pump port by the pressure area difference of the sleeve between the pump port side and chamber A side. 2) When the oil pressure exceeds the set point - When the oil pressure in the cylinder line rises above the pressure set by the spring, the poppet is moved to the left and opens the port. Then the oil in the chamber A flows to the tank through clearance between the body and sleeve. As a result, the pressure in the chamber A rapidly lowers and the plunger is moved to the left. Then the plunger opens the port to the tank port and the pressurized oil in the pump port escapes to the tank port. Note: Clogging of the orifice in plunger will cause low pressure. Another possible cause of low pressure is contamination in, or damage to, the seat of relief poppet, plunger, or clogging of the filter. Always clean the filter during overhaul of the relief valve.

Adjusting screw

Poppet

Filter

Chamber A Tank port

Pump port

Sleeve Adjusting screw

3. Adjusting set pressure Loosen the lock nut and adjust the pressure by the adjusting screw. Turn clockwise the adjusting screw to raise the set pressure, or turn counterclockwise the adjusting screw to lower the set pressure. After adjustment, be sure to tighten the lock nut. Set pressure : 20.6 ± 0.5 MPa (210 ± 5 kgf/cm2) (2,986 ± 71 psi) 42-27

Poppet

Filter

Orifice 1

Plunger Chamber A Tank port

Pump port

Lock nut

Sleeve

Orifice 2

Plunger

70ZV42013

Loading System

95ZV

HYDRAULIC 42

Overload relief valve (with make-up function) (Installed on both the rod and bottom sides of the blade tilt circuit)

1. Function Each overload relief valve (with make-up function) is installed in the circuit between the cylinder and the control valve spool. When the spool 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.

2. Operation 1) As overload relief valve - When the oil pressure is at the set point or below : The pressurized oil from the cylinder is sent to the chamber B through the hole A of the piston, and the plunger is pressed against the sleeve by the spring force. Also the sleeve completely closes the cylinder port by the pressure area difference of the sleeve between the cylinder port side and the chamber B side. - When the oil pressure exceeds the set point : When the oil pressure in the cylinder line rises above the pressure set by the spring, the poppet is moved to the right and opens the port. Then the oil in the chamber B flows to the tank through clearance between the body and sleeve. As a result, the pressure in the chamber B rapidly lowers and the plunger is moved right. Then the plunger opens the port to the tank port and the pressurized oil in the cylinder port escapes to the tank port. 2) As make-up valve : When the overload relief valve on one side of the cylinder port is actuated, the plunger in the control valve is in neutral. The port opposite to the one in which high pressure was produced has a greatly reduced pressure. When the pressure is reduced below the tank pressure, the make-up valve is opened. When the pressure at the cylinder port becomes less than tank pressure, the sleeve is moved to the right by the pressure area difference of the sleeve between the right and left (Y-X). The sleeve opens the port and the oil flows to the cylinder port. It prevents a vacuum (negative pressure) in the cylinder.

Chamber B

Sleeve

To tank

Filter

Cylinder

Piston

Plunger

Spring

Poppet Sleeve

To tank

Spring

Cylinder

Piston

Plunger

Chamber B Poppet

X From tank

Spring

Sleeve Y

Cylinder

42-28

70ZV42014

Loading System

95ZV

HYDRAULIC 42

Chamber B

Sleeve Adjusting screw

To tank

Cylinder

Set pressure : 23.5 ± 0.5 MPa (240 ± 5 kgf/cm2) (3,413 ± 71 psi)

Piston

Plunger

Poppet

Lock nut Spring 70ZV42015

Make-up valve (Installed on the bottom side of the blade circuit)

1. Function The make-up valve is installed in the circuit between the control spool and blade cylinder. Extremely quick blade lowering may generate low pressure due to low oil supply speed compared with blade 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 bottom side is lower than tank pressure, the makeup valve is opened to feed oil from the tank to the cylinder.

2. Operation The make-up valve has the same structure as the overload relief valve with make-up valve does. Refer to the description on "overload relief valve" for the makeup valve operation.

42-29

Loading System

95ZV

HYDRAULIC 42

Blade control Up R

L Down

Switch

95DZ42011

1) When the control lever is moved to the "L" position, with switch pulled, the blade tilts right up. [Figure 1]

[Figure 1]

2) When the control lever is moved to the "UP" or "DOWN" position, regardless of the switch position, the blade moves upward or downward. [Figure 2] 3) When the control lever is moved to the "R" position, with switch pulled, the blade tilts right down. [Figure 3] 4) When the control lever is moved to the "L" position, with switch pushed, the blade tilts forward. When the control lever is moved to the "R" position, with switch pushed, the blade tilts backward. [Figure 4]

[Figure 2]

[Figure 3]

[Figure 4]

42-30

95DZ42012

Loading System

95ZV

HYDRAULIC 42

Blade tilt spool Operation 1) “Blade tilt” position (right side)

2 2 1

7 MPa 3 (71 kgf/cm2) 3

2 1

Blade tilt cylinder (R.H)

7 MPa(71 kgf/cm2)

LH 1 2 2 1

7 MPa 3 (71 kgf/cm2) 3

7 MPa (71 kgf/cm2)

1 3

Valve assembly

D A1

Pa1

Pb1

From pilot valve

C From pump

✽ When the control lever is set to the “left” position, the pilot pressure is applied on the right oil pack (Pb1), the spool moves to the left, and the spool shoulder (C) closes the center bypass line. As a result, the oil from the pump opens the load check valve (D), flows from the B1 port of the multiple control valve into the B1 port of the valve assembly. Through the flow control valve (1) and counter balance valve (2), the oil flows from the RH port into the bottom side of the blade tilt cylinder at right side, and finally tilts the blade right up.

95DZ42013

✽ On the other hand, the oil on the rod side of the blade tilt cylinder flows through the RR port into the counter balance valve (3), but the oil is shut out in the counter balance valve line. Under this condition, the oil pressure in the inflow line to the cylinder raises and the oil (pilot) pressure opens the counter balance valve in the return circuit. As a result, the return oil from the rod side returns from the flow control valve (4), A1 and multiple control valve A1 port to the tank. When the control lever is set to the right position, the blade tilts right down.

42-31

Loading System

95ZV

HYDRAULIC 42

2) “Blade tilt down” position L

2 2 1

7 MPa 3 (71 kgf/cm2) 3

RH 1 2 1

1 3

Valve assembly

1 3

2 B1

LH 2 2 1

7 MPa 3 (71 kgf/cm2) 3

LR 1 1

7 MPa (71 kgf/cm2)

Blade tilt cylinder 5

2 RR

Switch

7 MPa(71 kgf/cm2)

D A1

Pa1

Pb1

From pilot valve

C K95DZ42001

From pump

✽ When the control lever is set to the “left” position, with switch pushed, the pilot pressure is applied on the right oil pack (Pb1), the spool moves to the left, and the spool shoulder (C) closes the center bypass line. As a result, the oil from the pump opens the load check valve (D), flows from the B1 port of the multiple control valve into the B1 port of the valve assembly. ✽ Oil from B1 port flows through flow control valve (1) and counter balance valve (2) to RH port. Oil flows from RH port into the bottom side of the right blade tilt cylinder.

✽ On the other hand, when the switch is pushed, oil from B1 port flows through the solenoid valve (5), flow control valve (6) and counter balance valve (7) to LH port. Oil flows from the LH port into the bottom side of the left blade tilt cylinder then the blade is tilted forward. When the control lever is set to the right position, the blade is tilted backward.

42-32

Loading System

95ZV

HYDRAULIC 42

Blade spool Operation 1) “Blade raise” position

D A2

Pa2

Pb2

From pilot valve

C From pump

✽ When the control lever is set to the “Blade Raise” position, the pilot pressure is applied on the right oil pack (Pb2), the spool moves to the left, and the spool shoulder (C) closes the center bypass line. As a result, the oil from the pump opens the load check valve (D), flows from the B2 port into the rod side of the blade cylinder, and finally raises the blade.

95DZ42015

✽ When the control lever is set to the "Blade Down" position, the blade is moved down.

✽ On the other hand, the oil on the bottom side of the blade cylinder returns from the A2 port to the tank.

42-33

Loading System

95ZV

HYDRAULIC 42

2) “Blade float” position

From pilot valve

Pa2

Pb2

From pump

✽ When the control lever is pushed downward beyond the “Blade Down” position to the “Blade Float” position, the spool moves fully to the right by the pressure oil from the Pa2.

95DZ42016

✽ Therefore, the blade cylinder piston is not held by the oil pressure force any more and can move freely up and down by external force, which is useful for leveling uneven ground.

✽ As a result of this, all ports (i.e., pump port, cylinder rod end port and cylinder bottom end port) are connected to the tank port.

42-34

Loading System

95ZV

Valve Assembly

HYDRAULIC 42

Cylinder rod (R) Cylinder bottom (R)

Cylinder rod (L) Cylinder bottom (L)

(LR) (RH) (RR) (LH)

4 Rear side

7 7

RH side 6

LH side 4 1

4 2

5 5

Front side 5 6

95DZ42017

2 2

1. Block 2. Solenoid valve 4. Counter balance valve 5. Flow control valve 6. Plug 7. Plug 9. Eye bolt

7 MPa (71 kgf/cm2)

1 3 A1

2 2

7 MPa 3 (71 kgf/cm2) 3

1 3

4 LH

1 2

7 MPa(71 kgf/cm2)

2 2

7 MPa 3 (71 kgf/cm2) 3 1

2 2

RR 1

Hydraulic line 42-35

95DZ42018

Loading System

95ZV

HYDRAULIC 42

Adapter (Orifice) Structure 1.0 Orifice

Orifice

Installation position 65ZV42019

Function The adapter is installed in the blade lowering line between the pilot valve and the multiple control valve. When the lever is shifted back to the holding position just after lowering the blade, the blade spool of the multiple control valve is quickly returned to the holding position by the return spring. At this time, the blade lowering inertia causes a shock to the machine body. To lessen this shock to the machine body, the adapter (orifice) controls the spool return speed by slowly returning the pilot oil which was pushing the spool.

Note: When the oil is very cold it will pass very slowly through the orifice. As a result it will take longer than normal for the spool to shift to neutral or holding position. Always warm up the oil before beginning normal operation.

42-36

Steering System

95ZV

HYDRAULIC 42

Steering System Outline The pilot operating method is adopted in the steering system. A small amount of pilot oil supplied from the Orbitrol® controls the steering valve to realize steering operations. When the steering wheel is turned, oil at a flow rate proportional to the turning speed is sent from the Orbitrol® and supplied to the oil pack of the steering valve. At this time, the pilot pressure is generated. The pilot pressure strokes the spool of the steering valve, and supplies hydraulic oil at large flow rate proportional to the flow rate of the supplied pilot oil to the cylinder line. The excessive pilot oil flows through the steering valve to the other side of the pilot port. Shortly before the full turn, the stop valve activates, the pilot circuit is closed. While the steering wheel is not turned, almost all hydraulic oil from the steering pump is sent to the loading line by the action of the flow control spool. The pilot oil pressure from the steering pump is limited by the reducing valve, then supplied to the Orbitrol®. Oil returns from the steering cylinders flows through the steering valve and oil cooler or cooler bypass valve. Finally it returns to the tank through the return filter. Note: When the oil is very cold it will pass very slowly through the orifice. As a result it will take longer than normal for the spool to shift to neutral or holding position. Always warm up the oil before beginning normal operation.

42-37

From reducing valve

Orbitrol®

Steering cylinder

Stop valve

Steering valve To loading line ®

To Orbitrol

Cooler bypass valve Oil cooler

Reducing valve

P Return filter 115ZVE42016

Steering System

95ZV

HYDRAULIC 42

Orbitrol® Introduction

Orbitrol® is used as a pilot valve, and it operates the spool of the steering valve by discharging oil, that is in proportion to rotation amount of the steering wheel, to the steering valve. This Orbitrol® is the closed center and non-load reaction type. The pump and tank ports are blocked when the steering wheel is in neutral. This system is superior to response steering machine because high oil pressure always works on P port.

6 7

L Valve

1 R

Construction

3 4

1. Valve part

Rotor

✽ Spool (1) and sleeve (2) as a set form a rotary-type directional change-over valve. The spool (1) in this valve is linked to the steering wheel by means of a spline. ✽ When the steering wheel is not being turned, the spool (1) and the sleeve (2) are held in the neutral position by the centering spring (6); the oil groove of the spool does not match the oil hole of the sleeve, so the flow route of oil is totally closed. ✽ When the steering wheel is turned, the oil groove of the spool matches the oil hole of the sleeve, opening the oil passage, permitting oil to flow.

70ZV42022

1. Spool 2. Sleeve 3. Stator 4. Star

5. Drive shaft 6. Centering spring 7. Cross pin 8. Check valve

2. Rotor part ✽ A kind of internal gear, when the valve opens, it functions as a hydraulic motor. ✽ The star (4) rotation is transmitted to the valve part by means of the connected drive shaft (5), and the degree of valve opening is regulated depending on how fast the steering wheel is being turned.

Oil groove

3. Specification

Oil hole

To tank To steering valve To steering valve

Model

ND-K2-D

Theoretical discharge (cm /rev) 3

From reducing valve (pump)

120

70ZV42023

Operation pressure MPa (kgf/cm2) (psi)

3.5 (36) (512)

42-38

Steering System

95ZV

HYDRAULIC 42

Operation 1. Neutral (When the steering wheel is not being turned) ✽ The spool (1) and the sleeve (2) of the valve part each have a slit into which the centering spring (6) consisting of plate springs is set. ✽ When the steering wheel is not being turned, the spool (1) and the sleeve (2) are kept in the neutral position by means of the center spring (6). ✽ This Orbitrol ® is the closed center and non-load reaction type. When in the neutral position, the oil groove of the spool does not match the oil hole of the sleeve, so the flow route of oil from the pump to the steering valve is totally closed.

6 7

T L

1 2

3 4

70ZV42024

6 1

L Oil hole

R Oil groove

70ZV42025

1. Spool 2. Sleeve 3. Stator 4. Star

42-39

5. Drive shaft 6. Centering spring 7. Cross pin 8. Check valve

Steering System

95ZV

HYDRAULIC 42

2. Turn (When the steering wheel is being turned) ✽ When in the neutral position, the valve part is totally closed and oil remains sealed inside the rotor, and the rotor cannot move. The sleeve (2) is directly linked to the rotor by means of a cross pin (7) and drive shaft (5); it is also fixed.

✽ As a result, all four ports (pump, tank and oil pack on right and left side of steering valve) are opened, allowing the oil to flow and rotating the rotor.

✽ When the steering wheel begins to be turned, rotary force is applied to the spool (1), which then pushes and compresses the centering spring (6) set in the slit; the oil groove of the spool matches the oil hole of the sleeve, and opens the hydraulic circuit.

L Oil hole

R Oil groove

8 65ZV42036

6 7

T To steering valve Pa port

5 1

From steering valve Pb port From reducing valve (pump)

3 4

1. Spool 2. Sleeve 3. Stator 4. Rotor

5. Drive shaft 6. Centering spring 7. Cross pin 8. Check valve

95ZV42081

42-40

Steering System

95ZV

HYDRAULIC 42

Operation of feed-back mechanism ✽ When an angle of displacement (deviation in circumferential direction) is generated between the spool and the sleeve through operation of the steering wheel, the hydraulic circuit is opened, and oil starts flowing. Oil from the pump enters the Orbitrol® and turns the rotor; this oil flows into the steering valve. At this time, the rotor rotation is transmitted to the sleeve by the drive shaft and the cross pin. ✽ As a result, the sleeve starts rotating slightly behind the spool as if to follow its rotation. This way the spool can continue rotating, allowing the steering wheel to be turned and the machine to be turned.

✽ If the turning of the steering wheel stops, the spool immediately stops rotating; but, as long as there exists an angle of displacement between the spool and the sleeve, oil continues flowing into the Orbitrol®, and the rotor can continue rotating. Due to this rotation, the sleeve catches up with the spool, and closes the hydraulic circuit. Finally, the centering spring returns the spool and the sleeve to the neutral position and flow of oil is completely stopped.

97ZV42038

42-41

Steering System

95ZV

HYDRAULIC 42

Steering speed and flow rate control ✽ For this steering mechanism, the flow rate must be regulated depending on the speed at which the steering wheel is turned. ✽ For the Orbitrol ® , the flow rate is regulated by changing the displacement angle of the spool (1) and sleeve (2). In other words, while the steering wheel is being turned, the sleeve (2) chases the spool (1) in rotation, trying to close the hydraulic circuit. ✽ As steering speed increases, the amount of delay (displacement angle) of the sleeve (2) increases, and the flow rate rises.

Low steering speed

High steering speed

1 Small displacement angle

Pump oil amount and steering force

Large displacement angle

3 2

95ZV42071

✽ When there is plenty of oil flowing from the pump, the force required to turn the steering wheel need only overcome the sliding resistance of the sleeve or rotor, so the steering wheel turns very smoothly. ✽ When the amount of oil from the pump is small, the displacement angle of the spool and sleeve reaches a maximum point; even if the hydraulic circuit is wide open, the flow of oil from the pump to the rotor is small, so the rotor turns slowly. ✽ For this reason, the spool rotates faster than the rotor, and the displacement angle reaches a maximum point, and the spool turns the rotor by means of the cross pin and drive shaft. At that time, the rotor works as a hydraulic pump, and the steering wheel is harder to turn.

42-42

1. Spool 2. Sleeve 3. Centering spring

Steering System

95ZV

HYDRAULIC 42

Operating principle of the rotor ✽ Inside the rotor there is a stator with 7 internal gears that is fixed to the housing and a 6-tooth rotor that is engaged with the stator. ✽ Half of the chamber formed by the stator and the rotor is connected to the high-pressure side and the other half to the low-pressure side. When high-pressure oil flows into the chamber, the rotor is forced to turn in the direction that will expand the area of the chamber (by means of pressure difference). ✽ Out of this turning movement, rotation alone is taken out by the drive shaft to turn the sleeve by means of the cross pin.

Drive shaft (0 rotation) Star center

✽ With this rotation, and at the same time due to the relationship of the position between the sleeve port and the housing port, the position of oil flowing into the rotor part is gradually delayed in sequence. ✽ The rotor makes a 1/6 turn per rotation of the rotor, pushing out oil equivalent to 7 chambers. When the rotor rotates once, oil equivalent to 42 chambers (7 chambers x 6 turns) is pushed out. ✽ For the motor, it has 6 times larger torque or a 1/6 reduction effect.

Drive shaft (1/14 rotation)

Drive shaft (1/7 rotation)

Star(rotation) Stator(fixed)

Locus of star center 1 7

1 2

:Flow of high-pressure oil :Flow of low-pressure oil

70ZV42029

42-43

Steering System

95ZV

HYDRAULIC 42

Steering Valve (KVS32) Structure ø 1.5 mm (0.059")

7 (G)

3 MR A

IMPORTANT

Flow control plunger orifice must not be blocked. Pump damage may result.

5 T P. B.

(F)

AR 2 BR 3

Pb ø0.5 RF

(G)

MR ø1.5

P. B.

Orifice ø 1.5 mm (0.059")

A-A

Hydraulic circuit B

(LC)

95ZV42031

B-B

Orifice data: ø 0.5 mm=0.019 inch ø 1.5 mm=0.059 inch

6 97ZV42039

1. Steering spool 2. Flow control spool 3. Main relief valve 4. Overload relief valve (with make-up valve)

5. Check valve 6. Orifice [ø 0.5 mm] (with filter) 7. Gauge port

42-44

Steering System

95ZV

Function 1. Steering spool The movement of the steering spool is controlled by the oil pressure supplied from the Orbitrol® to the main steering valve end cover. At the center of the spool, there is a variable orifice with chamfers (throttle grooves). This orifice controls the oil flow rate. Also inside the steering spool, there are check valves which apply a positive back pressure to oil returning from the cylinders.

2. Flow control spool The flow control spool sends oil to the steering line depending on the displacement of the steering spool. 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

KVS32

Main relief valve setting pressure

20.6 MPa (210 kgf/cm2) (2,990 psi)

Overload relief valve setting pressure

24.5 MPa (250 kgf/cm2) (3,560 psi)

42-45

HYDRAULIC 42

Steering System

95ZV

HYDRAULIC 42

Operation 1. Neutral position (Steering spool in "Neutral") Loading circuit

95DZ42019

✽ In the NEUTRAL position, steering spool (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 0.5 MPa (5.6 kgf/cm2) (80 psi), the flow control spool (2) is moved to the right due to the pressure difference between chambers A and B. Thus the flow control spool is opened, and all the oil from the steering pump is sent to the loading line. 42-46

Steering System

95ZV

HYDRAULIC 42

2. Left turn position (Steering spool "In" position) Loading circuit

Pump

Pilot pressure

Check valve 1 Tank Variable throttle

95ZV42043

✽ When steering spool (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 spool (1) is small. However, since the oil flow rate to the steering cylinder is reduced at the variable throttle section at the spool center, the pressure difference between the front and rear of the throttle section is increased. When the pressure difference is increased to 0.5 MPa (5.6 kgf/cm2) (80 psi), flow control spool (2) is opened to discharge excess oil to the loading line. In this way, the flow control spool prevents extreme increase in the amount of the oil from the steering pump, and adjusts the oil flow rate

to the cylinder. ✽ For high-speed turning, steering spool (1) is pushed all the way to the left, and the variable throttle is fully opened. Under such a condition, all the oil is used for steering to enable high-speed turning. ✽ At a low engine speed, the oil flow rate from the steering pump is low, therefore the pressure difference between the front and rear of the throttle section is small, and flow control spool (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 spool. As a result, the excess oil is sent to the loading line.

42-47

Steering System

95ZV

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 goes through the variable throttle, the pressure generated before and after the variable throttle leads to the chambers A and B. The pressure difference is small at that time, and shifts the flow control plunger to the left. The pressure difference varies depending on the opening area of the variable throttle and the passing oil flow rate, and the control pressure is set to 0.5 MPa (5.6 kgf/cm2) (80 psi).

Variable throttle

95ZV42044

Operation of flow control plunger When the pump discharge amount is small, the pressure difference between the chambers A and B is small (pressure PA in chamber A pressure PB in chamber B), and the flow control plunger is being pushed to the left by the spring. Accordingly, the oil sent from the pump flows into to the steering circuit. When the pump discharge amount is increased and the pressure difference (PA-PB) is increased to 0.5 MPa (5.6 kgf/cm2) (80 psi) or more, the flow control plunger starts to be shifted to the right and the excessive oil is bypassed to the loading circuit. As described above, the steering circuit is given priority in receiving the pressurized oil from the pump. However, when the number of rotations of the engine becomes larger and the oil flow rate exceeds the preset value, the flow control plunger bypasses the excessive oil to the loading circuit. This keeps the oil flow rate constant in the steering circuit.

Loading circuit

Spring

PB B

Variable throttle

Steering circuit

95ZV42045

Loading circuit Pump PA

95ZV42046

42-48

Pump

Steering circuit

Steering System

95ZV

HYDRAULIC 42

Main relief valve 1. When the pressure is at the preset value or less Loading circuit Pump

Flow control spool Filter

Steering spool

Tank

Cylinder

The figure above shows the status in which the steering spool is open. The chambers A and B are filled with oil, and the flow control spool is balanced in the position

95ZVE42009

Cylinder

shown above. If the filter becomes plugged, the relief valve will not operate properly. Always check and clean the filter during repairs.

2. When the pressure exceeds the preset value Loading circuit

Pump Flow control spool

A B

Steering spool

Tank

When the pressure in the cylinder circuit exceeds the preset value (and the oil pressure rises naturally in both the chambers A and B), the relief valve opens and the oil in the chamber B escapes into the tank circuit. As a

95ZV42048

result, the pressure in the chamber A becomes relatively high, the flow control spool is shifted to the right, and the oil sent from the pump flows into the loading circuit.

42-49

Steering System

95ZV

HYDRAULIC 42

Overload relief valve with makeup valve 1. Structure Overload relief valves with makeup valve are located in the circuit between the steering cylinder and the steering spool on the both sides of the steering cylinder. While the steering spool is located in the neutral position, the steering cylinder circuits are closed. External force

Overload relief valve with make-up valve Operates as overload relief valve

Overload relief valve with make-up valve Operates as make-up valve

Tank 95ZV42049

2. Function - Overload relief function In this situation, if an external shock (force) is applied to one side of the cylinder (the bottom side in the figure above) causing abnormally high pressure to build up in the circuit, the oil escapes through the valve on side A, in order to prevent damage to the piping and the cylinder.

- Makeup function On the other side of the cylinder (the rod side in the figure above), the oil is allowed to enter from the drain to tank circuit as is required from the oil that escaped from the bottom side of the cylinder, in order to prevent vacuum (negative pressure (or void)) from developing in the circuit.

42-50

Steering System

95ZV

HYDRAULIC 42

3. Operation as overload relief valve K

X Filter

E D

Tank

95ZVE42010

Cylinder

- When the oil pressure exceeds the preset value The pilot poppet E is opened, and the oil escapes into the tank around sleeve K. As a result, the pressure in the internal space X is relatively lower than that on the cylinder side, then the piston C moves to the right and fits in the pilot poppet E. Because the internal space X leads to the tank, the poppet D moves to the right and the high pressure oil escapes from the cylinder to the tank.

Cylinder

- When the oil pressure is at the preset value or less The pressurized oil is sent to the internal space X through the orifice of the piston C. Because the oil pressure is at the preset value or less, the poppet E is closed and the area between the cylinder and the tank is completely blocked. Sleeve K fits completely in the cylinder port because the pressure receiving area of the internal space X is wider than the pressure receiving area on the cylinder side.

E D

Tank

4. Operation as makeup valve

95ZV42051

K G A Cylinder

When the cylinder pressure drops below the tank pressure, sleeve K moves to the right due to the difference in the pressure receiving area (G - A) between the left side and the right side of sleeve K, and the oil flows from the tank to the cylinder so that the cylinder pressure does not drop below the tank pressure.

95ZV42052

Tank

42-51

Steering System

95ZV

HYDRAULIC 42

Pilot circuit and its operation From pump Orbitrol ®

Reducing valve

To tank

Steering valve Filter To tank

Cylinder Stop valve

End cover

Flow amp. notch Tank

Pilot circuit

Pilot orifice 95ZV42053

- Oil flow ✽ Oil from the steering pump flows into the steering valve. The oil flow direction is separated in the steering valve. The oil is supplied to the Orbitrol® from the steering valve through the reducing valve where the oil pressure is reduced. ✽ The hydraulic oil from the Orbitrol® first enters the end cover of the steering valve, then passes through the steering spool flow amplifier notch and the pilot orifice and flows to the end cover on the opposite side, returning to the tank through the Orbitrol®.

✽ As the amount of oil flowing through the amplifier notch and the pilot orifice increases, the pressure of the oil inside the end cover increases, pushing in the steering spool. The variable throttle opens, regulating the amount of oil flowing to the cylinder circuit, depending on flow volume, and thus the distance the spool is pushed in.

42-52

Steering System

95ZV

HYDRAULIC 42

Flow amplifier notch and pilot orifice

✽ When pilot flow is low, when the spool is pushed in a little, opening the flow amplifier notch a little, the pilot oil easily flows out, and the spool will not be pushed in any further. (The hydraulic force applied at the end of the spool is in balance with the force of the return spring.)

Return spring

Pilot oil

End cover Pilot orifice Flow amp. notch Pilot circuit

Pilot pressure

✽ If no oil is sent from the Orbitrol®, the spool is held in the neutral position by the return spring and the flow amplifier notch is closed. When pilot oil is sent from the Orbitrol® the oil flows through the pilot orifice, the pressure of the oil inside the end cover rises, pushing the spool and opening the flow amplifier notch. Then, the oil flows through the flow amplifier notch and the pilot orifice.

Hydraulic force

Note: There are filter screens at the pilot orifice. These screens are there only to keep the orifice from plugging due to loose debris.

115ZVE42015

Return spring force

Flow amp. notch opening

Pilot orifice

✽ When pilot flow rises, as the opening of the flow amplifier notch is narrow, the pressure inside the end cover is raised higher, pushing the spool in. When the spool is pushed in, the opening of the flow amplifier notch becomes larger, making it easier for pilot oil to flow out ; thus, the rise in pressure stops and the spool is stopped at a position where the hydraulic force applied to the end of the spool is in balance with the force of the return spring.

Pilot pressure

95ZV42055

Hydraulic force

Return spring force

Flow amp. notch opening Pilot orifice 95ZV42056

42-53

Steering System

95ZV

HYDRAULIC 42

Stop Valve Structure 17

(Full stroke)

From pilot valve

(0.67") A B

To steering valve

10 12

9 95ZVE42012

1. Housing 2. Spool 3. Check valve 4. Plug 5. Washer 6. Plug 7. Flange 8. Spring

9. Spring 10. Bolt 11. Spacer 12. Boot 13. U-packing 14. Dust seal 15. O-ring 16. O-ring

DR 97ZV42042

42-54

Steering System

95ZV

HYDRAULIC 42

Function A stop valve is provided to reduce the impact caused to the chassis steering stopper block when the machine is making a full turn while the hydraulic pressure of the steering cylinder is still working.

Port B To steering valve

Stopper (bolt)

Port A From Orbitrol®

Spool

Bolt Installed on front chassis

Check valve Installed on rear chassis 115ZVE42020

Operation Shortly before a full turn, the stopper installed on the front chassis pushes the bolt of the stop valve installed on the rear chassis to shut down the port A and the port B. As a result, the pilot line is closed, returning the steering spool to the neutral position. After a full turn, when the steering wheel is turned in the opposite direction, the spool of the stop valve remains pushed in, closing the line. As a result, the pilot oil opens the check valve and flows out.

Pa 97ZV42044

42-55

Steering System

95ZV

HYDRAULIC 42

Reducing Valve (Direct Acting Type) for Orbitrol® Structure

Spring

(T)

Sleeve

Tank Plunger Passage Z Pump

(A) B A

Passage Y (TS)

TS A

(B) Orbitrol®

95DZ42020

Hydraulic circuit diagram

Operation The oil fed from the pump flows into the Orbitrol® circuit by way of passage Y and port A in the plunger. When the oil pressure in the Orbitrol circuit reaches or exceeds the set pressure (spring force), the plunger is moved up by the oil pressure and passage Y is closed from port A so that the Orbitrol® side does not exceed the set pressure. ®

When the pressure exceeds the value which closes passage Y, the plunger is moved up further, the oil hole B is connected to the passage Z, and the oil escapes to the tank so that the pressure in the circuit on the

Orbitrol® side does not exceed the set pressure. When the oil pressure in circuit on the Orbitrol® side decreases, the plunger is moved down by the spring force, passage Y is open, and the pump pressure is introduced to the Orbitrol® side so that the pressure is maintained at the specified value. This pressurized oil is supplied to the steering valve pilot port through the Orbitrol® and moves the steering spool. Set pressure: 3.5 MPa (36 kgf/cm2) (512 psi)

42-56

Steering System

95ZV

HYDRAULIC 42

Line Filter Structure

From pump (steering valve)

FILTER

To reducing valve

95ZV42036

1. Case 2. Nipple 3. Strainer 4. O-ring 5. O-ring

Function

Installation position

The line filter is integrated into the pilot line of the steering line, and prevents foreign objects from entering the pilot line and Orbitrol®. Note: The line filter design shown above is also used at the unloader valve, and is located directly above the valve. The filter prevents debris from entering the brake accumulator reducing valve assembly. These filters are to be removed, inspected and cleaned or replaced every 2,000 hours of operation.

Front Reducing valve Line filter

Rear chassis 95ZV42037

42-57

Steering System

95ZV

HYDRAULIC 42

1. On steering pilot relief A

Steering pilot relief

Line filter

Reducing valve

Steering valve 95ZV42075

2. On unloader valve

Unloader valve

Rear chassis

Line filter

Oil tank

95ZV42076

42-58

Fan Motor Line

95ZV

HYDRAULIC 42

Fan Motor Line Introduction The cooling fan is driven by the hydraulic motor. The maximum number of revolutions of the cooling fan is regulated by the set temperature of the thermo-sensing valve (73) installed to the radiator upper tank.

Fan motor (71) Cooling fan

Check valve (102)

80.0 cm3/rev T1

P1 Ps G1/4

Engine cooling water temperature

Maximum number of revolutions of cooling fan

Radiator

+ 75

80 °C (176 °F) or less

955 – 50 min-1 (rpm)

93 °C (199 °F) or more

1,365 – 50 min-1 (rpm)

Thermo-sensing valve (73)

15.1 MPa (154 kgf/cm2)

+ 75

G1/4 Ts

The pressure oil from the unloader valve flows into the port P of the relief valve assembly, enters the fan motor from the port P1, and turns the fan motor.

P High pressure set: 16.5 MPa (168 kgf/cm2) Low pressure set: 6.2 MPa (63.2 kgf/cm2)

From unloader valve

Relief valve (72)

Hydraulic circuit diagram

When the oil pressure reaches to the set pressure [15.1 MPa (154 kgf/cm2) (2,190 psi)] or more, the relief valve (72) releases the pressure oil to the tank, as a result the maximum fan revolution is regulated. On the other hand, the relief valve (72) and the thermosensing valve (73) are connected each other by way of the port Pp. Because the set pressure of the thermosensing valve (73) changes in accordance with the engine cooling water temperature, the regulated maximum number of revolutions varies depending on the cooling water temperature.

K95DZ43001

Note: Relief is "pressure compensated". To drain

From fan motor circuit

To thermo-sensing valve

Detail on relief valve (72)

Number of revolutions of fan (min-1)

80ZV42008

High temperature [93 °C (199 °F)] or more

1,365 Stepless control range 955

Low temperature [80 °C (176 °F)] or less

(565)

0 600

800

(1,220)

(1,764)

Engine revolution (min-1)

Fan revolution (controlled by thermo-sensing valve) 42-59

Values inside ( ) are offered as reference.

95DZ42022

Fan Motor Line

95ZV

HYDRAULIC 42

Fan Motor (GM30C) Structure

16 17

6 7

Specifications Displacement capacity Operating number of revolutions

97ZV42049

1. Drive gear 2. Driven gear 3. Front cover 4. Center section 5. Rear cover 6. Oil seal (inner) 7. Oil seal (outer) 8. Retaining ring 9. Gland seal 10. O-ring 11. Wear plate (front) 12. Wear plate (rear) 13. O-ring 14. Seal retainer 15. Bolt 16. Nut 17. Washer 18. Plug (drain)

80 cm3/rev 1,365 min-1 (rpm) 95 %

Motor efficiency

IMPORTANT This motor is designed to rotate only in one direction. Hoses must be connected correctly or damage to motor will result from reverse rotation.

42-60

Fan Motor Line

95ZV

HYDRAULIC 42

Thermo Sensing Valve Structure

3 2

P 11

4 8

65ZV42022

Relief pressure MPa (kgf/cm2)

1. Body 2. Wax element 3. O-ring 4. Spring seat 5. Poppet 6. Poppet guide 7. Orifice 8. Spring C 9. Spring B 10. Shim 11. Screen 12. Cap seat

16.5±0.2 (168±2)

6.2±0.69 (63.2±7) 0

80±2

93±2

100

Temperature (C°) 95DZ42023

Specifications Set temperature °C (°F)

Relief pressure MPa (kgf/cm2)

80 ± 2 (176 ± 3.6)

6.2 ± 0.69 (63.2 ± 7)

93 ± 2 (199 ± 3.6)

16.5 ± 0.2 (168 ± 2)

42-61

Fan Motor Line

95ZV

HYDRAULIC 42

Operation [Fig. 1] Tank P2

➀ Poppet

➃Spring Relief valve

- When the engine cooling water temperature is less than 80±2 °C (176±3.6 °F) (low pressure status): The piston (3) of the wax element (2) is in the shortest position, and the load to the spring (4) is also minimum. The poppet (1) is pressed against the seat face by this spring load. When the oil quantity flowing through the seat is 0.15 L/min (0.04 Gal/min), the pressure ∆P (P1 - P2) is set to 6.2 ± 0.69 MPa (63.2 ± 7 kgf/cm2).

➁ Wax element

➂ Piston

Seat face

65ZV42024

[Fig. 2] Tank P2

➀Poppet Relief valve

- While the engine cooling water temperature is increasing (pressure increase status): When the engine cooling water temperature exceeds 80±2 °C (176±3.6 °F), the wax element (2) senses the water temperature. As the engine cooling water temperature increases, the piston (3) is gradually pushed out. When the piston (3) is pushed out, the spring load applied on the poppet (1) increases, and the pressure P1 increases also.

➁ Wax element - When the engine cooling water temperature is 93±2 °C (199±3.6 °F) or more (high pressure status): The stroke of the piston (3) is determined by the engine cooling water temperature. When the engine cooling water temperature increases over 93±2 °C (199±3.6 °F), the piston (3) is pushed out fully as shown in [Fig. 2], the spring load applied on the poppet (1) becomes maximum, and the pressure ∆P increases to the maximum value.

42-62

➂ Piston 65ZV42025

Fan Motor Line

95ZV

HYDRAULIC 42

Relief Valve Assembly (for Fan Motor) 1 To tank From fan motor

T PP T1

To thermo sensing valve

From thermo sensing valve

T2 To fan motor

PS P 2

65ZV42026

From pump (unloader valve)

1. Relief valve 2. Check valve (Make-up valve)

P1 Ps

Hyd. circuit diagram 85ZVE42016

42-63

Fan Motor Line

95ZV

HYDRAULIC 42

Operation Relief valve Body

The oil from the pump goes through orifices 1 and 2 and passages A and B, then flows from the body perimeter to the thermo-sensing valve. Seat

When the engine cooling water temperature increases and reaches 93±2 °C (199±3.6 °F), the spring load of the thermo-sensing valve becomes maximum, and the pressure in the fan motor line increases. When this pressure reaches 15.1 MPa (154 kgf/cm2), the pressure oil from the orifice 2 pushes up the ball and releases into the tank by way of passages C and D. As a result, the oil pressure in chamber A decreases, the pressure oil from the pump pushes up the plunger and flows into the tank port by way of passage E. Accordingly, the maximum number of revolutions of the fan motor is determined by this relief pressure.

Ball

Passage A

Passage C

Passage B To thermo sensing valve

Orifice 2

Passage D

To tank

Plunger Passage E Orifice 1 Sleeve

Set pressure (guideline): 15.1 MPa (154 kgf/cm2)

From pump (unloader valve)

65ZV42028

Check valve (Make-up valve) While the engine is running, the oil from the pump enters the chamber A by way of passages A and B, and presses both the spring and the poppet against the sleeve. As a result, the oil does not flow into the tank port.

Passage A

Pump

When the engine is stopped, the pressure in the pump port (chamber A) becomes negative pressure (or a void) because the oil is not fed to the fan motor though the fan continues to turn by the inertia. In order to prevent generation of negative pressure, the poppet is pushed up from the tank port side, and the oil at the tank port flows into the fan motor line by way of passage C. This status continues until revolution of the fan caused by the inertia is attenuated and stopped.

Fan motor

Passage B Passage C

Poppet

Sleeve Tank 65ZV42029

42-64

Emergency Steering

95ZV

Emergency Steering (Option except Europe specification)

Function 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) Hydraulic pressure in the steering hydraulic circuit lowers below 0.4 MPa (4 kgf/cm2). 3) Hydraulic pressure in the Orbitrol® hydraulic circuit rises above 0.4 MPa (4 kgf/cm2).

Oil flow In normal operation: Oil flows Gear pump (A) → #(13) → #(15) → #(14) → #(9) → #(12) → #(4) → steering valve → steering cylinder to steer the machine. When the emergency steering system works: Oil flows from #(5) → #(19)/#(23) → motor pump → #(21)/#(24) → #(16) → #(8) → #(11) → #(4) → steering valve → steering cylinder to steer the machine.

42-65

HYDRAULIC 42

Emergency Steering

95ZV

HYDRAULIC 42

Hydraulic line diagram

Motor pump

19 13 15 21 35 16

14 24

8 6

Gear pump (A)

11 12

Gear pump (B) 17 4

Reducing valve for Orbitrol®

P port Steering valve From oil tank

5 95ZVE42007

4. Block 5. Oil pipe 6. Adapter 7. Elbow adapter 8. Check valve 9. Check valve 11. Adapter 12. Adapter 13. High pressure hose

14. Adapter 15. Elbow fitting 16. Adapter 17. Connector 19. Heat resisting hose 21. High pressure hose 23. Heat resisting hose 24. High pressure hose 25. Line filter 35. High pressure hose

Electrical wiring diagram / connection diagram Refer to "Electrical Group".

42-66

HYDRAULIC GROUP 43 Check & Adjustment Relief Valve Setting Pressures ...................................................................43-2 Stop Valve ..................................................................................................43-8 Fan Revolution ............................................................................................43-9

43-1

Relief Valve Setting Pressures

95ZV

HYDRAULIC 43

Relief Valve Setting Pressures WARNING

CAUTION

Unexpected movement of the machine may 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 man. - Prohibit any person from walking into dangerous areas. - Near articulation areas of the machine - Under the machine - Around the engine - In front of or behind the machine

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. Be sure to stop the engine before you open the side cover of the engine room. Keep all guards in place. Avoid high temperature components even when the engine is stopped.

2. Standard measurement value MPa (kgf/cm2) (psi)

CAUTION Be careful, you may get burned if the high pressure oil spouts out. To prevent such an accident, be sure to release the residual pressure from the pipe, and open the cap of the hydraulic oil tank before removing the plug from the pressure measurement port.

Loading line main relief pressure (at maximum speed)

20.6 ± 0.5 (210 ± 5) (2,986 ± 71)

Loading line overload relief pressure (at idling speed)

23.5 ± 0.5 (240 ± 5) (3,413 ± 71)

Steering line main relief pressure (at maximum speed)

20.6 ± 0.5 (210 ± 5) (2,986 ± 71)

Steering line overload relief pressure (at idling speed)

24.5 +1.0 0 +142 (250 +10 0 ) (3,555 0 )

Pilot line

3.5 (36) (512)

Hydraulic oil temp : 50~80 °C (120~180 °F)

1. Measurement instruments : Pressure gauge 29.4 MPa (300 kgf/cm2) (5,000 psi) (for loading and steering lines) with 1.5~3 m (4~10 ft.) hose 4.9 MPa (50 kgf/cm2) (1,000 psi) (for pilot line) with 2~3 m (6~10 ft.) hose Note : For safety, route the gauge to an area where it may be safely read by the person doing the test.

Reference : Releasing residual pressure from tank and pipes. Lower the blade, and stop the engine when the blade is approximately 30 cm (1 ft.) above the ground. Tilt down the blade until it comes in contact with the ground. Place the blade control lever in the roll back position, and then lower the blade. Push down on, then open the cap of the hydraulic oil tank to release the residual pressure.

43-2

Relief Valve Setting Pressures

95ZV

Loading Circuit

HYDRAULIC 43

Multiple control valve

1. Gauge port and port size Gauge port location Main relief pressure

➀

Overload relief pressure

➀

1 Port size

Main relief valve

➀…G (PF) 1/4 with O-ring Overload relief valve

➁…G (PF) 3/8 Pilot line pressure (Reducing valve)

➁, ➂

with O-ring

95DZ43001

➂…G (PF) 1/4 with O-ring

Valve assembly 3

2. Measuring loading line main relief pressure 1) Lower the blade to the ground. 2) Attach the pressure gauge 29.4 MPa (5,000 psi) to the connector port (➀). 3) Set the parking brake switch to the "ON" position. 4) Move the blade control lever to the tilt back position with the switch pushed. Hold the lever at that position. 5) Increase the engine speed to the maximum, and measure and record the pressure using the pressure gauge.

(Z)

(PPI)

(Z2)

(Z1)

(PA) (PARKING) (TA) (T)

ACF

(ACCF)

(ACCR)

(P)

Reducing valve (for pilot) 95DZ43002

Main relief valve Adjusting screw

Adjusting main relief pressure : Loosen the lock nut and adjust the pressure by the adjusting screw. Turn clockwise the adjusting screw to raise the set pressure, or turn counterclockwise the adjusting screw to lower the set pressure. Lock nut

IMPORTANT

70ZV43004

At the completion of check and adjustment of main relief valve pressure, be sure to tighten the lock nut.

43-3

Relief Valve Setting Pressures

95ZV

HYDRAULIC 43

3. Measuring loading line overload relief pressure 1) Attach the pressure gauge to the port ➀

4. Measuring pilot line pressure

2) Adjust the main relief valve pressure to 24.5 MPa (3,555 psi) + 1/4 additional turn, so the pressure is above the overload relief pressure. Blade tilt cylinder rod side : (1) Lower the blade to the ground. (2) Move the blade control lever to the tilt back position with the switch pushed. (3) Keep the engine speed at low idle. (4) Hold the blade control lever at the tilt back position and record the pressure. Blade tilt cylinder bottom side : (1) Keep the blade 30 cm from the ground. (2) Move the blade control lever to the tilt down position with the switch pushed, hold and then measure and record the pressure.

Trapped pressure in brake circuit could cause serious injury when the plug is removed. Fully release all residual accumulator pressure before servicing.

WARNING

1) Attach the pressure gauge to the port (➁ or ➂). 2) Keep the engine speed at low idle (when the brake line pressure is normal) and then measure and record the pressure. Adjusting pilot line pressure : Loosen the lock nut and adjust the pressure by the adjusting screw. Turn clockwise the adjusting screw to raise the pilot line pressure.

IMPORTANT

Adjusting overload relief pressure : Loosen the lock nut and adjust the pressure by the adjusting screw. Turn clockwise the adjusting screw to raise the set pressure, or turn counterclockwise the adjusting screw to lower the set pressure.

After the completion of the adjustment of the pilot line pressure, be sure to tighten the lock nut.

Reducing valve Lock nut

IMPORTANT C

At the completion of check and adjustment of overload relief valve pressure, be sure to reset the main relief valve to the original condition.

Overload relief valve

Adjusting screw

Lock nut

70ZV43006

Adjusting screw 70ZV43005

43-4

Relief Valve Setting Pressures

95ZV

HYDRAULIC 43

Steering Circuit

Steering cylinder

1. Gauge port and port size Gauge port location

Port size

➀, ➁

G (PF) 1/4 with O-ring

Main relief pressure Overload relief pressure Reducing pressure

➂

Rc (PT 1/8)

95DZ43003

Reducing valve

2. Measuring steering line main relief pressure 1) Attach the pressure gauge to the gauge port (➀ or ➁). 2) In case the pressure gauge is installed to ➀, steer the machine to the left until the front and rear chassis contact each other. Continue to hold the steering wheel fully turned. Note : Because the stop valve is installed into the steering line, oil pressure does not reach the set point when the steering is fully turned. When measuring oil pressure, be sure to apply the articulation stopper or screw the stopper (bolt) in until the front and rear chassis contact each other.

(A)

115ZV43006

(B)

Steering valve

Main relief valve

WARNING If the machine begins to move with the articulation stopper applied, it may cause an accident resulting in injury or death. After the measurement, be sure to disconnect and store the articulation stopper.

Overload relief valve 95ZV43006

Main relief valve Lock nut

3) Increase the engine speed to high idle, and measure and record the pressure. Adjusting steering line main pressure : Loosen the lock nut and adjust the pressure by the adjusting screw. Turn clockwise the adjusting screw to raise the steering line main pressure. 43-5

Adjusting screw

95ZV43007

Relief Valve Setting Pressures

95ZV

HYDRAULIC 43

3. Measuring steering line overload relief pressure 1) Attach the pressure gauge to the port (➀ for the left turn, ➁ for the right turn). 2) Adjust the main relief valve pressure to 25.5 MPa (260 kgf/cm2)(3,697 psi) + 1/4 additional turn, so the pressure is above the overload relief pressure. 3) Steer the machine until the front and rear chassis contact each other. Continue to hold the steering wheel fully turned. Note : Because the stop valve is installed into the steering line, oil pressure does not reach the set point when the steering is fully turned. When measuring oil pressure, be sure to apply the articulation stopper or screw the stopper (bolt) in until the front and rear chassis contact each other. 4) Keep the engine speed at low idle, and measure and record the pressure. Raise the engine speed to 1,000 min-1 if fail to do. Adjusting overload relief pressure : Loosen the lock nut and adjust the pressure by the adjusting screw. Turn clockwise the adjusting screw to raise the set pressure, or turn counterclockwise the adjusting screw to lower the set pressure.

Stopper (bolt)

Port B To steering valve

Port A From Orbitrol ®

Spool

Bolt Installed on front chassis

Check valve Installed on rear chassis 70ZV42013

Overload relief valve Lock nut Adjusting screw

95ZV43008

IMPORTANT At the completion of check and adjustment of overload relief valve pressure, be sure to reset the main relief valve to the original condition.

43-6

Relief Valve Setting Pressures

95ZV

HYDRAULIC 43

4. Measuring pilot circuit relief pressure (Reducing pressure)

Adjusting screw Lock nut

1) Attach the pressure gauge to the port (➂). Gauge port plug width across flat : 5 mm 2) Move the blade control lever to the tilt back position with the switch pushed. 3) Keep the engine speed at low idle. 4) Hold the blade control lever at the tilt back position with the switch pushed and record the pressure. Adjusting pilot line pressure : Loosen the lock nut and adjust the pressure by the adjusting screw. Turn clockwise the adjusting screw to raise the pilot line pressure.

(T)

(A)

3 (TS)

(B)

IMPORTANT After the completion of the adjustment of the pilot line pressure, be sure to tighten the lock nut.

43-7

115ZV43007

Stop Valve

95ZV

HYDRAULIC 43

Stop Valve Adjustment procedure during installation WARNING When the machine turns, the clearance in the articulation area closes. As a result, people may be caught, leading to a severe accident. To prevent such an accident, observe the following items strictly when adjusting the steering stopper. - Stop the engine before starting adjustment of the stopper bolt. - When confirming the operation after setup, keep proper distance from the articulation area of the machine. The stop valve works when the spool is pushed in 3 mm. Adjust the stopper bolt by using the following procedure. - Adjust the stopper (bolt) length so that the clearance between the machine body and the stopper becomes the reference dimension “28 to 48 mm (1.1~1.9 in)” shown in the table below.

Front chassis Reference dimension 23~27.5 mm (0.9~1.1 in)

Reference dimension 37

Clearance between machine body and stopper (mm) 28

Stopper (bolt) length (mm)

25 27.5

Stopper (bolt) length

Front chassis 35°~

✽ The target value should be the articulation angle “36°”.

95ZV42034

37°

Articulation angle ( °)

Stop valve (rear chassis) (L.H, R.H)

Stopper (bolt)

- After adjustment, turn the steering wheel slowly at a rate of 5 sec or more per turn, and confirm the clearance between the machine body and the stopper. - When adjustment is completed, tighten the lock nut of the stopper (bolt). : N-m (kgf-m) (lb-ft) 90 (9.2) (67)

Rear chassis Reference dimension 28~48 mm (1.1~1.9 in) Clearance between machine body and stopper 95ZV42035

43-8

Fan Revolution

95ZV

HYDRAULIC 43

Fan Revolution Fan motor (71)

WARNING

Cooling fan

Number of fan revolution Relief set pressure (guideline)

P1 Ps G1/4

Radiator T2 Pp

G1/4 P

High pressure set: 16.5 MPa (168 kgf/cm2) Low pressure set: 6.2 MPa (63.2 kgf/cm2)

-1 (rpm) 1,365 +75 –50 min

Low

-1 (rpm) 955 +75 –50 min

High

15.1 MPa (154 kgf/cm2)

Low

6.2 MPa (63.2 kgf/cm2)

From unloader valve

Relief valve (72)

Hydraulic circuit diagram K95DZ43001

Adapter P1

Relief valve

P PP

2,250 ± 50 min-1 (rpm)

High

Thermo-sensing valve (73)

15.1 MPa (154 kgf/cm2)

Measuring and adjusting the maximum number of revolutions 1) Remove hose and adapters from the ports Pp and T2, and attach plugs to the both ports. Port size … PF 1/4 2) Remove the plug from the port Ps, and attach a gauge. Gauge … About 19.6 MPa (200 kgf/cm 2 ) (3,000 psi) Port size … PF 1/4 3) Measure the number of fan revolution while the engine is at high idle. Set pressure Engine at high idle

Check valve (102)

80.0 cm3/rev

The residual oil pressure in the hydraulic line could spout high pressure oil and cause serious injury such as burn when a hose or plug is removed. Make sure to release the residual pressure from the line and the internal pressure from the tank before starting adjustment.

T1 Plug

4) If the maximum number of revolutions is not correct, adjust it using the adjusting screw in the relief valve. Turn the adjusting screw clockwise to increase both the pressure and the number of fan revolution.

Relief valve assembly 95ZV42091

Note : - The relief valve on the low pressure side cannot be adjusted because it accommodates a thermo-sensing valve. It can be only confirmed. - After replacing hose and adapters in the ports Pp and T2 to normal, measure the pressure while the fan is moving at low speed. At this time, the engine cooling water temperature should be 80 °C (176 °F) or less (Engine at HI). 43-9

Adjusting screw

Lock nut

Relief valve

65ZV43007

MEMO

BRAKE GROUP 52 Function & Structure Brake Circuit ...............................................................................................52-2 Brake Equipment Layout ...........................................................................52-4 Unloader Valve ...........................................................................................52-5 Reducing Valve (for Accumulator Circuit) ...................................................52-7 Valve Assembly ..........................................................................................52-8 Accumulator ................................................................................................52-9 Brake Valve ..............................................................................................52-10 Service Brake ...........................................................................................52-16 Parking Brake ...........................................................................................52-23 Spring Chamber (actuator) .......................................................................52-32 Auto Brake ................................................................................................52-33 Check Valve ..............................................................................................52-35 Shuttle Valve .............................................................................................52-36 Pressure Switch ........................................................................................52-37

52-1

MEMO

Brake Circuit

95ZV

BRAKE 52

Outline of brake system The brake system is the all-hydraulic type, and has two independent systems consisting of the front system and the rear system for enhancing safety. The service brake is the wet disc type. The parking brakes are the internal expansion drum type and the dry disc type.

Service brake Oil from the pump is regulated in a range from 6.9 to 11.8 MPa (995 to 1,710 psi) by the unloader valve (22), and accumulated in the accumulator (33) provided for the front and rear wheels. When the brake valves (23) (24) are depressed, the pressure oil in the accumulator enters the disc brake piston chamber for the front and rear wheels, pushes the piston, and generates braking power.

Parking brake The internal expansion type drum brake for parking is applied by the spring chamber (55). The oil cylinder (55) operates when the pressure oil inside the oil cylinder returns to the tank while the power is not supplied to the solenoid valve (29) (that is, while the parking switch is ON). The dry type disc brake for parking is applied by pressure oil accumulated in the accumulator (33) while the power is not supplied to the solenoid valve (63) (that is, while the parking switch is ON).

Auto brake When the machine speed exceeds the specified value, power is supplied to the solenoid valve (27) by the signal sent from the T/M controller. As a result, the pressure oil depressurized by the reducing valve (28) acts on the brake valve (23), and applies the service brake.

Adjustment of axle internal pressure While the brake pedal is not pressed, the internal pressure of the hydraulic oil tank is always applied on the brake piston chamber, and there is a possibility that the brake may drag. To prevent the brake from dragging, the axle housing air chamber is connected to the hydraulic oil tank air chamber so that the pressure inside the axle housing becomes equivalent to the pressure inside the hydraulic oil tank.

52-3

Brake Equipment Layout

95ZV

BRAKE 52

Brake Equipment Layout 9

10 3

1. Accumulator 2. Solenoid valve (for parking) 3. Solenoid valve (for auto-brake) 4. Brake valve 5. Parking brake (Rear) 6. Parking brake (Front) 7. Spring chamber assembly (for rear parking brake) 8. Accumulator (for front parking brake) 9. Solenoid valve (for front parking brake) 10. Unloader valve

52-4

95DZ52002

Unloader Valve

95ZV

BRAKE 52

Unloader Valve Structure

To accumulator

B-B

To tank

To fan motor 23

20 8

17 Pilot port accumulator feedback port

A-A

15 12

2 14

1. Body 2. Spring 3. Spool 4. O-ring 5. Plug 6. Orifice 7. Orifice 8. O-ring 9. Plug

From pump

10. Plug (gauge port) 11. Governor plunger 12. Spring 13. O-ring 14. Plug 15. Pilot valve Tank port 16. Spring seat 17. Spring 18. Spring Pump port

115ZVE52005

19. O-ring 20. Plug 21. Adjusting screw 22. Lock nut 23. Packing 24. Cap Accumulator port

Fan motor port

AC Pilot port accumulator feedback port

PP Rc 1/8

Tank port

P Pilot port accumulator feedback port

Pump port

Accumulator port

Outline drawing

Hydraulic circuit diagram 52-5

70ZV52004

Unloader Valve

95ZV

Function The unloader valve controls the flow rate and the pressure of the hydraulic oil sent from the pump to the accumulator. The body (1) is equipped with ports (pump, fan motor, accumulator, pilot and tank). The spool (3) which opens and closes the pump port to the fan motor port, the orifice (6) which regulates the flow rate to the accumulator port with high priority, and the pressure governor mechanism which controls the pressure on the accumulator port side are built in the unloader valve.

Operation While the unloader valve is not operating, the spool (3) is pushed back by the spring (2) and the pump port to the fan motor port is closed. Oil flowing from the pump port is sent to the accumulator port through the orifice (6), and the pressure at the accumulator port increases accordingly. When an excess flow rate is generated, the spool (3) moves to the fan motor port side and the excess flow rate flows out to the port to the fan motor. The pressure at the accumulator port is transferred to the inside of the pressure governor through the orifice (7). When the pressure at the accumulator port increases and exceeds the load of the springs (17) (18) applied on the pilot valve (15), the pilot valve opens and increase of the pressure at the accumulator port stops (cut-out pressure). At this time, the pressure in the accumulator connected to the pilot port pushes the governor plunger (11), and continuously releases the pilot valve. When the pressure in the accumulator decreases and the spring attached to the pilot valve pushes back the governor plunger, the pilot valve is closed and the pressure at the accumulator port starts to increase again (cut-in pressure). Setting pressure

OFF

11.8 ± 0.5 MPa (120 ± 5 kgf/cm2)(1,710 ± 71 psi)

6.9 ± 1.0 MPa (70 ± 10 kgf/cm2)(995 ± 142 psi)

52-6

BRAKE 52

Reducing Valve (for Accumulator Circuit)

95ZV

BRAKE 52

Reducing Valve (for Accumulator Circuit) Structure

Passage Z Ball

Tank port Orifice 2 C

Chamber C

Pump port (From unloader valve)

Orifice 1 (To accumulator) B

Passage Y

Plunger

T (To tank)

A (From pump) Hydraulic circuit diagram

Accumulator line port (To main brake manifold block)

95ZV52024

95ZV52025

Operation The oil fed from the pump flows into the reducing valve by way of port A, and passage Y. The oil pressure in the accumulator line is applied also on chamber C by way of orifice 1. When the oil pressure in the accumulator line reaches the set pressure or greater, the oil in chamber C pushes up the ball by way of orifice 2, and escapes to the tank by way of passage Z. As a result, the pressure in chamber C decreases, then the plunger moves up and closes passage Y so that the pressure on the accumulator line side does not exceed the set pressure.

When the oil pressure on the accumulator line side becomes less than the set pressure, the ball moves down and the pressure in chamber C becomes equivalent to the pressure on the accumulator side. As a result, the plunger moves down due to spring force, opens passage Y, then introduces the oil from the pump to the accumulator line side so that the pressure is maintained at the specified value. Set pressure: 12.3 MPa (125 kgf/cm2) (1,783 psi)

52-7

Valve Assembly

95ZV

BRAKE 52

Valve Assembly Structure

1 PPDB-LDN

CXCD-XAN

(T)

(P) Pump port (from unloader and reducing valves) Unloader valve "feed back" signal.

Tank

(TA)

(PI)

Spring chamber for parking brake

(PARKING) (ACCR)

(ACCF) ACF

(PA) (Z1)

P=Pump supply T=Tank circuit PI=Pump feedback to unloader ACCR=Accumulator circuit-rear ACCF=Accumulator circuit-front PPI=Pilot valve circuit PA=Auto brake circuit

Auto-brake solenoid valve

(Z2)

(Z)

(PPI)

Fan motor solenoid valve

Loading line pilot valve

115ZVE52002

4 5 B

ACCR 5

1. Solenoid valve for parking brake 2. Reducing valve [3.5 MPa (36 kgf/cm2) (512 psi)] (Serves as pressure for fan solenoid, loading pilot control, auto brake, and park brake) 3. Check valve (front brake circuit) 4. Check valve (rear brake circuit) 5. Accumulator low pressure switch (2 used) [3.9 ± 0.5 MPa (40 ± 5 kgf/cm2 ) (569 ± 71 psi)]

ACCF

3 PI

ACF 2

P T A

PA Z2 T

T ACF

PPI

Hyd. circuit 115ZVE52003

52-8

Accumulator

95ZV

BRAKE 52

Accumulator Structure

7 2

3 13 10

12 11 5 8 9 95ZV52058

1. Body 2. Hydraulic cap 3. Gas cap 4. Piston 5. V-O-ring

6. Backup ring 7. Wear ring 8. O-ring 9. Backup ring 10. Gas valve

Function

11. Gas valve O-ring 12. Gas valve guard 13. Bolt

Specifications

The accumulator holds a reserve of pressurized oil for the brake circuit prevent disability of the brakes caused by a problem with the pump, etc. Two accumulators are provided in the service brake line. Nitrogen gas at 2.94 MPa (30 kgf/cm2) (427 psi) is charged in the gas chamber. One accumulator of the same type is provided also in the dry type parking brake line, located in the front chassis.

Maximum operating pressure MPa (kgf/cm2)(psi)

12.3 (125)(1,778)

Nitrogen gas charging pressure

2.94 ± 0.1 (30 ± 1)

MPa (kgf/cm )(psi)

(427 ± 14)

Nitrogen gas capacity

(Gal.)

3.0 (0.79)

WARNING Use only dry Nitrogen gas [N 2 ] to charge accumulators. Any other gas will not function correctly. NEVER USE OXYGEN TO CHARGE THE BRAKE ACCUMULATORS!

52-9

Brake Valve

95ZV

BRAKE 52

Brake Valve Structure 1. Main valve (left pedal when seated in driver’s seat) Tandem type : Operates both with direct pedal application of pedal, and as a pilot operated servo valve to the right pedal.

2 3

36 35

5 10

7 8

A-A

9 11

10 A

12 13 38

Pilot port

Tank port 14

37 15

17 20

16 18

Rear brake port

19 Accumulator port

26 27

23 24 Accumulator ports

Front brake port

Accumulator port

28 29 30

31 32

33 95ZV52028

1. Brake pedal 2. Roller 3. Bushing 4. Seat 5. Pedal stopper 6. Boot 7. Push rod 8. Oil seal 9. Flange 10. Bracket

11. Pilot piston 12. Retainer 13. Spring 14. Rod 15. Spring 16. Spring 17. O-ring 18. Primary cylinder 19. Spool 20. Spring

21. Plunger 22. Retainer 23. O-ring 24. Spool 25. Secondary cylinder 26. Snap ring 27. Spring 28. Plunger 29. Spring 30. O-ring 52-10

31. Retainer 32. Snap ring 33. End cap 34. Bushing 35. Pin 36. Pin 37. Collar 38. Bolt 39. Bolt

Brake Valve

95ZV

BRAKE 52

2. Pilot valve (right pedal when seated in driver’s seat) This is a pilot valve that sends a pilot signal to the left pedal.

2 29 28

4 5 10 A

6 A-A

7 8 9 10

11 A

12 31 30

13 14 15 16

Tank port 18 32 Accumulator port

19 Brake port (pilot port)

17 20

Accumulator port

22 23

25 26

95ZV52029

1. Brake pedal 2. Roller 3. Bushing 4. Seat 5. Pedal stopper 6. Boot 7. Push rod 8. Oil seal 9. Flange 10. Bracket

11. Retainer 12. Spring 13. Rod 14. Spring 15. Spring 16. O-ring 17. Retainer 18. Cylinder 19. Spring 20. Spool

21. Plunger 22. Retainer 23. Snap ring 24. Spring 25. O-ring 26. End cap 27. Bushing 28. Pin 29. Pin 30. Collar

52-11

31. Bolt 32. Bolt

Brake Valve

95ZV

BRAKE 52

Performance chart 1. Main valve (Left pedal) Tandem type

255.7(26.09)(57)

MPa (kgf/cm2) (psi) Output oil pressure (brake port)

Pedal pressing force (F)

N(kgf)(Ibf) 294 (30) (66) 196 (20) (44) 139.6(14.24)(31) 68.6(7.00)(15) 59.5(6.07)(13) 49.4(5.04)(11)

98(10) (22)

0 0

10 12

2.95±0.3 (30.1±3)(428±42.7)

2.9 (30) (427) 2.0 (20) (284) 1.0 (10) (142)

0.92 (9.42)(134) 0.20(2)(28) 0

15 16.4

10 12

Output oil pressure (brake port)

Pedal stroke MPa (kgf/cm2) (psi) 4.9 (50) (711)

15 16.4 (deg)

(deg) Pedal stroke

2.95(30.1)(428)

0 0.33 (3.4) (48)

4.9 (50) (711)

3.13 (31.9) (454)

Pilot oil pressure (pilot port input) MPa(kgf/cm2)(psi)

2. Pilot valve (Right pedal) 255.5(26.05)(57)

MPa (kgf/cm2) (psi)

Output oil pressure (pilot port output-to feed left pedal)

Pedal pressing force (F)

N(kgf)(Ibf) 294 (30) (66) 196 (20) (44) 137.7(14.05)(31) 98(10) (22) 50.0(5.10)(11) 40.8(4.18)(9) 36.2(3.69)(8)

0 0

10 12

15 16.4

3.13±0.3 (31.9±3)(454±42.7)

2.9 (30) (427)

1.10 (11.18) (159)

2.0 (20) (284) 1.0(10) (142)

0.20(2)(28) 0 0

10 12

(deg)

(deg) Pedal stroke

15 16.4

Pedal stroke 95ZV52005

52-12

Brake Valve

95ZV

BRAKE 52

Outline The brake valve integrated into the pedal converts the pump oil pressure into the pressure corresponding to the pedal pressing force, and transmits it to the brake. The main valve (in the left pedal) is the tandem type, and consists of two independent systems. The pilot valve (in the right pedal) is the single type, and the oil

pressure from this valve acts as the pilot pressure on the main valve. Each valve is the closed center type (in which the inport is closed while the pedal is released). High pressure is always applied on the in-port side to improve the responsiveness during operation.

Operation 1. Main valve (Tandem type) 1) While the valve is not operating Brake pedal

Push rod

Pilot chamber Tank

Pilot port

Pilot piston Spool 1 Passage 1 Reaction chamber Accumulator

B1 Rear brake A1

Passage 2 Passage 3

Spool 2 Accumulator

B2 Front brake

Passage 4

Reaction chamber 95ZV52030

Oil sent from the pump is stored in the accumulator, and sent to the in-ports A1 and A2. The passages 2 and 4 (out-ports B1 and B2) are shut down by spools (1) (2). Oil in the brake piston chamber is sent into the inside of

the valve from the out-ports B1 and B2, and returned to the tank from the tank port T. As a result, the pressure inside the brake piston chamber becomes equivalent to the pressure in the tank.

52-13

Brake Valve

95ZV

BRAKE 52

2) While the valve is operating

Brake pedal

Push rod

Pilot piston Pilot chamber Pilot port

Spool 1 Orifice 1

Passage 1

Reaction chamber Accumulator

B1 A1

Rear brake Passage 2 Passage 3

Spool 2 Accumulator

Front brake Passage 4 Reaction chamber

Orifice 2 70ZV52026

When the brake pedal is pressed, the push rod and the pilot piston are pushed, then spools (1) (2) are pushed down by way of the spring pack. As a result, passages 1 and 3 and the tank port T are closed off. When the spools (1) (2) are pushed down further, passages 2 and 4 are opened and pressure oil from the accumulator is sent to the brake piston chamber to apply the brake.

At this time, the brake line pressure acts on the reaction chamber inside the spools (1) (2) through the orifices (1) (2). As a result, the pressure in the reaction chamber works as a force to return the spools (1) (2) upward. When the pressure in the reaction chamber becomes balanced with the spring load, it returns the spools (1) (2) to shut down the passages A1-B1 and A2-B2 to hold the pressure. By this operation, the brake pressure in proportion to the pedal pressing force is obtained.

52-14

Brake Valve

95ZV

BRAKE 52

2. Pilot valve When the pilot valve (right brake valve) pedal is pressed, the spool is pushed down, and pressure oil from the accumulator enters the pilot port of the main valve (left brake valve), pushes the pilot piston, then pushes down the spools (1) (2) by way of the spring. After that, the pilot valve operates in the same way as the main valve (left brake valve).

Brake pedal

T Spool 1 Main valve pilot port Accumulator

70ZV52027

52-15

Service Brake

95ZV

BRAKE 52

Service Brake Function The service brake is an enclosed wet type multi-plate hydraulic brake, and is incorporated in the axle housing. This type of service brake ensures good braking power even in muddy or sandy soil. Even if the brake disc is worn, the integrated adjustment mechanism always adjusts for a constant pedal stroke.

Structure 15

Piston stroke adjuster 16 13

Wheel hub 6

14 Brake oil inlet port 7

Axle housing

1 4

1. Internal gear hub 2. Brake piston 3. Piston return spring 4. Steel plate 5. Friction plate 6. Disc gear 7. Axle shaft 8. O-ring (for brake piston)

95ZV52033

9. O-ring (for brake piston) 10. O-ring (for gear hub) 11. O-ring (for gear hub) 12. Air bleeder nipple 13. Socket bolt 14. Tolerance ring 15. Sleeve 16. Bushing 52-16

Service Brake

95ZV

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 (H) of two friction plates with each other to ensure smooth flow of gear cooling oil. 7 ± 0.1 5.0 ± 0.15 1.2

0.65 mm

(H)

ø 400

Detailed drawing of groove 95ZV52006

Steel plate A brake disc includes two steel plates, and the tooth pattern 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 to the installation direction, this steel plate can be installed either side inward as there is no inward or outward direction. The steel plate shown in the lower figure has the section (A) where several teeth are intentionally absent. This steel plate should be installed on the brake retainer side (outer side of the machine body). The section (A) of this plate is used for measurement of friction plate wear. If this steel plate is installed incorrectly, measurement of wear is disabled. Therefore, this steel plate should be installed correctly with regard to the tooth location so that the teeth section is located (or indexed) as shown in the lower figure. There is no inside or outside on this plate either. It may be installed either way.

Upper side Spring pins

Internal gear

Upper side Spring pins

95ZV52034

52-17

Service Brake

95ZV

BRAKE 52

Brake piston Structure

A 5

6 2

6 A-A A

95ZV52035

1. Holes for piston return spring (12 equivalent divisions of circumference) 2. Holes for brake pedal stroke adjustment mechanism (4 equivalent divisions of circumference, M10 x 1.5) 3. Holes for pushing down piston (4 equivalent divisions of circumference) 4. Holes for removing piston (2 equivalent divisions of circumference, M10 x 1.5) 5. Holes for prevention of close contact between piston and internal gear hub 6. Cooling oil passage

52-18

Service Brake

95ZV

BRAKE 52

Brake pedal stroke adjusting mechanism

Piston

Brake stroke adjusting mechanism

This is the automatic adjuster function which always offers a constant pedal stroke even if the brake disc is worn.

95ZV52036

Fig. 1 When the brake disk is not worn and the hydraulic pressure is not applied on the brake piston, the piston is pulled back by the return spring. At that time, there is clearance of approximately 1.2 mm (0.047 in.) between the sleeve and the socket bolt.

Fig. 2 When the brake disc is worn and the brake piston is shifted by approximately 1.2 mm (0.047 in.) or more, the sleeve is gradually pulled out to the left by the socket bolt by the amount corresponding to the wear. At that time, there is clearance of approximately 1.2 mm (0.047 in.) between the sleeve and the socket bolt.

Fig. 3 When the brake pedal is released and the hydraulic pressure is not applied on the brake piston, the brake piston is pulled back by the return spring by approximately 1.2 mm (0.047 in.), and stopped by the sleeve. In other words, the brake piston return amount is set to approximately 1.2 mm (0.047 in.) so that a constant pedal stroke is always offered. Motions of the sleeve are regulated by the tolerance ring (spring). The sleeve is not moved by the return spring force of the piston.

Piston

Sleeve

Tolerance ring

Approx. 1.2 mm (0.047 in.)

Socket bolt

Bushing

[Fig. 1] 1.2 mm (0.047 in.)

[Fig. 2] 1.2 mm (0.047 in.)

[Fig. 3] 95ZV52007

52-19

Service Brake

95ZV

BRAKE 52

Tolerance ring The tolerance ring tightens easily the shaft (sleeve) and the boss (bushing) to transmit the torque and the thrust force. The tolerance ring is a press-in ring made of elastic wave sheet steel.

Wave

95ZV52020

Tolerance ring

Installation procedure - Attach the tolerance ring to the boss (bushing). - Press-fit the shaft (sleeve).

Boss (bushing)

Tolerance ring

Shaft (sleeve)

95ZV52021

52-20

Service Brake

95ZV

BRAKE 52

Brake line air bleeding procedure WARNING

Valve assembly (Brake manifold block assembly)

Solenoid valve for auto-brake

Unexpected movement of the machine may cause a severe accident. To prevent such an accident, take the following safety measures when performing air bleeding with the engine running. - Park the machine on level ground. - Apply the parking brake. - Block the tires with chocks to prevent the wheel from moving. - Determine the signals between the persons related to this work for engine starting to prevent an accident. - When moving up the boom, install a safety column under the boom. - Apply the articulate stopper.

Reducing valve assembly

Solenoid valve for parking

Hydraulic oil tank Step location

Hydraulic tank, as seen from top 95ZV52057

Air bleeder nipple

1. Air purging; Brake manifold valve assembly

IMPORTANT Before bleeding the service brakes, it is important to remove all air from the brake valve manifold block, and all related valves. These include the reducing valve, park brake valve, and auto brake valve. Failure to do this correctly will result in unsatisfactory brake modulation with use of the right brake pedal due to air being trapped in the top of the left brake pedal. Perform the following to do this: A. Verify that the wheels are securely blocked, and the articulation lock is in the "locked" position. B. Connect a clear vinyl tube [About 1.5 meters long] to the left brake pedal air bleed nipple, and open the bleed valve. C. Charge accumulator to full pressure, then shut off engine, and complete procedure. D. Turn the park brake solenoid valve release knob counter-clockwise then back to neutral five times with a five second wait period between each turn. Position this back to the normal position when finished. E. Press the auto-brake solenoid valve release button five times with a five second wait period between each turn. Position this back to the normal position when finished.

Left brake valve

95ZV52039

Button (diameter: approximately 4 mm)

52-21

Solenoid valve pressure nut

Solenoid valve

Auto brake solenoid valve

95ZV52051

Service Brake

95ZV

BRAKE 52

2. Bleeding air from the brake valves A. Depress the right brake pedal five times with a five second wait period between each instance. Check for air in the line. If air is present, repeat until air is completely purged. B. Close the left brake valve bleed fitting. : Air bleeder nipple 7 mm 9 N-m (0.9 kgf-m) (6.5 lb-ft)

3. Bleeding air from brake pipes and hubs A. Connect a vinyl tube to the air bleeder nipple provided in the axle housing, and place an oil can for hydraulic oil recovery. (The air bleeder nipple is equivalent to the one provided in the left brake valve). B. Loosen the air bleeder nipple a little. Press and hold the left brake pedal until oil containing no air comes from the air bleeder nipple. After that, tighten the air bleeder nipple. Perform this operation for each of the four wheels. : Air bleeder nipple 9 N-m (0.9 kgf-m) (6.5 lb-ft)

52-22

Air bleeder nipple

Vinyl tube 70ZV52019

Parking Brake

95ZV

BRAKE 52

Parking Brake Outline The 95ZV has two types of parking brakes. 1) Transmission output shaft park brake. - Drum style internal expansion design 2) Driveline mounted. - Dry disc type mounted on the front differential input shaft. They are explained in detail below.

Function 1. Internal expansion type drum brake Turning on the parking switch turns off the power of the solenoid valve, and releases the pressure oil inside the spring chamber to the tank. The force of the spring in the spring chamber pulls the parking brake lever to apply the brake.

Parking brake Spring chamber (actuator)

Parking brake lever

Drum 95ZVE52003

2. Dry type disc brake The brake disc is sandwiched by friction pads located on the both sides. The disc brake is applied by accumulator pressure oil.

Upper side

Front differential

Dry type disc brake

95ZV52040

Brake disc profile

52-23

Parking Brake

95ZV

BRAKE 52

Structure 1. Internal expansion type drum brake 1. Support plate 2. Brake shoe 3. Brake lining 4. Adjusting screw 5. Cam shaft 6. Lever

5 6

C-C 5 5

Drum rotational direction for traveling in reverse

3 C

2 B-B

A-A

A B

95ZV52012

2. Dry type disc brake 1 6

14 20 19

2 22 9 4 3 Brake oil

13 7

16 10

12 21 17 15

13 Brake disc

1. Body 2. Bleeder valve 3. Bolt 4. Pin 5. Friction pad 6. Bolt

7. Washer 8. Cap, inlet 9. Packing 10. Piston 11. Boot 12. Packing

13. Nut 14. Spring 15. Washer 16. Retaining ring 17. Sleeve, adjuster 18. Guide, adjuster 52-24

95ZV52013

19. Guide, adjuster 20. Packing 21. Ring, back-up 22. Ring, back-up

Parking Brake

95ZV

BRAKE 52

Operation 1. Internal expansion type drum brake When the parking switch is turned on, oil in the spring chamber is released, and the oil cylinder rod pulls up on the lever (6). Because the lever (6) is connected to the cam shaft (5), turning of the cam shaft causes the shoes (2) on the both sides of the cam to expand. As a result, the revolving brake drum is braked.

2. Dry type disc brake When the parking switch is turned on, the power of the solenoid valve is turned off and the pressure oil from the accumulator for parking brake pushes out the piston (10). As a result, the friction pads (5) sandwich and brake the brake disc. The auto adjuster mechanism is integrated in the disc brake so that the distance between the brake disc and the friction pads is always kept constant and that heat generation and energy loss caused by dragging can be prevented.

Parking brake operation table Drum brake

Dry type disc brake (for Europe and South African)

Parking switch

OFF

Solenoid valve

Power OFF

Power ON

Power OFF

Power ON

Oil cylinder

Oil released

Oil charged

Parking brake

Braking

Released

Braking

Released

52-25

Parking Brake

95ZV

BRAKE 52

Manual release of parking brake WARNING Valve assembly

Sudden accidental movement of the machine could result in serious injury or death. Before manually operating the parking brake solenoid: - Lower the blade to the ground. - Place chocks on both sides of the tires. - Be sure the machine is in neutral and engine is stopped.

Solenoid valve for parking Hydraulic oil tank Installation position

95ZV52041

1. Parking brake on the rear side Note: If the park brake cannot be released due to an electrical problem, such as a failed park brake solenoid valve coil or electrical circuit, perform the following operation. - Turn the park brake solenoid valve knob counterclockwise. When you feel the detent position of the solenoid valve, this will turn the park brake valve "OFF", and supplies oil to the spring chamber, thereby releasing the park brake.

Valve assembly

WARNING If the manual operation knob is not returned to the running position, the parking brake is disabled and may result in a severe accident. Be sure to return the manual operation knob to the OFF position after releasing the parking brake by hand. Test the operation of park brake by using the parking switch in the operators cab.

Parking brake solenoid Knob

Turn it counterclockwise.

✽ To release the parking brake while the regular oil pressure source may not function due to an engine related trouble, etc., perform the following operation. - When there is another oil pressure source • Supply oil pressure to the oil inlet of park brake spring chamber from another oil pressure source, then remove the pin when it releases. - When there is no other oil pressure source • Secure a rope or wire to the link, pull downward on the rope or wire with a prybar to control the spring force of the spring chamber, then remove the pin when it releases. 52-26

95ZV52042

Parking brake spring chamber (actuator)

Link

Lever

Pin ON

Link

OFF Rope or wire Prybar (used as nail puller-carpentry)

95ZVE52004

Parking Brake

95ZV

BRAKE 52

2. Front parking brake (disc brake) Loosen the lock nut for the manual release bolt. Turning the bolt in moves the spool of the solenoid valve and releases the parking brake.

Front parking solenoid valve

Front chassis

Solenoid valve location

95ZV52043

Solenoid valve

WARNING

5 mm (0.19 inch)

If the bolt for manual release is not returned to the normal operating position, the parking brake is disabled and a severe accident may be caused. Be sure to return the bolt for manual release to the normal operating position after releasing the parking brake by hand.

Lock nut

Bolt for manual release Bracket 95ZV52044

52-27

Parking Brake

95ZV

BRAKE 52

Solenoid valve for rear parking brake 1. Structure Spring chamber (brake actuator) B

Reducing valve

Knob

Solenoid

T Seat face A

Seat face B

Manual release (counter-clockwise rotation)

Spool

Tank

Hydraulic circuit diagram 95ZV52045

2. Operation While the parking switch is ON (that is, while the power is not supplied to the solenoid), the seat face A is closed and the seat face B is open. As a result, the spring chamber port is connected to the tank, and the parking brake is applied. When the parking switch is set to OFF (that is, when the power is supplied to the solenoid), the spool is pushed to the left, the seat face A is open, and the seat face B is closed. As a result, the oil from the reducing valve enters the spring chamber, and the parking brake is released.

Note: The varistor (variable resistor) is used for the solenoid coil to protect the circuit. Amp

a 0

Volt

3. Solenoid specifications Voltage

DC24 V

Current

0.69 A

Resistance

34.8 Ω

Varistor

52-28

95ZV42079

Parking Brake

95ZV

BRAKE 52

Solenoid valve for front parking brake 1. Structure To tank C

Solenoid

Rod Passage Y

Button for manual release

Passage Z

A To parking brake A A

Sleeve

B C

Movable iron core Spool

Hydraulic circuit diagram

B From accumulator 95ZV52046

2. Operation While the parking switch is ON (that is, while the power is not supplied to the solenoid), the oil from the accumulator flows into the parking brake by way of passage Y of the sleeve and the oil hole A of the spool. As a result, the parking brake is applied. When the parking switch is set to OFF (that is, when the power is supplied to the solenoid), the movable iron core is pulled to the left and pushes the rod, then the rod pushes the spool. When the spool is pushed to the left, the oil hole A is not connected to passage Y, and the oil hole B of the spool is connected to passage Z. As a result, the oil which has been acting on the parking brake escapes to the tank by way of passage Z, and the parking brake is released.

3. Solenoid specifications Voltage

DC24 V

Current

0.52 A

Resistance

45.9 Ω

52-29

Parking Brake

95ZV

Dry type disc brake auto adjuster mechanism

BRAKE 52

Friction pad

When the friction pad is not worn and the oil pressure is not applied on the piston, the piston is pulled back by the spring and the friction pad is free between the piston and the brake disc. At this time, there is the clearance A between the sleeve and the washer.

Body

Piston

Spring

From opposite half of caliper

Retaining ring

Washer Brake disc Adjuster guide Sleeve

When the friction pad is worn and the piston is pushed beyond the clearance A, the sleeve is pushed to the left by way of the washer by the amount corresponding to the wear amount.

When the brake pedal is released and the oil pressure is not applied on the piston, the piston is pulled back by the spring by as much as the clearance A and stopped by the sleeve. The sleeve is regulated by the sliding resistance between the sleeve and the adjuster guide, and does not move by the spring force. Therefore, the friction pad is always free, and heat generation and energy loss caused by drawing are not generated.

From opposite half of caliper

95ZV52047

52-30

Parking Brake

95ZV

BRAKE 52

Parking brake line air bleeding procedure WARNING Unexpected movement of the machine may cause a severe accident. To prevent such an accident, take the following safety measures when performing air bleeding with the engine running. - Park the machine on level ground. - Apply the parking brake. - Block the tires with chocks to prevent wheels from moving. - Determine the signals between the persons related to the work. - When raising the blade, install a safety support under the blade. - Apply the articulate stopper. Upper side

1. Air bleeding position 1) Dry type disc brake line Air bleeder nipple

Front differential

2. Air bleeding procedure 1) Start the engine. Keep the engine at low idle during the air bleeding work. 2) Connect a vinyl tube to the air bleeder nipple provided on the upper side of the disc brake, and place an oil can for hydraulic oil recovery. Vinyl tube length: Approximately 1.2 to 1.3 m Nipple outer diameter: 7 mm 3) Set to ON the parking switch. Loosen the air bleeder nipple a little. Wait until oil containing no air comes from the air bleeder nipple. After that, tighten the air bleeder nipple. : Air bleeder nipple 28.5 N-m (2.9 kgf-m) (21 lb-ft)

Dry type disc brake Air bleeder nipple

95ZV52048

52-31

Spring Chamber (actuator)

95ZV

BRAKE 52

Spring Chamber (actuator) Structure

14 95ZV52049

1. Cylinder tube 2. Piston rod 3. Rod cover 4. Piston 5. U-nut

6. Spring 7. Gland metal 8. U-packing 9. Dust seal 10. O-ring

Operation

11. O-ring 12. Filter 13. Head cover 14. Tie bolts

2,206 N (225 kgf)(505.4 lbf)

The piston pushes the internal spring by accumulator oil pressure, and releases the parking brake.

1,981 N (202 kgf)(453.7 lbf) 1,461 N (149 kgf)(334.7 lbf)

CAUTION Because the spring force is applied on the rod cover, a severe accident may be caused if it is incorrectly disassembled. When disassembling the spring chamber, be sure to press the spring using a press until the spring loses the spring force.

18.6 25 136 (adhesion length) Stroke 60 118

161

221 (installation length)

339 (free length) Spring specifications

52-32

95ZV52019

Auto Brake

95ZV

BRAKE 52

Auto Brake Outline When the traveling direction is switched over between forward and reverse at a machine speed of 12 km/h (7.5 mph) or more, the auto brake is applied to protect the transmission clutches. When the machine speed is too high, the auto brake is applied also to prevent problems caused by excess speed in the engine and the transmission (over speeding).

Shown in the "released" position

Auto brake line

To rear service brake

To front service brake

When the auto brake signal enters from the T/M controller to the solenoid valve for auto brake (27) the solenoid valve (27) is energized and magnetized. The pilot oil from the reducing valve enters the pilot port of the left brake valve (23) through the shuttle valve (31), and actuates the pilot piston and the spool of the brake valve. When the spool is moved over, the high-pressure oil coming from the pump through the unloader valve and the reducing valve enters the front and rear brake piston chambers to apply the service brake.

A C B

23 AR

ø1.0 ø1.0 B

From unloader valve (Pump)

T/M controller signal

Auto brake operation set value 1) When the traveling direction is switched over between forward and reverse at a machine speed of 12 km/h (7.5 mph) or more while the shift lever is set to position A. 2) When the machine speed is too high in each speed range. Actual speed will vary with tire size. Speed range

Set value km/h (mph)

1st

Approximately 15 (9.4)

2nd

Approximately 22 (13.7)

3rd Approximately 36 (22.5) 4th/A

52-33

From reducing valve (Pump) 95ZV52050

Auto Brake

95ZV

BRAKE 52

Solenoid valve 1. Structure (Not activated) Brake valve (shuttle valve) B

Reducing valve

Spool

Solenoid

T Seat face A

Seat face B

Tank

2. Operation When the auto brake actuation signal is not given by the transmission controller (that is, when the power is not supplied to the solenoid), the seat face A is closed and the seat face B is open. As a result, the brake valve port is connected to the tank, and the auto brake is not applied. When the auto brake actuation signal is given by the transmission controller (that is, when the power is supplied to the solenoid), the spool is pushed to the left, the seat face A is open, and the seat face B is closed. As a result, the oil from the reducing valve enters the brake valve, and the brake is applied.

P T Hydraulic circuit diagram 95ZV52052

Note: The varistor (variable resistor) is used for the solenoid coil to protect the circuit. Amp

a 0

3. Solenoid specifications Voltage

DC24 V

Current

0.69 A

Resistance

34.8 Ω

Varistor

52-34

Volt

Check Valve

95ZV

BRAKE 52

Check Valve Structure

Poppet (T)

(P)

Pump supply through reducing valve

Seat face

(TA)

(PI)

(PARKING)

(ACCR)

(ACCF) (PA) (Z1)

(Z)

(Z2)

(PPI)

B Reducing valve

Accumulator Valve assembly

Hydraulic circuit diagram

P=Pump supply T=Tank circuit PI=Pump feedback to unloader ACCR=Accumulator circuit-rear ACCF=Accumulator circuit-front PPI=Pilot valve circuit PA=Auto brake circuit 95ZV52053

Operation The pressure oil fed from the pump pushes down the poppet, opens the seat face, and flows into the reducing valve and the accumulator circuit. When the pressure oil is not fed from the pump (either the unloader valve is "cut-out" or the engine is shut off), the poppet is pushed up by the pressure in the accumulator circuit, and the seat face is closed to prevent back flow. This allows the accumulator circuit to store oil under pressure for emergency braking. There is one check valve for the front brake accumulator circuit and another for the rear.

52-35

Shuttle Valve

95ZV

BRAKE 52

Shuttle Valve Structure 1

2 To brake valve port Pi C

Hydraulic line diagram

To brake valve port Ap

To auto brake valve A

Function The shuttle valve is a kind of direction control valve having two inlet ports (A) (B) and one common outlet port (C). The outlet port is automatically connected to an inlet port having higher pressure.

52-36

1. Block 2. Plug 3. Ball 4. O-ring

95ZV52054

Pressure Switch

95ZV

BRAKE 52

Pressure Switch Pressure switch for stop lamp 1. Function This pressure switch is installed between the left brake valve and the rear brake. Pressing the brake pedal turns on this pressure switch, and lights the stop lamp.

Pressure switch for stop lamp

2. Structure 1 2 3 4 5 6 7 8 9 10 11 12 13 Left brake valve

95ZV52055

95ZV52056

1. Case 2. Seal film 3. Packing 4. Disc 5. Inner cover

6. Guide pin 7. Spring 8. Contact 9. Contact 10. Terminal

11. Terminal 12. Base 13. Cover 14. Connector

3. Specifications Normally open

Voltage (VDC)

Operating pressure MPa (kgf/cm ) (psi)

0.5 ± 0.1 (5.0 ± 1) (71 ± 14.2)

Current (A)

3.5 (MAX)

Return pressure MPa (kgf/cm2) (psi)

0.3 ± 0.05 (3.0 ± 0.5) (42.7 ± 7)

Resistance (Ω)

6.9

Contact 2

Pressure switch for inching The switch is identical to the switch for stop lamp.

52-37

MEMO

BRAKE GROUP 53 Check & Adjustment Brake Line Oil Pressure ..............................................................................53-2 Service Brake .............................................................................................53-5 Parking Brake .............................................................................................53-8

53-1

Brake Line Oil Pressure

95ZV

BRAKE 53

Brake Line Oil Pressure Measuring and adjusting brake line oil pressure WARNING

(PPI)

(Z2)

ACF (PARKING)

Cut-in

6.9 ± 1.0 MPa (70 ± 10 kgf/cm2) (995 ± 142 psi)

(ACCF)

(ACCR)

(TA)

(T)

(P)

ACF port

Brake line main pressure is regulated by the unloader valve. 1) Measuring unloader valve setting pressure - Measurement instrument Hydraulic pressure gauge: 19.6 MPa (200 kgf/cm 2) (3,000 psi) - Gauge measuring port ACF port on valve assembly......Rc (PT) 1/8 - Measuring pressure (1) Lower the blade to the ground. Then set the parking brake switch to the "ON" position. (2) Stop the engine. Repeatedly depress and release the brake pedal till you feel light brake to discharge accumulator pressure. (3) Remove the ACF port plug on the valve assembly and attach the pressure gauge to the port. (4) Start the engine, and keep the speed at low idle. Measure and record the pressure when the pointer of the pressure gauge stops rising (cutout pressure). (5) Keep the engine at low idle, and repeatedly depress and release the brake pedal to reduce the accumulator pressure. Measure and record the pressure when the pointer of the pressure gauge stops and then starts rising again (cut-in pressure). - Setting pressure 11.8 ± 0.5 MPa (120 ± 5 kgf/cm2) (1,706 ± 71 psi)

(Z1)

(PA)

1. Brake line main pressure

Cut-out

(Z)

Valve assembly 95ZV53001

24 22 21 Fan motor port

Pump port

Unloader valve

70ZV53001

2) Adjusting unloader valve setting pressure - Adjusting procedure (1) Remove the cap nut (24) and loosen the lock nut (22). (2) Adjust the pressure by the adjusting screw (21). Turn the screw clockwise to raise the pressure. Note: In a case that the "ON" or "OFF" pressure does not match the standard setting pressure, set the "ON" (cut-in) pressure to the standard setting pressure. Tightening torque : N-m (kgf-m) (lb-ft) ACF port plug....11.3 (1.15)(8.3) #22....16.7 (1.7) (12.3) #24....78.5 (8.0)(57.86)

53-2

Brake Line Oil Pressure

95ZV

BRAKE 53

2. Measuring and adjusting accumulator line pressure Accumulator line pressure is regulated by the unloader valve. However, the reducing valve also may affect brake manifold pressure or accumulator pressure, as it is installed between the unloader valve and brake manifold. Measure pressure at the ACF ports to determine the manifold pressure when there is a brake pressure problem.

(PPI)

(Z2)

(Z)

(Z1)

(PA)

ACF (PARKING)

(ACCF)

(TA)

(T)

(P)

1) Measuring reducing valve setting pressure - Measurement instrument Hydraulic pressure gauge: 19.6 MPa (200 kgf/cm 2) (3,000 psi) - Gauge measuring port ACF port on valve assembly......Rc (PT) 1/8 - Measuring pressure Measure the pressure in the same way of measuring the unloader setting pressure. Note: In case the pressure is lower than the unloader cut-in pressure, adjust the reducing valve setting pressure to see if this may affect the pressure setting. It may have a stuck plunger or another malfunction.

(ACCR)

ACF port

Valve assembly 95ZV53001

Adjusting screw

Lock nut

2) Adjusting reducing valve setting pressure (1) Raise the setting pressure of the unloader valve to 12.7 MPa (130 kgf/cm2) (1,850 psi). (2) Loosen the locknut of the reducing valve and adjust the pressure by the adjusting screw. Turn clockwise the screw to raise the pressure.

Note: After raising the pressure to check function of valve, be sure to reset the unloader valve pressure to the original setting pressure. Tightening torque : N-m (kgf-m) (lb-ft) Lock nut......7.8 (0.8) (5.8) B

Reducing valve

53-3

70ZV53003

Brake Line Oil Pressure

95ZV

da 16 l ang .4° le

Measuring brake valve pressure

BRAKE 53

Force

Brake valve pressure 1) Measurement instrument Hydraulic pressure gauge: 10 MPa (105 kgf/cm2) (1,500 psi)

2) Gauge measuring port Remove air bleeder nipple fitting on the axle housing, and then install the pressure gauge to the bleeder position. Size of air bleeder port: Rc (PT) 3/8 (In case of the air bleeder nipple: M10 X 1.0) : N-m (kgf-m) (lb-ft) Fitting ......59 (6.0) (43) Nipple ...... 9 (0.9) (6.5)

70ZV53004

Air bleeder nipple fitting

3) Measuring procedure Check to be sure the brake valve is fully released. Press down the brake pedal to check that the oil pressure rises in proportion to the pedal angle. Release the brake pedal to check that the oil pressure drops to zero in proportion to the pedal angle. In addition, visually check for brake oil leakage.

5) When the measured value does not match the performance curve, check the following points.

Malfunctioning brake valve

Solution Repair or replacement

Brake line oil pressure low (Pump, reducing valve malfunction)

Check and repair

Output oil pressure (brake port)

MPa (kgf/cm2) (psi)

4) Brake valve performance Refer to the curve shown in the right figure.

Possible cause

95ZV53002

2.95±0.3 (30.1±3)(428±42.7)

2.9 (30) (427) 2.0 (20) (284) 1.0 (10) (142)

0.92 (9.42)(134) 0.20(2)(28) 0

10 12

15 16.4 (deg)

Pedal stroke

IMPORTANT

95ZV53003

After measuring oil pressure, be sure to tighten the air bleeder valve. Also be sure to bleed air.

53-4

Service Brake

95ZV

BRAKE 53

Service Brake Service brake performance check 1) Method 1

2) Method 2 If no test course available as described "Method 1", carry out the following method.

WARNING Separate the test course by using rope etc. and keep persons away from the test course. In addition, post persons in several positions near the course to warn others and avoid an accident while checking the service brake performance.

IMPORTANT

- Condition (1) Test course Level, straight, dry and the paved ground. (2) Run the machine and depress the brake pedal at 34 km/h. Measure and record the braking distance. - Standard measurement valve Braking distance......20 m (22 1/4 yd) or shorter - Possible causes of extremely long braking distance Possible cause

Solution

Low brake line pressure

Check and repair

Friction plate wear

Check and repair

Brake valve malfunction

Check and repair

The following method is easy and simple, however it is not an accurate way, because the braking force and rim-pull may vary on each machine. Confirm engine & transmission performance via using a stall test. See page 03-3. Reconfirm the brake performance by the method 1 as soon as possible.

WARNING Unexpected movement of the machine may cause an accident resulting in injury or death. Before starting brake performance check, be sure to observe the following items: - Place the machine on level ground. - Check that there is enough clearance for brake performance check around the machine. - During performance check, prohibit any person to walking near the machine. (1) Lower the blade to 30cm from the ground. (2) Set the parking brake switch to the "OFF" position. (3) Set the T/M (transmission) cut-off switch to OFF, and then depress the brake pedal all the way to the floor. (4) Set the shift lever to 2nd reverse speed. (5) Gradually increase the engine speed. The machine should not move at the maximum engine speed. - Possible cause of machine moving during brake performance check.

Note: The brake performance check methods 1 and 2 are based on the law and the regulation in Japan. When checking the service brake performance, follow the law and/or local regulation in your country. 53-5

Possible cause

Solution

Low brake line pressure

Check and repair

Friction plate wear

Check and repair

Brake valve malfunction

Check and repair

Service Brake

95ZV

BRAKE 53

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 friction plate wear: - Park the machine on level ground. - Apply the parking brake. - Stop the engine. - Determine the signals between the persons related to this work for engine starting to prevent an accident. - Prohibit any person from walking into the dangerous area.

After inserting calipers, do not rotate the wheels. If the wheels are rotated, the calipers may be caught and broken by the reduction gear. In this case, the reduction gear must be disassembled.

Measurement procedure A

Air bleeder nipple

Retainer

Steel plate 95ZV53004

Slide calipers

Friction plate

Turn the planetary gear so that the oil supply plug is positioned at ±5° from the top. Check that the teeth of steel plate are as shown in the right figure (only one section of the plate circumference is as shown in the figure). Insert calipers to the inner steel plate to measure the dimension A. Note: During measurement, be sure the service brake is applied. The wear limit for dimension A is 25.1 mm (0.988 in.). Note that dimension A is 29 mm (1.142 in.) when the plate is new and unused.

Oil inlet port

Internal gear

Top abt 5°

Spring pin

Inner steel plate

Outer steel plate 95ZV53005

Note: To aid quick measurement on the front axle-raise the front of the machine so the front tires clear the ground by about 25 mm (1 in.). This allows easy rotation of the wheel to align the gear teeth.

53-6

Service Brake

95ZV

BRAKE 53

Cautions on installing brake discs When only the friction plates or the steel plates are to be replaced, if the brake piston and brake stroke adjusting mechanism are installed as they are, the brake may drag and the brake discs may seize. Push back the brake piston and brake stroke adjusting mechanism by using the following procedure. Upper side

1) Loosen the axle housing air bleeder nipple.

Brake piston

2) Insert bolts into four holes for pushing back the brake piston, then tighten the four bolts evenly. The piston should return evenly. Bolt size for pushing brake piston back (4 required) M10 x 1.5 - 45 to 50 (1.8 to 1.97 in.) (Fully threaded)

For pushing down brake piston

3) After pushing back the piston, confirm dimension A from the piston end face to the wheel hub end face.

IMPORTANT Wheel bearings must be adjusted correctly to get an accurate measurement for dimension A. Dimension should be equal at top and bottom.

95ZV52037

A ... 162.45 to 163.85 mm (6.4 to 6.45 in.) Note: Piston stroke B 1.15 to 3.65 mm (0.045 to 0.144 in.) A

4) After confirming that the piston is fully retracted (Dimension A is correct) remove all four bolts.

B Wheel hub

5) After finishing the installation work, bleed air completely from the brake line. Brake piston 95ZV52038

53-7

Parking Brake

95ZV

BRAKE 53

Parking Brake Parking brake performance check 1) Method 1

2) Method 2 If no test course available as described "Method 1", carry out the following method.

IMPORTANT The following method is easy and simple, however it is not an accurate way, because the braking force and rim-pull may vary on each machine. Confirm engine & transmission performance via using a stall test. See page 03-3. Reconfirm the brake performance by the method 1 as soon as possible.

WARNING - Condition (1) Test course 1/5 slope (Approx. 11° 19') (2) Parking switch ON - Standard measurement No movement on 1/5 slope. - Possible cause of machine moving during brake performance check

Possible cause

(1) Set the parking brake switch to the "ON" position. (2) Disconnect the cable connector of parking brake solenoid valve. (3) Place the shift lever to the 3rd reverse position. (4) Gradually increase the engine speed. The machine should not move at the maximum speed.

Solution

Clearance between brake drum and Clearance adjustment shoe too large Improperly adjusted spring chamber link Check and adjustment Broken spring chamber spring

Unexpected movement of the machine may cause an accident resulting in injury or death. Before starting brake performance check, be sure to observe the following items: - Place the machine on level ground. - Check that there is enough clearance for brake performance check around the machine. - During performance check, prohibit any person to walking near the machine.

Check and repair

Parking brake solenoid valve malfunction Check and repair

IMPORTANT

53-8

If the machine begins to move with the parking brake applied, the brake shoes are burnt or misadjusted. At the completion of parking brake test, be sure to connect the connector of electrical line to the solenoid valve again. Possible cause

Solution

Clearance between brake drum and shoe too large Clearance adjustment Improperly adjusted spring chamber link

Check and adjustment

Broken spring chamber spring

Check and repair

Parking brake solenoid valve malfunction

Check and repair

Parking Brake

95ZV

BRAKE 53

Inspection and adjustment of brake lining wear

Drum rotational direction for backward traveling

WARNING

Brake lining

Unexpected movement of the machine may cause serious injury or death. Adjusting parking brake clearance requires the parking brake to be released. So, to prevent accidental movement, observe the following items: - Park the machine on level ground. - Block the tires with chocks to prevent wheels from moving. - Place the blade to the ground. - Stop the engine, and then remove the starter key. Place a “DO NOT OPERATE!” tag on the steering wheel. - Prohibit any person from walking into a dangerous area.

Brake shoes Support plate A

B A

A-A Brake shoe expansion direction 95ZV52015

B-B

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

Inspection hole 2nd propeller shaft

Adjusting screw

Approx. 8° Position of adjustment screw

95ZV52016

95ZV53006

1. Adjusting clearance 1) To rotate the brake drum during adjustment, lift the front and rear wheels on one side (or both sides) using safety jacks, cribbing, etc. 2) Turn the inspection hole of the brake drum counterclockwise by approximately 8° from the vertical position as shown in the right figure. After that, turn the adjusting 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 0.23 mm (0.009 in.). Adjustment range ... 0.10 to 0.25 mm (0.0039 to 0.0098 in.) 3) After the adjustment, check the performance of the parking brake by referring to "Checking braking performance". Rivet

2. Checking brake lining wear

Brake shoe

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

Brake lining Lining thickness A: 6.15 mm (0.2421 in.) Wear limit B: 0.8 mm (0.0315 in.) Shoe

Rivet

Wear limit

Lining

53-9

95ZV53007

MEMO

ELECTRICAL GROUP 62 Function & Structure How to Use Electrical Wiring Diagram ........................................................62-2 Cable Color Codes .....................................................................................62-3 Electrical Circuit Protective Device ...........................................................62-13 Engine Start Circuit ...................................................................................62-15 Power Generating/Charging Circuit ..........................................................62-19 ECM (Engine Controller) ...........................................................................62-20 Transmission Control Circuit and Monitor Circuit .....................................62-33 Monitor Circuit ...........................................................................................62-52 Instrument Panel and Switch ....................................................................62-58 Electrical Detent Circuit ............................................................................62-62 Diode ........................................................................................................62-63 Diagnostic System ....................................................................................62-67

62-1

How to Use Electrical Wiring Diagram

95ZV

ELECTRICAL 62

How to Use Electrical Wiring Diagram The address method is used for electrical wiring diagrams. For this method, a symbol is attached to each connector and connector terminal in order to easily locate the other terminal where the other end of the cable is connected. Example 1: Symbol under (or above) connector, such as F6: Shows the address of the connector. Example 2: Symbol at the multi-terminal connector, such as 1 and 10: Shows the terminal number and the numbering direction. Example: 10

20 19 18 17 16

Example 3: Checking the other connector terminal where F704 RL (item ➂) is connected: ➀ F704 Shows that the terminal is connected to the 4th terminal of the F7 connector. Check the description in the 4th terminal of the F7 connector (F704), it shows that the F704 terminal is connected to H128. This means that the 4th terminal of the F7 connector is connected to the 28th terminal of the H1 connector.

➁ RL

Shows the color of the wire "RL" represents that the insulation color is red, and "L" represents a blue stripe is on the red insulation.

15 14 13 12 11 21

40 39

32 31

WIDTH LAMP RELAY

RIDE CONTROL RELAY

NEUTRAL RELAY

BACK LAMP RELAY

HORN RELAY

RB B611

LgSb YV H133 E214

RL SbP H610 E220

RL LB H128 E219

GW GL H127 B501

R R D114 D114

Br Lg D112 D103

G L D102 D002

R Lg D111 D103

G G D107 D107

A520 C201 H129

1 (BLACK)

CONTROLLER FAULT RELAY

LgW E218

LgW L A405 D001 2

1 (BLUE)

1 2

6 D507 A306 F306 OR RO RW

A905 RLg

A503 YB

1 D112 E802 E803 Br GL GO

C206 A302 F303 E312 RY WO PB RBr

E523 G302 SbY BrB

C205 F504 F704 F804 PL RB RL GW

E109 G402 A105 E522 W BrW WP BrL

E501 C801 A005 B304 WL RG RGy LgG 40

E804 WY

E520 E108 F004 LgL W LgSb 35

E601 BrR 31

95ZV62001

62-2

Cable Color Codes

95ZV

ELECTRICAL 62

Cable Color Codes Cable color codes Color of stripe Color of insulation

Y G Sb Br (yellow) (green) (sky blue) (brown)

L (blue)

W (white)

R (red)

B O Lg P (black) (orange) (light green) (pink)

SbW

SbR

Y (yellow)

G (green)

Sb (sky blue)

SbY

SbG

Br (brown)

BrY

BrG

BrL

BrW

BrR

BrB

L (blue)

LBr

W (white)

R (red)

B (black)

O (orange)

OSb

Lg (light green)

LgY

LgG

LgSb

P (pink) Gy (grey)

GyY

YSb

YBr

SbO

SbLg

SbP

LLg

RLg

BLg

LgL

LgW

LgR

LgB

GyG

GyL

GyW

RBr

LgBr

GyB

V (violet)

YGy

WV RGy

PB GyR

Gy (grey)

P GyO

Gy V

V (violet)

Insulation color Stripe color

62-3

MEMO

Electrical Circuit Protective Device

95ZV

ELECTRICAL 62

Electrical Circuit Protective Device Fuse The following fuses are provided to protect electrical circuits. Fusible link⋅⋅⋅⋅⋅⋅⋅⋅⋅70 A x 2, 30 A x 1 Fuse box ⋅⋅⋅⋅⋅⋅⋅⋅⋅⋅⋅⋅15 fuses x 2 (for chassis and cab) 6 fuses x 1 (for engine controller) (For installation positions, refer to the electrical equipment layout.)

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. Locate the defective part, and then repair it.

1. Fuse box 7

15A

10A

15A

10A

15A

LIGHTING HEAD LIGHT

R. WORK LIGHT

BOOM KICKOUT BUCKET POSITIONER

BACK LAMP STOP LAMP TURN SIGNAL

4WAY FLASHER HORN ROOM LAMP RADIO BACK UP

BUZZER MONITOR

NEUTRAL RELAY

BATTERY RELAY ECM (ENGINE)

Fuse No.

Fuse capacity(A)

10A

15A

10A

20A

10A

20A

SPARE

AIRCON

SPARE

RADIO

SPARE

CIGAR LIGHTER

10A

F. WIPER

SPARE

R. WIPER

15A

SPARE

RADIO

20A

Protective circuit

COLD STARTER

10A

SPARE

15A

TILT CONTROL SW

10A

SPARE

15A

SPARE

20A

F. WORK LIGHT

Fuse capacity(A)

PARKING BRAKE CONTROLLER

Fuse No.

Protective circuit

1) For chassis

20A

SPARE

15A

SPARE

10A

SPARE

2) For cab

Fuse No.

Fuse capacity(A)

10A

7.5A

10A

Protective circuit

ECM (ENGINE)

SPARE

ECM (ENGINE)

SPARE

3) For engine controller (ECM)

62-13

95ZV

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 blown 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. For replacement of a fusible link, remove 2 bolts and pull it up.

30A [W]

W W5

12V

[W5]

G1.25

BATTERY RELAY

G1.25

STARTER

➀

BC [R5] MAGNETIC S/W BW5 VOLTAGE RL1.25 [WG] RELAY NR (Lg) (WG) F13 CHARGE LAMP

➁ Fuse element

M2 1.25

WR F13 5A B

Fusible link

Problems caused by fused fusible link

30A

70A

➀

70A

➁

Problem (symptom) During engine stop

- Engine will be stopped. - All the electrical circuit will - All the power for all electrical not function. circuit will be OFF. - Engine can not be started. - Horn [and opt. flasher] will - The same conditions as operate. “During engine operation” - All the others will not operate but engine can be started and the machine can not be and stopped. operated. - Engine can be stopped. - The machine can be operated but the batteries can not be charged and the batteries will be discharged soon.

ALTERNATOR R 20 B I E

- The same conditions as “During engine operation”.

62-14

EMERGENCY STEERING PUMP

(Lg)

ACC'

T/M CONTROLLER E

Fusible link location 70ZV62010

During engine operation

MONITOR CONTROLLER

Fuse damaged

70A

THERMO ETHER COLD START S/W S/W [BrR] KIT WP WB

R F12 15A

Box for fusible link

BATTERY

ECM

Fusible link Cover

12V

1.25

WR F15 WR 5A [WV]

R1 BR B AC R2 C

70A

2. Fusible link

ELECTRICAL 62

F14 5A

Electrical Circuit Protective Device

95DZ62006

Engine Start Circuit

95ZV

ELECTRICAL 62

Engine Start Circuit Circuit diagram

Starter switch Terminal

C AC

Off Fusible link

On Start

Battery (24 V)

T/M controller

Shift lever F/R position

F15

Shift lever

5A Battery relay ECM Diode unit Starter motor From alternator F14 +24V

Magnetic S/W

5A 3

LED (Indication: N)

4 1

Neutral relay Voltage relay +24V Neutral current alternator

∗ When shift lever is in F/R position: OFF When shift lever is in N position : ON

95ZV62014

Neutral starter To prevent the machine from unexpected movement at engine start up, the machine is so designed that the engine can start only while the shift lever is in the neutral (N) position.

1. Shift lever neutral (N) position

2. Shift lever forward/reverse (F/R) position

When the starter switch is turned to the ON position while the shift lever is located in the N position, the coil actuation circuit of the neutral relay is connected to the ground of the controller unit and the contact of the neutral relay is switched over to ON. When the starter switch is turned to the START position, the start command current flows from the starter switch terminal C to the neutral relay, the magnetic switch and the voltage relay. As a result, the magnetic switch turns ON, the starting current flows in the starter motor, and the engine starts. At this time, the LED (indication: N) of the output circuit is lit.

While the shift lever is located in the F or R position, the power is not supplied to the neutral relay coil, and the main contact is OFF. As a result, the starting current from the starter switch does not flow in the magnetic switch, and the engine does not start. At this time, the LED (indication: N) of the output circuit is off.

62-15

Engine Start Circuit

95ZV

ELECTRICAL 62

Starter switch 1. Structure

OFF

30°

Run 35° Start

AC C

BR R2

To magnetic switch

WRx2 WBx2

BR B ACC R2 C

ACC

To battery relay

From battery

Connection table W3 W5 Off Run

G Start

WR WR

W W

2. Function Off: Enables insertion and removal of the starter key. All the electrical circuits (except the horn and hazard flasher [OPT.]) will be turned off. Run: Supplies power to the charge, lamp, and monitor circuits. Start: Starts the engine.

62-16

95ZV62116

Engine Start Circuit

95ZV

ELECTRICAL 62

Battery relay 1. 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 (4 mm)

Moving contact Main contacts

BR Terminals for main current (8 mm)

Coil for energizing 95ZV62017

Starter switch B

ACC

From charge circuit

Battery relay (B)

2. Operation

To main circuit

(E) Battery

When current flows from the starter switch terminal ACC, 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.

115ZVE62024

Suppression diode

I terminal wire Engine motion-active circuit If the battery relay turns OFF while the alternator is generating power, the charging circuit is shut down, load dump surge may be generated, and related circuits and equipment may be damaged. In order to prevent this trouble, this circuit is provided to hold the battery relay in the "ON" position.

Battery relay DC24V

Rated voltage Minimum operating voltage

20 V or less

Release voltage

9 V or less

12V 30A

Diode unit

ECM

62-17

F15

(2) (3)

(1)

(2)(3)…Diode unit BATTERY RELAY

BATTERY WP

[WV]

1.25

WR F14

The diode unit is incorporated in the milky white connector near the battery relay. It is provided for the following purpose. (1) Diode (2) This diode is provided to prevent the roundabout current from the alternator to the ECM and the monitor power supply. If this diode is not provided (or is defective), the ECM and the monitor power supply do not turn OFF and the engine cannot be stopped. (2) Diode (3) This diode is provided to prevent the roundabout current from the starter switch ACC to the alternator I terminal.

12V

[W5]

[W] R1 BR B AC R2 C

70ZV62014

Suppression diode

Charge circuit Monitor circuit

Neutral relay

From alternator I terminal 95ZVE62029

WV WR WP

WV:To battery relay WR:To starter switch terminal ACC (VIA F15), ECM WP: To alternator

Diode storage section

70ZV62017

Engine Start Circuit

95ZV

ELECTRICAL 62

Neutral relay

SbP

(The structures of the neutral relay, back-up relay, horn relay, width lamp relay and the head lamp relay, the oil pressure relay and the water temperature relay are identical each other.)

Internal connection dia.

Body black 70ZV62018

Position of shift lever

Between 1 and 2

Between 3 and 4

Starting

F or R

Not energized

OFF

Impossible

Energized

Possible

Magnet switch Rating 24V x 200A M

M C

C' M'

70ZV62019

Voltage relay

Voltage relay 1

Contact point closed

6 V

Contact point open

9 V

2 3 1

62-18

70ZV62020

Power Generating/Charging Circuit

95ZV

ELECTRICAL 62

Power Generating/Charging Circuit Introduction The power generating/charging device and the charging circuit consisting of an alternator, regulator, battery, etc. generate and supply the power required to all electrical units of the machine.

Engine

Mechanical energy supply

Alternator

Electrical energy conversion

Alternator Function

Rotor coil excitation current

The alternator driven by the engine rectifies, with 6 diodes, full waves in three phases of the AC output generated in the stator coil by the three-phase start connection (Y connection) into DC output, then supplies it as the electric power to the battery and the machine load.

Generated power

<Load>

For rotor coil initial excitation

Battery

Load circuit operation

In the electricity generated in the alternator, the voltage fluctuates depending on the number of revolutions of the engine and the load size if no measures are taken. To prevent fluctuation, a regulator is integrated so that the voltage supplied to the battery and the load circuit is always constant.

For battery relay operation

Voltage adjustment

Battery charge

Starter switch

For battery relay operation

For rotor coil initial excitation

Adjusted voltage

IC regulator

70ZV62021

62-19

ECM (Engine Controller)

95ZV

ELECTRICAL 62

ECM (Engine Controller) Functions - Stops the engine. - Operates the engine. - Monitors the engine, and diagnoses it for faults.

Connection diagram B [W] 46 37 36 26 27

(Y)

B C

(YB)

CUMMINS DATA LINK CONNECTOR

(YG)

(YL)

(Y0)

A [W] F31 [GY]

10A

17 [W] F35 [GR] 18

10A

48 47 49

THROTTLE PEDAL THROTTLE OPENING SENSOR

BrW YV BLg

Power supply to ECM is from ACC term. of key s/w

F13

F15

(Lg)

STOP

38 13 (BrR)

R WARNING (BrB) Y PROTECTION (BrW) O

PG PW

INC/DEC SW INC (m) DEC

F13 9

GyB 2

8 27

BrG

(Lg) ENGINE MODE CHANGE

IDLE

DIAGNOSTIC SW

14 YO

GyW

4 TO TACHOMETER CONVERTER

IDLE SW OFF IDLE

GyY

E BrL GyR

FR EP

6 19 5

30 39 40 50

ECM 95DZ62007

62-20

ECM (Engine Controller)

95ZV

ELECTRICAL 62

Monitor lamp test When the starter switch is set to ON, three engine monitor lamps (engine protection, engine warning and engine stop) are lit for approximately 2 seconds. After that, if there is an abnormality in a circuit, a corresponding monitor lamp lights. ON Key switch OFF

Approx. 2 sec

Engine protection lamp

Orange

OFF ON

Engine warning lamp

Lights when abnormality occurs.

OFF ON

Engine stop lamp

Yellow Red

OFF

STOP

95ZV62025

STOP

Engine protection lamp Engine warning lamp Engine stop lamp

62-21

95DZ62017

ECM (Engine Controller)

95ZV

ELECTRICAL 62

Failure diagnosis 1. Failure diagnostic chart Key switch

ON OFF

Diagnostic switch

ON OFF

[When there is no fault code] Engine protection lamp

ON OFF

Engine warning lamp

ON OFF

Engine stop lamp

ON OFF

[When there is a fault code] Engine protection lamp

ON OFF 1 sec

1 sec

Engine warning lamp Engine stop lamp

OFF ON OFF

100's digit

[Example: Failure code 131]

1 sec 10's digit 1 sec 1's digit

Fault code

High voltage detected at throttle position signal circuit. Engine protection lamp

ON OFF 1 sec

Engine warning lamp

1 sec

ON OFF

Engine stop lamp

ON OFF

Following page explains more. 115ZVE62027

62-22

ECM (Engine Controller)

95ZV

ELECTRICAL 62

2. Engine diagnostic switch (Option) When the engine warning lamp lights, set this switch "ON" to diagnose the engine failure.

Start the failure diagnosis with the following procedure. 1. Set the starter switch to OFF. 2. Set the engine diagnostic switch to ON. 3. Set the starter switch to ON.

95ZV62027

OFF ON START

When the engine has failed, the engine monitor lamps (engine warning and engine stop) flash to indicate a three-digit fault code. The chart below shows how the flashing pattern should be converted into a three-digit fault code.

95ZV62028

ON OFF Orange

1 sec

ON OFF Yellow

STOP

ON OFF

0.5 sec

Red

Second Digit

First Digit

Third Digit

1 sec

1 sec Indicated repeatedly

Fault code

When any fault has not occurred, the three engine monitor lamps remain lit. When a fault has occurred, the three engine monitor lamps light, become extinguished once, then the red (engine stop) and yellow (engine warning) lamps flash to indicate a recorded fault code. A fault code is indicated as follows: At first, the yellow lamp lights and turns OFF. Next, the red lamp flashes to indicate a fault code recorded in a 3-digit number. After a fault code is indicated once, the yellow lamp lights again and turns OFF again. The same fault code is continuously indicated until the next fault code is indicated by pressing the engine idle revolution adjustment/fault history inspection switch (#2, option). 62-23

95ZV62029

95ZV62115

1. Diagnostic switch (option) 2. Increment / decrement switch (option)

ECM (Engine Controller)

95ZV

ELECTRICAL 62

After diagnosing a fault, terminate the fault diagnosis with the following procedure. 1. Set the engine diagnostic switch to OFF. 2. Set the starter switch to OFF.

3. Engine idle revolution adjustment/failure history inspection switch (Option) Use this switch to adjust the number of revolutions of the engine in the idle status and inspect the engine failure history. - Adjusting the number of revolutions of the engine in the idle status Set the starter switch to ON, and set the engine diagnostic switch to OFF. In this status, press this switch to the + or - side to change the number of revolutions of the engine in the idle status with the increment of “25 min-1 (rpm)” between 650 min-1 (rpm) and 900 min-1 (rpm). - Inspecting the engine failure history While a fault code is indicated by pressing the engine diagnostic switch, pressing this switch to the + side to indicate the next fault code, and pressing this switch to the - side to indicate the previous fault code. After indicating all currently present fault codes, pressing this switch to the + side to indicate the third or fourth fault code, and pressing this switch to the side to indicate the first fault code.

4. Diagnostic switch

Diag. switch (Part Number : 35010-60130)

Inc/Dec switch (Part Number : 35010-60180)

G R L W

R G Y

Cable assembly (Part Number : 33191-49150)

62-24

70ZV62069

ECM (Engine Controller)

95ZV

ELECTRICAL 62

Quantum fault code information These codes show the fault codes for the engine failure checked by the diagnostic switch (option). FAULT CODE/ LAMP

REASON

EFFECT (Only when fault code is active)

111 Red

Error internal to the ECM related to memory hardware failures or internal ECM voltage supply circuits.

Engine will not start.

115 Red

No engine speed signal detected from the camshaft engine position sensor.

Engine may take longer to start.

121 Yellow

No engine speed signal detected from the crankshaft engine position sensor.

Hard starting, low power, rough idle, or possible white smoke.

122 Yellow

High voltage detected at the intake manifold pressure circuit.

Derate in power output of the engine.

123 Yellow

Low voltage detected at intake manifold pressure circuit.

Derate in power output of the engine.

131 Red

High voltage detected at throttle position signal circuit.

Severe derate (power and speed). Limp home power only.

132 Red

Low voltage detected at throttle position signal circuit.

Severe derate (power and speed). Limp home power only.

133 Red

High voltage detected at remote throttle position signal circuit.

None on performance if remote throttle is not used.

134 Red

Low voltage detected at remote throttle position signal circuit.

None on performance if remote throttle is not used.

135 Yellow

High voltage detected at oil pressure circuit.

No engine protection for oil pressure.

141 Yellow

Low voltage detected at oil pressure circuit.

No engine protection for oil pressure.

143 Yellow

Oil pressure signal indicates oil pressure below the low engine protection limit.

Progressive power and speed derate with increasing time after alert. If Engine Protection Shutdown feature is enabled, engine will shut down 30 seconds after the red lamp starts flashing.

144 Yellow

High voltage detected at coolant temperature circuit.

Possible white smoke. Fan will stay on by ECM. No engine protection for coolant temperature.

145 Yellow

Low voltage detected at coolant temperature circuit.

Possible white smoke. Fan will stay on by ECM. No engine protection for coolant temperature.

151 Red

Coolant temperature signal indicates coolant temperature is above 104°C. (220°F).

Progressive power derate with increasing time after alert. If Engine Protection Shutdown feature is enabled, engine will shut down 30 seconds after the red lamp starts flashing.

153 Yellow

High voltage detected at intake manifold temperature circuit.

Possible white smoke. Fan will stay on by ECM. No engine protection for manifold temperature.

154 Yellow

Low voltage detected at intake manifold temperature circuit.

Possible white smoke. Fan will stay on by ECM. No engine protection for manifold temperature.

155 Red

Intake manifold air temperature signal indicates intake manifold temperature is above 93.3°C. (200°F).

Progressive power derate with increasing time from alert. If Engine Protection Shutdown feature is enabled, engine will shut down 30 seconds after the red lamp starts flashing.

187 Yellow

Low voltage detected on the ECM voltage supply line to some sensor (VSEN2 supply).

Engine will run derated. No engine protection for oil pressure and coolant level.

198 Yellow

High Voltage detected at the ICONTM lamp circuit when low voltage was expected by the ECM.

The ICON TM idle control system will be disabled. Only mandatory shutdown will be enabled.

199 Yellow

Less than 6 VDC detected at the ICONTM lamp circuit when high voltage was expected by the ECM.

The ICON TM idle control system will be disabled. Only mandatory shutdown will be enabled.

212 Yellow

High voltage detected at oil temperature circuit.

No engine protection for oil temperature.

213 Yellow

Low voltage detected at oil temperature circuit.

No engine protection for oil temperature.

62-25

ECM (Engine Controller)

FAULT CODE/ LAMP

95ZV

ELECTRICAL 62

REASON

EFFECT (Only when fault code is active)

214 Red

Oil temperature signal indicates oil temperature above 123.9°C. (255°F).

Progressive power derate with increasing time after alert. If Engine Protection Shutdown feature is enabled, engine will shutdown 30 secondes after the red lamp starts flashing.

216 Yellow

High voltage detected at air compressor tank pressure signal circuit.

Air compressor will run continuously.

217 Yellow

Low voltage detected at air compressor tank pressure signal circuit.

Air compressor will run continuously.

218 Yellow

Voltage at air compressor tank pressure signal indicates air compressor tank pressure is too high or too low.

Air compressor will run continuously.

219 Maintenance

Low oil level was detected in the CentinelTM makeup oil tank.

None on performance. CentinelTM deactivated.

221 Yellow

High voltage detected at ambient air pressure circuit.

Derate in power output of the engine.

222 Yellow

Low voltage detected at ambient air pressure circuit.

Derate in power output of the engine.

223 Yellow

Incorrect voltage detected on the CentinelTM actuator circuit by the ECM.

None on performance. CentinelTM deactivated.

227 Yellow

High voltage detected on the ECM voltage supply line to some sensors (VSEN2 supply).

Engine will run derated. No engine protection for oil pressure and coolant level.

234 Red

Engine speed signal indicates engine speed greater than 2650 min-1 (rpm).

Fuel shutoff valve closed until engine speed falls to 2000 min-1 (rpm).

235 Red

Coolant level signal indicates coolant level is below normal range.

Progressive power derate with increasing time after alert. If Engine Protection Shutdown feature is enabled, engine will shutdown 30 seconds after the red lamp starts flashing.

241 Yellow

The ECM lost the vehicle speed signal.

242 Yellow

Invalid or inappropriate vehicle speed signal detected. Signal indicates an intermittent connection or VSS tampering.

245 Yellow

Less than 6 VDC detected at fan clutch circuit when on indicates an excessive current draw from the ECM or faulty ECM output circuit.

Engine speed limited to "Max. Engine Speed without VSS" parameter value. Cruise control, gear-down protection, and the road speed governor will not work (automotive only). Engine speed limited to "Max. Engine Speed without VSS" parameter value. Cruise control, gear-down protection, and the road speed governor will not work (automotive only). The fan may stay on at all times.

249 Yellow

High voltage detected on the ambient air temperature circuit.

None on performance. The idle shutdown ambient air temperature override feature will use the intake air temperature sensor value to determine idle shutdown and availability of override (automotive only).

254 Red

Less than 6 VDC detected at FSO circuit when on indicates an excessive current draw from the ECM or faulty ECM output circuit.

The ECM turns off FSO supply voltage. The engine will shutdown.

255 Yellow

Externally supplied voltage detected going to the Fuel Shutoff supply circuit.

None on performance. Fuel shutoff valve stays on.

256 Yellow

Low voltage detected on the ambient air temperature circuit.

None on performance. The idle shutdown ambient air temperature override feature will use the intake air temperature sensor value to determine idle shutdown and availability of override.

259 Yellow

Fuel shutoff valve is stuck open mechanically or leaking.

Engine will run derated.

284 Yellow

Incorrect voltage detected on the ECM voltage supply line to the crankshaft engine position sensor.

Engine may not run or will run derated. Possible hard starting, low power, or white smoke.

285 Yellow

The ECM expected information from a multiplexed device but did not receive it soon enough or did not receive it at all.

At least one multiplexed device will not operate properly.

286 Yellow

The ECM expected information from a multiplexed device but only received a portion of the necessary information.

At least one multiplexed device will not operate properly.

62-26

ECM (Engine Controller)

FAULT CODE/ LAMP

95ZV

REASON

ELECTRICAL 62

EFFECT (Only when fault code is active)

287 Red

The OEM vehicle electronic control unit (VECU) detected a fault with its throttle pedal.

The engine will only idle.

288 Red

The OEM vehicle electronic control unit (VECU) detected a fault with its remote throttle.

The engine will not respond to the remote throttle.

295 Yellow

An error in the ambient air pressure sensor signal was detected by the ECM.

Engine is derated to no air setting.

319 Maintenance

Real-time clock lost power.

None on performance. Data in the ECM will not have accurate time and date information.

338 Yellow

Voltage detected on the idle shutdown vehicle accessory/ignition bus relay circuit when no voltage was being supplied by the ECM or open circuit detected.

Vehicle accessories or ignition bus controlled by the idle shutdown vehicle accessory relay will not power up.

339 Yellow

Less than 6 VDC detected at the idle shutdown vehicle accessory/ignition bus relay circuit when on indicates an excessive current draw from the ECM or faulty ECM output circuit.

Vehicle accessories or ignition bus controlled by the idle shutdown vehicle accessory relay will not power down.

341 Yellow

Severe loss of date from the ECM.

Possible no noticeable performance effects OR engine dying OR hard starting. Fault information, trip information, and maintenance monitor data may be inaccurate.

343 Yellow

Internal ECM error.

Possible none on performance or severe derate.

352 Yellow

Low voltage detected on the ECM voltage supply line to some sensors (VSEN1 supply).

Engine is derated to no air setting.

359 Yellow

ICONTM has failed to start the engine automatically.

ICONTM will be disabled. Only mandatory shutdown will be enabled. May be able to start engine normally.

378 Yellow

Low current or open circuit detected at front fueling actuator circuit.

Engine will only run using the rear three cylinders.

379 Yellow

High current detected at front fueling actuator circuit.

Engine will only run using the rear three cylinders.

386 Yellow

High voltage detected on the ECM voltage supply line to some sensors (VSEN1 supply).

Engine is derated to no air setting.

387 Yellow

High voltage detected on the ECM voltage supply line to the throttle(s) (VTR supply).

Engine will only idle.

388 Yellow

Less than 6 VDC detected at engine brake circuit 1 when on indicates an excessive current draw from the ECM or faulty ECM output circuit.

Engine brake on cylinders 1 can not be activated.

392 Yellow

Less than 6 VDC detected at engine brake circuit 2 when on indicates an excessive current draw from the ECM or faulty ECM output circuit.

Engine brakes on cylinders 2 and 3 can not be activated.

393 Yellow

Less than 6 VDC detected at engine brake circuit 3 when on indicates an excessive current draw from the ECM or faulty ECM output circuit.

Engine brakes on cylinders 4, 5, and 6 can not be activated for 6-level engine brake harness OR engine brakes can not be activated on cylinders 1, 4, 5, and 6 for 3-level engine brake harness.

394 Yellow

Low current or open circuit detected at front timing actuator circuit.

Engine will only run using the rear three cylinders.

395 Yellow

High current detected at front timing actuator circuit.

Engine will only run using the rear three cylinders.

396 Yellow

Low current or open circuit detected at rear fueling actuator circuit.

Engine will only run using the front three cylinders.

397 Yellow

High current detected at the rear fueling actuator circuit.

Engine will only run using the front three cylinders.

398 Yellow

Low current or open circuit detected at rear timing actuator circuit.

Engine will only run using the front three cylinders.

399 Yellow

High current detected at rear timing actuator circuit.

Engine will only run using the front three cylinders.

62-27

ECM (Engine Controller)

FAULT CODE/ LAMP

95ZV

ELECTRICAL 62

REASON

EFFECT (Only when fault code is active)

415 Red

Oil pressure signal indicates oil pressure below the very low engine protection limit.

Progressive power derate with increasing time after alert. If Engine Protection Shutdown feature is enabled, engine will shutdown 30 seconds after the red lamp starts flashing.

418 Maintenance

Water has been detected in the fuel filter.

Possible white smoke, loss of power, or hard starting.

419 Yellow

An error in the intake manifold air pressure sensor signal was detected by the ECM.

Engine is derated to no air setting.

422 Yellow

Voltage detected simultaneously on both the coolant level high and low signal circuits OR no voltage detected on both circuits.

No engine protection for coolant level.

426 None

Communication between the ECM and the J1939 datalink has been lost.

None on performance. J1939 devices may not operate.

428 Yellow

High voltage detected at water-in-fuel sensor circuit.

None on performance.

429 Yellow

Low voltage detected at water-in-fuel sensor circuit.

None on performance.

431 Yellow

Voltage detected simultaneously on both the idle validation off-idle and on-idle circuits.

None on performance.

432 Red

Voltage detected at idle validation on-idle circuit when voltage at throttle position circuit indicates the pedal is not at idle OR voltage detected at idle validation off-idle circuit when voltage at throttle position circuit indicates the pedal is at idle.

Engine will only idle.

433 Yellow

Voltage signal at intake manifold pressure circuit indicates high intake manifold pressure but other engine characteristics indicate intake manifold pressure must be low.

Derate to no air setting.

434 Yellow

Supply voltage to the ECM fell below 6.2 VDC for a fraction of a second OR the ECM was not allowed to power down correctly (retain battery voltage for 30 seconds after key off).

Possible no noticeable performance effects OR engine dying OR hard starting. Fault information, trip information, and maintenance monitor data may be inaccurate.

435 Yellow

An error in the oil pressure sensor signal was detected by the ECM.

None on performance. No engine protection for oil pressure.

441 Yellow

Battery voltage below normal operating level.

Possible no noticeable performance effects OR possibility of rough idle.

442 Yellow

Battery voltage above normal operating level.

None on performance.

443 Yellow

Low voltage detected on the ECM voltage supply line to the throttle(s) (VTP supply).

Engine will only idle.

449 Yellow

Excessive fuel supply pressure was detected at the fuel pressure sensor.

Engine may have black smoke and will run derated.

451 Yellow

High voltage detected on the front rail pressure sensor circuit.

Engine will run derated.

452 Yellow

Low voltage detected on the front rail pressure sensor circuit.

Engine will run derated.

465 Yellow

High voltage detected at the wastegate actuator #1 circuit when no voltage was being supplied by the ECM.

Engine will run derated.

466 Yellow

Less than 6 VDC detected at the wastegate actuator #1 circuit when on indicates an excessive current draw from the ECM or faulty ECM output circuit.

Engine will run derated.

469 Yellow

The ICONTM cab thermostat has logged a fault (E3 on the cab thermostat) OR the cab thermostat signal to the ECM is lost.

E3 will cycle the engine between 20 minutes run and 15 minutes off or not autostart the engine for Cab Comfort Mode. ICONTM will not be disabled. Engine mode will remain active.

471 Yellow

Low crankcase oil level was detected by the ECM.

None on performance. CentinelTM system deactivated.

62-28

ECM (Engine Controller)

95ZV

ELECTRICAL 62

FAULT CODE/ LAMP

REASON

472 Maintenance

Either high or low voltage was detected on the crankcase oil level sensor circuit by the ECM.

None on performance. CentinelTM system deactivated.

474 Yellow

Either low voltage detected on the starter lockout relay circuit when 12 VDC are commanded or voltage detected when no voltage is commanded.

Either engine will not start or engine will not have starter lockout protection.

475 Yellow

Low voltage detected at the electronic air compressor governor circuit when high voltage was expected.

Air compressor will not shutoff.

476 Yellow

High voltage or open circuit detected at the electronic air compressor governor actuator circuit.

Air compressor may run continuously or not at all.

482 Yellow

Low fuel supply pressure was detected at the fuel pressure sensor.

Engine may not start, may have low power, may have white smoke, or run rough.

483 Yellow

High voltage detected on the rear rail pressure sensor circuit.

Engine will run derated.

484 Yellow

Low voltage detected on the rear rail pressure sensor circuit.

Engine will run derated.

485 Yellow

Unexpectedly high rail pressure was detected on the rear three cylinders.

Engine will return to idle speed then, may only idle or shutdown.

486 Yellow

Unexpectedly low rail pressure was detected on the rear three cylinders.

Low power or rough idle.

491 Yellow

High voltage detected at the wastegate actuator #2 circuit when no voltage was being supplied by the ECM.

Engine will run derated.

492 Yellow

Less than 6 VDC detected at the wastegate actuator #2 circuit when on indicates an excessive current draw from the ECM or faulty ECM output circuit.

Engine will run derated.

496 Yellow

Incorrect voltage detected on the ECM voltage supply line to the camshaft engine position sensor.

Engine may not run, be hard to start, or will run derated.

536 Yellow

Either low voltage detected on autoshift low gear actuator circuit when 12 VDC are commanded or voltage detected when no voltage is commanded.

Top2 shift solenoid will not function properly. Transmission will not shift properly.

537 Yellow

Either low voltage detected on autoshift high gear actuator circuit when 12 VDC are commanded or voltage detected when no voltage is commanded.

Top2 shift solenoid will not function properly. Transmission will not shift properly.

538 Yellow

Either low voltage detected on autoshift high neutral actuator circuit when 12 VDC are commanded or voltage detected when no voltage is commanded.

Top2 shift solenoid will not function properly. Transmission will not shift properly.

541 Yellow

Incorrect voltage detected at the ICON TM starter relay/interlock circuit by the ECM.

The ICON TM idle control system will be disabled. Only mandatory shutdown will be enabled. Engine can be started normally.

544 Yellow

Autoshift failure; at least three shift attempts were missed.

Top2 transmission will not be controlled correctly. Transmission remains in manual mode.

546 Yellow

High voltage detected at the fuel pressure sensor circuit.

Engine will run derated.

547 Yellow

Low voltage detected at the fuel pressure sensor circuit.

Engine will run derated.

551 Yellow

No voltage detected simultaneously on both the idle validation off-idle and on-idle circuits.

Engine will only idle.

553 Yellow

Unexpectedly high rail pressure was detected on the front three cylinders.

Engine will return to idle speed then may only idle or shutdown.

559 Yellow

Unexpectedly low rail pressure was detected on the front three cylinders.

Low power or rough idle.

EFFECT (Only when fault code is active)

62-29

ECM (Engine Controller)

95ZV

ELECTRICAL 62

FAULT CODE/ LAMP

REASON

581 Yellow

High voltage detected at the fuel inlet restriction sensor signal pin.

Fuel inlet restriction monitor deactivated.

582 Yellow

Low voltage detected at the fuel inlet restriction sensor signal pin.

Fuel inlet restriction monitor deactivated.

583 Yellow

Restriction has been detected at the fuel pump inlet.

Fuel inlet restriction monitor warning is set.

588 Yellow

High voltage detected at the alarm circuit when low voltage was expected by the ECM.

The ICON TM system will be disabled. Only mandatory shutdown will be enabled. The engine start alarm may sound continuously.

589 Yellow

Less than 6 VDC detected at the alarm circuit when high voltage was expected by the ECM.

The ICON TM system will be disabled. Only mandatory shutdown will be enabled. The engine start alarm may sound continuously.

595 Yellow

Turbocharger overspeed protection fault.

Engine will run derated.

596 Yellow

High battery voltage detected by the battery voltage monitor feature.

Yellow lamp will be lit unit high battery voltage condition is corrected.

597 Yellow

ICONTM has restarted the engine 3 times within 3 hours due to low battery voltage (automotive only) OR low battery voltage detected by the battery voltage monitor feature.

Yellow lamp will be lit until low battery voltage condition is corrected. The ECM may increase idle speed and deactivate idle decrement switch if idle speedup is enabled. The engine will run continuously if ICONTM is active (automotive only).

598 Red

Very low battery voltage detected by the battery voltage monitor feature.

Red lamp lit until very low battery voltage condition is corrected.

753 Yellow

Engine position signal from the camshaft and crankshaft engine position sensors do not match up.

Low power, rough idle, or possible white smoke.

755 Yellow

Incorrect fueling was detected on the front three cylinders.

Engine will misfire.

758 Yellow

Incorrect fueling was detected on the rear three cylinders.

Engine will misfire.

774 Yellow

Open circuit detected at the electronic air compressor governor actuator circuit by the ECM.

Air compressor may not operate.

775 Maintenance

A slow leak has been detected in the air system.

None on performance.

776 Yellow

A fast leak has been detected in the air system.

None on performance.

951 None

A power imbalance between cylinders was detected by the ECM.

Engine may have rough idle or misfire.

EFFECT (Only when fault code is active)

62-30

ECM (Engine Controller)

95ZV

ELECTRICAL 62

Accelerator pedal 1. Structure Pedal R

48 47 49

BrW YV BLg

THROTTLE PEDAL THROTTLE OPENING SENSOR G B

GyY

IDLE SW O OFF IDLE

GyW

35°

C M

3 13

Potentiometer Y

IDLE

Circuit diagram

95ZV62118

Connector

(0) 6 (V) 5 (Y) 4

1 (G) 2 (B) 3 (R)

A View A

Note: To calibrate a new pedal to the ECM, do the following within about a 5 second time frame. - Turn "on" key switch - Stroke the pedal fully up and down 3 times. - Turn "off" the key switch Potentiometer voltage

(V)

Input

0.4~0.7

3.5~4.05

Pedal Test. Typical pedal potentiometer resistance @ 65 °F. Wire colors are at the pedal harness with accelerator pedal unplugged. Wire Colors

Ω Pedal Up Position

Ω Pedal Down Position

R-G

2,290

685

R-B

2,340

Y-O

Open

1.8 Ω

Y-V

4.5 Ω

Open

62-31

ECM (Engine Controller)

95ZV

ELECTRICAL 62

2. Function

Installation angle 35 °

Pedal angle

Max. 21 ° Pedal stop

Full range 14 °

Between terminal 47(YV-G) and 49(BLg-B) Refer to circuit diagram for details. Potentiometer Voltages when plugged in, key "ON"

When the accelerator pedal is pressed, the voltage corresponding to the pressing angle is input as a signal from the potentiometer to the ECM (engine controller) to control the engine revolution.

5V 3.9 V

4 3 2 1 0.66 V 0

Pedal Angle

0°

Pedal Angle

21 ° 70ZV62065

3. Installation Throttle pedal sends electrical signal to the engine ECM*. When the throttle pedal or the ECM* is replaced or when the battery cable is disconnected the throttle pedal must be calibrated, or "initialized", with the ECM*. Failure to initialize the throttle pedal will result in a fault code warning light, and a possible power deration. When a new throttle pedal or ECM* is installed or when the battery cable is re-connected or a fault code (listed below) is indicated follow these steps within a time frame of about 5 or 6 seconds to initialize the throttle pedal withe the ECM*. 1. Shut off the engine 2. Turn the key to "ON" 3. Fully depress and release the throttle pedal three times. 4. Turn the key to "OFF". The throttle pedal and ECM* have now been initialized or calibrated. The engine may be restarted and retested for proper performance.

If the problem continues disconnect the wiring harness connector at the throttle pedal and inspect both sides. The pins and sockets should be clean, dry and straight. If there is a problem correct it, reconnect the connector, follow the steps above and retest. Using the Quantum fault code information section the following fault codes may indicate a non-initialized throttle pedal: • Fault Code 132 • Fault Code 134 (This may show, but is not relevant to our application.) • Fault Codes 287, 288 (These may show, but are not relevant to our application.) • Fault Code 431 • Fault Code 432 • Fault Code 443 If the problem is not corrected contact your Cummins Engine distributor for assistance.

*Engine Control Module; Computer that controls engine functions, and monitors engine faults.

62-32

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

Transmission Control Circuit and Monitor Circuit Controller There are various IC's inside the controller. The IC's have programs for various functions described later. LED'S for inputs or outputs

IMPORTANT If the controller malfunctions, be sure to replace the controller assembly. Do not replace or repair any parts.

95ZV62031

LED inspection windows IN (Input signal)

OUT (Output signal)

Signal

Symbol

Shift lever position F

Shift lever position R

Signal

Symbol

Controller failure (Normal: ON)

Shift lever position 1

Back relay ON

Shift lever position 2

Modulator valve 2 ON

Shift lever position 3

Low clutch solenoid valve ON

Shift lever position A

High clutch solenoid valve ON

Auto shift cancellation

Reverse clutch sol. valve ON

Shift switch ON

Buzzer

Parking switch OFF (Running position)

Neutral relay ON

BRK Auto brake sol. valve ON

Inching switch ON

1st clutch sol. valve ON

Emergency steering

2nd clutch sol. valve ON

SI1

Spare

3rd clutch sol. valve ON

9 8 7 6 5 4 3 2 1 20 19 18 17 16 15 14 13 12 11 10

Note : 1. The couplers are shown for controller side. 2. Connector symbols correspond to symbols in the wiring diagram.

Connector E2 (Output)

Connector E1 (Input) Signal

8 7 6 5 4 3 2 1 5 4 3 2 1 18 17 16 15 14 13 12 11 10 9 12 11 10 9 8 7 6

No.

Symbol

18 SSG Press. diff. sensor signal

4 (right) lamp

3rd clutch sol. valve

Power for press. diff. sensor

3 (right) lamp

2nd clutch sol. valve

2 (right) lamp

1st clutch sol. valve

1 (right) lamp

PC+

Modulator valve 1 (+)

Shift lever R (+)

4 (left) lamp

Buzzer

Engine speed sensor (+)

3 (left) lamp

2 (left) lamp (−)

Engine speed machine 7 COM speed (−)

Reverse clutch sol. valve

Emergency ESO (output)

steering

High clutch sol. valve

Low clutch sol. valve

steering

Modulator valve 2

Signal

No. 1

Inching switch (+)

Failure history reset

Shift lever 1 (+)

Machine speed sensor (+)

GND GND

No.

Symbol

19 S5V

20 +24V +24V

Signal

Connector E3 (Output)

Symbol

ESI

Emergency (input)

SI1

Spare

Shift lever A (+)

Shift lever 3 (+)

Shift lever 2 (+)

12 SO1

Parking switch (+)

Shift switch (+)

Auto brake lamp

Shift lever F (+)

Neutral lamp

Failure history call

Controller failure relay

For switch input (−)

Back-up relay

Neutral relay

62-33

Auto lamp

Signal

Auto brake solenoid 10 BRK valve 11 PC−

Modulator valve 1 (−)

Solenoid valve (−)

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

T/M connection diagram ACC'

E 7A CP

(L)

PARKING SOLENOID

10A (Lg)

F13

(L)

(L) LR

LBr

T/M CONTROLLER

LBr

T/M CLUTCH SOLENOID VALVE

23A

(Gy)

LY (GyG)

LG LO

(GyL)

LW (LgL)

SPEED Y Y

(SbO)

E/G REVOLUTION W

(Sb)

BUZZER

(L)

CONTROLLER FAILURE RELAY

NR X

(SbP)

LgW

PRESS.DIFF SENSOR

(YR)

YGy

(YB) (YL) (YBr)

(LP)

(YG) (GR)

E/G OIL PRESS.

GyG

E/G WATER TEMP.

GyL

T/M OIL TEMP.

LgL SbO

AIR CLEANER [SbR]

T/M OIL FILTER. Sb

RADIATOR WATER LEVEL ALTERNATOR TERMINAL R

3/4

1/2

1/4

YBr

1/4

1/8

EMPTY

SbR

(O)

(LY)

INSTRUMENT PANEL MONITOR LAMP

(LB)

BRAKE OIL PRESS.(DIFFERENTIAL)

FUEL LEVEL SENSOR

AUTO

LgBr

BACK-UP RELAY

BRAKE OIL PRESS.(MAIN) B

LgBr

LgB (L)

NEUTRAL RELAY

PARKING S/W [SbY]

(SbY)

LgR

SPPC

(BY)

SHIFT LEVER

R N F (BY)

MODULATOR VALVE 1

(GO) SbY

MODULATOR VALVE 2

(GyB)

MONITOR CONTROLLER

ACC'

CENTRAL ALARM

SHIFT S/W

(YL)

(LG)

(LO)

(LW)

(BY)

(GY)

AB F3

SbR (Y)

(R)

ES YGy M1

FRONT PARKING SOLENOID PARKING SWITCH (L)

CP (Lg)

F13

(SbW)

LgG

OFF ON

REAR PARKING SOLENOID

OFF (GO)

AUTO BRAKE SOLENOID

MONITER CONTROLLER

(BY) (LgR)

LLgh

T/M CUT OFF F13

(Lg)

INCHING S/W

(LgY)

T/M CUT OFF SWITCH

T/M CONTROLLER FAILURE

CENTRAL ALARM

(LgW)

(GyB)

MONITOR CONTROLLER E

95DZ62008

62-34

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

From T/C pump

Controller function 1. Forward/reverse (F/R) shifting and speed change

Modulation mechanism

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 current stops flowing through the solenoid valve, the oil is drained from the clutch piston chamber, and the clutch is disengaged.

To solenoid valve bank Clutch piston

Drain

Clutch control solenoid valve Energized → Clutch engage De-energized → Clutch disengage

95ZV62033

LED (Indication: F) Shift lever

Shift switch

LED (Indication: F)

H R

(For input detection)

Surge suppression diode (incorporated in solenoid valve)

LED (Indication: S)

Speed sensor

Engine speed sensor

LED 7 segment (Indication: 2) LED (Indication: Character)

Common ground

7 segment LED (Indication: Character)

Auto indicator lamp Setting shift lever to A: Switch on

1) Input detection 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. Because the shift lever contact is not connected to the R (reverse) input circuit, electric current will not flow. In this status, the forward (F) indicator lamp will light, and the reverse (R) indicator lamp will not light. For speed change, the transmission controller judges the set speed position of the shift lever in the same way as described above.

95ZV62034

2) Operation error preventive function (Simultaneous 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.

62-35

Transmission Control Circuit and Monitor Circuit

95ZV

3) Shift lever 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. (For reverse 2nd to 3rd.) Operator controlled shifting from 2 → 1 → 2 in either "2" or "A" is done by momentarily depressing the QUAD switch on the boom lever.

ELECTRICAL 62

∗ Shift lever neutral (N) position The shift lever has no neutral (N) contact. Therefore, if neither the forward nor the reverse (F and R) signal is input, the controller will judge that the shift lever is at the neutral (N) position.

Structure 2

KNIGHT BEAM CO,LTD BM51-111 JAPAN >PAMXD6-G50<

Forward F

Neutral N

Reverse R

1st speed

2nd speed

3rd speed Auto

Grounding for speed change side (B) 3 1st speed (GW)

2nd speed (GL)

Auto (G)

3rd speed (GY)

F (GR)

Unused

R (GB)

Grounding for F/R side (BY)

1. Bracket assembly 2. Grip 3. Connecter

70ZV62025

62-36

Transmission Control Circuit and Monitor Circuit

95ZV

4) 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 transmission is set to neutral.

ELECTRICAL 62

Clutch solenoid valve (Common to L ⋅ H ⋅ R ⋅ 1 ⋅ 2 ⋅ 3 ) 10 N-m(1 kgf-m)

Negative side

39.2 N-m(4 kgf-m) 95ZVE62031

Solenoid valve (with built-in diode) Rated voltage

DC24V

Coil resistance value

Approx. 24 Ω

2. Automatic shift When the shift lever is set to A, the AUTO indicator lamp in the cab will light and one of the 2nd through 4th speed solenoid valves will be automatically energized according to the machine speed. In addition, the speed indicator lamp will light. The input signal for automatic shift is controlled by the pulse generated by the speed sensor. While the speed sensor is transmitting the pulse, the segment LED indicates in characters according to the pulse.

Positive side

Shift up Shift down

Speed 4 3 2

13.5 11.5 Reverse

10 12

17 20

Speed km/h

Forward (Approx. speed)

Automatic shift map (standard set value) 7 segment LED indication Indication

Machine speed (km/h) 32

E/G rev. (rpm)

160

320

480

640

800

960

1,120

1,280

Machine speed LED

E/G rev. LED

1,440

1,600

1,760

1,920

2,080

2,240

2,400

T/M controller Displayed font Machine speed

E/G rev.

95ZV62035

62-37

Transmission Control Circuit and Monitor Circuit

95ZV

Sensor for machine speed and E/G revolution The sensing elements of the sensors are provided adjacent to the transmission output gear (for the machine speed) and the torque converter PTO drive gear (for the engine revolution). The voltage generated by revolution of the gear is transmitted in sine wave to the transmission controller.

ELECTRICAL 62

The machine speed sensor is used for auto shift and auto brake. The engine revolution sensor is used for clutch pressure modulation. Actuation of the sensors can be confirmed through the LED inspection window in the transmission controller. Note : To prevent electronic "noise" from other sources that may corrupt signal, "twist" the wire from sensor all the way to the T/M controller.

25±0.25

44N-m (4.5kgf-m)(32.6 lb-ft)

Clearance adjustment 1.3mm

95ZV62041

Internal resistance ∗

IMPORTANT

2.3 kΩ ± 10 % (77°F)

∗Internal resistance changes greatly with temperature. At lower temperature resistance is lower. At operating temperature the resistance increases. If resistance is 0 Ω or ∞ Ω the speed sensor is defective.

Make sure to check the adjusted clearance when replacing the sensor. Shims are available to set clearance as needed.

Sensor location Engine speed sensor

Machine speed sensor 95ZV62042

62-38

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

3. Switching from automatic to manual The machine has automatic shift cancellation function for troubleshooting. Turn the controller dip switch No. 6, 7 and 8 to ON position. The "M" input LED indicator of the controller will light and the mode will be switched from automatic to manual. Position "A" of the shift lever, therefore, is fixed to the 4th speed. DIP switch This switch is provided on the board for setting properties of the T/M controller. This switch is not used frequently. This switch is usually used for settings which rarely change after being set. When the T/M controller cover is removed, this switch can be seen in the position shown to right.

CNA

T/M controller Dip switch

95ZV62036

4. Operation of QUAD switch The QUAD switch is attached to the boom control lever. In any operation mode, pressing the QUAD switch during 2nd speed operation shifts the 2nd speed to 1st speed. After that, if the QUAD switch is pressed again, the speed is changed from the 1st to the 2nd, or to move 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).

QUAD switch

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

Allowable value

95DZ62009

70ZV62031

62-39

Max. voltage

DC24V

Current

10 mA

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

5. Modulation at clutch switching The rise time of clutch oil pressure is controlled by modulator valve (1) and modulator valve (2) to shorten the time lag and reduce shock that occurs when shifting between forward and reverse, and between gears.

Press. diff. sensor

Modulator valve (1)

Modulator valve (2)

To T/M clutch

Modulator valve (2) Diff. press. sensor

To T/C

Modulator valve (1)

From pump

Modulator valve unit hyd. circuit

Input Side

Output Side T/M controller

N F

Shift lever

4 3 2

Clutch selection input signal

+ 24 V

Output current control

No output LED is provided

ON during modulation

Press. diff. sensor

Modulator valve (1)

+ 24 V

Modulator valve (2) Output LED (Indication: DC)

E/G speed. sensor Machine speed sensor 95ZV62043

62-40

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

Operation of modulator valve (1), (2) and clutch pressure change

1) Modulator valve (1) [MV1] Clutch oil pressure during clutch application is controlled according to the current passing through the coil of MV1. The pressure rises and falls along with the current.

Clutch selection

ON Low clutch sol. OFF

(1) Initial charging (t 1) valve The current flow through the coil of MV1 immediately 1st clutch sol. valve ON after clutch selection is maintained as high as it was before clutch selection (400 mA). Modulator valve (1) This allows a lot of oil to flow rapidly into the empty Current flow clutch piston chamber, reducing the time lag. (mA) (2) Charging (t 2) 0 On completion of the initial charging, the current through the coil of MV1 is sharply reduced (170 mA).

Completion of charging Approx. 400 mA

Approx. 170 mA

Modulator valve (2)

This reduced current is maintained until the end of OFF the charging to prevent a sudden pressure rise and shift shock. (3) Completion of the charging Main pressure Pressure The pressure differential sensor of the modulator MPa(psi) valve unit sends electrical signal to the transmission 0 controller. When the charging is completed, due to no pressure Low clutch pressure difference between the orifices in the line, the Pressure MPa(psi) transmission controller determines it by the signal sent from the sensor. 0 Then the transmission controller sends signal to rise the current through the MV1 coil gradually. (4) Pressure rise (t 3) The clutch oil pressure rises gradually in proportion to the current rise. Note : - If the MV1 coil is damaged or disconnected, the clutch oil pressure rises only 0.2 to 0.5 MPa (28 to 71 psi) and the pressure value is not enough to engage the clutch. - Transmission controller provides the protection program so as to rise the control current again at the time of 0.5 seconds after decreasing the MV 1 control current when the differential pressure sensor is damaged.

62-41

115ZVE62028

Transmission Control Circuit and Monitor Circuit

95ZV

2) Modulator valve (2) [MV2] This valve assists MV1 in controlling (lowering) the clutch oil pressure. Unlike MV1, it performs an ON and OFF operation. Controlling the clutch oil pressure Modulator valve (2) is energized simultaneously when the current in MV1 changes from high to low current flow. It is de-energized some time after the current in MV1 returns to a higher level and the clutch oil pressure reaches the specified value. Note : Modulator valve (2) If MV2 is damaged or disconnected, the machine will have severe shift shock during clutch engagement. In this case, the lowest clutch pressure will be only about 0.7 to 1.0 MPa (100 to 142 psi) during charging. The highest clutch oil pressure reaches the specified value.

62-42

ELECTRICAL 62

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

6. Transmission cut off (Inching) While the transmission cut off switch on the instrument panel is ON, pressing the brake pedal actuates the pressure switch (inching switch), turns off the power of the solenoid valves of the forward/reverse clutches (L, H, R) by way of the T/M controller, and sets the transmission to the neutral status. At this time, the monitor lamp and the controller LED (indication: I) light. When the clutch cut off switch on the instrument panel is set to OFF, the transmission cut off function is disabled and the brake pedal is dedicated to braking. At this time, the monitor lamp on the instrument panel is no longer illuminated.

Pressure switch for inching

95ZV62045

Left brake valve

Clutch cut-off switch (located on operator's LH console)

Transmission controller

Forward/reverse clutch solenoid valves

F13

Transmission cut-off

(Indication: )

BY BY

Pressure switch for inching

95ZV62046

Pressure switch for inching (Same structure for stop lamp)

1 Case 2 Seal film 3 Packing 4 Disc 5 Inner cover 6 Guide pin 7 Spring

1 2 3 4 5 6 7 8 9 10 11 12 13

65ZV62036J

Specifications Contact

Normally open

Voltage (DC-V)

Operating pressure (MPa)(kgf/cm )

0.5 ± 0.1 (5.0 ± 1)

Current (A)

3.5 (MAX)

Return pressure (MPa)(kgf/cm2)

0.3 ± 0.05 (3.0 ± 0.5)

Resistance (Ω)

6.9

62-43

8 Contact 9 Contact 10 Terminal 11 Terminal 12 Base 13 Cover 14 Connector

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

7. Back-up alarm When the shift lever is placed in the R position, the back-up lamp relay coil is energized. The main contact is turned ON, lighting the lamps and sounding the buzzer.

+24V F4 15A

+24V IN LED

Circuit protector +Vcc

Shift lever

4 (A)

3 2

Back-up lights

+24V

(Indication : R)

LED (Indication : RR)

Back-up relay 3

Back-up buzzer

F13 5A

+24V

70ZVE62015

Back-up relay Refer to "Neutral relay" section for details. Operation of back-up relay is same as neutral relay.

62-44

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

8. Parking brake The parking brake solenoid valves activate the parking brakes. System has two parts as shown below. 1) When the parking switch is set to ON: (1) Drum brake The power of the solenoid valve is turned off, oil is not sent to the spring chamber of the parking brake, and the drum brake is applied by the force of the spring built in the chamber. (2) Disc brake The power of the solenoid valve is turned off, and the disc brake is applied by the accumulator pressure.

2) When the parking switch is set to OFF: (1) Drum brake The power of the solenoid valve is turned on, oil is sent to the spring chamber. The pressurized oil will depress the spring in the chamber to release the drum brake. (2) Disc brake The power of the solenoid valve is turned on, the pressurized oil will be discharged from parking disc brake and returned to the oil tank to release the brake.

At this time, the input LED “P” turns OFF. When the transmission shift lever is set to the F or R position, buzzer sounds and the clutch is not engaged (emergency start alarm). 5A

P Parking S/W

F13 Monitor lamp

At this time, the input LED “P” lights.

+24 V P Accumulator

Parking brake

Running Parking

Spring chamber

OFF ON

L +Vcc

OFF

LED indication: P C.P.

Monitor controller

Solenoid valve for parking brake

10 A

95ZVE62033

+24 V

3) Operation of parking brake Parking switch

Monitor lamp

Buzzer

Parking brake sol. valve

LED indicator of controller

Parking ∗

"Parking" position (pulled up)

Sounds when shift lever is set to F or R

Not energized

Input "P" LED indicator: Off

Running

"Running" position (pushed in)

Off

No buzzer

Energized

Input "P" LED indicator: On

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

62-45

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

4) Solenoid valve for parking brake (1) Rear parking brake Spring chamber (brake actuator) B

Reducing valve

Knob

Solenoid

T Seat face A

Seat face B

Manual release (counter-clockwise rotation

Spool

Tank

Hydraulic circuit diagram 95ZV52045

Solenoid specifications Rated voltage

DC 24 V

Rated current

0.69 A

Resistance

34.8 Ω

Auto brake solenoid valve Valve assembly

Parking brake solenoid valve Hydraulic oil tank Valve location 95ZV62050

62-46

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

(2) Front parking brake

To tank C

Rod Passage Y

Solenoid

Button for manual release

Passage Z

A To parking brake A A

Sleeve

C Movable iron core Spool

Hydraulic circuit diagram

B From accumulator 95ZV52046

Front parking solenoid valve

Solenoid specifications Rated voltage

DC 24 V

Rated current

0.52 A

Resistance

45.9 Ω Front chassis

Solenoid valve location

95ZV52043

95ZV62052

62-47

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

9. Auto brake When the traveling direction is switched over between forward and reverse at a machine speed of 12 km/h (7.5 mph) or more, the auto brake is applied to protect the transmission clutches. When the machine speed is too high, the auto brake is applied also to prevent troubles caused by excess speed in the engine and the transmission. When the auto brake signal enters from the T/M controller to the solenoid valve for auto brake (27) and the solenoid valve (27) is energized and magnetized, the pilot oil from the reducing valve enters the pilot port of the left brake valve (23) through the shuttle valve (31), and actuates the pilot piston and the spool of the brake valve. When the spool is switched over, the high-pressure oil coming from the pump through the unloader valve and the reducing valve enters the front and rear brake piston chambers to apply the service brake.

Shown in the "released" position To rear service brake

31 A C B

23 AR

ø1.0 ø1.0 B

From unloader valve (Pump)

T/M controller signal

At this time, the BRK LED and the monitor lamp on the instrument panel light, and buzzer sounds. While the auto brake is applied, the forward/reverse clutches of the transmission are disengaged and kept in the neutral status until the actual machine speed decreases and reaches the set value. Input side

To front service brake

From reducing valve (Pump)

95ZV52050

Output side

T/M controller

Shift lever

Shift lever position selector signal

Solenoid valve for auto brake +24V LED (Indication: BRK)

Auto brake monitor lamp, buzzer

Machine speed sensor

Machine speed

+ 24V

Solenoid valve for forward/reverse clutch

H R 95ZV62053

Installation position of solenoid valve for auto brake Refer to the description on the solenoid valve for parking brake.

62-48

Transmission Control Circuit and Monitor Circuit

95ZV

1) When the traveling direction is switched over between forward and reverse at a machine speed of 12 km/h (7.5 mph) or more When the traveling direction is switched over between forward and reverse while the shift lever is in the position A, the power of the solenoid valve for auto brake turns on and the service brake is applied until the machine speed is reduced to 3 km/h (1.9 mph). When the machine speed reaches 3 km/h, the power of the solenoid valve for auto brake turns off and the clutch for the opposite direction is engaged. (However, the brake remains applied until the machine speed becomes approximately 2 km/h (1.25 mph) because oil discharge is delayed.) At the same time, the power of all solenoid valves for forward/reverse clutches is turned off, and the transmission is set to the neutral position. While the shift lever is not in the position A, the auto brake function is disabled even if the traveling direction is switched over between forward and reverse. 2) When machine speed is excessive When the machine speed reaches or exceeds the set value, the service brake is applied as in the above case. When the machine speed drops below the specified value, the service brake is released. During service brake application, the transmission is placed in neutral.

ELECTRICAL 62

Operation chart (Example: Shifting from forward to reverse)

Shifting between forward and reverse Machine speed

F solenoid valve

OFF

Set value

1st

About 15 km/hr

9.4 mph

2nd

About 22 km/hr

13.8 mph

About 36 km/hr

22.5 mph

OFF

R solenoid valve

Brake solenoid valve Monitor lamp

ON OFF

OFF

Service brake operating

Operation chart (Example: Machine speed excessive in forward direction)

T/M in neutral

Machine speed F solenoid valve

ON OFF ON

Brake solenoid valve Monitor lamp

OFF 95ZV62054

3rd 4th

T/M in neutral

Speed clutch solenoid valve

Speed range

Machine Machine speed speed 3 km/h 2 km/h (1.9 mph) (1.25 mph)

Service brake operating

62-49

Transmission Control Circuit and Monitor Circuit

95ZV

ELECTRICAL 62

3) Auto brake solenoid valve

Brake valve (shuttle valve) B

Reducing valve

Spool

Solenoid

T Seat face A

Seat face B

Tank

Solenoid specifications Rated voltage

DC 24 V

Rated current

0.69 A

Resistance

34.8 Ω

P T Hydraulic circuit diagram 95ZV52052

Auto brake solenoid valve Valve assembly

Parking brake solenoid valve Hydraulic oil tank Valve location 95ZV62050

62-50

Transmission Control Circuit and Monitor Circuit

95ZV

10. Warning for transmission controller failure Should the transmission controller stop working due to any of the following causes, a dash mounted monitor lamp lights up to give warning. T/M controller failure monitor lamp 1) If a warning is given as a result of self-diagnosis of the transmission controller The transmission controller has a self-diagnosis function incorporated in it, and if the computer program becomes abnormal due to abuse or defect, a dangerous condition may occur, the monitor lamp lights up and all the outputs from the controller are turned OFF. In this case, the LEDs on the output circuit side of the controller will not be lit. Some input LEDs may still be operating (ON). 2) If the circuit protector (CP) is turned OFF If the circuit protector is automatically turned OFF due to a short circuit, etc, in the output circuit, the monitor lamp lights up and all the outputs from the controller are turned OFF. In this case, the none of the LEDs on the controller will be lit.

Replacement of the transmission controller If the monitor lamp lights up under the cause 1 above, it is an indication that the transmission controller's program has malfunctioned and the transmission controller assembly must be replaced. If the monitor lamp lights up under the cause 2 above, the cause is NOT the transmission controller. Once the cause is removed, the controller may be reset and continue to be used. To reset simply turn the circuit protector switch to "ON".

62-51

ELECTRICAL 62

Monitor Circuit

95ZV

ELECTRICAL 62

Monitor Circuit Monitor If a problem of a unit is detected while the engine is running, a monitor lamp lights to inform the operator. For some problems, the buzzer sounds also, and the centralized alarm lamp flashes also.

Monitor lamp

When the starter switch is set to ON, all of the monitor lamps are lit for 3 seconds and buzzer sounds to check whether the monitor lamps are normal (not burn out).

Operation condition

No.

Item to be monitored

Controller

Brake oil pressure

Unloader valve accumulator port oil pressure 3.9±0.5 MPa (40±5 kgf/cm2) (569±71 psi)

Engine oil pressure

While engine running 0.1 MPa (1.0 kgf/cm2) (16 psi) or less

Engine water temperature

101±2 °C or more (214±4 °F or more)

Torque converter oil (transmission) temperature

120±5 °C or more (248±9 °F or more)

Clogged air cleaner

Filter resistance: 635±58 mmAq or more (25 inches H2O)

Clogged transmission oil filter

Pressure difference at 50±2 °C (122±4 °F) or more 0.3 MPa (3.15±0.28 kgf/cm2) (45±4 psi) or more

Steering oil pressure (option except Europe spec.)

When operates steering under the steering pressure less than 0.4 MPa (4 kgf/cm2) (57 psi)

Engine water level

When E/G water level drops (before start up only)

Auto brake operation

When auto-brake works

Centralized alarm

Engine protection lamp

Buzzer

Lamp test

Defective controller (CPU) Control Processor Unit

Flashing type

For items 1-8

(orange) 13

Any fault in engine detected by ECM (Engine controller)

Engine warning lamp (yellow)

Remarks

Engine stop lamp

STOP

(red)

62-52

(2 sec.)

Monitor Circuit

95ZV

ELECTRICAL 62

Operation indicator lamps No.

Monitor item

Monitor lamp Lighting Symbol color

Lighting condition

Remarks

When parking brake switch is set to ON

Parking

Red

Transmission cut off

Green

When transmission cut off switch is set to ON

Working light

Green

When working light (rear) switch is set to ON

Turn signal indicator (left)

Green

When turn signal lever (left) is actuated

Turn signal indicator (right)

Green

When turn signal lever (right) is actuated

High beam

Blue

When head lamp is set to high beam

Auto shift

Green

AUTO

When transmission shift lever is set to automatic position

Neutral

Green

When transmission shift lever is set to neutral position

Transmission status

Yellow

YELLOW LED

When transmission shift lever is set to corresponding gear (1~4) 95DZ62010

Caution on storage of individual instrument panel

IMPORTANT

Gauge pointer

Pointer axis Axis hole

When storing the instrument panel individually, make sure that the panel face (transparent face) faces upward. If the panel face faces below the vertical direction, the damper oil may leak from meter pointer axis holes.

Meter

Damper oil

Main body frame

Magnet 70ZV62039

62-53

Monitor Circuit

95ZV

Monitor controller There are various IC's inside the controller. The IC's have programs for various functions described later.

IMPORTANT If the controller malfunctions, be sure to replace the controller assembly. Do not replace or repair any parts.

Connector

95ZV62058

Connector pin layout E5

13 12 11 10 9 8 7 6 5 4 3 2 1

11 10 9 8 7 6 5 4 3 2 1

26 25 24 23 22 21 20 19 18 17 16 15 14

22 21 20 19 18 17 16 15 14 13 12

∗ The couplers shown are for controller side. Connector (E6) (Output)

Connector (E5) (Input) Signal

No. Symbol 1

No. Symbol

Alternator voltage

Signal

Steering oil press. sw. (opt)

Central alarm sw.

1/8

Fuel level (1/8)

1/8

Fuel level lamp (1/8)

1/2

Fuel level (1/2)

1/2

Fuel level lamp (1/2)

Fuel level lamp (F) T/M oil filter alarm lamp

5 6

T/M oil filter sw.

E/G water temp. sw.

E/G oil press. sw.

Water temp. alarm lamp

E/G oil press. alarm lamp

Brake oil press. alarm lamp

Buzzer

9 10

Parking sw.

Memory call

DC24V

EMP Fuel level lamp (E) 1/4 3/4

Fuel level lamp (1/4) Fuel level lamp (3/4)

14 16

EMP Fuel level (E)

15 16

1/4

Fuel level (1/4)

Emergency steering lamp

3/4

Fuel level (3/4)

E/G water level alarm lamp

E/G water level sw.

Air cleaner alarm lamp

Air cleaner sensor

T/M oil temp. alarm lamp

T/M oil temp. sw.

Fan 2-step relief solenoid valve

Brake oil press. (Main) sw.

Memory reset

–

GND

–

GND

62-54

ELECTRICAL 62

Monitor Circuit

95ZV

ELECTRICAL 62

Monitor controller connection diagram ACC' (BR)

E F5

(L)

PARKING SOLENOID

10A (Lg) F13 (L)

ACC'

CENTRAL WARNING LAMP

(GyB)

(GO)

PARKING S/W

(SbY)

(Gy)

INSTRUMENT PANEL MONITOR LAMP

(GyG)

(GyL)

(LgL)

MONITOR CONTROLLER

SbY

[SbY]

BRAKE OIL PRESS. (MAIN) B

BRAKE OIL PRESS. (DIFFERENTIAL) EP

E/G OIL PRESS.

GyG

E/G WATER TEMP.

GyL

T/M OIL TEMP.

LgL

(SbO)

SbO

(Sb)

AIR CLEANER [SbR]

RADIATOR WATER LEVEL

BUZZER LgBr

TO T/M CONTROLLER

T/M OIL FILTER

ALTERNATOR TERMINAL R FUEL LEVEL SENSOR

(YR)

YR 3/4

F (YB)

YB 1/2

3/4 (YL)

FUEL LEVEL INDICATOR LAMPS

YL 1/4

1/2 (YBr)

YBr 1/8

1/4 (YG)

YG EMPTY

D R

FAILURE HISTORY RECALL (DIAGNOSTIC) FAILURE HISTORY RESET

(Y)

TO T/M CONTROLLER

(R) 95DZ62011

62-55

Monitor Circuit

95ZV

ELECTRICAL 62

1. Monitor sensor & switch 1) Air cleaner clogging switch

Air cleaner clogging switch Set Resistance: 635±58 mmAq value or more Continuity established across terminals 97K62020

2) T/M oil filter clogging switch

0.3 MPa Set (3.15±0.28 kgf/cm2) value (45±4 psi) or more Continuity established across terminal and body 97K62044

3) Engine water temperature alarm sensor

6) Engine water level alarm sensor

Set 101±2 °C (214±4 °F) value or more

Set value

Continuity established across terminals C and NO

No continuity established across terminal and body when level is low.

4) Transmission oil temperature alarm switch Set 120±5 °C (248±9 °F) value or more Continuity established across terminal and body

5) Transmission oil temperature switch Set 50±2 °C (122±4 °F) value or more Continuity established across both terminals

62-56

Full radiator water level

Monitor Circuit

95ZV

ELECTRICAL 62

2. Sensor mount 2

9 1

9 6

4 5

95ZV62060

1. Engine water level alarm sensor 2. T/M oil temperature switch 3. T/C oil temperature sensor 4. Engine water temperature sensor 5. Engine water temperature switch

6. Temperature switch for cold starter 7. Engine speed sensor 8. T/C oil temperature switch 9. Air cleaner clogging switch 10. Machine speed sensor

Note: These numbers do not match numbers on "Monitor sensor & switch" section.

62-57

Instrument Panel and Switch

95ZV

ELECTRICAL 62

Instrument Panel and Switch Instrument panel 22

20 5 19 6 2

30 12 13 14 15

16 17 26

STOP

43 42 41

3 95DZ62012

1. Tachometer 2. Engine water temperature gauge 3. Transmission oil temperature gauge 4. Fuel level gauge 5. Parking brake (emergency brake) indicator lamp 6. Auto brake indicator lamp 7. Transmission cut off (Declutch) selector indicator lamp 8. Working lamp indicator lamp 9. Centralized alarm lamp 10. Controller failure monitor lamp 11. Brake pressure warning monitor lamp 12. Engine oil pressure warning monitor lamp 13. Engine water temperature warning monitor lamp 14. Transmission oil temperature warning monitor lamp 15. Air cleaner clogging monitor lamp 16. Charge level monitor lamp 17. Transmission oil filter clogging monitor lamp

18. Left turn signal indicator lamp (option) 19. Right turn signal indicator lamp (option) 20. Head lamp (high beam) indicator lamp 21. Automatic shift indicator lamp 22. Neutral indicator lamp 23. Transmission shift position indicator lamp 24. Hour meter 25. Steering circuit warning monitor lamp (for emergency steering) 26. Engine water level warning monitor lamp 29. Working lamp switch (front) 30. Working lamp switch (rear) 31. Transmission cut-off selector switch 32. Cold starter switch 34. Emergency flashing indicator lamp switch (option) 41. Engine protection lamp 42. Engine warning lamp 43. Engine stop lamp

62-58

Instrument Panel and Switch

95ZV

ELECTRICAL 62

Rear surface of instrument panel

CN4 CN1

1 5 L2

58 57 L14 Hour Hour meter meter

L10

12P

L20

16P

L10

56 L10

L10 S

L15

L21

L3 L16

L10

L17 E/G water E V Engine water temperature gauge

Tachometer Tacho-meter

L18

temperature sensor

CN3

L12

L13

L11

L10

L19

9 E V Transmission oil T/C oil temperature gauge temperature sensor 19

L8 L9

CN2

L22

L23

L24

L25

L26

L27

20P 28

Layout of connector pins (instrument panel side) CN1(8P) A4 1 2 3 4 5 6 7 8

CN2(20P) A5 9 10 11 12 13 14 15 16 17 18 19 20

22 23 24 25 26 27 28

CN3(12P/16P) A7

CN4(2P) A8 58

46 47 48 29 30 31 32 33 34 41 42 43 44 53 54 55 56 35 36 37 38 39 40 49 50

57 95DZ62013

Pin No.

Signal

Lamp No.

Pin No.

Signal

Lamp No.

Pin No.

Signal

Lamp No.

Engine water level alarm

41 AUTO lamp

L20

Charge lamp

42 Auto brake

L16

43 Converter (+)

Air cleaner clogging alarm

23 Fuel level lamp (F)

T/M oil temperature alarm

24 Fuel level lamp (3/4)

44 Converter (–) 45

Engine water temperature alarm

25 Fuel level lamp (1/2)

Engine oil pressure alarm

26 Fuel level lamp (1/4)

46 T/M cut-off (Declutch) lamp

Brake oil pressure alarm

27 Fuel level lamp (E)

Controller failure alarm

28 GND (–)

48 Work lamp

L18

+24 V power supply

29 +24 V power supply

49 Central alarm lamp

L14

10 Emergency steering

L22

50 GND (–)

L23

12 Engine warning lamp

L25

13 Engine protection lamp

L24

53 High-beam lamp

L12

14 Engine stop lamp

L26

34 Neutral

L21

54 Turn signal (left) lamp

L13

L27

35 +24 V power supply

55 Turn signal (right) lamp

L11

16 Engine water temperature gauge

36 1st speed indication

17 T/M oil temperature gauge

L17 L19

37 2nd speed indication

57 Hour meter (–)

38 3rd speed indication

58 Hour meter (+)

19 Instrument panel illumination

L10

39 4th speed indication

20 T/M oil filter clogging alarm

40 Parking brake lamp

L15

62-59

Instrument Panel and Switch

95ZV

ELECTRICAL 62

Gauge circuit

Sensor

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.

Gauge

110

Between S and V

110

Between E and V

150

Engine water temperature 67 °C (152.6 °F)

102 °C (215.6 °F)

Viewed from rear of instrument panel 95ZV62063

T/C, T/M oil temperature 56 °C (133 °F)

125 °C (257 °F)

Indication

White

Red

White

95ZV62064

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

Flat terminal

Thermister

95ZV62066

Temperature of detection part (°C)

60 [140 °F]

80 [176 °F]

100 [212 °F]

120 [248 °F]

Resistance (Ω) between terminal and body

56.3

29.5

16.5

V 15 V

Resistance between gauge terminals (Ω) Between S and E

Power supply 24 V

Grounding

62-60

Instrument Panel and Switch

95ZV

ELECTRICAL 62

The cummins ECM transmits the engine speed signal (square wave) to the converter. And the converter transmits the square wave signal to the tachometer.

E C M

Converter

Tachometer circuit 24 V 0 Number of rotations of engine x 12 pulses

Tachometer 0.3 V

115ZVE62029

Tachometer Its pointer moves in proportion to the input frequency. Input frequency (Hz)

Instructed number of rotations (min-1)

66.67

500 ± 50

200

1,500 ± 45

333.33

2,500 ± 125 Indicator lamps Level sensors

+ 24 V

Fuel gauge circuit

Monitor controller YR

The level sensor provided inside the fuel tank is equipped with five float switches. When the oil level becomes low, the contact of the corresponding float switches turns on. The float switch signals are transmitted to the monitor controller, electrically processed, then only one lamp corresponding to the gauge oil level lights on the instrument panel.

3/4

1/2

YBr

1/4

YR YB YL YBr YG Body ground

Float switch switching and indicator lamp lighting status

Actual fuel level

1/4 1/2 3/4

F or more

●

From F to 3/4

●

From 3/4 to 1/2

●

From 1/2 to 1/4

●

From 1/4 to E

●

E or less Any other pattern

Indicator lamp : Flashing ● : Lit - : Extinguished

Float switch : ON ✕ : ON

Float switch (in 5 positions) Not used (Brown) 1/2 (White) F

Not used

(Green) E

(Yellow) 1/4 (Blue) 3/4

View X Example of failure: When the wire of the "1/2" float switch is broken, the indicator lamps for "1/4" and "E" do not light even if the fuel amount becomes 1/2 or less.

Fuel level sensor

62-61

95ZV62068

Electrical Detent Circuit

95ZV

Electrical Detent Circuit Float When the blade control lever is set to the “blade float” position, it is held in that position. The blade control lever can be released manually.

62-62

ELECTRICAL 62

Diode

95ZV

ELECTRICAL 62

Diode A diode is an electronic part which makes the current flow in one direction. The + side is called “anode”, and the - side is called “cathode”. The current can flow only in the direction from the anode to the cathode. When a diode is connected in the current flow direction, it is called forward direction. When a diode is connected in the current non-flow direction, it is called backward direction.

[Symbols]

–

[Anode]

[Cathode]

(forward direction) (backward direction)

Current flow

[Normal] Current flow

+24V

Some electrical parts, as solenoid valves, buzzers, relays, all equipped with electromagnetic coils may generate a surge voltage caused by counterelectromotive force when the power is turned off. This surge voltage may cause malfunction of equipment. Diodes are provided to prevent such a malfunction. However, if a diode is damaged and short-circuited (or fails closed) in its inside, electronic parts may be harmed. Therefore, if a malfunction occurs in electrical equipment, electrical connection diagrams should be referred to first, to determine and repair the cause. If a diode is provided in the electrical equipment, the diode should be checked for damage.

Diode check method

70ZV62051

Switch Solenoid

Diode

70ZV62052

Current flows while the diode is normal (The solenoid is energized.) [Short-circuit, failed in closed position.]

+24V Switch Solenoid

Diode

95ZV62074

Current flows through the diode with smaller resistance. The solenoid is not energized. Coil

[Open circuit, failed in open position.] Snap +

– +24V

+ Analog type tester

Switch Solenoid

95ZV62129

Surge voltage Normal

Abnormal

Continuity is detected in the status shown in the figure. Continuity is not detected when tester terminals are connected in opposite way. Continuity is not detected in either way

Disconnection

Continuity is detected in either way

Short-circuit

Diode

Note : When the circuit tester is the digital (number indication) type, exchange the positions of the terminals of the tester during the check. Some solenoid coils contain diodes inside the solenoid coil pack.

K95DZ62001

Current flows while the diode is disconnected. (The solenoid is energized, however the surge voltage is not absorbed. This damages electrical parts.)

62-63

Diode

95ZV

ELECTRICAL 62

Caution for diode check method 1. Continuity check mode When checking the continuity by continuity check mode of volt-ohm-ammeter, only in cases that the resistance is about 300 Ω or smaller, the continuity is detected. If the continuity check mode of volt -ohm-ammeter is used to check the continuity of diode with 5~6 MΩ, no continuity is detected both ways. Use resistance check mode for checking diode continuity.

2. Diode check mode

Forward check

Backward check K95DZ62002

Forward check

Backward check

Judgement

Continuity (voltage value)

Over level

Normal

Over level

Open circuit

0 volt

Short-circuit

62-64

Diode

95ZV

ELECTRICAL 62

3. Resistance check mode - Analog type tester

- Digital type tester R1>0

R1>0

0 R1

Forward chek

R2=

R2= 0

Backward chek

Forward check

Backward check

Judgement

RΩ (0<R<∞)

∞Ω

Normal

∞Ω

Open circuit

0Ω

Short-circuit

62-65

Diode

95ZV

Surge voltage and surge suppression diodes

ELECTRICAL 62

[Fig. 1]

Battery

–

Coil

Voltage Current Voltage [V] Current [A]

Some electrical parts such as solenoid valves are equipped with a coil. When a coil is energized, an electromagnetic field is formed. See fig. 1.

Current direction

Electromagnetic field forms when switch closes.

Time [sec]

115ZVE62032

Load

[Fig. 2] Snap!

Coil

Battery

When the switch opens, the field collapses across the coil windings. Voltage Current Voltage [V] Current [A]

When the solenoid coil is de-energized, the field collapses across the coil. The collapse of this electromagnetic field across the solenoid coil generates an unregulated voltage surge. See fig. 2. This can damage transistors, contacts, and other electronic parts. (See connection diagram.)

–

ON OFF Time [sec]

Surge voltage Load 115ZVE62033

When the surge voltage was generated, it causes to increase wear on the switch points. During the coil is being activated by the transistor, when the excruciating high voltage is loaded on the transistor, the transistor may be broken. In order to absorb this surge voltage, connect the diode parallel to the coil in the reverse direction against the power supply. When the switch is off, the same amount of electric current, that was flown till now, flows through the diode. This electric current is attenuated gradually and finally it reaches zero. That means no surge voltage is generated in the circuit. This diode is called as flywheel diode.

[Fig. 3]

62-66

Surge suppression + diode Coil – Switch or transistor

65ZV62041

Diagnostic System

95ZV

ELECTRICAL 62

Diagnostic System Transmission controller 1. Function of diagnostic system for electrical transmission controller Starter SW ON

Date indication (3 seconds)

(Engine OFF)

Failure code indication window

EPROM program date: [Year][Month][Day] One second each (Ex.) 01 06 16 (or June 16, 2001)

ON (Momentary ON)

Diagnostic SW

OFF Current condition

Abnormal

Normal M/C speed indication E/G speed

T/M control warning lamp ON

Failure code for current failure flashes on and off

Failure history indication Failure code flashes on every 2 seconds

Reset SW If more than one failure code is in memory the newest failure code will be displayed first. After 2 seconds the next failure code will be displayed. If no failure codes are memorized "FF" is displayed for 2 seconds.

3 seconds ON: Release switch to the "off" position when the screen goes blank. (Timing is critical.)

If the switch is being pushed, the failure code is ON continuously during the switch remains pushed.

Failure history memorized is deleted completely. (Buzzer sounds 0.5 second)

95ZV62075

62-67

Diagnostic System

95ZV

ELECTRICAL 62

2. Failure code (T/M controller) The failure code is displayed on the failure code indication window on the T/M controller. Code

Failure

Detection condition

Shift lever F and R contact ON at the same time

In case the failure continues for more than 3 seconds

Shift lever all 1 • 2 • 3 • 4 contacts ON at the same time

The same as the above

Shift lever 1 • 2 • 3 contacts ON at the same time

The same as the above

Shift lever 1 • 2 • 4 contacts ON at the same time

The same as the above

Shift lever 1 • 3 • 4 contacts ON at the same time

The same as the above

Shift lever 2 • 3 • 4 contacts ON at the same time

The same as the above

Shift lever 1 • 2 contacts ON at the same time

The same as the above

Shift lever 1 • 3 contacts ON at the same time

The same as the above

Shift lever 1 • 4 contacts ON at the same time

The same as the above

Shift lever 2 • 3 contacts ON at the same time

The same as the above

Shift lever 2 • 4 contacts ON at the same time

The same as the above

Shift lever 3 • 4 contacts ON at the same time

The same as the above

Shift lever all 1 • 2 • 3 • 4 contacts OFF

In case all 1 • 2 • 3 • 4 signal OFF continues for more than 3 seconds

QUAD switch malfunction

In case the switch is ON for more than 10 seconds

Inching (Declutch) switch malfunction

In case the switch is ON for more than 3 minutes

1st solenoid coil or wiring circuit is open or disconnected

In case the failure continues for more than 1 second

2nd solenoid coil or wiring circuit is open or disconnected

The same as the above

3rd solenoid coil or wiring circuit is open or disconnected

The same as the above

H solenoid coil or wiring circuit is open or disconnected

The same as the above

L solenoid coil or wiring circuit is open or disconnected

The same as the above

R solenoid coil or wiring circuit is open or disconnected

The same as the above

Modulator valve (2) solenoid coil or wiring circuit is open or disconnected

The same as the above

Auto-brake solenoid coil or wiring circuit is open or disconnected Modulator valve (1) solenoid coil or wiring circuit is open or

The same as the above

disconnected

In case the current value less than 5 mA continues for more than 10 seconds

Pressure difference sensor malfunction (1)

E/G revolution is more than 1,500 min-1 and the shift lever is changed

- The problem may be an electrical malfunction of the

more than 10 times , however the sensor voltage never reaches more

sensor or wiring.

than 2 V

- The problem may be a mechanical malfunction (sticking) of the switch.

Pressure difference sensor malfunction (2)

In case the signal voltage is more than 3 V and it continues for more

- The problem is probably a mechanical malfunction

than 10 seconds

(sticking) of the switch. 71

E/G speed sensor malfunction

Machine speed sensor malfunction

EPROM write frequency limitation

No failure record memorized

In case the E/G revolution detection value is more than 3,000 min-1 In case all the machine speed detection value is more than 50 km/h (31 mph) In case the write frequency is more than 80 thousands

62-68

Diagnostic System

95ZV

3. Diagnostic (Transmission controller) 1) Failure code indication for current failure: If more than one failure code is stored in memory the newest one is displayed first. To review older failure codes switch ON the diagnostic switch. 2) Shift lever failure detection codes (codes 11~23): Codes 11~22 indicate a short circuit in either the shift lever or the wiring. Code 23 indicates an open circuit in the shift lever or a broken wire. The machine may operate normally in all but one speed. 3) 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. 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 brake pedal is depressed. However, if the switch remains ON for more than 3 minutes the controller considers that there is a short in the switch or its wiring. Should the operator keep the pedal depressed more than 3 minutes the malfunction code will be stored in the controller but the machine will continue to operate normally.

ELECTRICAL 62

If the auto-brake solenoid coil is defective or disconnected the auto-brake feature will not work. 6) Modulator valve (MV1) open circuit codes (code 59): The normal current value is about 450 milli-Amps (mA) through MV 1 coil. When the current value through the MV1 coil is less than 5 mA for more than 10 seconds the controller senses an open circuit in the coil or its wiring. In this case the transmission pressure will be very low and may not move. 7) Pressure differential sensor malfunction ➀ (code 60): When this code is indicated the sensor itself is defective. However, the internal spool may be stuck rather than an electrical defect. 8) Pressure differential sensor malfunction ➁ (code 61): This code indicates the signal from the sensor is not correct. While the sensor may be electrically or mechanically (stuck spool) defective there is the possibility that internal leakage in the clutch pack seal(s). Replacement of the sensor will not correct the problem if the seal is defective. 9) Engine speed sensor malfunction (code 71): This code occurs when the signal from the engine speed sensor is extremely high (over 3,000 min-1)

5) Solenoid open circuit codes (codes 51~58): If the transmission solenoid coil is internally open, has high resistance (more than 35 Ω), or a broken wire between the controller and the solenoid coil. The machine will not move in the gear that has the open circuit (malfunction codes 51~56). The symptom may be the same as 2 above. Read the malfunction code to determine which malfunction has actually occurred. If the modulator valve 2 (MV 2 ) is disconnected (malfunction code 57) harsh shifting will occur.

62-69

(rpm). While this could occur from an engine over speed situation it can also occur from electronic "noise" from other sources. Be sure the wiring from the sensor to the controller is twisted through the harness. Twisting the wire prevents it from acting like an antenna and picking up the electronic noise generated from other sources. Note : If the speed sensor is defective or disconnected no LED characters will be displayed when the engine is running (refer to the controller display).

Diagnostic System

95ZV

10) Machine speed sensor malfunction (code 72): This code occurs when the signal from the engine speed sensor is extremely high (over 50 km/H). While this could occur from an engine over speed situation it can also occur from electronic "noise" from other sources. Be sure the wiring from the sensor to the controller is twisted through the harness. Twisting the wire prevents it from acting like an antenna and picking up the electronic noise generated from other sources. Note : If the speed sensor is defective or disconnected no LED characters will be displayed when the engine is running (refer to the controller display). 11) EPROM write frequency limitation (code E1): The EPROM is designed to have enough capacity to outlast the life of the machine and should never be displayed. 12) No malfunction code recorded (code FF): If the diagnostic switch is installed and pressed and there are no malfunction codes stored in memory the display will be show "FF". If the machine will not move and "FF" is displayed check the input LED's to be sure there are no open circuit from the lever. Open circuits (except code 23 which is for speed circuits [1,2,3,A] only) from the shift lever will not be stored in memory.

4. Fault diagnostic result storage condition 1) Faults are stored in the time series (from the oldest one to the latest one.) 2) Thirty two faults can be stored. 3) If the code was recorded past and it was not deleted, the same code is not recorded newly. Therefore when the cause of the fault was removed, delete the code once recorded.

62-70

ELECTRICAL 62

Diagnostic System

95ZV

ELECTRICAL 62

Monitor controller 1. 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

If the failure code memorized is more than one the newer failure code flashes on and off first in order. In case no failure code memorized, all warning lamps come on for 1.5 seconds.

3 seconds ON: Release switch to the "off" position when the screen goes blank. (Timing is critical.)

Failure history memorized is deleted completely (Buzzer sounds 0.5 seconds)

95ZV62076

62-71

Diagnostic System

95ZV

ELECTRICAL 62

2. Alarm monitor actuation and data storage 1) Alarm monitor control

Central alarm lamp

Fuel level

Brake oil pressure Engine oil pressure Engine water temperature T/M oil temperature Air cleaner

T/M oil filter Engine water level STOP

Emergency steering (opt. except Europe spec.)

(1) Lamp test When the power is turned on, monitor lamps (central alarm, brake oil pressure warning, engine oil pressure warning, T/M oil temperature warning, engine water temperature warning, air cleaner clogging, T/M oil filter clogging, engine water level warning and emergency steering (option)) are lit for 3 seconds and buzzer sounds for 3 seconds. (2) Check before operation (engine water level) After the lamp test is finished, if there is something abnormal in the engine water level while the engine is stopped (that is, while no signal is input from the alternator), the engine water level warning monitor lamp lights and the alarm item (engine water level) is stored in memory. When the engine starts (that is, when a signal is input from the alternator), the engine water level warning monitor lamp turns OFF. (3) Abnormal T/M oil temperature, engine water temperature, air cleaner or T/M oil filter

95DZ62014

If there is something abnormal in the T/M oil temperature, engine water temperature, air cleaner or T/M oil filter, the central alarm lamp flashes and a corresponding warning monitor lamp lights. In addition, the corresponding alarm item is stored in memory. (4) Abnormal engine oil pressure After the lamp test is finished, if there is something abnormal in the engine oil pressure while the engine is running (that is, while a signal is input from the alternator), the central alarm lamp flashes and the engine oil pressure warning monitor lamp lights. In addition, buzzer sounds, and the alarm item (engine oil pressure) is stored in memory. (5) Abnormal brake oil pressure. After the lamp test is finished, if there is something abnormal in the brake oil pressure (main pressure), the central alarm lamp flashes and buzzer sounds. In addition, the alarm item (brake oil accumulator pressure) is stored in memory.

62-72

Diagnostic System

95ZV

(6) Emergency steering alarm After the lamp test is finished, if there is something abnormal in the steering oil pressure, the emergency steering monitor lamp lights. After the lamp test is finished, if there is something abnormal in the steering oil pressure while the engine is running (that is, while a signal is input from the alternator), the central alarm lamp flashes and the emergency steering monitor lamp lights. In addition, buzzer sounds, and the alarm item (steering oil pressure) is stored in memory. 2) Fuel level indication (1) Lamp test When the power is turned on, all of the fuel level indicators are lit for 3 seconds.

3) Fault diagnostic result storage condition (1) Faults are stored in the time series (from the oldest one to the latest one). (2) Sixty three faults can be stored. (3) If the result of the sensor check performed at first after the power is turned on is equivalent to the latest stored fault, it is not stored. (4) When an error of the same combination occurs intermittently (that is, when the cause of the fault is not removed) - Alarm monitor control An error of the same combination is stored up to three times, and ignored after that. - Fuel indication An error of the same combination is not stored. (5) When the memory is full, the stored data is deleted from the oldest one.

(2) Fuel level indication If the displacement status continues for 4 seconds or more, the fuel level lamps change as shown in the table below. After the lamp test is finished, if there is something abnormal in the input (that is, if the “Except the above” status shown in the table below remains for 4 seconds or more), the input signal status at that time is stored in the memory. Output

Input E

1/4

1/2

3/4

1/4

-1/2

3/4

●

Except the above Fuel level sensor switch : Input signal (Yes) ✕ : Input signal (No)

ELECTRICAL 62

LED indication ● : ON - : OFF : ON and OFF (flash)

95ZV62078

62-73

Diagnostic System

95ZV

ELECTRICAL 62

Failure history indication/reset 1. Failure history indication When the starter switch is set to ON (without starting the engine) and the diagnostic switch is pressed and held for 2 seconds or more, all monitor lamps and fuel level lamps are lit for 1.5 seconds. And each of stored alarm monitor items is indicated (a corresponding monitor lamp lights) in the reverse order of the time series (that is, from the latest one to the oldest one) 3 times respectively in the 1-second cycle. (Between two items, all lamps are extinguished for 1.5 seconds.)

After that, the fuel level lamps light, become extinguished or flash to indicate the input status at that time. After all stored alarms are indicated, the history indication is finished and the machine returns to the normal mode.

Diagnostic switch - Starter switch ON (E/G OFF)

2 sec

ON Diag. SW

OFF 1.5 sec

Newest failure

Warning lamp 1

1 sec

OFF 1.5 sec

ON Warning lamp 2

OFF

1.5 sec

ON OFF Fuel level lamp

ON Oldest failure

OFF Buzzer

Finish

95ZV62079

62-74

Diagnostic System

95ZV

ELECTRICAL 62

2. Failure history reset When the starter switch is set to ON (without starting the engine) and the reset switch is pushed for more than 3 seconds, all failure history memorized is deleted completely. At that time the buzzer sounds 0.5 second. Reset switch - Starter switch ON (E/G OFF) 3 sec

Reset SW

0.5 sec Buzzer Failure history memorized is deleted completely. 95ZV62131

Note :1) If the memory call switch is pressed and held for 2 seconds or more while the stored fault data is indicated, the fault data is indicated from the first fault. 2) If the revolution signal is input or the starter switch is set to OFF while the stored fault data is indicated, fault data indication stops.

CAUTION When the engine is stopped (starter switch ON) and the reset switch is being pushed for more than 3 seconds, both the failure history for the transmission controller and the monitor controller are deleted at the same time.

62-75

Diagnostic System

95ZV

Diagnostic switch Diagnostic switch Part No. 35020-20510 Connection procedure

Diagnostic switch

Reset switch OFF

ON OFF

(A) ON

B Y

R B

To T/M controller (machine body harness)

62-76

ELECTRICAL 62

ELECTRICAL GROUP 63 Inspection/Adjustment Cautions Regarding Electric Circuit Check..................................................63-2 Flowchart for Troubleshooting of Electrical Transmission Control System.................................................................63-4 Judgment of Transmission Controller Abnormal Operation.........................63-5 Circuit Check ...............................................................................................63-8 Checking shift lever input circuit .............................................................63-8 Checking inching (Declutch) input circuit..............................................63-10 Checking QUAD switch input circuit .....................................................63-12 Checking machine speed sensor input circuit ......................................63-13 Checking clutch solenoid valve output circuit .......................................63-14 Checking modulator valve output circuit ...............................................63-16 Checking neutral relay circuit................................................................63-18 Checking parking brake circuit..............................................................63-19 Checking auto brake circuit ..................................................................63-22 Checking gauge circuit .........................................................................63-24 Checking fuel level gauge circuit ..........................................................63-26 Checking electrical detent circuit ..........................................................63-27 Shift Lever..................................................................................................63-28

63-1

Cautions Regarding Electric Circuit Check

95ZV

ELECTRICAL 63

Cautions Regarding Electric Circuit Check Cautions Before checking the electric units, observe the following cautions:

1. Disconnecting or reinstalling connector 1) Before disconnecting or reinstalling the connector, be sure to turn the power off (turn the starter switch to OFF). 2) 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

3) When reconnecting, insert it until the stopper claw clicks. If the connector is not completely connected, it may cause poor contact. Removing waterproof round connector 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 silicone 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.) Use only a very small amount of di-electric grease if needed.

Inserting square connector

Inserting waterproof round connector 63-2

Cautions Regarding Electric Circuit Check

95ZV

ELECTRICAL 63

2. How to attach the probes of the circuit tester When checking the conductivity or the voltage, follow the procedure below: 1) 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. 2) Waterproof round connector For the waterproof round connector, do not attach the probes of the tester to the wire side because the wire side is waterproofed. Attach the probes to the open connector side. 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 square connector.

How to attach the probes of the circuit tester to the waterproof round connector.

63-3

Flowchart for Troubleshooting

95ZV

ELECTRICAL 63

Flowchart 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 flowchart below, and then solve the problem.

Standard troubleshooting flowchart Cause of problem Is the "controller failure" monitor lamp on?

- The transmission controller On

off

Check the other monitor lamps.

Normal

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.

Abnormal

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.

- The input circuit or one of the input units is defective.

∗ 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.

- The input circuit or one of the input Abnormal

∗ Refer to the table, "Transmission Controller LED Indicator". Also check for logged fault codes.

Problem detected (disconnection, etc.)

units is defective.

- The transmission controller is

defective. (The defective controller judgment standard is described on the next page.)

- 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 (solenoid valve, etc.), and check them for sticking. No problem Check the drive line and the transmission for mechanical problems.

115ZVE62035

63-4

Judgment of Abnormal T/M Controller

95ZV

ELECTRICAL 63

Judgment of Transmission Controller Abnormal Operation IMPORTANT When performing test 3, be careful not to arc across to other terminals. Damage to controller can result. Use plug in connector pig-tail wires to do this with.

Checking transmission controller To judge whether the transmission controller operates properly, follow the procedure below:

1. When the "controller failure" monitor lamp lights:

Under the condition, check the position of the circuit protector switch (on or off). (After turning the starter switch to the OFF position, turn on the circuit protector switch.)

Circuit protector

Judgment for controller

Solution

OFF

Normal

Power supply or output circuit shortcircuited

Check the power supply and output circuits

Abnormal

Defective transmission controller (IC self-diagnosis)

Replace the transmission controller assembly

Cause

2. When the output units (solenoid valve, etc.) do not operate properly:

Remove connectors (E2, E3) 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

Solution

Cause Defective input unit or circuit

Check the input units and the circuit

Defective output unit

Check the output units and the circuit

Defective transmission controller

Replace the transmission controller assembly

Normal Normal LED

Normal LED

No LED

Abnormal

3. If the input units or circuit are not defective There is a strong possibility that the transmission controller is defective. To check the transmission controller, directly input the input signal, and then check the on/off statuses of

the transmission controller LED indicator. If a LED indicator is not on, judge that the transmission controller is defective. Replace it.

1) Set-up Remove all the controller connectors, and then supply power to connector E1 (terminal 20: +24V/Terminal 9 or 17: Grounding). 2) Directly inputting input signal Shortcircuit (connect) the terminals of connector E1 using the probes of the tester or a jumper wire. Terminals to be connected Inlet LED

Input signal

15-17

5-17

4-17

12-17

11-17

10-17

Parking

13-17

Inching

1-17

shift lever position

Comparable

LED’s for inputs or outputs

E1 9 8 7 6 5 4 3 2 1 20 19 18 17 16 15 14 13 12 11 10

8 7 6 5 4 3 2 1 5 4 3 2 1 18 17 16 15 14 13 12 11 10 9 12 11 10 9 8 7 6 95ZV62083

Note : The couplers shown are for controller side. 63-5

Judgment of Abnormal T/M Controller

95ZV

ELECTRICAL 63

Transmission Controller LED Indicator The transmission controller LED indicator should be on as shown below if the transmission controller is operating normally and inputs are correct.

In running status

Shift lever position • F Shift lever position • R

Shift lever position • 1

Shift lever position • 2

Shift lever position • 3

Shift lever position • A

Automatic shift cancel

Shift switch ON

Parking switch OFF (running status)

Inching switch ON

QUAD (shift) switch shifting

R F1 F1 F

F2 F2 R2 R2

•

3 F2 R2 2

Backward

↓

Inching

During auto-braking

Speed change

•

Forward Shift lever position

Input side LED window Output side LED window

F R

Normal running ("A" shows automatic shift position)

Machine condition

LED on - Related LED on (depending on machine speed)

Automatic shift cancel

Only the LED's related to the transmission circuit are shown.

↓

Indicates in character according to the engine revolution.

Engine revolution

Indicates in character according to the machine speed.

T/M controller (when working properly: ON)

Back up relay ON

Modulator valve 2 ON

Low clutch sol. valve ON

High clutch sol. valve ON

Reverse clutch sol. valve ON

Buzzer

Neutral relay ON

BRK

Auto brake sol. valve ON

1st clutch sol. valve ON

2nd clutch sol. valve ON

3rd clutch sol. valve ON

LED ON: In running status

Machine speed

Remarks

LED ON: During clutch change only

63-6

Judgment of Abnormal T/M Controller

95ZV

In parking status

Input side LED window

Shift lever position • F

Shift lever position • R

Shift lever position • 1

Shift lever position • 2

Shift lever position • 3

Shift lever position • A

Automatic shift cancel

Shift switch ON

Parking switch OFF (running status)

Inching switch ON

Circuit protector on when controller failure alarm is on

Usual parking

Circuit protector OFF

Shift lever position

LED on - Related LED on (depending on machine speed)

Neutral

Machine condition

(During engine operation)

Machine speed

Output side LED window

Engine revolution X

T/M controller (when working properly: ON)

Back up relay ON

Modulator valve 2 ON

Low clutch sol. valve ON

High clutch sol. valve ON

Reverse clutch sol. valve ON

Buzzer

Neutral relay ON

BRK

Auto brake sol. valve ON

1st clutch sol. valve ON

2nd clutch sol. valve ON

3rd clutch sol. valve ON

Related character: ON

63-7

ELECTRICAL 63

Circuit Check

95ZV

ELECTRICAL 63

Circuit Check Checking shift lever input circuit Check that the LED indicator corresponding to the shift lever position is on. LED

Judgment

Corresponding LED indicator is on

Normal

Corresponding LED indicator is off Wrong LED indicator is on

Abnormal

Disconnection Shortcircuit

If the judgment is abnormal, follow the check procedure below: <Step 1> Shift lever conductivity test Set the starter switch to the OFF position, and then disconnect connector B4 so that the shift lever assembly is disconnected. Perform conductivity test using a tester (circuit tester). 1) 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

Connector B4

Judgement

Grounding for speed change side (B) 1st speed (GW) Conductive

Auto (G)

Normal

If the line is not conductive, judge that the switch or wire is damaged or defective. 2) Shortcircuit check: Shift lever position F R 1 2 3 A

Terminals to be checked

Check result

Judgement

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

Nonconductive

Normal

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 (e.g. forward and reverse; 1st and 3rd)

2nd speed (GL) 3rd speed (GY)

F (GR)

Unused

R (GB)

Grounding for F/R side (BY)

70ZV63002

<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.

63-8

Circuit Check

95ZV

<Step 2> Checking conductivity of shift lever input circuit cable Connect connector B4 to the shift lever, and disconnect connector E1 from the transmission controller. Check the conductivity of the cable connector terminals. Shift lever position

Terminals to be checked

LR-BY (E117 to E119)

LBr-BY (E105 to E119)

LY-BY (E104 to E119)

LG-BY (E114 to E119)

LO-BY (E113 to E119)

LW-BY (E112 to E119)

Check result

ELECTRICAL 63

Shift lever circuit

T/M controller

Judgment LED’s for inputs or outputs

Conductive

Normal

LR LBr BY E117 E105 E119

If a line is not conductive, judge that the cable is defective. Also check that only the above terminals are conductive. Otherwise there could be a short circuit in the wiring. <Solution> Repair or replace the defective cable.

LW BY E112 E119 LY LG LO E104 E114 E113

T/M CONTROLLER

B4 INPUT

GND SP COM

SSG

LW B401 L YW YGy BY Y LR YL GO LG LO B405 D001 H710 H709 E403 B403 G201 B303 B408 B407 B406 C701 G202 B Y Y/W W LBr LY R LLg H626 H134 H124 B402 B409 E402 A202 H636 11

95ZVE62017

63-9

Circuit Check

95ZV

ELECTRICAL 63

Checking inching (Declutch) input circuit Transmission cut-off monitor lamp

Turn the transmission cut-off (Declutch) switch on the instrument panel "ON". Note that the transmission cutoff 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.

WARNING

T/M CUT S/W 2

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 ground. - Block the tires with chocks to prevent them from moving

1 3 4 6

LgY A703

LLg LgR E101 C702

INCHING SWITCH (DECLUTCH)

4 2

1 LgR BY A201 E119

T/M CONTROLLER

OFF

Brake pedal

Judgment

Remarks



SSG



Normal



Disconnect

Inching impossible

Defective SW or shortcircuit

Machine stays in the inching (declutch) mode

Normal

Inching function cancel

Abnormal

Defective wiring



GND SP COM

B401 LR GO LG LO L YW YGy BY Y YL LW B405 D001 H710 H709 E403 B403 G201 B303 B408 B407 B406 C701 G202 R LLg B Y Y/W W LBr LY H626 H134 H124 B402 B409 E402 A202 H636

Pressed Released down

Abnormal

Transmission cut-off switch

INPUT

Input LED "I"

95ZVE62018

On  Off

<Step 1> Checking cable Check the conductivity between the cable terminals of each switches and the controller.

Inching switch specification Operating pressure MPa (kgf/cm2)(psi)

1.1 ± 0.15 (11.2 ± 1.5)(159 ± 21)

<Solution> Repair or replace the defective cable.

Return pressure MPa (kgf/cm2)(psi)

0.9 ± 0.1 (9.2 ± 1)(131 ± 14)

Resistance (Ω)

10.4

63-10

Circuit Check

95ZV

<Step 2> Checking transmission cut-off switch assembly Disconnect the A2 connector of the transmission cutoff switch assembly from the instrument panel. Perform conductivity test using a tester.

ELECTRICAL 63

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

0Ω

0 Ω (other than ∞Ω)

Judgment

7 8

Normal Abnormal

Terminals to be checked

4 1

5 2

6 3

LgY A703

Disconnect 4

Shortcircuit

63-11

Cable side connector

LLg LgR E101 C702 1

95ZV62087

Circuit Check

95ZV

ELECTRICAL 63

Checking QUAD switch input circuit

Judgment

Normal

OFF

Abnormal

E119

E116

1) The QUAD switch does not shift the speed [Checking transmission controller input LED indicator] Check that the transmission controller “S” LED indicator lights instantaneously when the QUAD switch is turned ON. LED

[While traveling at the 2nd speed, turn on the QUAD 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 the 2nd speed.

T/M CONTROLLER INPUT

Disconnect

2) If the "S" indicator does not light: Checking QUAD switch: Disconnect the switch E1 connector. Check that the terminal line between 1 and 2 is conductive when the switch is depressed. <Solution> If the switch is defective (non-conductive), replace it. If the switch is not defective, judge that the cable or connector between the control box and switch is defective. Repair or replace the defective unit.

63-12

GND SP COM

SSG

B401 L YW YGy BY Y LR YL GO LG LO LW B405 D001 H710 H709 E403 B403 G201 B303 B408 B407 B406 C701 G202 R LLg B Y Y/W W LBr LY H626 H134 H124 B402 B409 E402 A202 H636 11

95ZVE62019

Circuit Check

95ZV

ELECTRICAL 63

Checking machine speed sensor input circuit ∗ Problem: The automatic shift function is not working. The automatic shift function needs a speed signal. [Transmission controller input LED indicator] Checking conditions 1) Select an open site away from people, other equipment and buildings. 2) Watch the segment LED while the machine is moving at 1~5 km/h. LED [SS]

Judgement

Flashes according to the speed

Normal

Does not light (flash)

Abnormal

Note : To prevent electronic "noise" from external sources that may corrupt the signal, "twist" the wire from the sensor all the way to the t/m controller. <Step 1> Checking sensor Installation adjustment: Adjust the clearance between the sensor and gear to 1.3mm. Checking sensor for disconnection: Disconnect the sensor connector, and then measure the resistance between the terminals. Resistance

Judgement

Approx. 2.3 kΩ ± 10% (25°C)(77° F)∗

Normal

∞ Ω (Disconnection) 0 Ω (Short)

Abnormal

Shims are available to set clearance as needed. 33190-20970 is 0.040˝ thick. 33190-21660 is 0.020˝ thick.

T/M CONTROLLER INPUT GND SP COM

SSG

B401 LR GO LG LO LW L YW YGy BY Y YL B405 D001 H710 H709 E403 B403 G201 B303 B408 B407 B406 C701 G202 B Y Y/W W LBr LY R LLg H626 H134 H124 B402 B409 E402 A202 H636 11

95ZVE62020

Sensor location Engine speed sensor

∗ Note : The speed sensor resistance varies greatly with temperature. A hot sensor will have higher resistance, cold will reduce the resistance. <Solution> If the sensor is defective, replace it. If the sensor is not defective, the cable or connector between the sensor and the transmission controller is defective. Repair or replace the defective unit. Note : The machine speed sensor is the same type as the engine speed sensor. Therefore, to check the machine speed sensor, replace the machine speed sensor with the engine speed sensor for easy troubleshooting. 95ZV62042

Machine speed sensor

Installation position 63-13

Circuit Check

95ZV

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. 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

Judgement

Approx. 24 Ω

Normal

Disconnect ∞ Ω short 0 Ω

Abnormal

∗ 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 shortcircuited, or the valve is sticking.

Manual operation knob 10 N-m (1 kgf-m)(7.2 lb-ft)

Negative side

Positive side

59 N-m (6 kgf-m)(43 lb-ft)

To check the coil and the diode: Use an analog (needle type) Volt-Ohm Meter (VOM) with an Rx1 Ω setting. Adjust the meter's zero setting. Measure the resistance through the coil in both directions by reversing the test probes. The meter reading will be different for each measurement if the diode is good. If the diode is defective the meter will read the same in both directions. If the diode is defective replace the solenoid valve assembly. A defective diode can cause a controller failure over time. ∗ Checking valve for sticking

95ZV62132

Note : The solenoid valve for L, H, R, 1, 2 and 3 are the same. Therefore, to check the 1st speed solenoid, for example, replace the 1st speed solenoid with one of these solenoids. Be sure engine is off before checking.

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 ground. - Block the tires with chocks to prevent them from moving

ELECTRICAL 63

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. 63-14

Circuit Check

95ZV

ELECTRICAL 63

<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 is on) To check the 4th speed connector, be sure to cancel the automatic shift function.

OUTPUT(sol) BZ

PC+

PC– BRK

LB LgB WO LP LR LW LBr H711 H707 H117 H712 H706 H705 H704 LgBr LgR G802 H708

LY LG LO H703 H702 H701 1

H7 1

6 E310 E309 E308 E303 E302 E301 LR LW LBr LY LG LO E311 E314 E121 E120 E306 E313 LP LB YW YGy LgR LgB

J102 ~702 J902 LP J701

YW YGy LgR LgB J903 J901 J801 J802

LR LW LBr LY LG LO J101 J201 J301 J401 J501 J601 6

IMPORTANT

H7 T/M SOLENOID VALVE

When measuring voltage, do not shortcircuit two terminals of a connector. This is because the electronic parts inside the controller may be damaged.

–

LW LB H705 H711

+ 1

–

Terminals to be checked

Voltage

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

Approx. 24 V

Normal

Approx. 0 V

Abnormal

–

Voltage

Judgment

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

Approx. 1 V

Normal

Modulator valve (2)

–

Abnormal Modulator valve (1)

<Solution> If the voltage is abnormal, the cable may be broken. In this case, check, H7 and E3 in turn in the connector in the same way, find a defective part, then repair or replace it.

LgR LgB H708 H707

SPPC 1

PRESS. DIFF. SENSOR

2 YW H710

R B

YGy LB H709 H711

W 1

Colors of output circuit cables L H R 1 2 3

63-15

LP LB H712 H711

+ 1

Approx. 24 V

LO LB H701 H711

+ 1

Terminals to be checked

LG LB H702 H711

+ 1

Checking negative cable

LY LB H703 H711

+ 1

–

LBr LB H704 H711

Judgment 2

J2 2

Checking positive cable

LR LB H706 H711

(+) (–) LR LW LBr LB LY LG LO

95DZ63001

Circuit Check

95ZV

ELECTRICAL 63

Checking modulator valve output circuit

Normal modulation at clutch selection ON

Inspection and solution of output circuits of modulator valve (1) and (2) ∗ Symptoms and clutch oil pressure in the case of a broken wire in output circuit wiring of modulator valve (1) or (2): Broken wire or stuck under OFF condition

Clutch oil pressure MPa (kgf/cm2) (psi)

OFF 400 mA

After (PO) selection

Modulator valve (1)

0.2~0.5 (2~5) (28~71)

Approx. 1.0 (10) (142)

Sluggish and apt to slip

Modulator valve (2)

Approx. 1.0 (10) (142)

At 1st speed, approx. 2.5 (25) (356) At other position, approx. 3.0 (30) (427)

Harsh engagement

Modulator valve (1)

Approx. 2.9 MPa (30 kgf/cm2) (Approx. 427 psi)

170 mA

Approx. 2.3~2.5 MPa (Approx. 23~26 kgf/cm2) (Approx. 327~370 psi)

Clutch oil pressure

Remarks (symptoms)

During (PL) charging

Modulator valve (2)

PL Approx.0.2~0.5 MPa (Approx.2~5 kgf/cm2) (Approx.28~71 psi) Time

95ZVE62023

OUTPUT(sol)

∗ Clutch oil pressure and symptoms in case of modulator valve (1) or (2) sticking or shorted at fullstroke position. Stuck under ON condition Modulator valve (1) Modulator valve (2)

During (PL) charging

After (PO) selection

At 1st speed, approx. 2.0 (20) (284) At other position, approx. 2.8 (29) (412)

At 1st speed, approx. 2.5 (25) (356) At other position, approx. 2.9 (30) (427)

0.2~0.5 (2~5) (28~71)

2.3~2.5 (23~26) (327~370)

Abnormal (Broken wire)

PC– BRK

LY LG LO H703 H702 H701 1

Remarks (symptoms)

Harsh engagement

6 E310 E309 E308 E303 E302 E301 LR LW LBr LY LG LO E311 E314 E121 E120 E306 E313 LP LB YW YGy LgR LgB

Slightly sluggish

J102 ~702 J902

PO=Pressure operating

LP J701

YW YGy LgR LgB J903 J901 J801 J802

LR LW LBr LY LG LO J101 J201 J301 J401 J501 J601 6

Modulator valve (2)

<Step 1> Check output circuit wiring Disconnect the connector of modulator valve (1) or (2) and measure voltage between both terminals of the wiring connector.

Normal

LB LgB WO LP LR LW LBr H711 H707 H117 H712 H706 H705 H704

Electrical problem or faulty clutch? If all the clutches have similar symptoms in regard to time lag, jolt, clutch oil pressure, the electrical circuit, and modulator valves (1) and (2) should be suspected.

Decision

PC+

LgBr LgR G802 H708

Clutch oil pressure MPa (kgf/cm2) (psi)

PL=Pressure low

Voltage 14V~18V (MV1) Approx. 24 V (MV2) 0 V if broken wire

∗ Voltage for modulator valve (2) can be measured only during clutch selection.

–

Modulator valve (1)

LP LB H712 H711

LgR LgB H708 H707

SPPC 1

95DZ63002

<Solution> If a wire is broken, check at the next connector to locate the faulty spot, and repair or replace the wiring or connector. To find the faulty spot use a VOM (Volt-Ohm Meter) and measure the resistance through each wire until a high resistance is found.

63-16

Circuit Check

95ZV

<Step 2> Check modulator valve (1) or (2) Using a tester volt-ohm meter, measure resistance between both terminals of the connector. Decision Normal Abnormal (Broken wire)

Resistance of modulator valve (1) or (2)∗

About 24 Ohms ∞Ω

∗ Check for sticking If necessary, disassemble the valve and inspect. <Solution> If a broken wire or sticking valve is found, replace the entire modulator valve assembly. MV2 resistance check: To check the coil and the diode: Use an analog (needle type) Volt-Ohm Meter (VOM) with an Rx1 Ω setting. Adjust the meter's zero setting. Measure the resistance through the coil in both directions by reversing the test probes. The meter reading will be different for each measurement if the diode is good. If the diode is defective the meter will read the same in both directions. If the diode is defective replace the solenoid valve assembly. A defective diode can cause controller failure over time. Note : The diode is incorporated in the coil.

63-17

ELECTRICAL 63

Circuit Check

95ZV

Checking neutral relay circuit ∗ Problem : Engine does not start with the shift lever in neutral position. Though the transmission controller "N" LED indicator is on, the engine will not start, judge that the neutral relay contact is not closed.

∗ Problem : The engine will start at the shift lever forward or reverse position. If the engine starts though the transmission controller "N" LED indicator is off, judge that the neutral relay contact is sticking, or the transmission controller is defective.

<Step 1> Checking cable of output circuit (1) Disconnect connector F6 from the neutral relay, and then set the starter switch to the ON position. Set the shift lever to the neutral (N) position, and then measure the voltage of the connector terminal on the cable side. (2) Checking positive cable Terminals to be checked

Voltage

Judgment

Between terminals L and body grounding

Approx. 24 V

Normal

Approx. 0 V

Abnormal

ELECTRICAL 63

(3) Checking negative cable Terminals to be checked

Voltage

Judgment

Between terminals Sbp and body grounding

Approx. 24 V

Normal

Approx. 1 V

Abnormal

<Solution> If the voltage is abnormal, judge that the cable is disconnected or shortcircuited. Repair or replace the cable. <Step 2> Checking neutral relay individually The neutral relay is the same type as the back-up lamp relay, horn relay, etc. Therefore, to check the neutral relay, replace it with one of these relays, then detect which one between the neutral relay and the wiring is the cause of the fault. <Solution> If the relay is defective, replace it.

63-18

95ZV63002

Circuit Check

95ZV

ELECTRICAL 63

Checking parking brake circuit

PARKING S/W

∗ 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.

G Y B

L D003

LgG H137

GO SbW E115 A607 E510 3

B 1

WARNING

L0 1

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 in level place. - Block the tires with chocks to prevent wheels from moving.

(24V) 2

LgG H137

(0~1V)

[Step 1] Parking brake switch OFF (35 Ω)

REAR PARKING SOLENOID

Solenoid valve on the rear side

[Step 2] Coil resistance

<Step 1> Checking cable of output circuit Disconnect the connector from the solenoid valve, and then measure the voltage of the connector terminal on the cable side using a tester. Note that the key should be "ON", engine "OFF" and parking switch should be at the OFF position. Checking positive cable Terminals to be checked

Voltage

Between terminals LgG and body grounding

Approx. 24 V

Normal

Approx. 0 V

Abnormal

Judgment

<Step 2> Checking solenoid valve ∗ Measuring coil resistance

Checking negative cable Terminals to be checked Between terminals B and body grounding

Voltage

95ZV62096

Judgment

Normal

Other than 0 V

Abnormal

Disconnect the connector from the solenoid valves, and then measure the resistance of the coil using a tester.

<Solution> If a cable is disconnected or a wire broken, measure the voltage of the next connector in the same way. Find the defective cable, and then repair or replace the cable.

63-19

Coil resistance

Judgment

Approx. 35 Ω

Normal

Disconnect ∞ Ω or shortcircuited 0 Ω

Abnormal

Circuit Check

95ZV

Valve assembly

Parking brake solenoid valve Hydraulic oil tank Valve location

95ZV52041

∗ Checking sticking of solenoid valve Run engine and charge the brake accumulator, push in the manual operation knob on the solenoid valve, then check whether the brake can be turned on and off. If the brake cannot be turned on and off, the solenoid valve is stuck. <Solution> If wire breakage or a sticking valve is detected in the coil, replace the valve assembly.

63-20

ELECTRICAL 63

Circuit Check

95ZV

ELECTRICAL 63

Solenoid valve on the front side <Step 1> Checking cable of output circuit Disconnect the connector from the solenoid valve, and then measure the voltage of the connector terminal on the cable side using a tester. Note that the key should be "ON", engine "OFF" and parking switch should be at the OFF position. Checking positive cable Terminals to be checked

Voltage

Judgment

Between terminals LgG and body grounding

Approx. 24 V

Normal

Approx. 0 V

Abnormal

G Y B

L D003

LgG H137

GO SbW E115 A607 E510 3

B 1

H1 K1 R8

(24 V) 2

1 B

LgG K105

(0~1 V)

Checking negative cable Judgment

Normal

Other than 0 V

Abnormal

[Step 1] Parking brake switch OFF (46 Ω)

Between terminals B and body grounding

Voltage

Terminals to be checked

<Solution> If a cable is disconnected or a wire broken, measure the voltage of the next connector in the same way. Find the defective cable, and then repair or replace the cable.

[Step 2] Coil resistance

FRONT PARKING SOLENOID

95ZV62098

<Step 2> Checking solenoid valve ∗ Measuring coil resistance Disconnect the connector from the solenoid valves, (for front and rear parking brake) and then measure the resistance of the coil using a tester. Coil resistance

Judgment

Approx. 35 Ω

Normal

Disconnect ∞ Ω or shortcircuited 0 Ω

Abnormal

Front parking solenoid valve

Note : The diode is incorporated in the coil. ∗ Checking sticking of solenoid valve Accumulate the brake oil in the brake accumulator, push in the manual operation knob on the solenoid valve, then check whether the brake can be turned on and off. If the brake cannot be turned on and off, the solenoid valve is stuck. <Solution> If wire breakage or a sticking valve is detected in the coil, replace the valve assembly. 63-21

Front chassis

Solenoid valve location

95ZV52043

Circuit Check

95ZV

ELECTRICAL 63

Checking auto brake circuit

Shown in the "released" position

∗ If auto-braking does not occur Possible causes include a broken wire in the autobraking solenoid valve output circuit, a broken coil in the solenoid valve, or a sticking valve.

To rear service brake

To front service brake

31 A C

WARNING

Unexpected movement of the machine may cause an accident resulting in injury or death. To prevent such an accident, observe the following items before checking the auto brake circuit. - Park the machine on level ground. - Block the tires with chocks to prevent wheels from moving.

ø1.0 ø1.0

<Step 1> 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. 35 Ω

Normal

Disconnect ∞ Ω or shortcircuited 0 Ω

Abnormal

From unloader valve (Pump)

T/M controller signal

From reducing valve (Pump)

∗ Checking sticking of solenoid valve Run engine and charge the brake accumulator, push in the manual operation button (diameter: approximately 4 mm) on the solenoid valve, then check whether the brake can be turned on and off. If the brake cannot be turned on and off, the solenoid valve is stuck. <Solution> If wire breakage or a sticking valve is detected in the coil, replace the valve assembly.

95ZV52050

T/M CONTROLLER OUTPUT (sol) BZ

PC+

PC− BRK

LB LgB WO LP LR LW LBr H711 H707 H117 H712 H706 H705 H704 LgBr LgR G802 H708

H1 1

2 B

WO H117

LY LG LO H703 H702 H701

AUTO BRAKE SOLENOID

95ZV62100

63-22

Circuit Check

95ZV

<Step 2> Checking wiring in output circuit Check continuity of the wiring from the controller to the solenoid valve. If continuity is not detected, the wiring is broken. In this case, check continuity between each connector, detect a defective part, then repair or replace the wiring. If any defective part is not detected in the steps 1 and 2 above and something is still wrong with the auto brake, the controller may be defective. In this case, replace the controller assembly. Before replacement of the controller assembly, confirm that the input circuit is normal. (Refer to the description on the inspection of the speed sensor input circuit.)

63-23

ELECTRICAL 63

Circuit Check

95ZV

ELECTRICAL 63

Checking gauge circuit INSTRUMENT PANEL +

(+)

EG2 EG1 EG3

WTM TTM

1/2

1/4

RB SbO C211 E607

3/4

EMP GND

YR YB YL YBr YG E605 E616 E604 E615 E614

Lg O O BrB BrW BrR D103 E617 B902 H629 H619 H639

YB YSb H105 H638 1

E/G WATER TEMP. SENSOR

<Step 1> Checking sensor signal Disconnect the connector from the instrument panel, or disconnect the connector from the corresponding sensor. Measure the resistance between the sensor signal terminal and the ground terminal. If the measurement value is acceptable compared with the standard value shown below, the sensor is not defective. If the measurement value is abnormal, check the wire in addition to the sensor because the cable may be defective (corroded, broken, or high resistance). Torque converter oil temperature and engine water temperature Temperature of detection area (°C)

60 (140 °F)

80 (176 °F)

100 (212 °F)

120 (248 °F)

Resistance between terminal and body (Ω)

56.3

29.5

16.5

63-24

YSb

H638

The sensors detect the torque converter oil temperature and engine water temperature 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 by using the following procedure.

YB H105

M4 T/C OIL TEMP. SENSOR

95DZ63003

Circuit Check

95ZV

ELECTRICAL 63

<Step 2> Checking gauge Remove the instrument panel, and then disconnect the connector from the panel. Measure the resistance between the screw terminals on the rear surface of the panel. Judge whether the resistance value is acceptable. Note : If a gauge is removed from the panel, the resistance between the terminals will differ from the standard value shown in the table. Please see table at bottom of page.

Sensor

Power supply 24 V

Grounding

15 V Viewed from rear of instrument panel 95ZV62063

Resistance between gauge terminals (Ω) Between S and E

110

Between S and V

110

Between E and V

150

Instrument panel (back side view)

CN4 1 5 L10

L13

L11

L1 L2

CN1

12P

L20

58 57 8

L14

Hour meter

L10

56 L10

L15

L21

L16

L10

L17 E

Engine water temperature sensor

Tachometer

L18

L10

L19

L8 E L9

16P

L10

CN3

L12

CN2

L22

L23

L24

L25

L26

L27

20P

Transmission oil temperature sensor 19

95ZV63003

Note : When the ground of the gauge is defective such as contact failure and derailment, the pointer scales out. Before replacing the gauge, check the ground circuit.

S E

Viewed from rear surface of gauge

Resistance between gauge terminals (Ω)

63-25

Between S and E

160

Between S and V

150

Between E and V

310

70ZV63014

Circuit Check

95ZV

ELECTRICAL 63

Checking fuel level gauge circuit

Indicator lamps Level sensors

+ 24 V

3/4

1/2

YBr

1/4

YB YL YBr YG Body ground

Float switch switching and indicator lamp lighting status Indicator lamp : Flashing ● : Lit - : Extinguished

Float switch : ON ✕ : ON

Actual fuel level

Only a fuel level lamp corresponding to the actual oil level lights. If no fuel level lamp lights, it should be judged which one between the fuel level sensor and the fuel level lamps is defective. The level sensor has five float switches. When a float moves down, a corresponding switch contact is closed. When the fuel tank becomes empty, the contact of all float switches is closed and the lamp “E” flashes on the fuel level gauge. When the fuel tank becomes full, the contact of all float switches is open and the lamp “F” lights on the fuel level gauge.

Monitor controller

1/4 1/2 3/4

F or more

From F to 3/4

From 3/4 to 1/2

From 1/2 to 1/4

From 1/4 to E

Float position

Check result

Judgment

Conductive

Abnormal

Non-conductive

Normal

Conductive

Normal

Non-conductive

Abnormal

●

E or less -

Any other pattern

<Step 1> Checking level sensor Disconnect the connector N1 of the level sensor, and perform conductivity test between the terminals and body using tester (circuit tester).

Example of failure: When the wire of the "1/2" float switch is broken, the indicator lamps for "1/4" and "E" do not light even if the fuel amount becomes 1/2 or less.

95ZV62113

Fuel level sensor

At the top end

At the bottom end

Float switch (in 5 positions)

<Solution> If disconnection or shortcircuit is detected, replace the level sensor assembly.

Not used (Brown) 1/2 (White) F

<Step 2> Checking level gauge Disconnect the connector A5 of the back side of the instrument panel. Turn the starter switch to the ON position (engine OFF) and connect each terminal (E~F) of the connector A5 (gauge side) to ground respectively. If the related level lamp does not light up, the switch is defective and replace fuel gauge assembly. <Step 3> Checking cable If no defective on the level sensor and the fuel gauge is found, check the conductivity of the wires between level sensor, monitor controller and the instrument panel.

Not used

(Yellow) 1/4 (Blue) 3/4

View from X 95ZV62104

INSTRUMENT PANEL +

(+)

RB SbO C211 E607

EG2 EG1 EG3

WTM TTM

1/2

1/4

3/4

EMP GND

YR YB YL YBr YG E605 E616 E604 E615 E614

Lg O O BrB BrW BrR D103 E617 B902 H629 H619 H639

YB YSb H105 H638

95ZV63004 1

63-26

(Green) E

Circuit Check

95ZV

ELECTRICAL 63

Checking electrical detent circuit Detection part

Though the clearance between the proximity switch and the rod (detecting element) is 5±2 mm (1/8~9/32 Detected in.), the operation indicator lamp (LED) is not lit, judge object that the proximity switch is defective, or the cable at the 5±2 mm chassis side is disconnected or a wire broken. <Step 1> Checking proximity switch Supply +24 V to pin 1 (Br) and pin 2 (B), and connect the ground to pin 3 (L). If the operation indicator lamp (LED) does not light, judge that the proximity switch is defective. <Solution> Replace the proximity switch. <Step 2> Checking cable at chassis side Check the cable from the proximity switch to the pilot valve detent magnet solenoid in order. If wire disconnection is found, repair it. <Step 3> Checking detent magnet solenoid Check the continuity between coupler pins for the pilot valve detent magnet solenoid. If wire breakage is detected, repair it. Detent coil specification Rated voltage

DC 24 V

Resistance

Approx. 63 Ω

63-27

Operation indicator lamp (LED)

View Z 3(L)

Proximity switch LED Switch main. circuit

1(Br)

2(B)

+24V

Br 1

Coil for detent inside pilot valve

B 2 L 3 +24V

70ZV63015

Shift Lever

95ZV

ELECTRICAL 63

Shift Lever Operation force measurement To be measured in the 30 mm(11/8 in.) position from the tip of the lever.

1.Changeover between forward and reverse

Specification value 6±1.5 N (0.6±0.15 kgf)(1.3±0.3 lbf)

2.Transmission gear changeover Specification value 0.3±0.05 N-m (3±0.5 kgf-cm)(7±1.0 lbf)

97ZV63004

63-28

OPERATOR STATION GROUP 72 Cabin ..........................................................................................................72-2 Floor Board .................................................................................................72-8 Steering and Transmission Shift Lever .....................................................72-14 Air Conditioner ..........................................................................................72-18

72-1

Cabin

95ZV

OPERATOR STATION 72

Cabin The cabin equipped with the ROPS (Roll Over Protective Structure) is provided as standard.

Outline drawing 5

B A

A 3

1671

2 1

1560

1550

A–A 4

B–B 1. Door (left side) 2. Front wiper 3. Window washer jet nozzle 4. Outside air suction port (air conditioner)

5. Antenna 6. Sun visor 7. Rear view mirror

72-2

97ZV72001

MEMO

Cabin

95ZV

OPERATOR STATION 72

Connection diagram ACC'

E Wiper motor

F19

10A

F Wiper

Wiper switch S2 S3 WASH B Sint S1

Intermittent 6 2 wiper relay

Washer motor PB

Wiper motor

F18

5A E

S1 S2 WASH

Washer motor PL

Wiper switch

F17

OW FR Wiper

5A F16

R Wiper

OG FL Wiper

RLg

To front working light

F20

Cigarette lighter

10A F22

Cabin working light Cabin working light

(WBr) Radio

3A Night illumination

F10

(RB)

Room lamp

ACC'

E Cabin 95ZVE72002

72-4

Cabin

95ZV

OPERATOR STATION 72

Wiper mount 1. Front wiper

714 (Along surface)

gl e 5 6°

long s urface )

Wiping a n

R750(A

1 4 95ZVE72003

1. Wiper motor 2. Wiper arm 3. Wiper blade 4. Intermittent wiper relay 5. Washer jet nozzle

2 3

1 4

2. Rear wiper

106

450

1. Wiper motor 2. Wiper arm 3. Wiper blade 4. Washer jet nozzle

97ZV72005

72-5

Cabin

95ZV

OPERATOR STATION 72

Cabin

3. Wiper motor (front) (Automatic stop position) 12 159200 589 24V

100 80

5.6

±0

W ip

in g a

ngle 56°

(3° 10')

e) ol rh he at re (B

115

tati

dire

ctio

(-1) AVS0.85 W

(-2) AVS0.85 L

(+) AVS0.85 R

(S) AVS0.85 Y

(+) AVS0.85 R

( L1~L3=3.7µH C1~C3=0.2µF )

MOTOR 1

Circuit breaker L3

M L1

C3 C2 R

Washer motor

C1 L

24V OFF LOW HIGH

SWITCH

Circuit diagram 2

95ZVE72004

Specifications Nominal torque

23.5 N-m (2.4 kgf-m)

Rated voltage

DC 24 V

Rotating speed Load: 1.0 N-m (0.1 kgf-m)

Low

46±4 min-1

High

68±7 min-1

Rotating speed Load: 4.0 N-m (0.4 kgf-m)

Low

32 min-1

High

42 min-1

No-load starting voltage (Minimum)

16 V

Automatic stopping voltage (Maximum)

32 V

No-load current

Locked rotor current

15 A

1. Wiper motor assembly 2. Link assembly 3. Washer 4. Nut 5. Cap 6. Nut 7. Crank arm

72-6

Cabin

95ZV

OPERATOR STATION 72

4. Wiper motor (rear) g angle 106° Wipin ±3°

Automatic stop position

L(+) LB (+1)

Y(S)

Cabin

AVS0.85 LB (+1) AVS0.85 L (+)

AVS0.85 WB

AVS0.85 Y

(−)

(S)

MOTOR (Circuit breaker)

—

M 2 LB

Cabin

L +

Pantagraph arm

OFF 24V

ON SWITCH

95ZVE72005

Circuit diagram (motor stop position)

1. Wiper motor 2. Washer 3. Packing 4. Nut 5. Cap 6. Nut

Specifications Nominal torque

12 N-m (1.2 kgf-m)

Rated voltage

DC 24 V

Rotating speed Load: 0.6 N-m (0.6 kgf-m) Rotating speed No load

Speed

38±5 min-1

Current

2 A or less

Speed

40±5 min-1

Current

1 A or less

Starting voltage

16 V or less

Locked rotor current

7 A or less

72-7

Floor Board

95ZV

OPERATOR STATION 72

Floor Board Outline The floor board is mounted on the rear chassis by way of the cushion rubber. On the floor board, the instrument panel, the control box, the operator seat, the air conditioner unit are mounted and the cabin mounting area is installed.

Floor board mount

Floor board

Cushion rubber

The floor board is supported by a cushion rubber (viscous mount) in four positions so that vibrations, impacts and sounds generated in the chassis are not transmitted to the inside of the cabin.

Rear chassis

95ZVE72006

Cushion rubber (viscous mount) 2

1. Stud bolt 2. Stud 3. Cushion rubber 4. Case 5. Seal plate 6. Damping rubber

7. Damping plate 8. Silicon oil 9. Plain washer 10. Bolt 11. Plug

5 6 7 8

72-8

97ZV72009

Floor Board

95ZV

OPERATOR STATION 72

Layout of meters, lamps and switches 22

20 5 19 6 2

30 12 13 14 15

16 17 26

STOP

95DZ72001

42 41 40

3 38

37 35 36

1. Tachometer 2. Engine coolant temperature gauge 3. Transmission oil temperature gauge 4. Fuel gauge 5. Parking brake (emergency brake) indicator lamp 6. Auto brake indicator lamp 7. Transmission cut off selection indicator lamp 8. Working light indicator lamp 9. Central warning lamp 10. Controller warning lamp 11. Brake pressure warning lamp 12. Engine oil pressure warning lamp 13. Engine coolant temperature warning lamp 14. Transmission oil temperature warning lamp 15. Air cleaner clogging warning lamp 16. Charge warning lamp 17. Transmission oil filter clogging warning lamp 18. Turn signal indicator lamp (left) (option) 19. Turn signal indicator lamp (right) (option) 20. High beam indicator lamp 21. Auto shift indicator lamp 22. Neutral indicator lamp

33 95DZ72002 23. Transmission status monitor 24. Hour meter 25. Steering circuit error warning lamp 26. Engine coolant level warning lamp 27. Parking brake (emergency brake) switch 28. Starter switch 29. Working light switch (front) 30. Working light switch (rear) 31. Transmission cut off selector switch 32. Cold starter switch 33. Lighting fixture switch 34. Emergency flasher indicator lamp switch (option) 35. Front wiper switch 36. Rear wiper switch (option) 37. Cigarette lighter 38. Shift switch 39. Cabin electric mirror switch (option) 40. Engine protection lamp 41. Engine warning lamp 42. Engine stop lamp

72-9

Floor Board

95ZV

OPERATOR STATION 72

Monitor symbols and actuation conditions 1. Warning lamps (which are lit in red) No.

Monitor item

Monitor lamp

Operation condition

Controller

Defective controller CPU

Brake oil pressure

When oil pressure at unloader valve accumulator port is 3.9±0.3 MPa (40±3 kgf/cm2) or less

Engine oil pressure

0.08±0.01 MPa (0.84±0.14 kgf/cm2) or less while engine running

Engine coolant temperature (high)

101±2 °C or more

Torque converter oil temperature (high)

120±5 °C or more

Air cleaner clogging

Filter resistance: 635±58 mmAq or more

Charging condition

Defective charging system

Transmission oil filter clogging

Pressure difference 0.3±0.03 MPa (3.15±0.28 kgf/cm2) or more at oil temperature 50±2 °C or more

Central alarm

For items 10-15,17-25

Auto brake operation

When auto brake works

Steering circuit oil pressure (option)

When operates steering under the steering oil pressure less than 0.4 MPa (4 kgf/cm2)

Engine coolant level

When radiator coolant level is low

Engine protection lamp

Buzzer

Lamp test (3 seconds)

Flashing type

(orange) 42

Engine warning lamp (yellow)

Engine stop lamp

When ECM (engine controller) signal is given

STOP

(red)

72-10

Remarks

(2 sec)

Floor Board

95ZV

OPERATOR STATION 72

2. Operation indicator lamps Layout drawing No.

Monitor lamp Monitor item

Lighting condition Lighting color

Symbol

Remarks

When parking brake switch is set to ON

Parking

Red

Transmission cut off

Green

When transmission cut off switch is set to ON

Working light

Green

When working light (rear) switch is set to ON

Neutral

Green

When transmission shift lever is set to neutral position

Auto shift

Green

AUTO

When transmission shift lever is set to automatic position

Turn signal indicator (left)

Green

When turn signal lever (left) is actuated

High beam

Blue

When head lamp is set to high beam

Turn signal indicator (right)

Green

When turn signal lever (right) is actuated

Transmission status

Yellow

YELLOW LED

When transmission shift lever is set to corresponding gear (speed)

Caution on storage of individual instrument panel. Gauge pointer

IMPORTANT

Pointer axis Axis hole

When storing the instrument panel individually, make sure that the panel face (transparent face) faces upward. If the panel face faces downward, the damper oil may leak from meter pointer axis holes. Meter

Damper oil

Main body frame

Magnet 70ZV62039

72-11

Floor Board

95ZV

Control box

OPERATOR STATION 72

Operation lever

The blade, blade tilt operation levers and the arm rest are mounted on the outside of the control box. The pilot valve, the transmission controller, the monitor controller, the fuse box, various relays, buzzers, etc. are mounted on the inside of the control box. (For electrical equipment, refer to the layout drawing of electrical equipment in the electrical group.) By opening the covers on the control box, you can inspect the transmission controller and fuses. By loosening two screws provided on the side of the arm rest, you can adjust its back-and-forth position. By loosening two levers provided on the backside of the arm rest, you can adjust its height. The safety lock lever is a safety device. When turned clockwise by 90°, it disables movement of the blade and blade tilt operation levers.

Arm rest Screw

Adjusting lever

Pilot valve

95DZ72005

Locked

Safety lock lever 95DZ72006

72-12

Floor Board

95ZV

OPERATOR STATION 72

Operator seat 1

2 2 3

8 7

4 •5

4 97ZV72015

1. Arm rest 2. Arm rest height adjuster 3. Reclining adjustment lever 4. Seat height adjustment lever (rear) 5. Seat height adjustment lever (front)

6. Weight adjustment knob 7. Back-and-forth adjustment lever 8. Suspension assembly 9. Document bag 10. Suspension cover

The operator seat is equipped with diversified adjustment functions to allow the operator to operate the machine in the optimal posture. 1) Reclining adjustment lever (3) Allows to adjust reclining of the back rest within the range from 66° in the forward direction to 77° in the rear direction while being pulled up. 2) Arm rest height adjuster (2) Allows to adjust the arm rest height within the range from 5° in the upper direction to 25° in the lower direction while being turned. The arm rest moves down while the adjuster is turned counterclockwise. And the arm rest can be pushed up in the current position.

3) Seat height adjustment levers (4) (5) Allow to adjust the seat height within the range of 60 mm (12 mm x 5 steps) individually while being pulled up. 4) Weight adjustment knob (6) Offers the optimal cushion when it is set in accordance with the operator's weight (50 to 120 kg). The cushion is adjusted to the weight increase direction while the knob is turned to the direction indicated on the knob. 5) Back-and-forth adjustment lever (7) Allows to adjust the seat position within the range of 160 mm in the back-and-forth direction (10 mm x 16 steps) while being pulled up.

72-13

Steering and Transmission Shift Lever

95ZV

OPERATOR STATION 72

Steering and Transmission Shift Lever Structure

Tilt quantity 56

5 4 6

Operator stand

95ZVE72009

The tilt case (#1 to #6) can select the optimal position in the following range: Handle tilt: 56 mm in each direction from the center Handle slide: 85 mm upward and downward Note: - Install the gas spring (#5) with its rod side facing downward as shown in the figure above. - Install the lower column shaft (#7), together with the orbitrol, from the underside of the operator stand.

1. Steering wheel 2. Transmission shift lever 3. Turn signal indicator and head lamp high/low selector lever 4. Handle tilt adjustment lever 5. Gas spring 6. Column shaft assembly 7. Lower column shaft 8. Orbitrol

72-14

Steering and Transmission Shift Lever

95ZV

OPERATOR STATION 72

1. Tilt case

1 1

Lock release position

2 5 4 Operator stand

Slide quantity 85

Lock position

270 (355 when slid)

9 Operator stand

95ZVE72010

: N-m (kgf-m) #6.......................21.5 (2.2) #7.......................49 (5.0) #8.......................54 (5.5) #10 (inside)........ 31.9 (3.3) #10 (outside)......89.1 (9.1)

1. Column shaft assembly 2. Bracket 3. Bracket 4. Handle tilt adjustment lever 5. Bolt 6. Nut (double-start thread, tapered in lever mounting area) 7. Nut 8. Nut 9. Bushing 10. Nut 72-15

Steering and Transmission Shift Lever

95ZV

OPERATOR STATION 72

2. Column shaft Grease charged 4

Adhesive applied

1 8 10

5 13

Waterproof seal 11 11

B-B

A-A

1. Column tube 2. Column shaft 3. Column bushing 4. Bushing 5. Terminal (male) 6. Ball bearing 7. C-shaped snap ring

8. U-shaped joint 9. Serrated shaft 10. Tube 11. Transmission shift lever installation positioning hole 12. Wiring output port 13. Bolt

: N-m (kgf-m) #13...25 (2.5)

72-16

95ZVE72011

Steering and Transmission Shift Lever

95ZV

OPERATOR STATION 72

3. Transmission shift lever assembly

Forward

Neutral

Reverse 1st gear 2nd gear

Auto

3rd gear

Ground on transmission side (B) 2nd gear (GL) 3rd gear (GY)

1st gear (GW) Auto (G) F (GR)

Unused Ground on Fwd. /Rev. side (BY)

R (GB) 95ZVE72012

1. Bracket assembly 2. Grip 3. Connector

72-17

Air Conditioner

95ZV

OPERATOR STATION 72

Air Conditioner Components

4 1-1

3 1-2

1 7 9

6 13

97ZV72020

1. Air conditioner assembly 1-1 Cooling unit assembly 1-2 Blower assembly 2. Air distributor assembly 3. Air filter 4. Control panel

5. Condenser assembly 6. Compressor assembly 7. Receiver dryer 8. Receiver holder 9. Joint 10. Drain hose

11. Relay 12. Thermistor (inside air sensor) 13. Thermistor (outside air sensor) 14. Solar sensor (insolation sensor)

Specifications (system performance) 1. Cooler performance

2. Heater performance

Cooling capacity

4.65 kw±10 %

Heat radiation quantity

5.2 kw±10 %

Air quantity

550 m3/h±10 %

Air quantity

380 m3/h±10 %

Rated voltage

DC 24 V

Rated voltage

DC 24 V

Power consumption

345 W±10 %

Power consumption

170 W±10 %

(Difference in temperature: 65 °C, water flow rate: 6 L/min)

72-18

Air Conditioner

95ZV

OPERATOR STATION 72

Structure 1. Cooling unit

14 57

38 13 25

50 49 24 1

9 24

23 6

5 15 4

3 16 12

97ZV72021

1. Cooling unit case (rear) 2. Cooling unit case (front) 4. Evaporator 5. Heater core 6. Expansion valve 8. Tube 9. Thermistor 11. Door (upper)

12. Door (lower) 13. Door (foot) 14. Damper (vent) 15. Pressure switch (triple) 16. Liquid tube 17. Suction tube 23. Power IC assembly 24. Servo motor (A/M, air mixing)

72-19

25. Servo motor (mode) 37. Lever (face, door) 38. Lever (foot, door) 49. Lever (face, front) 50. Control lever (face, front) 51. Door (S/A) (face, front) 57. Thermo sensor (water temperature)

Air Conditioner

95ZV

OPERATOR STATION 72

2. Heater and accessories 4

1. Blower case 2. Blower case 3. Air damper case 4. Air damper case 5. Blower & blower motor 6. Servo motor 7. Door 10. Bracket 11. Pipe (for cooling motor) 17. Relay

2 5

1 11 10

97ZV72023

3. Air distributor (hood & defroster selection box)

1. Air damper case 2. Air damper case 6. Control lever 7. Door 9. Control lever 13. Servo motor (AY, inside/outside air)

6 9

97ZV72024

72-20

Air Conditioner

95ZV

OPERATOR STATION 72

4. Air compressor (with magnetic clutch) 2-1 2

2-2

2-3

2-6 5~7

1 97ZV72025

1. Compressor 2. Magnetic clutch assembly 2-1 Magnetic stator 2-2 Magnetic clutch rotor

2-3 Clutch hub 2-6 Plate washer 5 to 7. Plate washer

5. Condenser unit 3

1 2 4 7

10 4 97ZV72026

1. Condenser core 2. Blower assembly 3. Condenser bracket 4. Condenser bracket

7. Cover 10. Wire harness 12. Resistor

72-21

Air Conditioner

95ZV

OPERATOR STATION 72

6. Control unit Control amplifier

Control panel

95ZVE72013

Control panel OFF switch

Inside/outside air selector switches

Blower switches

Temperature setting switches

Liquid crystal display (LCD) unit

72-22

Vent mode selector switch

AUTO switch

Air conditioner ON/OFF switch

95ZVE72014

Air Conditioner

95ZV

OPERATOR STATION 72

Cooling mechanism 1. Principle of cooling When alcohol is applied on your skin, you feel cool. When the garden is watered in summer, you feel cool also. It is because alcohol or water deprives heat (which is called "latent heat") of its adjacent area when evaporated. These phenomena clearly show the principle of cooling. Cooling offers coldness and coolness by utilizing such natural phenomena. Generally, a cooler seals the liquid, which evaporates easily and is called "refrigerant", inside its circuit, and makes the refrigerant vaporized and liquefied repeatedly while circulating it. The figure on the right shows the basic cooling cycle.

Indoor

Expansion valve

Condenser

Expansion

Evaporator

Evaporation Condensation Deprives heat of the adjacent area.

Releases heat to the outside.

Compression Refrigerant

Compressor

Basic cooling cycle 95ZVE72015

2. Refrigerant An object which circulates inside the cooling circuit and transmits heat is called "refrigerant". The refrigerant changes repeatedly its state, from "liquid --> gas --> liquid --> gas ...", and carries heat from the lowtemperature side (inside the cabin) to the high temperature side (outside the cabin) while changing its status. There are many types of refrigerants. This air conditioner adopts refrigerant R134a which does not contain chlorine and does not destroy the ozone layer.

Chemical formula

CH2FCF3

Molecular weight

102.03

Boiling point

-26.19 °C

Critical temperature

101.14 °C

Critical pressure

4.1 MPa (41.45 kgf/cm2)

Critical density

511 kg/m3

Density of saturated liquid (at 25 °C)

1,206 kg/m3

Specific volume of saturated vapor (at 25 °C)

0.0310 m3/kg

Latent heat of evaporation (at 0 °C) Combustibility Ozone decomposition modulus

IMPORTANT Make sure to use the specified refrigerant (Freon R134a). If any other refrigerant is used, the following problems may occur: - The air does not become cool enough. - The equipment may be damaged. And never mix Freon R134a with any other refrigerant.

72-23

197.54 KJ/kg (47.19 kcal/kg) Incombustible 0

Air Conditioner

95ZV

OPERATOR STATION 72

3. Refrigerant characteristics

(1) When the temperature of gas at a certain pressure decreases, the gas starts to condense and change into liquid at a certain temperature. For each substance (liquid), this temperature is fixed if the pressure is determined. This temperature determined by the pressure is called the "saturated temperature". (2) On the contrary to (1), when the temperature is determined, the pressure at which liquefaction starts is fixed. This pressure is called "saturated pressure". The figure on the right shows the relationship between the saturated temperature and the saturated pressure of refrigerant R134a. At the temperature and the pressure below (= on the lower right side of) the curve, the refrigerant is liquid. At the temperature and the pressure above (= on the upper left side of) the curve, the refrigerant is gas. Suppose that the air conditioner is used in mid summer. When evaporated, the refrigerant absorbs the heat of evaporation from the air inside the cabin. Accordingly, in order to cool down the air inside the cabin to approximately 25 °C, the refrigerant should change (be evaporated) from liquid into gas at a temperature lower than 25 °C. From the figure, it can be seen that the refrigerant R134a can sufficiently cool down the air inside the cabin at a pressure above the atmospheric pressure. (If used refrigerant requires a pressure below the atmospheric pressure to cool down the air to the necessary temperature, air enters into the circuit and the ability of the cooler is deteriorated.) In the process in which the vaporized refrigerant is returned to liquid, the refrigerant is cooled down by the outside air of 35 °C or more so that it condenses. Accordingly, as is seen from the figure, the refrigerant can be liquefied at the pressure of 785 kPa (8.0 kgf/cm2G) or more. 72-24

100

Refrigerant temperature (°C)

Generally, the fluid (which is the generic name for gas and liquid) has the following properties.

40 35 20 15 0

-20 -30 0

3.6 5 8 10 353 490 785 981

15 1,471

20 1,961

25 2,452

30 2,942

35 3,432

40 (kgf/cm ) 3,923 (kPa)

Gauge pressure (kgf/cm2G) Relationship between saturated pressure and saturated temperature of R134a 95ZVE72016

Air Conditioner

95ZV

OPERATOR STATION 72

Cooling circuit The figure on the right shows the cooling circuit of the air conditioner. In this circuit diagram, the area which cools down the air inside the cabin is the evaporator. The cooling circuit utilizes the fact that the refrigerant absorbs heat (latent heat of evaporation) from the adjacent area when evaporated, and cools down the air inside the cabin. The area where the refrigerant is evaporated is the evaporator. The "cooling" effect can be obtained only when the air to be cooled down is continuously fed to the area around the evaporator by the blower fan and the liquid refrigerant (wet evaporation refrigerant with low degree of dryness) is supplied into the evaporator. For example, in order to cool down the air to 15 °C, the refrigerant can absorb the latent heat of evaporation from the air only when it is evaporated at a temperature lower than 15 °C. It can be seen from the figure in the previous page that the pressure of the refrigerant inside the evaporator should be 353 kPa (3.6 kgf/cm2G) or less to realize it. And in order to keep sufficient cooling effect, the supplied refrigerant quantity should be adjusted so that the refrigerant supplied to the evaporator is completely evaporated inside the evaporator into dry vapor or gas. Accordingly, the cooling circuit should be constructed to reduce the pressure inside the evaporator and supply proper quantity of refrigerant into the evaporator so that the evaporator can cool down the air sufficiently. The supplied refrigerant quantity can be adjusted by the expansion valve. The pressure inside the evaporator is kept at a low value by the closing action of the expansion valve and the suction action of the compressor. The compressor works as a pump which circulates the refrigerant. The refrigerant in the dry vapor status returns into liquid by the compression action of the compressor and heat change (heat radiation) of the condenser.

72-25

Inside cabin

Pressure bulb

Evaporator

Expansion valve

Blower

Inside engin room

Compressor

Cooling fan

Receiver dryer Condenser

Structure of cooling circuit

95ZVE72017

Air Conditioner

95ZV

OPERATOR STATION 72

Electrical circuit 1. Control schematic drawing

Outside air sensor

Input signals Set temperature, room temperature, water temperature, air temperature after evaporator e = Inside air temperature - Set temperature

Insolation sensor

Input signals Insolation sensor Outside air sensor Set temperature correction

Frost sensor θ Y= – Σe + e Ι Water temperature sensor

BLC 25

Temperature control servo HOT Blower motor Temperature control servo

Warm-up control

Blower voltage

Water temperature (°C)

Blower voltage/temperature control/blow-off servo motor position determination Inside air sensor

COOL

Blow-off servo

FACE B/I FOOR Y value

Blow-off servo Compressor ON-OFF ON

Frost sensor temperature (°C) 95ZVE72018

72-26

MEMO

Air Conditioner

95ZV

OPERATOR STATION 72

Functions of components 1. Name and function of each par t on control panel (1) OFF switch

Indicator lamps

(3) Temperature setting switches

(2) Blower switches

(6) Inside/outside air selector switches

(7) Liquid crystal display (LCD) unit

(4) Vent mode selector switch

Indicator lamps

(5) AUTO switch

(8) Air conditioner ON/OFF switch 95ZVE72021

- (1) OFF switch This switch stops the operation of the blower and the air conditioner. When the OFF switch (1) is pressed, the set temperature and the air blow quantity displayed on the LCD unit (7) as well as the indicator lamps above the AUTO switch (5) and the air conditioner ON/OFF switch (8) are extinguished, and the operation is stopped. - (2) Blower switches These switches change over the air blow quantity in six steps. The air blow quantity is displayed on the LCD unit. When the switch is pressed, the air blow quantity increases. When the switch is pressed, the air blow quantity decreases. In the automatic mode, the air blow quantity is automatically changed over.

72-30

Display on LCD unit

Air blow quantity Air quantity "weak" Air quantity "medium 1" Air quantity "medium 2" Air quantity "medium 3" Air quantity "medium 4" Air quantity "strong"

Air Conditioner

95ZV

OPERATOR STATION 72

- (3) Temperature setting switches These switches set the temperature inside the cabin in the range from 18.0 to 32.0 °C. When the switch is pressed, the set temperature increases. When the switch is pressed, the set temperature decreases. Usually, set the set temperature to 25.0 °C. <Display on the LCD unit and the function> Display on LCD unit

Set temperature

18.0

Maximum cooling Temperature inside cabin is controlled

18.5 to 31.5

so that set temperature is realized.

32.0

Maximum heating

- (4) Vent mode selector switch This switch changes over the vent mode. When the vent mode selector switch (4) is pressed, the vent mode displayed on the LCD unit (7) is changed over, and air is blown from the displayed vent positions. In the automatic mode, the vent mode is automatically changed over. Display on LCD unit

Vent mode

Vent positions (A)

(B)

(C)

(D)

Remarks

Face (blow-off to upper portion of body mainly during cooling) Face & foot Foot (blow-off to feet mainly during heating) Foot & defroster

This mode is not selected in automatic mode.

Defroster

This mode is not selected in automatic mode.

- (5) AUTO switch This switch automatically changes over the air blow quantity, the vent mode and the inside/outside air in accordance with the set temperature. When the AUTO switch (5) is pressed, the indicator lamp above it lights. Usually, press this switch, set the temperature by using the temperature setting switches (3), and use the air conditioner in the automatic mode.

When the automatic mode is changed over to the manual mode, the indicator lamp above the AUTO switch (5) is extinguished. In the manual mode, the air blow quantity, the vent mode and the inside/outside air can be changed over by manipulating each switch.

72-31

Air Conditioner

95ZV

- (6) Inside/outside air selector switches These switches change over inside air circulation and outside air introduction. When an either switch is pressed, the indicator lamp above it lights to indicate the selected air blow status. In the automatic mode, outside air introduction and inside air circulation are automatically changed over. Inside air circulation

Outside air introduction

The outside air is shut down, and the air inside the cabin is circulated. Press this switch to rapidly cool or heat the air inside the cabin or when the outside air is dirty. The outside air is introduced into the cabin. Press this switch to introduce clean air into the cabin or defog the windows.

- (7) Liquid crystal display (LCD) unit This LCD unit indicates the set temperature, the air blow quantity and the vent mode during operation. When the OFF switch (1) is pressed, the set temperature and the air blow quantity are extinguished and the operation is stopped. - (8) Air conditioner ON/OFF switch This switch turns on and off the air conditioner (cooling or dehumidification/heating). When this switch (8) is pressed, the air conditioner is turned on and the indicator lamp above the switch lights. When this switch is pressed again, the air conditioner is turned off and the indicator lamp is extinguished. However, the air conditioner is turned on only while the blower is operating (that is, while the air blow quantity is displayed on the LCD unit.)

72-32

OPERATOR STATION 72

Air Conditioner

95ZV

OPERATOR STATION 72

2. Operating method 1) Normal use (1) Automatic operation 1. Set the AUTO switch (5) to ON. Confirm that the set temperature and the air blow quantity are displayed on the LCD unit, and that the indicator lamps above the AUTO switch (5) and the air conditioner ON/OFF switch (8) are lit. 2. Adjust the temperature setting switches (3), and set arbitrary temperature. The air conditioner automatically changes over the air blow quantity, the vent mode and the inside/outside air to realize the set temperature.

Set temperature

(3) Temperature setting switches

Air blow quantity

(5) AUTO switch

(8) Air conditioner ON/OFF switch 95ZVE72022

Note: When the vent mode is set to or in the automatic operation, if the engine water temperature is low, the air blow quantity is restricted to prevent blow-off of cold air. (2) Stopping the automatic operation Press the OFF switch (1). Then, the set temperature and the air blow quantity displayed on the LCD unit are extinguished, the indicator lamps above the AUTO switch (5) and the air conditioner ON/OFF switch (8) are extinguished, and the operation is stopped. (3) Manual operation 1. Press the blower switches (2), and adjust the air blow quantity. Confirm that the set temperature and the air blow quantity are displayed on the LCD unit. 2. Set to ON the air conditioner ON/OFF switch (8). Confirm that the indicator lamp above the switch lights. 3. Adjust the temperature setting switches (3), and set arbitrary temperature. 4. Press the vent mode selector switch (4), and select arbitrary vent mode. 5. Press an either inside/outside air selector switch (6) to select inside air circulation or outside air introduction. 72-33

(1) OFF switch

95ZVE72023

(2) Blower switches

(3) Temperature setting switches

(6) Inside/outside air selector switch

(4) Vent mode selector switch

(8) Air conditioner ON/OFF switch 95ZVE72024

Air Conditioner

95ZV

(4) Stopping the manual operation Press the OFF switch (1). Then, the set temperature and the air blow quantity displayed on the LCD unit are extinguished, the indicator lamps above the AUTO switch (5) and the air conditioner ON/OFF switch (8) are extinguished, and the operation is stopped.

OPERATOR STATION 72

(1) OFF switch

95ZVE72025

2) Other uses (1) Head cooling, feet heating (bi-level) operation 1. Press the blower switches (2), and adjust the air blow quantity. Confirm that the set temperature and the air blow quantity are displayed on the LCD unit. 2. Press the vent mode selector switch (4), and display the vent mode on the LCD unit. 3. Set to ON the air conditioner ON/OFF switch (8). Confirm that the indicator lamp above the switch lights. 4. Arbitrarily set the blower switches (2), the temperature setting switches (3) and the inside/outside air selector switches (6). Then, the air conditioner realizes the bi-level operation in which cold air is blown to the head and hot air is blown to the feet.

72-34

(4) Vent mode selector switch (2) Blower switches

(6) Inside/outside air selector switch

(5) AUTO switch

(3) Temperature setting switches 95ZVE72026

Air Conditioner

95ZV

(2) Defroster operation 1. Press the blower switches (2), and adjust the air blow quantity. Confirm that the set temperature and the air blow quantity are displayed on the LCD unit. 2. Press the vent mode selector switch (4), and display the vent mode or on the LCD unit.

OPERATOR STATION 72

(2) Blower switches

(6) Inside/outside air selector switch

(4) Vent mode selector switch

(3) Temperature setting switches 95ZVE72027

3. Set the outside air introduction selector switch (6). 4. Press the temperature setting switches (3), and display the set temperature “32.0” (maximum heating status) on the LCD unit. Adjust the louver at each vent position so that air blow reaches the windows. When defogging the windows or dehumidifying the air inside the cabin in rainy season, set the air conditioner ON/OFF switch (8) to ON.

72-35

Air Conditioner

95ZV

OPERATOR STATION 72

3. Other functions 1) Self-diagnosis function Each sensor and equipment used in the air conditioner can be diagnosed for failure.

(1) OFF switch

(1) Press the OFF switch to stop the operation. (The set temperature and the air blow quantity displayed on the LCD are extinguished.) (6) Inside/outside air selector switches

(2) When the both temperature setting switches " " and " " (3) are pressed and held together for 3 seconds or more, the failure mode is displayed on the LCD unit.

(3) Temperature setting switches Press and hold both the " " and " " switches together (for 3 seconds or more). 95ZVE72028

<Display on the LCD unit and the failure mode> (3) Failure code deletion After completing the inspection and/or the repair, delete the failure codes memorized in the computer. If fail to do it, the failure codes memorized in the computer continue to display on the LCD whenever diagnosing. To delete the failure codes, press and hold both air intake control switches (6) for 3 seconds or more.

2) Celsius-Fahrenheit selector function for the set temperature display While the blower is operating, press and hold the both temperature setting switches (3) " " and " " together for 5 seconds or more to change over the unit of the displayed value between Celsius and Fahrenheit. However, the unit itself is not displayed. Only the set value is displayed. Value displayed on LCD unit Celsius (°C)

18.0 to 32.0

Fahrenheit (°F)

63 to 91

72-36

Display

Failure mode

E-

No failure

E11

Wire breakage in inside air sensor

E12

Short-circuit in inside air sensor

E13

Wire breakage in outside air sensor

E14

Short-circuit in outside air sensor

E15

Wire breakage in water temperature sensor

E16

Short-circuit in water temperature sensor

E18

Short-circuit in insolation sensor

E21

Wire breakage in vent sensor

E22

Short-circuit in vent sensor

E43

Abnormality in vent damper

E44

Abnormality in air mixing damper

E45

Abnormality in inside/outside air

E51

Abnormality in refrigerant pressure

- If two or more failure are detected, the displayed contents can be changed over in turn by pressing either temperature setting switch (3) " " or " ". - Press the OFF switch (1) again to finish the selfdiagnosis function and return to the normal display.

Air Conditioner

95ZV

OPERATOR STATION 72

3) Air conditioner unit The air conditioner unit has the cooling, heating and air blowing functions to perform conditioning of the air inside the cabin, and consists of an evaporator which cools down the air, a heater radiator which warms the air and a blower motor which blows the air. The temperature in the vent position is adjusted when the opening/closing position of the air mixing damper is so controlled that the cooled air while passing through the evaporator and the warmed air while passing through the heater radiator are mixed. The air mixing damper is controlled by the servo motor for air mixing assembled in the unit.

Heater radiator Evaporator

Blower motor

Inside/outside air selection damper Inside air

Air mixing damper A

Outside air

Fan

Blower motor Evaporator

Heater radiator Air mixing damper B

[In the case of maximum cooling] 4) Air mixing damper During maximum cooling, the air mixing damper B is Air mixing damper A (completely opened) completely closed, and the air mixing damper A is completely opened. As a result, the air cooled by the evaporator does not go through the heater radiator but is blown off.

Cold air

air

Air mixing damper B (completely closed)

During maximum heating, the air mixing damper A is [In the case of maximum heating] Air mixing damper A (completely closed) completely closed, and the air mixing damper B is completely opened. As a result, all the air which has gone through the evaporator goes through the heater Co ld radiator, then the warmed air is blown off. air

Air mixing damper B (completely opened) 95ZVE72029

72-37

Air Conditioner

95ZV

5) Evaporator The evaporator is an important heat exchanger which evaporates liquid refrigerant set to low temperature and low pressure by an expansion valve, utilizes its latent heat, and absorbs heat from air (target) inside the cabin. Accordingly, heat should be smoothly transmitted between the target and the refrigerant in the evaporator. For this purpose, fins are provided on the air side of the evaporator to extend the heat transmission area on the air side so that heat can be smoothly transmitted between the refrigerant and the air. By cooling, the moisture contained in the air condenses, changes into water drops, and adheres to the outside of the evaporator. If these water drops are frozen, the cooling effect deteriorates. To prevent this, attention should be paid also to proper drainage of condensed water. The refrigerant quantity supplied to the evaporator is adjusted by the expansion valve described next. In order to ensure that the refrigerant quantity is accurately adjusted, pressure drop of the refrigerant inside the evaporator should be minimal. Accordingly, reduction of pressure drop is an element to enhance the performance of the evaporator.

OPERATOR STATION 72

Evaporator

Refrigerant flow inside evaporator ( ) From expansion valve (1) to (8) Compressor 95ZVE72030

Troubleshooting the evaporator Item

Symptom

Cause

Action

Gas leak

Both high pressure and low pressure are low, and air bubbles can be seen through sight glass.

1. Joint portion of supply area 2. Cracks in evaporator main body

1) Tightening 2) Repair/replacement

Blockage in circuit

Both high pressure and low pressure are low.

1. Blockage inside

1) Cleaning/replacement

Blockage in fins

Air quantity is small. (Filters may be clogged.)

1. Blockage in fins

1) Cleaning

Freezing

Air quantity is small, and low pressure is low.

1. Blockage in filter (Evaporator is not preforming inadequately.)

1) Cleaning/replacement

72-38

Air Conditioner

95ZV

6) Expansion valve (box type) The expansion valve offers the following two functions. (1) By injecting the liquid refrigerant at high temperature and high pressure which has gone through the receiver from a small hole, the expansion valve expands dramatically the liquid refrigerant into mist refrigerant at low temperature and low pressure. (2) Promptly in accordance with the vaporized status of the refrigerant inside the evaporator, the expansion valve adjusts the refrigerant quantity. In order to ensure that the evaporator offers its full performance, the liquid refrigerant should be kept in a state in which it deprives heat of the adjacent area and its evaporation is always completed at the exit of the evaporator. To realize this, the expansion valve automatically adjusts the refrigerant quantity in accordance with fluctuation of the temperature inside the cabin (cooling load) and fluctuation of the rotation speed of the compressor. The expansion valve consists of a needle valve, a diaphragm and a temperature sensing rod. The temperature sensing rod detects the temperature of the refrigerant which has gone through the evaporator, and transfers the detected temperature to the refrigerant gas chamber located in the upper portion of the diaphragm chamber.

72-39

OPERATOR STATION 72

(Evaporator)

Diaphragm

Spring

Temperature sensing rod Needle valve

(To compressor)

(From receiver) Structural drawing of box type expansion valve 95ZVE72031

Air Conditioner

95ZV

OPERATOR STATION 72

Operation The temperature sensing rod detects the temperature of the refrigerant which has gone through the evaporator, and transfers the detected temperature to the refrigerant gas chamber located in the upper portion of the diaphragm chamber. The gas pressure changes in accordance with the detected temperature, the temperature sensing rod directly connected to the diaphragm is moved, then the needle valve opening is adjusted.

Evaporator

Temperature sensing rod Diaphragm

Needle valve

- When the temperature at the exit of the evaporator is low (that is, when the cooling load is small)

From receiver (High pressure)

To compressor (Low pressure) 65K72007

The gas pressure inside the diaphragm chamber becomes low, the volume decreases, the temperature sensing rod moves to the right, and the needle valve is closed. - When the temperature at the exit of the evaporator is high (that is, when the cooling load is large) The gas pressure inside the diaphragm chamber becomes high, the volume increases, the temperature sensing rod moves to the left, the needle valve is opened, and more quantity of refrigerant is supplied to the evaporator.

Troubleshooting the expansion valve Item

Symptom

Cause

Blocked expansion valve or defective adjustment (too closed)

Both high pressure and low pressure are low, and air bubbles cannot be seen through sight glass.

1. Expansion valve

1) Cleaning/adjustment or replacement

Defective adjustment (too open)

Low pressure is too high, and compressor head is cold.

1. Expansion valve

1) Adjustment or replacement

Freezing caused by moisture

Cooling is disabled during operation. Frosting is not detected in evaporator. Both high pressure and low pressure are low, and air bubbles cannot be seen through sight glass.

1. Expansion valve

1) Replace receiver tank, evacuate air, then charge gas again.

72-40

Action

Air Conditioner

95ZV

OPERATOR STATION 72

7) Heater radiator The heater radiator utilizes the engine cooling water as the heat source. When going through the heater radiator, the air receives heat from the heater radiator fins and is warmed. The hot water inside the heater radiator is forcedly circulated by the engine water pump.

Fin

Heater core

95ZVE72032

Troubleshooting the heater radiator Item

Symptom

Cause

Action

Water leak

Water leaks from heater core.

1. Joint portion of supply area 2. Cracks in heater core main body

1) Repair/replacement

Blockage in circuit

Air inside cabin does not become warm.

1. Blockage inside heater radiator

1) Replacement

Blockage in fins

Air quantity is small.

1. Blockage in fins

1) Cleaning

72-41

Air Conditioner

95ZV

OPERATOR STATION 72

5 4

3 2 1

8) Servo motor

2 3

4 6 7

97ZV72052

When a switch on the control panel is pressed, the power is applied from the control panel on the terminal (6) or (7) of the servomotor. (The rotating direction is determined by the terminal on which the power is applied.) A variable resistor is provided inside the servo motor. As the motor rotates, the resistance of this resistor changes accordingly. When the 5 V voltage is supplied from the control panel to this variable resistor, the control panel detects the variable resistor position based on the electric potential difference. When the variable resistor reaches the position specified by each switch, the power supplied to the motor is stopped. Note: If the power is directly applied on terminals of the motor, the output shaft of the motor may be damaged or wire breakage may occur in the motor coil. Do not directly drive terminals of the motor. Troubleshooting the servo motor Item

Symptom

Cause

Action

Motor is locked (disabled).

- Servo motor does not rotate.

1. Motor 2. Control unit

1) Repair/replacement

Contact is contacting poorly.

- Indicator lamps of temperature setting switches do not light in accordance with preset pattern. - Servo motor does not stop in accordance with preset pattern.

1. Fixed plate 2. Moving contact 3. Control unit

1) Repair/replacement

72-42

Air Conditioner

95ZV

OPERATOR STATION 72

9) Blower motor assembly The blower motor assembly consists of a DC motor and a fan, and blows air.

Fan

Blower motor

Specifications Voltage

DC 24 V

Number of rotations of motor

3,100 min-1

Power consumption

225 W±10 %

Fan outer diameter

ø 150 Air Air 65K72016

Troubleshooting the blower motor Item

Symptom

Cause

Action

Blower motor operation is defective.

Air is not blown at all.

1. Blower motor 2. Control unit

1) Repair/replacement

10) BLC (blower linear control) This resistor changes over the air quantity of the blower motor.

97ZV72054

Troubleshooting the blower linear control Item

Symptom

Cause

Action

Wire in BLC is broken.

Air quantity does not change.

1. BLC 2. Control unit

1) Replacement

Blower motor operation is defective.

Air is not blown at all.

1. Blower motor 2. Control unit

1) Repair/replacement

72-43

Air Conditioner

95ZV

OPERATOR STATION 72

11) Thermistor The thermistor, a kind of semi-conductor, offers the characteristics as shown in the curve on the right. When the temperature becomes high, its resistance becomes small. When the temperature becomes low, its resistance becomes large.

Appearance of thermistor 8,000

Resistance (Ω)

7,000 6,000 5,000 4,000 3,000 2,000 1,000 0

-10

-5

Temperature (°C) Characteristics curve between temperature and resistance of thermistor 95ZVE72033

The thermistor mounted on the blowoff port side of the evaporator detects the temperature of the air cooled by the evaporator, and transmits it as a signal to the control amplifier. If the air at the vent is 3 °C or less, the control amplifier turns off the compressor clutch relay. If the air at the blowoff port becomes 4 °C or more, the control amplifier turns on the compressor clutch relay again to restart cooling. Because the air temperature at the vent is detected and the compressor clutch relay is turned on and off accordingly, freezing of the evaporator is prevented.

Evaporator

Heater radiator

Thermistor 95ZVE72034

Troubleshooting the thermistor Item

Symptom

Cable in thermistor is broken.

Compressor clutch does not work.

Thermistor is short-circuited.

Air is not blown.

72-44

Cause

Action

1. Thermistor

1) Replacement

Air Conditioner

95ZV

OPERATOR STATION 72

12) Water temperature sensor This sensor detects the temperature of the engine cooling water flowing into the heater core, and feeds it back to the control panel. This sensor is installed on the rear side of the heater core, and can be taken out when being pulled out. Temperature

Resistance value

-30 °C

91.4 kΩ

25 °C

5 kΩ

100 °C

0.321 Ω

97ZV72057

13) Inside air sensor This sensor detects the air temperature inside the cabin, and feeds it back to the control panel. This sensor is installed in the inside are suction port, and can be taken out when the clamp is removed. 97ZV72058

Temperature

Resistance value

0 °C

1.645 kΩ

25 °C

5 kΩ

14) Foot/defroster selection box This selection box changes over the vent positions between the foot side and the defroster side. When the vent mode selector switch (MODE) on the control panel is pressed, the servo motor in this selection box changes over the vent selection damper to the foot side or the defroster side by way of a link and lever.

Air conditioner unit

Foot Def 95ZVE72035

72-45

Air Conditioner

95ZV

15) Compressor and magnetic clutch (1) Compressor The compressor is driven by the V belt from the engine by way of the magnetic clutch. The compressor sucks and compresses the gaseous refrigerant at low temperature and low pressure which deprived heat of the air inside the cabin in the evaporator and was vaporized to make the gaseous refrigerant be at high temperature and high pressure, then feeds it to the circuit on the high pressure side again. Five pairs of pistons (with ten cylinders) reciprocate in the same direction with the shaft in accordance with rotations of the shaft. Accordingly, when one piston of a pair is in the compression stroke, the other one is in the suction stroke. The compressor is lubricated by the compressor oil contained in the gaseous refrigerant and the oil splashed by the diagonal plate. Accordingly, if the refrigerant quantity decreases, the compressor is seized by oil shortage. To prevent seizure, a pressure switch is provided in the circuit so that the power supplied to the magnetic clutch is shut down and the compressor is protected when the refrigerant quantity decreases.

OPERATOR STATION 72

6 74

3 10 5 8

9 11 97ZV72060

1. Compressor 2. Magnetic clutch 3. Rotor 4. Stator 5. Hub 6. Pulley

7. Coil 8. Bearing 9. Shaft 10. Dust proof cover 11. Pressure relief valve

(In the 95ZV, the pulley, the suction port and the discharge port are different.) Piston

Discharge valve

Specifications Model Cylinder diameter Stroke

10S150 ø 32 20.8 mm

Suction valve

Suction valve Diagonal plate

Number of cylinders

Cylinder capacity

167.3 cm3

Maximum allowable number of rotations

6,000 min

Lubricating oil

ND-OIL8

Lubricating oil quantity

180 cm3

Suction/compression action

97ZA7248

-1

Suction force

(2) Magnetic clutch The magnetic clutch controls mechanical connection between the engine and the compressor. When the engine is rotating and the air conditioner ON/OFF switch is ON, if the temperature inside the cabin reaches or exceeds the temperature set by the temperature setting switches, the magnetic clutch stops or drives the compressor.

Stator Switch Iron piece (rotor)

Power supply Magnetic force

Principle of magnetic clutch 97ZA7249

72-46

Air Conditioner

95ZV

OPERATOR STATION 72

The hub of the magnetic clutch is fitted onto the shaft of the compressor. While the compressor is not driven, the hub is separated from the rotor and only the pulley is rotating. When the air conditioner switch is set to ON, the current flows in the stator coil, the stator works as a magnet and engages the hub, then the compressor rotates together with the pulley.

Suction face

Pulley Stator coil

Rotor

Hub

Stator Ball bearing

Magnet clutch When the current applied on the stator coil is set to OFF, the hub is not immediately separated but rotates together with the pulley because the pulley has residual magnetism. Accordingly, clearance is provided between the hub and pulley so that they are not in close contact with each other during disengagement. This clearance is called air gap.

97ZA7250

Specifications Model

L50T

Voltage

DC 24 V

Power consumption

40 W

Drive belt

V-ribbed belt (six ribs)

Air gap

0.5 ± 0.15 mm

Troubleshooting the compressor and magnetic clutch Item

Suction or exhaust valve is damaged.

Symptom

Cause

- Compressor temperature is abnormally high. - High pressure is abnormally low, and low pressure is abnormally high. - Air bubbles cannot be seen through sight glass.

Action

1. Suction or exhaust valve

1) Repair/replacement

Clutch draw voltage is low.

1. Stator coil

1) Replacement

Power is not supplied to stator coil.

1. Wiring on main body 2. Control amplifier 3. Pressure switch

1) Repair 1) Replacement 1) Replacement

1. Magnetic clutch

1) Replacement

Compressor main body is defective (seized, etc.).

1. Shaft, piston

1) Repair/replacement

Clutch bearing is damaged.

1. Clutch bearing

1) Replacement

1. Magnetic clutch

1) Replacement

1. V belt

1) Adjustment/replacement

1. Inside

1) Repair/replacement

1. V belt

1) Adjustment/replacement

- Abnormal sounds are made while clutch is turned on.

Gap between hub and rotor is large.

Contact or slippage caused by too small gap between hub and rotor.

- Compressor does not rotate. (Air does not become cool enough.)

- Abnormal sounds are made while clutch is turned off.

V belt is slack. Compressor main body is defective. V belt is slack.

- Abnormal sounds are made while clutch is turned on.

72-47

Air Conditioner

95ZV

OPERATOR STATION 72

16) Condenser unit Each condenser unit consists of a condenser, a condenser fan motor and a resistor. Two condenser units are arranged in series with the piping. The condenser units cool down the gaseous refrigerant at high temperature and high pressure sent from the compressor, and change it into liquid refrigerant. (1) Condenser The condenser consisting of tubes and fins cools down the gaseous refrigerant at high temperature and high pressure (70 °C, 1,618 kPa (16.5 kgf/cm2)) sent from the compressor, and change it into liquid refrigerant during passing tubes. (2) Condenser fan motor The condenser fan motor used to cool down the condenser is mounted on the condenser together with a fan shroud.

Cover

Condenser

Blower assembly Fan motor Resister

95ZVE72036

Specifications Voltage

DC 24 V

Power consumption Air quantity Number of rotations of motor

80 W x 10 % 1,750 ± 10 m3/Hr 2,200 min-1

(3) Resistor The resistor controls rotation of the condenser fan motor in two steps in accordance with a command given by the fan control pressure switch (medium pressure switch). Specifications 4.0 Ω

Resistance

Troubleshooting the condenser unit Item Heat radiation quantity is insufficient due to blockage.

Symptom

Cause

Action

1. Blockage or crushed fins

1) Cleaning or replacement

1. Fan motor

1) Repair or replacement

Blockage in circuit

High pressure is abnormally high, low pressure is abnormally low, and air does not become cool enough. Air bubbles can be seen through sight glass.

1. Inside

1) Cleaning or replacement

Gas leak

Both high pressure and low pressure are abnormally low, and air bubbles can be seen through sight glass.

1. Leaks at joints 2. Cracks in main body

1) Tightening 2) Repair or replacement

Rotation of condenser fan motor is defective.

Both high pressure and low pressure are abnormally high, and air does not become cool enough.

72-48

Air Conditioner

95ZV

17) Receiver dryer The receiver dryer consists of a receiver tank, desiccant, strainers, and a receiver tube. (1) Receiver tank In the air conditioner, the number of rotations of the compressor changes and the proper refrigerant quantity in the cooling circuit fluctuates in accordance with fluctuation of the number of revolution of the engine. The receiver tank receives such fluctuation. When the cooling circuit does not require much refrigerant, the receiver stores temporarily excess refrigerant. When the cooling circuit requires much refrigerant, the receiver tank supplies refrigerant from its receiver tube to the circuit. In addition, the receiver tank stores excessive refrigerant in order to take balance of charging of the refrigerant and respond to any minute leaks of the refrigerant caused by permeation through rubber hoses. (2) Desiccant If moisture is present inside the cooling circuit, the compressor valve and oil may deteriorate, metal constituting the circuit may corrode, or moisture may be frozen inside the expansion valve and the circuit may be clogged. To prevent such failure, synthetic zeolite is accommodated inside the air conditioner as the desiccant suitable to the circuit so that it absorbs moisture entering the circuit during installation or refrigerant charging. When the expansion valve is often frozen by moisture (icing), the desiccating agent does not have enough absorption ability. In such a case, replace the receiver dryer.

IMPORTANT If parts of the cooling circuit are removed and left for a long time for repair or another reason, the desiccant absorbs moisture contained in the air and loses its absorption performance, and the receiver dryer should be replaced. To prevent this, after parts are removed, all openings should be plugged.

72-49

OPERATOR STATION 72

Refrigerant inlet Refrigerant outlet

Desiccant

Strainer

Receiver tube

Receiver tank

97ZA7254

Air Conditioner

95ZV

OPERATOR STATION 72

(3) Strainers If dusts enter the circuit, the expansion valve may be clogged, the compressor may be damaged, and the cooling function may be deteriorated. The strainers are provided to prevent dusts flowing with the refrigerant from flowing forward. The strainers cannot be cleaned. When they are considerably clogged (In this case, the high pressure becomes high and the low pressure becomes low.), the entire receiver dryer should be replaced. Specifications Capacity

550 cm3

Desiccating agent

Synthetic zeolite

Desiccating agent capacity

290 g

Troubleshooting the receiver tank Item

Symptom

Cause

Action

Icing

- At first, air in cab will cool down, but after a short time no longer will cool properly.

1. Desiccating agent in receiver

1) Replacement of receiver dryer

Blockage in strainers

- High pressure is excessively high, low pressure is excessively low, and air does not become cool enough.

1. Blockage in strainers

1) Replacement of receiver dryer

72-50

Air Conditioner

95ZV

OPERATOR STATION 72

18) Sight glass This sight glass is installed on the receiver joint located on the top of the receiver dryer. Only through this sight glass, the refrigerant quantity inside the circuit can be visually checked.

Sight glass

Receiver joint

Receiver dryer 95ZVE72037

19) Pressure switches The pressure switch detects the pressure on the high pressure side of the cooling circuit, and stops the compressor when detecting any abnormality so that damage of the equipment in the cooling circuit can be prevented. There are three types of pressure switches, high pressure type, medium pressure type and low pressure type, which function as shown in the table below. Switch

Terminal

Contact area

97ZA7256

Switching pressure kPa (kgf/cm2)

Function

Switch operation confirmation method

Causes of abnormal pressure

Pressure switch coupler

High pressure switch

When pressure between compressor and expansion valve becomes abnormally high, this switch shuts down power supplied to compressor magnetic clutch to protect circuit.

A 2,550 (26)

3,136 (32) C

ON OFF

D B

Heat radiation of condenser is insufficient due to clogging in condenser or defective rotation of condenser fan.

Check conductivity between A and B.

Medium pressure switch

Low pressure switch

When detecting fluctuation of pressure between compressor and expansion valve, this switch gives a signal to control amplifier about whether to rotate condenser fan motor at low speed or high speed. While this switch is ON, fan motor rotates at high speed. While this switch is OFF, fan motor rotates at low speed. When pressure between compressor and expansion valve becomes abnormally low due to refrigerant leak, this switch shuts down power supplied to compressor magnetic clutch to prevent seizure of compressor caused by insufficient compressor oil which decreased together with refrigerant.

1,519 (15.5) ON

Check conductivity between C and D in pressure switch coupler shown above.

OFF 1,225 (12.5)

226 (2.3)

Check conductivity between A and B in pressure switch coupler shown above.

OFF 196 (2.0)

72-51

Refrigerant leak from a part of circuit.

Air Conditioner

95ZV

OPERATOR STATION 72

Troubleshooting the pressure switch Item

Symptom

Cause

Action

Insufficient cooling

- Condenser fan motor does not change its speed (to high speed).

Gas leak

- Even when abnormal high pressure (3,136 kPa(32 kgf/cm2)) occurs, compressor does not turn off. 1. High or low pressure - Even when gas (refrigerant) has run short, compressor switch* does not turn off.

1. Medium pressure switch

1) Replacement

* If abnormal high pressure occurs while the high pressure switch is nonconforming, the equipment in the cooling circuit may be damaged. The pressure relief valve releases the refrigerant to the atmosphere in order to prevent damages of the equipment.

20) Pressure relief valve This valve mounted on the high pressure side of the compressor service valve releases the refrigerant to the atmosphere when abnormal high pressure occurs.

Flow rate ( /min) 113

Pressure relief valve 95ZVE72040

28.1 35.0 2,756 3,430

42.4 4,158

Characteristics drawing of relief valve operation

Pressure (kgf/cm2) (kPa) 95ZVE72039

IMPORTANT When the refrigerant quantity inside the cooling circuit is correct, the pressure switch always remains ON even if the compressor is stopped because the refrigerant pressure is approximately 588 kPa (6.0 kgf/cm2) as far as the outside air temperature is around 25 °C. When the outside air temperature becomes 0 °C or less, the pressure switch for low pressure detection turns off even if the refrigerant quantity is proper because the refrigerant pressure becomes 196 kPa (2.0 kgf/cm 2) or less. As a result, the compressor does not work. It means that the pressure switch for low pressure detection functions also as a thermostat which detects the outside air temperature.

Gas discharge route while valve is operating

72-52

95ZVE72041

Air Conditioner

95ZV

OPERATOR STATION 72

21) Relay A Specifications Rated voltage

DC 24 V

Rated current

16 A

Rated coil current

0.1 A

22) Relay B Specifications Rated voltage

DC 24 V

Rated current

11 A

Rated coil current

0.075 A

97ZV72072

Troubleshooting the relay Item

Coil wire is broken. Contact is melted down.

Symptom

Cause

- Blower motor does not rotate at all. - Blower motor remains rotating.

1. Blower motor main relay

- Blower motor does not rotate at high speed. - Blower motor remains rotating at high speed.

1. Blower motor Hi relay

- Blower motor does not rotate at medium speed Me2. - Blower motor speed does not change from Me2 to Me1

1. Blower motor Me2 relay

- Blower motor does not rotate at medium speed Me1. - Blower motor speed does not change from Me1 to low speed.

1. Blower motor Me1 relay

- Both condenser fans do not rotate. - Both condenser fans remain rotating.

1. Condenser fan relay

- When condenser fan is at high pressure, it does not rotate at high speed. - When condenser fan is at low pressure, it remains rotating at high speed.

1. Condenser fan relay 1

- Compressor magnetic clutch does not turn on. - Compressor magnetic clutch remains ON.

1. Compressor clutch relay

72-53

Action

1) Replacement

Air Conditioner

95ZV

23) Refrigerant hose As shown in the figure on the right, the refrigerant hose consists of the outer layer, the reinforcing layer, the intermediate layer and the inner layer, and the mouth ring is crimped.

OPERATOR STATION 72

Outer layer Reinforcing layer

Mouth ring Region

Material

Outer layer

Ethylene propylene rubber

Reinforcing layer

Polyester

Intermediate layer

Chlorinated butyl rubber

Inner layer

Nylon

Inner layer Intermediate layer

The mouth ring of this hose is changed and the symbol "R134a" is indicated on this hose as shown in the figure on the right.

97ZA7264

White line and "R134a" indication

IMPORTANT Never use any other hose or any other refrigerant. Otherwise, refrigerant may leak.

97ZA7265

72-54

Air Conditioner

95ZV

OPERATOR STATION 72

Charge of refrigerant WARNING

WARNING

Serious accidents may occur in the refrigerant charging work. Observe the following contents. - Only trained or experienced specialists having sufficient knowledge on the contents of the work should be allowed to perform the refrigerant charging work. - If the refrigerant comes into contact with your eyes, you may lose your eyesight. Make sure to wear protective goggles. - The refrigerant in the liquid status is at low temperature (approximately -30 °C). If it splashes on your skin, you may suffer from frostbite. Pay close attention when handling it. - If the refrigerant (Refrigerant R134a) touches a hot object (approximately +400 °C or more), it decomposes and generates harmful substances. Never release the refrigerant in a room where ventilation is bad and there is a hot object or a fire (such as in the presence of a stove). - In order to protect the environment, do not release the gaseous refrigerant to the atmosphere.

Serious accidents may occur during storage and transportation of a service can. Observe the following contents. - A service can accommodates high pressure gas in the saturated liquid status. If the temperature rises, the pressure may increase drastically and the can may burst. Keep the temperature of the service can at 40 °C or less. Make sure to keep the can away from hot objects or fire. - During storage, make sure to avoid direct sunlight, and store the can in a dark and cool place. - Inside the closed cabin (including trunk), the air temperature may rise considerably due to solar heat, etc., and may become dangerously temperature even in winter if the closed cabin is exposed to direct sunlight. Never put the can inside the cab. - If the service can suffer from flaws, dents and deformations, its strength deteriorates. Never hit or drop it. And never throw or drop a package of cans while loading or unloading it. - Keep the can away from the reach of children.

CAUTION Serious accidents may occur during the refrigerant charging work. Observe the following contents. - When warming a service can to charge the refrigerant, make sure to open the low pressure valves of the service can and the gauge manifold, then warm it with hot water of 40 °C or less (temperature at which you feel warm when putting your hand into it). Never warm the can with boiling water or overheat it with open fire. If the can is treated in such a way, it may burst. - When charging the refrigerant after having started the engine, never open the high pressure (Hi) valve. If it is opened, the high pressure gas may flow in the reverse direction, and the service can and the hose may burst.

IMPORTANT - It is prohibited by law to reuse service cans. Never reuse them. - Pay close attention so that air and dusts do not enter into the cooling circuit. - Never charge the refrigerant excessively. - The air conditioner is so designed as to be used with Refrigerant R134a. Never charge any other refrigerant such as Freon R12. - If the compressor oil (ND-OIL 8) adheres to the painting face or the resin area, the painting may peel off or the resin may be damaged. If so, wipe it off soon. - Tighten the piping at the specified torque. 72-55

Air Conditioner

95ZV

OPERATOR STATION 72

1. Work procedure The refrigerant charging process is mainly divided into "air evacuation process" and "gas charging process" as shown in the chart below. 1) Air evacuation process The "air evacuation process" eliminates the moisture present inside the cooling circuit. If the moisture remains inside the circuit, it may cause varied problems even if its quantity is extremely small: The moisture may be frozen inside the expansion valve during operation, and may block the circuit or generate oxidation. To prevent such problems, the air inside the cooling circuit should be evacuated, and the moisture inside the circuit should be boiled and evaporated so that the moisture is eliminated before the refrigerant is charged into the circuit.

Work chart

2) Gas charging process The “gas charging process” charges the refrigerant to the circuit in the vacuum status. The gas charging process not only affects the cooling ability of the air conditioner but also affects the life time of parts constructing the circuit. If the refrigerant is charged too much, the pressure inside the circuit may become extremely high and the cooling ability may deteriorate. If the refrigerant quantity is too small, the lubricating oil for the compressor may not circulate smoothly and the sliding area of the compressor may seize. Because the gas charging process involves high pressure gas, it is extremely dangerous if it is performed with the wrong procedure. Observe the work procedure shown below and the cautions, and charge the refrigerant correctly.

Start air evacuation.

-750 mmHg or less

20 to 30 min Air evacuation process

Check and repair connection area.

Stop air evacuation. Leave for 5 min. Check air tightness.

When gage indicates an abnormal value

When gage indicates a normal value Charge gaseous refrigerant until gauge pressure exceeds 98 kPa (1 kgf/cm2).

Charge refrigerant.

Check for gas leak. Gas charging process Charge refrigerant.

Check for gas leak. 95DZ72003

Performance test

72-56

Air Conditioner

95ZV

OPERATOR STATION 72

Vacuum pump adapter

2. Refrigerant charging tools 1) Vacuum pump A vacuum pump should be used to eliminate the moisture inside the circuit.

Vacuum pump

97ZA7268

2) Charging hose and quick joints These three hose of three colors are used to evacuate the air and charge the gas. (The colors may be different depending on the manufacturer.) Red hose: Connects the high pressure valve of the gauge manifold and the high pressure charging valve (with "H" mark on its cap) of compressor outlet hose. Blue hose: Connects the low pressure valve of the gauge manifold and the low pressure charging valve (with "L" mark on its cap) of the compressor inlet hose. Green hose: Connects the center valve of the gauge manifold and the vacuum pump (or the service can valve).

Gauge manifold

Low pressure charging hose (blue)

High pressure charging hose (red)

Quick joint (Lo)

3) Gauge manifold It is used to evacuate the air and charge the gas, and equipped with a high pressure gauge, a low pressure gage, many valves and hose mounting nipples as shown in the figure on the right.

Center charging hose (green) Quick joint (Hi) 97ZA7269

Low pressure gauge

High pressure gauge

Gauge manifold

Low pressure valve Low pressure charging hose mounting nipple

72-57

High pressure valve Center valve High pressure charging hose Center charging mounting nipple hose mounting nipple 97ZA7270

Air Conditioner

95ZV

OPERATOR STATION 72

4) Service can valve This valve is attached to a service can when gas is charged, and used to open the service can, supply the gas and stop supply of the gas. In order to open the service can or stop supply of the gas, tighten the handle clockwise completely. In order to supply the gas, loosen the handle counterclockwise completely.

Center charging hose

Service can valve

Service can T joint

97ZA7271

5) Cautions on handling of quick joint and charging valve When discharging the refrigerant, use a quick joint.

Sleeve

"Click" sound (OK) (A)

(1) Connecting the quick joint Slide the sleeve upward, push the quick joint against the charging valve, press and hold securely part (A) until a click is heard, then slide the sleeve downward.

Charging valve

95ZVE72043

IMPORTANT - Push the quick joint against the charging valve vertically. - If refrigerant remains inside the charging hose, the quick joint may not be easily connected. Release the refrigerant from the hose.

Sleeve

"Click" sound (OK) (A)

(B)

97ZA7273

(2) Disconnecting the quick joint While pressing and holding the part (A) of the quick joint, slide the sleeve upward to disconnect the quick joint.

Quick joint

IMPORTANT Screwdriver, etc.

If you push the valve pin with a considerable force [29.4 N (3kgf) or more] with a screwdriver, etc., the spring may come off and the refrigerant may leak. Never do this.

Valve pin Spring

Charging valve 95ZVE72044

72-58

Air Conditioner

95ZV

OPERATOR STATION 72

3. Refrigerant charging procedure 1) Air evacuation work

WARNING If hoses are connected incorrectly, serious accidents may occur. Observe the following contents. - Never confuse connection of hose to the high pressure side and the low pressure side of the gauge manifold.

IMPORTANT A depression pin is provided on the L-shape end of the hose. Attach a quick joint to this end.

(1) Connecting the gauge manifold 1. Close both the high pressure (Hi) valve and the low pressure (Lo) valve of the gauge manifold. 2. Connect the charging hose. Red hose: To be connected between the high pressure (Hi) valve of the gauge manifold and the high pressure charging valve. Blue hose: To be connected between the low pressure (Lo) valve of the gauge manifold and the low pressure charging valve of the compressor. Green hose: To be connected between the center valve of the gauge manifold and the vacuum pump.

IMPORTANT

Valve setting Lo Hi Closed Closed High pressure valve

Low pressure valve

(red) (blue) (green)

(Hi) (Lo) Charging valve on high pressure side (located on receiver dryer) Vacuum pump (stopped) Compressor (stopped)

Connect quick joints to both the high pressure and low pressure sides before starting air evacuation. The check valve of the quick joint cannot hold the vacuum status. If one side of the quick joint is not connected, the vacuum status cannot be realized.

95ZVE72045

72-59

Air Conditioner

95ZV

(2) Evacuating the system 1. Open both the high pressure (Hi) valve and the low pressure (Lo) valve of the gauge manifold. 2. Turn on the switch of the vacuum pump, and evacuate until the degree of vacuum becomes -750 mmHg or less (for approximately 20 to 30 minutes). 3. After finishing evacuation, close both the high pressure valve and the low pressure valve of the gauge manifold. Then, turn off the switch of the vacuum pump.

OPERATOR STATION 72

Valve setting

Valve setting After air evacuation for 30 minutes Lo Hi Lo Hi Opened Opened Closed Closed High pressure valve

Low pressure valve

(red) (blue)

(green)

IMPORTANT

(Hi)

If you stop the vacuum pump before closing each valve of the gauge manifold, the circuit in the vacuum status is released to the atmosphere. First close each valve.

(Lo) Charging valve on high pressure side Vacuum pump (operating) Compressor (stopped)

(stopped) 95ZVE72046

(3) Checking for leaks Leave the circuit for 5 minutes or more while each valve of the gauge manifold is closed. Then, make sure that the pointer of each gauge does not move. If the pointer of the gauge moves toward "0", a leak has occurred somewhere in the circuit. Tighten the connection areas of the piping, evacuate the system again, then make sure that there is no leaks.

IMPORTANT

Valve setting Lo Hi Closed Closed

Leave for 5 minutes or more Pointer of low pressure gauge moves toward "0".

Low pressure gauge

Moves toward "0".

Make sure to tighten the connection areas of the piping at a specified tightening torque. For the tightening torque, refer to the volume "Maintenance Standard".

Tighten connection areas of piping. 97ZA7276

72-60

Air Conditioner

95ZV

OPERATOR STATION 72

2) Refrigerant charging process Valve setting Lo Hi Closed Closed

WARNING When charging the refrigerant from the high pressure side, the refrigerant may flow in the reverse direction and the can and the hose may be burst if you start the engine and operate the compressor. Never start the engine.

Press the valve pin.

Open the service can valve.

Air purge Blue

IMPORTANT

Red Charging hose (green)

If you charge the refrigerant while making the service can stand upside down, the refrigerant is sucked in the liquid status by the compressor and the compressor may be damaged. Never do this.

Service can R134a

97ZA7277

(1) Charging the refrigerant from the high pressure side 1. After evacuation, disconnect the charging hose (green) of the gauge manifold from the vacuum pump, and connect it to the service can. 2. Air purge Open the service can valve (while closing the high and low pressure valves of the gauge manifold), and press (29.4N (3kgf) or less) the valve core shaft of the service port on the low pressure side of the gauge manifold with a screwdriver, etc. so that the air inside the charging hose is discharged by the refrigerant pressure. 3. Open the high pressure valve of the gauge manifold, and charge the gaseous refrigerant until the gauge pressure exceeds 98 kPa (1 kgf/cm2). (One to one and half service cans are required.) 4. After charging, close the high pressure valve of the gauge manifold and the service can valve.

Valve setting

After 1 to 1.5 service Valve setting cans are charged Lo Hi Lo Hi Closed Opened Closed Closed

High pressure valve Low pressure valve

(red)

(blue)

(green)

(Lo) Charging valve on high pressure side

Compressor (stopped) R134a

(2) Check for gas leak Check for gas leak in the circuit using a leak tester, etc. If leak is detected, tighten the connection areas.

IMPORTANT Make sure to tighten the connection areas of the piping at a specified tightening torque. For the tightening torque, refer to the volume "Maintenance Standard". 72-61

(Hi)

Service can valve (opened charge closed)

95ZVE72052

Air Conditioner

95ZV

(3) Charging the refrigerant from the low pressure side 1. Make sure that the high and low pressure valves of the gauge manifold and the service can valve are closed. 2. If the inside of the cabin becomes cold during the charging process, the compressor magnetic clutch turns off and system charging is disabled. When charging, open the doors and the windows of the cabin completely. 3. Start the engine, and increase the number of rotations to approximately 1,500 min-1. 4. On the control panel, press the HI blower switch to set the air quantity to the maximum value, and set the vent port temperature switches to the coldest status. 5. Open the low pressure valve of the gauge manifold and the service can valve to charge the refrigerant. When air bubbles seen through the sight glass of the receiver dryer disappear, charge the refrigerant further more by 150 to 250 g.

OPERATOR STATION 72

Charge the refrigerant until air bubbles seen Valve setting through the sight glass disappear. Lo Hi Lo Hi Opened Closed Closed Closed Valve setting

High pressure valve Low pressure valve

(red)

(blue)

(green)

(Hi)

(Lo) Charging valve on high pressure side

Compressor (On-load)

Service can valve (opened charge R134a closed) 95ZVE72047

IMPORTANT Sight glass

When replacing the service can during the refrigerant charging work, make sure to purge the air from the line.

Receiver joint

6. After charging, close the low pressure valve of the gage manifold and the service can valve. Then, stop the engine. Refrigerant quantity to be charged (guideline) 1,000±25 g

Receiver dryer 95ZVE72048

Refrigerant quantity

72-62

Sight glass situation

Proper

Gas bubbles are few. (When the number of rotations of the engine is gradually increased from the idle status to 1,500 min-1, air bubbles disappear.)

Too much

Gas bubbles are not seen in the flow at all. (In this case, both the high pressure and the low pressure are high, and the cooling ability is deteriorated.)

Insufficient

Gas bubbles are seen in the flow. (Gas bubbles go through continuously.)

Air Conditioner

95ZV

OPERATOR STATION 72

(4) Guideline for judgement of the refrigerant charge quantity Judge the refrigerant charge quantity under the following condition. Item

Criteria

Doors

Completely open

Temperature control switches

Maximum cooling

Blower speed

Inside/outside air selection

Inside air

Number of rotations of engine

1,500 min-1

Air conditioner switch

Pressure on high pressure side

1,862 kPa (19 kgf/cm2) or less

IMPORTANT - If the outside air temperature is high (40 °C or more) or if the pressure on the high pressure side is 1,862 kPa (19 kgf/cm 2 ) or more when the judgement condition above is set, perform the following so that the pressure becomes 1,862 kPa (19 kgf/cm 2 ) or less, then check the refrigerant quantity. (1) Close the doors completely, and set the blower fan to the low speed (by pressing the Lo switch). (2) Use a shaded area or a place indoors away from sunlight. - If you turn on the air conditioner while the refrigerant quantity is extremely small, lubricant in the compressor may be insufficient and a failure such as seizure of the compressor may occur. Never do this. - If the refrigerant quantity is over charged, cooling may be insufficient or the pressure inside the circuit may become abnormally high (which is dangerous). Never do this. (5) Disconnecting the gauge manifold After inspecting the refrigerant charge, disconnect the charging hose from the high and low pressure charging valves using the following procedure. 1. While pressing and holding the part (A) of the quick joint, slide the sleeve upward and disconnect the quick joint. 2. Attach a cap to each of the high and low pressure charging valves. 72-63

Sleeve

"Click" sound (OK) (A)

(B)

97ZA7273

Air Conditioner

95ZV

OPERATOR STATION 72

4. Troubleshooting using the gauge manifold - Normal status <Low pressure side> 147~245 kPa (1.5~2.5 kgf/cm2)

Condition <High pressure side> 1,373~1,569 kPa (14~16 kgf/cm2)

After warming up the engine, check the pressure under the following condition. - Doors : Completely open - Inside/outside air selection : Inside air - Number of rotations of engine : 1,500 min-1 - Temperature at suction port of air conditioner : 30 to 35 °C - Blower speed : High - Temperature control switches : Maximum cooling Pressure values indicated by gauges in the normal status

95ZVE72049

Pressure on low pressure side

147~245 kPa (1.5~2.5 kgf/cm2)

Pressure on high pressure side

1,373~1,569 kPa (14~16 kgf/cm2)

- When the refrigerant charge quantity is insufficient <Low pressure side> 49~98 kPa (0.5~1.0 kgf/cm2)

<High pressure side> 686~981 kPa (7~10 kgf/cm2)

Symptom

Cause

Inspection/action point

(1) Pressure is low on both low and high pressure sides.

- Refrigerant quantity is insufficient.

- Detect and eliminate gas leak positions.

- Gas is leaking.

- Supply refrigerant additionally.

(2) Gas bubbles go through sight glass continuously.

(3) Temperature of blown air is not cold. 97ZA7281

72-64

- If pressure indicated by gage is around "0", detect and eliminate leak positions, then evacuate air.

Air Conditioner

95ZV

OPERATOR STATION 72

- When the refrigerant does not circulate (due to clogging in the cooling circuit) <Low pressure side> Negative value

<High pressure side> 490~588 kPa (5~6 kgf/cm2)

Symptom

Cause

Inspection/action point

(1) If cooling circuit is completely blocked, needle on low pressure side indicates negative pressure immediately.

Clogging in cooling circuit

- Inspect receiver dryer, expansion valve, etc. (Temperature is different between IN and OUT of failing part.)

(2) If cooling circuit is partially blocked, needle on low pressure side indicates negative pressure gradually.

- After finishing work, evacuate system completely.

97ZA7282

- When the moisture has entered into the cooling circuit. <Low pressure side> Abnormal status Negative value

<High pressure side> 686~981 kPa (7~10 kgf/cm2)

Normal status 147~245 kPa (1.5~2.5 kgf/cm2)

1,373~1,569 kPa (14~16 kgf/cm2)

Symptom

Cause

Inspection/action point

(1) Air conditioner operates normally for a while after startup, but pressure on low pressure side indicates a negative value later.

Expansion valve is frozen due to entry of moisture.

- Inspect expansion valve, etc.

Symptom

Cause

Inspection/action point

(1) Pressure on low pressure side is unusually high, and pressure on high pressure side is unusually low.

Compressor is defective.

- Inspect compressor.

- Replace receiver dryer. - After finishing work, evacuate system completely.

95ZVE72050

- When the compression in compressor is defective. <Low pressure side> 392~588 kPa (4~6 kgf/cm2)

<High pressure side> 686~981 kPa (7~10 kgf/cm2)

(2) Shortly after air conditioner turns off, pressure becomes equal between high pressure side and low pressure side. 97ZA7284

72-65

(If compression in compressor is defective, compressor main body is not hot.)

Air Conditioner

95ZV

OPERATOR STATION 72

- When there is too much refrigerant or cooling in the condenser is insufficient <Low pressure side> 245~343 kPa (2.5~3.5 kgf/cm2)

<High pressure side> 1,961~2,452 kPa (20~25 kgf/cm2)

Symptom

Cause

Inspection/action point

(1) Pressure is high on both low pressure side and high pressure side. (2) Even when number of rotations of engine is reduced, gas bubbles cannot be seen at all through sight glass. (3) Air in cabin does not become cool enough.

- Refrigerant quantity is too much.

- Check and correct refrigerant quantity.

- Cooling in condenser is defective.

- Inspect and repair condenser fins.

Symptom

Cause

Inspection/action point

97ZA7285

- When air has entered into the cooling circuit <Low pressure side> 245~294 kPa (2.5~3.0 kgf/cm2)

<High pressure side> 1,961~2,452 kPa (20~25 kgf/cm2)

(1) Pressure is high on both low pressure side and high pressure side.

- Air has entered system.

(2) Low pressure piping is not cold.

- Replace refrigerant.

- After finishing work, evacuate system completely.

(3) Gas bubbles go through sight glass.

95ZVE72051

- When the expansion valve is opened too much Symptom <Low pressure side> 294~392 kPa (3.0~4.0 kgf/cm2)

<High pressure side> 1,961~2,452 kPa (20~25 kgf/cm2)

(1) Pressure is high on both low pressure side and high pressure side. (2) Frost (dew) is adhered on piping on low pressure side.

97ZA7287

72-66

Cause

Inspection/action point

- Expansion valve is defective.

- Inspect temperature sensing rod mounting status.

- Inspect expansion valve.

OPERATOR STATION GROUP 73 Inspection/Adjustment Air Conditioner ............................................................................................73-2

73-1

Air Conditioner

95ZV

OPERATOR STATION 73

Air Conditioner Adjustment of lubricating oil quantity when components of air conditioner are replaced WARNING In order to protect the environment, do not release excess refrigerant when removing components of the air conditioner.

IMPORTANT - When replacing components of the air conditioner, if the lubricating oil quantity is too small, the compressor may seize. And if the lubricating oil quantity is too much, the cooling ability may deteriorate. Be sure to correctly adjust lubricating oil quantity. - When connecting a joint, apply compressor oil (ND-OIL 8) on the O ring before tightening (Fig. 1). - If the compressor oil (ND-OIL 18) sticks to the paint, the paint may peel off or be damaged. If it gets on a painted surface, wipe it off soon. - Tighten the piping, etc. at the recommended torque.

Fig. 1 97ZA7288

Tightening torque table Connection area

Nut type (Fig. 2)

Block joint (Fig. 3)

Pipe size or bolt size

Tightening torque N-m (kgf-cm)

ø8 pipe

14.7 (150)

1/2 pipe

24.5 (250)

5/8 pipe

34.3 (350)

M6 bolt in receiver (4T)

6.9 (70)

Any M6 bolt other than above (6T)

11.8 (120)

73-2

Fig. 2

97ZA7289

Fig. 3

97ZA7290

Air Conditioner

95ZV

OPERATOR STATION 73

1. When the compressor is replaced (1) Remove the oil from the removed compressor, and measure the oil quantity. (Approximately 20 cm3 of oil cannot be removed, and remains inside the compressor.)................ cm3 (2) The compressor can accommodate 180 cm3 of oil. Obtain the remaining oil quantity using the following equation. Oil quantity remaining inside circuit = 180 - (Oil quantity A discharged from removed compressor + 20 cm3) (3) Discharge the oil by as much as the quantity remaining inside the circuit from a new compressor, then attach the new compressor. Compressor lubricating oil: ND-OIL 8

IMPORTANT - Oil (180 cm3) required for the cooling circuit is sealed inside a new compressor. When replacing the compressor, excessive oil should be discharged from a new compressor. - The compressor oil can easily contain moisture. Seal the compressor immediately after adjusting the oil quantity. - Never use the oil for the R12.

New compressor

Old compressor to be replaced

Oil quantity remaining (B) inside circuit A

A 97ZA7291

Example: Suppose that the oil quantity (A) removed from the compressor to be replaced is 100 cm3. Oil quantity remaining inside circuit (B) = 180 cm3 - (100 + 20) = 60 cm3 Remove 60 cm3 from the new compressor.

Compressor mounting bolt : 29 N-m (3.0 kgf-m) Hose block joint on high pressure side : 12 N-m (1.2 kgf-m) Hose block joint on low pressure side : 12 N-m (1.2 kgf-m)

73-3

Air Conditioner

95ZV

OPERATOR STATION 73

2. When the evaporator is replaced Lubricating oil quantity lost by replacement: Approximately 40 cm3 When replacing the evaporator, add 40 cm 3 of compressor oil (ND-OIL 8) to a new evaporator. : N-m (kgf-m) #1......12 (1.2)

Evaporator

Expansion valve

3. When the condenser is replaced Lubricating oil quantity lost by replacement: Approximately 40 cm3 When replacing the condenser, add 40 cm 3 of compressor oil (ND-OIL 8) to a new condenser. : N-m (kgf-m) #1......25 (2.5) #2......15 (1.5)

When the receiver dryer is replaced Lubricating oil quantity lost by replacement: Approximately 20 cm3 The oil quantity lost by replacement is within the allowable range, and supplement is not required at the first time. At the second time and later, however, add 20 cm3 of compressor oil (ND-OIL 8) to a new receiver dryer. : N-m (kgf-m) #1......7 (0.7) #2......15 (1.5)

73-4

95ZVE73001

Air Conditioner

95ZV

OPERATOR STATION 73

Adjustment of air gap (between hub and rotor) in compressor magnetic clutch Position while magnetic clutch is OFF

WARNING If you adjust the air gap while the engine is rotating, serious accidents such as injury to your hands may occur. Set the starter switch to OFF, stop rotation of the engine, pull out the starter key, then start adjustment.

A (OFF status)

Reference plane Air gap 0.45 +0.15 - 0.10

Position while magnetic clutch is ON B (ON status)

Hub

(1) Remove the front cover of the magnetic clutch.

Head bolt

(2) Measure the size A between the rotor end face and the hub end face while the magnetic clutch is OFF.

Washer plate

Rotor

(3) Apply the battery voltage directly on the connector of the magnetic clutch, and measure the size of B in the same way as step 2 above. Criteria of air gap (A - B): 0.5±0.15 mm If the obtained value does not agree with the criteria, loosen the head bolt, remove the hub, and adjust the air gap by utilizing the thickness of the washer plate between the hub and the shaft.

73-5

95ZVE73002

Air Conditioner

95ZV

Parts to be replaced periodically 1. Air filters 1) Air filter for outside air Cleaning: Once/2 weeks However, if the operating environment is severe (with much sand, dust, etc.) and the air filter is easily clogged, clean it more frequently. In cleaning, blow the compressed air of 196 to 294 kPa (2 to 3 kgf/cm2) mainly from the inside of the filter. Replacement: Once/year When the air quantity is so small as to hinder air conditioning even after cleaning, or when the air filter has been cleaned 20 times, replace it. 2) Air filters for inside air Cleaning: Once/1 month However, if the air filters are easily clogged, clean them more frequently. In cleaning, blow the compressed air of 196 to 294 kPa (2 to 3 kgf/cm2) mainly from the inside of the filters. Replacement: Once/3 years When the air quantity is so small as to hinder air conditioning even after cleaning, or when the air filters have been cleaned 6 times, replace them.

2. Receiver dryer Replacement: Once/3 years

WARNING When replacing the receiver dryer, do not release the refrigerant into the atmosphere.

73-6

OPERATOR STATION 73

Notes

Axle Assembly

95ZV

POWER 22

Axle Assembly 1. Differential assembly 2. Axle housing assembly 3. Wheel hub 4. Spider (planetary carrier) 5. Cover 6. Axle shaft 7. Air bleeder screw 8. Sun gear 9. Disc gear 10. Planetary gear 11. Internal gear 12. Internal gear hub 13. Snap ring 14. Planetary pin 15. Spring pin 16. Wear ring 17. Wear ring 18. Piston 19. Separation disc 20. Friction disc 21. Brake retainer 22. Plate 23. Axle nut 24. Taper roller bearing (inner) 25. Taper roller bearing (outer) 26. Needle cage 27. Axle lock plate 28. Separation disc 29. Snap ring 30. Floating seal 31. D-ring 32. D-ring 33. O-ring 34. O-ring 35. Magnet plug 36. O-ring 37. Socket bolt 38. Spring 39. U-nut 40. Bolt 41. O-ring 42. Spacer 43. Ring 44. O-ring 45. Plug 46. Spring 47. Sleeve 48. Bushing 49. Socket bolt 50. Bolt 51. Bolt 52. Bolt 53. Socket bolt 54. Flange bolt

Construction 1. Front axle assembly The only difference between the front and rear axles is the differential housing (1) and axle housing (2). Other parts are the same as the rear axle assembly.

48 49

Brake adj. mechanism

A-Detail

A 14

Brake oil inlet PT 3/8

50, 51

40 9 22 5 29 17 8 23 27 52 36 43

35 34 53

37,38,39

95ZV22009

22-8

Torque Converter and Transmission

95ZV

TORQUE CONVERTER AND TRANSMISSION 32

Torque Converter and Transmission (Model : Kawasaki PT315C01)

Construction 26

1. Pump impeller 2. Turbine impeller 3. Stator 4. Turbine shaft 5. Stator shaft (Fixed) 6. Drive cover 7. Driven gear 8. P.T.O. drive gear 9. P.T.O. gear 10. Torque converter gear pump 11. Torque converter output gear 12. Clutch input gear 13. Transmission input shaft 14. High range clutch 15. Reverse clutch 16. Low range clutch 17. 3rd speed clutch 18. 2nd speed clutch 19. 1st speed clutch 20. Clutch output gear (Helical) 21. Output gear (Helical type) 22. Output shaft 23. Parking brake (Drum type) 24. Output flange (3rd propeller shaft side) 25. Output flange (2nd propeller shaft side) 26. Modulator valve unit 27. Clutch solenoid valve mount 28. 1st speed clutch solenoid valve

They are located on the transmission left side, view from the parking brake

19 20

23 12 14

16 17

24 18

22 95ZV32001

32-2

Loading/Steering Hydraulic Line

95ZV

Loading/Steering Hydraulic Line

HYDRAULIC 42

(95)

(36)

(99)

7 MPa (71 kgf/cm2)

LH 1

1 3

14 T A1

7 MPa 3 (71 kgf/cm2) 3

Pi A2 B2 L

a2 A1

120 cm3/rev

23.5±0.5 MPa (240±5 kgf/cm2)

1 3

23.5±0.5 MPa (240±5 kgf/cm2)

7 MPa(71 kgf/cm2)

20.6±0.5 MPa(210±5 kgf/cm2)

2 2

T 7 MPa 3 (71 kgf/cm2) 3

15 TS G1/4 1

3(b1) LH:RH Tilt up LH+SW:Tilt down

(a1)1 RH:RH Tilt down RH+SW:Roll back

ø1.0

2(b2)

(a2)4 F:DOWN

R:UP

8 G1/4 TS

TS G1/4 B 24.5±0.5 MPa (250±5 kgf/cm2)

80.0 cm3/rev T1

Pb T

(102)

15.1 MPa(154 kgf/cm2) Radiator

P.B. 20.6±0.5 MPa(210±5 kgf/cm2) at 200±10 L/min

72 11.7 MPa

10 cm3/rev

Capacity 3.0 L Gas charge pressure 2.94±0.1 MPa(30±1 kgf/cm2)

ACCF

A 95µm P1

ACF

(29)

P High pressure set

20.1 L/min at 9.4 MPa

T2 PC

Priority control flow rate 10 L/min

OFF when pressure raises 0.4±0.002 MPa (4±0.02 kgf/cm2)

(32)

B A

ON when pressure drops 3.9±0.5 MPa(40±5 kgf/cm2)

12.3 MPa (125.4 kgf/cm2)

(G1/4) G

ACCR

(49)

45(46)

Cooling fan

(101)

16.5 MPa(168 kgf/cm2) Low pressure set 6.2 MPa(63.2 kgf/cm2)

(28)

3.5 MPa (36 kgf/cm2)

T PA

20.1 L/min at 9.4 MPa

90.7 74.0 cm3/rev cm3/rev

0.3±0.06 MPa (3±0.6 kgf/cm2)

11.7 MPa

10 cm3/rev

10µm

TS G1/4 1.0 kPa (0.01 kgf/cm2)

29.4 kPa (0.3 kgf/cm2)

Cut out 11.8±0.5 MPa (120±5 kgf/cm2) Cut in 6.9±1.0 MPa (70±10 kgf/cm2)

B Z2 T

T ACF

PPI

Z1 TA

Vent from axle housing

10µm 0.1±0.02 MPa (1±0.2 kgf/cm2)

Hydraulic oil cooler

Hydraulic oil tank

Port size Rc...... PT G........PF (with O-ring) (G).......PF (without O-ring)

95DZ42002

42-9

From auto brake sol. valve

A T

24.5±0.5 MPa (250±5 kgf/cm2)

To auto brake sol. valve

Rc1/8

To tank

3.5 MPa (36 kgf/cm2)

To parking brake

17 (18)

95µm

(99)

DR Disc brake

Accumulator & disc brake

(98)

To brake valve

(98)

To brake valve

1. Hydraulic pump (loading & steering + pilot & brake) 3. Multiple control valve 4. Steering valve 5. Blade cylinder 6. Blade tilt cylinder 8. Steering cylinder 11. Check valve 12. Return filter element 13. Relief valve 14. Orbitrol® 15. Stop valve 16. Pilot valve 17. Valve assembly (18) Reducing valve 19. Adapter (orifice) 21. Breather valve 22. Unloader valve 26. Valve assembly (28) Reducing valve (29) Solenoid valve for parking (R) (32) Check valve (49) Pressure switch 33. Accumulator 36. Solenoid valve 45. Valve assembly (46) Reducing valve 71. Fan motor 72. Valve assembly (101) Relief valve (102) Check valve 73. Thermo sensing valve 81. Line filter 83. Suction strainer 91. Pump unit (Emergency steering) 92. Check valve 93. Check valve 94. Pressure switch 95. Valve assembly 98. Counter balance valve 99. Flow control valve

Brake Circuit

95ZV

BRAKE 52

Brake Circuit Front axle

1. Hydraulic pump (loading & steering + pilot & brake) 11. Check valve (oil cooler bypass) 12. Return filter element 13. Relief valve (return filter bypass) 21. Breather valve (oil filling port) 22. Unloader valve 23. Brake valve 24. Brake valve (pilot) 26. Valve assembly (main brake manifold block) (28) Reducing valve (for auto brake) (29) Solenoid valve for parking (32) Check valve (49) Pressure switch (for brake oil pressure) 27. Solenoid valve for auto brake 31. Shuttle valve 33. Accumulator 37. Adapter (orifice) 45. Valve assembly (46) Reducing valve (for accumulator circuit) 51. Pressure switch (for inching) 52. Pressure switch (for stop lamp) 55. Spring chamber (for parking) 61. Bleed screw 62. Check valve 63. Solenoid valve for parking (F) 64. Filter 81. Line filter 83. Suction strainer

Rear axle

ON when pressure rises 0.5±0.1 MPa (5.0±1 kgf/cm2)

Vent return to hydraulic tank

31 A C B

ø0.8

From multiple control valve

To pilot valve From pilot valve

From fan motor

ø1.2 Disc brake

37 A

(32) B

ON when pressure drops 3.9±0.5 MPa(40±5 kgf/cm2)

ø1.0

ACCR

(49)

45(46)

From fan motor

Capacity 3.0 L Gas charge pressure 2.94±0.1 MPa(30±1 kgf/cm2)

12.3 MPa (125.4 kgf/cm2)

From steering valve

Capacity 3.0 L Gas charge pressure 2.94±0.1 MPa(30±1 kgf/cm2)

105µm

To steering valve

ACCF

A 95µm PI

Parking brake

ACF

(29) 55 B

(28)

To fan motor

3.5 MPa (36 kgf/cm2)

T PA

90.7 74.0 cm3/rev cm3/rev

0.3±0.06 MPa (3±0.6 kgf/cm2)

11 21 10µm

TS 1.0 kPa (0.01 kgf/cm2)

29.4 kPa (0.3 kgf/cm2)

Cut out 11.8±0.5 MPa (120±5 kgf/cm2) Cut in 6.9±1.0 MPa (70±10 kgf/cm2)

B Z2 T

T ACF

PPI

Z1 TA

Vent from axle housing

10µm 0.1±0.02 MPa (1±0.2 kgf/cm2)

Hydraulic oil cooler

Hydraulic oil tank

Port size Rc...... PT G........PF (with O-ring) (G).......PF (without O-ring)

95DZ52001

52-2

Electrical Wiring Diagram

95ZV

ELECTRICAL 62

Electrical Wiring Diagram (1/2) 5

1 3 4 6

FRONT WORKING LAMP

HAZARD 2 5

1 3 4 6

INSTRUMENT PANEL

(+)

LgY A703

WB WP D105 H122

RO RO BP B614 A710 G002 H109 RBr RBr BP B615 A711 G002 H119

LLg LgR E101 C702 4

GyG Gy SbY LgW E608 E609 E610 F902 G602 WG LgL GyL Sb E618 H640 E619 E620

PARKING S/W L

1/4

EMP GND

Lg O O BrB BrW BrR D103 E617 B902 H629 H619 H639

Lg D103

YB YSb H105 H638

STARTER S/W

COMBINATION S/W

R1 R2

L D003

LgG H137

LW BY E112 E119 LG LO LY E104 E114 E113

P RBr RO RW G902 A303 A307 F304

RB RY F503 F403

RY RBr RO F303 A302 A306

LgY A206

RGy A901 A001

WRx2 WBx2

CIRCUIT PROTECTOR

STARTER SWITCH

L D110

1/2

1/8

–

3/4

1/4

EMP

R SbY E402 H114

YB YBr SbR WL H612 H632 H606 H140

Gy GyG SbO F202 H121 H637

1/2

1/8

3/4

1/4

EMP

SbY Gy GyG SbO A406 A407 A408 A519

YR YL A516 A514

1 11

O GyL LgL Sb YB YBr YG LgBr A401 A402 A404 A509 A515 A513 A512 G802

GyL LgL Sb YG YR YL H617 H135 H627 H602 H622 H601

L Y L GO D003 D002 E403 B303 1

GyB G601 1

R A002 A006

L RG D004 A902 D006 A906 Lg G WR F602 H620

WB A106

7 C210 F801 F802 G701 G003

O WR RL RG LR LW YR YW

C802 F702 G903

F301 F401 F402 F501 F502

RL RG LR LW YR YW

L L L B306 E512 E122 E513 F601 F901

W H201

+ –

FUSE BOX R5

W3 W 5

FUSE BOX

W D404

GyB H603

R RGy D113 A701 1

Lg D103

R RGy D113 H138

RG RLg D109 C208 H106 RG RGy D109 A701

OUTPUT

INPUT

LP GY WL WB E215 E216 E702 E714

G D402

MONITOR CONTROLER

WR WR D401 D403

1 BW

1 3 4 6

LR LBr BY E117 E105 E119 F803

F001 F002 G301 G401 G501 H103

TC H

BR B ACC C

1 3 4 6

GyB G601

L C101

GND

L C102

GR E217

R D502

1 6

R D501

N P

Lg LY LG LO LW SbW D103 E204 E203 E202 E201 B302

YR YB YL YBr YG E605 E616 E604 E615 E614

HORN S/W

GO SbW E115 A607 E510 3

WTM TTM

1/2

3/4

3 Y

TB B

EG2 EG1 EG3

G Y B

RB SbO C211 E607

SHIFT LEVER

ENGINE MODE CHANGE S/W

REAR WORKING LAMP

1 3 4 6

GND

T/M CUT S/W

Lg D103

COLD STARTER S/W

A510 A606 A612 A801 B006

R H635

R F104

R H301 H302 H401 3 H402 H501 D3 H502

E711 1 E722 F701 G801

W B802 E001 WR G WR B706 B701 B707

OR OG OW OL O C201 C202 C203 C204 C207 H110 WBr R R B101 B102 C209 5

RG RB E910 E902 RL

R E901 1 2

1 C506 E816 E911

R5 R5

H301 H302 H401 H402 H501 1 H502

H301 H302 H401 H402 H501 H502

CAB L B202

RB G WBr RLg O A520 D107 D504 A905 D506

L B201

OW OG OR OL PB PL H120 H130 D507 D508 D509 D510

O A508

1 1

BG BrW OL WG E907 E916 E915 E914

WR GO Sb E809 E808 E807

BL BR PL LgR WP E908 C902 E913 E818 E810 E917

COM

SSG

B401 L YW YGy BY Y LR YL GO LG LO LW B405 D001 H710 H709 E403 B403 G201 B303 B408 B407 B406 C701 G202 R LLg B Y Y/W W LBr LY H626 H134 H124 B402 B409 E402 A202 H636

YG F003

Y R

EMERGENCY STEERING RELAY

–

LB LgB WO LP LR LW LBr H711 H707 H117 H712 H706 H705 H704

Lg D103

LG LO LY H703 H702 H701

Lg D103

SI2

PC– BRK

SbR H606 LY LW LG LO A611 A610 A609 A608

LgBr LgR G802 H708 1 7

R G B

O G

O Y V

OIL PRESS. SENSOR

HEAD LAMP RELAY

RTG SMG TGG GND WB A705 YO H604

B WL A706 1

E3 AIRCON UNIT

WP WR GO Sb C401 C303 C302 C301 3

WIDTH LAMP RELAY

BrY BY GW LO C504 C503 C502 C501

DIAG. S/W CONNECTION

Hi-BEAM RELAY

RXD TXD

P RL VW YB PB V WY LgY BrB LgR C306 C305 C402 C512 D601 C511 C510 C509 C508 C507

B E524 E511 E102 E118 Y R

P PG

INCHING SWITCH LgR BY A201 E119

PC+

YV BLg BrW H615 H605 H625

GyY GyW BL H634 H624 H613

THROTTLE PEDAL 1

SbP LB LgW GR GY LP F603 F703 F903 A601 A707 A708

CONVERTOR

OUTPUT(sol)

1 10

GND

RL Y BrY BY GW LO D601 C901 E804 E803 E802 E801 1

W D404

YO H607

P VW YB PB V WY E817 E815 E814 E813 E812 E811

YB 2 H618 Y YG H628 H608

YL H609

CAB(AIRCON) LgY BrB RB E820 E819 F504

OUTPUT (LAMP, RELAY)

INPUT

3 4

T/M CONTROLLER

DATA LINK CONNECTOR

NEUTRAL RELAY

BACK LAMP RELAY

HORN RELAY

DIAG INC/DEC SW

G Y B

BR BrW OL WG PL YR RL RG C404 C409 C408 C407 C403 H111 D601 D704

BL BG C405 C410

Y RW RB R H102 H101 D703 D702

TILT CONTROL S/W

CONTROLLER UNUSUAL RELAY

SHIFT S/W BUZZER FLOAT

TURN SIGNAL

BR Y C404 C505

(BLACK)

R R D114 D114

RL LB H128 E219

RL SbP H610 E220

GW GL H127 B501

LgW E218

G R C001 B

Lg R D111 D103

G L D102 D002

G G D107 D107

(BLACK)

(BLUE)

BrG BL H614 H613

LgW L A405 D001 3

PG PW H633 H623

X R

L P

Br D112

Br D112 1

1 1

Br D112

BrB

(BLUE) BrW

GyB A716 E602

R P D111 B616

LgBr E307 E613 Lg D103

A405 LgW

RB RB C304 B611 H129 R R D114 D114

RY RY F302 B610

RY RY R A712 F404 D114 H118

Gy GyR E508 H621

RW B613

RW H108

H123 BrW

H113 BrB

YGy YG H125 E210 H616 Br Br D112 D112

L P

G D107

BP G D107 A301 A305

AIR TEMP. SENSOR

L W J002 R002

1 R RG D111 H139

R R BY

2 Y

E119

E116

STOP LAMP SW

HAZARD

H1 H2

H5 1

6 10

6 D507 A306 F306 OR RO RW

A905 RLg

C206 A302 F303 E312 PB RBr RY WO

A503 YB

D112 E904 E903 Br Y RW E523 G302 SbY BrB

E501 C801 A005 B304 WL RG RGy LgG 36

1 1

E912 YR

B801 W

F004 E108 G402 A105 E507 YGy W BrW WP GyG

C205 F504 F704 F804 GW RB RL PL

E520 E109 LgL W 35

R R

1 D201 D301 D302 D801 D901 D902

R R

1 D201 D301 D302 D801 D901 D902

R R

6 E211 F604 E005 E004 E006 E502 YL YG YO SbR RL

D201 D301 D302 D801 D901 D902

D101 A506 E003 E521 F004 WR BrW YB GyL YGy

C605 E705 B002 E518 E516 BLg YO GyB YR YG G101 C604 G102 C603 E504 YB YV BrG BL

A507 E002 E519 E110 Y BrB Sb Y

C606 C602 G103 E517 F201 BrW GyW PW YL GyR

A403 A505 A502 E506 E109 WG BrR YSb SbO Y 36

1 E310 E309 E308 E303 E302 E301 LR LW LBr LY LG LO E311 E314 E121 E120 E306 E313 LP LB YW YGy LgR LgB

D406 C601 G104 E503 R GyY PG YBr 35

TO 2/2 A

95DZ62016

95ZV-09709-07330 1/2 31

62-4

Electrical Wiring Diagram

95ZV

ELECTRICAL 62

Electrical Wiring Diagram (2/2)

HORN(H)

N3 2

1/8 Y

1/2 L

E G

1/4 Br

LW LB H705 H711

–

PARKING SOLENOID

AUTO BRAKE SOLENOID

–

FUEL LEVEL SENSOR

–

SbY SbY H114 M201

2 SbY M102

YGy H616

AIR CLEANER

YGy H125

BrR N802

–

LP LB H712 H711

LO LB H701 H711

+ 1

WR YB YG H620 H618 H608

BLg BrW YV Y H605 H625 H615 H628 46

GyR H621

BL H613

BrG H614

45 44 43 42 41

40 39 38 37 36

35 34 33 32 31

30 29 28 27 26

25 24 23 22 21

20 19 18 17 16

15 14 13 12 11

6 6

24 13 12 23

GyG H121

YB H105

GR GB

H928 H918 GR 1 YR H111

2 YR

3 3

W P102 P103 H201

RGy

R501

REAR WORKING LAMP

R103

BACK BUZZER

R102

RB B

LICENSE LAMP

P301 P302 WR WP WR WP H620 N803 WG H640

DIODE UNIT

4 4

SbR H606 6

STEERING PRESS. SW

RL WL H610 N801 GY 1

WP N803

H907 H908 H917

WL P406

P601 P504 RL WL P602 P501 WG B

P403 P404 WR WP

G GL

W W P901 P901

P701 WV

N802

WG P402

R502

W GY

BrR

W F106

N801 H140

GL GB

COMPRESSOR

M602 M603 R Y

WG P402

E/G WATER TEMP. S/W (COLD STARTER)

ALTERNATOR

M601 B

W F106

RL P401

R401 R402

BATTERY – +

H122

E/G WATER TEMP. SENSOR

M6 B

4 2

REAR WORKING LAMP

R103

RGy

M503 M501 M502 B R Y

2 B

RGy R201 R301

1 W

1 WV P303

RGy H138

W3 W W H124 H134

1 R H301 H302 H401 H402 H501 H502 H635

FUSE BOX(ECM)

70A

RB RL R401 R501

BrR WL M802 M701

P5 VOLTAGE RELAY

WP M702

MAGNETIC S/W R

P7 BATTERY RELAY

2 RL RB H129 H128

R104 RL

FUSIBLE LINK

2 3

1 N601 P406 BrR WL P404 WP

70A

STARTER

E/G WATER TEMP. SW

N8 2

REAR COMBINATION LAMP(R.H)

P9 FUSIBLE LINK 30A

YGy LB H709 H711

30 31

ECM

E/G REV. SENSOR

19 8

2 YW H710

R B

TILT CONTROL SOLENOID

PRESS. DIFF. SENSOR

WATER LEVEL SENSOR

T/C OIL TEMP. S/W

T/C OIL TEMP. SENSOR

AIR HORN (OPT)

LgG K105

B W

EMERGENCY STEERING MOTOR PUMP

BRAKE OIL PRESS. (MAIN)

LgR LgB H708 H707

SPPC

ETER INJECTION VALVE

EMERGENCY STEERING MOTOR PUMP

28 17

H129 H139 RB RG

GW K109

FRONT PARKING SOLENOID

16 6

11 22

27 15

26 14

YO H604

Br K111 BrB K106

PW H623

–

Sb H627

YSb

CONDENSER

H617

PG GyW H633 H624

GR YL YO P205 H607 H609

50 49 48 47 46

H638

Br K111

GR GY BrB P205 P201 H629

LG LB H702 H711

1 GyY GyB H634 H603

BrW H619

LY LB H703 H711

T/M OIL FILTER

6 GY BL GY BrR BL H613 H613 P201 P201 H639

LBr LB H704 H711

T/M OIL TEMP. S/W

J2 2

N0 L1

2 10

–

3/4 W

LR LB H706 H711

–

SPEED SENSOR (AUTO–SHIFT)

B L502

H9 T/M SOLENOID VALVE

H632 H612 YBr YB B

Y Y H626 H636

GyL

RW Y L503 L504

RW RY K104 K103

2 R

BrW K112

FRONT HEAD LAMP(OUTSIDE)

(BLUE) R

K001

K107

YW YGy LgR LgB J903 J901 J801 J802

(OPT) RLg

LgG H137

WASHER MOTOR

L701 LgL

WORKING LAMP (INSIDE)

LR LW LBr LY LG LO J101 J201 J301 J401 J501 J601 6

H601 H622 H602 YG YL YR

K108

PL H130

LP J701

K102

H909 H910 H941

BLg YG YO GyB YR H949 H911 H902 N105 N103

H129 H139 RB RG

RBr

J102 ~702 J902

YB N107

2 B

L603 B

K801 K802

K108

OR H110 PB H120

1 RB

YV BrG H947 H944

H109 H128 RO RL

COMBINATION LAMP

WO H117

BrW GyW PW YL GyR H948 H913 H924 N104 H027

WR BrW YB GyL YGy H938 H905 H937 N501 N001 P403 RL YL YG YO SbR P401 H926 H936 H927 R801

R GyY PG YBr P801 H903 H914 N106

H119 H128 RBr RL

K109

R P801

1 1

L601 L602 RW Y

K702

R P801

K701

2 B

LgL H135

RW Y H101 H102

K602

K109

R P801

B K101

K601

B GW

R P801

6 B

R P801

(OPT)

HORN(L)

K108

W P901

Br Y RW K111 L504 L503

Y Sb BrB Y H916 H946 N701 N201 R P801

N301

YB M401

TO 1/2 A

YR M001

SbR

K403

SbY BrB M101 K106

H637

K108

(OPT)

PB RBr RY WO L802 K102 K103 L902 R703 OR RO RLg RW L801 K110 K104 K107 R603

36 Y WG BrR YSb SbO P402 H906 N502 N401 N202

SbO

K602 K702 L402

N402

K110

SbR

K401 K402

35 LgL W L506 M302 YGy W BrW WP GyG N901 M301 K112 M801 M501

K108

COMBINATION LAMP

R104 R602 R702

36 WL RG RGy LgG M701 R605 R103 K105 R705 L002 RB RL GW PL L803 K109

K107

40 K108 R102 R606 R706

BrB LgG RW RY RBr B H113 H137 H108 H118 H119 L502

K301

RLg

BrW Br RO GW RB RLg H123 H103 H109 H127 H129 H106

LgL L506

WORKING LAMP (INSIDE)

RW RY K104 K103

K401 K403 K501 K801 K901

2 R

L103 L102 L302 R902 K203 K202 K802 BrB LgG RW RY RBr B L303 K001 L202 L203 K402 K301 BrW Br RO GW RB RLg

FRONT HEAD LAMP(OUTSIDE)

REAR COMBINATION LAMP(L.H) 95DZ62015

BATTERY – +

62-5

95ZV-09709-07330 2/2

Electrical Wiring Diagram

95ZV

ELECTRICAL 62

Abbreviation Chart

INSTRUMENT PANEL

MONITOR CONTROLLER

T/M CONTROLLER

Engine water level alarm

AUTO lamp

E/G water level sw.

Power for press. diff. sensor

Modulator valve 2

Charge lamp

Auto brake

3/4

Fuel level (3/4)

SSG

Press. diff. sensor signal

Low clutch sol. valve

Air cleaner clogging alarm

Converter (+)

1/4

Fuel level (1/4)

For switch input (–)

High clutch sol. valve

T/M oil temperature alarm

Converter (–)

EMP

Fuel level (E)

Failure history call

R clutch sol. valve

Engine water temperature alarm

Engine oil pressure alarm

T/M cut-off (Declutch) lamp

Shift lever F (+)

Brake oil press. alarm lamp

Shift switch (+)

–

CONVERTOR

Brake oil pressure alarm

E/G oil press. alarm lamp

Parking switch (+)

+ 24 V

Controller failure alarm

Work lamp

Water temp. alarm lamp

Shift lever 2 (+)

–

GND (–)

+24 V power supply

Central alarm lamp

T/M oil filter alarm lamp

Shift lever 3 (+)

–

GND (–)

GND

GND (–)

–

Shift lever A (+)

Sine wave signal (±) input

–

Fuel level lamp (F)

1L ES

Emergency steering (output)

–

Rectangular wave signal (+) input

Emergency steering

Vibration damper (option)

EG2

Engine warning lamp

EG1

Engine protection lamp

EG3

Engine stop lamp

–

WTM

Engine water temperatuer gauge

TTM

T/M oil temperature gauge

(+)

Instrument panel illumination

T/M oil filter clogging alarm

–

1/2

Fuel level lamp (1/2)

2 (left) lamp (–)

High-beam lamp

1/8

Fuel level lamp (1/8)

3 (left) lamp

Turn signal (left) lamp

Central alarm sw.

4 (left) lamp

RXD

For communication (RXD)

Turn signal (right) lamp

TXD

For communication (TXD)

–

– GND

Hour meter (–)

Hour meter (+)

MONITOR CONTROLLER

–

For speedometer (±) output

1 (right) lamp

For tachometer output (+)

T/M oil temp. alarm lamp

2 (right) lamp

+ 24 V

Air cleaner alarm lamp

3 (right) lamp

–

GND (–)

E/G water level alarm lamp

4 (right) lamp

–

GND (–)

For sine wave signal input (GND)

For rectangular signal input (GND)

–

DC 24 V

Emergency steering lamp

Neutral relay

–

DC 24 V

3/4

Fuel level lamp (3/4)

Back-up relay

Fuel level lamp (F)

Memory call

1/4

Fuel level lamp (1/4)

Controller failure relay

3/4

Fuel level lamp (3/4)

Parking switch

EMP

Fuel level lamp (E)

Neutral lamp

1/2

Fuel level lamp (1/2)

Buzzer

Auto brake lamp

RTG

For communication (GND)

1/4

Fuel level lamp (1/4)

E/G oil press. sw.

Auto lamp

SMG

GND (For speedometer)

EMP

Fuel level lamp (E)

E/G water temp. sw.

TGG

GND (For tachometer)

GND

GND (–)

T/M oil filter sw.

GND

Frame GND

–

T/M CONTROLLER

+ 24 V power supply

GND

S/2

Spare

–

1/2

Fuel level (1/2)

Machine speed sensor (+)

S/1

Emergency steering (input)

–

1/8

Fuel level (1/8)

COM

Engine speed machine speed (–)

Buzzer

–

Steering oil press. sw.

Engine speed sensor (+)

PC+

Modulator valve 1 (+)

–

Alternator voltage

Shift lever R (+)

1st clutch sol. valve

–

Neutral

–

GND

+ 24 V power supply

–

GND

1st speed indication

Memory reset

Shift lever 1 (+)

2nd clutch sol. valve

2nd speed indication

Brake oil press. (Main) sw.

Vibration damper (OPT)

3rd clutch sol. valve

3rd speed indicaion

Failure history reset

Solenoid valve (–)

4th speed indication

T/M oil temp. sw.

Inching switch (+)

PC−

Modulator valve 1 (–)

Parking brake lamp

Air cleaner sensor

+ 24 V

BRK

Auto brake solenoid valve

95DZ62001

62-6

Electrical Connection Diagram

95ZV

ELECTRICAL 62

Electrical Connection Diagram

R N F LBr

[WV]

1.25

BATTERY RELAY

F14

1.25

B C

70A

STARTER

[R 5]

MAGNETIC S/W RL

1.25

LB BW 5

VOLTAGE RELAY

[WG]

(Lg)

(WG )

(L)

MONITOR CONTROLLER

CHARGE LAMP 20

23A

(Gy)

LY (GyG)

LG LO

(GyL)

LW (LgL)

SPEED Y

(SbO)

E/G REVOLUTION

(Sb)

BUZZER

NR X

(SbP)

(LB)

(YR) (YB)

YGy LB

(YL)

B E

COLD START S/W

R F12

THERMO S/W

ETHER KIT

15A

(GR)

EMERGENCY STEERING PUMP

1.25

EMERGENCY STEERING RELAY

3/4

1/8

EMPTY

SbR

EMERGENCY STEERING

ＲＧ

(RGy)

15A

20A

(RGy)

RGy

20A

15A

10A

15A

10A

15A

SPARE

REAR WORKING LIGHT

15A

10A

15A

10A

(L) (SbW)

OFF ON

10A

15A

20A

46 36

BACK-UP ALARM (OPT)

STOP S/W RG

REAR PARKING SOLENOID

P X L P

AUTO BRAKE SOLENOID

RBr

INCHING S/W (GL)

(LgY)

RIGHT FRONT TURN SIG. (OPT) RIGHT REAR TURN SIG. (OPT) LEFT TURN SIG. PL

(RBr)

P X FLASHER UNIT L (HAZARD) BP

10A

RBr

LEFT REAR TURN SIG. (OPT)

10A

F15

HORN S/W (Lg)

HORN RELAY

7.5A

10A

(BrY)

(YG)

(YL)

18 28

48 47 49

DATA LINK CONNECTOR

(Y0)

NIGHT ILLUMINATION

(RB) (BR)

(GW) INSIDE AIR SENSOR (TH I ) (P)

THROTTLE PEDAL

BrW

THROTTLE OPENING SENSOR

BLOW-OFF THERMISTOR (TH F) (BY)

YV BLg

IDLE SW OFF IDLE

GyY

(BrR)

12 13

(BrB) MAINTENANCE

(BrW)

WATER TEMP. SENSOR (THW) (Y) 15 (TH AM) OUTSIDE AIR SENSOR

10 36

GyW

(BrR)

IDLE

INSOLATION (S S) SENSOR

11 34 35

(GyB)

TACHOMETER CONVERTER

MONITOR CONTROLLER

14 24

PG PW

F13

INC (m)

DEC

4 8

AC M 41 9 GyB

SPCD

RY F29

GyR

F27

7 30

F28

10A

(GO)

RIGHT VENT SELECTION SERVO MOTOR

(Sb)

M V1

(WG) (LgY)

LEFT VENT SELECTION SERVO MOTOR

(BrB)

M V2

(WP) (VW)

DEF SELECTION SERVO MOTOR

(YB)

M V3

(BG) (PB)

INSIDE/OUTSIDE AIR SELECTION SERVO MOTOR

(V)

M RF

(LgR) (BL)

1.25

M MB

20A

1.25

3 4

2 BLC

BLOWER MOTOR

1.25

EC C

CONPRESSOR CLUTCH

EC 1.25

1.25

RW CD

40 50

(OL)

(LgW)

6 19

M AM

A/M SERVO MOTOR

(WR)

SPHL

E (Lg)

(BrW) (WY)

BrG

INC/DEC SW YO

(BR)

3 16

DIAGNOSTIC S/W

WARNING

HORN

(PL) 13

5 27

STOP

(PL)

7 17

[W] F35 [GR]

GW G

SPARE 10A

3 27

LEFT FRONT TURN SIG. (OPT)

F13

ACC'

(YB)

ENGINE MODE CHANGE

(LO)

A [W] F31 [GY]

RIGHT TURN SIG. PL

(Y)

LEFT BRAKE LAMP

COMBINATION RO S/W TB TR

RIGHT BRAKE LAMP

FLASHER UNIT (RO) (TURN SIG.)

T/M CUT OFF SWITCH

CENTRAL ALARM

[W]

(LgR)

T/M CUT OFF

(LgW)

BACK-UP LAMP

LgG

MONITER CONTROLLER

LLgh

T/M CONTROLLER FAILURE

E F26 (RL)

REAR WORKING LIGHT

(Lg)

CAB ACC'

BACK-UP LAMP

(BY)

F13

SPARE

ACC'

(GO)

SPARE

15A

ROOM LAMP

BM ES YGy

(Lg)

F10

TO WORKING LIGHT PL

(R)

SPARE

10A

NIGHT ILLUMINATION

FRONT WORKING LIGHT

REAR WORKING LIGHT S/W

(Y)

SPARE

15A

(RB)

FRONT WORKING LIGHT

15A

SbR

F13

SPARE

RADIO

1.25

OFF

SPARE

(WBr)

TO CAB WORKING LIGHT

PARKING SWITCH

F22

WORKING LIGHT PL

RLg

CAB

LEFT HEADLIGHT (H)

CIGARETTE LIGHTER

10A

TILT CONTROL SWITCH

ACC'

F9 15A

LEFT HEADLIGHT (L)

TO REAR WORKING LIGHT S/W

FRONT PARKING SOLENOID

RIGHT HEADLIGHT (H)

RIGHT HEADLIGHT (L)

15A

CAB WORKING LIGHT CAB WORKING LIGHT

MACHINE

RLg

F20

HIGH BEAM PL

RY UL

1/4

YBr

1/4

LH RY

1/2

TO FRONT WORKING LIGHT

(RY)

3/4

(BY)

FL WIPER

FR WIPER OG

ALTERNATOR TERMINAL R

WIPER S/W

5A F16

COMBINATION S/W

RADIATOR WATER LEVEL

WASH

AIR CLEANER

R WIPER

S1 S 2

WASHER MOTOR

FLOAT

T/M OIL FILTER.

(GY) ES

10A

[SbR]

ECM

F17

FRONT WORKING LIGHT S/W

D ACC'

LgL

T/M OIL TEMP.

(YL)

(LW)

INSTRUMENT PANEL LIGHTING

WIPER 4 RELAY

WIPER MOTOR

F18

E (RB)

INTER-

2 MITTENT 6

CONVERTER

(LO)

(–) (WB)

WASHER MOTOR TACHOMETER

1.25

(LG)

(Lg)

HOUR METER

(+) (WL)

E/G WATER TEMP.

GyL

SbO

S2 S 3 B WASH S int S 1

E/G OIL PRESS.

GyG

F WIPER WIPER S/W

TAIL LAMP

T/M OIL TEMP. GAUGE

(YSb)

TAIL LAMP

10A

E/G WATER TEMP. GAUGE

LT RB

WIPER MOTOR

F19 (YB)

BRAKE OIL PRESS. (DIFFERENTIAL)

SHIFT S/W

ACC'

E (Lg)

(O)

(LY)

WR F13

(YG)

[BrR]

(YBr)

(LP)

AUTO

ACC' F13

20A

FUEL LEVEL SENSOR

PRESS.DIFF SENSOR

[SbY]

LgBr

LgW

COMBINATION S/W

BRAKE OIL PRESS.(MAIN)

LgBr

ALTERNATOR 70A

PARKING S/W

(SbY)

LgB (L)

F13

(BY)

LgR

SPPC

(GO) SbY

(BY)

WR F15

(GyB)

BATTERY

ECM

1.25

R1 BR B AC R2 C

12V

Ｒ

MONITOR CONTROLLER

[W 5 ]

CENTRAL ALARM

LR LBr

SHIFT LEVER

12V

1.25

LH (L)

ACC'

W F10

F13

[W]

PARKING SOLENOID

(Lg)

(L)

T/M CONTROLLER

30A

(L)

10A

ACC'

W 5 W

7A CP

AIRCON UNIT

B BR ACC R1 R2 C PREHEAT OFF ON START

E F5

15A

ACC'

STARTER S/W

1.25

RCD

CONDENSER MOTOR

M CD CH

ACC'

95DZ62002

ECM

62-7

Electrical Equipment Layout

95ZV

ELECTRICAL 62

Electrical Equipment Layout Front chassis

Front parking brake solenoid valve (R9)

Horn Ground

Head lamp

Front parking brake solenoid valve (R9)

Head lamp

Ground

(Ground)

To rear chassis

LH Side

To rear chassis

Top View

RH Side

95DZ62003

62-8

Electrical Equipment Layout

95ZV

ELECTRICAL 62

Rear chassis

Transmission oil filter (N3) To front chassis

To front chassis

Auto brake solenoid (L9) (Red taping)

Transmission solenoid valve

Rear~floor ground To floor

Engine rev. sensor

To floor ground

Parking brake solenoid (L0)

Speed sensor (N2) (automatic shift)

Torque converter oil temperature switch (N5)

Washer tank

To floor

Transmission oil temperature switch (N4)

Fuel level sensor (N1)

To floor

Engine water temperature switch (for cold starter)(M8)

Starter motor

Torque converter oil temperature sensor Brake accumulator oil pressure switch (M1/M2)

Ground

To floor ground

Engine ground

Ether injection solenoid (for cold starter)(N6)

Engine water temperature sensor (M4)

Ground

ECM (31 poles)

Fusible link (P8)

ECM (50 poles)

Rear chassis ground

Water level switch (N7)

Alternator ground

Rear chassis ground

To relay

Compressor (M0)

Relay unit

Alternator (M7)

Battery ground

To rear grill

LH Side

To combination To lamp rear grill

To combination lamp

Top View

RH Side

95DZ62004

62-9

Electrical Equipment Layout

95ZV

ELECTRICAL 62

Starter

R-Terminal (M7)

G-Terminal To Fusible Link

To Battery Relay

C-Terminal

To Rear Chassis Harness

Ground + B-Terminal

Fusible Link

Note.Don't connect Wire to this Terminal

(P8) 70A 30A

Battery Relay (P7)

70A 70A

Magnetic S/W (P6)

To Magnetic S/W Fuse Box (for ECM)

E/G Ground

Detail of wiring about Alternator (Red Taping)

Detail of wiring about Starter Motor

+ Mark Voltage Relay (P5)

3poles 1

To Rear Chassis Harness

6poles

4 3

Diode Unit

SPPC (MV1)

To Rear Chassis Harness To Rear To Chassis Alternator Harness (B)

To Rear Chassis Harness

B-Terminal

To Rear Battery (+) Chassis Harness Air Cleaner

Detail of wiring about E/G Relay Unit AirCon Condenser Rear Lamp

Rear Lamp

DC (MV2) Press. Diff. Sensor

Detail of wiring about T/M Solenoid

SPPC

+ Mark : Connect Red wire Mark : Connect Black wire To Floor Rear Chassis Harness

To Rear Chassis Harness

Detail of wiring about Rear Grill (View from rear)

(H1)

Tacho Sensor

R L

MV1

MV2 Pressure diff. sensor

Rear Chassis Harness

Location of T/M Solenoid

Detail of wiring about E/G Room

95ZVE62026

62-10

Electrical Equipment Layout

95ZV

ELECTRICAL 62

Floor board (Floor~Rear Ground)

To Rear Ground To Control Box

Throttle Pedal (C6)

To Rear Chassis

Green

To Operation Stand

Red Taping

Green Taping

White White-Black ACC C

(Floor Ground)

White-Red

Four-way Flasher (Option)

Front Lamp

T/M Cut

Rear Lamp

Black-White Ether

K-Lever (Option)

Black-Green Vibration Damper To Rear Chassis

Detail of Wiring about Starter S/W

White Taping

Blue Taping

Option

Detail of Wiring about Instrument Panel S/W

Declutch S/W (C7)

Stop Lamp S/W (C8) Horn S/W (B5)

Shift Lever (B4)

Combination S/W (B6)

Instrument Panel, S/W

Note. Install wiring to slide and recline the Operation Stand to the full.

Starter S/W (B7/B8)

To Instrument Panel, S/W

Parking S/W (B3)

Front

View from left side

View from operator's seat 62-11

95ZVE62027

Electrical Equipment Layout

95ZV

ELECTRICAL 62

Control box Circuit Protector T/M Controller

(Main)

4-poles Blue Connector

(for CAB)

4-poles Black Connector Buzzer

(D0) Yellow-White

White-Red

Flasher Unit(Option) 3-poles White Connector Orange

Option 3-poles White Connector

4-poles Black Connector (OPT)

Detail of Connectors not to connect Harness about Fuse Box

4-poles Black Connector

Detail of wiring about Relay Unit Fuse Box(for CAB) T/M Controller

Fuse Box(Chassis)

To QUAD S/W (G2)

(D5~D7) Tachometer Converter

(D1) (D4) (D8)

To Relay Unit

(D9)

(D2)

G3 ~G5

(D3) Monitor Controller

To Pilot Valve

Constant +24V (Optional Source) JIS D5403 CB Terminal

(E8) (E9)

for Air conditioner (Ground)

95ZVE62028

62-12

Cabin

95ZV

Electrical wiring diagram Rotating light

Gy B201

P B301

OPERATOR STATION 72

10 Speaker (left)

10 Speaker (right)

Speaker

Br B102

BrB B101

GW A706

Working light (left)

Working light (right) A2

RLg B408

WB A714 1

RY B302

DOOR SW

G B410

Wiper 3 switch (F)

Wiper 4 switch (R)

White

Black

(OPT)

B 1

9 Radio

GR OL A602 B403

LY A904

PB B406

(Blue)

OL PL B403 B405

L+

R−

L−

GY A601 +

WB GB G RB B701 B601 B410 B411

GR GY B801 B802

W YW L A803 A802 A905 3

(Blue)

R+

B407

B8 LW

Rear wiper motor

8 Cigarette lighter

GB A713

2 Room lamp (OPT)

WR A707

WR GW WV B702 B602 B409

Front wiper motor

Intermittent wiper relay

Y OR A906 B404

Y YW LY A806 A501 A506

L W A503 A502

OR PB B404 B406

No. 1 2 3 4 5 6 7 8 9 10

A9 B1 1 A105 BrB A104 Br

Equipment name Head lamp Lamp Front wiper switch Rear wiper switch Front wiper motor Relay assembly Rear wiper motor Cigarette lighter Radio Speaker

(For speaker)

Gy B2 A101

B3 1 C101 P B503 A203 RY

V CAB 09709-04700

B4 6

1 A902 A903 B803 A504 A604 A805 A605 PB PL OR OL A712 B501 A711 A303 A705 A201 A402 RB G WV RLg O

95ZVE72001

(For rotating light) (OPT)

72-3

Air Conditioner

95ZV

Electrical circuit diagram

OPERATOR STATION 72

SW K 13

1 1

10A

13 FU B

FU A

20A

5A LIGHT SW SIGNAL

M RF

M V3

9 1.25RY

9 2RY

M CD

1.25RY

FRE

9 2RY

REC

SP CD

RL BM

RL CD

25 15 26 22

28 15 29 22

225W M V 3A

80W

1.25G

4 3 1

2 +B 6

2G 2G

10 4

RL EC

DEF

GND

RL BM

FOOT

RL EC

RL CD

FU EC

FU CD

GND

39 5

M V 3B

25 35

SV 3

M RFA

M RFB

28 22

S RF

29 1

9 BLC B 3

RL CH BLC F

BAT

BLC

2 11

AC M

11 8

28 G

4 R CD

7 RL CH

22 B P

0.5B

TH AM

EC C

TH W

TH I

4 23

21 30

31 M AMB

34 M V 1B

S AM

M AMA

36 36

35 M V 1A

S V1

37 M V 2A

38 M V 2B

S V2

S SD

TH F

40W

37 15 38 22 GND

FACE

34 22 35 15

SHUT

GND

31 22 32 15

FOOT

FACE

Mhot

Mcool

GND

22 01

0.5B

SP HL

01 0.5B

0.5B

M AM 02

M V1

M V2

ACM

Air conditioner control amplifier

M AM

Air mixing servo motor

RL CH

Condenser HI relay

BAT

Battery

Blower motor

RL EC

Compressor clutch relay

BLC

BLC (blower linear controller)

M CD

Condenser motor

S SD

Solar insolation sensor

Diode 1

M RF

Inside/outside air servo motor

SPCD

Condenser speed change pressure switch

Diode 2

M V1

Vent servo motor

SPHL

Refrigerant high/low pressure switch

ECC

Compressor clutch

M V2

Front vent servo motor

SWK

Key switch

FU A

Air conditioner fuse

M V3

Defroster selection servo motor

TH AM

Outside air thermistor

FU B

Blower motor fuse

R CD

Condenser motor speed change resistor TH F

FU CD

Condenser motor fuse

RL BM

Blower main relay

TH I

Inside air thermistor

FU EC

Compressor clutch fuse

RL CD

Condenser relay

TH W

Water temperature thermistor

Dotted lines indicate the wiring on the machine side.

Frost prevention thermistor

95ZVE72019

72-27

Air Conditioner

95ZV

OPERATOR STATION 72

Electrical wiring diagram (V cabin air conditioner) Control panel

Illumination power supply

24V(BR')

Fuse box 26

22 32

21 31

20 30

19 29

18 28

3 11

2 10

RB A401

1 F26

RL B408

RG B409

RB B417

R B418

Outside air sensor (THAM)

Condenser relay (MB)

Compressor clutch relay (RLEC)

Condenser HI relay (RLCH)

RB BrY B417 B307

RG BrY B409 B307

Y B B415 B410

RW RL B416 B408

YR RL B407 B408

5A VW LgY YB A403 A604 A605

BR B A501 A509

BrR Y BY P GW WP WG OL A102 A611 A609 A606 A608 A506 A502 A503

BG RL RB LgR PL BrW A612 A401 A507 A101 A504 A505 A508

BL A510

BrB Sb GO PB V WY WR LO BrY A402 A404 A405 A603 A602 A601 A406 A607 A610

F27 5A F28

10A

F29

Insolation sensor (SS)

BR Y A509 A611

20A

B LgW B410 D104 1

(Black)

A4 1

Sb GO WR B304 B303 B302

LgY BrB RB A220 A210 A305

RB BrB LgY A801 B312 B311

BL BR PL LgR WP A308 A211 A303 A304 A311

P VW YB WY PB V A313 A218 A219 A207 A206 A205

WY V PB YB VW P B320 B319 B318 B317 B316 B314 1

RB RW R Y A704 A703 B101 B102

LO GW BY BrY Y RL B310 B309 B308 B307 A901 B315

BG BL B A505 A510 B103

RL YR PL WG OL BrW BR RG B A702 A701 B202 A508 A502 A503 A504 A509 A501 9

BrY BY GW LO B503 C601 C501 C903 B603 P RL VW YB PB V WY LgY BrB LgR C107 C106 D103 D201 C901 C203 C202 C407 C406 B807

WP WR GO Sb C201 B806 B907 B906

Sb GO WR WP A404 A405 A406 A506

PB VW RL P LgR BrB LgY YB V WY A601 A602 A603 A604 A605 A612 A606 A507 A402 A403

Floor harness

RL Y BrY BY GW LO A306 A315 A202 A314 A312 A203

1 BY BrY LO GW A607 A608 A609 A610

WP LgR PL BR BL B301 B313 B406 A902 B411 B402 B WG OL BrW BG B401 B405 B404 B403 B412

BG BrW OL WG B A301 A302 A309 A310 A212 5

10 3

B D101 1

BL BG C702 C405

Y RW RB R B704 B502 B504 C904

B801 B901 C103 C205

B702 B703 C701

BrW OL WG B805 B905 C105

YR B602

B803 B903 C101 C204 C401

C403 C502 C602 D202

RG B604

Def selection servo motor (MV3) 9

B501 B601 D102

Air mixing servo motor (MAM)

Vent selection servo motor (MV1)

Front vent selection servo motor (MV2)

Inside/outside air selection servo motor (MRF) 7

WP VW YB C203 C202 C201

Connector between floor and rear

BR C205

PL C204

C3 3

Rear harness

C307 C306 C305 VW YB WP

Electric blower condenser

1 1 3

B B410

WY WR BrW B320 B302 B403

PL B406

RW B416

BR B402

GO Sb OL B303 B304 B404 1

BR B402

PL B406

LgY BrB WG B311 B312 B405

PB V BG B318 B319 B412

VW YB WP B316 B317 B301

BR PL B402 B406

PL B406

BR B402

C303 C301 BR PL

Y B415

BR B402

PL B406

High/low pressure SW SP HL

Inside air sensor (THI)

Compressor clutch (ECC)

Blower main relay (RLBM)

BLC

Water temperature sensor (THW)

Blow-off thermistor (THF)

Blower motor (MB)

SP CD 4

1 4

3 2

G B RY BL C801 C802 B411 B410

WR GO Sb A204 A208 A209

YR B407

BrR PL A316 A303

C7 BR GW B402 B309

BR BY B402 B308 1

RL B408 B B401

2 G C704 D302

LgW B701

RY RL D301 B315

RY C703 1

LgR B313

R LO B418 B310

G C801

BR B402

RY C902

P B314 1

95ZVE72020

72-28

Air Conditioner

95ZV

OPERATOR STATION 72

Control

Equipment operation table Operation condition Set Outside air temperature temperature on control panel

> 30

Fully automatic

Cycle status

Key switch

AUTO LED

A/C LED

High load (under burning sun in spring or summer)

Outside Inside air air LED LED

Relay LCD

Vent

Set temperature

Blower

Blower main

Compressor

Servo motor

Air Con- Condenser high mixing denser

30 ~0

↑

High load

Automatic control

↑

Normal

↑

Frost cut

↑

High pressure cut

↑

Low pressure cut

↑

High pressure error

↑

Normal

↑

35 ~0 ↑ ↑

↑ 18.5 ~ 31.5

Blower motor

BLC

↑

Set value

Outside air > 30 → Fixed to "face" (Hi or Lo) Set value: 18 → High air blow

orX

(Hi or Lo)

Automatic control

Before engine is warmed Water temperature < 25 °C Before/after engine is warmed Water temperature > 55 °C

Blower manual

↑

HI ~ Lo OFF

↑

FACE

↑

High pressure > 1520 kPa (15.5 kgf/cm2)

(Lo)

High pressure < 1226 kPa (12.5 kgf/cm2)

Evaporator frost prevention control

Condenser clogging, etc.

Gas leak, etc.

High/low pressure cut, etc.

Outside air < 0 → Fixed to "foot" and compressor disabled

Prevention of cold air blow at low temperature

Set value: 32 → High air blow

OFF X

↑

↑ High air blow

X X

Automatic control

Set value

Mode just before OFF is displayed.

Nothing is displayed.

orX

(Hi or Lo)

Hi ~ Lo X

↑

Mode manual

Set value

orX

FACE /FOOT

↑

orX

FOOT

↑

orX

↑

orX

↑

orX

Automatic control

↑

orX

↑

orX

↑

orX

↑

FOOT /DEF

↑

DEF

↑

Inside/ outside air manual

Outside air

Inside air

(Hi or Lo) (Hi or Lo) (Hi or Lo) (Hi or Lo) (Hi or Lo) (Hi or Lo) (Hi or Lo) (Hi or Lo)

A/C manual ↑

↑

OFF

OFF Automatic control

↑

Set value: 18 → High air blow

(Hi) X

Remarks

Compressor Condenser (clutch) motor

orX

Normal

↑

Major functional parts

Inside/ Blow-off outside air

High air blow

18.5 ~ 31.5

↑

Manual (Fully automatic mode is released.)

Display on control panel

72-29