Hitachi Zaxis ZX 40U-2, ZX 50U-2 Excavator Shop Manual by www.heydownloads.com

PART NO.

T1M9-E-01

ZAXIS40U-2 â&#x20AC;¢ 50U-2 HYDRAULIC EXCAVATOR

Technical Manual

TECHNICAL MANUAL

40U-2 50U-2 Hydraulic Excavator

URL:http://www.hitachi-c-m.com

Service Manual consists of the following separate Part No; Technical Manual : Vol. No.T1M9-E Workshop Manual : Vol. No.W1M9-E

PRINTED IN JAPAN (E) 2007, 03

INTRODUCTION TO THE READER • This manual is written for an experienced technician

to provide technical information needed to maintain and repair this machine. • Be sure to thoroughly read this manual for correct product information and service procedures.

• If you have any questions or comments, at if you found any errors regarding the contents of this manual, please contact using “Service Manual Revision Request Form” at the end of this manual. (Note: Do not tear off the form. Copy it for usage.): Publications Marketing & Product Support Hitachi Construction Machinery Co. Ltd. TEL: 81-29-832-7084 FAX: 81-29-831-1162

ADDITIONAL REFERENCES • Please refer to the materials listed below in addition to this manual.

• Operation Manual of the Engine • Parts Catalog of the Engine • Hitachi Training Material

• The Operator’s Manual • The Parts Catalog

MANUAL COMPOSITION • This manual consists of two portions:

the Technical Manual and the Workshop Manual. Use the manuals according to purpose. • Information included in the Technical Manual: technical information needed for redelivery and delivery, operation and activation of all devices and systems, operational performance tests, and troubleshooting procedures.

• Information included in the Workshop Manual: technical information needed for maintenance and repair of the machine, tools and devices needed for maintenance and repair, maintenance standards, and removal/installation and assemble/disassemble procedures.

PAGE NUMBER • Each page has a number, located on the center lower part of the page, and each number contains the following information: Example : T 1-3-5

Consecutive Page Number for Each Group Group Number Section Number T: Technical Manual

W: Workshop Manual

IN-01

•

This is the safety alert symbol. When you see this symbol, be alert to the potential for personal injury. Never fail to follow the safety instructions prescribed along with the safety alert symbol. The safety alert symbol is also used to draw attention to component/part weights. To avoid injury and damage, be sure to use appropriate lifting techniques and equipment when lifting heavy parts.

• IMPORTANT:

CAUTION: Indicated potentially hazardous situation which could, if not avoided, result in personal injury or death.

Indicates a situation which, if not conformed to the instructions, could result in damage to the machine.

•

NOTE: Indicates supplementary technical information or know-how.

UNITS USED 2

• SI Units (International System of Units) are used in

Example : 24.5 MPa (250 kgf/cm , 3560 psi)

this manual. MKSA system units and English units are also indicated in parenthheses just behind SI units.

Quantity Length Volume

Weight Force Torque

To Convert From mm mm L L 3 m kg N N N⋅m N⋅m

Into in ft US gal US qt 3 yd lb kgf lbf kgf⋅m lbf⋅ft

A table for conversion from SI units to other system units is shown below for reference purposees.

Quantity

Multiply By 0.03937 0.003281 0.2642 1.057 1.308 2.205 0.10197 0.2248 1.0197 0.7375

Pressure Power Temperature Velocity Flow rate

IN-02

To Convert From MPa MPa kW kW °C km/h -1 min L/min mL/rev

Into

Multiply By 2

kgf/cm psi PS HP °F mph rpm US gpm cc/rev

10.197 145.0 1.360 1.341 °C×1.8+32 0.6214 1.0 0.2642 1.0

SECTION AND GROUP CONTENTS

SECTION 1 GENERAL Group 1 Specification Group 2 Component Layout Group 3 Component Specifications

SECTION 2 SYSTEM TECHNICAL MANUAL

Group 1 Control System Group 2 Hydraulic System Group 3 Electrical System

SECTION 3 COMPONENT OPERATION Group Group Group Group Group Group Group Group

1 Pump Device 2 Revolution Sensing Valve 3 Swing Device 4 Control Valve 5 Pilot Valve 6 Travel Device 7 Others (Upperstructure) 8 Others (Undercarriage)

SECTION 4 OPERATIONAL PERFORMANCE TEST

All information, illustrations and specifications in this manual are based on the latest product information available at the time of publication. The right is reserved to make changes at any time without notice.

Group Group Group Group Group Group

1 Introduction 2 Standard 3 Engine Test 4 Excavator Test 5 Component Test 6 Adjustment

SECTION 5 TROUBLESHOOTING

Group Group Group Group Group

1 Diagnosing Procedure 2 Troubleshooting A 3 Troubleshooting B 4 Troubleshooting C 5 Electrical System Inspection

WORKSHOP MANUAL SECTION 1 GENERAL INFORMATION Group 1 Precautions for Disassembling and Assembling Group 2 Tightening Torque Group 3 Bleeding Air Group 4 Painting SECTION 2 UPPERSTRUCTURE Group 1 Canopy Group 2 Counterweight Group 3 Pump Device Group 4 Control Valve Group 5 Swing Device Group 6 Pilot Valve Group 7 Solenoid Valve Group 8 Revolution Sensing Valve Group 9 Auxiliary Flow Selector Valve (Optional)

SECTION 3 UNDERCARRIAGE Group 1 Swing Bearing Group 2 Travel Device Group 3 Center Joint Group 4 Track Adjuster Group 5 Front Idler Group 6 Upper and Lower Roller Group 7 Track SECTION 4 FRONT ATTACHMENT Group 1 Front Attachment Group 2 Cylinder SECTION 5 Engine

SAFETY RECOGNIZE SAFETY INFORMATION • These are the SAFETY ALERT SYMBOLS. • When you see these symbols on your machine or in this manual, be alert to the potential for personal injury. • Follow recommended precautions and safe operating practices.

SA-688

UNDERSTAND SIGNAL WORDS • On machine safety signs, signal words designating the degree or level of hazard - DANGER, WARNING, or CAUTION - are used with the safety alert symbol.

• DANGER indicates an imminently hazardous situation which, if not avoided, will result in death or serious injury. • WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury. • CAUTION indicates a potentially hazardous situation which, if not avoided, may result in minor or moderate injury. • DANGER or WARNING safety signs are located near specific hazards. General precautions are listed on CAUTION safety signs. • Some safety signs don’t use any of the designated signal words above after the safety alert symbol are occasionally used on this machine.

• CAUTION also calls attention to safety messages in this manual.

• To avoid confusing machine protection with personal

safety messages, a signal word IMPORTANT indicates a situation which, if not avoided, could result in damage to the machine.

•

NOTE indicates an additional explanation for an element of information.

SA-1

SA-1223

SAFETY FOLLOW SAFETY INSTRUCTIONS • Carefully read and follow all safety signs on the machine as well as all safety messages in this manual.

• Safety signs must be installed, maintained and replaced if damaged.

• If a safety sign or this manual is damaged or missing, order a replacement from your nearest Hitachi dealer in the same way you order other replacement parts (be sure to state machine model and serial number when ordering).

• Allow only properly trained, qualified, authorized personnel to operate the machine.

SA-003

• Learn how to correctly operate and service the machine. • Keep your machine in proper working condition. • Always operate the machine within the specification. • Unauthorized modifications of the machine may impair the functions and/or safety and affect machine life and the warranty will become void.

• The safety messages in this SAFETY chapter are in-

tended to illustrate basic safety procedures of machines. However it is impossible for these safety messages to cover every possible hazardous situation you may encounter. If you have any questions concerning safety, you should first consult your supervisor and/or your nearest Hitachi dealer before operating or performing maintenance work on the machine.

PREPARE FOR EMERGENCIES • Be prepared if a fire starts or if an accident occurs. • Keep a first aid kit and fire extinguisher on hand. • Thoroughly read and understand the label attached on the fire extinguisher and use it properly. • To ensure that a fire-extinguisher can be always used when necessary, check and service the fire-extinguisher at the recommended intervals as specified in the fire-extinguisher manual. • Establish emergency procedure guidelines to cope with any fire or accidents which may occur. • Keep emergency numbers for doctors, ambulance service, hospitals, and fire department posted near your telephone.

SA-2

SA-437

SAFETY WEAR PROTECTIVE CLOTHING • Wear close fitting clothing and safety equipment appropriate to the job.

You may need: A hard hat Safety belt Safety shoes Safety glasses, goggles, or face shield Heavy gloves Hearing protection Reflective clothing Wet weather gear Respirator or filter mask. Be sure to wear the correct equipment and clothing for the job. Do not take any chances.

SA-438

• Avoid wearing loose clothing, jewelry, or other items that can catch on control levers or other parts of the machine.

• Operating equipment safely requires the full attention of the operator.

• Do not wear radio or music headphones while operating the machine.

PROTECT AGAINST NOISE • Prolonged exposure to loud noise can cause impairment or loss of hearing.

• Wear a suitable hearing protective device such as earmuffs or earplugs to protect against objectionable or uncomfortably loud noises.

SA-434

INSPECT MACHINE DAILY • If any abnormality is found, be sure to repair it immediately before operating the machine.

• In the walk-around inspection, be sure to cover all points described in the “PRE-START INSPECTION” chapter in the operator’s manual.

SA-435

SA-3

SAFETY TIDY UP INSIDE CAB • Always keep inside the cab clean by observing instruc-

tions below, to prevent any personal accidents from occurring.

• Remove mud and/or oily material from the shoe soles

before entering the cab. If pedals are operated without removing mud or oily matter, the foot may slip off the pedal, possibly creating a hazardous situation.

• Do not leave parts and/or tools around the operator’s seat.

• Do not keep a transparent water bottle in the cab. The transparent water bottle may concentrate the sun light like a lens, possibly causing a fire.

• Do not wear radio or music headphones and do not use a cell phone while traveling or operating the machine.

• Never allow hazardous materials such as combustible and/or explosive material in the cab.

• Do not leave a lighter in the cab. If the temperature in the cab increases, the lighter may explode.

USE HANDHOLDS AND STEPS • Falling is one of the major causes of personal injury. • When you get on and off the machine, always face the machine. • Maintain a three-point contact with the steps and handrails. • Do not use any controls as handholds. • Never jump on or off the machine. Never mount or dismount a moving machine. • In case adhered slippery material such as oil, grease, or mud is present on steps, handrails, or platforms, thoroughly remove such material.

SA-4

SA-439

SAFETY ADJUST THE OPERATOR'S SEAT • A poorly adjusted seat for either the operator or for the

work at hand may quickly fatigue the operator leading to mis-operation of the machine. • The seat should be adjusted whenever the operator for the machine changes. • The operator should be able to fully depress the pedals and to correctly operate the control levers with his back firmly against the seat back. • If not, readjust the seat forward or backward, and check again.

SA-378

FASTEN YOUR SEAT BELT • If the machine should overturn, the operator may be-

come injured and/or thrown from the cab. Additionally the operator may be crushed by the overturning machine, resulting in serious injury or death. • Be sure to remain seated with the seat belt securely fastened whenever operating the machine. • Prior to operating the machine, thoroughly examine webbing, buckle and attaching hardware. If any item is damaged or worn, replace the seat belt or component before operating the machine. Replace the seat belt at least once every 3 years regardless of appearance

SA-5

SA-237

SAFETY MOVE AND OPERATE MACHINE SAFELY • Always be aware that there is a potential danger around the machine while operating the machine.

• Take extra care not to run over bystanders. Confirm the location of bystanders before moving, swinging, or operating the machine. • Always keep the travel alarm and horn in working condition (if equipped). • Before starting to move or operate the machine, sound the travel alarm and horn to alert bystanders. • Use a signal person when moving, swinging, or operating the machine in congested areas. Locate the signal person so that the operator can always witness the signal person. • Coordinate the meanings of all safety signs, hand signals and marks before starting the machine. Appoint a person who is responsible to make a signal and/or guidance. • Never allow any persons or obstacles to enter the machine operation areas. • Use appropriate illuminations.

SA-6

SA-1291

SAFETY OPERATE ONLY FROM OPERATOR'S SEAT • Inappropriate engine starting procedures may cause the machine to runaway, possibly resulting in serious injury or death. • Start the engine only when seated in the operator's seat. • NEVER start the engine while standing on the tracks or on ground. • Do not start engine by shorting across starter terminals. A hazardous situation may be created and/or possible damage to the machine may result.

SA-444

• Before starting the engine, confirm that all control levers are in neutral.

JUMP STARTING • Failure to follow correct jump starting procedures could result in a battery explosion or a runaway machine.

• If the engine must be jump started, be sure to follow the instructions shown in the “OPERATING THE ENGINE” chapter. • The operator must be seated in the operator’s seat so that the machine will be under control when the engine starts. Jump starting is a two-person operation. • Never use a frozen battery. • Failure to follow correct jump starting procedures could result in a battery explosion or a runaway machine.

SA-032

KEEP RIDERS OFF MACHINE • Riders on machine are subject to injury such as being struck by foreign objects and being thrown off the machine. • Riders also obstruct the operator’s view, resulting in the machine being operated in an unsafe manner. • Only allow the operator is allowed on the machine. Keep riders off.

SA-1292

SA-7

• Investigate the configuration and ground conditions of the job site beforehand to prevent the machine from falling and to prevent the ground, stockpiles, or banks from collapsing. • Make a work plan. Use machines appropriate to the work and job site. • Reinforce ground, edges, and road shoulders as necessary. Keep the machine well back from the edges of excavations and road shoulders. • When working on an incline or on a road shoulder, employ a signal person as required. • Never allow bystanders to enter the working area such as swing radius or traveling range. • Confirm that your machine is equipped a FOPS cab before working in areas where the possibility of falling stones or debris exist. • When the footing is weak, reinforce the ground before starting work. • When working on frozen ground, be extremely alert. As ambient temperatures rise, footing may become loose and slippery. • When operating the machine near open flame, sparks, and/or dead grass, a fire may easily break out. Use special care not to cause a fire.

SA-8

SA-1293

SAFETY PROVIDE SIGNALS FOR JOBS INVOLVING MULTIPLE NUMBERS OF MACHINES • In case more than one machine is operated in the same job site, accidental collision between machines may cause serious injury or death.

• For jobs involving multiple numbers of machines, provide signals commonly known by all personnel involved. Also, appoint a signal person to coordinate the job site. Make sure that all personnel obey the signal person’s directions.

SA-481

CONFIRM DIRECTION OF MACHINE TO BE DRIVEN • Incorrect travel pedal/lever operation may result in serious injury death.

• Before driving the machine, confirm the position of the undercarriage in relation to the operator’s position. • If the travel motors are located towards the front of the cab, the machine will move in the reverse direction when travel pedals/levers are operated. SA-1294

SA-9

SAFETY DRIVE MACHINE SAFELY • Driving the machine in the incorrect direction may result in serious injury or death and/or severe damage to property.

• Before moving the machine, confirm which way to move travel pedals/levers for the corresponding direction you wish to travel.

• Avoid passing over any obstructions. Failure to do so may cause soil, rock fragments and/or metal pieces to be scatter around the machine. Keep bystanders away from the machine.

SA-1295

• Traveling on a grade may cause the machine to slip or to overturn, possibly resulting in serious injury or death.

• When traveling up or down a grade, keep the bucket in the direction of travel, approximately 200 to 300 mm (8 to 12 in) (A) above the ground so that lowering the bucket onto the ground can quickly stop the machine. • If machine starts to skid or becomes unstable, lower the bucket immediately. • Traveling across the face of slope or steering on a slope may cause the machine to skid or to turnover. If the direction must be changed on a slope, first move the machine to level ground, then, change the traveling direction to ensure safe operation.

A SA-1296

SA-441

SA-442

SA-10

SAFETY AVOID INJURY FROM ROLLAWAY ACCIDENTS • Death or serious injury may result if you attempt to mount or try to bodily stop a moving machine.

• Park the machine in compliance with the safe parking procedures described on page S-15 to prevent the machine from running away.

• Block both tracks and lower the bucket to the ground, thrust the bucket teeth into the ground if you must park on a grade.

• Park a reasonable distance from other machines.

SA-1297

SA-11

To avoid back-over and swing accidents: • Always look around BEFORE YOU BACK UP AND SWING THE MACHINE. BE SURE THAT ALL BYSTANDERS ARE CLEAR.

• Keep the travel alarm in working condition (if equipped). ALWAYS BE ALERT FOR BYSTANDERS MOVING INTO THE WORK AREA. USE THE HORN OR OTHER SIGNAL TO WARN BYSTANDERS BEFORE MOVING MACHINE.

SA-383

• USE A SIGNAL PERSON WHEN BACKING UP IF YOUR VIEW IS OBSTRUCTED. ALWAYS KEEP THE SIGNAL PERSON IN VIEW. Use hand signals, which conform to your local regulations, when work conditions require a signal person.

• No machine motions shall be made unless signals are clearly understood by both signalman and operator.

• Learn the meanings of all flags, signs, and markings used on the job and confirm who has the responsibility for signaling.

• Keep windows, mirrors, and lights clean and in good condition.

• Dust, heavy rain, fog, etc., can reduce visibility. As visibility decreases, reduce speed and use proper lighting.

• Read and understand all operating instructions in the operator’s manual. 021-E01A-0494-8

SA-12

SA-384

SAFETY KEEP PERSONNEL CLEAR FROM WORKING AREA • If a person is present near the operating machine, the person may come in contact with the swinging front attachment or counterweight and/or may be crushed against an other object, resulting in serious injury or death.

• Before operating the machine, set up barriers to the sides and rear area of the bucket swing radius to prevent anyone from entering the work area.

• Make sure that no personnel other than the signal person or no obstacles are present in the working area before operating the machine.

SA-667

NEVER POSITION BUCKET OVER ANYONE • Never lift, move, or swing bucket above anyone or a

truck cab. Serious injury or machine damage may result due to bucket load spill or due to collision with the bucket.

• Never allow the bucket to pass over anyone to avoid personal injury or death.

SA-668

AVOID UNDERCUTTING • In order to retreat from the edge of an excavation if the footing should collapse, always position the undercarriage perpendicular to the edge of the excavation with the travel motors at the rear.

• If the footing starts to collapse and if retreat is not possible, do not panic raise the front attachment with a panic. Lowering the front attachment may be safer in most cases.

SA-1300

SA-13

SAFETY AVOID TIPPING • The danger of tipping is always present when operating on a grade, possibly resulting in serious injury or death.

To avoid tipping:

• Be extra careful before operating on a grade. • Prepare machine operating area flat. • Keep the bucket low to the ground and close to the machine.

• Reduce operating speeds to avoid tipping or slipping. • Avoid changing direction when traveling on grades. • NEVER attempt to travel across a grade steeper than 15 degrees if crossing the grade is unavoidable.

• Reduce swing speed as necessary when swinging

SA-1301

loads.

• Be careful when working on frozen ground. • Temperature increases will cause the ground to become soft and make ground travel unstable. 025-E01A-0540-4

NEVER UNDERCUT A HIGH BANK • The edges could collapse or a land slide could occur causing serious injury or death.

SA-1302

SA-14

SAFETY DIG WITH CAUTION • Accidental severing of underground cables or gas lines

may cause an explosion and/or fire, possibly resulting in serious injury or death.

• Before digging check the location of cables, gas lines, and water lines.

• Keep the minimum distance required, by law, from cables, gas lines, and water lines.

• If a fiber optic cable should be accidentally severed, do not look into the end. Doing so may result in serious eye injury.

• Contact your local “diggers hot line” if available in your

SA-672

area, and/or the utility companies directly. Have them mark all underground utilities.

OPERATE WITH CAUTION • If the front attachment or any other part of the machine hits against an overhead obstacle, such as a bridge, both the machine and the overhead obstacle will be damaged, and personal injury may result as well.

• Take care to avoid hitting overhead obstacles with the boom or arm.

SA-673

AVOID POWER LINES • Serious injury or death can result if the machine or front attachments are not kept a safe distance from electric lines.

• When operating near an electric line, NEVER move any part of the machine or load closer than 3 m (10 ft) plus twice the line insulator length.

• Check and comply with any local regulations that may apply.

• Wet ground will expand the area that could cause any person on it to be affected by electric shock. Keep all bystanders or co-workers away from the site.

SA-15

SA-1305

SAFETY DO NOT USE FOR CRANING OPERATIONS • NEVER use the machine for craning operations. If the

machine is used for craning operations, the machine may tip over and/or lifted load may fall, possibly resulting in serious injury or death.

• This machine has been exclusively designed to engage in excavation and loading works.

• This machine is not equipped with any of the necessary safety devices that could allow the machine to be used for craning operation.

SA-014

PROTECT AGAINST FLYING DEBRIS • If flying debris such as soil, rock fragments or metal

pieces hit eyes or any other part of the body, serious injury may result.

• Guard against such injuries when working in a job site where possibility of flying pieces of metal or debris exist, or when removing or installing pins using a hammer; wear goggles or safety glasses.

• Keep bystanders away from the working area before striking any object. SA-432

SA-16

SAFETY PARK MACHINE SAFELY • Unless the machine is not correctly parked, any

hazardous situations such as running away of the machine or damage by vandalism may result, causing the machine to operate unsafely when the engine is re-started. Follow instructions described below when parking the machine.

• Park the machine on solid level surface to prevent the machine from running away.

• Lower the bucket and/or blade to the ground.

SA-1306

• Pull the lock lever to the LOCK position. • Turn the auto-idle switch (optional) OFF. Failure to do so may create a hazarduos condition as the engine speed may unexpectedly increase.

• Run engine at slow idle speed without load for 5 minutes.

• Turn key switch to OFF to stop engine. Remove the key from the key switch.

• Before leaving the machine, close all windows, roof vent, and cab door. Lock all access doors and compartments

HANDLE FLUIDS SAFELY --- AVOID FIRES • Handle fuel with care; it is highly flammable. If fuel

ignites, an explosion and/or a fire may occur, possibly resulting in serious injury or death.

• Do not refuel the machine while smoking or when near open flame or sparks.

• Always stop the engine before refueling the machine. • Fill the fuel tank outdoors. • All fuels, most lubricants, and some coolants are flammable.

SA-018

• Store flammable fluids well away from fire hazards. • Do not incinerate or puncture pressurized containers. • Do not store oily rags; they can ignite and burn spontaneously.

SA-019

SA-17

SAFETY SAFETY TRANSPORTING • The danger of tipping is present when loading/unloading the machine onto/from a truck or trailer bed.

• Be sure to observe local regulations when transporting the machine on public roads.

• Provide an appropriate truck or trailer for transporting

SA-1307

the machine.

• Be sure to have a signal person. • Take the following precautions when loading/unloading the machine. 1. Select firm level ground. 2. Be sure to use a loading dock or ramp strong enough to support the machine weight. 3. Ramps must be sufficient in width, length, and strength. Be sure that the incline of the ramp is less than 15 degrees. 4. Loading docks must be sufficient in width and strength to support the machine and have a gradient of less than 15 degrees. 5. Be sure to turn the auto-idle switch (13) OFF.

6. Slowly drive the machine. 7. Avoid steering while driving up or down the ramp as it is extremely dangerous. If steering is unavoidable, first move back to the ground or flatbed, modify traveling direction, and begin to drive again. 8. The top end of the ramp where it meets the flatbed is a sudden bump. Take care when traveling over it. 9. Wedge the front and rear of tracks. Securely fasten the machine to the trailer bed with chain or cables. 10. Do not operate any levers besides the travel levers when driving up or down the ramp. 11. Prevent possible injury from machine tipping while the upperstructure is rotating. 12. Keep the arm tucked under and rotate the upperstructure slowly for best stability. Refer to "transporting" chapter in operator’s manual for details

SA-18

M1M7-01-028

SAFETY PRACTICE SAFE MAINTENANCE • Inspection/maintenance work may produce hazardous

situations by contacting and/or accessing a part of body to a moving, high pressure, and/or high temperature part of the machine. To avoid serious personal injury or death, follow the instructions described below.

• Thoroughly coordinate the working procedures to be taken hereafter with the co-workers before beginning work such as inspecting/servicing the machine, or replacing the attachiment .

• Safely park the machine in accordance with the instructions for “Park Machine Safely.”

• Keep the work area clean and orderly. • Attach a “DO NOT OPERATE” tag in an easy-to-see

SA-028

location such as on a door or a control lever.

• If moisture permeates into the electrical system, malfunction and/or erroneous movement of the machine may result. Do not clean sensors, cable connectors, and the cab inside using water and/or steam.

• Wait to begin to work until the engine and hydraulic oil temperatures have cooled down to the safety range.

• In case inspection/maintenance must be performed

90 to 110°

with the engine runnning, be sure to appoint an overseer.

• Never lubricate or service the machine while moving it. • Repair the cracked windowpane before servicing the

M1M7-04-006

machine. Failure to do so may cause personal injury.

• Whe raising the machine above the ground using the front attachment function, maintain the angle between the boom and the arm in the range of 90 to 110°. Never allow anyone to enter under the machine raised with the front attachment function.

• In case working under the machine raised above the ground is unavoidably required, securely hold the machine with stays or blocks strong enough to support the machine weight.

• Never work under the raised bucket. • Keep all parts in good condition and properly installed. • Always use the specified tools correctly. • Always use a clean tool. • Fix any damage found immediately. Replace worn or broken parts.

• Remove any buildup of grease, oil, or debris. • When cleaning parts, use a non-combustible cleaning solvent. Never use an inflammable fluid such as dieasel fuel, or gasoline.

SA-19

SA-527

SAFETY • Disconnect battery ground cable (−) before making adjustments to electrical systems or before welding on the machine.

• Sufficiently illuminate the work site. Use a maintenance work light when working under or inside the machine.

• Always use a work light protected with a guard. In case the light bulb is broken, spilled fuel, oil, antifreeze fluid, or window washer fluid may catch fire. SA-037

WARN OTHERS OF SERVICE WORK • Unexpected machine movement can cause serious injury.

• Before performing any work on the machine, attach a “Do Not Operate” tag in an easy-to-see place such as on the cab door or control lever.

• Never attempt to operate the machine with a “Do Not Operate” tag attached.

• Make it a rule for the inspection/service person to hold the engine start key during inspection/service work. SA-287

SUPPORT MACHINE PROPERLY • Never attempt to work on the machine without securing the machine first.

• Always lower the attachment to the ground before you work on the machine.

• If you must work on a lifted machine or attachment, securely support the machine or attachment with stays or blocks strong enough to support the machine and/or attachment weight. SA-527

STAY CLEAR OF MOVING PARTS • Contact with moving parts can cause serious injury or death due to amputation or entanglement.

• To prevent accidents, care should be taken to ensure that hands, feet, clothing, jewelry and hair do not become entangled when working around rotating parts.

SA-026

SA-20

SAFETY PREVENT PARTS FROM FLYING • Grease in the track adjuster is under high pressure.

Failure to follow the precautions below may result in serious injury, blindness, or death.

• Do not attempt to remove GREASE FITTINGS or VALVE ASSEMBLIES.

• As pieces of parts may fly off, be sure to keep body and face away from the valve.

• Travel reduction gears are under pressure. • As pieces of parts may fly off, be sure to keep body

SA-344

and face away from AIR RELEASE PLUG to avoid injury.

• GEAR OIL is hot. Wait for gear oil to cool, then gradually loosen the air release plug to release pressure.

STORE ATTACHMENTS SAFELY • Stored attachments such as buckets, hydraulic hammers, and blades can fall and cause serious injury or death.

• Securely store attachments and implements to prevent falling accidents.

• Keep children and bystanders away from storage areas.

SA-034

SA-21

SAFETY PREVENT BURNS Hot spraying fluids:

• After operation, engine coolant is hot and under pressure. Hot water or steam is contained in the engine, radiator and heater lines. Skin contact with escaping hot water or steam can cause severe burns.

• To prevent possible injury from hot spraying water, stop the engine. Begine to work after the engine and radiator are sufficiently cooled

• DO NOT remove the radiator cap until the engine is cool. When opening, turn the cap slowly to the stop. Allow all pressure to be release before removing the cap.

SA-039

• The hydraulic oil tank is pressurized. Again, be sure to release all pressure by slowly removing the cap. Hot fluids and surfaces:

• Engine oil, gear oil and hydraulic oil also becomes hot

during operation. The engine, hoses, lines and other parts become hot as well.

• Wait for the oil and components to cool before starting any maintenance or inspection work.

SA-225

SA-22

SAFETY REPLACE RUBBER HOSES PERIODICALLY • Rubber hoses that contain flammable fluids such as

hydraulic oil or fuel under pressure may break due to aging, fatigue, and abrasion. It is very difficult to gauge the extent of deterioration due to aging, fatigue, and abrasion of rubber hoses by visual inspection alone.

• Periodically replace the rubber hoses. (Refer to the “Periodical Replacement Parts” section in the operator’s manual.)

• Failure to periodically replace rubber hoses may cause a fire, fluid injection into skin, or the front attachment to fall on a person nearby, which may result in severe burns, gangrene, or otherwise serious injury or death.

SA-019

AVOID HIGH-PRESSURE FLUIDS • Fluids such as diesel fuel or hydraulic oil under pressure can penetrate the skin or eyes causing serious injury, blindness or death.

• Avoid this hazard by relieving pressure before disconnecting hydraulic or other lines. Make sure that all connectors are completely connected before applying pressure.

• Search for leaks with a piece of cardboard; take care

SA-031

to protect hands and body from high-pressure fluids. Wear a face shield or goggles for eye protection.

• If an accident occurs, see a doctor familiar with this type of injury immediately. Any fluid injected into the skin must be surgically removed within a few hours or gangrene may result.

SA-292

SA-044

SA-23

SAFETY PREVENT FIRES Check for Oil Leaks:

• Fuel, hydraulic oil and lubricant leaks can lead to fires, possibly resulting in personal injury or death.

• Check for missing or loose clamps, kinked hoses, lines or hoses that rub against each other, damage to the oil-cooler, and loose oil-cooler flange bolts, for oil leaks.

• Tighten, repair or replace any missing, loose or damaged clamps, lines, hoses, oil-cooler and oil-cooler flange bolts.

SA-019

• Do not bend or strike high-pressure lines. • Never install bent or damaged lines, pipes or hoses.

Check for Shorts:

• Short circuits can cause fires. • Clean and tighten all electrical connections. • Check before each shift or after eight (8) to ten (10) hours operation for loose, kinked, hardened or frayed electrical cables and wires.

• Check before each shift or after eight (8) to ten (10) hours operation for missing or damaged terminal caps.

• DO NOT OPERATE MACHINE if cable or wires are loose, kinked, etc.

SA-24

SAFETY Precautions for Handling Flammables

• Spilled fuel and oil, and trash, grease, debris,

accumulated coal dust, and other flammables may cause fires.

• Prevent fires by inspecting and cleaning the machine daily, and by removing spilled or accumulated flammables immediately.

• Don’t store flammable fluid near open flames. • Don’t burn or crush a pressurerized container. • Don’t store oily cloths. They are liable to catch fire. • Don’t wind easy-to-absorb-oil asbestos or glass wool around high-temperature parts such as a muffler or exhaust pipe. Check Heat Shield Covers around Engine Compartment

• If the engine compartment heat shield cover becomes broken or lost, fire may break out.

• If the engine compartment heat shield cover becomes broken or lost, repair or replace it before operating the machine. Check Key Switch:

• If fire breaks out, failure to stop the engine will escalate the fire, hampering fire fighting.

• Always check key switch function before operating the machine every day: 1) Start the engine and run it at slow idle. 2) Turn the key switch to the OFF position to confirm that the engine hasstopped.

If any abnormalities are found, be sure to repair them before operating the machine.

SA-25

SAFETY EVACUATING IN CASE OF FIRE • If fire breaks out during machine operation, evacuate the machine in the following way:

• Stop the engine by turning the key switch to the OFF position.

• Use a fire extinguisher if there is time. • Exit the machine using handrails and/or steps. • In an emergency, if the cab door or front window can not be opened, break the front or rear window panes with the emergency evacuation hammer to escape from the cab. Refer to the explanation pages on the “Emergency Evacuation Method” in the operator’s manual.

SA-393

SS-1510

BEWARE OF EXHAUST FUMES • Prevent asphyxiation. Engine exhaust fumes can cause sickness or death.

• If you must operate the machine in a building, be sure there is adequate ventilation. Either use an exhaust pipe extension to remove the exhaust fumes or open doors and windows to bring enough outside air into the area.

SA-016

SA-26

SAFETY PRECAUTIONS FOR WELDING AND GRINDING • Welding may generate gas and/or small fires. • Be sure to perform welding in a well ventilated and prepared area. Store flammable objects in a safe place before starting welding.

• Only qualified personnel should perform welding. Never allow an unqualified person to perform welding.

• Grinding on the machine may create a fire hazard. Store flammable objects in a safe place before starting grinding.

• After finishing welding and grinding, recheck that there

SA-818

are no abnormalities such as the area surrounding the welded area still smoldering.

AVOID HEATING NEAR PRESSURIZED FLUID LINES • Flammable spray can be generated by heating near pressurized fluid lines, resulting in severe burns to yourself and bystanders.

• Do not heat by welding, soldering, or using a torch near pressurized fluid lines or other flammable materials.

• Pressurized lines can be accidentally cut when heat goes beyond the immediate flame area. Install temporary fire resistant guards to protect hoses or other materials before engaging in welding, soldering, etc.

AVOID APPLYING HEAT TO LINES CONTAINING FLAMMABLE FLUIDS • Do not weld or flame cut pipes or tubes that contain flammable fluids.

• Remove flammable fluids thoroughly with nonflammable solvent before welding or flame cutting pipes or tubes that contained flammable fluids.

SA-27

SA-030

SAFETY REMOVE PAINT BEFORE WELDING OR HEATING • Hazardous fumes can be generated when paint is

heated by welding, soldering, or using a torch. If inhaled, these fumes may cause sickness.

• Remove paint before welding or heating. • Avoid potentially toxic fumes and dust. • Do all such work outside or in a well-ventilated area. Dispose of paint and solvent properly.

• Allow fumes to disperse at least 15 minutes after SA-029

welding or heating.

• Use attention to the following points when removing paint. 1. If you sand or grind paint, avoid breathing the dust

which is created. Wear an approved respirator. 2. If you use solvent or paint stripper, remove stripper

with soap and water before welding. 3. Remove solvent or paint stripper containers and

other flammable material from area.

PREVENT BATTERY EXPLOSIONS • Battery gas can explode. • Keep sparks, lighted matches, and flame away from the top of battery.

• Never check battery charge by placing a metal object across the posts. Use a voltmeter or hydrometer.

• Do not charge a frozen battery or start engine with frozen battery. There is fear of explosion. If battery electrolyte is frozen, wait until it is liquefied completely in an atmospheric temperature room.

• Do not continue to use or charge the battery when the electrolyte level is lower than specified. Explosion of the battery may result.

• When a terminal become loose, it may induce sparks. Securely tighten all terminals.

• Battery electrolyte is poisonous. If the battery should

explode battery electrolyte may be splashed into eyes, possibly resulting in blindness. If electrolyte is splashed into eyes, flush your eyes continuosly with water for about 15 minutes. Seek medical attention immediately.

• Be sure to wear eye protection when checking electrolyte specific gravity.

SA-28

SA-032

SAFETY PRECAUTIONS FOR HANDLING REFRIGERANT • If refrigerant is splashed into eyes or spilled onto skin, blindness or a cold contact burn may result.

• Refer to the precautions described on the refrigerant container for handling refrigerant.

• Use a recovery and recycling system to avoid venting refrigerant into the atmosphere.

• Never allow the skin to directly come in contact with refrigerant.

SA-405

HANDLE CHEMICAL PRODUCTS SAFELY • Direct exposure to hazardous chemicals can cause

serious injury. Potentially hazardous chemicals used with your machine include such items as lubricants, electrolyte, coolants, paints, and adhesives.

• A Material Safety Data Sheet (MSDS) provides specific details on chemical products: physical and health hazards, safety procedures, and emergency response techniques.

• Check the MSDS before you start any job using a hazardous chemical. Then follow the correct procedures and use recommended equipment.

SA-309

• See your nearest Hitachi dealer for MSDS.

SA-29

SAFETY DISPOSE OF WASTE PROPERLY • Improperly disposing of waste can threaten the

environment and ecology. Potentially harmful waste used with HITACHI equipment includes such items as oil, fuel, coolant, brake fluid, filters, and batteries.

• When draining fluid, use a leakproof container with a capacity larger than the drained fluid volume to receive it.

• Do not pour waste onto the ground, down a drain, or into any water source.

• Inquire on the proper way to dispose of harmful waste such as oil, fuel, coolant, brake fluid, filters, and batteries from your local environmental or recycling center.

SA-226

BEFORE RETURNING THE MACHINE TO THE CUSTOMER • After maintenance or repair work is complete, confirm that:

• The machine is functioning properly, especially the safety systems.

• Worn or damaged parts have been repaired or replaced

SA-435 S517-E01A-0435

SA-30

SECTION 1

GENERAL CONTENTS Group 1 Specification Specifications ........................................... T1-1-1 Working Ranges ....................................... T1-1-3

Group 2 Component Layout Main Components.................................... T1-2-1 Electrical Component Layout (Overview) ............................................. T1-2-2 Electrical System (Controllers and Relays) ........................ T1-2-3 Electrical System (Monitor and Switches) .......................... T1-2-4 Engine ..................................................... T1-2-5 Swing Device........................................... T1-2-5 Travel Device........................................... T1-2-5 Control Valve ........................................... T1-2-6 2-Unit Solenoid Valve............................... T1-2-6 Revolution Sensing Valve / Pilot Filter ...... T1-2-6 Auxiliary Flow Selector Valve (Optional) ...... T1-2-6

Group 3 Component Specifications Engine ..................................................... T1-3-1 Engine Accessories ................................. T1-3-4 Hydraulic Component .............................. T1-3-5 Filter ........................................................ T1-3-8 Electrical Component............................... T1-3-8

1M9T-1-1

(Blank)

1M9T-1-2

GENERAL / Specifications SPECIFICATIONS ZAXIS40U-2

T1M9-01-01-001

⋅The above indicates construction for 4-Piller Canopy Version ZAXIS40U-2 Type 2-Piller Canopy 4-Piller Canopy Cab Type of Front-End Attachment Boom Swing Type 3 3 Bucket Capacity (Heaped) m (yd ) 0.14 (0.18) Operating Weight kg (lb) 4260 (9392) 4330 (9540) 4450 (9810) Basic Machine Weight kg (lb) 3190 (7030) 3230 (7121) 3380 (7452) YANMER 4TNV88 -1 Engine kW/min 29.8/2500 (PS/rpm) (40.5/2500) A: Overall Width mm (ft⋅in) 1870 (6′2″) B: Overall Height mm (ft⋅in) 2540 (8′4″) 2510 (8′3″) 2550 (8’4”) C: Rear-End Swing Radius mm (ft⋅in) 980 (3′3″) D: Minimum Ground Clearance mm (ft⋅in) 335 (1′1″) E: Counterweight Height mm (ft⋅in) 605 (1′11″) F: Engine Cover Height mm (ft⋅in) 1510 (4′11″) G: Undercarriage Length mm (ft⋅in) 2540 (8′4″) H: Undercarriage Width mm (ft⋅in) 1960 (6′5″) I: Sprocket Center to Idler Center mm (ft⋅in) 2000 (6′7″) 400 (1′4″) J: Track Shoe Width mm (ft⋅in) (Rubber Crawler) kPa 27 28 Ground Pressure 2 (kgf/cm , psi) (0.28, 3.9) (0.29, 4.1) –1 Swing Speed min (rpm) 9.3 (9.3) Travel Speed (fast/slow) km/h (mph) 4.5/2.8 (2.8/1.7) Gradeability Degree (%) 30 (58) NOTE: The dimensions do not include the height of the shoe lug. Weight for the cab version is included air conditioner unit.

T1-1-1

GENERAL / Specifications

ZAXIS50U-2

T1M9-01-01-001

Type Type of Front-End Attachment Bucket Capacity (Heaped) Operating Weight Basic Machine Weight Engine A: B: C: D: E: F: G: H: I:

Overall Width Overall Height Rear-End Swing Radius Minimum Ground Clearance Counterweight Height Engine Cover Height Undercarriage Length Undercarriage Width Sprocket Center to Idler Center

J: Track Shoe Width Ground Pressure Swing Speed Travel Speed (fast/slow) Gradeability

m (yd ) kg (lb) kg (lb) -1

kW/min (PS/rpm) mm (ft⋅in) mm (ft⋅in) mm (ft⋅in) mm (ft⋅in) mm (ft⋅in) mm (ft⋅in) mm (ft⋅in) mm (ft⋅in) mm (ft⋅in) mm (ft⋅in)

kPa 2 (kgf/cm , psi) –1 min (rpm) km/h (mph) Degree (%)

⋅The above indicates construction for 4-Piller Canopy Version ZAXIS50U-2 2-Piller Canopy 4-Piller Canopy Cab Boom Swing Type 0.16 (0.21) 4610 (10163) 4650 (10251) 4800 (10582) 3520 (7760) 3560 (7848) 3710 (8179) YANMER 4TNV88 29.8/2500 (40.5/2500) 1850 (6′1″) 2540 (8′4″) 2510 (8′3″) 2550 (8’4”) 1000 (3′3″) 335 (1′1″) 605 (1′12″) 1510 (4′11″) 2540 (8′4″) 2000 (6′7″) 2000 (6′7″) 400 (1′4″) (Rubber Crawler) 29 30 (0.3, 4.2) (0.31, 4.4) 9.3 (9.3) 4.5/2.8 (2.8/1.7) 30 (58)

NOTE: The dimensions do not include the height of the shoe lug. Weight for the cab version is included air conditioner unit.

T1-1-2

GENERAL / Specifications WORKING RANGES ZAXIS40U-2

Left Right

T1M9-01-01-002

A: Maximum Digging Reach B: Maximum Digging Depth

mm (ft⋅in) mm (ft⋅in)

C: Maximum Cutting Height

mm (ft⋅in)

D: Maximum Dumping Height

mm (ft⋅in)

E: Transport Height (Rubber Crawler) F: Overall Transport Length

mm (ft⋅in) mm (ft⋅in)

G: Minimum Swing Radius

mm (ft⋅in)

⋅The above indicates construction for 4-Piller Canopy Version ZAXIS40U-2 2-Piller Canopy 4-Piller Canopy Cab 5750 (18′10″) [6050 (19′10″)] 3350 (10′12″) [3660 (12′0″)] 5600 (18′5″) 5480 (17’12”) [5840 (19′2″)] [5710 (18’9”) 3920 (12′10″) 3810 (12’6”) [4160 (13′8″)] [4040 (13’3”) 2540 (8′4″)

5340 (17′6″) [5380 (17′8″)] 2190 (7′2″) [2330 (7′8″)]

H: Boom-Swing Pivot Offset Distance mm (ft⋅in) I: Blade Bottom Highest Position (above ground level) mm (ft⋅in) J: Blade Bottom Lowest Position (above ground level) mm (ft⋅in) K: Offset Distance Maximum Boom-Swing Angle

2510 (8′3″)

2550 (8’4”) 2270 (7’5”) [2390 (7’10”)

100 (0′4″) 425 (1′5″) 335 (1′1″) L690 (L 2′3″) R860 (R 2′10″) L80°/R60°

mm (ft⋅in) Degree

NOTE: The dimensions do not include the height of the shoe lug. The dimensions for the machine equipped with the long arm are shown in brackets [

T1-1-3

GENERAL / Specifications

ZAXIS50U-2

Left Right

T1M9-01-01-002

A: Maximum Digging Reach B: Maximum Digging Depth

mm (ft⋅in) mm (ft⋅in)

C: Maximum Cutting Height

mm (ft⋅in)

D: Maximum Dumping Height

mm (ft⋅in)

E: Transport Height (Rubber Crawler) F: Overall Transport Length

mm (ft⋅in) mm (ft⋅in)

G: Minimum Swing Radius

mm (ft⋅in)

⋅The above indicates construction for 4-Piller Canopy Version ZAXIS50U-2 2-Piller Canopy 4-Piller Canopy Cab 6000 (19′8″) [6250 (20′6″)] 3600 (11′10″) [3860 (12′8″)] 5640 (18’6”) 5770 (18′11″) [6020 (19′9″)] [5870 (19’3”)] 4000 (13’2”) 4100 (13′5″) [4330 (12′3″)] [4200 (13’9”) 2540 (8′4″)

Maximum Boom-Swing Angle

2550 (8’4”)

5460 (17′11″) [5520 (18′1″)] 2150 (7′1″)

2510 (8′3″)

[2260 (7′5″)]

2300 (7’7”) [2340 (7’’8”)

100 (0′4″) 425 (1′5″) 335 (1′1″) L690 (L 2′3″) R860 (R 2′10″) L80°/R60°

mm (ft⋅in) Degree

NOTE: The dimensions do not include the height of the shoe lug. The dimensions for the machine equipped with the long arm are shown in brackets [

T1-1-4

GENERAL / Component Layout MAIN COMPONENTS 31 30 1

29 28 27

26 25

7 8 9

20 19 13

18 17

16 T1M9-01-02-005

12345678-

Air Cleaner Blade Pilot Valve Front Pilot Valve Pump Device Revolution Sensing Valve Pilot Filter Travel Device Lower Roller

910 11 12 13 14 15 16 -

Back Pressure Valve Swing Device Upper Roller Control Valve Center Joint Track Adjuster 2-Unit Solenoid Valve Front Idler

17 18 19 20 21 22 23 24 -

T1-2-1

Travel Pilot Valve Swing Bearing Blade Cylinder Boom Cylinder Bucket Cylinder Arm Cylinder Work Light Boom Swing Cylinder

25 26 27 28 29 30 31 -

Boom Swing Pilot Valve Fuel Tank Tilt-Up Device Hydraulic Oil Tank Battery Reserve Tank Radiator/Oil Cooler

GENERAL / Component Layout ELECTRICAL COMPONENT LAYOUT (Overview)

1 Electrical System (Monitor and Switches) (Refer to T1-2-4.) Electrical System (Controllers and Relays) (Refer to T1-2-3.)

Engine (Refer to T1-2-5.)

2 6

Control Valve (Refer to T1-2-6.) T1M9-01-02-007

4 1 - Pilot Shut-Off Switch 2 - Horn

3 - Governor Actuator (EC Motor/Potentio-Sensor) 4 - 2-Unit Solenoid Valve

3 5 - Fuel Level Sensor

T1-2-2

Battery

GENERAL / Component Layout ELECTRICAL SYSTEM (Controllers and Relays) 10 1

T1M9-01-02-003

1 - *Air Conditioner Controller 2 - *Blower Motor Relay (Mid)

5 - *Blower Motor Relay (High) 6 - Starter Relay

3 - *Blower Motor Relay (Low) 4 - *Compressor Relay

7 - Fuse Box

89-

Engine Controller *Displacement Change Relay 10 - Safety Start Relay

NOTE: *: Cab-mounted machine only.

T1-2-3

T1M9-01-02-010

11 - Horn Relay 12 - 1 Second Timer 13 - Power Relay (Air Heater)

GENERAL / Component Layout ELECTRICAL SYSTEM (Monitor and Switches)

Monitor Panel

Switch Panel (Canopy Version)

9 4

T1M9-01-02-017

Switch Panel (Cab Version)

4 18 3 2 5

15 T1M9-01-02-018

T1M9-01-02-002

1 - Engine Control Dial 2 - Travel Speed Selector Switch 3 - Work Light Switch 4 - Key Switch 5 - *Wiper Switch

Travel Alarm Deactivation Switch (Optional) 8 - *Air Conditioner Control Panel 9 - Coolant Temperature Gauge 10 - Fuel Gauge

11 - Liquid Crystal Display (LCD)

12 - Set Switch

17 - Alternator Indicator

13 - Display Selection Switch

18 - Fuel Level Indicator

14 - Auto-Idle Switch

19 - Overheat Indicator

15 - Fast Travel Indicator

20 - Engine Oil Pressure Indicator 21 - System Failure Indicator

16 - Preheat Indicator

6 - Auxiliary Flow Selector Switch (Optional)

NOTE: *: Cab-mounted machine only.

T1-2-4

GENERAL / Component Layout ENGINE 6

T1M9-01-02-009

T1M9-01-02-008

SWING DEVICE

TRAVEL DEVICE 12

T1M9-01-02-013 T1M9-01-02-012

1 - Overheat Switch 2 - Fuel Pump 3 - Governor Lever 4 - Engine Oil Pressure Switch

5 - Engine Stop Solenoid 6 - Air Heater 7 - Coolant Temperature Sensor 8 - Starter

9 - Alternator 10 - Relief Valve 11 - Make-Up Valve

T1-2-5

12 - Anti-Cavitation Valve 13 - Counterbalance Valve 14 - Travel Speed Selector Valve

GENERAL / Component Layout CONTROL VALVE 2

2-UNIT SOLENOID VALVE

6 4

15 1 16

9 11

10 17

14 12

T1M9-01-02-011

13 T1M9-01-02-016

REVOLUTION SENSING VALVE / PILOT FILTER Pilot Filter

AUXILIARY FLOW (OPTIONAL) 20

SELECTOR

VALVE

T1M9-01-02-006

T1M9-01-02-014

1 - Main Relief Valve 2 - Make-Up Valve (Left Boom Swing) 3 - Overload Relief Valve (Boom Lower) 4 - Overload Relief Valve (Arm Roll-In) 5 - Overload Relief Valve (Bucket Roll-Out) 6 - Overload Relief Valve (Auxiliary)(Optional)

7 - Overload Relief Valve (Auxiliary)(Optional) 8 - Overload Relief Valve (Bucket Roll-In) 9 - Overload Relief Valve (Arm Roll-Out) 10 - Overload Relief Valve (Boom Raise) 11 - Boom Anti-Drift Valve

12 - Differential Reducing Valve 13 - Unload Valve

17 - Pilot Shut-Off Valve Solenoid Valve 18 - Differential Reducing Valve

14 - Auto-Idle Pressure Sensor

19 - Variable Metering Valve

15 - Travel Speed Changeover Solenoid valve 16 - Pilot Relief Valve

20 - Flow Selector Solenoid Valve 21 - Pressure Reducing Valve

T1-2-6

GENERAL / Component Specifications ENGINE Manufacturer···················································YANMER Model ······························································4TNV88-NHB Type ································································Diesel, 4-Cycle, Water-cooled, Inline, Direct Injection Cyl. No.-Bore×Stroke······································4 - 88 mm×90 mm (3.47 in×9.63 in) 3

Piston Displacement ·······································2189 cm (133.5 in ) -1

Rated Output ··················································29.8 kW / 2500 min (40.5 PS / 2500 rpm) Compression Ratio ·········································19 Dry Weight ······················································177 kg (390 lb) Firing Order·····················································1-3-4-2 Rotation Direction ···········································Clockwise (View from fan side) COOLING SYSTEM Cooling Fan ··················································· Dia. 430 mm, 7 Blades, Draw-In Type Fan Pulley Ratio ············································ Engine rpm×0.92 Thermostat (Atmospheric Pressure)·············· Cracking temp. 71 °C (160 °F) Full open temp. 85 °C (185 °F) Water Pump··················································· Centrifugal Belt Driven Type LUBRICATION SYSTEM Lubrication Pump Type ·································· Trochoid Pump Oil Filter ························································· Full-Flow Paper Element Type STARTING SYSYTEM Motor······························································ Magnetic Pinion Shift Type (Starter Relay is Separately Placement) Voltage / Output ············································· 12 V / 2.3 kW PREHEAT SYSMTEM Preheating Method ········································ Position Type Air Heater (12 V ⋅ 400 W) ENGINE STOP SYSYTEM Stop Method··················································· Fuel Shut-Off ALTERNATOR Type ······························································· Regulator Integrated AC type Voltage / Output ············································· 12 V / 55 A FUEL SYSTEM Type ······························································· YDP-MP Type Governor························································ Mechanical All Speed Control Injection Nozzle ············································· Multi-Injection Hole Type

T1-3-1

GENERAL / Component Specifications PERFORMANCE (as brand new product) IMPORTANT: This list shows design specifications, which are not servicing standards. Lubricant Consumption·································· Less than 13.5 mL/hr at Rated Output Fuel Consumption Ratio ································ Less than 256 g/kW⋅h (188 g/PS⋅h) at Rated Output Injection Timing·············································· 18° before T. D. C -1

Maximum Output Torque ······························· 138±5 N⋅m (14.1±0.5 kgf⋅m) at 1500 min 2

Injection Pressure ·········································· 19.6 MPa (200 kgf/cm , 2849 psi) 2

-1

Compression Pressure ·································· 3.43 MPa (35 kgf/cm , 499 psi) at 250 min Valve Clearance (Inlet/Exhaust) ···················· 0.15/0.25 mm (when cool) -1

No Load Speed ·············································· Slow: 1200±25 min

T1-3-2

-1

Fast:2700±25 min

GENERAL / Component Specifications Engine Performance Curve (4NTV88) Test Condition: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for Construction Machinery) under standard atmospheric pressure. 2. Equipped with the fan and alternator.

Torque N.m kgf⋅m 150

138 N⋅m / Approx. 1500 min-1 (14.1 kgf⋅m / Approx. 1500 rpm)

(15) Torque

125

(13)

100

(10) 29.8 kW/2500 min-1 (40.5 PS/2500 rpm)

(8) 75 Output kW PS 35 (48)

Fuel Consumption Ratio g/kwh g/PSh 320

(235)

(34)

300

(221)

(27)

280

(206)

(20)

260

(191)

(14)

240

(177)

(7)

220

(162)

(0)

200

(147)

(41)

Output

Fuel Consumption Ratio

Engine Speed min-1(rpm) T1M9-01-03-001

T1-3-3

GENERAL / Component Specifications ENGINE ACCESSORIES RADIATOR ASSEMBLY Type ............................................................... Radiator/Oil Cooler Tandem Type Assembly Radiator Capacity......................................................... Approx. 1.6 L 2 Cap Opening Pressure .................................. 90 kPa (0.9 kgf/cm , 13 psi) Weight............................................................ 4.2 kg (9.3 lb)

Oil Cooler Approx. 1.1 L â&#x2C6;&#x2019; 2.9 kg (6.4 lb)

BATTERY Capacity..........................................................55 Ah (5-Hour Rate), 65 Ah (20-Hour Rate) Voltage ............................................................12 V Weight.............................................................18.5 kg (40.8 lb)

T1-3-4

GENERAL / Component Specifications HYDRAULIC COMPONENT PUMP DEVICE MAIN PUMP (Canopy Type) Model ............................................................. PVK-2B-505-N Type ............................................................... Variable Displacement Swash Plate Pump Maximum Flow (Theoretical Value) ............... 125 L/min (33 US gpm)

(Cab Type) PVK-2B-505-CN − −

PILOT PUMP Type ............................................................... Gear Pump Maximum Flow (Theoretical Value) ............... 12.5 L/min (3.39 US gpm) CONTROL VALVE Model ............................................................. DPK-T04-9P-BA Type ............................................................... All Pilot Pressure Operated Type Main Relief Set-Pressure............................... 24.5 MPa (250 kgf/cm2, 3560 psi) Overload Relief Set-Pressure........................ 26.5 MPa (270 kgf/cm2, 3840 psi) (Boom, Arm, Bucket) SWING DEVICE Type ................................................................Two-Stage Reduction Planetary Gear Reduction Gear Ratio .....................................20.615 SWING MOTOR Model ............................................................. MSF-27P Type ................................................................Swash-Plate Type SWING VALVE UNIT Type ................................................................Non Counterbalance Valve Type Relief Set-Pressure ........................................18.1±0.5 MPa (185±5 kgf/cm2, 2631±71 psi) at 30 L/min SWING PARKING BRAKE Type ............................................................... Single-Disc-Wet Negative Type Release Pressure (Full Stroke)...................... 1.5 MPa or less (15 kgf/cm2 or less, 218 psi or less)

T1-3-5

GENERAL / Component Specifications TRAVEL DEVICE Type ............................................................... Two-Stage Reduction Planetary Gear Reduction Gear Ratio .................................... 47.406 TRAVEL MOTOR Type ............................................................... Variable Displacement Swash-Plate Piston Motor TRAVEL BRAKE VALVE Type ............................................................... Counter Balance Valve Type TRAVEL PARKING BRAKE Type ............................................................... Single-Disc Wet Negative Type Cracking Pressure for Release...................... 1.3 MPa (13 kgf/cm2, 189 psi) CYLINDER ZAXIS40U-2 Rod Diameter................................................. Cylinder Bore ................................................. Stroke............................................................. Fully Retracted Length .................................. Plating Thickness...........................................

Boom (Cab) 55mm 90 mm 691 mm 1076 mm 30 µm or more

Boom (Canopy) 50 mm 90 mm 702 mm 1076 mm ←

50 mm 80 mm 698 mm 1041 mm ←

Rod Diameter................................................. Cylinder Bore ................................................. Stroke............................................................. Fully Retracted Length .................................. Plating Thickness...........................................

Bucket 40 mm 70 mm 551 mm 840 mm 30 µm or more

Boom Swing 50 mm 90 mm 662 mm 972 mm ←

Blade 50 mm 105 mm 140 mm 503.5 mm ←

Boom (Cab) 55 mm 95 mm 691 mm 1083 mm 30 µm or more

Boom (Canopy) 55 mm 95 mm 702 mm 1083 mm ←

50 mm 80 mm 731 mm 1074 mm ←

Bucket 45 mm 75 mm 551 mm 840 mm 30 µm or more

Boom Swing 50 mm 90 mm 662 mm 972 mm ←

Blade 50 mm 105 mm 140 mm 503.5 mm ←

ZAXIS50U-2

T1-3-6

Arm

GENERAL / Component Specifications FRONT ATTACHMENT PILOT VALVE Model ............................................................. HVP06F-040-101 TRAVEL PILOT VALVE Model ..............................................................HVP05U-040-101 (Standard) HVP05U-S-040-101 (Travel Alarm (Optional)) SWING⋅BLADE PILOT VALVE Model ..............................................................HVP05K-040-101 SOLENOID VALVE UNIT (2-Unit Solenoid Valve with Pilot Relief Valve) Relief Set Pressure.........................................4.1±0.2 MPa (42±2 kgf/cm2, 597±28 psi) Solenoid Valve ............................................... A Port Side: Pilot Shut-Off Valve Solenoid Valve B Port Side: Travel Mode Solenoid Valve OIL COOLER BYPASS CHECK VALVE Set Pressure .................................................. 0.3 MPa (3.1 kgf/cm2, 44 psi)

T1-3-7

GENERAL / Component Specifications FILTER Filtration Fuel Filter······················································· 5 µm Air Filter (with mechanical indicator)·············· (Indicator Operation Pressure: -6.23 kPa±5%) Full Flow Filter (Paper Type) ························· 10 µm Suction Filter·················································· (150 Mesh) Pilot Filter······················································· 10 µm

ELECTRICAL COMPONENT FUEL SENSOR Resistance Value ··········································· Empty : 90 Ω

Full : 10 Ω

HORN Voltage / Current············································ DC 12 V⋅3 A Sound Pressure ············································· 108 dB (A) at 2 m ILLUMINATION Output ···························································· Work Light: Halogen 12V·55 W AIR CONDITIONER (Cab Version Only) Refrigerant ····················································· HFC-134a Cooling Ability ················································ 14.2±1.4 MJ/h (3400±340 kcal/h) 3 Cool Air Volume ············································· 350 m /h Heating Ability ················································ 13.6±1.4 MJ/h (3250±325 kcal/h) 3 Warm Air Volume ··········································· 350 m /h Temperature Adjusting System······················ Electronic Type Refrigerant Quantity ······································ 550±50 g 3 Compressor Oil Quantity ······························· 100 cm

T1-3-8

MEMO ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... ..................................................................................................................................................................... .....................................................................................................................................................................

SECTION 2

SYSTEM CONTENTS Group 1 Control System Outline ..................................................... T2-1-1 Engine Control.......................................... T2-1-4 Pump Control ........................................... T2-1-8 Other Control......................................... T2-1-12

Group 2 Hydraulic System Outline ..................................................... T2-2-1 Pilot Circuit ............................................... T2-2-2 Main Circuit .............................................. T2-2-8

Group 3 Electrical System Outline ..................................................... T2-3-1 Electric Power Circuit (key Switch : OFF) ................................. T2-3-2 Electric Power Circuit (Key Switch : ON) .................................. T2-3-4 Preheat Circuit (Key Switch : HEAT) ........ T2-3-6 Starting Circuit (Key Switch : START) ...... T2-3-8 Charging Circuit (Key Switch : ON) ........ T2-3-10 Engine Stop Circuit (Key Switch : OFF)............................... T2-3-12

1M9T-2-1

(Blank)

1M9T-2-2

SYSTEM / Control System OUTLINE There are three controllers on this machine: â&#x20AC;˘ Monitor controller â&#x20AC;˘ Engine controller â&#x20AC;˘ Travel alarm controller (optional) Signals from the engine control dial, various sensors, and switches come to respective controllers for processing with logic circuits. Each controller drives the governor actuator, solenoid valve and others; and controls the engine and valve.

T2-1-1

SYSTEM / Control System â&#x20AC;˘ Monitor controller:

The monitor controller activates the hour meter, fuel gauge, coolant temperature gauge, etc. by signals from sensors and switches; and turns ON the indicators at the monitor.

â&#x20AC;˘ Engine controller:

The engine controller, when receiving signals from the engine control dial, governor actuator, auto-idle pressure sensor and auto-idle switch, drives the governor actuator, and controls engine speed.

â&#x20AC;˘ Travel alarm controller (optional):

The travel alarm controller, when receiving signals from the travel pressure sensor, sounds buzzer. Alarming can be cancelled by turning ON the buzzer deactivation switch.

T2-1-2

SYSTEM / Control System

Monitor Controller

Auto-Idle Switch

Auto-Idle Pressure Sensor

Engine Controller

Motor Driver

Engine Control Dial Engine

EC Motor Governor Actuator

T1M9-02-01-001

Governor Lever

Optional

From Fuse #8 Buzzer Deactivation Switch

Travel Alarm Controller Buzzer

Travel Pressure Sensor

T1M9-02-01-006

T2-1-3

SYSTEM / Control System ENGINE CONTROL The engine control has the following functions: • Engine Control Dial Control • Auto-Idle Control

Auto-Idle Switch

Engine Controller

Auto-Idle Pressure Sensor

Motor Driver

Engine Control Dial Engine

EC Motor Governor Actuator

T1M9-02-01-001

Governor Lever

T2-1-4

SYSTEM / Control System Engine Control Dial Control Engine Speed

Function: Controls the engine speed according to the rotational angle of the engine control dial. Operation: The motor driver of the engine controller drives the EC motor of the governor actuator according to the rotational angle of the engine control dial. As a result, the EC motor sets the governor lever in order to control engine speed.

Fast Speed

Slow Speed Slow Idle

Fast Idle

Engine Control Dial Position

Engine Controller

Motor Driver

Engine Control Dial

EC Motor Governor Actuator

T1M9-02-01-002

Governor Lever

T2-1-5

SYSTEM / Control System Auto Idle Control Function: With all control levers in neutral, sets the engine speed to the minimum speed in order to lower fuel consumption and noise level. Operation: 4 seconds later, 1. Signals from the engine control dial, auto-idle Engine engine speed is Speed reduced to auto idle pressure sensor, and governor actuator are sent speed. to the engine controller. Fast Speed 2. When turning ON the auto-idle switch at the monitor, signals from the monitor controller are sent to the engine controller. 3. When moving all control levers to neutral, signal from the auto-idle pressure sensor becomes 2.5 V Auto Idle Speed or less (2.5 MPa or less). (Slow Speed) 4. About four seconds later, the motor driver of engine controller drives the EC motor of the governor actuator, and sets the engine speed to the Fast Idle Slow Idle auto idle speed (minimum speed). 5. Move one of the control levers. When signals from the auto-idle pressure sensor becomes 2.9 V or more (3.0 MPa or more) by moving a control lever, the engine controller recognizes that the control lever is moving. 6. The engine controller immediately drives the EC motor of the governor actuator to increase the engine speed up to the original engine speed (set by the engine control dial). Auto idle cancellation conditions: â&#x20AC;˘ When moving control lever (Auto-idle pressure sensor signal â&#x2030;§ 2.9 V) â&#x20AC;˘ When changing engine speed with engine control dial

T2-1-6

Engine Control Dial Position

SYSTEM / Control System

Auto-Idle Switch

Engine Controller

Auto-Idle Pressure Sensor

Motor Driver

Engine Control Dial Engine

EC Motor Governor Actuator

T1M9-02-01-001

Governor Lever

T2-1-7

SYSTEM / Control System PUMP CONTROL Power-Reduction Control (Cab-mounted Machine Only) Function: With the air conditioner in operation, decreases absorption torque of the main pump, and controls so that the total load to the main pump and compressor does not to exceed the engine horsepower. (Refer to COMPONENT OPERATION /Pump Device group.)

Flow Rate (Q)

Operation: 1. When turning ON the air conditioner switch, #30 terminal is grounded in the air conditioner controller. 2. When the displacement change relay is excited, current flows from #7 fuse to the torque control solenoid valve, thus switching the torque control solenoid valve. 3. As a result, pressure oil from the pilot pump passes through the control piston in the main pump. 4. The main pump swash plate is subjected to a force from the control piston to reduce its displacement angle. 5. As a result, the absorption torque of the main pump decreases, keeping it below the engine horsepower.

T2-1-8

Pressure (P)

SYSTEM / Control System

Air Conditioner Controller

Air Conditioner Switch

Displacement Change Relay Torque Control Solenoid Valve From Fuse #7

Pilot Pump

Main Pump Control Piston

T2-1-9

T1M9-02-01-004

SYSTEM / Control System Auxiliary Flow Selector Control (Only Machine with Optional Equipment) Function: When using the attachment such as a breaker, reduces the oil flow to the attachment by lowering the pilot pressure, thus restricting the operating speed. Also, in the combined control with the spare, controls so as to deliver more flow to other controls than the spare, maintaining the operating speed of the actuator. Operation: • Auxiliary flow selector switch: HIGH (in single operation) 1. When setting the auxiliary flow selector switch to HIGH position, current does not flow through the flow selector solenoid valve, so that the flow selector solenoid valve is not switched. 2. Pressure oil from the pilot pump passes through the flow selector solenoid valve, and acts on the end face (in spring chamber) of the pressure reducing valve. 3. Also, pilot pressure (self-pressure) passing through the pressure reducing valve acts on the end face of the pressure reducing valve. 4. A force, which works to move the pressure reducing valve downward, overcomes the opposite force, thus moving the pressure reducing valve downward. 5. As a result, the pressure reducing valve opens fully, so that pressure oil from the pilot pump flows to the auxiliary pilot valve at the pressure almost similar to the delivery pressure. 6. Thus, pilot pressure corresponding to the lever control force flows toward the auxiliary spool in the control valve, so that the actuator (attachment) operates normally.

NOTE: For operating principle of the auxiliary flow selector valve, refer to “COMPONENT OPERATION / Others (Upperstructure)” group.

• Auxiliary flow selector switch: LOW (in combined

operation) 1. When unlocking the auxiliary flow selector switch, and setting it to LOW position, current from #4 fuse flows to the flow selector solenoid valve, thus selecting the flow. 2. Pilot pressure oil flowing through the flow selector solenoid valve is blocked by the spool in the flow selector solenoid valve. Also, pressure oil from the spring chamber in the pressure reducing valve passes through the spool in the flow selector solenoid valve, and flows to the hydraulic oil tank 3. Pilot pressure oil (self-pressure) passing through the pressure reducing valve acts on the end face of the pressure reducing valve. 4. Because the spring chamber in the pressure reducing valve is connected to the hydraulic oil tank, only the spring force works against the pressure acting on the end face of the pressure reducing valve. 5. As a result, the pressure reducing valve moves upward until it becomes balanced with spring force. 6. Thus, pilot pressure is reduced, and pilot pressure oil (at 1.8 MPa) flows into the auxiliary pilot valve. 7. As a result, even when the auxiliary pilot valve moves at full stroke, the moving distance of the spool is shorter than usual, because pilot pressure acting on the spool in the control valve is low. 8. Thus, oil flow to the attachment is reduced, decreasing the speed of the attachment. 9. Also, in combined operation, large quantity of oil flows into other controls than the auxiliary, because the moving distance of the auxiliary spool remains unchanged, thus maintaining the operating speed of the actuator being operated.

T2-1-10

SYSTEM / Control System

Auxiliary Flow Selector Switch: LOW Position From Fuse #4

Auxiliary Pilot Valve

To Attachment

Hydraulic Oil Tank Auxiliary Spool

Spring Flow Selector Solenoid Valve

Pressure Reducing Valve Auxiliary Flow Selector Valve

Control Valve

Main Pump

Pilot Pump T1M9-02-01-013

NOTE: The illustration indicates the system operation when the auxiliary flow selector switch is placed in the LOW position.

T2-1-11

SYSTEM / Control System OTHER CONTROL Travel Alarm Control (only Machine Fitted with Optional Equipment) Function: Makes buzzer sound. Operation: During traveling, travel alarm signal is sent from the travel pressure sensor to travel alarm controller. The travel alarm controller sounds buzzer while receiving this signal. NOTE: To cancel alarming, turn ON the buzzer deactivation switch. Buzzer sounds again when resuming traveling.

From Fuse #8 Buzzer Deactivation Switch

Travel Alarm Controller Buzzer

Travel Pressure Sensor T1M9-02-01-006

T2-1-12

SYSTEM / Hydraulic System OUTLINE The hydraulic system consists of the main circuit and the pilot circuit along with their related items.

â&#x20AC;˘ Pilot Circuit Supplies the pressure oil which is delivered from the pilot pump to the machine operation control circuit, the pump control circuit, the travel mode control circuit, and the swing parking brake release circuit.

â&#x20AC;˘ Main Circuit Controls the pressure oil which is delivered from the main pump to the control valve which in turn drive the cylinders and the hydraulic motors.

T2-2-1

SYSTEM / Hydraulic System PILOT CIRCUIT The pressure oil which is delivered from the pilot pump is supplied to each circuit as is described below.

• Machine Operation Control Circuit Controls the control valve operation. The major components in this circuit are the pilot valves. In response to the control lever stroke, the pilot valve regulates the pressure oil supplied to the spool end in the control valve which in turn control the control valve operation. Also, during boom lowering operation, pressure oil from the pilot valve acts on the boom anti-drift valve and the end face of the spool in the control valve. (Refer to COMPONENT OPERATION / Control Valve group.)

• Pump Control Circuit (Flow Rate Control Circuit) Controls the main pump swash angle. This circuit consists of the main pump, the revolution sensing valve, and the control valve differential reducing valve. Oil pressure (PGR) from the revolution sensing valve and oil pressure (PLS) from the control valve differential reducing valve are supplied to both spool ends of the main pump PS valve respectively. The PS valve controls the main pump swash angle in response to the pressure difference between PGR and PLS pressures to regulate the main pump flow rate. (Refer to COMPONENT OPERATION / Pump Device group.)

• Travel Mode Control Circuit Controls the travel mode. This circuit consists of the travel speed selector switch, the travel speed changeover solenoid valve, and the travel speed selector valve. In response to travel speed selector switch position (Fast↔Slow), the travel speed changeover solenoid valve is shifted so that the travel speed control oil pressure is supplied to the travel motor. (Refer to COMPONENT OPERATION / Travel Device group.)

T2-2-2

• Swing Parking Brake Release Circuit Releases the swing parking brake. This circuit consists of the pilot shut-off switch, and the pilot shut-off solenoid valve. In response to the pilot control shut-off lever position raise/lower (pilot shut-off switch position (ON↔OFF)), the pilot shut-off solenoid valve is shifted so that the swing parking release oil pressure is supplied to the swing motor. (Refer to COMPONENT OPERATION / Swing Device group.)

SYSTEM / Hydraulic System

Pilot Valve (Left) Pilot Valve (Right) Arm Swing

Boom

Travel Pilot Valve

Bucket

Blade Pilot Valve

Boom Swing Pilot Valve

Machine Operation Control Circuit

Differential Reducing Valve

Control Valve

Boom Anti-Drift Valve Pressure PLS Swing Parking Brake Valve Pump Control Circuit

Swing Motor Travel Motor (Right)

Swing Parking Brake Release Circuit

Pilot Shut-Off Solenoid Valve

Pressure PGR PS Valve

Travel Speed Selector Valve

Main Pump Pilot Pump

Travel Motor (Left) Travel Speed Changeover Solenoid Valve Travel Mode Control Circuit

2-Unit Revolution Solenoid Valve Sensing Valve

T2-2-3

T1M9-02-02-001

SYSTEM / Hydraulic System Machine Operation Control Circuit Controls the control valve operation. The major components in this circuit are the pilot valves. In response to the control lever stroke, the pilot valve regulates the pressure oil supplied to the spool end in the control valve according to the control valve operation. Also, during boom lowering operation, pressure oil from the pilot valve acts on the boom anti-drift valve and the end face of the spool in the control valve. (Refer to COMPONENT OPERATION / Control Valve group.) NOTE: The boom raise operation is explained here as an example. 1. When the pilot control shut-off lever is lowered, the pilot shut-off switch, located below the pilot control shut-off lever, turns ON, thus switching the pilot shut-off solenoid valve. 2. When the control lever is moved in the boom raise position, the pressure oil from the pilot pump is routed to the right pilot valve via the 2-unit solenoid valve. 3. Then, after being reduced at the pilot valve to the pressure corresponding to the control lever stroke, the pressure oil is supplied to the boom spool end so that the spool is moved in response to the control lever stroke. 4. The pressure oil from main pump (P1) is routed to the boom anti-drift valve via the boom spool. (Refer to COMPONENT OPERATION / Control Valve group.) 5. After passing through the anti-drift valve, the pressure oil is routed to the boom cylinder bottom, extending the boom cylinder so that the boom is raised.

T2-2-4

SYSTEM / Hydraulic System

Travel Pilot Valve

Pilot Valve (Left) Pilot Valve (Right) Arm Swing

Boom

Bucket

Boom Swing Pilot Valve

Blade Pilot Valve

Boom Anti-Drift Valve

Pilot Shut-Off Solenoid Valve

Main Pump Pilot Pump

2-Unit Solenoid Valve T1M9-02-02-002

abcd-

Boom Raise Boom Lower Bucket Roll-In Bucket Roll-Out

efgh-

Left Swing Right Swing Arm Roll-In Arm Roll-Out

ijkl-

T2-2-5

Right Travel Forward Right Travel Reverse Left Travel Forward Left Travel Reverse

mnop-

Right Boom Swing Left Boom Swing Blade Lower Blade Raise

SYSTEM / Hydraulic System Pump Control Circuit (Flow Rate Control Circuit) Controls the main pump swash angle. This circuit consists of the main pump, the revolution sensing valve, and the control valve differential reducing valve. Oil pressure (PGR) from the revolution sensing valve and oil pressure (PLS) from the control valve differential reducing valve are supplied to both spool ends of the main pump PS valve respectively. The PS valve controls the main pump swash angle in response to the pressure difference between PGR and PLS pressures to regulate the main pump flow rate. (Refer to COMPONENT OPERATION / Pump Device group.)

Control Valve

Differential Reducing Valve

Pressure PLS

Pressure PGR PS Valve Main Pump Pilot Pump

Revolution Sensing Valve

T1M9-02-02-003

T2-2-6

SYSTEM / Hydraulic System Travel Mode Control Circuit Controls the travel mode. This circuit consists of the travel speed selector switch, the travel speed changeover solenoid valve, and the travel speed selector valve. In response to travel speed selector switch position (Fastâ&#x2020;&#x201D;Slow), the travel speed changeover solenoid valve is shifted so that the travel speed control oil pressure is supplied to the travel motor. (Refer to COMPONENT OPERATION / Travel Device group.) Swing Parking Brake Release Circuit Releases the swing parking brake. This circuit consists of the pilot shut-off switch, and the pilot shut-off solenoid valve. In response to the pilot control shut-off lever position raise/lower (pilot shut-off switch position (ONâ&#x2020;&#x201D;OFF)), the pilot shut-off solenoid valve is shifted so that the swing parking release oil pressure is supplied to the swing motor. (Refer to COMPONENT OPERATION / Swing Device group.)

Swing Parking Brake Valve

Swing Motor Travel Motor (Right) Swing Parking Brake Release Circuit

Pilot Shut-Off Solenoid Valve

Travel Speed Selector Valve

Pilot Pump

Travel Motor (Left)

Travel Mode Control Circuit

Travel Speed Changeover Solenoid Valve

2-Unit Solenoid Valve T1M9-02-02-004

T2-2-7

SYSTEM / Hydraulic System MAIN CIRCUIT Neutral Circuit (When the control lever is in neutral) 1. Main pump (P1) draws hydraulic oil from the hydraulic oil tank and delivers it to the control valve. 2. When the control lever is in neutral, the delivered oil is blocked by the control valve spool. Accordingly, oil pressure in the circuit up to the control valve increases. 3. When the oil pressure increases more than the set pressure of the unload valve, the unload valve is unseated. (Refer to COMPONENT OPERATION / Control Valve group.) NOTE: When the control lever is in neutral, the unload valve set pressure is kept at low pressure. 4. The delivered oil from the main pump is returned to the hydraulic oil tank via the unload valve, back pressure valve and the oil cooler. 5. The back pressure valve, provided in the return line of the main circuit (between control valve and oil cooler), maintains the pressure constant at 0.3 MPa in the main circuit. 6. As a result, the absorption ability of the actuator can be improved in the case of cavitation. 7. When the oil temperature is low (high viscosity), the oil flow resistance to pass through the oil cooler increases. Therefore, the bypass check valve is opened so that the hydraulic oil is returned directly to the hydraulic oil tank without flowing through the oil cooler, allowing the oil temperature to quickly increase.

T2-2-8

SYSTEM / Hydraulic System

Swing Motor

Travel Blade CylMotor Left inder

Boom Swing Boom Cylinder Cylinder

Travel Motor Right

Arm Cylinder

Bucket Cylinder

Unload Valve

Swing

Travel Left

Blade

Travel Right

Boom Swing

Boom

Pressure Compensator

Arm

Bucket

Auxiliary

Pressure Compensator

Back Pressure Main Pump (P1) Hydraulic Oil Tank Bypass Check Valve

Oil Cooler T1M9-02-02-006

T2-2-9

SYSTEM / Hydraulic System Single Operation Circuit (When a control lever is operated) NOTE: The main circuits to drive the cylinders and motors are all identical except when the boom is raised, the boom anti-drift valve is employed. Only the boom raise operation is explained here. 1. The pressure oil from main pump (P1) is routed to the swing, travel (left), blade, travel (right), boom swing, boom, arm, bucket and auxiliary spools in the control valve. 2. When the boom spool is moved, the pressure oil from main pump (P1) is routed to the boom anti-drift valve via the boom spool. (Refer to COMPONENT OPERATION / Control Valve group.) 3. After passing through the boom anti-drift valve, the pressure oil is routed to the boom cylinder bottom, causing the boom to raise.

T2-2-10

SYSTEM / Hydraulic System

Boom Cylinder

Boom

Boom Anti-Drift Valve

Pressure Compensator

Main Pump (P1) T1M9-02-02-007

T2-2-11

SYSTEM / Hydraulic System Combined Operation Circuit (Swing and Boom Combined Operation) NOTE: The swing and boom combined operation is explained here as an example. 1. The pressure oil from main pump (P1) is routed to the swing and boom spools via the pressure compensator in the control valve. The pressure oil from pilot pump (P2) is routed to the differential reducing valve in the control valve. 2. When the swing and boom control levers are operated, the pressure oil from the pilot valves moves the swing and boom spools. 3. The pressure oil from main pump (P1) flows to the swing motor and the boom cylinder via the swing spool and the boom spool. Thereby, the swing function and the boom function are operated. Pump Operation 1. When controlling pump delivery flow rate, the differential reducing valve handles a pressure difference, which is caused between pump delivery pressure and highest load pressure in either boom or swing circuit controlled by lever, as the PLS pressure. NOTE: The PLS pressure, accordingly, varies depending on the load pressure change in the control valve. 2. The PLS pressure delivered from the differential reducing valve is routed to the main pump and the pressure compensators to control their operation. (Refer to COMPONENT OPERATION / Control Valve group.) 3. The main pump flow rate is controlled so that the PLS pressure (the differential pressure in the circuit between before and after the control valve spool) supplied from the differential reducing valve and signal pressure (PGR) delivered from the revolution sensing valve become balance. (Refer to COMPONENT OPERATION / Pump Device group.) NOTE: Signal pressure (PGR) is used to control the actuator speeds. 4. As mentioned above, the differential reducing valve converts the differential pressure in the circuit between before and after the control valve spool into the PLS pressure and supplies it to control the main pump so that the main pump delivers oil flow meeting the volume the control valve requires (equivalent to the load pressure in the control valve).

T2-2-12

NOTE: Bleed-off (partial pressure) circuit: The pressure compensator for swing constitutes a bleed-off (partial pressure) circuit. PLS pressure itself acts on the pressure compensator in each section, except for only the pressure compensator for swing subjected to the PLS pressure at the throttle. As a result, this slackens the PLS surge pressure caused by switching to a single operation of swing from the combined operation of swing and boom (other actuator). This also slackens a shock caused by swing speed change when switching to a single operation of swing.

SYSTEM / Hydraulic System

Differential Reducing Valve Swing Motor Orifice

Bleed-Off Circuit (Partial Pressure Circuit)

Boom Cylinder

Pressure PLS

Swing Spool

Pressure Compensator

Revolution Sensing Valve

Boom Spool

Pressure PGR

Main Pump (P1)

Pilot Pump (P2) T1M9-02-02-008

T2-2-13

SYSTEM / Hydraulic System Differential Reducing Valve Operation 1. The load pressure from the boom cylinder and the swing motor acts on the shuttle valve. 2. When load pressure (PL) from the boom cylinder is higher than load pressure (PL) from the swing motor, load pressure (PL) from the boom cylinder passes the shuttle valve. 3. That is, maximum load pressure (PLMAX) from among the spools is routed to the differential reducing valve. 4. Delivery pressures (P1 and P2) from main pump (P1) and pilot pump (P2) are also routed to the differential reducing valve. 5. According to maximum load pressure (PLMAX) from the actuators, the differential reducing valve control the PLS pressure and supplies the controlled PLS pressure to the main pump and the pressure compensator. (Refer to COMPONENT OPERATION / Control Valve group.) 6. The pressure relationship between PLS, pump delivery pressure (P1) and PLMAX acting on the differential reducing valve is described in the following formula: Pressure PLS = Pressure P1 – Pressure PLMAX 7. The differential reducing valve outputs pressure PLS equivalent to the differential pressure between pump delivery pressure (P1) and maximum actuator load pressure (PLMAX). 8. Depending on change in pressure PLS from the differential reducing valve, the pump control operation is performed.

Pressure Compensator Operation 1. As the swing motor load decreases, pressure (PL) after the spool is reduced, causing differential pressure (PLS) between, before and after the spool to increase. 2. As the boom cylinder load increases, pressure (PL) after the spool is raised, causing differential pressure (PLS) between, before and after the spool to decrease. 3. Both spool before pressure (PIN) and after pressure (PL) are always routed to the pressure compensator. In addition, pressure PLS from the differential reducing valve is acting on the differential reducing valve as the target differential pressure. 4. The pressure compensator operates so as to satisfy the relationship between pressures (PIN, PL, and PLS) as shown in the following formula: Pressure PIN = Pressure PL + Pressure PLS (Refer to COMPONENT OPERATION / Control Valve group.) 5. When the swing motor load is light, high hydraulic oil pressure to drive the swing motor is not required. When the boom cylinder load is heavy, high hydraulic oil pressure is required to drive the boom cylinder. 6. Under this condition, each pressure compensator operates as described below, allowing the main pump to supply more hydraulic oil to the actuator which requires more hydraulic oil. • As differential pressure (PLS) between before spool pressure (PIN) and after spool pressure (PL) in the swing circuit is large, the pressure compensator is pushed by before spool pressure (PIN), causing the pressure compensator to move to the left. Thereby, the pressure compensator closes the opening port area, restricting the main hydraulic oil flow to the swing spool via the pressure compensator. • As differential pressure (PLS) between before spool pressure (PIN) and after spool pressure (PL) in the boom circuit is small, the pressure compensator is pushed by after spool pressure (PL + PLS), causing the pressure compensator to move to the right. Thereby, the pressure compensator open the opening port area wider, allowing the main hydraulic oil to flow more to the boom spool via the pressure compensator.

T2-2-14

SYSTEM / Hydraulic System Differential Reducing Valve

Swing Motor (Load: Light)

Shuttle Valve

Boom Cylinder (Load: Heavy)

Pressure Compensator

Pressure PIN

Pressure PL

Pressure PLS Pressure PIN

Pressure PL

Pressure PLS

Pressure Compensator

Main Pump (P1)

Pilot Pump T1M9-02-02-009

T2-2-15

SYSTEM / Hydraulic System (Blank)

T2-2-16

SYSTEM / Electrical System OUTLINE The electrical system is roughly classified into the main circuit and the monitor circuit.

The main functions and construction of the main circuit are outlined here:

• Main Circuit

• Power Circuit: Supplies electrical power to all elec-

Operates the engine and accessory circuits.

• Monitor Circuit

trical systems on the machine. (key switch, battery, fuse box and slow blow fuse)

Consists of the monitors, sensors and switches to display machine operating conditions.

• Indicator Light Check Circuit: Checks for burned monitor indicators. (key switch, fuse box and monitor)

• Accessory Circuit: Works with the key switch ON. (key switch, fuse box and monitor)

• Preheating Circuit: Heats air before the inhalation

into the manifold and helps the engine to start in cold climate. (key switch, starter relay 2 and air heater)

• Engine Starting Circuit: Starts the engine. (key switch, starter and starter relay 2)

• Charging Circuit: Supplies all electric power to onboard systems and recharges the batteries. (alternator and battery)

• Engine Stop Circuit: Stops the engine with the stop solenoid. (engine stop solenoid and alternator)

T2-3-1

SYSTEM / Electrical System POWER CIRCUIT (KEY SWITCH: OFF) The battery negative terminal is grounded to the vehicle frame. When key switch is in OFF position, power is supplied only to the monitor (hour meter) and memory backup circuit. NOTE: The horn can be honked when key switch is in OFF position.

Battery

→ Fuse Box Terminal #1, 2

→ Slow Blow Fuse

→ Key Switch Terminal B

→ Starter Terminal B

→ Alternator Terminal B → Starter Relay Terminal R1-2 (only ZAXIS30U-2, 35U-2) Key Switch

Starter

→ Monitor Terminal #M1-2 → Radio Terminal #8 (only cab-mounted machine) → Air Conditioner Controller Terminal #2 (only cab-mounted machine) → Horn Relay Terminal #1, #3 → Power Relay Terminal #2

Monitor

Slow Blow Fuse

M1-2

Battery

Fuse Box

Radio 8

Alternator

B 1

2 2

Starter Relay 2

Air Conditioner controller

R1-2 Horn Relay 1

Horn Switch

Horn

Power Relay

T1MJ-02-03-007

T2-3-2

SYSTEM / Electrical System (Blank)

T2-3-3

SYSTEM / Electrical System POWER CIRCUIT (KEY SWITCH: ON) 1. When the key switch is turned to the ON position, terminal B is connected to terminals BR, R2 and ACC in the key switch. 2. Current from key switch terminal BR flows via the fuse box to the auxiliary power source and pilot shut-off switch as a power source respectively. 3. Current from key switch terminal R2 flows via the fuse box to the work light switch, *room light switch, *radio, *wiper switch, *washer switch and *air conditioner circuit and to supply auxiliary power as a power source respectively. 4. Current from key switch terminal ACC flows via the fuse box to travel mode selection switch, travel alarm circuit (optional), buzzer, starter relay 2, one-second timer, alternator, fuel pump, engine stop solenoid and **engine controller as a power source respectively. 5. Current from key switch terminal ACC flows to terminal #M1-1 on the monitor and check the indicators bulb. NOTE: *: Only cab-mounted machine **: Only ZAXIS30U-2, 35U-2

T2-3-4

SYSTEM / Electrical System

Key Switch

Monitor

M1-1

Fuse Box

3 4 5 6 7 8 9

Buzzer, Starter Relay 2, One-Second Timer, Alternator, Fuel Pump, Engine Stop Solenoid and **Engine Controller Travel Mode Selection Switch, Travel Alarm Circuit (Optional) *Radio and *Air Conditioner Circuit

Room Light, *Wiper Switch and *Washer Switch

Working Light Switch Auxiliary Power Source Pilot Shut-Off Switch T1MJ-02-03-002

T2-3-5

SYSTEM / Electrical System PREHEATING CIRCUIT (KEY SWITCH: HEAT) 1. When the key switch is turned to the HEAT position, terminal B is connected to terminals BR and R1 in the key switch. 2. Current from key switch terminal R1 flows to terminal #M1-12 of the monitor, starter relay terminal R1-2 (ZAXIS30U-2, 35U-2: current from the battery) and the air heater. 3. The air heater heats air before the inhalation into the engine when current is supplied to the air heater. NOTE: When key switch is in START position, current from key switch terminal R1 continues to be supplied to the air heater and the monitor. Thus, the starter is activated with the air heater on. NOTE: The monitor lights the preheat indicator for 15 seconds.

T2-3-6

SYSTEM / Electrical System

Key Switch

Monitor

Slow Blow Fuse

M1-2

M1-12

Fuse Box

Battery

Air Heater

R1-2

Starter Relay 2 (ZAXIS 30U-2, 35U-2)

T2-3-7

Starter Relay 2 (ZAXIS 27U-2)

T1MJ-02-03-008

SYSTEM / Electrical System STARTING START)

CIRCUIT

(KEY

SWITCH:

1. When the key switch is turned to the START position, terminal B is connected to terminals BR, R1, C and ACC in the key switch. 2. Current from key switch terminal ACC is supplied to starter relay 2 terminal #4, alternator terminal IG, engine stop solenoid holding side, 1-second timer terminal #3, *engine controller and fuel pump via the fuse box as a power source respectively. 3. When current from key switch terminal ACC is supplied to 1-second timer terminal #3, current from 1-second timer terminal #2 is supplied to 1-second timer terminal #1 via power relay terminals #4-#3 and activates the power relay for 1 second. 4. Consequently, current from fuse #1 is sent to the absorbing side of engine stop solenoid via power relay terminals #2 and #1. 5. Thus, the solenoid moves to the absorbing side and the control rack is activated (the engine is ready to start.) 6. Alternator terminal L is grounded when the alternator is not or slowly rotating. Thus, terminals M1-13 on the monitor are grounded via alternator terminal L and the alternator indicator lights.

11. Current from the battery (ZAXIS27U-2: current from key switch terminal R!) is supplied to starter terminal S via starter relay 2 terminals R1-2-R1-1. 12. Current from the battery is supplied to the starter motor via starter terminal B and the contact. Thus, the starter rotates. 13. When the engine is running, the alternator generates electricity. Voltage of alternator terminals P and B increases. 14. Voltage of alternating current in proportion to rotating speed of the alternator is supplied from alternator terminal P to starter relay 2 terminal R2-6. When rotating speed of the alternator reaches -1 1350Âą210 min , starter relay 2 stops to magnetize the inside coil. 15. Thus, the contact between starter relay 2 terminals R1-1 and R1-2 is turned off. Then, the current to the starter is stopped and the starter stops.

NOTE: Current through the absorbing side is blocked one second later. The engine is kept rotating due to current through the solenoid holding side from fuse #9. 7. Current from switch terminal R1 is supplied to the air heater, terminal #M1-12 on the monitor and starter relay 2 terminal R1-2 (only ZAXIS27U-). 8. Current from switch terminal BR is supplied to the pilot shut-off switch via the fuse box. The pilot shut-off switch is turned ON by pressing the pilot shut-off lever down, and turned OFF by pulling the pilot shut-off lever up. The pilot shut-off switch must be turned OFF when the engine starts. 9. When the pilot shut-off switch is turned OFF, starter relay 2 is turned ON. 10. When starter relay 2 is turned OFF, the contact between terminals #3 and #4 becomes ON. Current from key switch terminal C is supplied to starter relay 2 terminals #3-#4 through starter relay 2 terminals #3 and #4. Thus, starter relay 2 magnetizes the inside coil, and makes the contact between terminals R1-1 and R1-2 ON.

T2-3-8

NOTE: *: Only ZAXIS30U-2, 35U-2

SYSTEM / Electrical System

Key Switch

Monitor

M1-12 M1-13 Slow Blow Fuse

Fuse Box 2

Start Relay 2

R2-1 R2-6

Starter Relay 2

R2-3

Battery

Pilot Shut-Off Switch

Air Heater

Contact P Starter Motor

ALT

Engine

B L

Alternator

IG Starter EC Motor M

Fuel Pump

Engine Stop Solenoid Holding Side

Power Relay

Absorbing Side

1 3

P *Engine Controller

2 4 2

1-Second 3 Timer T1MJ-02-03-004

NOTE: The illustration shows ZAXIS30U-2, 35U-2.

T2-3-9

SYSTEM / Electrical System CHARGING CIRCUIT (KEY SWITCH: ON) 1. The key switch is automatically returned to the ON position upon releasing it after the engine starts. With the key switch ON, terminal B is connected to terminals BR, R2 and ACC in the key switch. 2. Current from key switch terminal ACC is supplied to alternator terminal IG as a power source for the regulator. 3. When the engine is running, the alternator generates electricity and the ground of alternator terminal L is released. Thus, the alternator indicator goes off. 4. Direct current, of which voltage is constant, and not relational to rotating speed of the alternator is supplied from alternator terminal B to the battery and each circuit via the slow blow fuse. Thus, the battery is charged.

T2-3-10

SYSTEM / Electrical System

Key Switch

Monitor

Slow Blow Fuse M1-13

22 Battery Fuse Box 9 L Alternator

B IG T1MJ-02-03-005

T2-3-11

SYSTEM / Electrical System ENGINE STOP CIRCUIT (KEY SWITCH: OFF) 1. When the key switch is turned from the ON position to the OFF position, key switch terminal B is disconnected from terminals BR, R2 and ACC. Thus, power source for each circuit is stopped. 2. Current to the holding side of engine stop solenoid from key switch terminal ACC is stopped and the engine the stop solenoid is deactivated. Then, the control rack is moved by spring force to the stop position. Therefore, the fuel is not supplied and the engine stops. NOTE: Surge voltage to be developed when stopping the engine does not arise as the alternator terminal B is directly connected to the battery.

Fuel Dropping Direction

Control Rack

Engine Stop Solenoid

Governor T1M7-02-03-007

T2-3-12

SYSTEM / Electrical System

Key Switch

Slow Blow Fuse

Fuse Box

Battery Alternator

Engine Stop Solenoid Holding Side 1 3

Absorbing Side

2 Power Relay 4

1 1-Second Timer

2 3 T1MJ-02-03-011

T2-3-13

SYSTEM / Electrical System (Blank)

T2-3-14

SECTION 3

COMPONENT OPERATION CONTENTS Group 1 Pump Device

Group 5 Pilot Valve

Outline ..................................................... T3-1-1

Outline........................................................... T3-5-1

Main Pump P1 .......................................... T3-1-4

Operation ...................................................... T3-5-4

Power Control.......................................... T3-1-5

Shockless Function

Flow Rate Control ..................................... T3-1-6 PS Valve.................................................. T3-1-7

(Only for Travel Pilot Valve)....................... T3-5-12 Shuttle Valve (Only for Travel Pilot Valve)....................... T3-5-13

Group 2 Revolution Sensing Valve Outline ..................................................... T3-2-1 Operation ................................................. T3-2-4

Group 6 Travel Device Outline........................................................... T3-6-1 Travel Reduction Gear.................................. T3-6-2

Group 3 Swing Device Outline ..................................................... T3-3-1 Swing Motor ............................................. T3-3-2 Parking Brake........................................... T3-3-3 Valve Unit ..................................................... T3-3-4 Swing Reduction Gear.................................. T3-3-6

Travel Motor .................................................. T3-6-3 Travel Brake Valve ........................................ T3-6-4 Parking Brake ............................................... T3-6-8

Group 7 Others (Upperstructure) 2-Unit Solenoid Valve.................................... T3-7-1 Pilot Relief Valve ........................................... T3-7-3

Group 4 Control Valve Outline ..................................................... T3-4-1 Hydraulic Circuit ............................................T3-4-6 Main Relief Valve...........................................T3-4-8

Back Pressure Valve..................................... T3-7-3 Auxiliary Flow Selector Valve (Optional) ....... T3-7-4

Group 8 Others (Undercarriage)

Overload Relief Valve ....................................T3-4-9

Swing Bearing............................................... T3-8-1

Make-Up Valve ............................................T3-4-10

Center Joint................................................... T3-8-2

Boom Anti-Drift Valve...................................T3-4-12

Track Adjuster ............................................... T3-8-4

Unload Valve ...............................................T3-4-14 Differential Reducing Valve .........................T3-4-16 Pressure Compensator ...............................T3-4-18

1M9T-3-1

(Blank)

1M9T-3-2

COMPONENT OPERATION / Pump Device OUTLINE The pump device consists of main pump P1 and pilot pump P2 and is directly driven by the engine. Main pump (P1) is a swash plate type variable displacement axial plunger pump and supplies high-pressure oil to operate the actuators via the control valve. Pilot pump (P2) is a gear pump and supplies pressure oil to the pilot circuit.

Main Pump P1 Pilot Pump P2

T1M9-03-01-001

T3-1-1

COMPONENT OPERATION / Pump Device Hydraulic Diagram 13

14 11

T1M9-03-01-002

1 - Port PLS (from control valve differential reducing Valve) 2 - Port PA 3 - Valve PS 4 - Port PGR (from revolution sensing valve)

5 - Port P1 (to control valve)

9 - Spring

13 - *Port PC (from torque control solenoid valve)

6 - Port P2 (to pilot filter) 7 - Swash Plate 8 - Port S1 (from hydraulic oil tank)

10 - Plunger

14 - *Piston

11 - Control Piston 12 - Orifice

NOTE: *:Cab Version machines (equipped with the air-conditioner) only are provided with these items.

T3-1-2

COMPONENT OPERATION / Pump Device C

1 2 C

T1M9-03-01-003

View A

View B

13 5

Cross Section C-C

T1LD-03-01-004

T1M9-03-01-007

Cross Section D-D

T1M9-03-01-006 T1M9-03-01-005

NOTE: The above indicates construction of the pump for Cab Version machines.

T3-1-3

COMPONENT OPERATION / Pump Device MAIN PUMP P1 Supplies pressure oil to the main circuit. The cylinder block is splined to the shaft. The plungers are inserted in the cylinder block. When the engine rotates, the shaft is driven so that the cylinder block is rotated together with plungers. The plunger slides along the shoe plate while oscillating in the cylinder block due to tilt of the swash plate, drawing and delivering oil. Shoe Plate

Plunger

Cylinder Block

Shaft

T1M9-03-01-004

Swash Plate

T3-1-4

COMPONENT OPERATION / Pump Device POWER CONTROL Purpose: Controls the oil flow rate from main pump P1 so that the total power to drive main pump P1 and pilot pump P2 doesnâ&#x20AC;&#x2122;t exceed the engine power. Operation: 1. When the main pump P1 delivery oil pressure increases more than the load pressure, the increased pressure acts on the plunger. 2. The pressure force on the plunger pushes the swash plate around the oscillation pin until the pressure force increases to balance with the spring force. 3. Then, main pump (P1) decreases the delivery oil flow rate. 4. Accordingly, depending on the own delivery oil pressure, the delivery oil flow rate from main pump (P1) is controlled so that the total power to drive main pump P1 and pilot pump P2 is maintained lower than the engine power.

Spring

Spring Force

Oscillation Pin

Swash Plate

Plunger

T3-1-5

T1M9-03-01-004

COMPONENT OPERATION / Pump Device FLOW RATE CONTROL Purpose: Controls the pump delivery flow rate in response to change in loads to the cylinders and the motors. NOTE: Both pressure PGR (varies in response to change in the engine speed) from the revolution sensing valve and pressure PLS (varies depending on the load pressure in the control valve) from the control valve differential reducing valve act on the PS valve. Until pressure PGR becomes equal with pressure PLS, the PS valve operates to regulate the pump delivery flow rate.

Operation: 1. The pressure oil from the PS valve is routed to the control piston via the orifice, causing the control piston to push the swash plate. 2. The swash plate is moved to tilt until the control piston force becomes to balance with the plunger swash plate pushing force. (Refer to POWER CONTROL on page T3-1-5.) 3. The delivery flow rate from main pump P1 varies. 4. As the delivery flow rate from main pump P1 varies, the pressure oil supplied to the control valve varies. 5. As pressure oil supplied to the control valve varies, pressure PLS from the differential reducing valve varies. 6. When pressure PLS and PGR, both are routed to the PS valve on the main pump, become equal, the main pump swash plate stops tilting. (Cab Version machines only) 7. If the air conditioner is switched ON, the PC pressure is sent, and the piston pushes back the swash plate, lowering the pump absorption torque.

Piston

PC Pressure

Plunger

Spring Force

Orifice

PS Valve

Swash Plate

Control Piston

T3-1-6

T1M9-03-01-006

COMPONENT OPERATION / Pump Device PS VALVE Construction / Function The PS valve consists of the springs, the spool, and the sleeve. The PS valve controls the main pump delivery flow rate in response to the oil pressure signals in the following.

• Pressure PGR (varies in proportion to the engine speed) from the revolution sensing valve. (Refer to the revolution sensing valve group in this section.)

• Pressure PLS (varies in response to the pressure change from the actuators) from the control valve differential reducing valve. The PS valve controls the main pump delivery flow rate in response to change in pressure difference between pressures PGR and PLS.

Operation: 1. Signal pressures (PGR and PLS) are routed on both ends of the spool in the PS valve, moving the spool to either the right or the left. 2. Then, the oil ports on the PS valve are shifted. 3. In response to shifting of the oil ports, the oil pressure routed from the PS valve to the control piston in the main pump varies. 4. Then, the swash plate tilt angle is changed so that the delivery flow rate from main pump P1 is controlled. • Pressure PGR > Pressure PLS (Actuator loads have increased): The delivery flow rate from main pump P1 is increased. • Pressure PGR < Pressure PLS (Actuator loads have decreased): The delivery flow rate from main pump P1 is reduced. 5. When the actuator load increases, more oil flow is required to drive the actuator so that the PS valve increases the pump delivery flow rate. When the actual load decreases, the pump delivery flow rate is reduced.

Cross Section A-A A

Spring

PS Valve

T1M9-03-01-001

T3-1-7

Spring

Spool

Sleeve

T1M9-03-01-005

COMPONENT OPERATION / Pump Device Main Pump Delivery Flow Rate Increase (When a control lever is operated:) 1. Pressure PGR from the revolution sensing valve and pressure PLS from the control valve differential reducing valve are routed to chamber A (6) and B (4) in the PS valve respectively. 2. When the actuator load increases, pressure PLS becomes lower than pressure PGR (Pressure PLS < Pressure PGR). Therefore, the pressure force in chamber A (6) overcomes spring B (3) in chamber B (4) so that spool (5) is moved toward chamber B (4). 3. Then, the oil port on control piston (10) is connected to the pump suction port via PS valve spool (5) and sleeve (2), releasing the oil pressure behind control piston (10) to the pump suction port. The pilot pump delivery pressure port is blocked by PS valve spool (5). 4. The pilot oil pressure from pilot pump (P2) is routed to port PA. 5. The oil port to control piston (10) is connected to the pump suction port via PS valve spool (5) and sleeve (2). Accordingly, the oil pressure behind the control piston (10) is released to the pump suction port. 6. Although the oil pressure in the pump suction port acts on control piston (10), as it is a suction oil pressure, its pressure force cannot overcome spring (1) force in the main pump. Accordingly, control piston (10) is moved toward chamber C (9).

T3-1-8

7. The oil in chamber C (9) of control piston (10) is routed to the pump suction port via orifice (8). Since swash plate (11) is moved by spring (1) force, the tilting angle increases, causing the main pump delivery flow rate to increase. NOTE: Orifice (8) is provided to prevent swash plate (11) from being suddenly moved. Therefore, swash plate (11) is smoothly moved.

COMPONENT OPERATION / Pump Device 2

Oil pressure from pilot pump (PA)

PS Valve

Pressure PGR

T1M9-03-01-004

Pressure PGR

Pump Suction Port

T1M9-03-01-005

Pressure PLS

7 5 3 PS Valve

4 8 9 Increase

Decrease

T1LD-03-01-008

1 - Spring 2 - Sleeve 3 - Spring B

4 - Chamber B 5 - Spool 6 - Chamber A

7 - Spring A 8 - Orifice 9 - Chamber C

T3-1-9

10 - Control Piston 11 - Swash Plate

COMPONENT OPERATION / Pump Device Main Pump Delivery Flow Rate Decrease (When a control lever is operated:) 1. Pressure PGR from the revolution sensing valve and pressure PLS from the control valve differential reducing valve are routed to chamber A (6) and B (4) in the PS valve respectively. 2. When the actuator load decreases, pressure PLS becomes higher than pressure PGR (Pressure PLS > Pressure PGR). Therefore, the pressure force in chamber B (4) overcomes spring A (7) in chamber A (6) so that spool (5) is moved toward chamber A (6). 3. Then, the oil port to control piston (10) is connected to pump delivery pressure port (PA) via PS valve spool (5) and sleeve (2). The pump suction port is blocked by PS valve spool (5). 4. The pilot oil pressure from pilot pump (P2) is routed to port PA. 5. When pilot pump delivery pressure delivered into chamber C (9) in control piston (10) overcomes spring (1) force, swash plate (11) is moved against spring (1) so that the main pump flow rate is reduced. NOTE: Orifice (8) is provided to prevent swash plate (11) from being suddenly moved. Therefore, swash plate (11) is smoothly moved. (Cab Version machines only) 6. If the air conditioner is switched ON, the PC pressure is sent to the pump from the torque control solenoid valve. 7. As the PC pressure pushes plunger (12), swash plate (11) slightly moves toward low tilting angle, and lowers the pump absorption torque. 8. With this, occurrence of engine stall can be prevented in the heavy load condition with the air conditioner ON.

T3-1-10

COMPONENT OPERATION / Pump Device Oil pressure from pilot Pump (PA)

PC Pressure

PS Valve

Pressure PGR

T1M9-03-01-006

Pressure PGR

Pressure PLS

Pump Suction Port

T1M9-03-01-005

Pressure PC

7 5 3 PS Valve

4 8 9 10 Increase Decrease

T1M9-03-01-008

NOTE: The above indicates construction of the pump for Cab Version machines. 1 - Spring 2 - Sleeve 3 - Spring B

4 - Chamber B 5 - Spool 6 - Chamber A

7 - Spring A 8 - Orifice 9 - Chamber C

T3-1-11

10 - Control Piston 11 - Swash Plate 12 - Piston

COMPONENT OPERATION / Pump Device Main Pump Flow Rate Minimization (When control levers are in neutral:) 1. When all control valve spools are in neutral (all control levers are in neutral), the system oil pressure after the control valve spools is zero. Therefore, pressure PLMAX (zero) from the main circuit after the spools is routed to the differential reducing valve at this time. 2. When the control valve spools are in neutral, the unload valve is unseated if the main pump delivery pressure increases more than spring force. Accordingly, the main pump oil pressure routed to the differential reducing valve is equal to the unload valve operation pressure (spring force). 3. As the unload valve operation pressure is higher than pressure PLMAX (zero), the differential reducing valve is moved to the left. Then, after reducing the pilot pressure to the unload valve operation pressure, the differential reducing valve delivers it as pressure PLS.

4. Pressure PLS from the differential reducing valve and pressure PGR from the revolution sensing valve are routed to the main pump PS valve. Since pressure PLS is higher than pressure PGR, spool (5) is moved to the left, causing the main pump to reduce the delivery flow rate. (Refer to this group in this section.) 5. Pilot pump delivery pressure (PA) is supplied to the PS valve. 6. Pilot pump delivery pressure (PA) is routed into chamber C (9) in control piston (10) and overcomes spring (1) force. Accordingly, control piston (10) is moved toward swash plate (11) so that swash plate (11) is held in the minimum flow rate position. Thereby, the main pump maintains the minimum flow rate.

Pilot Pressure

Differential Reducing Valve

Unload Valve

Spring

Pressure PLMAX (Zero)

(Unload Valve Operation Pressure) Pressure PLS

T3-1-12

Main Pump Delivery Pressure T1M9-03-01-009

COMPONENT OPERATION / Pump Device Oil pressure from pilot pump (PA)

PS Valve

Pressure PGR

T1M9-03-01-004

Pressure PGR

Pump Suction Port

Pressure PLS T1M9-03-01-005

Pressure PLS

PS Valve

9 Increase

Decrease

T1LD-03-01-010

1 - Spring 2 - Sleeve 3 - Spring B

4 - Chamber B 5 - Spool 6 - Chamber A

7 - Spring A 8 - Orifice 9 - Chamber C

T3-1-13

10 - Control Piston 11 - Swash Plate

COMPONENT OPERATION / Pump Device (Blank)

T3-1-14

COMPONENT OPERATION / Revolution Sensing Valve OUTLINE The revolution sensing valve converts change in the pilot pump delivery flow rate to signal pressure (PGR) to be used for controlling the pump flow rate. (The pilot pump is a fixed displacement pump so that the delivery flow rate changes directly in proportion to the engine speed.) The revolution sensing valve is located in the pilot circuit between the pilot pump and the solenoid valve. In response to change in the engine speed, the pressure PGR is routed to the main pump swash angle control system from port PGR to regulate the pump tilt angle. The revolution sensing valve consists of the variable metering valve and the differential reducing valve. Revolution Sensing Valve

Port PPHI

Port PPLO

Variable Metering Valve

Differential Reducing Valve

T566-03-02-001

Port DR A View A

T566-03-02-003

Port PGR

T3-2-1

COMPONENT OPERATION / Revolution Sensing Valve Hydraulic Circuit Diagram 3

4 1 5

T1M9-03-02-001

1 - Port PPLO (to solenoid valve unit, main pump and torque control solenoid valve (to torque control solenoid valve for Cab version only)) 2 - Port PGR (to main pump)

3 - Differential Reducing Valve

5 - Port PPHI (from pilot filter)

4 - Port DR (to hydraulic tank)

6 - Variable Metering Valve

T3-2-2

7 - Orifice

COMPONENT OPERATION / Revolution Sensing Valve 1

T566-03-02-001

View A

B T566-03-02-003

Cross Section B-B

7 6

3 T566-03-02-002

T3-2-3

COMPONENT OPERATION / Revolution Sensing Valve OPERATION Spool (3), piston (7), and spool (8) are illustrated in the position when the engine is stopped. Spool (3) is pushed by spring (2) to the right. Both spring (6) force and spring (9) force are identical to so that piston (7) and spool (8) are held in the position illustrated. 1

Port PPHI

Variable Metering Valve Port PPLO

Differential Reducing Valve

Port PGR

1 - Sleeve 2 - Spring 3 - Spool

4 - Orifice 5 - Guide 6 - Spring

Port DR 7 - Piston 8 - Spool 9 - Spring

T3-2-4

T566-03-02-002

10 - Spring Seat 11 - Sleeve

COMPONENT OPERATION / Revolution Sensing Valve (Blank)

T3-2-5

COMPONENT OPERATION / Revolution Sensing Valve While the Engine is Running (Output Diagram: between A and B) 1. When the engine speed increases, the differential pressure between the front and the rear of orifice (4) changes in proportion to the engine speed. 2. Spool (8) and piston (7) in the differential reducing valve are moved so that the pressure force balance satisfies the formula of “Pressure PGR × Area S3 + Pressure PPLO × Area S2 = Pressure PPHI × Area S1.” Thereby, pressure PGR becomes equal to the differential pressure between the front and the rear of orifice (4) (Pressure PPHI – Pressure PPLO) For example: (1) When pressure PGR × Area S3 + Pressure PPLO × Area S2 > Pressure PPHI × Area S1, spool (8) is moved to the right, pressure PGR is drained through notch D, reducing pressure PGR. (2) When pressure PGR × Area S3 + Pressure PPLO × Area S2 < Pressure PPHI × Area S1, piston (7) and spool (8) are moved to the left so that port PPLO is opened at notch C, allowing pressure PGR to increase. Repetition of operations (1 and 2) maintains the pressure balance “ Pressure PGR × Area S3 = Pressure PPHI × Area S1 - Pressure PPLO × Area S2.” Since S1= S2 = S3, the relation of “Pressure PGR = Pressure PPHI – Pressure PPLO” is maintained. 3. The opening area of notch C varies depending on the engine speed. Therefore pressure PGR at port PGR varies depending on the engine speed. This process corresponds to the points between A and B on the output diagram. 4. While the engine is running, the pressure oil from the pilot pump routed into port PPHI flows into orifice (4) and onto variable metering valve spool (3). 5. In proportion to the engine speed, pressure PPHI and pressure PPLO vary due to orifice (4) together with the pilot pump (fixed displacement) delivery flow rate. When the engine speed is between points A and B, spool (3) receive pressure PPLO and spring (2) force. When pressure PPLO is still high, the spring force and pressure PPLO is larger than pressure force PPHI so that spool (3) remains closed.

T3-2-6

6. The differential pressure between ports PPHI and PPLO decides whether spool (8) is moved to the left or to the right. Accordingly, the differential reducing valve operation regulates pressure PGR at port PGR corresponding to the pressure differences between points A and B on the output diagram.

Pressure PGR (Pressure at Output Port)

Engine Speed Min.

Max.

Output Diagram

COMPONENT OPERATION / Revolution Sensing Valve

Port PPLO (Pressure PPLO)

Port PPHI (Pressure PPHI)

Variable Metering Valve Section C Section D

Chamber (b)

Chamber (a)

Port PGR (Pressure PGR)

Hydraulic Oil Tank

T566-03-02-008

S1 Port PPLO (Pressure PPLO)

Port PPHI (Pressure PPHI)

Section D Section C

Differential Reducing Valve

Port PGR (Pressure PGR) 2 - Spring 3 - Spool

4 -11Orifice 8 - Spool

9 - Spring

T3-2-7

T566-03-02-009

11 - Sleeve

COMPONENT OPERATION / Revolution Sensing Valve While the Engine is Running (Output Diagram: between B and C) 1. While the engine is running, the pressure oil from the pilot pump is routed into port PPHI flows into orifice (4) and onto variable metering valve spool (3). 2. When the differential pressure between pressure PPHI and Pressure PPLO increases more than the specified valve, the oil pressure at port PPHI overcomes spring (2) force, moving spool (3) to the left. 3. When spool (3) is moved to the left, some pressure oil from port PPHI is bypassed through notch (d) on variable metering valve spool (3) and sleeve (1) so that the differential pressure between ports PPHI and PPLO does not increase more than required. Pressure PGR created by the variable metering valve operation corresponds to the pressure between points B and C on the output diagram.

T3-2-8

Pressure PGR (Pressure at Output Port)

Engine Speed Min.

Max.

ă&#x192;ťOutput Diagram

COMPONENT OPERATION / Revolution Sensing Valve

Port PPLO

Section (d)

4 Port PPHI

Variable Metering Valve Section (C)

Port PGR (Pressure PGR)

11 1 - Sleeve 2 - Spring

3 - Spool 4 - Orifice

T566-03-02-011

8 8 - Spool

T3-2-9

11 - Sleeve

COMPONENT OPERATION / Revolution Sensing Valve (Blank)

T3-2-10

COMPONENT OPERATION / Swing Device OUTLINE The swing device consists of the valve unit swing motor and swing reduction gear. The valve unit prevents cavitation and overload in the swing circuit. The swing motor is a swash-plate-type axial plunger motor incorporating a parking brake. The swing motor, driven by pressure oil from the pump, transmits the rotation force to the swing reduction gear. The swing reduction gear converts the swing motor rotation power to a slow but large torque which rotates the upperstructure.

Valve Unit

Swing Motor

Swing Reduction Gear

T1M9-03-03-001

T3-3-1

COMPONENT OPERATION / Swing Device SWING MOTOR The inner rotor is splined to the shaft, and the plunger is inserted in the rotor. When the pump supplies pressure oil to the swing motor, plungers are pushed down with pressure oil while sliding along the swash plate, developing turning force. As the shaft is splined to the rotor and sun gear in the swing reduction gear, the rotor torque is transmitted to the swing reduction gear unit.

Valve Plate

Shaft

Rotor

Plunger Shoe

Swash Plate Retainer

Sun Gear

T1M9-03-03-001

T3-3-2

COMPONENT OPERATION / Swing Device PARKING BRAKE The parking brake is a wet-negative-type single disc brake which is released only when the brake release pressure oil is routed into the brake piston chamber.

Brake Piston Chamber

Motor Housing

When releasing the brake: When the pilot control shut-off lever is in the UNLOCKED position, the pilot shut-off switch is ON. By this action, the pilot shut-off valve solenoid valve is ON, so that the brake release pressure (pilot pressure) is guided to the brake piston chamber. Through the inner passage in motor housing to push the brake piston upward, allowing the brake piston and the disc plate contact to free, so that the rotor can be rotated. When the brake is applied: When the pilot control shut-off lever is in the LOCKED position, the pilot shut-off switch is OFF. By this action, the pilot shut-off valve solenoid valve is OFF, so that the brake release pressure (pilot pressure) is not guided to the brake piston chamber. The brake release pressure oil in brake piston chamber flows back to the hydraulic oil tank via the pilot shut-off valve solenoid valve. Accordingly, by the spring, the disc plate splined to the rotor is pushed onto the motor housing. Therefore the rotor is secured.

Brake Piston

Disc Plate

Inner Passage Rotor Pilot Shut-Off Valve Solenoid Valve

T565-03-02-005

Pilot Pump

Motor Housing

Brake Piston Chamber

Spring

Disc Plate

Rotor Pilot Shut-Off Valve Solenoid Valve

Pilot Pump

T3-3-3

T565-03-02-006

COMPONENT OPERATION / Swing Device VALVE UNIT The valve unit consists of the make-up valves and relief valves. The make-up valve prevents the occurrence of cavitation in the circuit. The relief valve also protects the circuit from surge pressure and overloading. Make-Up Valve When stopping swing operation, the swing spool is in neutral by returning the swing lever and the flow rate to swing motor stops flowing. But the swing motor rotates by inertia, so cavitation occurs in the circuit. To prevent cavitation, when the oil pressure in the circuit is lower than the pressure at port M (hydraulic oil tank pressure), the poppet opens to draw hydraulic oil into the circuit so that the pump oil flow rate is replenished.

Relief Valve

Made-Up Valve

From Control Port M Vavle

T3-3-4

To Control Valve

Poppet

T565-03-02-002

COMPONENT OPERATION / Swing Device Relief Valve The relief valve functions to reduce shocks developed when starting or stopping swing movement (shockless) and to protect the circuit from overloading (relief).

• Shockless Operation

When the pressure in the circuit increases, the pressure oil enters in the piston chamber via the orifice of poppet and housing, to move the piston to the left. The pressure in the spring chamber is kept low during the movement of piston. Therefore, the pressure at port HP opposes the spring set force only, and the poppet opens to relieve the hydraulic oil under low pressure whenever the pressure at port HP is low. Therefore, the pressure stops temporally increasing and shocks are reduced when starting or stopping the swing operation. When the piston moves to the stroke end, the pressure in the spring chamber becomes equal to the pressure at port HP. As a result, the relief set force becomes to the normal pressure, so the poppet closes.

Poppet

Piston Chamber

Orifice

Spring

Housing

Spring Chamber

T561-02-03-001

• Relief Operation

When the pressure in the circuit increases, the force which acting on poppet (Pressurized Area (S1-S2)×Pressure at Port HP) exceeds the spring force, so the poppet opens to allow the hydraulic oil to be relieved.

Poppet

• Quick Return Operation of Piston

This operation is to return the piston to the original position. The shockless operation is performed as the piston moves from right to left. Therefore, when stopping the swing operation, move the piston to right. When returning the swing lever to the neutral position, the back pressure arises in the return circuit due to the swing inertial force. The piston is returned to the original position quickly by the back pressure.

T566-03-03-039

Piston LP

T566-03-03-039

T3-3-5

COMPONENT OPERATION / Swing Device SWING REDUCTION GEAR The swing reduction gear is a two-stage planetary-gear reduction type. The swing motor rotation force is transmitted to the sun gear. The rotation of sun gear is reduced by the planetary gear and ring gear. This in turn rotates the shaft via the carrier.

First stage ring gear (8) and second stage ring gear (9) are secured onto the housing. The output shaft of swing motor rotates first stage sun gear (1). The rotation force is transmitted to second stage sun gear (3) via first stage planetary gear (9) and first stage carrier (2). The rotation force of second stage sun gear (3) rotates shaft (5) (output shaft) via second stage planetary gear (7) and second stage carrier (4). Shaft (5) meshes with the internal gear on swing bearing secured onto the undercarriage to rotate the upperstructure

1 8

6 5

Housing

T1M9-03-03-001

1 - First Stage Sun Gear 2 - First Stage Carrier 3 - Second Stage Sun Gear

4 - Second Stage Carrier 5 - Shaft (Output Shaft)

6 - Second Stage Ring Gear 7 - Second Stage Planetary Gear

T3-3-6

8 - First Stage Ring Gear 9 - First Stage Planetary Gear

COMPONENT OPERATION / Control Valve OUTLINE The control valve controls the oil pressure along with the flow rate and direction in the hydraulic circuit. The major components in the hydraulic circuit are the main relief valve, overload relief valve, make-up valve, unload valve, differential reducing valve, and pressure compensators. All spools are fully operated by the pilot pressure oil.

Also, the control valve is provided with an Auto-Idle pressure sensor for use in Auto-Idle control. (Refer to SYSTEM/Control System)

Installation Port of Auto Idle Pressure Sensor

Unload Valve Main Relief Valve Differential Reducing Valve

Swing Travel (Left) Blade Travel (Right) Make-Up Valve Boom Swing

Overload Relief Valve

Boom Overload Relief Valve Arm Bucket Auxiliary

T1M9-03-04-001

T3-4-1

COMPONENT OPERATION / Control Valve Hydraulic Circuit Diagram

1 37

123578910 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 -

36 3 35 34 33 32 5 31 30 29 28 27

7 8

26 25

9 10

24 23

21 20 19

13 14

T1M9-03-04-002

T3-4-2

Main Relief Valve Unload Valve Load Check Valve (swing) Load Check Valve (Blade) Make-Up Valve (Boom Swing) Load Check Valve (Boom Swing) Overload Relief Valve (Boom) Load Check Valve (Boom) Overload Relief Valve (Arm) Load Check Valve (Arm) Overload Relief Valve (Bucket) Load Check Valve (Bucket) Load Check Valve (Auxiliary) Pressure Compensator (Auxiliary) Pressure Compensator (Bucket) Shuttle Valve (Bucket) Overload Relief Valve (Bucket) Pressure Compensator (Arm) Shuttle Valve (Arm) Overload Relief Valve (Arm) Pressure Compensator (Boom) Shuttle Valve (Boom) Boom Anti-Drift Valve Overload Relief Valve (Boom) Pressure Compensator (Boom Swing) Shuttle Valve (Boom Swing) Pressure Compensator (Travel Right) Shuttle Valve (Travel Right) Pressure Compensator (Blade) Shuttle Valve (Blade) Pressure Compensator (Travel Left) Shuttle Valve (Travel Left) Pressure Compensator (Swing) Shuttle Valve (Swing) Differential Reducing Valve

COMPONENT OPERATION / Control Valve

T1M9-03-04-001

Cross Section A-A

Cross Section D-D K

1 37

T1M9-03-04-005

T3-4-3

T1M9-03-04-007

COMPONENT OPERATION / Control Valve Hydraulic Circuit Diagram

1 37

123578910 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 -

36 3 35 34 33 32 5 31 30 29 28 27

7 8

26 25

9 10

24 23

21 20 19

13 14

T1M9-03-04-002

T3-4-4

COMPONENT OPERATION / Control Valve Cross Section F-F

Cross Section E-E K

29、33

30、34

T1M9-03-04-008

T1M9-03-04-009

Cross Section H-H

Cross Section G-G K

25 K

Cross Section I-I

T1M9-03-04-011

Cross Section J-J K

17、20

T1M9-03-04-010

19、22

18、21

11、13

T1M9-03-04-012

Cross Section K-K

3、5、8、10、12、 14、15

T566-03-03-009

T3-4-5

T1M9-03-04-013

COMPONENT OPERATION / Control Valve HYDRAULIC CIRCUIT Main pump P1 supplies pressure oil to the control valve. When the spools in the control valve are in neutral, the pressure oil from main pump P1 flows back to the hydraulic oil tank via the unload valve. When the spools in the control valve are operated, the pressure oil from main pump P1 flows to the cylinders and/or the motors after passing through the pressure compensator and the operated spools. In each section of the control valve, a pressure compensator is provided. While the spools are being operated, by the function of this pressure compensator, flow corresponding to the lever input is distributed to the respective actuators regardless of load during a combined operation. Beside the pressure compensators, boom anti-drift valve, unload valve, differential reducing valve, and variable relief valve are provided in the control valve. NOTE: Only the pressure compensator for the swing motor receives PLS pressure coming through the orifice. This is for moderating swing bounce at the moment of operation change from a combined operation of swing and others to the swing operation alone.

T3-4-6

COMPONENT OPERATION / Control Valve

Travel Motor (Left)

Swing Motor

Blade Cylinder

Travel Motor (Right)

Boom Boom Swing Cylinder Cylinder

Arm Cylinder

Bucket Cylinder

Unload Valve

Swing

Travel (Left)

Blade

Travel (Right)

Boom Swing

Boom

Pressure Compensator

Differential Reducing Valve

Arm

Bucket

Auxiliary

Pressure Compensator

Back Pressure Valve Main Pump (P1) Hydraulic Oil Tank Bypass Check Valve

T1M9-02-02-006

Oil Cooler

T3-4-7

COMPONENT OPERATION / Control Valve MAIN RELIEF VALVE The main relief valve is provided in the primary circuit (before spools) to prevent the oil pressure in the main circuit from increasing more than the set pressure. 1. The oil pressure in port P acts on pilot poppet (10) via orifices (2 and 5) in poppet (1) and seat (6). 2. When the oil pressure in the main circuit increases more than the set pressure of spring (8), pilot poppet (10) moves to the right. 3. Then, a small quantity of the pressure oil flows to pot T via passage (7) in holder (9) and around sleeve (11). Thereby, a differential pressure arises between port P and spring chamber (4) due to orifice (2). When this differential pressure increases more than spring (3) force, poppet (1) is moved to the right so that the pressure oil in port P flows directly to port T. 4. When the oil pressure is reduced, pilot poppet (10) is closed by spring (8), causing the oil pressure in spring chamber (4) to increase. The increased pressure oil in spring chamber (4) and spring (3) cause poppet (1) to close again.

In Neutral Port T

Port P

Port T T566-03-03-016

In Operation 1

Port P

Port T

11 123456-

T3-4-8

Poppet Orifice Spring Spring Chamber Orifice Seat

78910 11 -

Passage Spring Holder Pilot Poppet Sleeve

T566-03-03-017

COMPONENT OPERATION / Control Valve OVERLOAD RELIEF VALVE The overload relief valve is provided in the secondary (after spool) circuit of the cylinder so that even if the cylinder is moved by external loads, the overload relief valve regulates the oil pressure in the secondary circuit so as to avoid abnormal pressure increase. 1. The oil pressure on the cylinder side acts on pilot poppet (5) via passage (2) in piston (1). 2. If the oil pressure in the circuit increases more than the set pressure of spring (6), pilot poppet (5) is moved to the right. 3. A small quantity of the pressure oil flows to port T through passage (8) in holder (7) and passage (10) in sleeve (9). 4. When pilot poppet (5) is moved to the right, the oil pressure in chamber (11) decreases, causing a pressure difference to arise between the cylinder side port and chamber (11). When this differential pressure overcomes spring (4) force, poppet (3) is moved to the right, allowing the pressure oil in the cylinder side port to directly flow to port T.

In Neutral

Cylinder Side

Port T

T566-03-03-018

In Operation 1

Cylinder Side

NOTE: When the oil pressure in the cylinder side decreases lower than the oil pressure in port T, this overload relief valve draws oil from port T (hydraulic oil tank side), preventing cavitation from occurring (make-up function).

T3-4-9

Port T

123456-

Piston Passage Poppet Spring Pilot Poppet Spring

11 10

78910 11 -

Holder Passage Sleeve Passage Chamber

T566-03-03-019

COMPONENT OPERATION / Control Valve MAKE-UP VALVE The make-up valve prevents cavitation from occurring in the boom swing cylinder. Other cylinder circuits have one overload relief valve each, by which make-up function the occurrence of cavitation in the circuit is prevented. 1. The oil pressure in the cylinder side is routed into spring chamber (4) through passage (2) in poppet (1) so that the oil pressure in the spring chamber increases to the same pressure in the cylinder side. Accordingly, when the oil pressure in the cylinder side is high, the poppet (1) closing force [pressure in spring chamber (4) Ă&#x2014; pressure receiving area (S2)] overcomes the poppet (1) opening force [pressure in cylinder side Ă&#x2014; pressure receiving area (S1)], causing poppet (1) to close. 2. When the oil pressure in the cylinder side becomes lower than the pressure in port T, poppet (1) is closed by spring (3) force only. Therefore, when poppet (1) opening force [pressure in port T Ă&#x2014; pressure receiving area (S2-S1)] overcomes poppet (1) closing force [spring (3) force], poppet (1) is unseated, allowing the hydraulic oil to supply to the cylinder side so that occurrence of cavitation in the cylinder side is prevented.

In Neutral

Cylinder Side

Port T

T566-03-03-020

In Operation S1

Cylinder Side

Port T

1 - Poppet 2 - Passage 3 - Spring

T3-4-10

4 - Spring Chamber 5 - Sleeve 6 - Passage

T566-03-03-021

COMPONENT OPERATION / Control Valve (Blank)

T3-4-11

COMPONENT OPERATION / Control Valve BOOM ANTI-DRIFT VALVE The boom anti-drift valve is provided in the boom cylinder bottom circuit to reduce the boom cylinder drift. When the boom spool is in neutral: 1. When the engine is stopped with the boom raised, the oil pressure in the boom cylinder bottom increases due to the front attachment weight. 2. The increased oil pressure is routed into the spring chamber via the poppet orifice and acts on the ball and pressure receiving area S1. 3. Therefore, when the ball is pushed the sleeve by the increased oil pressure, the pressure force (oil pressure in the spring chamber Ă&#x2014; pressure receiving area S1) closes the poppet. Then, the poppet blocks the pressure oil in the bottom circuit, not allowing the pressure oil to leak to the spool side so that the cylinder drift is reduced.

Boom Cylinder

When Neutral: From the control valve Spring Chamber

Poppet Orifice

Ball S1

When raising the boom: 1. When the boom raise operation is made, the spool is moved to the left. 2. Pressure oil from the spool to open the poppet and to flow further to the boom cylinder bottom. 3. Thereby, the boom is raised.

Sleeve

Spool T566-03-03-024

When Raising:

Boom cylinder To the control valve Poppet

Spool T566-03-03-027

T3-4-12

COMPONENT OPERATION / Control Valve When lowering the boom: 1. When the boom lower operation is made, the boom lower pilot oil pressure is routed to the spool end and the piston, causing the spool and the piston to move to the right. 2. When the piston is moved to the right, the right tip of the piston pushes the ball so that the ball becomes unseated from the sleeve. 3. Then, the pressure oil in the boom cylinder bottom circuit is returned to the hydraulic oil tank via the orifice in the poppet, section A, and the passage around the piston, reducing the oil pressure in the spring chamber. 4. When the oil pressure in the spring chamber is reduced, the poppet is closed by spring force only. Accordingly, when poppet opening force [oil pressure at port A2 Ă&#x2014; pressure receiving area (S1-S2)] overcomes poppet closing force (spring), the poppet is opened. 5. Therefore, the pressure oil in the boom cylinder bottom circuit is returned to the hydraulic oil tank via the poppet and the spool, allowing the boom cylinder to move downwards.

Piston

Section A

Sleeve

Ball

Boom Lower Pilot Oil Pressure Spool

Circuit T

Circuit T2

T566-03-03-025

Boom Cylinder From the control valve Piston

Section A

Poppet Port A2

T566-03-03-026

Spring Chamber

T3-4-13

Spring

Spool

COMPONENT OPERATION / Control Valve UNLOAD VALVE The unload valve operates in response to pump delivery pressure (P1) and maximum load pressure (PLMAX) to control the differential pressure between before and after the spool in the control valve. NOTE: The differential reducing valve outputs pressure PLS (Pressure PLS = Pressure P1 – Pressure PLMAX). Therefore, pressure P1 must be higher than pressure PLMAX to output pressure PLS. The unload valve controls the differential pressure between before and after the spool in the control valve so that pressure P1 (Pressure P1 = Pressure PLMAX) is higher than pressure PLMAX. Then, the differential reducing valve outputs pressure PLS (Pressure PLS = Pressure P1 – Pressure PLMAX), by which the pump delivery flow rate is controlled. 1. The pressure oil flow diverges from port P into two routes, to the differential reducing valve and to chamber C through the spool. 2. As pressure P1 routed into chamber C increases, the spool is pushed to the left by pressure P1 force (pressure P1 × pressure receiving area S3). 3. Hydraulic oil tank is routed into chamber A so that the spool is pushed to the right by spring force in chamber A. 4. Pressure PLMAX from port PLMAX is routed into chamber B, increasing the pressure in chamber B so that the spool is pushed to the right by pressure force (pressure PLMAX × pressure receiving area S2). 5. The pressure forces pushing the spool from both ends is expressed as below: Spring force + Pressure PLMAX × Pressure Receiving Area S2 = Pressure P1 × Pressure Receiving Area S3 6. When pressure P1 increases until spool left pushing force (Pressure P1 × Pressure Receiving Area S3) overcomes spool right pushing force (Spring force + Pressure PLMAX × Pressure Receiving Area S2), the spool is moved to the left.

7. Then, notch D is opened, oil pressure P1 is routed to port T via the spool. The opening area at notch D varies in proportion to the spool stroke (depending on variations in the spool pushing force balance). 8. As pressure areas S2, and S3 are all identical, pressure P1 is maintained so as to match the formula “Pressure P1 = Pressure PLMAX + Spring force”. T Unload Valve

Pressure PLMAX Spring

Pressure P1

T1M9-03-04-019

: Oil Pressure in the circuit before the spool Pressure PLMAX : Maximum oil pressure in all circuits after the spool Pressure PLS : Reduced pilot oil pressure at the differential reducing valve

T3-4-14

COMPONENT OPERATION / Control Valve

Chamber A

Chamber B

Port P (Pressure P1)

Differential Reducing Valve

Unload Valve

Spring

Port PLMAX (PLMAX Pressure)

Spool

Chamber C

T1M9-03-04-015

Pressure P1

Port T (To Hydraulic Tank)

T3-4-15

Notch D

Spool

T1M9-03-04-016

COMPONENT OPERATION / Control Valve DIFFERENTIAL REDUCING VALVE The differential reducing valve supplies pressure PLS to main pump valve PS to regulate the pump flow rate. 1. Oil pressure P1 from the main pump is routed into chamber C so that it acts on the piston, creating pressure force (pressure P1 × pressure receiving area S3) to move the spool to the left. 2. Oil pressure PLS from port PLS is routed into chamber A via the hole in the sleeve and the passage in the spool, creating pressure force (pressure PLS × pressure receiving area S1) to move the spool to the right. 3. Oil pressure PLMAX from port PLMAX is routed into chamber B, creating pressure force (pressure PLMAX × pressure receiving area S2) to move the spool to the right. 4. Accordingly, the spool moves so as to match the force balance as expressed in the formula below: Spool left pushing force (pressure P1× pressure receiving area S3) = Spool right pushing force [(pressure PLS × pressure receiving area S1) + (pressure PLMAX × pressure receiving area S2)] When the left pushing force is stronger: (Pressure P1× S3 > pressure PLS × S1) + pressure PLMAX × S2) 5. The spool is moved to the left. 6. As notch D is opened, pressure PP1 from the pilot pump is routed to chamber A and port PLS via notch D. 7. Notch E is closed, blocking port DR1 (return port to the hydraulic oil tank). 8. As described in step 4, the spool is moved so as to keep the force balance, pressure PP1 is routed to port PLS to control the pump so that pressure PLS increases.

When the right pushing force is stronger: (Pressure P1× S3 < pressure PLS × S1) + pressure PLMAX × S2) 9. The spool is moved to the right. 10. As notch D is closed, pressure PP1 from the pilot pump cannot go through notch D. Notch E is opened, the oil pressure in chamber A and from port PLS is routed into port DR1 via notch E. 11. As described in step 4, the spool is moved so as to keep the force balance, pressure PLS to control the pump is returned to the hydraulic oil tank that pressure PLS decreases. 12. According to the repeated operation as described in step 5 to 8 and 9 to 11, pressure PLS is maintained so as to match the pressure balance (PLS = P1 – PLMAX) as described in step 4 since S1, S2, and S3 are all identical. Pressure PP1

DR1

Pressure PLS Pressure P1

Pressure PLMAX

Pressure P1:

Differential Reducing Valve

T1M9-03-04-004

: Oil Pressure in the circuit before the spool Pressure PLS : Reduced pilot oil pressure at the differential reducing valve Pressure PLMAX : Maximum oil pressure in all circuits after the spool Pressure PP1 : Primary Pilot Oil Pressure

T3-4-16

COMPONENT OPERATION / Control Valve

Piston

Chamber B

Chamber A

Sleeve

Spool

Chamber C

Main Pump Delivery Pressure (P1) Port PLMAX (Pressure PLMAX)

Port PLS (Pressure PLS)

T566-03-03-030

When the left pushing force is stronger: Chamber A

Notch D

Notch E

Port PLMAX (Pressure PLMAX)

Port PLS (Pressure PLS)

Port PP1 (Pressure PP1)

T566-03-03-031

Port DR1 (Pressure DR1)

When the right pushing force is stronger: Chamber A

Notch D

Notch E

Port PLS (Pressure PLS)

Port PP1 (Pressure PP1)

T3-4-17

T566-03-03-032

Port DR1 (Pressure DR1)

COMPONENT OPERATION / Control Valve PRESSURE COMPENSATOR The pressure compensator is located in the circuit before control valve spool (2). The pressure compensator regulates the oil flow rate passing through spool (2) so that the differential pressure in the circuit between before and rear spool (2) is kept constant. 1. Oil Pressure (PIN) in circuit (1) before spool (2) is routed into chamber C (5) via passage (6) in spool (2), creating force [pressure PIN × pressure receiving area S3 (4)] that moves spool (7) to the left against piston (3). 2. Oil pressure (PLS) from the differential reducing valve is routed into chamber B (9), creating force [pressure PLS × pressure receiving area S2 (8)] that moves spool (7) to the right. 3. Oil Pressure (PL) in circuit (12) after spool (2) is routed into chamber A (11), creating force [pressure PL × pressure receiving area S1 (10)] that moves spool (7) to the right. 4. Spool (7) is moved so that pressures PIN, PLS, and PL maintain the force balance as described in the formula below: Right pushing force [pressure PLS × pressure receiving area S2 (8)] + (pressure PL × pressure receiving area S1 (10))] = Left pushing force (pressure PIN × pressure receiving area S3 (4)) When the differential pressure between pressure (PIN) and pressure (PL) is higher than pressure PLS: 5. When the differential pressure between pressure (PIN) and pressure (PL) is higher than pressure PLS, left pushing force becomes stronger than right pushing force so that spool (7) is moved to the left. 6. Then, notch (13) becomes gradually narrower, reducing the hydraulic oil passing through notch (13) so that the pressure oil routed into circuit (1) before the spool is reduced. Therefore, pressure PIN decreases, causing the differential pressure between circuits (1 and 12) to reduce. 7. When spool pushing force on both sides becomes equal, spool (7) stops moving.

When the differential pressure between pressure (PIN) and pressure (PL) is lower than pressure PLS: 8. When the differential pressure between pressure (PIN) and pressure (PL) is lower than pressure PLS, right pushing force becomes stronger than left pushing force so that spool (7) is moved to the right. 9. Then, notch (13) becomes gradually wider, increasing the hydraulic oil passing through notch (13) so that the pressure oil routed into circuit (1) before the spool increases. Therefore, pressure PIN increases, causing the differential pressure between circuits (1 and 12) to increase. 10. When spool pushing forces on both sides becomes equal, spool (7) stops moving. Spool (7) keeps moving right and left while repeating operation in steps 5 to 7 and 8 to 9. 11. Thereby, the differential pressure between pressure PIN in before spool side circuit (1) and pressure PL after spool side (2) is kept equal to pressure PLS so that the hydraulic oil flow rate passing through spool (2) is maintained constant. Pressure Compensator

To the Control Valve Main Spool

Pressure PL

Pressure PLS Pressure PIN

Pressure PIN Pressure PLS Pressure PL

T3-4-18

T1M9-03-04-020

: Oil Pressure in the circuit before the spool : Reduced pilot oil pressure at the differential reducing valve : Oil pressure in the corresponding circuit after the spool

COMPONENT OPERATION / Control Valve 1

Pressure PL

Pressure PIN

Pressure Compensator

5 4

3 T1M9-03-04-017

Pressure PLS

When the differential pressure is high:

12 Pressure Compensator

7 T1M9-03-04-018

When the differential pressure is low:

12 Pressure Compensator

T1M9-03-04-007

7 1234-

Circuit before spool Spool Piston Pressure receiving area S3

5 - Chamber C 6 - Passage 7 - Spool

8 - Pressure receiving area S2 9 - Chamber B 10 - Pressure receiving area S1

T3-4-19

11 - Chamber A 12 - Circuit after spool 13 - Notch

COMPONENT OPERATION / Control Valve (Blank)

T3-4-20

COMPONENT OPERATION / Pilot Valve OUTLINE The pilot valve controls the pilot pressure to move the control valve spools. The 4-port pilot valve is used for front attachment, swing, and travel operation. The 2-port pilot valve is used for blade and offset operation. The blade, boom swing and auxiliary (optional) pilot valves is the same in construction except for the cam which pushes the pusher.

• Front and Swing Pilot Valve Port No. 1 2 3 4 1 2 3 4

Right

Left

HITACHI Stan- ISO Standard dard Bucket Roll-Out ← Boom Lower ← Bucket Roll-In ← ← Boom Raise Arm Roll-In Swing Right Swing Right Arm Roll-Out Arm Roll-Out Swing Left Swing Left Arm Roll-In

P T1M9-03-05-001

View A

3 Hydraulic Symbol

T1M9-03-05-002

2 3

P T

1 2

2 1

3 T1M7-03-04-001

• Travel Pilot Valve Port No. 1 2 3 4

Right Travel Reverse Right Travel Forward Left Travel Forward Left Travel Reverse P

T P

T T1M9-03-05-004

B View B

2 4

3 T1M9-03-05-006

1 T1M9-03-05-005

T3-5-1

COMPONENT OPERATION / Pilot Valve • Boom Swing Pilot Valve (Optional) Port No. 1 2 3 4 -

Right Travel Reverse Right Travel Forward Left Travel Forward Left Travel Reverse Pressure Sensor P

T P

T Pressure Sensor T1M9-03-05-007

3 1

3 T1M7-03-04-020

Pressure Sensor

2 1

• Blade, Boom Swing, Auxiliary (Optional) Pilot Valve Port No. 1 2

T1M9-03-05-008

Blade Lower, Left Boom Swing Auxiliary (Optional) Blade Raise, Right Boom Swing Auxiliary (Optional) P T

T P

T1CF-03-04-001

T1CF-03-04-002

T3-5-2

COMPONENT OPERATION / Pilot Valve (Blank)

T3-5-3

COMPONENT OPERATION / Pilot Valve OPERATION â&#x20AC;˘ Front Attachment and Swing Pilot Valve

Spool (6) head comes in contact with the upper face of spring guide (3) which is kept raised by return spring (5).

Control Lever-In Neutral (Output Diagram: A to B) 1. When neutral, spool (6) totally blocks pressure oil port P (from the pilot pump). The output port is opened to port T (hydraulic oil tank) through the passage in spool (6). Therefore, oil pressure in the output port (to the control valve) is equal to that in port T. 2. When the control lever is slightly tilted, cam (1) is tilted, moving pusher (2) downward. Then, pusher (2) compress return spring (5) along with spring guide (3). At this time, as oil pressure in the output port is equal to that in port T, spool (6) moves downward while keeping the under face of the spool head in contact with spring guide (3). 3. This status continues until hole (7) on spool (6) is opened to port P.

T3-5-4

D Pilot Pressure C

Lever Stroke

Output Diagram

T567-03-04-002

COMPONENT OPERATION / Pilot Valve

2 3 4 5

6 Port T

Port P

Output Port T1M7-03-04-012

1 - Cam 2 - Pusher

3 - Spring Guide 4 - Balance Spring

5 - Return Spring 6 - Spool

T3-5-5

7 - Hole

COMPONENT OPERATION / Pilot Valve During Metering or Decompressing (Output Diagram: C to D) 1. When the control lever is further tilted to move pusher (2) downward more, hole (7) on spool (6) is opened to port P, allowing pressure oil in port P to flow into the output port. 2. Oil pressure in the output port acts on the bottom face of spool (6) so that spool (6) is pushed upward. 3. However, until upward force acting on the bottom face of spool (6) overcomes balance spring (4) force, balance spring (4) is not compressed. Then, spool (6) is not raised, allowing oil pressure in the output port to increase. 4. As oil pressure in the output port increases, force to push spool (6) upward increases. When, this force overcomes balance spring (4) force, balance spring (4) is compressed so that spool (6) is moved upward. 5. As spool (6) is moved upward, hole (7) is closed so that pressure oil from port P stops flowing into the output port, stopping pressure oil in the output port to increase. 6. As spool (6) is moved downward, balance spring (4) is compressed, increasing the spring force. Therefore, oil pressure in the output port becomes equal to the oil pressure acting on the bottom face of spool (6) being balanced in position with the spring force.

T3-5-6

D Pilot Pressure C

Lever Stroke

Output Diagram

T567-03-04-002

COMPONENT OPERATION / Pilot Valve

6 Port T

Port T

Port P

Output Port

Port P

Output Port T1M7-03-04-014

1 - Cam 2 - Pusher

3 - Spring Guide 4 - Balance Spring

5 - Return Spring 6 - Spool

T3-5-7

7 - Hole

T1M7-03-04-015

COMPONENT OPERATION / Pilot Valve â&#x20AC;˘ Travel Pilot Valve

Control Lever-In Neutral (Pusher Stroke: A to B) When the control lever is in neutral, spool (6) blocks the pressure oil in port P completely. The output port is connected to port T through hole (7), so the pressure at output port becomes equal to the hydraulic oil tank pressure. When the control lever is moved slightly, pusher (2) and spring guides (3) move downward together, compressing return spring (5). At this time, as the pressure under spool (6) (output port) is equal to the hydraulic oil tank pressure, spool (6) moves downwards by balance spring (4), while the top of spool is kept with spring guide (3). This state is maintained until clearance (A) of spool (6) becomes zero.

Control Lever-Full Stroke (Pusher Stroke: E to F) When the control lever is moved to full stroke, pusher (2) compresses return spring (5) more and spool (6) is moved down. Thereby, spool (6) is pressed directly by the bottom of pusher (2). As a result, the lower hole (7) of spool (6) does not close even if the pressure at output port rises. As a result, the pressure at output port becomes equal to the pressure at port P.

Control Lever-Operated (Pusher Stroke: C to D Metering) When the control lever is moved further, hole (9) of spool (6) reaches port P. The pressure oil in port P flows into the output port via the passage in spool (6), so the pressure at output port increases. The pressure at output port acts on the bottom of spool (6), to push spool (6) upwards. If the acting force on spool (6) is smaller than the spring force of balance spring (4), balance spring (4) will not be pressed. As a result, spool (6) will not be pushed up, and the pressure at output port increases continuously. If the pressure at output port increases further, the force to push up spool (6) increases. When this force becomes larger than the spring force of balance spring (4), spool (6) pushes balance spring (4) and moves upwards. When spool (6) moves upwards, hole (7) closes, so the pressure oil does not flow into the output port from port P. Thereby, the pressure at output port stops raising. Accordingly, the amount the balance spring (4) is compressed is equal to the amount spool (6) is pressed down, so the balanced pressure between the spring force and the force acting on spool (6) becomes the pressure at output port.

T3-5-8

Delivery Port Pressure (Pilot Pressure)

D C A B Pusher Stroke

Output Diagram

COMPONENT OPERATION / Pilot Valve Pusher Stroke: A to B 1 2

3 4 5 6 Port T (A)

(A)

Port P

7 Output Port

T1M7-03-04-016

Pusher Stroke: C to D

T1M7-03-04-017

Pusher Stroke: E to F

2 2

Port P

Output Port

1 - Cam 2 - Pusher

34-

Port T

Port P

Output Port T1M7-03-04-018

Spring Guide Balance Spring

56-

T3-5-9

Return Spring Spool

Hole

T1M7-03-04-019

COMPONENT OPERATION / Pilot Valve â&#x20AC;˘ Boom Swing, Blade and Auxiliary (Optional)

Control Pedal-In Neutral (Pusher Stroke: A to B) When the control pedal is in neutral, spool (7) blocks the pressure oil in port P completely. The output port is connected to port T through the passage in spool (7), so the pressure at output port becomes equal to the hydraulic oil tank pressure. When the control pedal is moved slightly, cam (1) moves and pusher (2) and spring guide (4) move downward together, compressing return spring (6), At this time, balance spring (5) pushes spool (7) and spool (7) moves downward until clearance (A) becomes ZERO. While spool (7) moves downward, the output port is connected to port T and the pressure oil does not flow into the output port. NOTE: The pedal stroke moved until clearance (A) becomes zero, corresponds to the pedal play in the neutral position. Control Pedal-Operated (Pusher Stroke: C to D Metering) When the control pedal is moved further, the hole on spool (7) is connected to notch. The pressure oil in port P flows into the output port via the hole in spool (7) from notch, so the pressure at output port increases. The pressure at output port acts on the bottom of spool (7), to push spool (7) upwards. If the acting force on spool (7) is smaller than the spring force of balance spring (5), balance spring (5) will not be pressed. As a result, as port P is connected to the output port, the pressure at output port increases continuously. If the pressure at output port increases further, the force to push up spool (7) increases. When this force becomes larger than the spring force of balance spring (5), spool (7) pushes balance spring (5), and moves upwards. When spool (7) moves upwards, notch (B) closes, so the pressure oil does not flow into the output port from port P. Thereby, the pressure at port P stops raising. Accordingly, the amount balance spring (5) is compressed is equal to the amount spool (7) is pressed down, so the balanced pressure between the spring force and the force acting on spool (7) becomes the pressure at output port.

T3-5-10

D Pilot Pressure C

Lever Stroke

Output Diagram

T567-03-04-002

COMPONENT OPERATION / Pilot Valve Pusher Stroke: A to B

1 2

4 3

5 Port T Port T

Clearance (A): 0 Port P

(A) Port P Hole

Passage

Output Port Output Port

T1M7-03-04-008

Pusher Stroke: C to D

5 Port T

Port P Hole

Output Port 1 - Cam 2 - Pusher

3 - Plate 4 - Spring Guide

T1M7-03-04-022

5 - Balance Spring 6 - Return Spring

T3-5-11

7 - Spool

T1M7-03-04-021

COMPONENT OPERATION / Pilot Valve SHOCKLESS FUNCTION TRAVEL PILOT VALVE)

(ONLY

FOR

Damper Spring Pin

Travel Pedal

The travel pilot valve has the damper enabling damping of the speed change shock by the lever. The damper is composed of the support, gears 1 and 2, and others. Gear 1 is connected with the support. The support is secure to the bracket with the spring pin. And the travel lever and the travel pedal are secure to the bracket. At this time, support sway transversely around the pin in line with the movement of the travel lever.

Travel Lever Support Bracket Pin Gear 2 A Gear 1

Operation 1. If the travel lever is released from the hand during traveling, return force of the return spring returns the travel lever to the neutral position. 2. At this time, gears 1 and 2 inside the damper receive opposing force due to friction. 3. Therefore, the travel lever gradually returns to the neutral position, thus moderating the extent of sudden stop at the time of abrupt release of the travel lever.

T1M7-03-04-002

Section A-A Spring Pin

Damper Support

Pin T1M7-03-04-003

T3-5-12

COMPONENT OPERATION / Pilot Valve SHUTTLE VALVE (ONLY FOR TRAVEL PILOT VALVE)

Travel Pilot Valve

The shuttle valve is for selecting necessary pilot pressure for traveling, and leads high pressure to the pressure sensors.

T1M9-03-05-009

To Pressure Sensor

T3-5-13

Shuttle Valve

COMPONENT OPERATION / Pilot Valve (Blank)

T3-5-14

COMPONENT OPERATION / Travel Device OUTLINE The travel device consists of travel motor, travel reduction gear and travel brake valve. The travel motor is a variable displacement axial plunger swash plate type. The travel motor is equipped with a parking brake (wet single negative type). The motor is operated by pressure oil from the pump, and transmits the rotation to the travel reduction gear.

The travel reduction gear is a two-stage planetary gear reduction type, reducing travel motor speed, increasing travel motor torque, and allowing the sprocket and track to rotate. The travel brake valve functions to protect the travel circuit.

Travel Brake Valve

Travel Device

T1LD-03-05-001

Travel Motor

T3-6-1

COMPONENT OPERATION / Travel Device TRAVEL REDUCTION GEAR The travel motor rotates shaft (1), and the rotation is transmitted to first stage sun gear (5). The rotation of first stage sun gear (5) is reduced by first stage planetary gear (4) and first stage carrier (6), and is transmitted to second stage sun gear (8). The rotation of second stage sun gear (8) is reduced by second stage planetary gear (3) and second stage carrier (2) (united with the travel motor housing).

As second stage carrier (2) and travel motor housing is united into one part, the rotation of second stage planetary gear (3) is transmitted to the sprocket via the ring gear.

7 1 - Shaft 2 - Second Stage Carrier

3 - Second Stage Planetary Gear 4 - First Stage Planetary Gear

5 - First Stage Sun Gear 6 - First Stage Carrier

T3-6-2

T1LD-03-05-001

7 - Ring Gear 8 - Second Stage Sun Gear

COMPONENT OPERATION / Travel Device TRAVEL MOTOR The travel motor consists of valve plate, rotor, plungers, shoes, swash plate and shaft. The rotor is connected to the shaft by a spline joint, and the plungers are inserted in the rotor.

Valve Plate

When the pressure oil is supplied from the pump, the plungers are pushed. The swash plate is installed at an angle toward the plungers, the shoe slides on the swash plate, so the rotor rotates. This rotation is transmitted to the travel reduction gear via the shaft.

Travel Motor

Swash plate

Shaft

T1LD-03-05-001

Rotor

Plunger

T3-6-3

Shoe

COMPONENT OPERATION / Travel Device TRAVEL BRAKE VALVE The travel brake valve consists of a counterbalance valve, an anti-cavitation valve and a travel speed changeover valve. The counterbalance valve has two functions; one is to allow the machine to smoothly start and stop traveling and the other is to prevent the machine from running away while descending slopes.

The anti-cavitation valve reduces occurrence of cavitation in motor when the motor is stopped. The travel speed changeover valve is shifted by pressure oil from the travel speed changeover solenoid valve, moving the control piston to change the travel mode.

Travel Brake Valve

B A

Anti-Cavitation Valve

Control Piston

Counterbalance Valve

T1LD-03-05-001

Anti-Cavitation Valve (Section B-B)

Counterbalance Valve (Section A-A) Counterbalance Valve

T1LD-03-05-010

T1LD-03-05-009

Travel Speed Selector Valve

T3-6-4

COMPONENT OPERATION / Travel Device Counterbalance Valve

â&#x20AC;˘ Travel Operation 1. When the pressure oil from control valve is supplied to port P1, the pressure oil flows to motor port M1 through inside of the spool and opens the check valve. 2. On the other hand, the return oil from motor port M2 is blocked by the check valve and spool. NOTE: The travel parking brake of the travel motor is also working in this condition. 3. Thereby, the pressure at port P1 side increases gradually, so the pressure at port P1 enters into the spring chamber from the orifice, and moves the spool to the right acting on the end surface of spool. 4. As a result, the spool notch opens and port M2 and port P2 connect, so the travel motor rotates.

â&#x20AC;˘ Descending Operation 1. When the machine travels down a slope, the travel motors are forcibly driven by the machine weight, so that the motor draws oil like a pump. 2. The pressure oil in port P1 is drawn into the travel motor, so the pressure at port P1 decreases. 3. Thereby, the spool returns to the left, and the return oil from port M2 to port P2 is restricted, so the oil pressure brake is activated. 4. When the return oil from port M2 is restricted, the pressure at port P1 increases again and moves the spool to the right, so the motor rotates.

Control Valve

Spool Orifice P1

Orifice Spring Chamber

Spring Chamber

Check Valve

Check Valve Travel Speed Selector Valve

T1LD-03-05-009

T3-6-5

COMPONENT OPERATION / Travel Device Anti-Cavitation Valve The anti-cavitation valve consists of spool, passage A, passage B and passage C.

â&#x20AC;˘ When traveling NOTE: Refer to Counterbalance Valve (T3-6-5) for counterbalance valve operation. The anti-cavitation valve does not operate during normal travel motor operation. 1. Pressure oil from port P1 flows to port M1 through the counterbalance. At the same time, it flows to the chamber A through passage B. Thus, pressure oil coming from port P1 and acting in chamber A causes spool to move to the right. 2. Accordingly, passage A to C is closed and the return oil from port M2 returns to port P2 through the counterbalance.

P2 Counterbalance Valve

Passage A Passage B Passage C

Chamber A Spool

(High Pressure)

(Low Pressure)

T1LD-03-05-002

T3-6-6

COMPONENT OPERATION / Travel Device â&#x20AC;˘ When traveling is stopped NOTE: Refer to Counterbalance Valve (T3-6-5) for counterbalance valve operation. 1. As pressure oil from port P1 decreases, the counterbalance valve gradually returns to the neutral. 2. Travel inertia forces the travel motor to rotate so that the motor works as a pump. 3. Accordingly, the pressure in port M2 increases and that in port M1 decreases. 4. Passage C is connected to port M2 so that the pressure is high. Passage A is connected to port M1 so that the pressure is low.

5. Pressure oil from port M2 flows through orifice C of counterbalance valve to passage C and to chamber B, causing spool to move to the left. 6. When spool moves to the left, passages C and A are connected through cutoff of spool, causing pressure oil to flow from port M2 to port M1. 7. This operation reduces the occurrence of cavitation in the motor when traveling is stopped.

Orifice C P1

Counterbalance Valve

Passage C

Passage B

Passage A Chamber B

Spool

T1LD-03-05-003

T3-6-7

COMPONENT OPERATION / Travel Device PARKING BRAKE The parking brake is a wet-type single disc brake. The brake is a negative type so that it is released only when the brake release pressure oil is routed into the brake piston chamber. Applying Brake When the travel stops, the pressure oil acting on the brake piston is returned to the drain circuit through counter balance valve. The spring pushes the brake piston, the friction plates and the plates. Therefore, the friction plates touch the plates tightly, so that the brake is applied.

Releasing Brake During the travel operation, the travel motor pressure flows into the brake piston chamber through counter balance valve and overcomes the spring force, causing the brake piston to move. Therefore, the friction plates and the plates to be freed each other so that the brake is released. Flow the Travel Motor Pressure (Brake Release Pressure Oil)

When Releasing Brake

Brake Piston Chamber Brake Piston Plate

Rotor

Spring To Drain Circuit When Applying Brake

T3-6-8

Friction Plate T1LD-03-05-004

COMPONENT OPERATION / Travel Device (Blank)

T3-6-9

COMPONENT OPERATION / Travel Device Motor Swash Angle (Travel Mode) Control The swash plate angle is changed by moving the control piston to control the motor rotation speed. When the swash plate is in the maximum angle position, the motor runs at slow speed and in the minimum angle position at fast speed. The maximum swash plate angle (slow) is automatically selected if travel load increases more than the specified value when the motor is running at the minimum swash angle (fast).

â&#x20AC;˘ Maximum Swash Angle (Slow Motor Speed) 1. At slow speed mode, pilot pressure from travel mode solenoid valve does to come to pilot port Ps. Thus, spool moves to the left due to motor load pressure Pin acting in chamber A plus spring force. 2. As a result, ports M1 and M2 of travel speed selector valve on its high-pressure side and low-pressure side are blocked by spool 1. NOTE: When motor is in action, pressure oils from both high and low pressure sides always act to travel speed selector valve. 3. Therefore, pressure oil does not flow to control piston. 4. Consequently, the swash plate angle increases so that the plunger stroke is extended, increasing the motor displacement. Then, the motor runs at slow speed.

T3-6-10

COMPONENT OPERATION / Travel Device At Slow Speed: Port M1

Negative Pressure Pin in Motor

Port M2

Spool

Pilot Port Ps

Travel Speed Selector Valve Spring

Chamber A

T1LD-03-05-005

Spool 1

Swash Plate

Control Piston

Plunger

T3-6-11

T1LD-03-05-007

COMPONENT OPERATION / Travel Device â&#x20AC;˘ Minimum Swash Angle (Fast Motor Speed) 1. When pressing fast travel speed mode switch, pressure oil flows from travel mode solenoid valve into pilot port Ps of travel speed selection valve. 2. Then, spool in travel speed selector valve moves to the right. 3. As a result, pressure oils from ports M1 and M2 on high and low pressure sides come to control piston through the rear side of spool. 4. Control piston presses swash plate, causing upper surface of swash plate to contact housing. 5. Consequently, the swash plate angle decreases so that the plunger stroke is retracted, decreasing the motor displacement. Then, the motor runs at fast speed.

T3-6-12

COMPONENT OPERATION / Travel Device Negative Pressure Port M1 Pin in Motor Port M2

At Fast Speed:

Piston

Pilot Port Ps (From Travel Mode Solenoid Valve)

Spool

Spring

Travel Speed Selector Valve

T1LD-03-05-006

Swash Plate

Control Piston

Plunger

T3-6-13

T1LD-03-05-008

COMPONENT OPERATION / Travel Device • Auto Swash Angle Control (Fast → Slow) At fast speed position (at small swash plate angle), switching to slow speed position (at large swash plate angle) is made automatically due to motor load. 1. When traveling at fast speed, the motor load pressure Pin acts in the oil chamber composed of the spool and piston, and pushes the spool left. If the motor load pressure increases, this force becomes larger. 2. When the force (the sum of force due to negative pressure pin in motor × pressurized area of piston and spring force), which moves spool to the left, exceeds the force due to pressure oil from travel mode solenoid valve × pressurized area of spool, which moves spool to the right, spool moves to the left. 3. Pressure oils from ports M1 and M2 are blocked with spool. Thus, pressure oil does not come to control piston. 4. Pressure oil acting on control piston is returned to hydraulic oil tank. 5. Consequently, the swash plate angle increases so that the plunger stroke is extended, increasing the motor displacement. Then, the motor runs at slow speed. 6. Also, if the motor load pressure Pin lowers resulting in the condition of [(motor pressure Pin x pressurized area of piston) + spring force] < [pressure from travel speed changeover solenoid valve x pressurized area of spool], the spool moves right again, and the motor runs at fast speed.

T3-6-14

COMPONENT OPERATION / Travel Device At Fast Speedâ&#x2020;&#x2019;Slow Speed: Pressurized Area of Spool

Negative Port Pressurized Area M2 of Piston Chamber A Port Pressure M1 Pin in Motor To Hydraulic Oil Tank

Piston

To Hydraulic Oil Tank

Pilot Port Ps (From Travel Mode Solenoid Valve)

Spool

Spring

Travel Speed Selector Valve

T1LD-03-05-005

Swash Plate

Control Piston

Plunger

T3-6-15

T1LD-03-05-007

COMPONENT OPERATION / Travel Device (Blank)

T3-6-16

COMPONENT OPERATION / Others (Upperstructure) 2-UNIT SOLENOID VALVE The solenoid valves are provided as follows. The pilot shut-off valve solenoid valve for switching ON/OFF of pilot pressure and the travel speed changeover solenoid valve for travel speed mode selection are contained in the 2-unit solenoid valve. And also provided is the torque control solenoid valve for the air conditioner of a cab version machine. Pilot Shut-Off Valve Solenoid Valve 1. The solenoid valve is switched ON/OFF by the position of pilot control shut-off lever to control the pilot pressure to pilot valve. 2. When the pilot control shut-off lever is in the LOCK position, the pilot shut-off switch is OFF. 3. By this action, the solenoid valve is OFF, so that pilot pressure is blocked by the solenoid valve spool. 4. As a consequence, the pressure oil is not delivered to the pilot valve. 5. When the pilot control shut-off lever is in the UNLOCK position, the pilot shut-off switch is ON. 6. By this action, the solenoid valve is ON, so the pilot pressure is supplied to the pilot valve through the solenoid valve spool. Travel Speed Changeover Solenoid Valve 1. The travel speed is controlled by the travel speed mode selector switch. 2. When the travel speed mode selector switch is in the slow speed position, the travel speed changeover mode selector is OFF. By this action, the solenoid valve is OFF, so that pilot pressure is blocked by the solenoid valve spool. 3. As a consequence, the travel speed changeover pressure is not delivered to the travel motor. 4. When the travel speed mode selector switch is in the fast speed position, the travel speed mode selector switch is ON. By this action, the solenoid valve is ON, so that pilot pressure is delivered to the travel motor as the travel mode pressure through the solenoid valve spool. NOTE: Both of above solenoid valves are same mechanism.

Pilot Shut-Off Valve Solenoid Valve

Travel Mode Solenoid Valve

To Pilot Valve

To Travel Motor

T1LA-03-06-001

Pilot Control Shut-Off Lever

Pilot Shut-Off Switch

T532-02-06-002

Travel Speed Mode Selector Switch

T1M9-01-02-002

T3-7-1

COMPONENT OPERATION / Others (Upperstructure) Torque Control Solenoid Valve (Cab Version machine only) 1. When the air conditioner is OFF, ports A and T are connected. 2. If the air conditioner is switched ON, the solenoid valve is excited, and the spool is pushed down. 3. By this action, ports P and A are connected, and pressure oil is delivered from port A. The pressure oil acts on the control piston inside the main pump, thus decreasing the main pump swash plate tilting. Port P

Port T T1M9-03-07-003

Spool

Port A

Spring

T3-7-2

T1M9-03-07-004

COMPONENT OPERATION / Others (Upperstructure) PILOT RELIEF VALVE

Spring

The pilot circuit of solenoid valve unit has a pilot relief valve, preventing the circuit pressure from rising more than the set pressure. The pressure oil from pilot pump always acts on the relief cap. When this pressure increases more than the set pressure (by spring force), the relief cap is moved, allowing the pressure oil to be relieved through the passage in the relief cap.

To Hydraulic Oil Tank

From Pilot Pump

Relief Cap

BACK PRESSURE VALVE Body

In the return line (control valve to oil cooler) of the main circuit, the back pressure valve is provided. The back pressure valve keeps pressure in the return line of the main circuit at a constant value (0.3 MPa), and has the improved make-up function.

Check Valve

Spring

Spring Support

T1LA-03-06-002

Snap Ring

IN OUT

T1M9-03-07-001

T3-7-3

COMPONENT OPERATION / Others (Upperstructure) AUXILIARY FLOW SELECTOR VALVE (OPTIONAL) The auxiliary flow selector valve is composed of the flow selector solenoid valve and the pressure reducing valve, and is installed in the auxiliary pilot control circuit (manifold port P to auxiliary pilot valve port P). If the auxiliary flow selector switch is turned ON, the solenoid valve is excited, and delivers pilot pressure to the auxiliary pilot valve after reducing it to the set value. Operation: 1. When the solenoid valve is OFF, the pilot pressure oil coming from port P flows in to the passage and spring chamber. 2. At this time, the spring force and pressure oil act on the upper end of spool B, and pressure oil only acts on the lower end. 3. By this action, spool B is pressed downward, and the pressure oil is kept unchanged, and outputted from port A. 4. If the solenoid valve is switched ON, spool A moves downward, and as the oil for the spring chamber is blocked by spool A, the pressure oil from port P flows into the passage only. 5. At this time, the pressure oil in the spring chamber flows to the hydraulic oil tank through the notched part of spool A. 6. By this action, the spring force is the only force acting on the upper end of spool B, and spool B moves upward receiving pressure from port A. 7. Then, within spool B, the circuit of A to spring chamber to port T is made, reducing the pressure of port A. 8. By this action, spool B moves downward again by the spring force. 9. By repeating actions like these, the pilot pressure oil from port P is delivered to the auxiliary pilot valve from port A after being reduced to the set value.

Port T

Spring Chamber

Spool A Spool B Port P Port A

Line

T1M9-03-07-005

Port T

Spring Chamber

Spool A Spool B Port P Port A

Passage

Port T

T1M9-03-07-006

Spring Chamber

Spool B

A Port P View A Port A T1M9-03-07-007

T3-7-4

COMPONENT OPERATION / Others (Undercarriage) SWING BEARING The swing bearing supports the upperstructure on the undercarriage and allows the upperstructure to rotate smoothly. The swing bearing is a single-row ball-type. The major parts of swing bearing are outer race (1), inner race (2) with internal gear, ball (5), support (4) and seal (3).

Outer race (1) is bolted to the upperstructure. Inner race (2) is bolted to the undercarriage. The internal gear meshes with the pinion of the swing device.

4 2

T507-03-02-001

1 - Outer Race 2 - Inner Race

3 - Seal

4 - Support

T3-8-1

5 - Ball

COMPONENT OPERATION / Others (Undercarriage) CENTER JOINT Body (5) rotates together with the upperstructure around spindle (10) during swing operation. Oil flows into and through the passages in body (5) to spindle (10) and then out of spindle (10) to travel motor (12) and blade cylinder (13). Oil seal (11) prevents oil leaks from the clearance between spindle (10) and body (5).

The center joint is a 360Â° rotating joint. It allows oil to flow to and from travel motors (12) and blade cylinder (13) without twisting hoses when the upperstructure is rotated. Spindle (10) is fastened to the undercarriage with bolts (4 used) and body (5) is fastened to the upperstructure with lock pins.

DR A B C D E F G

2 8

G F E

A B C D DR

Hydraulic Circuit

8 9

T1M9-03-08-002

T3-8-2

COMPONENT OPERATION / Others (Undercarriage) B View B

3 3

6 6

Mounting face to the track frame

4 10 1 9

Cross Section A-A T1M9-03-08-001

View C C

1 - Port F (Blade Lower) / Pressure Oil from Port F 2 - Port E (Blade Raise) / Pressure Oil from Port E 3 - Port G (for Travel Speed Changeover) / Pressure Oil from Port G 4 - Port DR (Drain) / Pressure Oil from Port DR

5 - Body 6 - Port A (Right Travel Forward) / Pressure Oil from Port A 7 - Port B (Right Travel Reverse) / Pressure Oil from Port B

T3-8-3

8 - Port C (Left Travel Forward) / Pressure Oil from Port C 9 - Port D (Left Travel Reverse) / Pressure Oil from Port D 10 - Spindle

11 - Seal 12 - Travel Motor 13 - Blade Cylinder

COMPONENT OPERATION / Others (Undercarriage) TRACK ADJUSTER The track adjuster located on the side frame is composed of spring (5) and adjuster cylinder (4). Spring (5) absorbs loads applied to the front idler. Adjuster cylinder (4) adjusts track sag.

â&#x20AC;˘ Grease is applied through the grease fitting into

chamber (B) of adjuster cylinder (4) as illustrated below. The pressure of the grease pushes piston rod (3) out and decreases track sag. â&#x20AC;˘ To increase track sag, loosen valve (2) 1 to 1.5 turns counterclockwise to release grease from the track adjuster cylinder through the grease discharge outlet.

Grease Discharge Outlet

Grease Fitting

M1LA-07-036

2 Section A-A

B A

Grease Discharge Outlet

T1LD-03-08-001

1 - Nut 2 - Valve

34-

Piston Rod Adjuster Cylinder

T3-8-4

Spring

Bracket

SECTION 4

OPERATIONAL PERFORMANCE TEST CONTENTS Group 1 Introduction

Group 5 Component Test

Operational Performance Test.................... T4-1-1

Primary Pilot Pressure .................................. T4-5-1

Preparation for Performance Tests ............. T4-1-2

Secondary Pilot Pressure ............................. T4-5-2 Main Relief Valve Set Pressure .................... T4-5-3

Group 2 Standard Operational Performance Standard...............T4-2-1 Main Pump P-Q Diagram ..............................T4-2-5

Group 3 Engine Test

Overload Relief Valve Set Pressure.............. T4-5-6 Swing Motor Drainage .................................. T4-5-8 Travel Motor Drainage ................................ T4-5-10 Revolution Sensing Valve

Engine Speed ................................................T4-3-1

Output Pressure........................................ T4-5-12

Engine Compression Pressure......................T4-3-2

Pump Delivery Pressure ............................. T4-5-14

Valve Clearance ............................................T4-3-4

Pump Driving Torque .................................. T4-5-16

Nozzle Check ................................................T4-3-6

Auxiliary Flow Selector Valve

Injection Timing .............................................T4-3-8

Pressure (Optional) ................................... T4-5-17

Group 6 Adjustment

Group 4 Excavator Test Travel Speed .................................................T4-4-1

Governor Adjustment .................................... T4-6-1

Track Revolution Speed ................................T4-4-2 Mistrack Check..............................................T4-4-3 Travel Motor Leakage....................................T4-4-4 Swing Speed..................................................T4-4-5 Swing Function Drift Check ...........................T4-4-6 Swing Motor Leakage....................................T4-4-7 Maximum Swingable Slant Angle ..................T4-4-8 Swing Bearing Play........................................T4-4-9 Hydraulic Cylinder Cycle Time.....................T4-4-10 Dig Function Drift.........................................T4-4-12 Control Lever Operating Force....................T4-4-13 Control Lever Stroke....................................T4-4-14 Combined Boom Raise/Swing Function Check..........................................T4-4-15

1M9T-4-1

(Blank)

1M9T-4-2

OPERATIONAL PERFORMANCE TEST / Introduction OPERATIONAL PERFORMANCE TEST Use operational performance test procedure to quantitatively check all system and functions on the machine. Purpose of Performance Tests 1. To comprehensively evaluate each operational function by comparing the performance test data with the standard values. 2. According to the evaluation results, repair, adjust, or replace parts or components as necessary to restore the machine’s performance to the desired standard. 3. To economically operate the machine under optimal conditions.

Definition of “Allowable Limit” 1. Normal machine performance cannot be accomplished after exceeding this limit.

Kinds of Tests 1. Base machine performance test is to check the operational performance of each system such as engine, travel, swing, and hydraulic cylinders. 2. Hydraulic component unit test is to check the operational performance of each component such as hydraulic pump, motor, and various kinds of valves. Performance Standards “Performance Standard” is shown in tables to evaluate the performance test data. Precautions for Evaluation of Test Data 1. To evaluate not only that the test data are correct, but also in what range the test data are. 2. Be sure to evaluate the test data based on the machine operation hours, kinds and state of work loads, and machine maintenance conditions. The machine performance does not always deteriorate as the working hours increase. However, the machine performance is normally considered to reduce in proportion to the increase of the operation hours. Accordingly, restoring the machine performance by repair, adjustment, or replacement shall consider the number of the machine’s working hours. Definition of “Performance Standard” 1. Operation speed values and dimensions of the new machine. 2. Operational performance of new components adjusted to specifications. Allowable errors will be indicated as necessary.

T4-1-1

2. Repair or adjustment is impossible after exceeding this limit. 3. Therefore, in consideration of operation efficiency and maintenance expense, proper maintenance shall be carried out before reaching the “Allowable Limit”.

OPERATIONAL PERFORMANCE TEST / Introduction PREPARATION TESTS

FOR

PERFORMANCE

Observe the following rules in order to carry out performance tests accurately and safely. THE MACHINE 1. Repair any defects and damage found, such as oil or water leaks, loose bolts, cracks and so on, before starting to test. TEST AREA 1. Select a hard and flat surface. 2. Secure enough space to allow the machine to run straight more than 20 m (65 ft 7 in), and to make a full swing with the front attachment extended. 3. If required, rope off the test area and provide signboards to keep unauthorized personnel away. PRECAUTIONS 1. Before starting to test, agree upon the signals to be employed for communication among coworkers. Once the test is started, be sure to communicate with each other using these signals, and to follow them without fail. 2. Operate the machine carefully and always give first priority to safety. 3. While testing, always take care to avoid accidents due to landslides or contact with high-voltage power lines. Always confirm that there is sufficient space for full swings. 4. Avoid polluting the machine and the ground with leaking oil. Use oil pans to catch escaping oil. Pay special attention to this when removing hydraulic pipings. MAKE PRECISE MEASUREMENT 1. Accurately calibrate test instruments in advance to obtain correct data. 2. Carry out tests under the exact test conditions prescribed for each test item. 3. Repeat the same test and confirm that the test data obtained can be produced repeatedly. Use mean values of measurements if necessary.

T4-1-2

T105-06-01-003

T505-06-01-003

OPERATIONAL PERFORMANCE TEST / Standard OPERATIONAL DARD

PERFORMANCE

STANThe value in ( ) is shown for reference only. * The standard measurement condition is as follows; Engine Speed Control Lever: Full Stroke Hydraulic Oil Temperature: 50±5 °C (122±9 °F)

This Operational Performance Standard values are listed below. Refer to the correspondence section in T4-3 and after for the details of measurement method.

Item

ZAXIS40U-2

ENGINE SPEED min Slow Idle Speed Fast Idle Speed Fast Idle Speed (Bucket Relief Operation) Fast Idle Speed (Boom Relief Operation) ENGINE COMPRESSION PRESSURE MPa (kgf/cm2, psi)

ZAXIS50U-2

VALVE CLEARANCE (IN, EX) NOZZLE INJECTION PRESSURE

MPa (kgf/cm2, psi)

INJECTION TIMING (Fuel Pump Mounting Standard Angle) deg. TRAVEL SPEED Fast Speed Mode (Rubber Crawler/Steel Crawler) Slow Speed Mode (Rubber Crawler/Steel Crawler) TRACK REVOLUTION SPEED Fast Speed Mode (Rubber Crawler/Steel Crawler) Slow Speed Mode (Rubber Crawler/Steel Crawler) MISTRACK (Fast Speed･Slow Speed) TRAVEL MOTOR LEAKAGE SWING SPEED SWING FUNCTION DRIFT SWING MOTOR LEAKAGE MAXIMUM SWINGABLE SLANT ANGLE SWING BEARING PLAY

← ← ← ←

1150±50 2650±50 2550±50 2550±50 3.43±0.1 (35±1, 499±14.5)

←

0.2±0.05

←

19.6 to 20.6 (200 to 210, 2849 to 2995)

←

25°

←

16.0±1.5 / 17.2±1.5 25.7±1.5 / 27.6±1.5

← Refer to T4-4-2

11.3±1.5 / 11.9±1.5 19.6±1.5 / 20.7±1.5

sec/3 rev. mm/90° mm/5 min

deg. mm

Refer to T4-3-8

←

sec/3 rev.

mm/3 min

After engine warm-up Refer to T4-3-2 With engine cold Refer to T4-3-4 Refer to T4-3-6

Refer to T4-4-1

sec/20 m

mm/20 m

Remarks Refer to T4-3-1

-1

← ←

200 or less

←

0 19.3±1.5 163 or less

← ← ←

←

21 or more

20 or more

0.4 or less

←

T4-2-1

Refer to T4-4-3 Refer to T4-4-4 Refer to T4-4-5 Refer to T4-4-6 Bucket loaded Refer to T4-4-7 Bucket loaded Refer to T4-4-8 Refer to T4-4-9

OPERATIONAL PERFORMANCE TEST / Standard

Item HYDRAULIC CYLINDER CYCLE TIME Boom Raise (Canopy Version) Boom Lower (Canopy Version) Arm Roll-In Arm Roll-Out Bucket Roll-In Bucket Roll-Out Right Boom Swing Left Boom Swing Blade Raise Blade Lower DIG FUNCTION DRIFT

Arm Lever (ISO Lever Pattern: Swing) Bucket Lever Swing Lever (ISO Lever Pattern: Arm)

Boom Swing Pedal

2.0±0.3 2.6±0.3 2.6±0.5 2.1±0.3 2.3±0.3 1.7±0.3 7.0±0.5 7.0±0.5 2.5±0.5 3.1±0.5

2.2±0.3 3.0±0.3 2.7±0.5 2.2±0.3 2.6±0.3 1.8±0.3 ← ← 2.5 ± 0.6 3.1 ± 0.6

Remarks Refer to T4-4-10

Bucket loaded Refer to T4-4-12

mm/5 min

Boom Lever

Blade Lever

ZAXIS50U-2

sec

Boom Cylinder Arm Cylinder Bucket Cylinder Bucket Bottom Blade Cylinder Blade Cylinder (When jacked up) Boom Swing Cylinder CONTROL LEVER/PEDAL N (kgf, lbf) OPERATING FORCE

Travel Lever

ZAXIS40U-2

5 or less 8 or less 5 or less 100 or less 3 or less 15 or less 3 or less

← ← ← ← ← ← ← HITACHI Lever Pattern Refer to T4-4-13

11.0 or less (1.1, 2.5 or less) 11.0 or less (1.1, 2.5 or less) 11.0 or less (1.1, 2.5 or less) 11.0 or less (1.1, 2.5 or less) 17.0 or less (1.7, 3.8 or less) 19.0 or less (1.9, 4.3 or less) 54.0 or less (5.5, 12.2 or less)

T4-2-2

← ← ← ← ← ← ←

OPERATIONAL PERFORMANCE TEST / Standard

Item

ZAXIS40U-2

ZAXIS50U-2

HITACHI Lever Pattern Refer to T4-4-14

CONTROL LEVER/PEDAL STROKE mm (in)

Boom Lever Arm Lever (ISO Lever Pattern: Swing) Bucket Lever Swing Lever (ISO Lever Pattern: Arm) Travel Lever Blade Lever Boom Swing Pedal BOOM RAISE/SWING (Bucket Empty) Height mm Time sec

100±10 (3.9±0.4) 95±10 (3.7±0.4) 95±10 (3.7±0.4) 100±10 (3.9±0.4) 100±10 (3.9±0.4) 55±10 (2.2±0.4) 18±5 (0.7±0.2)

← ← ← ← ← ← ←

3000 or more 2.3±0.3

← ←

PRIMARY PILOT PRESSURE MPa (kgf/cm2, psi) SECONDARY PILOT PRESSURE MPa (kgf/cm2, psi) MAIN RELIEF VALVE SET PRESSURE MPa (kgf/cm2, psi)

6.6±0.5 (67±5, 960±73) 2.9±0.5 (30±5, 422±73)

Refer to T4-4-15

Travel

Swing

← ←

SWING MOTOR DRAINAGE

← ←

TRAVEL MOTOR DRAINAGE at constant speed (Fast/Slow)

Measure at Bench Refer to T4-5-6 26.5±1(270±10, 3852±145)

← Refer to T4-5-8

L/min (gal)

0.5 or less (0.1 or less)

at constant speed

Refer to T4-5-2

←

OVERLOAD RELIEF VALVE SET PRESSURE MPa (kgf/cm2, psi) Boom, Arm, Bucket

Refer to T4-5-1

Measure at Machine Refer to T4-5-3 25.3±1.0 (258±10, 3678±145) 25.5±1.0 (260±10, 3707±145) 21.6±1.0 (220±10, 3140±145)

Main Pumps P1

Remarks

← Refer to T4-5-10

L/min (gal)

0.3 or less / 0.2 or less (0.08 or less / 0.05 or less)

T4-2-3

←

OPERATIONAL PERFORMANCE TEST / Standard

Item

ZAXIS40U-2

ZAXIS50U-2

Remarks Measure at bench Refer to T4-5-12

REVOLUTION SENSING VALVE OUTPUT PRESSURE (Pressure PGR) MPa (kgf/cm2, psi)

Fast Idle Slow Idle PUMP DELIVERY PRESSURE MPa (kgf/cm2, psi) (Lever in Neutral) Fast Idle Slow Idle

1.96 (20, 285) 0.49 (5.0, 71)

← ←

Reference Reference Refer to T4-5-14

3.1 (31.8, 451) 2.3 (23.3, 334)

← ←

Reference Reference

T4-2-4

OPERATIONAL PERFORMANCE TEST / Standard MAIN PUMP P-Q DIAGRAM • P-Q control (Torque control) (Reference: Calculated Valve) • Rated Pump Speed: 2500 min-1 (rpm) • Hydraulic Oil Temperature: 50±5 °C (122±41 °F) • Pilot Pump Pressure: 5.9 MPa (60 kgf/cm2, 858 psi)

• P-Q Point

• P-Q Point (Air conditioner: ON

(Air conditioner: OFF (PC Pressure = 0 MPa)) Delivery Pressure Flow Rate 2 MPa (kgf/cm , psi) L/min (GPM) A 1.96 (20, 285) 126 (33.2) B 4.6 (47, 669) 125 (33) C 6.67 (68, 970) [121.5] [(32)] D 8.7 (88.7, 1265) 116.5 (30.7) E 16.67 (170, 2473) [70] [(18.5)] F 24.5 (250, 3562) 47.5 (12.5) The valve indicated in [ ] is only a reference valve.

(PC pressure = 3.9 MPa (40 kgf/cm , 567 psi)) Delivery Pressure Flow Rate 2 MPa (kgf/cm , psi) L/min (GPM) A 1.96 (20, 285) 126 (33.2) B 4.6 (47, 669) 125 (33) C 6.67 (68, 970) [121.5] [(32)] G 15 (153, 2181) [69] [(18.2)] H 24.5 (250, 3562) [40] [(10.6)] The valve indicated in [ ] is only a reference valve.

L/min A

Flow Rate G

Delivery Pressure

T4-2-5

MPa (kgf/cm 2 )

T1M9-04-02-018

OPERATIONAL PERFORMANCE TEST / Standard (Blank)

T4-2-6

OPERATIONAL PERFORMANCE TEST / Engine Test ENGINE SPEED Summary: 1. Be sure to check the engine speed before performing all other tests, since it always affects test results.

Engine Control Dial

Preparation: 1. Warm up the machine, until the engine coolant temperature reaches 50 °C (122 °F) or more, and hydraulic oil temperature is 50±5 °C (122±9 °F). 2. Move the engine control dial from slow idle to fast idle. Confirm that the fuel injection pump governor lever comes into contact with the slow-idle and fast-idle stoppers. 3. Connect an engine tachometer to the fuel injection line. Measurement: 1. Depending upon the engine speed measured, make measurement as per the following table. Engine Control Auto Idle Switch Dial Slow Idle Slow Idle OFF (No-load) Fast Idle Fast Idle OFF (No-load)

T1M9-01-02-002

Governor Lever

2. Repeat measurement three times and calculate the mean value. Evaluation: Refer to T4-2 Operational Performance Standard.

T1M9-04-02-019

Stopper

T4-3-1

OPERATIONAL PERFORMANCE TEST / Engine Test ENGINE COMPRESSION PRESSURE Summary: 1. Measure compression pressure in the cylinders to check for a reduction in engine power. 2. Check exhaust gas color. Keep track of engine oil consumption. 3. Check for abnormalities in the intake system, including the air cleaner.

Compression Gauge Kit

Preparation: 1. Warm up the engine. 2. Disconnect the negative terminal at the battery, and then remove engine stop solenoid connectors. 3. Reconnect the negative terminal to battery. 4. Remove the fuel injection valve of the cylinder to be measured, and attach a pressure gauge (compression gauge kit for YANMAR TNV88) NOTE: Attach the gasket to the end of the adaptor, and tighten it firmly. T1M9-04-02-001

4. Confirm that the batteries are charged. Measurement: 1. Turn the starter to crank the engine. Record the compression pressure of each cylinder. 2. Repeat measurement three times and calculate the mean value. Evaluation: Refer to T4-2 Operational Performance Standard.

NOTE: Engine speed and compression pressure.

4 Compression Pressure

Compression 3 Pressure (MPa)

(kgf/cm 2) 2

Engine Speed min-1 (rpm)

T4-3-2

T1M9-04-02-020

OPERATIONAL PERFORMANCE TEST / Engine Test (Blank)

T4-3-3

OPERATIONAL PERFORMANCE TEST / Engine Test VALVE CLEARANCE Flywheel Side

Summary: 1. Perform the measurement when the engine is cold. 2. Before removing the head cover, clean the area around the head cover to prevent the entry of dust into the engine. Preparation: 1. Remove the head cover. 2. Locate the top dead center (TDC) in the compression stroke of piston No.1 (on the flywheel side). Turn the crank pulley counterclockwise viewed from the flywheel, and have the “mark groove” coincide with the “Mark-0” of the timing gear case cover. At this time, if both of the locker arms of the inlet and exhaust valves for cylinder No. 1 have play when operated manually, TDC for cylinder No. 1 is properly located. If not, turn the crank pulley 360 degrees, and check one more time. NOTE: For turning the crank pulley, remove the fan guard, and turn the fan with one hand while holding the fan belt with the other. If the fuel injection valve of each cylinder is removed in advance, the crank pulley can be easily rotated with no compressive force. IMPORTANT: In case no play is felt for both of the locker arms of the inlet and exhaust valves for cylinder No. 1 even after turning the pulley 4 times, abnormal wear of the valve seats is suspected, and disassembled examination is necessary.

T4-3-4

Mark-0

Crank Pulley

T1M9-04-02-002

Mark Groove

OPERATIONAL PERFORMANCE TEST / Engine Test Measurement: 1. Measure the valve clearance between the rocker arm and valve. 2. Measure the clearances of valves marked ({) in the table below. Cylinder No.

1 Valve

Cylinder No.1 at top dead center Cylinder No.1 at overlap

2 E

3 E

{ { {

Rocker Arm

Adjust Screw

Lock Nut

4 E

{ × ×

× ×

T1M9-04-02-003

3. Turn flywheel 360°, then measure the valve clearances marked (×) in the above table. Evaluation: Refer to T4-2 Operational Performance Standard. Adjustment 1. Loosen the lock nut and the adjusting screw of the locker arm. 2. Confirm that the valve cap has no tilting, dust ingress, or wear. 3. Insert a thickness gauge of 0.2 mm between the locker arm and the valve head, and tighten the lock nut after adjusting the valve clearance. IMPORTANT: The valve clearances marked with { are adjustable when piston No. 1 is at TDC, and those marked with ¯ are adjustable when Piston No. 4 is at TDC. In case no play is felt for the locker arm to have play, abnormal wear of the valve seat is suspected, and disassembled examination is necessary.

T4-3-5

Normal

Abnormal T1M9-04-02-004

T1M9-04-02-005

OPERATIONAL PERFORMANCE TEST / Engine Test NOZZLE CHECK Summary: 1. Check the injection pressure and the spray pattern with a nozzle tester. 2. Before starting work, clean the fuel injector mounting area to avoid contamination in the engine. Preparation: 1. Remove all fuel injector and fuel injection pipings from the engine. 2. Attach a fuel injector to nozzle tester.

Fuel Injector

Measurement: CAUTION: Never touch spray directly. The fuel spray from the nozzle may penetrate the skin, resulting in serious injury. If fuel penetrates into the blood stream, it may cause blood toxication. 1. Injection pressure After attaching the fuel injector to nozzle tester, strongly make several strokes of the tester to inject fuel. Then, while operating the tester at approx. 60 time strokes a minute, measure the fuel injection pressure. Use shims in the fuel injector to adjust the pressure.

T1M9-04-02-007

Fuel Injector Over Flow Pipe

Nozzle Holder

NOTE: If the shim is thickened by 0.1 mm, pres2 sure rises by about 1.9 MPa (19 kgf/cm ). 2. Spray pattern For this test, turn the pressure tester knob to bypass the pressure gauge. Attach the fuel injector to the nozzle tester. Strongly make several strokes of the tester and check the fuel spray pattern.

Shim

NOTE: Use clean diesel oil. 3. Oil tight condition Keep the pressure slightly below the injection pressure. Check for fuel leak from around the nozzle tip. T1M9-04-02-008

T4-3-6

OPERATIONAL PERFORMANCE TEST / Engine Test Evaluation: 1. Standard Injection Pressure: Refer to T4-2 Operational Performance Standard. 2. During Spray Injection 2-1. After injecting spray two to three times, gradually raise pressure, and halt it at slightly lower 2 than 2 MPa (20 kgf/cm ), and confirm that there is no fuel drop coming out of the nozzle end. 2-2. During injection with a nozzle tester, in case an extremely large amount of fuel leakage takes place out of the overflow connector, confirm by tightening it again. In case the situation is not bettered, replace the nozzle assembly. 2-3. Operate the nozzle tester lever at the speed of one or two strokes a second, and confirm that no abnormal spray takes place. 2-4. In case spray conditions shown below cannot be obtained, make readjustment or replacement of the parts. -Spray spread angles are similar. (Î¸) -Spray direction angles are similar. (Îą) -The whole spray is like fine mist. -Injection ends with no dripping.

T4-3-7

(Normal)

(Abnormal)

T1M9-04-02-009

T1M9-04-02-010

OPERATIONAL PERFORMANCE TEST / Engine Test INJECTION TIMING Preparation

Fuel Pump

IMPORTANT: Measurement of injection timing is impossible in the case of an engine provided with the MP type fuel injection pump. Therefore, be sure to assemble the injection pump fully carefully in accordance with the descriptions given in the engine maintenance manual. Adjustment Explanation is made here about the procedure for replacing, mounting, or dismounting of the fuel injection pump.

Fuel Pump Drive Gear

Flange Bolt (Do not disassemble) Drive Gear Fixing Bolt

CAUTION: When dismounting the fuel pump, be sure not to loosen the four screws fixing the pump flange and the fuel pump driving gear. If they are loosened, adjustment of the injection timing becomes very difficult. 1. Before dismounting the fuel pump, put mating marks with a white felt pen on the respective contacting part of the fuel pump driving gear and the idle gear.

T4-3-8

Crank gear Idle Gear T1M9-04-02-013

OPERATIONAL PERFORMANCE TEST / Engine Test 2. Before dismounting the fuel pump, adhere to the gear case a injection angle adjustment sticker with its center line coinciding with the mark-off line on the fuel pump side. 3. Dismount the fuel pump, and read the injection angle marked on the fuel pump. 4. Read the injection angle marked on the fuel pump to be mounted, and figure out the difference from that of the dismounted fuel pump.

Center Line

1° 1°

0.5° (Injection Angle Adjustment Sticker)

NOTE: In case the same fuel pump is mounted again, the angle difference is zero. Injection angle difference (cam angle) = (injection angle of the mounted fuel pump) (injection angle of the dismounted fuel pump)

T1M9-04-02-014

Sticker

IMPORTANT: In case the injection angle of the fuel pump is difficult to read, consult the engine manufacturer for it by giving information on the fuel pump model and serial number. 5. Attach the fuel pump temporarily to the gear case. Have the mating marks put in advance during disassembling coincide with each other, mount the driving gear to the camshaft, and tighten the nut. Tightening torque of fuel pump driving gear nut: 78 to 88 N⋅m (8 to 9 kgf⋅m, 564 to 637 lbf⋅ft) 6. Read the injection angle difference figured out in procedure 5 with the adjustment sticker measure (minimum 0.5 degrees, cam angle), and adjust the mounting angle of the fuel pump. NOTE: For the injection angle difference of +1 degree, turn the fuel pump 1 degree outward in relation to the cylinder block, and for – 1 degree, turn the fuel pump 1 degree toward the cylinder block. 7. Tighten the nut for attaching the fuel pump.

T4-3-9

Fuel Pump

Gear Case Mark-off Line

Mark-off Line

T1M9-04-02-015

Adjustment Sticker

Center Line

In case of +1°

In case of +0.25°

(Adjustment of Injection Angle)

T1M9-04-02-016

OPERATIONAL PERFORMANCE TEST / Engine Test NOTE: The standard mounting angle for the fuel pump is 25 degrees.

Cylinder Block Side

(Fuel Pump Fixing Angle)

NOTE: For advancing or delaying the injection timing, change the mounting angle of the fuel pump. For example, in case the injection angle is advanced by 2 degrees, loosen the nut for fixing the fuel pump to the gear case, turn the fuel pump 1 degree outward in relation to the cylinder block, and tighten the nut for fixing the pump. For delaying the injection timing, mount the pump the other way around.

T1M9-04-02-017

Delay Advance

Cylinder Block Side

T1M9-04-02-017

Fuel Pump Fixing Bolt (Adjustment of Injection Timing)

T4-3-10

OPERATIONAL PERFORMANCE TEST / Excavator Test TRAVEL SPEED Summary: 1. To check overall performance of travel drive system (between main pump and travel motor), measure the time required for the excavator to travel a test track. Preparation: 1. Adjust the track sag of both tracks to be equal. 2. Prepare a level and solid test track 20 m (65.5 ft) in length, with an extra length of 3 to 5 m (9.8 to 16 ft) on both ends for machine acceleration and deceleration. 3. Hold the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above the ground with the arm and bucket extended. 4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). End

Arm Roll-in, Bucket Roll-in Start Raise bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above the ground.

20 m (65.5 ft) 3 to 5 m (9.8 to 16 ft) extra length for acceleration / deceleration

Measurement: 1. The test should be performed with each mode (slow and fast travel speeds) in the fast-idle speed with auto idle switch off. 2. Start traveling the machine in the acceleration zone with the travel levers at full stroke. 3. Measure the time required to travel 20 m (65 ft 7 in). 4. After measuring the forward travel speed, turn the upperstructure 180° and measure the reverse travel speed. 5. Repeat steps (2) and (4) three times in each direction and calculate the mean values. Evaluation: Refer to T4-2 Operational Performance Standard. Remedy: Refer to T5-3 "Troubleshooting B".

T4-4-1

3 to 5 m (9.8 to 16 ft) extra length for acceleration / deceleration

T570-06-03-001

OPERATIONAL PERFORMANCE TEST / Excavator Test TRACK REVOLUTION SPEED Summary: 1. With the track raised off ground, measure the track revolution cycle time to check the total track drive system (between main pump and travel motor). Preparation: 1. Adjust the track sag of both side tracks equally. 2. On the track to be measured, mark one shoe with chalk. CAUTION: Support the lifted track securely with wooden blocks. 3. Swing the upperstructure 90° and lower the bucket to raise the track off ground. Keep the boom-arm angle between 90 to 110° as shown. Measurement: 1. The test should be performed with each mode (slow and fast travel speeds) in the fast idle speed with auto idle switch off. 2. Operate the travel control lever of the raised track in the full forward or reverse stroke. 3. Measure the time required for 3 revolutions of shoe in both directions. 4. Raise the other track and repeat the procedures. 5. Repeat steps (2) and (4) three times for each track and calculate the mean values. Evaluation: Refer to T4-2 Operational Performance Standard. NOTE: The measured values may vary widely. The evaluation based on the results obtained from the 20 m (65.5 ft) travel speed check is more recommendable. Remedy: Refer to T5-3 "Troubleshooting B".

T4-4-2

90 to 110° Mark

T570-06-03-009

OPERATIONAL PERFORMANCE TEST / Excavator Test MISTRACK CHECK Summary: 1. Allow the machine to travel 20 m (65.5 ft). Measure the maximum tread deviation from the tread chord line drawn between the travel start and end points to check the performance equilibrium between both sides of the travel device systems (between main pump and travel motor). 2. If measured on a concrete surface, the tread deviation has a trend to decrease. Preparation: 1. Adjust the track sag of both tracks to be equal. 2. Provide a flat, solid test yard 20 m (65.5 ft) in length, with extra length of 3 to 5 m (9.8 to 16 ft) on both ends for machine acceleration and deceleration. 3. Hold the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above the ground with the arm and bucket extended. 4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Max Distance

20 m (65.5 ft) T570-06-03-002

Measurement: 1. The test should be performed with each mode (slow and fast travel speeds) in the fast idle speed with auto idle switch off. 2. Start traveling the machine in the acceleration zone with the travel levers at full stroke. 3. Measure the distance between a straight 20 m (65.5 ft) line and the tread made by the machine. 4. After measuring the tracking in forward travel, swing the upperstructure 180° and measure that in reverse travel. 5. Repeat steps (3) and (4) three times in each direction and calculate the mean values. Evaluation: Refer to T 4-2 Operational Performance Standard. Remedy: Refer to T5-3 "Troubleshooting B".

T4-4-3

OPERATIONAL PERFORMANCE TEST / Excavator Test TRAVEL MOTOR LEAKAGE Summary: 1. Measure the amount of travel motor slippage on a slope, which is due to travel motor inner oil leak. Preparation: 1. The surface of the test slope must be even, with a gradient of 20% (11.31 °). 2. Raise the bucket 0.2 to 0.3 m above the ground with the arm and bucket cylinders fully extended (rolled in) 3. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). Measurement: 1. Measure the slip amount of travel motor at parking. 1-1. Climb the slope and place the travel levers in neutral. 1-2. Stop the engine. 1-3. After parking the machine, makes aligning marks on the side frame and a track link or shoe. 1-4. After 3 minutes, measure discrepancy between the marks.

T570-06-03-010

Amount of slippage after 3 minutes

Evaluation: Refer to T4-2 Operational Performance Standard.

T505-06-03-005

T4-4-4

OPERATIONAL PERFORMANCE TEST / Excavator Test SWING SPEED Summary: 1. Measure the time required to swing three complete turns to check the total swing drive system (between the main pump and swing motor). Preparation: 1. Check the lubrication of swing gear and swing bearing. 2. Place the machine on level, solid ground with ample space for swinging. Do not conduct this test on slopes. 3. With the arm rolled out and bucket rolled in, hold the bucket so that the height of arm top pin is even with the boom foot pin. The bucket must be empty. 4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F) CAUTION: Before starting the measurement, make sure that there are no person or obstacles within the swing area. Measurement: 1. Run engine at fast idle speed with auto idle switch off. Operate swing control lever fully. 2. Measure the time required to swing 3 turns in one direction. 3. Operate swing control lever fully in the opposite direction and measure the time required for 3 turns. 4. Repeat steps (2) and (3) three times each and calculate the average values. Evaluation Refer to T4-2 Operational Performance Standard. Remedy: Refer to T5-3 "Troubleshooting B".

T4-4-5

Even with the Boom Foot Pin. T570-06-03-003

OPERATIONAL PERFORMANCE TEST / Excavator Test SWING FUNCTION DRIFT CHECK Summary: 1. To check the valve unit performance, measure the swing drift on the bearing outer circumference when stopping after a 90° full speed swing. 2. Mechanical brake for swing parking is installed on swing motor. Preparation: 1. Check the lubrication of swing gear and swing bearing. 2. Place the machine on level, solid ground with ample space for swinging. Do not conduct this test on slopes. 3. With the arm rolled out and bucket rolled in, hold the bucket so that the height of bucket pin is even with the boom foot pin. The bucket must be empty. 4. Make the marks on the swing bearing and track frame. 5. Swing the upperstructure 90°. 6. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). CAUTION: Before starting the measurement, make sure that there are no person or obstacles within the swing area. Measurement: 1. Start and run engine at fast idle speed with auto idle switch off. Operate the swing control lever fully to swing the upper-structure. When the marks on the swing bearing and track frame meet, return the swing lever to the neutral position. 2. After the swing movement stops, measure the arc length between two aligning marks along the circumference of the swing bearing. 3. Align the marks again, swing 90° then test in the opposite direction. 4. Repeat steps (1) and (2) three times each and calculate the mean values. Evaluation: Refer to T4-2 Operational Performance Standard.

Make aligning marks on the swing bearing outer circumference and track frame. T570-06-03-004

Swing the upperstructure 90° to the test start position. T570-06-03-005

Measure the arc length along the circumference of swing bearing.

Mark on the track frame Mark on the swing bearing T105-06-03-010

Remedy: Refer to T5-3 "Troubleshooting B".

T4-4-6

OPERATIONAL PERFORMANCE TEST / Excavator Test SWING MOTOR LEAKAGE Summary: 1. To check swing parking brake performance, measure the upperstructure drift after parking the machine on a slope with the upperstructure positioned 90° to the slope. (Mechanical brake for swing parking is installed on swing device.) Preparation: 1. Check the lubrication of swing gear and swing bearing. 2. Load the bucket with either soil or a weight equivalent to the weight standard. Weight: ZAXIS40U-2: 210 kg (463 lb) ZAXIS50U-2: 240 kg (529 lb) 3. With the arm rolled out and bucket rolled in, hold the bucket so that the height of bucket pin is even with the boom foot pin. 4. Park the machine on a flat slope with a gradient of 15±1°. 5. Climb the slope, then swing the upperstructure 90°toward the slope. Make aligning marks on the swing bearing circumference and track frame. 6. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). T570-06-03-006

Measurement: 1. Start the engine and maintain engine speed at idle speed. After 5 minutes, measure the difference between the marks on the swing bearing circumference and the track frame. 2. Perform the measurement under the following two conditions: ⋅ When the brake is applied (with the pilot control shut-off lever in the LOCK position). ⋅ When the brake is released (with the pilot control shut-off lever in the UNLOCK position). 3. Perform the measurement on both right and left swing directions. 4. Perform the measurement three times in each direction and calculate the average values. Evaluation: Refer to T4-2 Operational Performance Standard.

Measure the arc length along the swing bearing circumference.

Mark on the track frame Mark on the swing bearing T105-06-03-010

Remedy: Refer to T5-3 "Troubleshooting B".

T4-4-7

OPERATIONAL PERFORMANCE TEST / Excavator Test MAXIMUM SWINGABLE SLANT ANGLE Summary: 1. To measure the maximum slope angle on which the upperstructure can swing, park the machine on a slope with the upperstructure positioned 90° to the slope. Preparation: 1. Check the lubrication of swing gear and swing bearing. 2. Load the bucket with either soil or a weight equivalent to the weight standard. Weight: ZAXIS40U-2: 210 kg (463 lb) ZAXIS50U-2: 240 kg (529 lb) 3. With the arm cylinder fully retracted and the bucket cylinder fully extended, hold the bucket so that the height of bucket pin is even with the boom foot pin. 4. Climb the slope, and then set the upperstructure 90° to the slope. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). Measurement: 1. Run engine at fast idle speed with auto idle switch off. Operate the swing control lever fully to swing the upperstructure to the uphill side of slope. 2. If swing is possible, measure the slant angle on the cab floor. 3. Increase the slope angle. Measure on both right and left swing directions. 4. Perform the measurement three times. Evaluation: Refer to T4-2 Operational Performance Standard. Remedy: Refer to T5-3 "Troubleshooting B".

T4-4-8

T570-06-03-006

OPERATIONAL PERFORMANCE TEST / Excavator Test SWING BEARING PLAY Summary: 1. Measure the swing play with a dial gauge to check the wear of bearing races and balls. Preparation: 1. Check the swing bearing mounting bolt for looseness. 2. Check the lubrication of swing bearing. Confirm that bearing rotation is smooth and noiseless. 3. Install a dial gauge with a magnetic base on the track frame as shown. 4. Position the upperstructure so that the boom aligns with the tracks facing towards the travel motors. 5. Position the dial gauge so that its needle point comes into contact with the bottom face of the bearing outer race as shown. 6. Bucket should be empty. NOTE: The measured value may differ depending on where the dial gauge magnetic base is located. Mount the magnetic base directly onto the round frame trunk or as close to the round frame trunk as possible. Measurement: 1. With the arm rolled out and bucket rolled in, hold the bucket so that the height of the bucket pin is even with the boom foot pin. Record the dial gauge reading (h1). 2. Lower the bucket to the ground and use it to raise the front idler 0.5 m (20 in). Record the dial gauge reading (h2). 3. Calculate bearing play (H) from this data (h1 and h2) as follows: H = h2 â&#x2C6;&#x2019; h1

Magnetic Base

Dial Gauge

T105-06-03-014

Round Frame Trunk

Magnetic Base T105-06-03-015

Measurement: [h1]

Even with the Boom Foot Pin. T570-06-03-003

Measurement: [h2]

Evaluation: Refer to T4-2 Operational Performance Standard.

0.5 m (20 in) T570-06-03-007

T4-4-9

OPERATIONAL PERFORMANCE TEST / Excavator Test HYDRAULIC CYLINDER CYCLE TIME

Boom Cylinder

Summary: 1. To totally check the front attachment function performance (between the main pump and each cylinder) by measuring each cylinder cycle time. 2. Bucket should be empty. Preparation: 1. Take the following machine position: T570-06-03-011

Arm Cylinder

1-1. When measuring the boom cylinder: With the arm cylinder fully retracted and the bucket cylinder fully extended, lower the bucket to the ground. 1-2. When measuring the arm cylinder: With the bucket cylinder fully extended, adjust the boom and arm cylinder strokes so that when the arm is moved half the full stroke, the arm longitudinal center line perpendicularly points to the ground and the bucket bottom clearance above the ground is approx. 0.5 m (20 in).

0.5 m (20 in) T570-06-03-012

Bucket Cylinder

1-3. When measuring the bucket cylinder: Adjust the boom and arm cylinder strokes so that when the bucket is moved half the full stroke, the bucket edge points to the ground perpendicularly. 1-4. When measuring the boom swing cylinder: Set the boom swing cylinder in either the right or left swing stroke end position. 1-5. When measuring the blade cylinder: Lower the bucket to the ground to raise the machine front off the ground and secure the height space to allow the blade to move up-and-down full stroke.

T105-06-03-020

Boom Swing Cylinder

2. Maintain hydraulic oil temperature at 50±5 °C (122±9 °F).

Blade Cylinder

T523-06-03-006

T570-06-03-007

T4-4-10

OPERATIONAL PERFORMANCE TEST / Excavator Test Measurement: 1. Run engine at fast idle speed with auto idle switch off. Operate each cylinder as follows: (The cylinder stroke excludes the cushion range.) 1-1. Measure the boom cylinder. Measure the time required to raise or lower the boom while operating the boom control lever full stroke. 1-2. Measuring the arm cylinder. Measure the time required to roll in or out the arm while operating the arm control lever full stroke. 1-3. Measuring the bucket cylinder. Measure the time required to roll in or out the bucket while operating the bucket control lever full stroke. 1-4. Measuring the boom swing cylinder Measure the time required to swing the front attachment from right to left or vice versa while operating the boom swing pedal full stroke. 1-5. Measuring the blade cylinder Measure the time required to raise or lower the blade while operating the blade control lever full stroke. 2. Repeat each measurement three times and calculate the average values. Evaluation: Refer to T 4-2 Operational Performance Standard. Remedy: Refer to T5-3 "Troubleshooting B".

T4-4-11

OPERATIONAL PERFORMANCE TEST / Excavator Test DIG FUNCTION DRIFT Summary: 1. With the bucket loaded, measure dig function drift, which can be caused by oil leakage in the control valve and / or boom, arm, bucket, blade and boom swing cylinders.

Retraction

2. When testing the dig function drift just after cylinder replacement, slowly operate each cylinder to its stroke end to purge trapped air prior to testing. Preparation: 1. Load the bucket with either soil or a weight equivalent to the weight standard. Weight: ZAXIS40U-2: 210 kg (463 lb) ZAXIS50U-2: 240 kg (529 lb) 2. With the arm cylinder fully retracted and bucket cylinder fully extended, had the bucket pin height even with the boom foot pin. When measuring the boom swing cylinder, climb the slope with a gradient of 15±1 ° and set the upperstructure 90 ° to the slope. 3. Retract arm cylinder and bucket cylinder approx. 50 mm (2 in) to away from the cushion range. 4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Extension

Retraction

Arm Top Pin is even with Boom Foot Pin.

Front Drift

Extension

T570-06-03-008

T570-06-03-006

Boom, Bucket and Blade Cylinder Retraction Mark

Mark

Measurement: 1. Stop the engine. 2. After five minutes, measure the boom, bucket and blade cylinder retraction, arm and boom swing cylinder extension, and amount of the bucket drift. 3. Repeat step 2. three times and calculate the mean values.

T110-06-03-002

Evaluation: Refer to T4-2 Operational Performance Standard.

Arm Cylinder Extension

Remedy: Refer to T5-3 "Troubleshooting B". Mark

T110-06-03-001

Boom Swing Cylinder Extension

T506-06-03-001

T4-4-12

OPERATIONAL PERFORMANCE TEST / Excavator Test CONTROL LEVER OPERATING FORCE Summary: 1. Use a spring scale to measure the maximum force needed to move each control lever and pedal. 2. Measure the operating force at the center of each lever grip. Preparation: 1. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). CAUTION: Before the measurement, make sure there are no personnel or obstacles within the swing area. Measurement: 1. Start the engine. 2. Measure the maximum operating force with each boom raise, arm, bucket, swing lever, full stroke. 3. Measure the maximum operating force with the boom lower lever full stroke until the fully raised boom comes in contact with the ground. 4. Operate swing lever and measure the maximum operating force with swing relieved after securing the front attachment to prevent swinging. 5. Lower the bucket to the ground to raise one track off the ground. Operate the travel lever to full stroke and measure the maximum operating force. When finished, lower the track and then jack up the other track. 6. Repeat each measurement three times and calculate the mean values. Evaluation: Refer to T4-2 Operational Performance Standard.

T4-4-13

T107-06-03-003

T107-06-03-004

OPERATIONAL PERFORMANCE TEST / Excavator Test CONTROL LEVER STROKE Summary: 1. Measure each lever stroke at the lever top using a ruler. 2. Measure the lever stroke at the grip center of each control lever. As for the boom swing pedal, measure the stroke from the center position to stopper. 3. In case lever stroke play is present in the neutral position, add half (1/2) the play present to both side lever strokes. Preparation: Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). T107-06-03-005

Measurement: 1. Stop the engine. 2. Measure the boom, arm, bucket, swing, travel and blade control lever strokes at the grip top center from the neutral position to the stroke end. On the boom swing pedal, measure the straight distance between the center and fully depressed positions at tip of the pedal. 3. Take the measurements by the straight stroke distances. 4. Conduct the measurement three times. Calculate the average values. Evaluation: Refer to T4-2 Operational Performance Standard.

T4-4-14

OPERATIONAL PERFORMANCE TEST / Excavator Test COMBINED BOOM RAISE/SWING FUNCTION CHECK Summary: 1. Check boom raise and swing movement and speeds while operating both functions simultaneously to evaluate combined functions. 2. Confirm that no hesitation is found with the engine running at maximum speed. Preparation: 1. With the arm rolled out and the bucket rolled in, lower the bucket to the ground. The bucket should be empty. 2. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

M570-07-005

CAUTION: Always make sure that the area is clear and that co-workers are out of the swing area before starting the measurement. Measurement: 1. Run engine at fast idle speed with auto idle switch off. 2. Raise the boom and swing simultaneously, both at full stroke. When the upperstructure rotates 90°, release the control levers to stop both functions. Measure the time required to swing 90° and the height (H) of the bucket teeth. 3. Perform the measurement three times and calculate the average values.

T1M9-04-04-001

Evaluation: Refer to T4-2 Standard. Remedy: Refer to T5-3 "Troubleshooting B".

T1M9-04-04-002

T4-4-15

OPERATIONAL PERFORMANCE TEST / Excavator Test (Blank)

T4-4-16

OPERATIONAL PERFORMANCE TEST / Component Test PRIMARY PILOT PRESSURE Preparation: 1. Stop the engine. 2. Turn the filling cap on hydraulic oil tank to bleed air. 3. Disconnect the hose (9/16-18 UNF) at the pilot filter. Install pressure gauge assembly (ST 6932) with tee (ST 6572) to the pilot filter. : 22 mm, 19 mm 4. Start the engine and check for oil leakage from the gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). Measurement: 1. Run engine at fast idle speed with auto idle switch off. 2. Measure the pressure without load. 3. Perform the measurement three times and calculate the average value.

Pilot Filter

Adjusting Screw

Hose (9/16-18 UNF)

T1M9-04-05-001

Lock Nut

Evaluation: Refer to T4-2 Operational Performance Standard. Adjustment: Adjustment the relief valve on 2-unit solenoid valve if necessary. 1. Loosen the lock nut. 2. Turn the adjusting screw to adjust the pressure. : 6 mm T1LA-03-06-002

3. Tighten the lock nut. : 17 mm : 15 to 20 N⋅m (1.5 to 2.0 kgf⋅m, 10.8 to 14.5 lbf⋅ft) 4. After completing the adjustment, recheck the set pressure. NOTE: Standard change in pressure. Screw Turns Change in Relief Pressure

1/4

1/2

3/4

182

363

545

726

(kgf/cm )

(1.85)

(3.7)

(5.55)

(7.40)

(psi)

(13.4)

(26.8)

(40.1)

(53.5)

kPa 2

T4-5-1

OPERATIONAL PERFORMANCE TEST / Component Test SECONDARY PILOT PRESSURE Preparation: 1. Properly shut down the engine. 2. Turn the filling cap on hydraulic oil tank to bleed air. 3. Install pressure gauge (ST 6932) and tee (ST 6573) to the end of pilot hose (7/16-20 UNF) at the respective control valve spool end, as illustrated. : 19 mm, 17 mm

Pilot Hose

Tee (ST 6573) Pressure Gauge (ST 6932)

4. Start the engine and check for oil leakage at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). Measurement: CAUTION: Before measuring, check that there are no obstacles or personnel within the swing radius. When measuring the boom lower pilot pressure, raise the machine off the ground while paying attention not to allow the base machine (counterweight) to contact with the ground. Be careful not to tip-over due to a loss of balance. 1. Operate the lever to be measured. Measure the pilot pressure at its full stroke with the pressure gauge. 2. Perform the measurement three times and calculate the average valve. Evaluation: Refer to T4-2 Operational Performance Standard.

T4-5-2

T157-05-04-011

OPERATIONAL PERFORMANCE TEST / Component Test MAIN RELIEF VALVE SET PRESSURE Summary: Measure the main relief valve setting pressure at the main delivery port.

Delivery Port in Main Pump (P1)

Preparation: 1. Stop the engine. 2. Turn the filling cap on hydraulic oil tank to bleed air. 3. Disconnect the hose (1-1/16-12 UNF) onto the delivery port in main pump (P1). Install tee (ST 6652), adapter (ST 6069), and pressure gauge assembly (ST 6934). : 36 mm 4. Start the engine and check for oil leakage at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). Measurement: 1. Run the engine at fast idle speed with auto idle switch off. 2. Slowly operate each control lever or pedal to fully extend or retract each cylinder to relieve the pressure. Measure the relief pressure at this time. 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to T4-2 Operational Performance Standard.

T4-5-3

T1M9-03-01-001

OPERATIONAL PERFORMANCE TEST / Component Test Main Relief Valve Adjustment Procedure A

Adjustment: Adjust the main relief valves if necessary. The main relief valves are installed on the position as illustrated.

NOTE: Before loosening the lock nut, make the alignment marks on the adjusting screw, lock nut and valve. Using these alignment marks, the number of turns of the adjusting screw can be checked easily. 1. Loosen the lock nut on main relief valve. : 17 mm IMPORTANT: Adjust the pressure so that it does not exceed the upper limit of standard. T1M9-03-04-001

2. Turn the adjusting screw to adjust the pressure. : 6 mm Adjusting Screw

Section A-A

3. Tighten the lock nut. : 17 mm : 34 to 39 N⋅m (3.5 to 4 kgf⋅m, 25 to 29 lbf⋅ft)

Lock Nut

4. After completing the adjustment, recheck the set pressure. NOTE: Standard change in pressure. Screw Turns MPa Change in 2 Relief (kgf/cm ) Pressure (psi)

1/4 2.2 (22.4) (319)

1/2 4.4 (44.9) (638)

3/4 6.7 (69.4) (986)

1 (8.9) (90.9) (1290)

Main Relief Valve

Lock Nut

Pressure Increase

T1M9-03-04-005

Adjusting Screw

Pressure Decrease

W107-02-05-129

T4-5-4

OPERATIONAL PERFORMANCE TEST / Component Test Swing Relief Pressure Adjustment Procedure Adjustment: Adjust the pressure of swing relief valve with the adjusting screw after loosening the lock nut.

Swing Relief Valve

1. Loosen the lock nut. : 17 mm 2. Turn the adjusting screw to adjust the pressure referring to the table below. : 4mm 3. Retighten the lock nut. : 17 mm : 15.7 ± 0.1 N⋅m (16 ± 1 kgf⋅m, 116 ± 7 lbf⋅ft) 4. Recheck the set pressure. T523-02-03-003

NOTE: Standard change in pressure. Lock Nut

Screw Turns MPa Change in 2 Relief (kgf/cm ) Pressure (psi)

Lock Nut

1/4

1/2

3/4

2.45

4.9

7.4

9.8

(25)

(50)

(75)

(100)

(360)

(710)

(1070)

(1420)

Adjusting Screw

Adjusting Screw T561-02-03-001

Pressure Increase

Pressure Decrease W107-02-05-129

T4-5-5

OPERATIONAL PERFORMANCE TEST / Component Test OVERLOAD RELIEF VALVE SET PRESSURE Summary: 1. With the return circuit from the control valve blocked, the circuit pressure must be increased by applying an external load. This checking method is hazardous and the results obtained with this method are unreliable. 2. Pressure setting of the overload relief valve must be made at a specified oil flow rate normally far smaller than the delivery flow rate of main relief valve. Accordingly, even if the main relief valve set pressure can be reset higher than the set pressure of overload relief valve, the main pump supplies too much oil to correctly measure the set pressure of overload relief valve. The main relief valve has pre-leaking function. In this case, the set pressure of main relief valve at pre-leaking function need to be set higher than that of overload relief valve. Accordingly, the main relief valve pressure setting may not be reset higher than the set pressure of overload relief valve plus the pressure at pre-leaking. Therefore, when the set pressure of overload relief valve must be checked correctly, remove the overload relief valve assembly from the machine and check the overload relief valve unit performance using the test stand and test block prepared for this purpose. If the poppet of overload relief valve seats to the body of control valve, the test block requires precise machining. Use other control valve unit for the measurement instead of the test block. 3. As an easier method, however, measure the relief pressure of each cylinder in the same method as of main relief pressure setting in previous section. Then, when each relief pressure meets its respective specifications, judge that the set pressure of overload relief valve is correct.

T4-5-6

OPERATIONAL PERFORMANCE TEST / Component Test Adjustment: Lock Nut

NOTE: Pressure of overload relief valve shall be adjusted with test device in principle. 1. Loosen the lock nut on overload relief valve. : 17 mm 2. Turn adjusting screw to adjust the set pressure. : 6 mm 3. Tighten the lock nut. : 17 mm : 34 to 39 N⋅m (3.5 to 4 kgf⋅m, 25 to 29 lbf⋅ft)

Adjusting Screw T566-03-03-018

4. After the adjustment, check the set pressure. Lock Nut

Adjusting Screw

Overload Relief Valves: NOTE: Standard Change in Pressure. Screw Turns MPa Change in 2 (kgf/cm ) Relief Pressure (psi)

1/4 2.7 (27.5)

1/2 5.5 (56.1)

3/4 8.3 (84.7)

1 (11.0) (112)

(392)

(798)

(1200)

(1600)

Pressure Increase

Pressure Decrease

W107-02-05-129

T4-5-7

OPERATIONAL PERFORMANCE TEST / Component Test SWING MOTOR DRAINAGE Summary: 1. To check the performance of swing motor, measure the amount of oil draining from the swing motor while swinging the upperstructure. 2. Always secure the test personnel’s safe during the measurement. Before the measurement, make sure there are no person or obstacles within the test track. 3. The amount of drain oil will change depending on hydraulic oil temperature. Maintain hydraulic oil temperature at 50±5 °C (122±9 °F). Preparation: 1. Warm the hydraulic oil temperature to 50±5 °C (122±9 °F). Rotate the swing motor to warm up the inside of motor. 2. Stop the engine. Turn the filling cap to bleed air from the hydraulic oil tank. 3. Disconnect the drain hose at swing motor. Install a plug (9/16-18 UNF) to the disconnected hose end. Connect hose (ST 6627) onto the drain port of swing motor. : 22 mm, 19 mm : 39 N⋅m (4 kgf⋅m, 29 lbf⋅ft) CAUTION: Before the measurement, make sure there are no person or obstacles within the swing area. Make sure not to fall off from machine during the measurement. 4. Disconnect the make-up line at swing motor. Install plugs on the disconnected line end and motor port. Measurement Condition: 1. Before the measurement, set the engine speed control dial to the fast idle position with auto idle switch off, and then measure it.

T4-5-8

Make-Up Line Drain Hose (9/16-18 UNF)

T1LD-04-05-002

OPERATIONAL PERFORMANCE TEST / Component Test Measurement: 1. Drain Oil Volume at Swing Operation 1-1. With the arm rolled out and bucket rolled in, hold the bucket so that the height of arm top pin is even with the boom foot pin. The bucket must be empty. 1-2. Start the engine. Operate the swing lever to the full stroke. After swing speed reaches a constant maximum speed, collect the hydraulic oil from drain hose. Measure the time also. 1-3. Repeat the measurement more than 3 times in both clockwise and counterclockwise directions, and calculate the average value. 1-4. The measurement should be at least 45 seconds. 2. Drain Oil Volume at Swing Lock Operation 2-1. Seize the ground with bucket so that the machine does not move. 2-2. Start the engine. Operate the swing lever to the full stroke. Collect the hydraulic oil from drain hose. Measure the time also. 2-3. Repeat the measurement more than 3 times in both clockwise and counterclockwise directions, and calculate the average value. 2-4. The measurement should be at least 45 seconds. Evaluation: Refer to T4-2 Operational Performance Standard. * Conversion of Measured Value into the Per-Minute Value Measure the amount of drain oil using a calibrated container. Then, convert the measured drain oil into the per-minute value using the following formula; ∆Q = 60 × q / t ∆Q : Per-Minute Drain Volume (L/min) t : Time Measured (sec) q : Measured Drain Oil Volume (L)

T4-5-9

Even with the Boom Foot Pin. T570-06-03-003

OPERATIONAL PERFORMANCE TEST / Component Test TRAVEL MOTOR DRAINAGE Summary: 1. To check the performance of travel motor, measure the amount of oil draining from the travel motor, while rotating the travel motor with the measuring side track jacked up. 2. Always secure the test personnel’s safe during the measurement. Before the measurement, make sure there are no personnel or obstacles within the test track. 3. Evaluate the overall performance of the travel motor taking the test results such as travel speed and mistrack amount into consideration together with this test results. 4. The amount of drain oil will change depending on hydraulic oil temperature. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F). Preparation: 1. Warm the hydraulic oil results temperature to 50±5 °C (122±9 °F). Rotate the travel motor to warm up the inside of motor. 2. Stop the engine. Turn the filling cap to bleed air from the hydraulic oil tank. 3. Disconnect the drain hose at the travel motor. Install a plug (9/16UNF-ORS) to the disconnected hose end. Connect hose (9/16-18UNF-ORS) onto the drain port of travel motor. : 19 mm : 44 N⋅m (4.5 kgf⋅m, 32.5 lbf⋅ft)

Drain Hose

Measurement Condition: 1. Set the engine speed control dial to the fast idle position with auto idle switch off and measure at slow travel speed. T1LD-04-05-003

T4-5-10

OPERATIONAL PERFORMANCE TEST / Component Test Measurement: 1. Drain oil volume when travel motor rotating. CAUTION: When approaching to the rotation parts, take care that hands, legs or clothes are not entangled. Support the lifted machine securely with wooden block. 1-1. Start the engine. Jack-up the measuring side track. 1-2. Rotate the raised track. Collect the hydraulic oil from drain hose. Measure the time also. 1-3. Repeat the measurement more than 3 times in both forward and reverse directions, and calculate the average value. 1-4. The measurement should be at least 45 seconds.

90 to 110°

T570-06-03-009

Evaluation: Refer to T4-2 Operational Performance Standard. * Conversion of Measured Value into the Per-Minute Value Measure the amount of drain oil using a calibrated container. Then, convert the measured drain oil into the per-minute value using the following formula; ∆Q = 60 × q / t ∆Q : Per-Minute Drain Volume (L/min) t : Time Measured (sec) q : Measured Drain Oil Volume (L)

T157-05-04-019

T4-5-11

OPERATIONAL PERFORMANCE TEST / Component Test REVOLUTION SENSING VALVE OUTPUT PRESSURE (PRESSURE PGR) Summary: Measure pressure PGR at the output port of the revolution sensing valve while running the engine at the slow and fast idle speeds. Preparation: 1. Stop the engine. 2. Disconnect the hose (7/16-20 UNF) at revolution sensing valve connection. Install tee (ST 6573) and pressure gauge assembly (ST 6932). : 19 mm, 17 mm 3. Start the engine. Check for oil leakage at the pressure gauge connection. 4. Maintain hydraulic oil temperature at 50±5 °C (122±9 °F). Measurement: 1. Set the engine speed at slow idle speed and fast idle speed. 2. Measure the pressure PGR without load at slow and fast idle speed. 3. Perform the measurement three times and calculate the average value. Evaluation: Refer to T4-2 Operational Performance Standard.

T4-5-12

T1M9-04-05-001

Hose

Revolution Sensing Valve

OPERATIONAL PERFORMANCE TEST / Component Test Revolution Sensing Valve Adjustment Procedure NOTE: Before loosening the lock nut, make the alignment marks on the adjusting screw, lock nut and valve. Using these alignment marks, the number of turns of the adjusting screw can be checked easily. 1. Loosen the variable metering valve lock nut on the revolution sensing valve. 2. Slightly tighten the variable metering valve adjusting screw so that the variable metering valve doesnâ&#x20AC;&#x2122;t operate. Tighten the adjusting screw until the adjusting screw end face is retracted from the lock nut by approximately 1 mm. : 6 mm -1 3. Run the engine at the minimum speed (1150 min (rpm)). Loosen the differential reducing valve lock nut. Turn the differential reducing valve adjusting screw so the pressure PRG matches the value below. 2 Pressure PGR: 0.5 MPa (5 kgf/cm , 71 psi) : 17 mm : 6 mm 4. Increase the engine speed to the maximum speed -1 (2500 min (rpm)). Loosen the variable metering valve lock nut. Turn the variable metering valve adjusting screw so the pressure PRG matches the value below. 2 Pressure PGR: 1.96 MPa (20 kgf/cm , 284 psi) : 17 mm : 6 mm 5. Tighten both the variable metering valve and differential reducing valve lock nuts. : 17 mm : 34 to 39 Nxm (3.5 to 4 kgfxm, 25 to 29 lbfxft) 6. After completing adjustment, recheck the set pressure.

Lock Nut

Adjusting Screw

Revolution Sensing Valve

Variable Metering Valve

Differential Reducing Valve

T566-03-02-002

Lock Nut

Adjusting Screw

(Variable Metering Valve) Lock Nut

Adjusting Screw

Pressure Decrease

Pressure Increase

W107-02-05-129

(Differential Reducing Valve) Lock Nut

Pressure Increase

Adjusting Screw

Pressure Decrease

W107-02-05-129

T4-5-13

OPERATIONAL PERFORMANCE TEST / Component Test PUMP DELIVERY PRESSURE Summary: Measure the pump delivery pressure at the main pump delivery port when all the control levers are in neutral. Preparation: 1. Stop the engine. 2. Turn the filling cap on hydraulic oil tank to bleed air. 3. Disconnect the hose (1-1/16-12 UNF) onto the delivery port in main pump (P1). Install tee (ST 6652), adapter (ST 6069), and pressure gauge assembly (ST 6934). : 36 mm 4. Start the engine. Check for oil leakage at the pressure gauge connection. 5. Maintain hydraulic oil temperature at 50±5 °C (122±9 °F). Measurement: 1. Set the engine speed at slow idle speed or fast idle speed with auto idle switch off. 2. Turn all the control levers into neutral. Measure the pump delivery pressure. 3. Perform the measurement three times and calculate the average value. Evaluation: Refer to T4-2 Operational Performance Standard.

T4-5-14

Delivery Port in Main Pump (P1)

T1M9-03-01-001

OPERATIONAL PERFORMANCE TEST / Component Test Unload Valve Adjustment Procedure NOTE: Before loosening the lock nut, make the alignment marks on the adjusting screw, lock nut, and valve. Using these alignment marks, the number of turns of the adjusting screw can be checked easily.

1. Loosen the lock nut on unload valve. : 17 mm 2. Turn the adjusting screw to adjust the pressure. : 6 mm 3. Tighten the lock nut. : 17 mm : 34 to 39 Nxm (3.5 to 4 kgfâ&#x2039;&#x2026;m, 25 to 29 lbfxft) 4. After the adjustment, recheck the set pressure.

NOTE: Standard change in pressure. T1M9-03-04-001

Screw Turns Change in Pressure

1/4

1/2

3/4

0.1

0.2

0.3

0.4

(kgf/cm )

(1.02)

(2.04)

(3.06)

(4.08)

(psi)

(14.5)

(29.1)

(43.6)

(58.2)

MPa 2

Lock Nut

Pressure Increase

Adjusting Screw

Crosse Section A-A

Unload Valve

Pressure Decrease

Lock Nut

W107-02-05-129

T4-5-15

Adjusting Screw

T1M9-03-04-005

OPERATIONAL PERFORMANCE TEST / Component Test PUMP DRIVING TORQUE Summary: The adjustment of pump driving torque is not recommended. If the adjustment of pump driving torque is necessary, perform the following procedures.

Adjusting Screw

Adjustment: 1. Loosen the lock nut. 2. Turn the adjusting screw to adjust. (Turn clockwise to increase the driving torque. Turn counterclockwise to decrease the driving torque.) : 4 mm 3. Tighten the lock nut. NOTE: Replace the lock nut washer after every adjustment. Failure to do so may cause oil leaks. T1M9-03-01-003

: 13 mm : 10 to 14 N⋅m (1 to 1.4 kgf⋅m, 7.2 to 10 lbf⋅ft) Lock Nut

NOTE: Standard change in pressure Screw Turns Change in Pressure (difference from point A)

1/4

1/2

3/4

113

225

338

441

(kgf/cm )

(1.15)

(2.3)

(3.45)

(4.5)

(psi)

(16)

(33)

(49)

(64)

kPa 2

Torque Increase

Adjusting Screw

Torque Decrease W107-02-05-129

Point A Flow Rate (Q)

Torque Decrease

Torque Increase

Pressure (P)

T4-5-16

OPERATIONAL PERFORMANCE TEST / Component Test AUXILIARY FLOW SELECTOR VALVE (OPTION)

Adjusting Screw

Preparation 1. Stop the engine. 2. Loosen the cap of the hydraulic oil tank, and let air out. 3. Disconnect the hose (7/16-20 UNF) at the part connecting port A, and attach the pressure measurement tool (ST 6573) and the pressure gauge assembly (ST 6932). ：22 mm 4. Start the engine, and confirm no oil leakage at the pressure gauge connections. 5. Keep the hydraulic oil temperature at 50 ± 5 °C (122± 9 °F).

Lock Nut

Measurement 1. Set the engine speed at maximum speed, turn the auxiliary flow selector switch to LOW, and switch the Auto-Idle OFF. 2. Measure pressure at no load.

Connecting Port A

NOTE: Setting at shipment is 1.8 MPa (18.4 2 kgf/cm , 261.7 psi). Adjustment When necessary, adjust the pressure reducing valve. 1. Loosen the lock nut. 2. Make adjustment by turning the adjusting screw. ：6 mm 3. After adjustment, tighten the lock nut. ：17 mm ：18.6 N⋅m (1.9 kgf⋅m, 13.7 lbf⋅ft) 4. Confirm the set pressure after adjustment. NOTE: One turn of the adjusting screw corre2 sponds to 0.54 MPa (5.5 kgf/cm , 78.5 psi of pilot pressure.

T1M9-04-05-002

NOTE: Relationship between output pressure of port A and output flow rate of auxiliary port. Pressure Port A Auxiliary Flow 2 MPa (kgf/cm ) (psi) L/min (GPM) 1.1 (11.2) (159.9) 11 (2.9) 1.2 (12.2) (174.5) 15 (4.0) 1.3 (13.3) (189.0) 19 (5.0) 1.4 (14.3) (203.5) 22 (5.8) 1.5 (15.3) (218.0) 25 (6.6) 1.6 (16.3) (232.6) 30 (7.9) 1.7 (17.3) (247.1) 39 (10.3) 1.8 (18.4) (261.7) 45 (11.9) 1.9 (19.4) (276.2) 55 (14.5) 2.0 (20.4) (290.8) 60 (15.8) 2.1 (21.4) (305.3) 66 (17.4) 2.2 (22.4) (319.8) 75 (19.8) 2.3 (23.5) (334.4) 79 (20.8) 2.4 (24.5) (348.9) 83 (21.9) 2.5 (25.5) (363.5) 85 (22.4) Full (Up to 25.5) (Up to 363.5) Up to 85 (Up to 22.4)

T4-5-17

OPERATIONAL PERFORMANCE TEST / Component Test (Blank)

T4-5-18

OPERATIONAL PERFORMANCE TEST / Adjustment GOVERNOR ADJUSTMENT Adjust the governor both when the following repair and inspection were made and when the engine speed deviated.

• Removal of engine, engine control cable, and governor actuator IMPORTANT: Do not adjust the slow idle stopper bolt and fast idle stopper bolt. These are sealed in advance by the engine manufacturer. Procedure 1. Remove the cable adjusting nut and cable fixing nut of the governor actuator. 2. Turn the key switch ON. 3. Put the engine control dial to FAST IDLE. 4. Turn the key switch OFF. 5. Adjust the cable adjusting nut of the governor actuator until the Fast Idle stopper bolt lightly touches the governor lever. • Clockwise: Stroke retraction direction • Counterclockwise: Stroke extension direction 6. Fasten the cable adjusting nut clockwise (stroke retraction direction) about 1 turn. 7. Fix the cable of the governor actuator by turning the cable fixing nut clockwise. 8. Turn the key switch ON. 9. Confirm that the governor lever lightly touches the Fast Idle stopper bolt when the engine control dial was operated from Fast Idle to Slow Idle, and then to Fast Idle. • When play is felt, follow procedures 1 through 14. • In case of strong contact, loosen the cable adjusting nut counterclockwise (stroke extension direction) by 1/2 to 1 turn after loosening the cable fixing nut. 10. Turn the engine control dial to the Slow Idle position. 11. Confirm that the governor lever lightly touches the Slow Idle stopper bolt. 12. Turn the key switch OFF.

Cable Fixing Nut

Stopper Bolt (Hi Idle)

Stopper Bolt (Low Idle)

T1M7-04-06-001

Cable Adjustment Nut

T4-6-1

Engine Control Cable

OPERATIONAL PERFORMANCE TEST / Adjustment (Blank)

T4-6-2

SECTION 5

TROUBLESHOOTING CONTENTS Group 1 Diagnosing Procedure

How to Lower Boom when

Introduction .............................................. T5-1-1 Diagnosing Procedure ............................... T5-1-2

Engine Stops ............................................. T5-3-56 How to Prevent Horn Blowing at Key Switch Position of OFF .................. T5-3-57

Group 2 Troubleshooting A Troubleshooting A Procedure ........................T5-2-1 Error Indication List .......................................T5-2-2 Wire Breakage and Short Circuit of

Group 4 Troubleshooting C Troubleshooting C Procedure ....................... T5-4-1 Malfunction of Coolant

Engine Control Dial (System Failure

Temperature Gauge .................................... T5-4-2

Indicator: Flickering Every 1 Sec.) ...............T5-2-3 Motor Sensor Breakage and Short Circuit

Malfunction of Fuel Gauge............................ T5-4-4 Malfunction of Preheat Indicator ................... T5-4-6

(System Failure Indicator: Flickering

Malfunction of Alternator Indicator ................ T5-4-7

Every 0.5 Sec.) ............................................T5-2-4

Malfunction of Engine Oil Pressure

Abnormal Motor

Indicator ...................................................... T5-4-8

(System Failure Indicator: Lit)......................T5-2-5

Malfunction of Overheat Indicator ................. T5-4-9 Malfunction of Fuel Level Indicator ............. T5-4-10

Group 3 Troubleshooting B Troubleshooting B Procedure........................T5-3-1

Malfunction of Monitor Buzzer .................... T5-4-11

Engine System Troubleshooting....................T5-3-2

Malfunction of Liquid Crystal Display (LCD)................................ T5-4-12

Actuator Operating System Troubleshooting .........................................T5-3-10

Malfunction of Hour Meter .......................... T5-4-13 Malfunction of Auto-Idle Indicator................ T5-4-14

Front Attachment System Troubleshooting .........................................T5-3-15 Swing System Troubleshooting ...................T5-3-22

Group 5 Electrical System Inspection Precautions for Inspection and

Travel System Troubleshooting ...................T5-3-24

Maintenance................................................ T5-5-1

Blade System Troubleshooting....................T5-3-27

Fuse Continuity Test ..................................... T5-5-3

Boom Swing System Troubleshooting.........T5-3-28

Battery Voltage Check .................................. T5-5-4

Air Conditioner Troubleshooting ..................T5-3-29

Voltage Check............................................... T5-5-5

Work After Replacing Components .............T5-3-45

Continuity Check ........................................... T5-5-6

Charge Air Conditioner with Refrigerant ......T5-3-46 Purging Procedure ......................................T5-3-47 Warm-up Operation.....................................T5-3-54 Inspection ....................................................T5-3-55

1M9T-5-1

(Blank)

1M9T-5-2

TROUBLESHOOTING / Diagnosing Procedure INTRODUCTION Troubleshooting charts shown in this section indicate the orderly procedures for inspecting and finding out the cause(s) of problems in the machine. This section is comprised of five groups: Outline, Troubleshooting A (diagnosis of machine by system failure indicator), Troubleshooting B (diagnosis of machine by symptom), Troubleshooting C (diagnosis of monitor), and Electric System Inspection.

• General • Troubleshooting A (diagnosis of machine by system failure indicator) This procedure is used when system failure indicator of the monitor flickers or is lit. Example) System failure indicator: Flickering every 1 second (engine control dial wire breakage and shortcircuit)

• Troubleshooting B (diagnosis of machine by symptom) This procedure is used for diagnosis by symptoms. This is used in case flickering and lighting do not take place after diagnosis by system failure indicator. Example: Even if the engine control dial is operated, engine speed remains uncharged.

• Troubleshooting C (diagnosis of monitor) This procedure is used when there are malfunction on components regarding monitor, such as gauges or indicators. Example: Fuel gauge does not operate.

• Electric System Inspection This procedure is used when the information on precaution for electric system inspection or inspection method is needed. Example: Fuse inspection.

T5-1-1

TROUBLESHOOTING / Diagnosing Procedure DIAGNOSING PROCEDURE Follow the five basic steps shown below for efficient troubleshooting. 1. Know the system Study the appropriate technical manuals. Know what the system is composed of and how it works, as well as the construction, functions and specifications of the system components. 2. Ask the operator Before inspecting, get the full story of malfunctions from a witness --- the operator. • How the machine has been used and properly operated? • When was the trouble noticed, and what work was the machine doing at that time? • What is the character of the trouble? Did the trouble slowly get worse, or did it appear suddenly for the first time? • Did the machine have any trouble previously? • If so, which parts were repaired or replaced before?

T107-07-01-001

3. Inspect the machine Before starting troubleshooting, check the machine's daily maintenance points, as shown in the operator's manual. Check the electrical system, including batteries. Trouble in the electrical system such as low battery voltage, loose connections and blown fuses will result in malfunction of the controllers, causing total operational failure of the machine.

T107-07-01-002

Note that if the troubleshooting is performed without noticing that the fuse is blown, it may lead to the incorrect diagnosis results which causes significant loss of time. Make sure to check the fuse before performing the troubleshooting. Fuse failure is often caused by a fine crack in the fuse, and such fine cracks are very hard to detect by visual inspection.

T107-07-01-003

T5-1-2

TROUBLESHOOTING / Diagnosing Procedure 4. Inspect the actual trouble on the machine Reproduce the trouble on the machine and make sure the actual phenomenon. In case some trouble cannot be actually confirmed, obtain the details of the malfunction from the operator. Also check for any incomplete connections of the wire harnesses. 5. Check by Each System CAUTION: Always stop the engine before disconnecting the harnesses or lines. If they are disconnected while the engine running, it may cause improper operation of the machine, or the pressurized oil may spout.

T107-07-01-004

Use "Troubleshooting A, B, C" in this chapter to confirm the operation condition for each equipment. 6. Trace causes Before reaching a conclusion, check the most suspect causes again. Try to trace what the real cause of the trouble is. Make a plan of appropriate repairing procedure, to avoid consequential malfunctions. T107-07-01-006

T107-07-01-007

T5-1-3

TROUBLESHOOTING / Diagnosing Procedure (Blank)

T5-1-4

TROUBLESHOOTING / Troubleshooting A TROUBLESHOOTING A PROCEDURE This procedure is used when the engine controller is abnormal, and the system failure indicator flickers or is lit.

• How to Read the Troubleshoting Flow Charts YES(OK)

・

(2)

• After checking or measuring item (1), select either YES (OK) or NO (NOT OK) and proceed to item (2) or (3), as appropriate.

(1) NO(NOT OK)

(3)

• Special instructions or reference item are indicated in the spaces under the box.

・

Incorrect measuring or checking methods will render troubleshooting impossible, and may damage components as well.

· Key switch: ON

• Causes are stated in a thick-line box. Scanning through thick-line boxes, possible

・

causes can be seen without going through the flow chart.

NOTE: All harness end connector are seen from the open-end side.

Harness End Connector

Open End Side

Harness

T6L4-05-03-001

T5-2-1

TROUBLESHOOTING / Troubleshooting A ERROR INDICATION LIST Error Item

Judgment

Engine Control Short Circuit Dial Wire Breakage and Short Circuit

System Failure Control of Engine Body Cause Indicator Flickering Move governor lever to location • Faulty Engine Controller (every 1 1/2. Or, leave governor lever where • Faulty Harness second) it is. • Faulty Engine Control Dial

Short Motor Sensor Circuit Wire Breakage and Short Circuit

Flickering (every 0.5 second)

Fully pull engine control cable till • Faulty Engine Controller motor error is lit (more than four • Faulty Harness seconds). Then, engine stops at • Faulty Governor Actuator motor error.

Abnormal Motor Motor Error

Lit

Keep governor lever where it was • Faulty Engine Controller • Faulty Harness at time of failure. • Faulty Governor Actuator

NOTE: Control of Engine Body shown in the above list is made whenever power is supplied (whenever the key switch is turned ON). In case a failure takes place after supplying power, the governor lever is fixed where it is. If the key switch is turned ON again after being turned OFF during a failure, the control at the time of power supply shown in the above list is made similarly.

T5-2-2

TROUBLESHOOTING / Troubleshooting A WIRE BREAKAGE AND SHORT CIRCUIT OF ENGINE CONTROL DIAL (System failure indicator: Flickering every 1 sec.) • Check for loose harness connections before hand.

• Conditions for judgment: Output voltage: 0.5 V and below / 4.5 V and above

Check continuity in circuits shown below where connector (3P) of engine control dial and connector (12P) of engine controller are disconnected.

YES Put engine control dial to SLOW IDLE and FAST IDLE. And measure voltage at respective positions. Check if voltage of #2 (3P) terminal of harness side connector for engine control dial is 0.8 to 4.2 V.

· Terminals #1 (3P) and #11 (12P) · Terminals #2 (3P) and #7 (12P) · Terminals #3 (3P) and #10 (12P)

Connector (Harness End Connector Viewed from the Open End Side)

Faulty engine controller.

Faulty harness in disconnected circuit.

Faulty engine control dial.

· Key switch: ON

Engine Control Dial (3P)

YES

Engine Controller (12P) 4

11 10 9

T5-2-3

TROUBLESHOOTING / Troubleshooting A MOTOR SENSOR BREAKAGE AND SHORT CIRCUIT (System failure indicator: Flickering every 0.5 sec.) • Check for loose harness connections before hand.

• Conditions for judgment: Output voltage: 0.5 V and below / 4.5 V and above

Check continuity in circuits shown below where connector (6P) of governor actuator and connector (12P) of engine controller are disconnected.

YES Put engine control dial to SLOW IDLE and FAST IDLE. And measure voltage at respective positions. Check if voltage of #8 (12P) terminal of harness side connector for engine controller is as shown below.

· · · · ·

Terminals #1 (6P) and #10 (12P) Terminals #2 (6P) and #8 (12P) Terminals #3 (6P) and #11 (12P) Terminals #5 (6P) and #3 (12P) Terminals #6 (6P) and #4 (12P)

Connector (Harness End Connector Viewed from the Open End Side)

Engine Controller (12P)

Faulty governor actuator.

Faulty harness in disconnected circuit.

Faulty engine controller.

· Key switch: ON · Voltage: 0.5 V and below / 4.5 V and above

Governor Actuator (6P)

YES

11 10 9

T5-2-4

TROUBLESHOOTING / Troubleshooting A ABNORMAL MOTOR (System failure indicator: Lit) • Check for loose harness connections before hand.

YES

Faulty engine controller.

Check if output voltages of engine control dial and motor center are normal. · · · ·

Key switch: ON Engine control dial: 0.8 to 4.2 V (Refer to T5-2-3.) Motor sensor: Voltage: 0.5 V and below / 4.5 V and above (Refer to T5-2-4.)

Check continuity in circuits shown below where connector (6P) of governor actuator and connector (12P) of engine controller are disconnected.

· Terminals #5 (6P) and #3 (12P) · Terminals #6 (6P) and #4 (12P)

Connector (Harness End Connector Viewed from the Open End Side) Governor Actuator (6P)

Engine Controller (12P)

11 10 9

T5-2-5

YES

Faulty governor actuator.

Faulty harness in disconnected circuit.

TROUBLESHOOTING / Troubleshooting A (Blank)

T5-2-6

TROUBLESHOOTING / Troubleshooting B TROUBLESHOOTING B PROCEDURE (DIAGNOSIS OF MACHINE BY SYMPTOM) This procedure is used when operating the diagnosis by the symptom.

• How to Read the Troubleshooting Flow Charts YES (OK) ・

(2)

After checking or measuring item (1), select either YES (OK) or NO (NOT OK) and proceed to item (2) or (3) next.

(1) (3) NO (NOT OK)

・・ Key switch: ON

・

As shown to the left, measuring methods or items to be referred to are indicated in the spaces under the box. Take care to measure or check correctly. Incorrect measuring or checking methods may result in making troubleshooting impossible, and may damage components.

The thick-line box indicates the causes. Scanning through thick-line boxes, possible causes can be focused.

NOTE: The connector drawings show the harness end connectors seen from the open end side.

Harness End Connector

Harness

Open End Side

T6L4-05-03-001

T5-3-1

TROUBLESHOOTING / Troubleshooting B ENGINE SYSTEM TROUBLESHOOTING Starter does not rotate

• Check fuse and connection beforehand.

YES

No voltage or less than 12 V at terminal B in starter.

With key switch positioned as YES shown in the table below, check if each terminal voltage on starter is normal. · Pilot shut-off lever: LOCK position

YES

No voltage or less than 12 V at terminal #50 (S) in starter with key switch at START position.

Check if battery voltage and electrolyte density are normal.

· Key switch: START

· Voltage: 12 V or more · Density: 1.25 to 1.28 (at 20 degrees centigrade)

Check if voltage terminal #1 of connector R1 in starter relay 2 is 12V. · Key switch: START

NO Unit: V Key Switch Terminal B (M8) #50 (S)

HEAT 12 0

OFF 12 0

ON 12 0

START 12 12

(When key switch is turned to the START position, if voltage at terminal B is lower than 9 volts, battery may be faulty.)

Starter voltage check

#50(S)

1. Turn key switch to the ON or START position. 2. Contact minus (−) probe of a circuit tester to the machine (ground to unpainted area like bolt head) and plus (+) probe terminals to the starter terminal respectively, and check voltages. (Measure with the harness connected.)

T1M7-05-03-001

T5-3-2

TROUBLESHOOTING / Troubleshooting B

Faulty starter.

Broken harness between battery and starter or faulty connection.

Broken harness between starter relay 2 and starter.

YES Faulty starter relay 2. YES

YES

Âˇ Key switch: START

Check if voltage at terminal #1 of connector R2 in starter relay 2 is 12V.

Remove connector R1 of starter relay 2. Check if voltage at terminal #2 of connector R1 in starter relay 2 is 12V.

Âˇ Key switch: ON

Check if voltage at terminal #3 of connector R2 in starter relay 2 is 12V.

Faulty safety start relay, or broken harness between starter relay 2 and fuse box.

Broken harness between starter relay 2 and fuse box. Broken harness between starter relay 2 and battery (ZAXIS27U-2: between starter relay 2 and key switch).

Faulty battery.

Connector (Harness end of connector viewed from the open end side) Starter Relay 2 Connector R1 2

Connector R2 3

T5-3-3

TROUBLESHOOTING / Troubleshooting B Although starter rotates, engine does not start.

• The faulty engine and the faulty electrical circuit are suspected. This page describes the troubleshooting of electrical circuit (fuel pump, engine stop solenoid). In case of faulty engine, refer to "Engine Shop Manual". • Check for loose harness connections beforehand.

YES YES Check if voltage at terminal #3 on 1-second timer is 12V. · Key switch: ON

Check if voltage at terminal #2 on power relay is 12V.

YES

Broken harness between power relay and fuse box.

Remove fuel line that goes to engine at fuel pump. Check if fuel is delivered when key switch is turned ON. YES

Check if fuel filter is clogged.

Connector (Harness end of connector viewed from the open end side) 1-second Timer

Power Relay 1

YES

Fuel Pump 2

Broken harness between 1-second timer and fuse box.

Remove fuel pump connector. Check if voltage at terminal #1 on harness end connector is 12V. · Key switch: ON NO

T5-3-4

TROUBLESHOOTING / Troubleshooting B Connector Engine Stop Solenoid R

YES

Fuel Pump

YES

Remove engine stop solenoid connector. YES Check if voltage at terminal R on harness end connector is 12V. Check if voltage terminal #1 on *engine controller is 12V.

· Key switch: ON

Check for continuity between terminal B on harness end connector in engine stop solenoid and vehicle. NO

· Key switch: ON

Broken harness between engine stop solenoid and ground. Broken harness between engine stop solenoid and key switch. Broken harness between *engine controller and fuse box.

Engine Stop Solenoid

T573-05-02-005

Faulty fuel filter.

Check for continuity between terminal #2 on harness end connector in fuel pump and vehicle.

YES

Faulty fuel pump.

Broken harness between fuel pump and ground.

YES

Broken harness between fuse box and fuel pump.

Check if voltage at fuse #9 (10A) is 12V.

Faulty key switch, or broken harness between key switch and fuse box.

· Key switch: ON NO

T5-3-5

TROUBLESHOOTING / Troubleshooting B

YES

Remove engine stop solenoid from engine body. Remove starter motor lead wire. Check if the pin on top of solenoid moves when key switch is in START position.

YES

Check if driving circuit of *governor actuator is normal. NO

Faulty *governor actuator or engine.

Faulty *engine controller.

Faulty engine stop solenoid.

Âˇ Key switch: START

Starter Motor Lead Wire

T1M7-05-03-001

NOTE: The parts with mark * are used for ZAXIS 30U-2, 35U-2 only.

T5-3-6

TROUBLESHOOTING / Troubleshooting B Faulty Auto-Idle System (ZAXIS30U-2, 35U-2 Only)

• If the system failure indicator is lighting, refer to T5-2-2.

• Refer to the pages for Auto-Idle Control in the SYSTEM / Control System group.

• Check for loose harness connections beforehand. • Although the control lever is turned to neutral, the auto-idle system is inoperable.

YES YES

Check if voltage at terminal #4 on conYES nector M1 in monitor is lower than 1V.

Check if voltage at terminal #6 on engine controller is lower than 1V. · Auto-idle switch: ON

· Auto-idle switch: ON

Check if voltage at terminal #9 on engine controller is lower than 2.5V.

· Auto-idle switch: ON · Control lever: Neutral position

Faulty engine controller.

Broken harness between engine controller and monitor.

Faulty auto-idle switch or monitor.

Faulty auto-idle pressure sensor.

• Although the auto-idle switch is turned OFF, the auto-idle system is operated.

Short circuited harness between engine controller and monitor, or faulty monitor .

NO Check if voltage at terminal #6 on engine controller is higher than 5V. · Auto-idle switch: OFF

Faulty engine controller.

YES

Connector (Harness end of connector viewed from the open end side) Engine Controller

Monitor Connector M1

10 9

4 18 17

15 14 13 12 11

11 10 9

T5-3-7

TROUBLESHOOTING / Troubleshooting B Engine is difficult to start at low temperature. (During cold weather or in cold districts, the engine is difficult to start or does not start although pre-heated.)

• The pre-heat system operates only when coolant temperature is below 10 °C (50 °F). When coolant temperature is higher than 10 °C (50 °F), the pre-heat system does not operate. • Check battery at the same time. • Check for loose harness connections beforehand. YES

Faulty air heater.

Remove air heater terminal. Check if voltage at harness end is 12V.

YES

· Key switch: HEAT or START

Broken harness between key switch and air heater.

Check if voltage at terminal R1 on key switch is 12V. · Key switch: HEAT or START

Faulty key switch. NO

T5-3-8

TROUBLESHOOTING / Troubleshooting B (Blank)

T5-3-9

TROUBLESHOOTING / Troubleshooting B ACTUATOR OPERATING SYSTEM TROUBLESHOOTING All actuators do not work or do slowly.

• As all the control circuits are pilot systems, the pilot system may be faulty.

• Confirm that the air conditioner switch is OFF in the case of a cab version machine.

• Check for loose harness connections before hand.

Disconnect pilot shut-off valve solenoid valve connector. Measure voltage at YES terminal #1 on harness end connector. Check if voltage is 12V.

Check if there is contiYES nuity between terminal #2 on harness end connector and vehicle.

· Key switch : ON · Pilot control shut-off lever : UNLOCK position YES Check if main relief pressure is normal. · Refer to “OPERATIONAL PERFORMANCE TEST”.

Check if primary pilot pressure is normal. NO

· Refer to “OPERATIONAL PERFORMANCE TEST”.

YES

Disassemble, clean, and adjust pilot relief valve. Check if symptom disappears.

Disconnect pilot shut-off switch, and check if voltage measured at terminal #1 on harness side connector is 12V.

Faulty main relief valve in control valve.

End. (Faulty pilot relief valve).

Faulty pilot pump. NO

Connector (Harness End Connector Viewed from the Open End Side) Pilot Shut-Off Switch Pilot Shut-Off Solenoid Valve

2 1

T5-3-10

TROUBLESHOOTING / Troubleshooting B Faulty pilot shut-off solenoid valve. (Spool is stuck.)

YES

Disassemble pilot shut-off solenoid valve. Check if it is abnormal.

YES

Disassemble revolution sensing valve or variable metering valve. Check if it is abnormal. NO

Broken ground circuit between pilot shut-off solenoid valve terminal #2 and vehicle.

Faulty pilot shut-off switch, or broken harness between pilot shut-off switch and pilot shut-off solenoid valve.

YES

Faulty key switch, or broken harness between key switch terminal BR and pilot shut-off switch.

YES

Faulty revolution sensing valve.

Faulty unload valve in control valve.

Disassemble unload valve in control valve. Check if it is abnormal.

YES

Disassemble differential reducing valve in control valve. Check if it is abnormal. NO

T5-3-11

Faulty differential reducing valve in control valve. (Spool is stuck.)

Faulty main pump.

TROUBLESHOOTING / Troubleshooting B All actuators work fast.

YES

Normal.

Check if hydraulic cylinder operating time is normal. · Refer to “OPERATIONAL PERFORMANCE TEST”.

Faulty revolution sensing valve.

Actuators work when control lever is in neutral.

• Refer to T5-3-13 in case the Actuator doesn’t stop even if control lever is returned to neutral.

YES

Stuck pilot valve spool.

Turn the pilot shut-off lever into LOCKED position. Check if symptom disappears. Stuck control valve spool. NO

T5-3-12

TROUBLESHOOTING / Troubleshooting B Actuators never stop even if control lever is returned to neutral.

Boom, Arm, Bucket, Boom Swing, or Blade

Replace overload relief valve corresponding to actuators and make-up valve (boom swing) with overload relief valve with normal actuator and make-up valve (boom swing). Check if symptom disappears.

YES

Check which actuators are abnormal. Swing

Sticking of spools of front attachment system control valves or pilot valves.

Sticking of spools of swing control valve or pilot valve.

Adjust swing relief valve. Check if trouble still appears. · Refer to “OPERATIONAL PERFORMANCE TEST”.

YES

Travel

Faulty overload relief valve or faulty make-up valve in front attachment system.

Disassemble counterbalance valve in travel device. Check if they are abnormal. NO

T5-3-13

Faulty relief valve or faulty make-up valve in swing device. Faulty counterbalance valve in travel device.

Sticking of spools of right or left travel control valve or pilot valve.

TROUBLESHOOTING / Troubleshooting B (Blank)

T5-3-14

TROUBLESHOOTING / Troubleshooting B FRONT ATTACHMENT SYSTEM TROUBLESHOOTING All front attachment functions are weak.

• Not only the front attachment but also other functions will have the problem. If the travel function is also abnormal, refer to “All actuators do not work or do slowly (T5-3-10).” In case only the front attachment is abnormal, check the pilot valve.

T5-3-15

TROUBLESHOOTING / Troubleshooting B Only Specific cylinder(s) does not work, or it (they) does slow and weakly.

â&#x20AC;˘ In case the cylinder speeds are slow, the pump flow rate may be reduced. If the pump flow rate is reduced due to some problems, only actuators requiring more oil flow rate than the reduced pump flow rate look to be slow. â&#x20AC;˘ In case the cylinder works weakly, the relief valve set pressure may be lower than specific one. Be careful not to mix the problem of slow with that of weak because these symptoms are different from each other.

Faulty overload relief valve corresponding to cylinder.

YES Replace overload relief valve corresponding to cylinder with normal one. Check if symptom disappears.

Faulty make-up valve corresponding to cylinder.

YES

Replace make-up valve corresponding to cylinder with the NO new one. Check if symptom disappears.

YES

Disassemble pressure compensator in control valve corresponding to cylinder. Check if it is abnormal. NO

T5-3-16

Faulty pressure compensator corresponding to cylinder.

Disassemble shuttle valve in control valve corresponding to cylinder. Check if it is abnormal.

TROUBLESHOOTING / Troubleshooting B

Faulty shuttle valve in control valve corresponding to cylinder.

YES

Stuck control valve spool corresponding to cylinder.

YES

Disassemble control valve spool corresponding to cylinder. Check if it is abnormal.

Faulty main pump.

T5-3-17

TROUBLESHOOTING / Troubleshooting B Only specific cylinder works fast.

• Even if the pump flow rate increases due to some problems in the pump, the oil flow rate is controlled so that the optimum oil flow can be supplied to the actuators by the flow Pressure Compensator in the control valve. Accordingly, any problems in the pump will not cause the actuator speed to increase. However, in case the flow pressure compensator is stuck in the open position, the flow pressure compensator will be unable to control the optimum oil flow to the actuators (excessive oil more than required will be supplied to the actuators). Therefore, stuck flow pressure compensator in the control valve may be the most possible cause in this case.

Only boom does not work, or it does slow.

YES

Check if pilot secondary pressure is normal.

Stuck boom anti-drift valve in control valve.

YES Disassemble boom anti-drift valve in control valve. Check if it is abnormal. NO

Faulty overload relief valve in control valve.

· Refer to “OPERATIONAL PERFORMANCE TEST”. Faulty pilot valve. NO

T5-3-18

TROUBLESHOOTING / Troubleshooting B Front attachment cylinders leaking (drift) is large.

YES

Normal.

YES Check if each front attachment cylinder drift is within standards.

NO Check if oil leaks inside cylinder.

· Refer to “OPERATIONAL PERFORMANCE TEST”. Check if symptom disappears when pilot NO control shut-off lever is turned into LOCK position.

Faulty seal in cylinder.

Faulty boom anti-drift valve, faulty overload relief valve, scored control valve spool, damaged spring, or loosed spool end.

Faulty pilot valve. YES

Boom cylinder inner leak check 1. With the bucket cylinder fully retracted and the arm cylinder slightly extended from the fully retracted position, lower the bucket tooth tip to the ground. 2. Disconnect the hydraulic hose at the rod side of boom cylinder, and drain oil in the cylinder and hose. (Install a plug on disconnected hose end from vehicle.) 3. Retract the rod of the arm cylinder to raise the bucket from the ground. If oil comes out from disconnected and opened pipe on boom cylinder and the rod of that is retracted, oil is leaking in the boom cylinder. If oil does not come out from disconnected pipe on boom cylinder and the rod of that is retracted, oil is leaking in the control valve.

T5-3-19

T1M9-05-03-001

TROUBLESHOOTING / Troubleshooting B When control levers are operated (boom raise, arm roll-out), front attachment drops briefly, and then begins to work.

Internal leakage in cylinder.

YES

Check if load check valve in control valve is normal. Âˇ Visually check after disassembling.

Faulty load check valve. NO

NOTE: 1. During the initial stage of operation, the oil pressure and flow rate from the pump are low. If the load check valve is failed, oil in the bottom side of cylinder flows back into the circuit through the load check valve, causing the boom cylinder to temporarily retract because of the load on boom cylinder. 2. If oil is leaking from bottom side (A) to rod side (B) due to the failed piston or tube of the boom cylinder, the boom cylinder temporarily retracts as oil pressure and flow rate from the pump is low during the initial stage of operation. Then, the cylinder cannot support the load, reducing cylinder force and increasing the cylinder drift in this case.

T5-3-20

(B)

At failure in load check valve

(A)

T105-07-04-012

TROUBLESHOOTING / Troubleshooting B (Blank)

T5-3-21

TROUBLESHOOTING / Troubleshooting B SWING SYSTEM TROUBLESHOOTING Upperstructure does not swing, its speed is slow, or its swing power is weak.

YES

Check if problem disappears after control valve spool is disassembled and cleaned.

Check if swing motor YES oil drain amount is normal. · Refer to "OPERATIONAL PERFORMANCE TEST".

Check if swing YES motor relief pressure is normal.

Check if swing pilot secondary pressure is normal.

Faulty swing motor.

· Refer to "OPERATIONAL PERFORMANCE TEST". Faulty swing motor relief valve.

· Refer to "OPERATIONAL PERFORMANCE TEST". NO

Faulty pilot valve.

T5-3-22

TROUBLESHOOTING / Troubleshooting B

YES

Faulty control valve spool (stuck).

YES Disassemble presNO sure compensator in control valve. Check if it in control valve is abnormal.

Faulty pressure compensator in control valve. YES

Check if make-up valve in swing device NO is abnormal.

Disassemble shuttle valve in control valve. Check if it is NO abnormal.

Faulty make-up valve in swing device. Faulty swing reduction gear or faulty signal passage (contamination ingress) to swing pressure compensator (control valve). Faulty shuttle valve in control valve.

YES

T5-3-23

TROUBLESHOOTING / Troubleshooting B TRAVEL SYSTEM TROUBLESHOOTING Machine does not travel, or does slowly, or travel weakly.

• Both right and left travel motors seldom become faulty at same time. Although the trouble shooting hare is for the vehicle that both right and left travel motors become faulty. When only one side is faulty, refer to “The excavator mistracks”. Travel speed does not change to the fast speed.

• Check for loose harness connections before hand.

• In case the problem cannot be solved due to the flowchart below, the travel speed changeover valve in travel device may be faulty.

YES

Check if terminal #1 on harness end connector of travel speed changeover solenoid valve is 12V.

Check if selection movement sound of solenoid valve is heard if terminal #2 of travel speed changeover solenoid valve connector is connected to machine body. · Key switch : ON · Travel Speed Selector Switch : Fast · Ground the connector to the vehicle with a clip without disconnecting.

· Key switch : ON · Travel Speed Selector Switch : Fast · Measure voltage with a clip without disconnecting. NO

YES

Connector (Harness End Connector Viewed from the Open End Side)

Faulty travel speed changeover solenoid valve. (Spool is stuck.)

Faulty travel speed selector switch.

Disconnect travel speed selector switch, and check if voltage measured at terminal #2 on harness side is 12V.

Travel Speed Changeover Solenoid Valve

Broken harness in ground circuit.

Travel Speed Selector Switch

T5-3-24

Broken harness between travel speed selector switch and fuse box.

TROUBLESHOOTING / Troubleshooting B Travel speed does not change to the slow speed.

â&#x20AC;˘ Be sure to inspect wiring connection prior to troubleshooting.

YES

Fault travel speed selector valve.

Check if problem disappears after disconnecting travel speed changeover solenoid valve connector.

Faulty travel speed changeover solenoid valve. (Spool is stuck.)

Connector (Harness End Connector Viewed from the Open End Side) Travel Speed Changeover Solenoid Valve 2

T5-3-25

TROUBLESHOOTING / Troubleshooting B Machine mistracks.

• Check that both side track sags are equally adjusted.

• In case the problem cannot be solved due to the flowchart below, the shuttle valve in control valve may be faulty.

Faulty pressure compensator in control valve.

YES

Disassemble pressure comYES pensator in control valve travel right or left section. Check if it is abnormal.

Check if secondary travel pilot pressure is normal.

NO Check if travel NO motor drain oil amount is normal.

Check if problem is reversed when travel hoses under center joint are switched.

· Refer to “OPERATIONAL PERFORMANCE TEST”.

YES

Faulty travel motor.

Faulty travel motor swash angle change mechanism and travel reduction gear. Faulty center joint.

· Refer to “OPERATIONAL PERFORMANCE TEST”.

YES Faulty travel pilot valve.

Relationship between Faulty Seal Location and Mistrack Direction Seal No. 1

When traveling straight:

When pivot turn is performed:

Right Travel Forward

2 Right Travel Reverse

2 3

Left Travel Forward Left Travel Reverse

3 4 5

4 5

W1M9-03-03-002

T5-3-26

TROUBLESHOOTING / Troubleshooting B BLADE SYSTEM TROUBLESHOOTING Blade does not move, or its speed is slow.

• When blade raise is slow, if reverse travel left is also influenced, faulty center joint (faulty sealing) is suspected. Faulty seal in cylinder.

YES

Remove rod pin of blade cylinder, and have cylinder fully retracted. Remove bottom YES hose, and attach plug on hose side. Check if oil leaks from bottom port of cylinder when blade raise operation is made. Check if pilot valve secondary pressure is normal.

Disassemble pressure compensator in control valve. Check if it is abnormal.

Faulty pressure compensator in control valve.

YES

Disassemble shuttle valve in control valve. Check if it is abnormal.

· Refer to “OPERATIONAL PERFORMANCE TEST”. Faulty blade pilot valve.

Faulty center joint.

YES

Faulty shuttle valve in control valve.

Left Travel Reverse Blade Raise Blade Lower Travel Motor Displacement Angle Control Pilot Pressure

W1M9-03-03-002

T5-3-27

TROUBLESHOOTING / Troubleshooting B BOOM SWING SHOOTING

SYSTEM

TROUBLE-

Boom swing does not work or does slowly.

• In case the problem cannot be solved due to the flowchart below, the shuttle valve in control valve may be faulty. • In case one side only cannot be operated or moves slowly, the make-up valve may be faulty.

Faulty seal in cylinder.

YES Operate boom swing toward left, and have cylinder fully extended. Remove piping on rod YES side, and attach plug on hose side. Check if oil leaks from port on cylinder rod side when swing left operation is made. Check if pilot valve secondary pressure is normal.

YES

Disassemble pressure compensator in control valve. Check if it is abnormal.

· Refer to “OPERATIONAL PERFORMANCE TEST”.

Faulty pressure compensator in control valve.

Spool in control valve is stuck.

Faulty boom swing pilot valve.

T5-3-28

TROUBLESHOOTING / Troubleshooting B AIR CONDITIONER SYSTEM TROUBLESHOOTING (Cab Version Only) NOTE: Refer to the explanation page on “AIR CONDITIONER OPERATION” in Operator’s Manual. 4

3 M1M7-01-004 M1M7-01-009

View A

9 M1M7-01-010

1 - Right Front Air Vent 1 (Defroster) 2 - Right Front Air Vent 2

4 - Air Conditioner Control Panel 5 - Air Conditioner Switch

Vent Mode Switch

Blower Switch

Temperature Control Switch

Air Conditioner Power Switch

3 - Foot Air Vent

T5-3-29

TROUBLESHOOTING / Troubleshooting B ※ Please fill in all sections and return this AIR CONDITIONER TROUBLE REPORT to Hitachi Works Quality Assurance Dept. after experiencing a problem with your machine’s air conditioning system.

< AIR CONDITIONER TROUBLE REPORT >

File No.

(1) What Checked by: Model (Serial No. ) Operation Type Manual Semi-Auto Full-Auto Delivery Date Year Month (2) When Date Year Month Day Operating Hour ( h) Time Morning Daytime Evening Night Frequency Every Day Once a Week Once a Month Times per (3) Where Job Site Address State County Town Access Road Condition Paved Not Paved (Gravel Sand Soil) (4) How (Operating Conditions) Weather Fine Cloudy Rain Snow Atmospheric Temperature Very Hot Hot Cold Very Cold Operating Conditions Parking Traveling Working Temperature Control Paint blanks equal to red indicators. / Fill in set-temperature when full-auto operation A/C ON OFF Air Induction Re-Circulation Fresh Air Circulation Control Panel AUTO ON OFF Not Available Fill following items when operated in manual mode or when manual control type unit is used. Vent Position Front Front / Rear Front / Foot Foot Front / Rear and Foot Fan First Second Third Fourth Fifth Sixth (5) How (Problem Symptom) Abnormal Compressor Operation <Check Result> Symptom Not turned ON (1) Is problem reproducible ? Not turned OFF Reproducible Others Not reproducible Uncontrollable air temperature (2) Pressure (To be measured at gauge manifold) Symptom No cool air Low Pressure No warm air High Pressure Others (3) Which parts have been replaced ? Uncontrollable air volume 1 Symptom Air flows in Hi mode only No air flows Small air volume Others Uncontrollable vent hole Symptom Vent hole isn’t selected Others Abnormal panel indication Faulty Indicator Vent Hole A/C AUTO Fresh Air Circulation Fan OFF Fan (Lo • •• Hi) Temperature Control Symptom Stays OFF Stays ON Blinks Others

∗ Before replacing the control amplifier, be sure to

check that the connectors are correctly connected while repeatedly disconnecting and reconnecting connectors.

T5-3-30

TROUBLESHOOTING / Troubleshooting B Refrigerant Quantity ....................... 550Â±50 g 3 Compressor Oil Quantity ................ 100 cm

T5-3-31

TROUBLESHOOTING / Troubleshooting B Cooling Circuit Refrigerant pressure in both high and low-pressure sides is low.

Bubbles can be seen in sight glass.

No bubbles are seen in sight glass.

Piping and/or parts are stained with oil, respond to gas detector. No oil stain is found or gas detector doesnâ&#x20AC;&#x2122;t respond. Refrigerant has not been refilled for longer than one season.

After cooling at fast speed continuously, cooling power is reduced. Air flow volume remains unchanged.

Air flow volume is reduced.

Insufficient cooling power.

Refrigerant pressure in low-pressure side is high.

Bubbles can be seen in sight glass.

Compressor cylinder is extremely hot, emitting a smell.

Refrigerant pressure in high-pressure side is low.

Compressor cylinder is extremely hot, emitting a smell.

Heater unit emits hot air.

Refrigerant pressure in high-pressure side is high.

Bubbles can be seen in sight glass.

Refrigerant pressure in low-pressure side is low.

Condenser is stained and clogged. Even if condenser is sprayed with water, few bubbles appear. Receiver dryer temperature is low.

After cooling at fast speed continuously, cooling power is reduced. Air flow volume is reduced.

Frost forms.

Thermistor doesnâ&#x20AC;&#x2122;t cool. Thermistor cools.

T5-3-32

TROUBLESHOOTING / Troubleshooting B Gas leaks from pipe joints and/or parts.

Re-tighten or replace parts.

Normal leakage of refrigerant from hoses.

Refill refrigerant.

Improper adjustment (excessive restriction) of expansion valve.

Readjust or replace expansion valve.

Clogged expansion valve.

Remove clog, or replace receiver and/or expansion valve.

Clogged low-pressure circuit and/or evaporator.

Remove clog, or replace parts.

Frozen expansion valve or water in circuit.

After evacuation, refill refrigerant and/or replace receiver-dryer.

Gas leaks from case.

Seal gaps using vinyl tape or packing compound.

Poor contact of expansion valve temperature sensing cylinder.

Make good contact. Replace temperature sensing stay.

Improper adjustment (excessive open) of expansion valve.

Readjust or replace.

Insufficient compressor discharge (faulty gasket and/or valve).

Replace.

Improper water stop valve wire adjustment and/or faulty stop valve.

Check and readjust or replace.

Clogged high-pressure circuit before receiver dryer.

Remove clog, or replace parts. Clean Condenser.

Excessive refrigerant.

Remove excessive refrigerant to proper level.

Air is mixed in system.

After evacuation, refill refrigerant and/or replace receiver dryer.

Incorrect thermistor location.

Correct thermistor location.

Gas leaks from case.

Seal gaps using vinyl tape or packing compound.

Faulty thermistor (stays ON).

Disconnected thermistor cord.

Even if function and performance are normal, when air-conditioner is kept operated for a long time with thermistor in max. cooling position and air flow in M or L mode, frost may form.

Instruct user on correct air-conditioner operation. (Reset thermistor to either minimum or middle cooling position or increase air flow.)

T5-3-33

TROUBLESHOOTING / Troubleshooting B Air Conditioner Electrical Circuit Diagram Key Switch Battery

Fuse Box Blower Motor Relay (Hi)

Blower Motor Relay (Mid)

Blower Motor Relay (Low)

Compressor Relay Work Light Switch

Blower Motor

Pressure Switch (Receiver-Dryer)

Air Conditioner Unit Compressor Thermistor

Flow Direction Selector Motor

Water Valve

Air Conditioner Controller

Air Conditioner Control Panel T1M9-05-03-002

T5-3-34

TROUBLESHOOTING / Troubleshooting B Air conditioner does not work, and LEDs on air conditioner control panel are not lit at all.

• Check the wire connection part first. • In case the failure also influences the radio or monitor hour meter, faulty #2 fuse is suspected.

• In case the work light is not lit, faulty #2 fuse or work light switch are suspected. Otherwise, possible disconnection of the harness wire between #5 fuse and the work light switch is suspected.

YES

Remove connector (18P) of air conditioner control panel. Check if voltage at #1 terminal on harness end connector is 12 V.

· Key switch: ON · Work light switch: ON

Remove RemoveAC1 AC1connector connector (30P) (30P) of of controller. controller. Check Checkif ifvoltage voltageatof#2 conand #5nectors terminals #2on and harness #5 on end connector harnessisside 12 is V.12 V.

YES

Faulty controller.

Faulty air conditioner control panel or broken harness between work light switch and air conditioner control panel.

· Key switch: ON Faulty #7 fuse or broken harness between #2 and #7 fuses and controller.

Connector Controller AC1 (30P)

Air Conditioner Control Panel (18P)

T1M9-05-03-003

T5-3-35

T1M9-05-03-005

TROUBLESHOOTING / Troubleshooting B Air vent temperature control is impossible.

• Check the wire connection part first.

YES

Faulty water valve.

Check water valve for fall of rod or smooth opening and closing if it is abnormal.

Remove AC1 connector (30P) of controller, connector (6P) of water valve, and connector (7P) of flow direction selector motor. Check for continuity between controller and terminals below on harness end connectors of water valve.

NO Check if anything prevents rotation of YES flow direction selector motor. Is there any interference? Operate temperature control switch, and confirm that 1 to 7 LEDs (orange color) for air vent temperature indication are normally lit. Do they keep on flickering?

· · · · · ·

YES

· Key switch: ON · Air conditioner switch: ON

#3 and #1 terminals #9 and #6 terminals #15 and #2 terminals #19 and #3 terminals #21 and #5 terminals #26 and #4 terminals Removal of interference or repair/replacement of failure parts.

Faulty flow direction selector motor, faulty water valve, or faulty air conditioner control valve.

Connector Water Valve (6P)

Controller AC1 (30P)

T1M9-05-03-003

Flow Direction Selector Motor (7P)

T1M9-05-03-011

T5-3-36

T1M9-05-03-007

TROUBLESHOOTING / Troubleshooting B

YES YES

Faulty water valve.

Check water valve if it is abnormal. Faulty controller. NO

Broken harness in area of discontinuity.

T5-3-37

TROUBLESHOOTING / Troubleshooting B Compressor clutch is not turned ON.

• Check the wire connection part first. • Confirm that the circuit is filled with refrigerant. • Confirm that the temperature in the cab is 2 °C (35.6 °F) and above.

YES

Remove connector of compressor. Operate temperature control switch, and confirm that 1 to 7 LEDs (orange color) for air vent temperature indication are normally lit. Do they keep on flickering?

Remove AC1 connector (30P) of controller, connector (6P) of water valve, connector (7P) of flow direction selector motor, and connector (2P) of thermistor. Check for continuity between terminals below on harness end connectors of controller and thermistor.

YES

Faulty thermistor cord or faulty thermistor.

Check if thermistor is abnormal. Faulty controller. NO

Broken harness in area of discontinuity.

· #4 terminal of controller and #2 terminal of thermistor · #15 terminal of controller and #1 terminal of thermistor Faulty compressor (clutch).

YES

· Key switch: ON · Air conditioner switch: ON · Blower switch: ON (I) NO

Remove connector of compressor. Check if voltage at terminals on harness end connector is 12 V. (at thermostat ON) · Key switch: ON · Air conditioner switch: ON

Remove pressure switch connector of receiver-dryer. Check for continuity between terminals on switch end connector.

Connector Controller AC1 (30P)

Compressor

T1M9-05-03-012 T1M9-05-03-003

Flow Direction Selector Motor (7P)

Water Valve (6P)

T1M9-05-03-011 T1M9-05-03-007

T5-3-38

TROUBLESHOOTING / Troubleshooting B

Faulty compressor relay or faulty compressor relay circuit.

YES

Check if air conditioner works normally by replacing compressor relay with another.

Faulty controller.

YES

Faulty harness of compressor relay circuit.

Check if compressor relay circuit is broken or shortened.

Faulty pressure switch.

Compressor Thermistor (2P)

Pressure Switch (Receiver-Dryer) (2P)

T1M9-05-03-013 T1M9-05-03-009

T5-3-39

TROUBLESHOOTING / Troubleshooting B Blower motor does not rotate.

• Check the wire connection part first. • If blower motor is definitely abnormal, check it first.

• Confirm indication change of blower switches (I), (II), and (III).

• Confirm that compressor works normally.

YES

Remove blower motor. Check if any foreign substance prevents rotation of blower fan.

Remove connector (2P) of air conditioner unit blower motor. Check for continuity between #1 and #2 terminals on motor end connector.

YES

Faulty blower motor. NO

Stall of blower motor due to foreign substance. (Remove foreign substance.)

YES Blower motor does not rotate at every flow rate settings of I, II, and III.

YES

Faulty controller, faulty air conditioner control panel, or broken harness between relays on register and blower motor of air conditioner unit.

Check if blower motor rotates normally by replacing blower motor relay in failure position with another. Blower motor relay corresponding to blower switch: · Blower switch (I): Blower motor relay (Low) · Blower switch (II): Blower motor relay (Mid) · Blower switch (III): Blower motor relay (Hi)

Faulty blower motor relay.

YES

Remove connector (4P) of air conditioner unit register. Check for continuity between terminals below on register end connector.

Faulty controller, faulty air conditioner control panel, or broken harness between controller and blower motor relay.

Faulty register. NO · #3 and #1 terminals · #3 and #4 terminals

Connector Register (4P)

Blower Motor (2P)

T1M9-05-03-008 T1M9-05-03-010

T5-3-40

TROUBLESHOOTING / Troubleshooting B (Blank)

T5-3-41

TROUBLESHOOTING / Troubleshooting B Flow rate selection is impossible.

â&#x20AC;˘ Check the wire connection part first. â&#x20AC;˘ Confirm indication change of blower switches (I), (II), and (III) of air conditioner control panel.

Flow rates I and II cannot be selected. (Flow rates of I and II are the same.)

Faulty blower motor relays (Low) or (Mid).

YES

Check if replacing blower motor relays (Low) and (Mid) with others recovers normal condition.

Remove connector (4P) of air conditioner unit register. Check for continuity between vehicle frame and #1 and #4 terminals on harness end connector.

YES

Short-circuited harness between register and blower motor relay (Low) or (Mid).

Faulty controller or air conditioner control panel.

Flow rates I and III cannot be selected. (Flow rates of I and III are the same.)

Faulty blower motor relay (Low) or (Hi).

YES

Check if replacing blower motor relays (Low) and (Hi) recovers normal condition.

Remove connector (4P) of air conditioner unit register. Check for continuity between vehicle frame and #3 and #4 terminals on harness end connector.

Connector Register (4P)

T1M9-05-03-010

T5-3-42

YES

Short-circuited harness between register and blower motor relay (Low) or (Hi).

Faulty controller or air conditioner control panel.

TROUBLESHOOTING / Troubleshooting B Flow rates II and III cannot be selected. (Flow rates of II and III are the same.) Faulty blower motor relay (Hi) or (Mid).

YES

Check if replacing blower motor relays (Hi) and (Mid) with others recovers normal condition.

Remove connector (4P) of air conditioner unit register. Check for continuity between vehicle frame and #1 and #3 terminals on harness end connector.

YES

Short-circuited harness between register and blower motor relay (Hi) or (Mid).

Faulty controller or air conditioner control panel.

Flow rates I, II, and III cannot be selected. (Flow rates of I, II, and III are the same.)

Faulty blower motor relay (Low), (Mid), or (Hi).

YES

Check if replacing blower motor relays (Low), (Mid), and (Hi) recovers normal condition.

Remove connector (4P) of air conditioner unit register. Check for continuity between vehicle frame and #1, #3, and #4 terminals on harness end connector.

Connector Register (4P)

T1M9-05-03-010

T5-3-43

YES

Short-circuited harness between register and blower motor relay (Low), (Mid), or (Hi).

Faulty controller or air conditioner control panel.

TROUBLESHOOTING / Troubleshooting B Air vent selection is impossible.

• Check the wire connection part first. Remove AC1 connector (30P) of controller, connector (6P) of water valve, and connector (7P) of flow direction selector motor. Check for continuity between terminals below on harness end connector.

YES

Check if anything prevents rotation of flow direction selector motor if it is abnormal.

· · · · · ·

Operate vent mode switch, and confirm if vent mode switch LED is lit normally. Check if any one keeps on flickering.

YES

#1 and #3 terminals #7 and #4 terminals #10 and #7 terminals #15 and #2 terminals #19 and #1 terminals #24 and #6 terminals

Broken harness in area of discontinuity.

Removal of interference or repair / replacement of failure parts.

YES

· Key switch: ON · Air conditioner switch: ON

Faulty air conditioner control panel or controller.

YES

Check flow direction selector motor if it is abnormal. NO

Faulty flow direction selector motor.

Faulty air conditioner controller.

Connector Controller AC1 (30P) Flow Direction Selector Motor (7P)

T1M9-05-03-003

Water Valve (6P)

T1M9-05-03-007

T5-3-44

T1M9-05-03-011

TROUBLESHOOTING / Troubleshooting B WORK AFTER NENTS

REPLACING

COMPO-

The following work is required after replacing compressor, high pressure hose, low pressure hose, condenser, receiver-dryer, liquid hose, and air conditioner unit. The same work is required when gas leakage is found. 1. Add compressor oil 3 Compressor oil quantity: 100 cm 2. Charge air conditioner with refrigerant • Purging • Charge air conditioner with refrigerant • Warm up operation • Inspection

T5-3-45

TROUBLESHOOTING / Troubleshooting B CHARGE AIR REFRIGERANT

CONDITIONER

WITH

Necessity of Purging Be sure to purge the air conditioner circuit with a vacuum before charging with refrigerant (HFC-134a) because the following problems can arise if air or other gases remain in the A/C circuit. Air

1. Pressure rise in the high pressure side If air remains in the air conditioner circuit, this disturbs the heat exchange between refrigerant and air in the condenser, causing pressure to rise in the high pressure side (compressor side). Usually, refrigerant gas is easily liquefied; however, air cannot be liquefied and remains as a gas in the condenser because the temperature at which air liquefies is extremely low. That is, liquidation of the refrigerant gas in the condenser decreases by the amount of air in the circuit, and the gas pressure in the high pressure side increases accordingly.

Pressure increases if air remains in the air conditioner circuit

W115-02-10-001

2. Metal corrosion If air remains in the air conditioner circuit, a chemical reaction between refrigerant and moisture in the air takes place, and as a result, hydrochloric acid, that corrodes metals such as aluminum, copper and iron, is produced. Hydrochloric acid corrodes metals if moisture exists

Hydrochloric acid

W115-02-10-002

Metal corrosion

3. Plugging of the expansion valve by moisture When high pressure refrigerant gas passes through the expansion valve, gas pressure decreases and temperature drops. Moisture included in high pressure refrigerant gas in the air conditioner circuit freezes at the expansion valve orifice, plugging refrigerant flow. Operation of the air conditioner becomes unstable and cooling efficiency lowers.

Ice produced at the expansion valve disturbs refrigerant flow, lowering cooling efficiency

Plugged refrigerant flow W115-02-10-003

Low cooling efficiency

T5-3-46

TROUBLESHOOTING / Troubleshooting B PURGING PROCEDURE

Gauge Manifold

IMPORTANT: Never mistake the charge hose connections. 1. Close the high and low pressure valves on the gauge manifold. Connect the high-pressure-side charge hose and the low-pressure-side charge hoses to the high-pressure-side charge valve (“D” marked) and to the low-pressure-side charge valve (“S” marked) located on the compressor, respectively. Connect the charge hose located on the center of the manifold bottom to the vacuum pump.

Low Pressure Valve Low Pressure Charge Hose

High Pressure Valve High Pressure Charge Hose

Center Pressure Charge Hose Vacuum Pump

W115-02-10-005

Low Pressure Side S Compressor D High Pressure Side

IMPORTANT: In case refrigerant remains inside the air conditioner circuit, recover it first with the recovery machine, and then operate the vaccuum pump.

T142-02-05-018

Fully Open

2. Open the high pressure and low pressure valves in the gauge manifold. Perform purging for 30 minutes or more by operating the vacuum pump.

In Operation

W115-02-10-005

T5-3-47

TROUBLESHOOTING / Troubleshooting B IMPORTANT: If the pointer returns to 0, retighten the line connections and perform purging again.

3. When the low pressure gauge reading falls below â&#x2C6;&#x2019;0.1 MPa (â&#x2C6;&#x2019;750 mmHg), stop the vacuum pump and close the high and low pressure valves. Wait for approximately five minutes and confirm that the pointer does not return to 0.

In Operation

W115-02-10-005

4. With the high pressure and low pressure valves of the gauge manifold closed, connect the charge hose to the refrigerant container.

Refrigerant Container

W115-02-10-007

5. Loosen the charge hose connection to the gauge manifold and open the refrigerant container valve to purge air in the charge hose with the refrigerant pressure. Loosen

Open

W115-02-10-007

T5-3-48

TROUBLESHOOTING / Troubleshooting B IMPORTANT: Always stop the engine when charging the air conditioner with refrigerant. Never position the refrigerant container upside down during charging operation. When changing the refrigerant container during charging operation, be sure to purge air from the charge hose, as shown in step 10. 6. Fully tighten the charge hose connection to the gauge manifold. Open the high pressure valve and refrigerant container valve to charge with refrigerant (HFC-134a). Close the high pressure valve and refrigerant container valve when the high pressure gauge 2 reading reaches 98 kPa (1 kgf/cm , 14 psi). NOTE: Use warm water of 40 Â°C (104 Â°F) or less to warm the refrigerant container to aid in charging operation.

CAUTION: For inspection of refrigerant leakage, be sure to use a leakage tester for HFC-134a. Never use a halide lamp used for leakage inspection of refrigerant CFC-12 (R-12). HFC-134a, if exposed to fire, dissolves and generates toxic gas. 7. After finishing charging, inspect gas leakage with a tester for HFC-134a.

T5-3-49

High Pressure Gauge Tighten

Open

W115-02-10-007

W115-02-10-008

TROUBLESHOOTING / Troubleshooting B 8. Confirm that the high pressure and low pressure valves in the gauge manifold and the refrigerant container valve are closed. Start the engine and operate the air conditioner. Operating Conditions of the Air Conditioner: Engine Speed : Slow Idle Cab Window : Fully Open Air Conditioner Switch : ON Blower Switch : Maximum Temperature Control Switch : Maximum Open

IMPORTANT: Never open the high pressure valve in the gauge manifold. 9. Open the low pressure valve in the gauge manifold and the refrigerant container valve to charge with refrigerant until the bubbles seen in the receiver-dryer sight glass disappear. Required refrigerant quantity: 550±50 g 10. If the refrigerant container becomes empty during the charging work, replace it with a new refrigerant container as follows: • Close the high pressure and low pressure valves on the manifold gauge. • Replace the empty container with a new one. • Tighten, then slightly loosen the refrigerant container joint. • Slightly open the low pressure valve on the manifold gauge. • When the refrigerant container joint starts to leak, immediately tighten the refrigerant container joint and close the low pressure valve on the manifold gauge.

Open

W115-02-10-007

11. After charging, close the low pressure valve in the gauge manifold and the refrigerant container valve, and stop the engine. Close

W115-02-10-007

T5-3-50

TROUBLESHOOTING / Troubleshooting B IMPORTANT: If the air conditioner is operated with very low refrigerant, a bad load will be exerted on the compressor. If the air conditioner is overcharged with refrigerant, cooling efficiency will lower and abnormal high pressure will arise in the air conditioner circuit, causing danger. 12. Start the engine and operate the air-conditioner again. Observe the sight glass of the receiver-dryer to check refrigerant quantity. Operating Conditions of the Air Conditioner: Engine Speed : Slow Idle Cab Window : Fully Open Air Conditioner Switch : ON Blower Switch : Maximum Temperature Control Switch : Maximum

Sight Glass

Receiver-Dryer

NOTE: As the bubbles in the sight glass vary depending on the ambient temperature, check refrigerant quantity confirming the changes in pressure .

T5-3-51

W115-02-10-009

TROUBLESHOOTING / Troubleshooting B â&#x20AC;˘ Checking procedures:

Stop the air conditioner and wait until refrigerant returns to the balanced pressure. Then, start the air conditioner again.

Relation between Refrigerant Refrigerant Flow in Sight Glass: Refrigerant Quantity

Quantity

and

Refrigerant Flow in Sight Glass (approx. 1 min. after air conditioner switch is turned ON) (immediately after)

(approx. 1 mm after)

Adequate

Explanation for Refrigerant Flow in Sight Glass Immediately after the air conditioner is turned ON, few bubbles are seen. Then the flow becomes transparent and shows thin milk white color.

W115-02-10-016

No bubbles are seen after the air conditioner is turned ON.

Overcharged W115-02-10-017

Bubbles are seen continuously after the air conditioner is turned ON.

Not Enough W115-02-10-018

W115-02-10-019

115-02-10-021

Bubbles exist: Bubbles are seen in refrigerant flow as both liquid refrigerant and refrigerant gas exist, being mixed.

Milk white: Refrigerant flow shows thin milk white as oil and refrigerant are separated.

W115-02-10-020

Transparent: Refrigerant flow is transparent as only liquid refrigerant exists.

T5-3-52

TROUBLESHOOTING / Troubleshooting B CAUTION: Wait until the high-pressure-side pressure drops to less than 980 kPa (10 2 kgf/cm , 142 psi) before attempting to disconnect the high-pressure-side charge hose. Otherwise, refrigerant and compressor oil may spout. 13. After checking refrigerant quantity, disconnect the low-pressure-side charge hose first. Wait for the high-pressure-side pressure to drop to less than 2 980 kPa (10 kgf/cm , 142 psi). Disconnect the high-pressure-side charge hose. NOTE: For environmental protection, do not discharge residual refrigerant inside the charge hose, no matter how small the amount is.

T5-3-53

TROUBLESHOOTING / Troubleshooting B WARM-UP OPERATION After charting the air conditioner, carry out warm-up operation five minute to lubricate system with compressor oil. Operating Conditions of the Air Conditioner: Engine Speed : Slow Idle Cab Window : Fully Open Air Conditioner Switch : ON Blower Switch : Maximum Temperature Control Switch : Maximum

T5-3-54

TROUBLESHOOTING / Troubleshooting B INSPECTION After warm-up operation, carry out gas leak check and performance check. CAUTION: Refrigerant will produce poisonous material if exposed to heat of 1000 °C (1800 °F) or more. Never bring refrigerant close to a fire. 1. Check the air conditioner for gas leaks using a leak tester. • Perform checking under well-ventilated conditions. • Thoroughly wipe off dust from the charge hose connections of the compressor. • Pay special attention to check the line connections. • If any gas leaks are found, retighten the line connections. 2. Performance Check Carry out performance check of the air conditioner after checking each air conditioner component. • Check each component for abnormalities. • Carry out ON-OFF check of the compressor clutch. • Check compressor fan belt tension. • Check the coolant level in the radiator. • Operate the air conditioner and check the performance. 3. The checklist before the summer season is as follows: • Check each air conditioner component for abnormalities. • Check the line connections for oil leaks. • Check refrigerant quantity. • Check the engine cooling circuit. • Check belts for wear. Replace if necessary. 4. Off-Season Maintenance • During off-season, operate the idler pulley and compressor at least once a month for a short time to check for any abnormal sounds. • Do not remove the compressor belts during off-season. Operate the compressor occasionally at slow speed for 5 to 10 minutes with the belt slightly loosened in order to lubricate the machine parts.

T5-3-55

Leak Tester

W115-02-10-013

Retighten Line Connection

W115-02-10-014

TROUBLESHOOTING / Troubleshooting B HOW TO LOWER BOOM WHEN ENGINE STOPS With the boom raised if the engine stops and does not restart for some reason, lower the boom in the following procedures. If the front attachment is not loaded. CAUTION: Loosen overload relief valve slowly. If it is loosened rapidly, the boom may lower rapidly. Do not loosen it more than 3/4 turns, as the hydraulic oil may spout. 1. Observing movement of the boom, gradually release the overload relief valve in the boom raise circuit (on the cylinder bottom side). (Lower the pressure in the circuit on the boom cylinder bottom side.) : 24 mm 2. After checking that boom has lowered completely, tighten the overload relief valve.

Overload Relief Valve in the Boom Raise Circuit

T1M9-03-04-001

If the front attachment is loaded. 1. Put alignment marks on the overload relief valve lock nut and adjusting screw in the boom raise circuit (on the cylinder bottom side).

Lock Nut

CAUTION: Loosen the adjusting screw slowly. If it is loosened rapidly, the boom will lower rapidly. 2. Loosen the lock nut. Loosen adjusting screw slowly checking the movement of boom. : 6 mm : 17 mm 3. After checking that the boom is lowered completely, align the marks and tighten the lock nut. : 17 mm : 34 to 39 N⋅m (3.5 to 4 kgf⋅m, 25.3 to 29 lbf⋅ft) IMPORTANT: After re-tightening the overload relief valve or lock nut, check the set pressure of the overload relief valve.

T5-3-56

Adjusting Screw T566-03-03-018

TROUBLESHOOTING / Troubleshooting B HOW TO PREVENT HORN BLOWING AT KEY SWITCH POSITION OF OFF Normally, the horn can be blown even at OFF position of the key switch. In an immobilizer version machine (optional), the horn switch needs to be pressed for releasing the lock. At that time, horn blowing can be prevented by changing connection of the harnesses. In case such setting is desired that the horn does not blow on releasing lock (key switch position OFF) of the immobilizer (optional), follow the following procedure.

Under the Seat

Female Plug Receptacle (Label: ACC)

1. Detach the plug receptacle (labeled D) under the seat. 2. Connect the detached male plug receptacle (labeled D) to the female plug receptacle (labeled ACC). IMPORTANT: After work, confirm that the horn is blown at the key switch position of ON.

Plug Receptacle (Label: D)

T1M7-05-03-004

Electrical Circuit

From Battery

Plug Receptacle (Label: D)

Horn Switch Horn

Horn Relay

T5-3-57

T1M7-05-03-003

TROUBLESHOOTING / Troubleshooting B (Blank)

T5-3-58

TROUBLESHOOTING / Troubleshooting C TROUBLESHOOTING C PROCEDURE (DIAGNOSIS OF MONITOR) This procedure is used when there are malfunction on components regarding monitor, such as gauge or indicators.

• How to Read the Troubleshooting Flow Charts YES (OK) ・

(2)

After checking or measuring item (1), select either Yes (OK) or No (NOT OK) and proceed to item (2) or (3) next.

(1) (3) NO (NOT OK)

・

· Key switch: ON

The thick-line box indicates the causes. Scanning through thick-line boxes, possible causes can be focused.

・

NOTE: The connector drawings show the harness end connectors, seen from the open end side.

Harness End Connector

Harness

Open End Side

T6L4-05-03-001

T5-4-1

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF COOLANT TEPERATURE GAUGE NOTE: The troubleshooting here only covers the malfunction of coolant temperature gauge. For the malfunction of overheat indicator, refer to T5-4-9.

• Be sure to inspect connection prior to troubleshooting.

Coolant temperature monitor segments (B to F) does not light.

YES

Disconnect coolant temperature sensor terminal, and connect harness end terminal to the vehicle ground. Check if all segments blink. · Key switch: ON NO

With coolant temperature sensor terminal disconnected, remove 20P connector from monitor. Check if there is continuity between terminal #M1-15 and sensor harness end terminal.

YES

All the segments (A to F) on coolant temperature monitor light up.

When coolant temperature sensor terminal is disconnected, check if only one coolant temperature monitor segment blink. · Key switch: ON

YES With coolant temperature sensor terminal disconnected, disNO connect 12P connector from monitor. Check if there is continuity between harness end terminal #M1-15 and vehicle.

YES Coolant temperature monitor segment light moves its position unsuitably.

Disconnect coolant temperature sensor terminal, and connect harness end terminal to vehicle. Check if all coolant temperature monitor segments blink. · Key switch: ON

T5-4-2

TROUBLESHOOTING / Troubleshooting C

Faulty coolant temperature sensor. C

YES

Faulty coolant temperature gauge, or faulty monitor.

Broken harness between coolant temperature gauge and coolant temperature sensor.

T1CF-05-05-001

Faulty coolant temperature sensor.

Short-circuited harness between monitor and coolant temperature sensor.

Segments A (Blinking) A B C D E F

Temperature °C (°F) 20°C (68°F) or less 20 to 49°C (68 to 120°F) 50 to 79°C (122 to 174°F) 80 to 94°C (176 to 201°F) 95 to 101°C (203 to 214°F) 102 to106°C (215 to 223°F) 107°C (225°F) or more

Coolant Temperature Sensor

Faulty coolant temperature gauge, or faulty monitor.

Temperature °C (°F) 25 (77 °F) 40 (104 °F) 50 (122 °F) 80 (176 °F) 95 (203 °F) 105 (221 °F) 120 (248 °F)

Faulty coolant temperature sensor.

Resistance (Ω) 7.6 4.0±0.35 2.7±0.22 0.92 0.6 0.42 0.3±0.01

Connector Monitor

Faulty coolant temperature gauge, or faulty monitor.

T1M7-05-04-002

T5-4-3

TROUBLESHOOTING / Troubleshooting C MULFUNCTION OF FUEL GAUGE NOTE: The troubleshooting here only covers the malfunction of fuel level gauge. For the malfunction of fuel level indicator, refer to T5-4-10.

• Be sure to inspect connection prior to troubleshooting.

YES Fuel gauge monitor segments (B to F) light does not light · Buzzer does not sound.

Disconnect fuel level sensor connector, and connect harness end terminals #1 to #2. Check if all segments on fuel gauge monitor blink. · Key switch: ON · Use a clip to connect terminals.

With fuel level sensor connector disconnected, remove 20P connector from monitor. Check if there is continuity between harness end connector #M1-14 on monitor and harness end connector terminal #2 on sensor.

YES

All segments (A to F) on fuel gauge monitor light up.

When fuel level sensor connector is disconnected, check if all segments on fuel gauge monitor blink. · Key switch: ON

YES With fuel level sensor connector disconnected, disconnect 20P connector from monitor. Check if NO there is continuity between terminal #M1-14 on harness end connector and vehicle.

YES Fuel gauge monitor segment light moves its position unsuitably.

Disconnect fuel level sensor connector, and connect harness end connector terminal #1 to #2. Check if all fuel gauge monitor segments blink stably. · Key switch: ON · Use a clip to connect terminals.

T5-4-4

TROUBLESHOOTING / Troubleshooting C D

C B A

T1M7-05-04-001

Faulty fuel level sensor.

2 (0.1)

Unit: mm (in)

17.3 (0.7) FULL

YES

Faulty fuel gauge, or faulty monitor.

147.5 (5.8)

73 (2.9)

Broken harness between fuel gauge and fuel level sensor.

215.5 (8.5)

Faulty fuel level sensor.

R230 (R9.1)

1/2

Float EMPTY T1M9-05-04-001

Short-circuited harness between fuel gauge and fuel level sensor.

Faulty fuel gauge, or faulty monitor.

Faulty fuel level sensor.

Segment A B C D E F

Floating Position EMPTY 1/2 FULL

Resistance (â&#x201E;Ś) 90 40 10

Connector monitor

Faulty fuel gauge, or faulty monitor.

T1M7-05-04-002

T5-4-5

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF PREHEAT INDICATOR • Be sure to inspect connection prior to troubleshooting.

• Preheat indicator lights for 15 seconds after turning key switch to heat position. YES

Preheat indicator does not light when key switch is turned to heat position.

Faulty monitor.

Check if voltage on monitor terminal #M1-12 is higher than 12V. · Key switch: HEAT Faulty key switch. NO

YES Preheat indicator keeps lighting.

Faulty monitor.

Check if voltage on monitor terminal #M1-12 is 0V · Key switch: ON

Faulty key switch. NO

Connector Monitor

T1M7-05-04-002

T5-4-6

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF ALTERNATOR INDICATOR • Be sure to inspect connection prior to troubleshooting. NO

When key switch is turned ON, alternator indicator does not light. · Engine: Stop

Disconnect terminal L on alternator, and connect harness end terminal to vehicle. Check if alternator indicator lights.

Check if there is continuity between harness end terminal on alternator and monitor terminal #M1-13. YES

· Key switch: ON · Engine: Stop

YES

Even if engine rotates, indicator does not go out.

Broken harness between alternator and monitor.

Burnt indicator bulb, or broken harness in monitor.

Faulty alternator (regulator).

When alternator is disconnected, does indicator go out? · Key switch: ON · Engine: Stop NO

Connector Monitor

T1M7-05-04-002

T5-4-7

Short-circuited harness between alternator and indicator.

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF ENGINE OIL PRESSURE INDICATOR NOTE: The indicator comes on when engine oil pressure is below 49± 9.8 kPa (0.5±0.1 2 kgf/cm , 7.1±1.4 psi).

NOTE: 1 kgf/cm2=98.07 kPa

• Be sure to inspect connection prior to troubleshooting.

YES

When key switch is turned ON, indicator does not light. · Engine: Stop · The pressure might not be released for 1 to 2 minutes just after the engine stops. This is normal.

When oil pressure switch is disconnected, and harness end terminal is connected to vehicle, check if indicator comes on.

Reconnect the disconnected terminal. When terminal #M2-28 NO on monitor panel is connected to vehicle, check if indicator comes on.

· Key switch: ON

· Key switch: ON · Ground the connector to the vehicle using a clip without disconnecting.

YES

After engine is started, indicator does not go out.

When oil pressure switch is disconnected, check if indicator goes out.

· Check if oil filter is clogged or not.

· Key switch: ON · Engine: Stop

Faulty engine oil pressure switch.

Connector Monitor

T1M7-05-04-002

T5-4-8

Burnt indicator, or broken harness in monitor.

Broken harness between engine oil pressure switch YES and indicator.

Faulty engine oil pressure switch.

Short-circuited harness between engine oil pressure switch and indicator.

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF OVERHEAT INDICATOR NOTE: The indicator comes on when coolant temperature is above 110 ± 2 °C (230 ± 4 °F) and keeps its temperature more than 2 seconds.

• Be sure to inspect connection prior to troubleshooting.

Faulty overheat switch.

YES

Overheat indicator does not light when coolant temperature gauge reads higher than 110 ℃（230 °F） · Engine: Running · Buzzer does not sound.

When overheat switch terminal (white red) is disconnected, and harness end terminal is connected to vehicle, check if segments light for warning. · Key switch: ON

YES

Broken harness between overheat switch and monitor.

Faulty coolant temperature gauge, or faulty monitor.

Reconnect the disconnected terminal. When terminal #M2-36 on monitor is connected to vehicle, check if indicator blink. · Key switch: ON · Ground the connector to the vehicle with a clip without disconnecting.

Faulty overheat switch.

YES

Segments on coolant temperature gauge monitor do not stop turn off.

When overheat switch terminal (white red) is disconnected, check if indicator turns off.

· Key switch: ON

· Key switch: ON NO

Connector

With overheat switch terminal disconnected, remove 16P connector from monitor. Check if there is continuity between terminal #M2-36 on harness end connector and vehicle. · Key switch: ON

Monitor

T1M7-05-04-002

T5-4-9

YES

Short-circuited harness between overheat switch and monitor.

Faulty coolant temperature gauge, gauge or or faulty faulty monitor. monitor controller.

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF FUEL LEVEL INDICATOR • Be sure to inspect connection prior to troubleshooting.

YES

Even if fuel is empty, lowest segment does not blink for warning.

Check if fuel level indicator segment #A lights.

· Key switch: ON

Faulty monitor.

Refer to T5-4-4. NO

YES

Even if sufficient fuel is in fuel tank, segment blinks for warning.

Check if fuel level indicator segment that is appropriate to fuel level lights.

· Key switch: ON

Faulty monitor.

Refer to T5-4-4. NO

Connector Monitor

T1M7-05-04-002

T5-4-10

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF MONITOR BUZZER • Be sure to inspect connection prior to troubleshooting.

Faulty engine oil lubrication system or faulty engine oil pressure indicator system. (Refer to T5-4-8.)

YES

After engine is started, buzzer continues to sound.

Check if engine oil pressure indicator stays ON.

YES

· Engine: Running NO

Check if all segments of coolant temperature gauge monitor blinks. · Key switch: ON NO

Even if engine oil pressure indicator, overheat indicator or fuel level indicator lights up or blinks, buzzer does not sound.

Engine is overheated, or faulty overheat indicator system. (Refer to T5-4-9.)

Faulty monitor controller, faulty buzzer, or faulty buzzer circuit.

Faulty monitor faulty buzzer, or faulty buzzer circuit.

· Engine: Running

T5-4-11

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF LIQUID CRYSTAL DISPLAY (LCD) When “Built-in diagnosing system” is set, items shown below are displayed.

• How to set ” Built-in diagnosing system”

1. Turn the key switch into ON position while the set switch on the monitor panel is pushed down. 2. Items shown below are displayed as the display selection switch is pushed.

No. 1. 2. 3.

Item Hour meter Trip 1 Trip 2

Troubleshooting Refer to the next page. Faulty monitor.

T5-4-12

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF HOUR METER â&#x20AC;˘ Be sure to inspect connection prior to troubleshooting.

YES

While engine is running, hour meter does not operate.

Check if alternator indicator stays ON. Âˇ Engine: Running

YES

Hour meter operates with key switch turned ON.

Faulty alternator, or faulty alternator indicator system. (Refer to T5-4-7.)

Faulty hour meter, or faulty monitor controller.

Disconnect terminal L on alternator. Check if there is continuity between harness end terminal and terminal #M1-13 on monitor. NO

T5-4-13

Broken harness between monitor panel and alternator.

TROUBLESHOOTING / Troubleshooting C MALFUNCTION OF AUTO-IDLE INDICATOR • Failure in switches or monitor logic circuit is suspected in case of auto-idle failure occurs.

• Replace entire monitor assembly in case of auto-idle failure occurs.

T5-4-14

Code R L O Y Br Gr

Color Red Blue Orange Yellow Brown Gray

Code W G Lg B P V

Color White Green Light Green Black Pink Violet

NOTE: 1) Code BW indicates a black base wire with white fine-line marking. 2) Initials “O” and “Or” both stand for the color orange. 3) Wires with longitudinal stripes printed on them are not color coded. Be sure not to confuse them with color coded wires. 3. Precautions for connecting and disconnecting terminal connectors. • When disconnecting harnesses, grasp them by their connectors. Do not pull on the wire itself. Be sure to release the lock first before attempting to separate connectors, if a lock is provided. • Water-resistant connectors keep water out so that if water enters them, water will not easily drain from them. When checking water resistant connectors, take extra care not to allow water to enter the connectors. In case water should enter the connectors, reconnect only after the connectors are thoroughly dried. • Before connecting terminal connectors, check that no terminals are bent or coming off. In addition, as, most connectors are made of brass, check that no terminals are rusting. • When connecting terminal connectors provided with a lock, be sure to insert them together until the lock "clicks."

T5-5-1

Right

Wrong

T107-07-06-001

Right Rust Wrong (Deformation) Wrong (Coming off, Separation) T107-07-06-002

TROUBLESHOOTING / Electrical System Inspection 4. Precaution for using a circuit tester. â&#x20AC;˘ Before using a circuit tester, refer to the instructions in the circuit tester manual. Then, set the circuit tester to meet the object to be measured, voltage range and current polarity. â&#x20AC;˘ Before starting the connector test, always check the connector terminal numbers, referring to the circuit diagram. When the connector size is very small, and the standard probe size is too large to be used for testing, wind a fine piece of sharpened wire or a pin around the probe to make the test easier. â&#x20AC;˘ When performing the connector test with the circuit tester, be sure to insert the tester probe from the connector harness side in order not to damage the terminals in the connector.

T5-5-2

Wind a piece of wire

Tester Probe

Sharpen the end of wire T107-07-06-003

TROUBLESHOOTING / Electrical System Inspection FUSE CONTINUITY TEST Fuse failure is often caused by a fine crack in the fuse, and such fine cracks are very hard to detect by visual inspection. Checking fuse continuity with a tester is far superior to sight inspection. 1. Turn the key switch ON When key switch is turned ON, the power is supplied to all circuit from key switch BR, R2 and ACC terminal (Refer to Circuit Diagram). 2. Remove the fuse box cover and set the correct voltage measurement range of the tester. (Measurement range: 0 to 14.5 V) 3. Connect the negative probe to the vehicle ground, and touch the outside terminal of each fuse with the positive probe of the tester. When normal continuity of a fuse is intact, the tester will indicate 12 volts.

1 2 3 4 5 6 7 8 9 10

T1M9-05-05-001

Number Capacity 1 25 A 2 5A 3 5A 4 10 A 5 20 A 6 10 A 7 25 A 8 20 A 9

10 A

Connected to Horn Relay, Power Relay Monitor (Backup), *Air Coditioner Controller, *Radio (Backup) Pilot Shut-Off Switch Auxiliary Work Light *Wiper, *Washer, *Room Light *Radio, *Air Conditioner Controller, *Blower Motor Relay, *Displacement Change Relay Travel Speed Selector Switch, Travel Alarm Controller (Optional), Travel Alarm (Optional) Monitor (Power Supply), Buzzer (Monitor), Starter Relay, 1-second Timer, Engine Controller, Alternater, Engine Stop Solenoid, Fuel Pump Safety Start Relay

NOTE: The *-marked parts are for Cab Version machines only.

T5-5-3

TROUBLESHOOTING / Electrical System Inspection BATTERY VOLTAGE CHECK 1. Turn key switch OFF. Measure between battery plus terminal and the ground (vehicle) with a voltmeter. Correct Voltage Reading: 12 V NOTE: If voltage is abnormal, re-charge or replace the battery. 2. Start the engine. Measure the battery voltage again. Correct Voltage Reading: 14.5 V

NOTE: If voltage is abnormal, check the charging system. T505-07-01-002

T5-5-4

TROUBLESHOOTING / Electrical System Inspection VOLTAGE CHECK Turn switches ON so that the specified voltage is supplied to the checkpoint. Measure voltage. Diagnose the circuit between power source and the checking point by checking that specified voltage is supplied or not. 12 volt circuit (example: the horn circuit) Check the circuit in either the upstream (from the power source) or downstream (from the accessory) order to locate the failed section in the circuit. Set the following check conditions: • Key switch position: ON (When checking points (4) to (8) • Relay position: ON (When checking points (9) or (10) • Tester black terminal (negative): Connected to the vehicle (ground) • Tester red terminal (positive): Connected to the checking point Power source: Batteries (12 volts)

Evaluation Measured voltage must equal 12 V (battery voltage). If the measured voltage is less than the battery voltage by 0.5 V or more, some incorrect contacts may exist at connectors.

Key Switch B

C ACC

PREHEAT OFF ON START 2

Battery

3 5 6 Relay

9 10

An example of the checking order (Horn Circuit) 5 6 7 8 9 1 2 3 4

T5-5-5

TROUBLESHOOTING / Electrical System Inspection CONTINUITY CHECK Single-line continuity check Disconnect both end connectors of the harness and check continuity between ends: If the ohm-meter reading is: 0 Ω = Continuity ∞ Ω = Discontinuity NOTE: When the one end connector is far apart from the other, connect one end of connector (A) or the vehicle frame using a clip. Then, check continuity of the harness through the vehicle frame as illustrated. If the ohm-meter reading is:

0 Ω = Continuity ∞ Ω = Discontinuity

Ω Connect to the vehicle frame.

Connect to the vehicle frame.

Single-line short-circuit check Disconnect both end connectors of the harness and check continuity between one end connector of the harness and the vehicle frame: If the ohm-meter reading is: 0 Ω = Short circuit is present. ∞ Ω = No short circuit is present. Multi-line continuity check Disconnect both end connectors of the harness, and connect two terminals (A) and (B), using a jumper wire at one end of the connector, as illustrated. Then, check continuity between terminals (a) and (b) at the other connector. If the ohm-meter reading is ∞Ω, either line (A)-(a), or (B)-(b) is in discontinuity. To find out which line is discontinued, conduct the single line continuity check on both lines individually, or after changing the connected terminals from (A)-(B) to (A)-(C). Check continuity once more between terminals (a) and (c).

Harness

× Ω

Short circuit between the harness and the vehicle frame.

T107-07-05-003

First Connected

A B C

a b c

Second Connected

NOTE: By Conducting the multi-line continuity check twice, it is possible to find out which line is discontinued. With terminals (A) and (C) short circuited, check continuity between terminals (a) and (c).

T107-07-05-004

Short circuit between harnesses. A B C

If the ohm-meter reading is: 0 Ω = Line (B)-(b) has discontinuity. ∞ Ω = Line (A)-(a) has discontinuity. Multi-lines short circuit check Disconnect both end connectors of the harness, and check continuity between terminals (A) and (B) or (C). If the ohm-meter reading is: 0 Ω = Short circuit exists between the lines. ∞ Ω = No Short circuit exists between the lines.

T5-5-6

a b c

T107-07-05-005

TROUBLESHOOTING / Electrical System Inspection 5V System Circuit • Voltage between Terminal No. 1 and the vehicle Turn OFF the key switch, and disconnect the connector. Measure the voltage between terminal No. 1 (5 V power supply) on the machine harness end connector and the vehicle (ground) under the following conditions.

Power Source 1

Signal or Ground 2

Two-Polarities

Key Switch: ON Black (Negative) Terminal of Tester: Vehicle (Ground) Red (Positive) Terminal of Tester: Terminal No. 1

T107-07-05-006 Power Source Signal Ground

Standard Voltage: If 5±0.5 V, the circuit is normal up to terminal No. 1.

Three-Polarities

• Voltage between Terminal No.1 and Ground Terminal Turn OFF the key switch, and disconnect the sensor connector. Measure the voltage between terminal No. 1 (5 V power supply) on the machine harness end connector and the ground terminal (terminal No. 2 for two-polarities or terminal No. 3 for three-polarities connector) under the following conditions.

T107-07-05-007

Two-Polarities

Key Switch: ON Black (Negative) Terminal of Tester: Connected to the ground Terminal (Terminal No. 2 or No. 3) Red (Positive) Terminal of Tester: Connect to Terminal No. 1 Standard Voltage: If 5±0.5 V, the circuit is normal up to terminal No. 1 or ground terminal (terminal No. 2 or No. 3).

T107-07-05-008

Three-Polarities

T107-07-05-009

T5-5-7

TROUBLESHOOTING / Electrical System Inspection (Blank)

T5-5-8

Hitachi Construction Machinery Co. Ltd Attn: Publications, Marketing & Product Support Fax: 81-29-831-1162

Hitachi Ref. No.

SERVICE MANUAL REVISION REQUEST FORM NAME OF COMPANY:

MODEL: PUBLICATION NO.:

YOUR NAME: DATE: FAX:

(Located at the right top corner in the cover page)

PAGE NO.: (Located at the bottom center in the page. If two or more revisions are requested, use the comment column)

YOUR COMMENTS / SUGGESTIONS: Attach photo or sketch if required. If your need more space, please use another sheet.

REPLY:

(Copy this form for usage)

THE ATTACHED DIAGRAM LIST (The following diagrams are attached to this manual.) 1 2 3 4 5

6 7 8

ZAXIS40U-2/50U-2 HYDRAULIC CIRCUIT DIAGRAM ZAXIS30U-2/35U-2/40U-2/50U-2 ELECTRICAL CIRCUIT DIAGRAM ZAXIS30U-2/35U-2/40U-2/50U-2 FLOOR HARNESS ZAXIS40U-2/50U-2 MAIN HARNESS ZAXIS40U-2/50U-2 BATTERY HARNESS (1), (2)

ZAXIS30U-2/35U-2/40U-2/50U-2 AUTO-IDLE PRESSURE SENSOR HARNESS ZAXIS30U-2/35U-2/40U-2/50U-2 TRAVEL ALARM HARNESS (FLOOR) (Optional) ZAXIS30U-2/35U-2/40U-2/50U-2 AIR CONDITIONER HARNESS (SOLENOID VALVE) (Cab Version Only) ZAXIS30U-2/35U-2/40U-2/50U-2 AUXILIARY FLOW SELECTOR VALVE (SWITCH) (Optional)

ZAXIS30U-2/35U-2/40U-2/50U-2 AIR CONDITIONER HARNESS (FLOOR) (Cab Version Only) ZAXIS40U-2/50U-2 ENGINE HARNESS ZAXIS40U-2/50U-2 BOOM LIGHT HARNESS ZAXIS30U-2/35U-2/40U-2/50U-2 CANOPY LIGHT HARNESS ZAXIS30U-2/35U-2/40U-2/50U-2 IMMOBILIZER HARNESS (Optional) ZAXIS40U-2/50U-2 TRAVEL ALARM HARNESS (ALARM) (Optional) ZAXIS30U-2/35U-2/40U-2/50U-2 AIR CONDITIONER HARNESS (COMPRESSOR) (Cab Version Only) ZAXIS30U-2/35U-2/40U-2/50U-2 AUXILIARY FLOW SELECTOR VALVE (SOLENOID VALVE) (Optional)

Manual No. : KM-1M9-E Vol. No. : W1M9-E-00

40U-2 50U-2 Excavator Workshop Manual

Workshop Manual 40U-2 50U-2 Excavator

Service Manual (Manual No. KM-1M9-E) consists of the following two separate volumes; Technical Manual : Vol. No. T1M9-E Workshop Manual : Vol. No. W1M9-E

PRINTED IN SINGAPORE (PS) 2004.11

Zaxis40U-2/50U-2-Wsh

29/10/04, 19:24

INTRODUCTION TO THE READER • This manual is written for an experienced technician to provide technical information needed to maintain and repair this machine. • Be sure to thoroughly read this manual for correct product information and service procedures.

ADDITIONAL REFERENCES • Please refer to the materials listed below in addition to this manual. • The Operator’s Manual • The Parts Catalog

• Operation Manual of the Engine • Parts Catalog of the Engine • Hitachi Training Material

MANUAL COMPOSITION • This manual consists of two portions: the Technical Manual and the Workshop Manual. Use the manuals according to purpose. • Information included in the Technical Manual: technical information needed for redelivery and delivery, operation and activation of all devices and systems, operational performance tests, and troubleshooting procedures.

PAGE NUMBER • Each page has a number, located on the center lower part of the page, and each number contains the following information: Example : T 1-3-5 Consecutive Page Number for Each Group Group Number Section Number T: Technical Manual

W: Workshop Manual

IN-01

INTRODUCTION SAFETY ALERT SYMBOL AND HEADLINE NOTATIONS In this manual, the following safety alert symbol and signal words are used to alert the reader to the potential for personal injury of machine damage. This is the safety alert symbol. When you see this symbol, be alert to the potential for personal injury. Never fail to follow the safety instructions prescribed along with the safety alert symbol. The safety alert symbol is also used to draw attention to component/part weights. To avoid injury and damage, be sure to use appropriate lifting techniques and equipment when lifting heavy parts.

•

CAUTION: Indicated potentially hazardous situation which could, if not avoided, result in personal injury or death.

• IMPORTANT: Indicates a situation which, if not conformed to the instructions, could result in damage to the machine.

•

NOTE: Indicates supplementary technical information or know-how.

UNITS USED • SI Units (International System of Units) are used in

Example : 24.5 MPa (250 kgf/cm2, 3560 psi)

this manual. MKSA system units and English units are also indicated in parenthheses just behind SI units.

Quantity Length Volume

Weight Force Torque

To Convert From mm mm L L m3 kg N N N⋅m N⋅m

Into in ft US gal US qt yd3 lb kgf lbf kgf⋅m lbf⋅ft

A table for conversion from SI units to other system units is shown below for reference purposees.

Quantity

Multiply By 0.03937 0.003281 0.2642 1.057 1.308 2.205 0.10197 0.2248 1.0197 0.7375

Pressure Power Temperature Velocity Flow rate

IN-02

To Convert From MPa MPa kW kW °C km/h min-1 L/min mL/rev

Into

Multiply By 2

kgf/cm psi PS HP °F mph rpm US gpm cc/rev

10.197 145.0 1.360 1.341 °C×1.8+32 0.6214 1.0 0.2642 1.0

SA-688

UNDERSTAND SIGNAL WORDS • On machine safety signs, signal words designating the degree or level of hazard - DANGER, WARNING, or CAUTION - are used with the safety alert symbol. • DANGER indicates an imminently hazardous situation which, if not avoided, will result in death or serious injury. • WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury. • CAUTION indicates a potentially hazardous situation which, if not avoided, may result in minor or moderate injury. • DANGER or WARNING safety signs are located near specific hazards. General precautions are listed on CAUTION safety signs. • Some safety signs don’t use any of the designated signal words above after the safety alert symbol are occasionally used on this machine.

• CAUTION also calls attention to safety messages in this manual.

• To avoid confusing machine protection with personal safety messages, a signal word IMPORTANT indicates a situation which, if not avoided, could result in damage to the machine.

•

NOTE indicates an additional explanation for an element of information.

SA-1

SA-1223

SAFETY FOLLOW SAFETY INSTRUCTIONS • Carefully read and follow all safety signs on the machine as well as all safety messages in this manual.

• Safety signs must be installed, maintained and replaced if damaged. • If a safety sign or this manual is damaged or missing, order a replacement from your nearest Hitachi dealer in the same way you order other replacement parts (be sure to state machine model and serial number when ordering).

• Allow only properly trained, qualified, authorized perSA-003

sonnel to operate the machine.

• The safety messages in this SAFETY chapter are intended to illustrate basic safety procedures of machines. However it is impossible for these safety messages to cover every possible hazardous situation you may encounter. If you have any questions concerning safety, you should first consult your supervisor and/or your nearest Hitachi dealer before operating or performing maintenance work on the machine.

SA-2

SA-437

SAFETY WEAR PROTECTIVE CLOTHING • Wear close fitting clothing and safety equipment appropriate to the job.

SA-438

• Avoid wearing loose clothing, jewelry, or other items that can catch on control levers or other parts of the machine.

• Operating equipment safely requires the full attention of the operator. • Do not wear radio or music headphones while operating the machine.

PROTECT AGAINST NOISE • Prolonged exposure to loud noise can cause impairment or loss of hearing. • Wear a suitable hearing protective device such as earmuffs or earplugs to protect against objectionable or uncomfortably loud noises.

SA-434

INSPECT MACHINE DAILY • If any abnormality is found, be sure to repair it immediately before operating the machine. • In the walk-around inspection, be sure to cover all points described in the “PRE-START INSPECTION” chapter in the operator’s manual.

SA-435

SA-3

SAFETY TIDY UP INSIDE CAB • Always keep inside the cab clean by observing instructions below, to prevent any personal accidents from occurring.

• Remove mud and/or oily material from the shoe soles before entering the cab. If pedals are operated without removing mud or oily matter, the foot may slip off the pedal, possibly creating a hazardous situation.

• Do not leave parts and/or tools around the operator’s seat.

• Do not keep a transparent water bottle in the cab. The transparent water bottle may concentrate the sun light like a lens, possibly causing a fire.

• Do not wear radio or music headphones and do not use a cell phone while traveling or operating the machine.

• Never allow hazardous materials such as combustible and/or explosive material in the cab.

• Do not leave a lighter in the cab. If the temperature in the cab increases, the lighter may explode.

SA-4

SA-439

SAFETY ADJUST THE OPERATOR'S SEAT • A poorly adjusted seat for either the operator or for the work at hand may quickly fatigue the operator leading to mis-operation of the machine. • The seat should be adjusted whenever the operator for the machine changes. • The operator should be able to fully depress the pedals and to correctly operate the control levers with his back firmly against the seat back. • If not, readjust the seat forward or backward, and check again.

SA-378

FASTEN YOUR SEAT BELT • If the machine should overturn, the operator may become injured and/or thrown from the cab. Additionally the operator may be crushed by the overturning machine, resulting in serious injury or death. • Be sure to remain seated with the seat belt securely fastened whenever operating the machine. • Prior to operating the machine, thoroughly examine webbing, buckle and attaching hardware. If any item is damaged or worn, replace the seat belt or component before operating the machine. Replace the seat belt at least once every 3 years regardless of appearance

SA-5

SA-237

SAFETY MOVE AND OPERATE MACHINE SAFELY • Always be aware that there is a potential danger around the machine while operating the machine. • Take extra care not to run over bystanders. Confirm the location of bystanders before moving, swinging, or operating the machine. • Always keep the travel alarm and horn in working condition (if equipped). • Before starting to move or operate the machine, sound the travel alarm and horn to alert bystanders. • Use a signal person when moving, swinging, or operating the machine in congested areas. Locate the signal person so that the operator can always witness the signal person. • Coordinate the meanings of all safety signs, hand signals and marks before starting the machine. Appoint a person who is responsible to make a signal and/or guidance. • Never allow any persons or obstacles to enter the machine operation areas. • Use appropriate illuminations.

SA-6

SA-1291

SA-444

• Before starting the engine, confirm that all control levers are in neutral.

JUMP STARTING • Failure to follow correct jump starting procedures could result in a battery explosion or a runaway machine. • If the engine must be jump started, be sure to follow the instructions shown in the “OPERATING THE ENGINE” chapter. • The operator must be seated in the operator’s seat so that the machine will be under control when the engine starts. Jump starting is a two-person operation. • Never use a frozen battery. • Failure to follow correct jump starting procedures could result in a battery explosion or a runaway machine.

SA-032

SA-1292

SA-7

SAFETY INVESTIGATE JOB SITE BEFOREHAND • When working at the edge of an excavation or on a road shoulder, the machine could tip over due to collapse of the ground, possibly resulting in serious injury or death. • Investigate the configuration and ground conditions of the job site beforehand to prevent the machine from falling and to prevent the ground, stockpiles, or banks from collapsing. • Make a work plan. Use machines appropriate to the work and job site. • Reinforce ground, edges, and road shoulders as necessary. Keep the machine well back from the edges of excavations and road shoulders. • When working on an incline or on a road shoulder, employ a signal person as required. • Never allow bystanders to enter the working area such as swing radius or traveling range. • Confirm that your machine is equipped a FOPS cab before working in areas where the possibility of falling stones or debris exist. • When the footing is weak, reinforce the ground before starting work. • When working on frozen ground, be extremely alert. As ambient temperatures rise, footing may become loose and slippery. • When operating the machine near open flame, sparks, and/or dead grass, a fire may easily break out. Use special care not to cause a fire.

SA-8

SA-1293

CONFIRM DIRECTION OF MACHINE TO BE DRIVEN • Incorrect travel pedal/lever operation may result in serious injury death. • Before driving the machine, confirm the position of the undercarriage in relation to the operator’s position. • If the travel motors are located towards the front of the cab, the machine will move in the reverse direction when travel pedals/levers are operated. SA-1294

SA-9

SAFETY DRIVE MACHINE SAFELY • Driving the machine in the incorrect direction may result in serious injury or death and/or severe damage to property.

• Before moving the machine, confirm which way to move travel pedals/levers for the corresponding direction you wish to travel.

• Avoid passing over any obstructions. Failure to do so may cause soil, rock fragments and/or metal pieces to be scatter around the machine. Keep bystanders away from the machine.

SA-1295

• Traveling on a grade may cause the machine to slip or to overturn, possibly resulting in serious injury or death. • When traveling up or down a grade, keep the bucket in the direction of travel, approximately 200 to 300 mm (8 to 12 in) (A) above the ground so that lowering the bucket onto the ground can quickly stop the machine. • If machine starts to skid or becomes unstable, lower the bucket immediately. • Traveling across the face of slope or steering on a slope may cause the machine to skid or to turnover. If the direction must be changed on a slope, first move the machine to level ground, then, change the traveling direction to ensure safe operation.

A SA-1296

SA-441

SA-442

SA-10

SAFETY AVOID INJURY FROM ROLLAWAY ACCIDENTS • Death or serious injury may result if you attempt to mount or try to bodily stop a moving machine.

• Park the machine in compliance with the safe parking procedures described on page S-15 to prevent the machine from running away.

• Block both tracks and lower the bucket to the ground, thrust the bucket teeth into the ground if you must park on a grade.

• Park a reasonable distance from other machines.

SA-1297

SA-11

SAFETY AVOID INJURY FROM BACK-OVER AND SWING ACCIDENTS • If any person is present near the machine when backing or swinging the upperstructure, the machine may hit or run over that person, resulting in serious injury or death. To avoid back-over and swing accidents: • Always look around BEFORE YOU BACK UP AND SWING THE MACHINE. BE SURE THAT ALL BYSTANDERS ARE CLEAR.

• Keep the travel alarm in working condition (if equipped). ALWAYS BE ALERT FOR BYSTANDERS MOVING INTO THE WORK AREA. USE THE HORN OR OTHER SIGNAL TO WARN BYSTANDERS BEFORE MOVING MACHINE.

SA-383

• No machine motions shall be made unless signals are clearly understood by both signalman and operator.

• Learn the meanings of all flags, signs, and markings used on the job and confirm who has the responsibility for signaling.

• Keep windows, mirrors, and lights clean and in good condition.

• Dust, heavy rain, fog, etc., can reduce visibility. As visibility decreases, reduce speed and use proper lighting.

• Read and understand all operating instructions in the operator’s manual. 021-E01A-0494-8

SA-12

SA-384

• Before operating the machine, set up barriers to the sides and rear area of the bucket swing radius to prevent anyone from entering the work area.

• Make sure that no personnel other than the signal person or no obstacles are present in the working area before operating the machine.

SA-667

NEVER POSITION BUCKET OVER ANYONE • Never lift, move, or swing bucket above anyone or a truck cab. Serious injury or machine damage may result due to bucket load spill or due to collision with the bucket.

• Never allow the bucket to pass over anyone to avoid personal injury or death.

SA-668

• If the footing starts to collapse and if retreat is not possible, do not panic raise the front attachment with a panic. Lowering the front attachment may be safer in most cases.

SA-1300

SA-13

SAFETY AVOID TIPPING • The danger of tipping is always present when operating on a grade, possibly resulting in serious injury or death. To avoid tipping:

• Be extra careful before operating on a grade. • Prepare machine operating area flat. • Keep the bucket low to the ground and close to the machine.

• Reduce swing speed as necessary when swinging

SA-1301

loads.

• Be careful when working on frozen ground. • Temperature increases will cause the ground to become soft and make ground travel unstable. 025-E01A-0540-4

NEVER UNDERCUT A HIGH BANK • The edges could collapse or a land slide could occur causing serious injury or death.

SA-1302

SA-14

SAFETY DIG WITH CAUTION • Accidental severing of underground cables or gas lines may cause an explosion and/or fire, possibly resulting in serious injury or death.

• Before digging check the location of cables, gas lines, and water lines.

• Keep the minimum distance required, by law, from cables, gas lines, and water lines.

• If a fiber optic cable should be accidentally severed, do not look into the end. Doing so may result in serious eye injury.

• Contact your local “diggers hot line” if available in your

SA-672

area, and/or the utility companies directly. Have them mark all underground utilities.

• Take care to avoid hitting overhead obstacles with the boom or arm.

SA-673

AVOID POWER LINES • Serious injury or death can result if the machine or front attachments are not kept a safe distance from electric lines.

• When operating near an electric line, NEVER move any part of the machine or load closer than 3 m (10 ft) plus twice the line insulator length.

• Check and comply with any local regulations that may apply.

• Wet ground will expand the area that could cause any person on it to be affected by electric shock. Keep all bystanders or co-workers away from the site.

SA-15

SA-1305

SAFETY DO NOT USE FOR CRANING OPERATIONS • NEVER use the machine for craning operations. If the machine is used for craning operations, the machine may tip over and/or lifted load may fall, possibly resulting in serious injury or death.

• This machine has been exclusively designed to engage in excavation and loading works.

• This machine is not equipped with any of the necessary safety devices that could allow the machine to be used for craning operation.

SA-014

PROTECT AGAINST FLYING DEBRIS • If flying debris such as soil, rock fragments or metal pieces hit eyes or any other part of the body, serious injury may result.

• Keep bystanders away from the working area before striking any object. SA-432

SA-16

SAFETY PARK MACHINE SAFELY • Unless the machine is not correctly parked, any hazardous situations such as running away of the machine or damage by vandalism may result, causing the machine to operate unsafely when the engine is re-started. Follow instructions described below when parking the machine.

• Park the machine on solid level surface to prevent the machine from running away.

• Lower the bucket and/or blade to the ground.

SA-1306

• Pull the lock lever to the LOCK position. • Turn the auto-idle switch (optional) OFF. Failure to do so may create a hazarduos condition as the engine speed may unexpectedly increase.

• Run engine at slow idle speed without load for 5 minutes.

• Turn key switch to OFF to stop engine. Remove the key from the key switch.

• Before leaving the machine, close all windows, roof vent, and cab door. Lock all access doors and compartments

HANDLE FLUIDS SAFELY --- AVOID FIRES • Handle fuel with care; it is highly flammable. If fuel ignites, an explosion and/or a fire may occur, possibly resulting in serious injury or death.

• Do not refuel the machine while smoking or when near open flame or sparks.

• Always stop the engine before refueling the machine. • Fill the fuel tank outdoors. • All fuels, most lubricants, and some coolants are flammable.

SA-018

• Store flammable fluids well away from fire hazards. • Do not incinerate or puncture pressurized containers. • Do not store oily rags; they can ignite and burn spontaneously.

SA-019

SA-17

SAFETY SAFETY TRANSPORTING • The danger of tipping is present when loading/unloading the machine onto/from a truck or trailer bed.

• Be sure to observe local regulations when transporting the machine on public roads.

• Provide an appropriate truck or trailer for transporting

SA-1307

the machine.

SA-18

M1M7-01-028

SAFETY PRACTICE SAFE MAINTENANCE • Inspection/maintenance work may produce hazardous situations by contacting and/or accessing a part of body to a moving, high pressure, and/or high temperature part of the machine. To avoid serious personal injury or death, follow the instructions described below.

• Thoroughly coordinate the working procedures to be

• • • •

• • • • •

•

• • • • • • •

taken hereafter with the co-workers before beginning work such as inspecting/servicing the machine, or replacing the attachiment . Safely park the machine in accordance with the instructions for “Park Machine Safely.” Keep the work area clean and orderly. Attach a “DO NOT OPERATE” tag in an easy-to-see location such as on a door or a control lever. If moisture permeates into the electrical system, malfunction and/or erroneous movement of the machine may result. Do not clean sensors, cable connectors, and the cab inside using water and/or steam. Wait to begin to work until the engine and hydraulic oil temperatures have cooled down to the safety range. In case inspection/maintenance must be performed with the engine runnning, be sure to appoint an overseer. Never lubricate or service the machine while moving it. Repair the cracked windowpane before servicing the machine. Failure to do so may cause personal injury. Whe raising the machine above the ground using the front attachment function, maintain the angle between the boom and the arm in the range of 90 to 110°. Never allow anyone to enter under the machine raised with the front attachment function. In case working under the machine raised above the ground is unavoidably required, securely hold the machine with stays or blocks strong enough to support the machine weight. Never work under the raised bucket. Keep all parts in good condition and properly installed. Always use the specified tools correctly. Always use a clean tool. Fix any damage found immediately. Replace worn or broken parts. Remove any buildup of grease, oil, or debris. When cleaning parts, use a non-combustible cleaning solvent. Never use an inflammable fluid such as dieasel fuel, or gasoline.

SA-19

SA-028

90 to 110°

M1M7-04-006

SA-527

SAFETY • Disconnect battery ground cable (−) before making adjustments to electrical systems or before welding on the machine. • Sufficiently illuminate the work site. Use a maintenance work light when working under or inside the machine. • Always use a work light protected with a guard. In case the light bulb is broken, spilled fuel, oil, antifreeze fluid, or window washer fluid may catch fire. SA-037