Bagi 'Teknikal Manual Hitaci

INTRODUCTION
TO THE READER
• This manual is written for an experienced technician • If you have any questions or comments, at if you
to provide technical information needed to maintain found any errors regarding the contents of this
and repair this machine. manual, please contact using “Service Manual
Revision Request Form” at the end of this man-
• Be sure to thoroughly read this manual for cor- ual.
rect product information and service procedures. (Note: Do not tear off the form. Copy it for us-
age.):
Publications Marketing & Product Support
Hitachi Construction Machinery Co. Ltd.
TEL: 81-29-832-7084
FAX: 81-29-831-1162
• This manual contains the revision information
to the 16, June 2008.
ADDITIONAL REFERENCES
• Please refer to the materials listed below in addition • The Engine Manual
to this manual. • Parts Catalog of the Engine
• Hitachi Training Material
• The Operator’s Manual
• The Parts Catalog
MANUAL COMPOSITION
• This manual consists of three portions: the Techni- • Information included in the Technical Manual
cal Manual (Operational Principle), the Technical (Troubleshooting):
Manual (Troubleshooting) and the Workshop Man- technical information needed for operational per-
ual. formance tests, and troubleshooting procedures.
• Information included in the Technical Manual • Information included in the Workshop Manual:
(Operational Principle): technical information needed for maintenance
technical information needed for redelivery and and repair of the machine, tools and devices
delivery, operation and activation of all devices needed for maintenance and repair, maintenance
and systems. standards, and removal/installation and assem-
ble/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
INTRODUCTION
SAFETY ALERT SYMBOL AND HEADLINE
NOTATIONS
In this manual, the following safety alert symbol and • CAUTION:
signal words are used to alert the reader to the Indicated potentially hazardous situation which
potential for personal injury of machine damage. could, if not avoided, result in personal injury or
death.
This is the safety alert symbol. When you see this
symbol, be alert to the potential for personal injury. • IMPORTANT:
Never fail to follow the safety instructions prescribed Indicates a situation which, if not conformed to the
along with the safety alert symbol. instructions, could result in damage to the machine.
The safety alert symbol is also used to draw attention
to component/part weights.
• NOTE:
To avoid injury and damage, be sure to use appropri-
Indicates supplementary technical information or
ate lifting techniques and equipment when lifting
know-how.
heavy parts.
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 A table for conversion from SI units to other system
indicated in parenthheses just behind SI units. units is shown below for reference purposees.
To Convert To Convert
Quantity Into Multiply By Quantity Into Multiply By
From From
Length mm in 0.03937 Pressure MPa kgf/cm2 10.197
mm ft 0.003281 MPa psi 145.0
Volume L US gal 0.2642 Power kW PS 1.360
L US qt 1.057 kW HP 1.341
m3 yd3 1.308 Temperature °C °F °C×1.8+32
Weight kg lb 2.205 Velocity km/h mph 0.6214
Force N kgf 0.10197 min-1 rpm 1.0
N lbf 0.2248 Flow rate L/min US gpm 0.2642
Torque N⋅m kgf⋅m 1.0197 mL/rev cc/rev 1.0
N⋅m lbf⋅ft 0.7375
IN-02
SECTION AND GROUP
SECTION 1 GENERAL
CONTENTS Group 1 Specifications
Group 2 Component Layout
Group 3 Component Specifications
SECTION 2 SYSTEM
Group 1 Controller
TECHNICAL MANUAL Group 2 Control System
Group 3 ECM System
(Operational Principle)
Group 4 Hydraulic System
Group 5 Electrical System
SECTION 3 COMPONENT OPERATION
Group 1 Pump Device
Group 2 Swing Device
Group 3 Control Valve
Group 4 Pilot Valve
Group 5 Travel Device
Group 6 Signal Control Valve
Group 7 Others (Upperstructure)
Group 8 Others (Undercarriage)
TECHNICAL MANUAL (Troubleshooting)
SECTION 4 OPERATIONAL PER- SECTION 5 TROUBLESHOOTING
FORMANCE TEST Group 1 Diagnosing Procedure
All information, illustrations and speci- Group 1 Introduction Group 2 Monitor Unit
fications in this manual are based on Group 2 Standard Group 3 Dr. ZX
the latest product information available Group 3 Engine Test Group 4 e-Shovel
at the time of publication. The right is Group 4 Excavator Test Group 5 Component Layout
reserved to make changes at any time Group 5 Component Test Group 6 Troubleshooting A
without notice. Group 7 Troubleshooting B
Group 8 Electrical System Inspection
COPYRIGHT(C)2007
Hitachi Construction Machinery Co., Ltd.
Tokyo, Japan
All rights reserved
WORKSHOP MANUAL
SECTION 1 GENERAL INFORMA- SECTION 3 UNDERCARRIAGE
TION Group 1 Swing Bearing
Group 1 Precautions for Disassem- Group 2 Travel Device
bling and Assembling Group 3 Center Joint
Group 2 Tightening Torque Group 4 Track Adjuster
Group 3 Painting Group 5 Front Idler
Group 4 Bleeding Air from Hydraulic Group 6 Upper and Lower Roller
Oil Tank Group 7 Track
SECTION 2 UPPERSTRUCTURE SECTION 4 FRONT ATTACHMENT
Group 1 Cab Group 1 Front Attachment
Group 2 Counterweight Group 2 Cylinder
Group 3 Main Frame
Group 4 Pump Device
Group 5 Control Valve
Group 6 Swing Device
Group 7 Pilot Valve
Group 8 Pilot Shut-Off Solenoid
Valve
Group 10 2-Spool Solenoid Valve
Unit
Group 11 Engine
SECTION 1
GENERAL
―CONTENTS―
Group 1 Specifications
Specifications ........................................... T1-1-1
Working Ranges (Grouser Shoe).............. T1-1-5
Group 2 Component Layout

Main Components .................................... T1-2-1
Electrical System (Overview).................... T1-2-3
Electrical System (In Cab) ........................ T1-2-5
Electrical System (Rear Tray) ................... T1-2-7
Electrical System (Switch Panel) .............. T1-2-9
Electrical System (Relays)...................... T1-2-10
Engine .....................................................T1-2-11
Pump Device .......................................... T1-2-12
Swing Device.......................................... T1-2-13
Signal Control Valve ............................... T1-2-13
Control Valve .......................................... T1-2-13
2-Spool Solenoid Valve Unit ................... T1-2-13
Travel Device.......................................... T1-2-14
Blade Control Valve (Optional) ............... T1-2-14
Group 3 Component Specifications

Engine ...................................................... T1-3-1
Engine Accessories .................................. T1-3-4
Hydraulic Component ............................... T1-3-5
Electrical Component ............................... T1-3-9
1R7T-1-1
(Blank)
1R7T-1-2
GENERAL / Specifications
SPECIFICATIONS
ZX110-3, 110M-3
A
C
G
E
D
K J
I H M1U1-12-001
Model ZX110-3 ZX110M-3

Type of Front-End Attachment 2.26 m (7 ft 5 in) Arm
Bucket Capacity (Heaped) PCSA 0.45 m3 (0.59 yd3), CECE 0.4 m3
Operating Weight 10900 kg (24030 lb) 13100 kg (28880 lb)
Basic Machine Weight 8400 kg (18519 lb) 10700 kg (23589 lb)
ISUZU AJ-4JJ1XYSA-03 66 kW/1800 min-1 (90 PS/1800 rpm)
Engine
(HP mode: 69 kW/2000 min-1 (94 PS/2000 rpm))
A: Overall Width
2490 mm (8 ft 2 in) 2690 mm (8 ft 10 in)
(Excluding back mirrors)
B: Cab Height 2740 mm (9 ft 0 in) 2950 mm (9 ft 8 in)
C: Rear End Swing Radius 2130 mm (7 ft 0 in)
D: Minimum Ground Clearance * 440 mm (1 ft 5 in) * 595 (1 ft 11 in)
E: Counterweight Clearance * 890 mm (2 ft 11 in) * 1100 (3 ft 7 in)
F: Engine Cover Height * 2050 mm (6 ft 9 in) * 2260 (7 ft 5 in)
G: Overall Width of Upperstructure 2460 mm (8 ft 1 in)
H: Undercarriage Length 3340 mm (10 ft 11 in) 3790 mm (12 ft 5 in)
I: Undercarriage Width 2490 mm (8 ft 2 in) 2690 mm (8 ft 10 in)
J: Sprocket Center to Idler Center 2620 mm (8 ft 7 in) 2990 mm (9 ft 10 in)
500 mm (1 ft 8 in) 700 mm (2 ft 4 in)
K: Track Shoe Width
(Grouser shoe) (Grouser shoe)
Ground Pressure 37 kPa (0.38 kgf/cm2, 5.4 psi) 28 kPa (0.29 kgf/cm2, 4.1 psi)
Swing Speed 13.9 min–1 (rpm)
Travel Speed (fast/slow) 5.5/3.6 km/h (3.4/2.2 mph) 4.2/2.4 km/h (2.6/1.5 mph)
Gradeability 35° (tanθ = 0.70)
NOTE: “*” The dimensions do not include height of the shoe lug.
T1-1-1
ZX120-3, 130K-3, 130L-3

A
C
G
E
D
K J
M1U1-12-001
I H
ZX130K-3
Model ZX120-3 ZX130L-3
Standard High-Grade
2.52 m (8 ft 3 in)
2.52 m (8 ft 3 in) 2.52 m (8 ft 3 in)
Type of Front-End Attachment Reinforcement
Arm K Arm
Arm
12100 kg 12600 kg 13100 kg 13800 kg
Operating Weight
(26676 lb) (27778 lb) (28880 lb) (30423 lb)
9400 kg 9700 kg 10200 kg 11100 kg
Basic Machine Weight
(20723 lb) (21385 lb) (22487 lb) (24471 lb)
Engine
A: Overall Width
2490 mm (8 ft 2 in)
2740 mm 2870 mm 2950 mm
B: Cab Height
(9 ft 0 in) (9 ft 5 in) (9 ft 8 in)
D: Minimum Ground Clearance * 440 mm (1 ft 5 in) * 595 (1 ft 11 in)
E: Counterweight Clearance * 890 mm (2 ft 11 in) * 1100 (3 ft 7 in)
F: Engine Cover Height * 2050 mm (6 ft 9 in) * 2260 (7 ft 5 in)
H: Undercarriage Length 3580 mm (11 ft 9 in) 3790 (12 ft 5 in)
I: Undercarriage Width 2490 mm (8 ft 2 in)
J: Sprocket Center to Idler Center 2880 mm (9 ft 5 in) 2990 (9 ft 10 in)
K: Track Shoe Width 500 mm (1 ft 8 in) (Grouser shoe)
38 kPa (0.39 39 kPa (0.40 41 kPa (0.42, 41 kPa (0.42,
Ground Pressure
kgf/cm2, 5.5 psi) kgf/cm2, 5.7 psi) kgf/cm2, 6.0 psi) kgf/cm2, 6.0 psi)
4.9/2.7 km/h
Travel Speed (fast/slow) 5.5/3.4 km/h (3.4/2.1 mph)
(3.0/1.7 mph)
T1-1-2
ZX135US-3, 135USK-3
A
G C
B
F
E
D
K J
I H
M1U4-12-005
Model ZX135US-3 ZX135USK-3

Type of Front-End Attachment 2.52 m (8 ft 3 in) Arm 2.52 m (8 ft 3 in) K Arm
Operating Weight 13400 kg (29542 lb) 14600 kg (32187 lb)
Basic Machine Weight 10800 kg (23810 lb) 11800 kg (26014 lb)
Engine
A: Overall Width
2500 mm (8 ft 2 in)
B: Cab Height 2740 mm (9 ft 0 in) 2820 mm (9 ft 3 in)
C: Rear End Swing Radius 1480 mm (4 ft 10 in) 1530 mm (5 ft 0 in)
D: Minimum Ground Clearance * 440 mm (1 ft 5 in)
E: Counterweight Clearance * 860 mm (2 ft 10 in)
F: Engine Cover Height * 2100 mm (6 ft 11 in)
H: Undercarriage Length 3580 mm (11 ft 9 in)
J: Sprocket Center to Idler Center 2880 mm (9 ft 5 in)
500 mm (1 ft 8 in)
K: Track Shoe Width
(Grouser shoe)
Ground Pressure 42 kPa (0.43 kgf/cm2, 6.1 psi) 46 kPa (0.47 kgf/cm2, 6.7 psi)
–1
Swing Speed 13.7 min (rpm)
T1-1-3
ZX135USL-3
A
G C
B
F
E
D
K J
I H
M1U4-12-005
Model ZX135USL-3
Type of Front-End Attachment 2.52 m (8 ft 3 in) Reinforcement Arm
Operating Weight 15000 kg (33069 lb)
Basic Machine Weight 12300 kg (27117 lb)
Engine
A: Overall Width
2500 mm (8 ft 2 in)
B: Cab Height 2950 mm (9 ft 8 in)
D: Minimum Ground Clearance * 595 mm (1 ft 11 in)
E: Counterweight Clearance * 1060 mm (3 ft 6 in)
F: Engine Cover Height * 2300 mm (7 ft 7 in)
H: Undercarriage Length 3790 mm (12 ft 5 in)
J: Sprocket Center to Idler Center 2990 mm (9 ft 10 in)
500 mm (1 ft 8 in)
K: Track Shoe Width
(Grouser shoe)
Ground Pressure 45 kPa (0.46 kgf/cm2, 6.5 psi)
T1-1-4
WORKING RANGES (GROUSER SHOE)
ZX110-3
G G
C C
D D
E E
F F
A A
B B
M1U1-12-003
Backhoe Shovel
Model ZX110-3
Category 1.96 m (6 ft 5 in) Arm 2.26 m (7 ft 5 in) Arm 2.81 m (9 ft 3 in) Arm
Item Backhoe Shovel Backhoe Shovel Backhoe Shovel
A: Maximum Digging mm 7490 7640 7760 7910 8240 8390
Reach (ft⋅in) (24’7”) (25’1”) (25’6”) (25’11”) (27’0”) (27’6”)
B: Maximum Digging mm 4780 4930 5080 5230 5630 5780
Depth (ft⋅in) (15’8”) (16’2”) (16’8”) (17’2”) (18’6”) (19’0”)
C: Maximum Cutting mm 7940 8140 8110 8310 8360 8570
Height (ft⋅in) (26‘1”) (26‘8”) (26‘7”) (27‘3”) (27‘5”) (28‘1”)
D: Maximum Dumping mm 5530 5620 5700 5800 5960 6060
Height (ft⋅in) (18‘2”) (18‘5”) (18‘8”) (19‘0”) (19‘7”) (19‘11”)
E: Transport Height mm 2740 2740 2740 2740 2740 2740
(ft⋅in) (9‘0”) (9‘0”) (9‘0”) (9‘0”) (9‘0”) (9‘0”)
F: Overall Transport mm 7280 7280 7280 7280 7300 7300
Length (ft⋅in) (23‘11”) (23‘11”) (23‘11”) (23‘11”) (23‘11”) (23‘11”)
G: Minimum Swing mm 2370 2370 2400 2400 2660 2660
Radius (ft⋅in) (7‘9”) (7‘9”) (7‘10”) (7‘10”) (8‘9”) (8‘9”)
NOTE: The dimensions do not include height of the shoe lug (except Item E).
T1-1-5
ZX110M-3
G G
C C
D D
E E
F F
A A
B B
M1U1-12-003
Backhoe Shovel
Model ZX110M-3
Reach (ft⋅in) (24’7”) (25’1”) (25’6”) (25’11”) (27’0”) (27’6”)
Depth (ft⋅in) (15’0”) (15’6”) (16’0”) (16’6”) (17’10”) (18’3”)
Height (ft⋅in) (26‘8”) (27‘4”) (27‘4”) (27‘11”) (28‘1”) (28‘9”)
Height (ft⋅in) (18‘10”) (19‘1”) (19‘5”) (19‘9”) (20‘3”) (20‘6”)
E: Transport Height mm 2950 2950 2950 2950 2950 2950
(ft⋅in) (9‘8”) (9‘8”) (9‘8”) (9‘8”) (9‘8”) (9‘8”)
F: Overall Transport mm 7260 7260 7260 7260 7280 7280
Length (ft⋅in) (23‘10”) (23‘10”) (23‘10”) (23‘10”) (23‘11”) (23‘11”)
G: Minimum Swing mm 2370 2370 2400 2400 2660 2660
Radius (ft⋅in) (7‘9”) (7‘9”) (7‘10”) (7‘10”) (8‘9”) (8‘9”)
T1-1-6
ZX120-3
G G
C C
D D
E E
F F
A A
B B
M1U1-12-003
Backhoe Shovel
Model ZX120-3
Reach (ft⋅in) (26’1”) (26’7”) (27’4”) (27’9”) (28’10”) (29’3”)
Depth (ft⋅in) (16’11”) (17’5”) (18’3”) (18’9”) (19’11”) (20’4”)
Height (ft⋅in) (27‘6”) (28‘1”) (28‘1”) (28‘9”) (29‘2”) (29‘10”)
Height (ft⋅in) (19‘7”) (19‘11”) (20‘3”) (20‘6”) (21‘4”) (21‘7”)
E: Transport Height mm 2740 2740 2740
(ft⋅in) (9‘0”) (9‘0”) (9‘0”)
F: Overall Transport mm 7660 7650 7660 7670
Length (ft⋅in) (25‘2”) (25‘1”) (25‘2”) (25‘2”)
G: Minimum Swing mm 2370 2390 2640
Radius (ft⋅in) (7‘9”) (7‘10”) (8‘8”)
T1-1-7
ZX130K-3, 130L-3
G G
C C
D D
E E
F F
A A
B B
M1U1-12-003
Backhoe Shovel
Model ZX130K-3 ZX130L-3

Category 2.52 m (8 ft 3 in) K Arm 2.52 m (8 ft 3 in) Reinforcement Arm
Item Backhoe Shovel Backhoe Shovel
A: Maximum Digging mm 8320 8460 8320 8460
Reach (ft⋅in) (27’4”) (27’9”) (27’4”) (27’9”)
B: Maximum Digging mm 5570 5710 5360 5500
Depth (ft⋅in) (18’3”) (18’9”) (17’7”) (18’1”)
C: Maximum Cutting mm 8570 8770 8780 8980
Height (ft⋅in) (28‘1”) (28‘9”) (28‘10”) (29‘6”)
D: Maximum Dumping mm 6160 6250 6370 6460
Height (ft⋅in) (20‘3”) (20‘6”) (20‘11”) (21‘2”)
E: Transport Height mm Standard 2740 (9‘0”)
2950 (9‘8”)
(ft⋅in) High-Grade 2870 (9’5”)
F: Overall Transport mm 7660 7660
Length (ft⋅in) (25‘2”) (25‘2”)
G: Minimum Swing mm 2390 2390
Radius (ft⋅in) (7‘10”) (7‘10”)
T1-1-8
ZX135US-3
G G
C C
D D
E E
F F
A A
B B
M1U1-12-003
Backhoe Shovel
Model ZX135US-3
Reach (ft⋅in) (26’4”) (26’10”) (27’6”) (28’0”) (29’0”) (29’6”)
Depth (ft⋅in) (16’10”) (17’3”) (18’2”) (18’8”) (19’9”) (20’3”)
Height (ft⋅in) (29‘5”) (29‘11”) (30‘4”) (30‘10”) (31‘7”) (32‘1”)
Height (ft⋅in) (21‘4”) (22‘4”) (22‘3”) (23‘2”) (23‘7”) (24‘5”)
E: Transport Height mm 2780 2780 2780
(ft⋅in) (9‘1”) (9‘1”) (9‘1”)
F: Overall Transport mm 7360 7370 7370 7380
Length (ft⋅in) (24‘2”) (24‘2”) (24‘2”) (24‘3”)
G: Minimum Swing mm 1990 2100 2440
Radius (ft⋅in) (6‘6”) (6‘11”) (8‘0”)
T1-1-9
ZX135USK-3, 135USL-3
G G
C C
D D
E E
F F
A A
B B
M1U1-12-003
Backhoe Shovel
Model ZX135USK-3 ZX135USL-3

Category 2.52 m (8 ft 3 in) K Arm 2.52 m (8 ft 3 in) Reinforcement Arm
Item Backhoe Shovel Backhoe Shovel
A: Maximum Digging mm 8380 8530 8380 8530
Reach (ft⋅in) (27’6”) (28’0”) (27’6”) (28’0”)
B: Maximum Digging mm 5530 5680 5330 5480
Depth (ft⋅in) (18’2”) (18’8”) (17’6”) (18’0”)
C: Maximum Cutting mm 9240 9390 9440 9590
Height (ft⋅in) (30‘4”) (30‘10”) (31‘0”) (31‘6”)
D: Maximum Dumping mm 6780 7060 6980 7260
Height (ft⋅in) (22‘3”) (23‘2”) (22‘11”) (23‘10”)
E: Transport Height mm 2870
2950 (9‘8”)
(ft⋅in) (9‘5”)
F: Overall Transport mm 7370 7470
Length (ft⋅in) (24‘2”) (24‘6”)
G: Minimum Swing mm 2100 2100
Radius (ft⋅in) (6‘11”) (6‘11”)
T1-1-10
GENERAL / Component Layout
MAIN COMPONENTS
ZX110-3 class, 120-3 class
3
1
4
5
6
7
8
9
26
10
25
24 11
23 12
22
21 13
20 14
19 15
18 16
17
T1R7-01-02-001
1 - Bucket Cylinder 8 - 2-Spool Solenoid Valve 15 - Radiator 21 - Air Cleaner

Unit
2 - Arm Cylinder 9 - Hydraulic Oil Tank 16 - Battery 22 - Center Joint
3 - Boom Cylinder 10 - Pilot Filter/ Pilot Relief 17 - Travel Device 23 - Track Adjuster
Valve
4 - Swing Bearing 11 - Pump Device 18 - Fuel Cooler 24 - Pilot Shut-Off Solenoid
Valve
5 - Swing Device 12 - Engine 19 - Oil Cooler 25 - Travel Pilot Valve
6 - Fuel Tank 13 - Intercooler 20 - Signal Control Valve 26 - Front Attachment / Swing
Pilot Valve
7 - Control Valve 14 - Air Conditioner Condenser
T1-2-1
ZX135US-3 class
1
2
4
5
6
7
8
9
10
22
11
21
20 12
19 13
18
14
17
16 15
T1R7-01-02-002
1 - Bucket Cylinder 7 - Fuel Tank 13 - Intercooler 18 - Air Cleaner

2 - Arm Cylinder 8 - Hydraulic Oil Tank 14 - Air Conditioner Condenser 19 - Oil Cooler
3 - Boom Cylinder 9 - Swing Device 15 - Radiator 20 - Front Attachment/ Swing
Pilot Valve
4 - Signal Control Valve 10 - Pump Device 16 - Battery 21 - Pilot Shut-Off Solenoid
Valve
5 - 2-Spool Solenoid Valve 11 - Engine 17 - Fuel Cooler 22 - Travel Pilot Valve
Unit
6 - Control Valve 12 - Center Joint
T1-2-2
ELECTRICAL SYSTEM (OVERVIEW)
5
6
4
3
2
Relays
Refer to T1-2-10.
1
7
8
9
10
11
12
17
16 13
15
14
T1R7-01-02-003
1 - Fuel Sensor 6 - Communication Aerial 10 - Intake-Air Temperature 14 - Wiper Motor

Sensor
2 - Hydraulic Oil Temperature 7 - Battery 11 - ECM 15 - Monitor Unit
Sensor
3 - 2-Spool Solenoid Valve 8 - GPS (Global Positioning 12 - Atmospheric Pressure 16 - Horn
Unit System) Aerial Sensor
4 - Solenoid Pump 9 - Air Filter Restriction Switch 13 - Pilot Shut-Off Solenoid 17 - Working Light
Valve
5 - Rear View Camera
T1-2-3
ZX135US-3 class
4 5
3 6
7
1
8
Relays
Refer to T1-2-10.
9
10
18 11
12
13
17
16
14
15 T1R7-01-02-004
1 - 2-Spool Solenoid Valve 6 - Rear View Camera 11 - Battery 15 - Wiper Motor

Unit
2 - Fuel Sensor 7 - Communication Aerial 12 - ECM 16 - Monitor Unit
3 - Hydraulic Oil Temperature 8 - GPS (Global Positioning 13 - MC 17 - Horn
Sensor System) Aerial
4 - Solenoid Pump 9 - Air Filter Restriction Switch 14 - Pilot Shut-Off Solenoid 18 - Working Light
Valve
5 - Atmospheric Pressure 10 - Intake-Air Temperature
Sensor Sensor
T1-2-4
ELECTRICAL SYSTEM (IN CAB)
Rear Tray
Refer to T1-2-7.
Switch Panel
Refer to T1-2-9.
T1V1-01-02-011
1
1- Engine Stop Switch 2- Radio
T1-2-5
ZX135US-3 class
Rear Tray
(Refer to T1-2-8.)
Switch Panel
(Refer to T1-2-9.)
1 T1V1-01-02-034
1 - Engine Stop Switch 2- Radio
T1-2-6
ELECTRICAL SYSTEM (REAR TRAY)
ZX110-3 class, 120-3 class 1
T1V1-01-02-007
5 4
8 9 10 11
7
12
6
13
14
T1V1-01-02-009
19 18 17 16 15
1- MC (Main Controller) 6- Security Relay (R5) 11 - Pilot Shut-Off Relay (R12) 16 - Light Relay 2 (R8)
2- Fuse Box 7- Starter Cut Relay (R4) 12 - Load Damp Relay (R1) 17 - ECM (Engine Control
Module) Main Relay (R14)
3- Dr. ZX Connector 8- OFF Relay (Air 13 - Wiper Relay (R6) 18 - Washer Relay (R9)
(Download Connector Conditioner) (R12)
Using Combinedly)
4 - ICF (Information 9- Security Horn Relay (R3) 14 - Light Relay 1 (R7) 19 - Horn Relay (R10)
Controller)
5 - Satellite Communication 10 - Air Conditioner Relay 15 - MAX HI Relay (Air
Terminal (Optional) (R11) Conditioner) (R13)
T1-2-7
ZX135US-3 class
T1V1-01-02-035
18
5
17
6
16
7
15
8
14
9
13
10
12 11
T1V1-01-02-036
1- Satellite Communication 6 - Light Relay 1 (R7) 11 - Horn Relay (R10) 15 - Security Horn Relay (R3)
Terminal (Optional)
2 - Dr. ZX Connector (Download 7 - MAX HI Relay (Air 12 - Security Relay (R5) 16 - Air Conditioner Relay (R11)
Connector Using Combinedly) Conditioner) (R13)
3 - Fuse Box 8 - Light Relay 2 (R8) 13 - Starter Cut Relay (R4) 17 - Pilot Shut-Off Relay (R2)
4 - ICF (Information Controller) 9 - ECM (Engine Control 14 - OFF Relay (Air 18 - Load Damp Relay (R1)
Module) Main Relay Conditioner) (R12)
(R14)
5- Wiper Relay (R6) 10 - Washer Relay (R9)
T1-2-8
ELECTRICAL SYSTEM (SWITCH PANEL)
2
1 6
9 8 7 T1V1-01-02-037
1 - Wiper / Washer Switch 4 - Auto-Idle Switch 6- Travel Mode Switch 8- Overhead Window Washer
Switch (Optional)
2 - Working Light Switch 5 - Power Mode Switch 7- Key Switch 9 - Overhead Window Wiper Switch
(Optional)
3 - Engine Control Dial
T1-2-9
ELECTRICAL SYSTEM (RELAYS)
4 6
3
2 7
T1R7-01-02-008
1 - Battery 3 - Fusible Link (45 A) 5 - Fresh Air Temperature 7 - Glow Relay

Sensor
2 - Fusible Link (65 A) 4 - Battery Relay 6 - Starter Relay
T1-2-10
ENGINE
T1T1-01-02-005
5 6
3 4
7
8
9
13
12
T1T1-01-02-003
11 10
T1T1-01-02-004
1 - EGR (Exhaust Gas 5 - Overheat Switch 8 - Boost Temperature Sensor 11 - Hydraulic Oil Pressure
Recirculation) Valve Sensor
2 - Glow Plug 6 - Injector 9 - Common Rail Pressure 12 - Fuel Temperature Sensor
Sensor
3 - Cam Angle Sensor 7 - Boost Pressure Sensor 10 - Crank Speed Sensor 13 - Supply Pump Actuator
4 - Coolant Temperature
Sensor
T1-2-11
PUMP DEVICE
1 2 3
T1R7-01-02-005
7 6 5 4 T1R7-04-05-001
8 9
Blade Pump (Optional)
1 2 3
T1R7-01-02-006
10 7 6 5 4 8 9
T1R7-04-05-002
1 - Pilot Pump 4 - Pump 1 Control Pressure 7 - Pump 2 Control Pressure 9 - Pump 1 Delivery Pressure
Sensor Sensor Sensor
2 - Pump 2 5 - Torque Control Solenoid 8 - Pump 2 Delivery Pressure 10 - Blade Pump (Optional)
Valve Sensor
3 - Pump 1 6 - Maximum Pump 2 Flow
Rate Limit Control Solenoid
Valve
T1-2-12
SWING DEVICE CONTROL VALVE
2 3
1
4
T176-01-02-003
T176-01-02-002
SIGNAL CONTROL VALVE 2-SPOOL SOLENOID VALVE UNIT
8
7 9
T1R7-01-02-007
T178-03-06-015
1 - Pressure Sensor 4- Main Relief Valve 6- Pressure Sensor (Swing) 8- Solenoid Valve Unit (SC)
(Front Attachment)
2 - Swing Relief Valve 5- Pressure Sensor 7- Pressure Sensor (Travel) 9- Solenoid Valve Unit (SI)
(Boom Raise)
3 - Pressure Sensor
(Arm Roll-In)
T1-2-13
TRAVEL DEVICE BLADE CONTROL VALVE (OPTIONAL)
2 T155-01-01-006
3
T1SM-01-02-007
1 - Counterbalance Valve 2 - Travel Relief Valve 3 - Overload Relief Valve

(Blade)
T1-2-14
GENERAL / Component Specifications
ENGINE
Manufacturer.................................................. ISUZU
Model ............................................................. 4JJ1XYSA-03
Type ............................................................... Diesel, 4-Cycle, Water-cooled, Over Head Valve Direct Injec-
tion Type, Exhaust Turbo Charged Type
Cyl. No.- Bore × Stroke .................................. 4-95.4 mm×104.9 mm (3.76 in×4.13 in)
Piston Displacement ...................................... 2999 cm3 (183 in3)
Rated Output.................................................. 67.5 kW/1800 min-1 (92 PS/1800 rpm)
HP Mode: 69.5 kW / 2000 min-1 (94 PS / 2000 rpm)
Compression Ratio ........................................ 17.5
Dry Weight ..................................................... 320 kg (705 lb)
Firing Order.................................................... 1-3-4-2
Rotation Direction .......................................... Clockwise (Viewed from the fan side)
COOLING SYSTEM
Cooling Fan ................................................... Dia. 650 mm (25.6 in), 5 Blades, Draw-in Type, Synthetic
Resin, with Fan Ring and Safety Net
Fan Pulley Ratio............................................. Belt Driven Rotation Ratio: 0.87
Thermostat ..................................................... Cracking Temperature at Atmospheric Pressure: 92 °C (198 °F)
Water Pump ................................................... Centrifugal Type
LUBRICATION SYSTEM
Lubrication Pump Type .................................. Gear Pump
Oil Filter.......................................................... Full-Flow Paper Element Type with Bypass
Oil Cooler ....................................................... Water Cooled Integral Type
STARTING SYSTEM
Motor ..............................................................Magnetic Pinion Shift Reduction Type
Voltage / Output .............................................24 V / 4 kW
PREHEAT SYSTEM
Preheating Method.........................................Glow Plug (24V, QOS II Type)
ENGINE STOP SYSTEM

Stop Method................................................... Fuel Shut-Off (Electronic Control)
T1-3-1
ALTERNATOR
Type ............................................................... Regulator Integrated AC Type, Brushless
Voltage / Output ............................................. 24 V / 50 A (Brushless)
SUPERCHARGING SYSTEM
Type ............................................................... Exhaust-Turbocharger Type RHF5 Type without Weight Gate
FUEL SYSTEM
Type ...............................................................Common Rail Type HP3 Type
Governor ........................................................Electronic All Speed Control
Injection Nozzle ............................................Electrical Multi-Hole Injector
PERFORMANCE
IMPORTANT: This list shows design specifications, which are not servicing standards.
Fuel Consumption Ratio ................................ 217 g/kW/h (295 g/PS⋅h) at 69.5 kW /
(at Full Load: 2000 min-1)
215 g/kW/h (292 g/PS⋅h) at 67.5 kW /
(at Working Load: 1800 min-1)
Maximum Output Torque................................ 375±19 N⋅m (38±2 kgf⋅m, 275±15 lbf⋅ft)
at approx. 1600 min-1
Compression Pressure .................................. 3 MPa (31 kgf/cm2, 440 psi) at 200 min-1
Valve Clearance (Inlet / Exhaust) .................. 0.15 / 0.15 mm (when cool)
No Load Speed ............................................ Slow: (at Full Load: 800±20 min-1)
Fast: (at Full Load: 2000±20 min-1)
(at Working Load: 1800±20 min-1)
T1-3-2
Engine Performance Curve (4JJ1XYSA-03)
Test Condition: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for Construc-
tion Machinery) under standard atmospheric pressure.
2. Equipped with the fan and the alternator.
450
400
Torque (N⋅m)
350
300
250
200
150
Output 80
(kW)
70
60
50
40
30
20
10
260 Fuel Consumption

Ratio (g/kW⋅h)
240
220
200
800 1000 1200 1400 1600 1800 2000 T1R7-01-03-001
-1
Engine Speed min (rpm)
T1-3-3
ENGINE ACCESSORIES
RADIATOR ASSEMBLY
Type ...............................................................Parallel Type
Weight ............................................................42 kg (93 lb)
Radiator Oil Cooler

Capacity ......................................................... 6.1 L (1.6 US gal.) 8.4 L (2.2 US gal.)
Air-Tight Test Pressure .................................. 100 kPa (1.0 kgf/cm2, 14.5 psi) 1500 kPa (15 kgf/cm2, 218 psi)
Cap Opening Pressure .................................. 49 kPa (0.5 kgf/cm2, 7 psi) −
Intercooler
Capacity ......................................................... 7.5 L (2.0 US gal.)
Air-Tight Test Pressure .................................. 250 kPa (2.6 kgf/cm2, 37 psi)
Cap Opening Pressure .................................. −
FUEL COOLER
Weight ............................................................ 0.7 kg (1.5 lb)
Core Type....................................................... Wavy Fin
Capacity ......................................................... 0.2 L (0.05 US gal.)
BATTERY
Type ............................................................... 80D26R-MF
Capacity ......................................................... 55 Ah (5-Hour Rate)
Voltage ........................................................... 12 V
Weight ............................................................ 17.7 kg (40 lb)×2
SOLENOID PUMP
Manufacture Product No................................ B6952B-00-00
Rated Voltage ................................................ DC 24 V
T1-3-4
HYDRAULIC COMPONENT
MAIN PUMP
Type ............................................................... Swash Plate Type, Variable Displacement Axial Plunger Pump
HPK055AT-RH17A
REGULATOR
Type ............................................................... Hydraulic Pressure Operated Type
PILOT PUMP
Type ............................................................... Fixed Displacement Type Gear Pump
BLADE PUMP (OPTIONAL)

Type ............................................................... Fixed Displacement Type Gear Pump
CONTROL VALVE
Type ............................................................... Pilot Pressure Operated Type (4-Spool + 5-Spool)
Main Relief Set-Pressure............................... Normal: 34.3 MPa (350 kgf/cm2, 4980 psi) at
80 L/min (21.1 US gpm)
Overload Relief Set-Pressure ........................ 37.3 MPa (380 kgf/cm2, 5400 psi) at 50 L/min (13.2 US gpm)
(Boom, Arm Roll-In, Bucket Roll-In)
39.2 MPa (400 kgf/cm2, 5690 psi) at 50 L/min (13.2 US gpm)
(Arm Roll-Out, Bucket Roll-Out)
BLADE CONTROL VALVE (OPTIONAL)

Type ............................................................... Pilot Pressure Operated Type
Overload Relief Set-Pressure ........................ 27.5MPa (280 kgf/cm2, 3980 psi) at 50 L/min (13.2 US gpm)
39.2 MPa (400 kgf/cm2, 5400 psi) at 50 L/min (13.2 US gpm)
BLADE MAIN RELIEF VALVE (OPTIONAL)

Set-Pressure .................................................. 20.6 MPa (210 kgf/cm2, 2990 psi) at 34.4 L/min (9.1 US gpm)
T1-3-5
SWING DEVICE
Type .......................................................... Two-Stage Reduction Planetary Gear
Reduction Gear Ratio ............................... 16.155
SWING MOTOR
Type .......................................................... Swash Plate Type, Fixed Displacement Axial Plunger Motor
VALVE UNIT
Type .......................................................... Non Counterbalance Valve Type
Relief Set-Pressure................................... 31.3 MPa (320 kgf/cm2, 4550 psi)
SWING PARKING BRAKE

Type .......................................................... Wet-Type Spring Set Hydraulic Released Multi-Disc Brake
Release Pressure ................................... 1.87 MPa (19.1 kgf/cm2, 271 psi): Cracking pressure
2.52 MPa (25.7 kgf/cm2, 366 psi): Full open
TRAVEL DEVICE
Type .......................................................... Two-Stage Reduction Planetary Gear
Reduction Gear Ratio ............................... 48.846 (ZX110-3/120-3)
57.263 (ZX135US-3)
TRAVEL MOTOR
Type .......................................................... Swash-Plate Type, Variable Displacement Axial Plunger Motor
TRAVEL BRAKE VALVE

Type .......................................................... Counterbalance Valve Type
Relief Set Pressure ................................... 34.8+2.00 MPa (355+200 kgf/cm2, 5050+2850 psi) at 40 L/min-1
TRAVEL PARKING BRAKE

Type .......................................................... Wet-Type Spring Set Hydraulic Released Multi-Disc Brake
T1-3-6
CYLINDER
ZAXIS110-3: Boom Arm Bucket
Rod Diameter............................................ 70 mm (2.76″) 75 mm (2.95″) 65 mm (2.56″)
Cylinder Bore ............................................ 95 mm (3.74″) 105 mm (4.13″) 95 mm (3.74″)
Stroke ........................................................ 942 mm (3′ 1″) 1040 mm (3′ 5″) 875 mm (2′10″)
Fully Retracted Length.............................. 1428 mm (4′ 8″) 1525 mm (5′ 0″) 1350 mm (4′ 5″)
Plating Thickness...................................... 30 μm (1.18 μin) 30 μm (1.18 μin) 30 μm (1.18 μin)
Weight ....................................................... 98 kg (216 lb) 123 kg (271 lb) 91 kg (201 lb)
ZAXIS120-3: Boom Arm Bucket

Stroke ........................................................ 941 mm (3′ 1″) 1135 mm (3′ 9″) 875 mm (2′10″)
Fully Retracted Length.............................. 1448 mm (4′ 9″) 1650 mm (5′ 5″) 1350 mm (4′ 5″)
ZAXIS135US-3: Boom Arm Bucket

Stroke ........................................................ 995 mm (3′ 3″) 1127 mm (3′ 8″) 875 mm (2′ 10″)
Fully Retracted Length.............................. 1503 mm (4′11″) 1650 mm (5′ 5″) 1350 mm (4′ 5″)
Blade Cylinder (Optional)

Rod Diameter............................................ 70 mm (2.76″)
Cylinder Bore ............................................ 100 mm (3.94″)
Stroke ........................................................ 220 mm (8.66″)
Fully Retracted Length.............................. 658 mm (2′ 2″)
Plating Thickness...................................... 30 μm (1.18 μin)
Weight ....................................................... 49 kg (108 lb)
FRONT ATTACHMENT PILOT VALVE

Model ........................................................ HVP06J-040-101
TRAVEL PILOT VALVE

Model ........................................................ HVP05S-040-101
BLADE PILOT VALVE (OPTIONAL)

Model ........................................................ RCV8C1030
T1-3-7
2-SPOOL SOLENOID VALVE UNIT

Function ......................................................... ⋅ SC : Arm Regenerative Control
⋅ SI : Travel Motor Displacement Angle Control
SIGNAL CONTROL VALVE

Model ............................................................. KVSS-10-H
PILOT SHUT-OFF VALVE

Type ............................................................... ON/OFF Solenoid Valve
OIL COOLER BYPASS CHECK VALVE

Cracking Pressure ......................................... 392±78 kPa (4±0.8 kgf/cm2, 57±11 psi) at 5 L/min
FILTER
Engine Oil Filter ............................................. ISUZU 8973243861
Fuel Filter ....................................................... ISUZU 8980945460
Filtration
Air Cleaner ..................................................... −
Full-Flow Filter ............................................... β10≥3.0
Suction Filter .................................................. 177 μm (80 mesh)
Pilot Filter ....................................................... 10≥1.4
T1-3-8
ELECTRICAL COMPONENT
BATTERY RELAY
Parts No. ........................................................ ISUZU 8943795431
Voltage / Current ............................................24 V / 100 A
STARTER CUT-OFF RERAY

Parts No. ........................................................ ISUZU 89800056310
Voltage ........................................................... 24 V
GLOW RELAY
Parts No. ........................................................ ISUZU 8944607060
Voltage ........................................................... 24 V
HYDRAULIC OIL TEMPERATURE SENSOR

Operating Temperature .................................. -30 to 120 °C (-22 to 248 °F)
AIR CLEARNER RESTRICTION SWITCH

Operating Pressure........................................ 62.2±0.60 kPa
HORN
Voltage / Current ............................................ 24 V⋅2.5+0.5-1 A
Sound Pressure ............................................. 113±5 dB (A) @2 m
ILLUMINATION
Specifications ................................................. Working Light: Halogen 24V, 70 W / 60 W
Cab Light: 24 V, 10 W
T1-3-9
AIR CONDITIONER
Refrigerant ................................................... 134 a
Cooling Ability ................................................ 19.3 MJ/h (4600 kcal/h) or More
Cool Air Volume ............................................. 550 m3/h or More
Heating Ability ................................................ 21.0 MJ/h (5000 kcal/h) or More
Warm Air Volume ........................................... 500 m3/h or More
Temperature Adjusting System ...................... Electronic Type
Refrigerant Quantity....................................... 850±50 g
Compressor Oil Quantity ............................... 210 cm3
T1-3-10
MEMO
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SECTION 2
SYSTEM
—CONTENTS—
Group 1 Controller Group 5 Electrical System
Outline ...................................................... T2-1-1 Outline ...................................................... T2-5-1
Can (Network Provided for Machine)........ T2-1-2 Main Circuit............................................... T2-5-2
MC: Main Controller.................................. T2-1-4 Electric Power Circuit (Key Switch: OFF).. T2-5-4
ECM: Engine Control Module ................. T2-1-20 Accessory Circuit ...................................... T2-5-6
ICF: Information Controller ..................... T2-1-22 Starting Circuit (Key Switch: START) ........ T2-5-8
Outline .................................................... T2-1-25 Charging Circuit (Key Switch: ON) .......... T2-5-10
Serge Voltage Prevention Circuit ............ T2-5-14
Group 2 Control System Pilot Shut-Off Circuit (Key Switch: ON) ... T2-5-16
Outline ...................................................... T2-2-1 Security Lock Circuit ............................... T2-5-18
Engine Control.......................................... T2-2-4 Engine Stop Circuit (Key Switch: OFF) ... T2-5-20
Pump Control ......................................... T2-2-26 Security Horn Circuit ............................... T2-5-22
Valve Control .......................................... T2-2-40 Working Light Circuit............................... T2-5-24
Other Controls ........................................ T2-2-54 Wiper Circuit ........................................... T2-5-26
Group 3 ECM System

Outline ...................................................... T2-3-1
Fuel Injection Control ............................... T2-3-2
Engine Start Control ............................... T2-3-10
EGR (Exhaust Gas Recirculation)
Control.................................................. T2-3-12
Fuel Injection Amount Correction............ T2-3-14
Engine Stop Control................................ T2-3-16
Group 4 Hydraulic System

Outline ...................................................... T2-4-1
Pilot Circuit ............................................... T2-4-2
Main Circuit ............................................ T2-4-12
1R7T-2-1
(Blank)
1R7T-2-2
SYSTEM / Controller
OUTLINE
The controllers are provided for each control

respectively.
Each controller is connected by using CAN (network
provided for machine) in order to display on the
monitor unit in the cab or the monitoring of the
machine overall condition including the engine.
• MC：Main Controller
• ECM：Engine Control Module
• ICF：Information Controller
• Monitor Unit
Satellite Terminal ICF Dr.ZX

(Optional)
ECM Monitor Unit
CAN Bus Line
MC
T1R7-02-01-003
NOTE: CAN (CAN Bus Line)
T2-1-1
SYSTEM / Controller
CAN (NETWORK PROVIDED FOR
MACHINE)
MC, ECM, ICF and the monitor unit are connected by
using CAN bus line and communicate the signal and
data each other.
CAN bus line consists of two wires, CAN High and

CAN Low.
Each controller judges the CAN bus line level due to
potential difference between CAN High and CAN Low.
Each controller arranges the CAN bus line level and
sends the signal and the data to other controllers.
Satellite Terminal ICF Dr.ZX

(Optional)
ECM Monitor Unit
CAN Bus Line
MC
T1R7-02-01-003
T2-1-2
SYSTEM / Controller
(Blank)
T2-1-3
SYSTEM / Controller
MC: MAIN CONTROLLER
Function Outline
Engine Control
• Engine Control Dial Control • E Mode Control
MC sends the signal to ECM according to the Condition:
position of the engine control dial and controls the Both Pump Control Pressure and Pump Average
engine speed. Delivery Pressure: Low
When all control levers are in neutral with the Both Pump Control Pressure and Pump Average
engine control dial at the fast idle position, MC Delivery Pressure: High
sends the signal to ECM and reduces engine Pump Control Pressure: Low and Pump Average
speed by 100 min–1 from the fast idle speed. Delivery Pressure: High
Engine Control Dial: Set engine speed at 1800
• HP Mode Control min-1 or faster.
Average Delivery Pressure of Pumps 1 and 2: High Power Mode Switch: E Mode Position
Engine Control Dial: Set engine speed at 1500 On the conditions above, MC sends the signal to
min-1 or faster. ECM and decreases engine speed below the set
Power Mode Switch: HP Mode Position speed by the engine control dial.
When operating boom raise and arm roll-in on the Pump Control Pressure: High and Pump Average
conditions above, MC sends the signal to ECM Delivery Pressure: Low
and increases engine speed beyond the set On the conditions above, MC sends the signal to
speed by the engine control dial in order to ECM and increases engine speed 200 min-1
increase engine output power. beyond the set speed by the engine control dial.
• Travel HP Mode Control

Average Delivery Pressure of Pumps 1 and 2: High
Engine Control Dial: Fast Idle Position
Travel Mode Switch: Fast
When operating travel on the conditions above,
MC sends the signal to ECM and increases
engine speed beyond the set speed by the engine
control dial in order to increase travel speed.
When operating the front attachment at the same
time, this control becomes ineffective.
T2-1-4
SYSTEM / Controller
MC
Engine Control Dial
Power Mode
Switch
HP Mode CAN Bus Line
E Mode To ICF, Monitor Unit
Engine Speed Signal

Travel Mode Switch
(Fast)
ECM
Pump 2 Delivery Pump 1 Delivery
Pressure Sensor Pressure Sensor
Pressure Sensor
Travel
Front Attachment
Boom Raise
Pump 2 Control
Pressure Sensor
Arm Roll-In
Pump 1 Control
Pressure Sensor
T1V1-02-01-039
T2-1-5
SYSTEM / Controller
• Auto-Idle Control • Attachment Operation Speed Increase Control
All Control Levers: Neutral Position (Optional)
Auto-Idle Switch: ON Dr. ZX: Set the speed to a faster (+) attachment
On the conditions above, MC sends the signal to operating speed in the service mode.
ECM and set engine speed to the auto-idle speed. Engine Control Dial: Fast Idle Position
When operating the engine control dial, shifting Power Mode Switch: HP Mode
the power mode switch (E mode to P mode or P When the attachment is operated on the
mode to E mode) or operating front conditions above, MC sends the signals to ECM.
attachment/travel, auto-idle control is deactivated. ECM increases engine speed to the attachment
operating speed set by Dr. ZX.
• Hydraulic Oil Temperature Auto-Warming Up
Control • Attachment Operation Speed Limit Control
For 12 minutes after the engine starts or when (Optional)
hydraulic oil temperature is below 0 °C (32 °F), Dr. ZX: Set the speed to a slower (−) attachment
MC sends the signals to ECM according to the operating speed in the service mode.
signals from the key switch and the hydraulic oil When the attachment is operated on the
temperature sensor. conditions above, MC sends the signals to ECM.
ECM increases the engine speed to the hydraulic ECM increases engine speed to the attachment
oil temperature auto-warming up speed. operating speed set by Dr. ZX.
• Radiator Coolant Temperature Auto-Warming Up

Control
After the engine starts, ECM sends the signals
equivalent to radiator coolant temperature to MC.
MC sends the signal speed to ECM.
ECM increases the engine speed to the radiator
coolant temperature auto-warming up speed.
• Heater Control
Coolant Temperature: Less than 5 °C (41 °F)
Pump Control Pressure of Pumps 1 and 2: 0.5
MPa (5.1 kgf/cm2, 73 psi) or less
Engine Control Dial: Fast Idle Position
When the engine starts on the conditions above,
MC sends the signal to ECM and increases
engine speed beyond the fast idle speed.
T2-1-6
SYSTEM / Controller
Key Switch
MC
Engine Control Dial
Hydraulic Oil
Temperature Sensor
Auto-Idle Switch
Power Mode Switch

CAN Bus Line
HP Mode
E Mode To ICF
Set by Dr. ZX (via ICF)

P Mode
Engine Speed Signal
Coolant
Temperature Sensor
ECM
Pressure Sensor
Travel
Front Attachment
Auxiliary (Optional)
Coolant
Temperature Pump 2 Control
Signal Pressure Sensor
Pump 1 Control
Pressure Sensor
T1V5-02-01-008
T2-1-7
SYSTEM / Controller
Pump Control
• Speed Sensing Control • Pump 2 Flow Rate Limit Control (Optional)
MC calculates difference between engine speed When the attachment (mainly a breaker) is used,
set by the engine control dial and actual engine MC drives the maximum pump 2 flow rate limit
speed detected by ECM. MC sends the signal to control solenoid valve according to the signal from
the torque control solenoid valve in order to the pressure sensor (auxiliary) and decreases
control pilot pressure oil to the pump regulator. maximum flow rate of pump 2.
The pump delivery flow rate is changed due to
engine speed so that engine output power can be • Pump 3 Flow Rate Limit Control (Optional)
used effectively. As for the machine with pump 3 equipped, MC
drives the torque control solenoid valve according
• Travel Torque-Up Control to the signal from the pump 3 delivery pressure
When engine speed set by the engine control dial sensor, decreases delivery flow rate of pumps 1,
is slow, MC calculates by using the signals from 2, and controls pump 1, 2 and 3 driving power
the travel pressure sensor and the pump 1, 2 (pump torque) in order not to exceed engine
delivery pressure sensors. MC sends the signal to power.
the torque control solenoid valve in order to
control pilot pressure oil to the pump regulator. As
one pump delivery flow rate increases, both
pumps delivery flow rates become equal.
Consequently, mistrack is prevented during single
travel operation.
• Attachment Pump Torque Decrease Control

(Optional)
When attachment pump torque control is effective
on Dr. ZX, the attachment (secondary crusher or
primary crusher) is operated and pump average
delivery pressure becomes high, MC drives the
torque control solenoid valve according to the
signal from the pump 1, 2 delivery pressure
sensors. Pilot pressure from the torque control
solenoid valve decreases pump 1, 2 delivery flow
rate and controls pump 1, 2 driving power (pump
torque) in order not to exceed engine output
power. This control prevents hydraulic oil
temperature from rising when the attachment is
used.
• Pump 1 Flow Rate Limit Control (Optional)

When the attachment (mainly a vibrating hammer)
is used with the travel control lever in neutral, MC
drives the maximum pump 1 flow rate limit control
solenoid valve according to the signal from the
pressure sensor (auxiliary) and decreases
maximum flow rate of pump 1.
T2-1-8
SYSTEM / Controller
MC
CAN Bus Line
Engine Control Dial
ICF, Monitor Unit
Pressure Sensor Set by Dr. ZX (via ICF)

Auxiliary
Travel
Pump 1 Delivery
Pressure Sensor
ECM Pump 2 Delivery Pump 3 Delivery
Actual Engine
Speed
Torque Control
Solenoid Valve
Maximum Pump 2
Flow Rate Limit Control
Solenoid Valve
Maximum Pump 1
Flow Rate Limit Control
Solenoid Valve
T1V1-02-01-041
T2-1-9
SYSTEM / Controller
Valve Control
• Arm Regenerative Control
Condition:
Either Pump 1 and 2 Delivery Pressure: Low
Combined Operation of Swing or Boom Raise
and Arm Roll-In
On the conditions above, MC drives solenoid
valve unit (SC) according to the signals from the
pump 1, 2 delivery pressure sensors and the
pressure sensors (swing, arm roll-in and boom
raise), outputs pilot pressure, and shifts the arm
regenerative valve and the arm flow rate control
valve.
The arm regenerative valve closed the returning
circuit to the hydraulic oil tank from the arm
cylinder rod side, and supplies pressure oil to the
arm cylinder bottom side. Consequently, the
speed of arm roll-in increases and hesitation
during arm roll-in operation is prevented.
The arm flow rate control valve controls pressure
oil to the arm 2 parallel circuit, supplies pressure
oil to the boom 1 spool, and keeps boom raise
speed.
(Refer to SYSTEM / Control System.)
T2-1-10
SYSTEM / Controller
CAN Bus Line
MC
To ICF, Monitor Unit
From Pilot Pump
SI
Pressure Sensor SC
Swing
Boom Raise
To Arm Regenerative
Arm Roll-In Valve (Control Valve)
To Arm Flow Rate Control

Valve (Control Valve)

T1R7-02-01-001
T2-1-11
SYSTEM / Controller
• Travel Motor Displacement Angle Control
Condition:
Either Pump 1 and 2 Delivery Pressure: Low
Either Pump 1 and 2 Control Pressure: High
Travel Mode Switch: Fast
When operating travel on the conditions above,
MC drives solenoid valve unit (SI) according to
the signals from the pressure sensor (travel), the
pump 1, 2 delivery pressure sensors and the
pump 1, 2 control pressure sensors.
When pilot pressure from solenoid valve unit (SI)
acts on the travel motor displacement angle
control valve, reduces the displacement angle of
the travel motor, and increases travel speed.
T2-1-12
SYSTEM / Controller
Travel Mode Switch MC

Fast
Pressure Sensor
Travel
To ICF
CAN Bus Line
Travel Device
Solenoid
Valve Unit
From Pilot
Pump
SI
Displacement Angle
Pump 2 Delivery Control Valve
Pressure Sensor
Pump 1 Delivery
Pressure Sensor
Pump 2 Control
Pressure Sensor
Pump 1 Control
Pressure Sensor
T1R7-02-01-004
T2-1-13
SYSTEM / Controller
• HSB Breaker Control (Optional)
As for the machine with HSB breaker equipped,
when breaker 1 is selected on the monitor unit or
is set by Dr. ZX, MC drives the selector valve
control solenoid valve and the secondary pilot
relief pressure control solenoid valve.
Pilot pressure from the selector valve control
solenoid valve shifts the selector valve and
connects the returning circuit in the breaker to the
hydraulic oil tank.
Pilot pressure from the secondary pilot relief
pressure control solenoid valve shifts the
secondary pilot relief pressure control valve and
reduces the relief set pressure in the breaker
circuit.
• NPK Breaker Control (Optional)

As for the machine with NPK breaker equipped,
when breaker 2 is selected on the monitor unit or
is set by Dr. ZX, MC drives the selector valve
control solenoid valve and the accumulator
control solenoid valve.
Pilot pressure from the selector valve control
solenoid valve shifts the selector valve and
connects the returning circuit in the breaker to the
hydraulic oil tank.
Pilot pressure from the accumulator control
solenoid valve shifts the accumulator control
valve, connects the accumulator to the circuits in
the breaker cylinder bottom side and rod side,
reduces shock of oil pressure, and buffers
vibration when the breaker is used.
T2-1-14
SYSTEM / Controller
Breaker Accumulator
Control Valve
Monitor Unit
Accumulator
MC
Selector Valve
• Attachment Selection Signal
Secondary Pilot
• Pump 2 Flow Rate Relief Pressure
Fine Adjustment Signal Valve
• Attachment From Control

Selection Signal Valve
Secondary Pilot Relief
Pressure Control Valve
ICF
From Pilot Pump
Dr.ZX CAN
Bus
Line
Secondary Pilot Relief Pressure
Control Solenoid Valve
Selector Valve Control

Solenoid Valve
Accumulator Control
Solenoid Valve
Maximum Pump 2
T1V5-02-01-003
Flow Rate Limit
Solenoid Valve
NOTE: Flow rate of the maximum pump 2 flow rate

limit solenoid valve can be adjusted finely
on the monitor unit.
T2-1-15
SYSTEM / Controller
• Secondary Crusher Control (Optional)
As for the machine with the secondary crusher
equipped, when secondary crusher 1 is selected
on the monitor unit or is set by Dr. ZX, MC drives
the auxiliary flow combiner solenoid valve.
When operating the secondary crusher, pilot
pressure from the attachment pilot valve shifts the
bypass shut-out valve and the auxiliary flow
combiner valve through the auxiliary flow
combiner solenoid valve. When pressure oil from
pump 1 is combined with pressure oil from pump
2 through the auxiliary flow combiner valve.
Therefore, combined pressure oil flows to the
auxiliary spool and the secondary crusher
operating speed increases.
When operating combined operation of arm
roll-out, arm roll-out + boom raise, swing or travel
and secondary crusher, MC drives the auxiliary
flow rate control solenoid valve according to the
signals from the pressure sensors (auxiliary, arm
roll-out, boom raise, swing or travel) so that
pressure oil to the secondary crusher is restricted.
• Primary Crusher Control (Optional)

As for the machine with the primary crusher
equipped, when primary crusher 1 is selected on
the monitor unit or is set by Dr. ZX, MC drives the
auxiliary flow combiner solenoid valve.
When operating the primary crusher, pilot
pressure from the attachment pilot valve shifts the
bypass shut-out valve and the auxiliary flow
combiner valve through the auxiliary flow
combiner solenoid valve. When pressure oil from
pump 1 is combined with pressure oil from pump
2 through the auxiliary flow combiner valve.
Therefore, combined pressure oil flows to the
auxiliary spool and the primary crusher operating
speed increases.
When operating combined operation of arm
roll-out, arm roll-out + boom raise, swing or travel
and primary crusher, MC drives the auxiliary flow
rate control solenoid valve according to the
signals from the pressure sensors (auxiliary, arm
roll-out, boom raise, swing or travel) so that
pressure oil to the primary crusher is restricted.
As the primary crusher is heavier than the
secondary crusher, when operating combined
operation of arm roll-out or arm roll-out + boom
raise and primary crusher, MC restricts flow rate
of the auxiliary flow rate control solenoid valve
further, and gives priority to operation of arm
roll-out or arm roll-out + boom raise.
T2-1-16
SYSTEM / Controller
Monitor Unit Secondary

Crusher Cylinder
MC
Selector Valve
From Pump 1
Auxiliary Flow
• Attachment Selection Signal Combiner Valve
• Auxiliary Flow Rate Control
Solenoid Valve Fine Control Valve
Adjustment Signal
• Attachment Selection
Signal
ICF
CAN
Dr.ZX Bus
Line
Auxiliary Flow
Pressure Sensor Rate Control From Pilot
Solenoid Valve Pump
Travel
Swing
Boom Raise
Auxiliary Flow
Arm Roll-Out Rate Control Valve
Auxiliary
Bypass
Shut-Out Valve
From
Attachment
Pilot Valve
From
Auxiliary Flow Pump 2
Combiner
Solenoid Valve
T1V5-02-01-004
NOTE: The illustration shows the circuit of

secondary crusher 1.
T2-1-17
SYSTEM / Controller
Other Controls
• Rear Monitoring Display Selection Control
MC shifts the monitor unit into the back-screen
display according to the signal from the pressure
sensor (travel) or the rear monitoring switch
(optional).
• Travel Alarm Control (Optional)

While MC receives the signal from the pressure
sensor (travel), MC outputs the signal to the travel
alarm system and sounds the buzzer.
• Swing Alarm Control (Optional)

While MC receives the signal from the pressure
sensor (swing), MC outputs the signal to the
swing alarm system, sounds the buzzer, and turns
on the beacon light.
T2-1-18
SYSTEM / Controller
Monitor Unit
MC
Rear Monitoring
Switch (Optional)
To ICF
Back-Screen
CAN Bus Line
Travel Alarm Buzzer Deactivation Switch

System (Optional) (Optional)
Pressure Sensor
Travel
Swing
Buzzer
(Optional)
Swing Alarm
Relay (Optional)
Buzzer
(Optional)
Beacon Light
(Optional)
T1V1-02-01-046
T2-1-19
SYSTEM / Controller
ECM: ENGINE CONTROL MODULE
Function Outline
• Fuel Injection Control
ECM detects the engine operating condition
according to the signals from each sensor and
MC and controls the fuel injection.
• Engine Start Control

ECM controls time for continuity of electrical
current for the glow plug according to coolant
temperature and improves the starting of engine.
• EGR Control
ECM decides EGR gas amount according to
engine speed, fuel flow rate, coolant temperature,
atmospheric pressure and intake-air temperature.
ECM opens the EGR valve and re-circulates
exhaust gas, amount of which is equal to EGR
gas amount, in the intake manifold. EGR gas is
combined with intake-air so that combustion
temperature is lowered and NOx is reduced.
• Fuel Injection Amount Correction

ECM adjusts fuel injection amount according to
the signal of the atmospheric pressure sensor.
• Engine Stop Control

When the emergency stop switch is turned to the
ON position, ECM stops the fuel injection of the
injector and stops the engine.
T2-1-20
SYSTEM / Controller
ECM
Crank Speed Sensor
Emergency Cam Angle Sensor

Stop Switch
From Terminal #5
in Key Switch Atmospheric Pressure Sensor
Fuel Temperature Sensor

Fuse Box
Coolant Temperature sensor
Intake-Air Temperature Sensor
To ICF, Motor Boost Pressure Sensor

Unit
Boost Temperature Sensor
CAN Bus Line
Engine Oil Pressure Sensor
EGR Motor Position Sensor
EGR Motor
From Battery
MC
Common Rail
Glow Plug Relay Pressure Sensor
Common Rail
Supply Pump
Glow Plug
Fuel Tank
Injector
T1V1-02-01-047
T2-1-21
SYSTEM / Controller
ICF: INFORMATION CONTROLLER
Function Outline
• Operating Hours Management
The built-in clock is provided for ICF.
ICF sends data of the built-in clock to the monitor
unit by using CAN bus line.
• Alarm, Fault Code Memory

ICF memorizes the alarm and the fault code from
each controller by using CAN bus line in the time
series.
The memorized alarm and fault code are sent to
the center server by the satellite terminal
(optional).
Engine oil pressure alarm and overheat alarm are
sent to the center server whenever these occur.
Other alarm and fault code are sent to the center
server once a day.
• Fault Code Display

ICF displays the fault code sent from each
controller by using CAN bus line on Dr. ZX.
• Maintenance History
When the maintenance key is pushed on the
monitor unit, time is recorded.
• Daily Report Data Making

ICF records operating hours, fuel level and fuel
amount of use during daily operation, and makes
the daily report data.
The daily report data can be sent to the center
server by using the satellite terminal (optional).
• Frequency Distribution Data Making

ICF makes the frequency distribution data every
100 hours.
The frequency distribution data can be sent to the
center server by using the satellite terminal
(optional).
• Cumulative Operating Hours Record

ICF records all hours when the machine is
operated.
The cumulative operating hours can be
downloaded to Dr. ZX.
• Mail Data Making (Optional)

ICF records the mails sent from the monitor unit
and sends them to the center server by the
satellite terminal.
T2-1-22
SYSTEM / Controller
CAN Bus Line ICF

MC Communication
• Built-In Clock
ECM
Satellite Terminal
(Optional)
• GPS
Monitor Unit
Center Server
Dr.ZX
T1V1-02-01-049
T2-1-23
SYSTEM / Controller
(Blank)
T2-1-24
SYSTEM / Controller
OUTLINE
Function Outline
Primary Screen
Machine with Overload Alarm

(Optional) Attached
1 2 3 4 5 6 7 8
22 10
11
12
13
14
15
21 20 19 18 17 16
T1V1-05-01-094
1 - Work Mode Display 7 - Work Mode Display 13 - Fuel Consumption Gauge 18 - Mail Selection (Optional)
2 - Auto-Idle Display 8 - Hour Meter 14 - Clock 19 - *ML Crane Selection
(Optional)
3 - *ML Crane Display or 9 - *ML Crane Display 15 - Back-Screen Selection 20 - Work Mode Selection
Overload Alarm Display (Optional)
(Optional)
4 - Auxiliary 10 - Fuel Gauge 16 - Menu 21 - Return to Primary Screen
5 - Auxiliary 11 - Mail Display (Optional) 17 - Auxiliary Selection 22 - Coolant Temperature
Gauge
6 - Glow Display 12 - Auxiliary
NOTE: *ML crane display and ML crane selection is only available in Japanese domestic marked.
T2-1-25
SYSTEM / Controller
• Display of Meters
Work Mode 2
Data to be displayed on each meter from are
displayed on the monitor unit according to the input
signal from the sensor, the signal received by using
CAN and the internal data of the monitor unit. 1 3
Items to be displayed
1. Coolant Temperature Gauge (Input signal from
the coolant temperature sensor)
2. Hour Meter (Internal data of the monitor unit)
3. Fuel Consumption Gauge (Input signal from the 4
fuel sensor)
4. Clock (Signal received from ICF by using CAN)
• Work Mode Display

The attachments being used are displayed T1V1-05-01-008
according to the signals received from MC by using
CAN.
Digging Mode
T1V1-05-01-108
Attachment Mode
Breaker
T1V1-05-01-104
Pulverizer
T1V1-05-01-105
Crusher
T1V1-05-01-106
Vibrating Hammer
T1V1-05-01-107
Others
T1V1-05-02-003
NOTE: The items on the monitor unit and HITACHI

pattern are same.
Monitor Unit HITACHI pattern
Breaker1 Hydraulic Breaker1
Pulverizer1 Secondary Crusher1
Crusher1 Primary Crusher1
T2-1-26
SYSTEM / Controller
Fuel Sensor
Coolant Temperature Sensor
CAN Bus Line

MC
Attachment
Clock
ICF
CAN Bus Line
T1V1-02-01-053
T2-1-27
SYSTEM / Controller
1 3
• Auto-Idle Display (1)
When the auto-idle switch on the switch panel is
turned ON, the data is displayed.
When the key switch is turned ON with the auto-idle
switch ON, the data blinks for 10 seconds.
T1V1-05-01-008
• Overload Alarm Display (2)
T1V1-05-02-002
The system measures the load of the suspended

load from the bottom pressure of the boom cylinder.
When overload is detected, an alarm is displayed.
(Refer to T2-1-44.)
• Glow Display (3)

While ECM is supplying current to the glow plug, the
date is displayed according to the signal from ECM.
• Fuel Consumption Gauge Display (4) T1V1-05-01-128
IMPORTANT: The values on the fuel gauge are

references and different from the
measured values.
Fuel consumption is displayed according to the
signal from ECM, which is received through MC by
using CAN bus line.
T2-1-28
SYSTEM / Controller
Auto-Idle Switch
OFF
ON
Glow Plug:
Fuel Consumption Continuity
MC
CAN Bus
Fuel Line
Consumption
Glow Plug: Continuity

Fuel Consumption CAN Bus
Line
From Terminal #5 in
ECM Key Switch
From Battery
Glow Plug Relay
Glow Plug
T1V1-02-01-054
T2-1-29
SYSTEM / Controller
• Fuel Sensor Error Display Coolant Temperature Fuel Sensor Error
When the fuel sensor is faulty or if the harness Sensor Error Display Display
between fuel sensor and monitor unit is open circuit,
the data is displayed on the fuel gauge.
• Coolant Temperature Sensor Error Display

When the coolant temperature sensor is faulty, the
data is displayed on the coolant temperature gauge.
• Alarm and Remedy Displays against Alarm

Alarm marks are displayed on bottom of the screen
according to the alarm signals from pilot shut-off T1V1-05-02-005
lever, overheat switch, fuel sensor, hydraulic oil filter

alarm switch (optional), air cleaner restriction switch,
alternator, battery system and ECM and the alarm
signals received by using CAN bus line. The remedy
for each alarm is displayed by the key operation.
Alarm Display T1V1-05-01-096
Remedy Display against T1V5-05-01-013
Alarm
T2-1-30
SYSTEM / Controller
Pilot Shut-Off
Lever
Fuel Sensor Error Display, Fuel Level Alarm Display

Fuel Sensor
Pilot Shut-Off Lever

Alarm Display
Coolant Coolant Temperature Sensor Error Display
Temperature
Sensor
Overheat Overheat Alarm Display

Switch
Hydraulic Oil Hydraulic Oil Filter Alarm Display

Filter Alarm
Switch (Optional)
Air Cleaner Air Filter Restriction Alarm Display
Restriction
Switch
Engine Warning
Alarm Display
ECM
Alternator
Engine Oil Pressure Alarm
Indicator Display
From
Terminal M in
Work Mode Alarm Key Switch
Display
CAN Bus To Terminal
Line B in Key
Switch
Battery
MC CAN Bus Line

Battery Relay
To Terminal B in Starter
To Terminal R in Starter Relay 2
Alternator
T1V1-02-01-060
T2-1-31
SYSTEM / Controller
• Troubleshooting
This screen displays the fault codes according to the
signals received from each controller by using CAN
bus line.
Fault Code Display T1V5-05-01-097
• Controller Version
This screen displays the version on controller
received from MC, ICF by using CAN bus line and
the version of the monitor unit.
NOTE: The version of ECM is not displayed.
Controller Version Display T1V5-05-01-122
• Monitoring
This screen displays temperature and pressure data
received from each controller by using CAN bus line.
By the key operation, the displayed data can be
held.
T1V5-05-01-087
Monitoring Screen
• Operating Conditions
This screen displays the fuel consumption rate
calculated by the monitor unit from machine
operating hour, registered by the monitor unit fuel
usage and machine operating hour received from
ECM by using CAN bus line.
Operating Conditions Screen T1V5-05-01-025
T2-1-32
SYSTEM / Controller
CAN Bus Line

MC
CAN Bus Line

CAN Bus Line
ECM
CAN Bus Line
ICF
T1V1-02-01-061
T2-1-33
SYSTEM / Controller
• Pump 2 Flow Rate Adjustment
(Only machines with optional parts equipped)
When using the attachments, fine adjust flow rate of
pump 2 by keys 1 and 2 operation.
The signals from the monitor unit are sent to MC by
using CAN bus line.
When breaker 1 or 2 is used, MC adjusts flow rate of
pump 2 while controlling maximum pump 2 flow rate
limit control solenoid valve. When pulverizer 1 or
crusher 1 is used, MC adjusts flow rate of pressure
oil that flows from pump 2 to the pulverizer or the key 1
crusher while controlling the auxiliary flow rate
control solenoid valve. (Refer to Control System.) key 2
When using Breaker 1 T1V5-05-01-111

NOTE: When the 2-speed selector circuit is OFF,
flow rate of pump 2 can be adjusted while
controlling the maximum pump 2 flow rate
limit control solenoid valve. When the
2-speed selector circuit is ON, flow rate of
pressure oil that flows from pump 2 to the
attachments can be adjusted while
controlling the auxiliary flow rate control
solenoid valve.
The table blow is the setting of various
factors at the time delivering from the key 1
factory.
key 2
T1V5-05-01-024
When using Pulverizer 1
Type of 2-Speed Valve Selector Accumulator Secondary Pump 2 Flow Auxiliary Flow
Attachments Selector Circuit Circuit Circuit Hydraulic Rate Control Rate Control
Relief Selector
Circuit
Breaker 1 OFF to Hydraulic OFF ON ON OFF
Oil Tank
Breaker 2 OFF to Hydraulic ON OFF ON OFF
Oil Tank
Pulverizer 1 ON to Control Valve OFF OFF OFF ON
Crusher 1 ON to Control Valve OFF OFF OFF ON
NOTE: The items on monitor unit and HITACHI

pattern are same.
T2-1-34
SYSTEM / Controller
MC
CAN Bus Line Pump 2
Maximum Pump 2 Flow

Rate Limit Control T1V5-02-01-011
Solenoid Valve
Control Valve
Auxiliary Flow
Rate Control
Solenoid Valve
MC
CAN Bus Line
From Pilot
Pump
Auxiliary Flow Rate From T1V5-02-01-010

Control Valve Pump 2
T2-1-35
SYSTEM / Controller
• Attachment Selection
Digging mode and attachment mode set by Dr. ZX
on this screen are selected.
When the attachment mode is selected, the monitor

unit sends the signal to MC by using CAN bus line. MC
drives the solenoid valve set by the attachment mode.
NOTE: In attachment mode, the following five

modes are set at the time delivering from
the factory.
1 - Digging
1 2 3 4 5
2 - Breaker 1 (HSB Breaker) T1V5-05-01-109
Attachment Selection Screen

3 - Breaker 2 (NPK Breaker)
4 - Pulverizer 1
5 - Crusher 1
NOTE: The items on the monitor unit and HITACHI

pattern are same.
• When breaker 1 (HSB breaker) is selected:

(Refer to HSB Breaker Control in Control System.)
Pressure Control Valve
Breaker
Secondary Pilot
Relief Pressure Valve
MC
CAN Bus
Line
Selector Valve
From Control
Valve
Secondary Pilot
Selector Valve Relief Pressure
Control Control Solenoid
Solenoid Valve Valve
From Pilot
Pump
T1V1-02-01-063
T2-1-36
SYSTEM / Controller
• When breaker 2 (NPK breaker) is selected:
(Refer to NPK Breaker Control in Control System.) Accumulator
Accumulator
Breaker Control Valve
(High Pressure)
MC
CAN Bus
Line
Selector
Valve
Accumulator
(Low Pressure)
From Control
Valve
Selector Valve Accumulator

Control Control Solenoid
Solenoid Valve Valve
From Pilot
Pump
T1V1-02-01-064
• When pulverizer 1 is selected: From Pump 1

(Refer to NPK Pulverizer Control in Control System.) Auxiliary Flow
Combiner Valve
Pulverizer Cylinder
Control Valve
Selector Valve
Auxiliary Flow Rate

CAN Bus Line Control Valve
Auxiliary Flow
Rate Control
Solenoid Valve
MC
From Pilot
Pump
Auxiliary Flow
Combiner
Bypass
Solenoid Valve
Shut-Out Valve
From T1V1-02-01-065
From Pump 2
Attachment
Pilot Valve
T2-1-37
SYSTEM / Controller
• When crusher 1 is selected: From Pump 1
(Refer to Crusher Control in Control System.) Auxiliary Flow
Combiner Valve
Pulverizer Cylinder
Control Valve
Selector Valve
Auxiliary Flow
Rate Control
CAN Bus Line Valve
Auxiliary Flow
Rate Control
Solenoid Valve
MC
From Pilot
Pump
Auxiliary Flow
Combiner
Solenoid Valve Bypass
Shut-Out Valve
From T1V1-02-01-066
From Pump 2
Attachment
Pilot Valve
T2-1-38
SYSTEM / Controller
(Blank)
T2-1-39
SYSTEM / Controller
• Back Monitor Settings
By the key operation, image display ON and OFF of
Auto-Control for switching image of the back-screen
while traveling can be set.
IMPORTANT: The rearview camera is set in the

mirror image mode.
T1V5-05-01-173
Back-Screen
When auto-control is ON:
Pressure Sensor Image

Travel
MC
CAN Bus Line
T1V1-02-01-056
T2-1-40
SYSTEM / Controller
(Blank)
T2-1-41
SYSTEM / Controller
• Maintenance Settings
This screen displays the remaining hours until the
next replacement, which is received from ICF by
using CAN bus line.
As the items to be replaced are displayed in a list,
the performed replacement by selecting an item
from the list is recorded.
• Interval ON/OFF Setting

The interval for each item to be replaced is set.
• Items included in Maintenance Settings

Engine Oil Maintenance Setup Screen T1V5-05-01-049
Engine Oil Filter
Hydraulic Oil
Hydraulic Oil Pilot Filter
Hydraulic Oil Full-Flow Filter
Pump Transmission Oil
Travel Device Oil
Swing Device Oil
Swing Bearing Grease
Air Cleaner Filter
Engine/Air Conditioner V-Belt
Fuel Filter
Air Conditioner Filter
• Language Settings Interval ON/OFF Setup Screen T1V5-05-01-052
A language to be used in screens from among

preset languages can be selected according to work
environment.
• Mail
(Optional Function)
Requests such as general, fuel replenishment,
service maintenance and forwarding requests in the
mail switch screen are performed.
Contents of mails are registered in ICF, and are sent
to the central server by a satellite terminal.
Language Setup Screen T1V1-05-01-137
Mail Switch Screen T1V5-05-01-037
T2-1-42
SYSTEM / Controller
ICF Hours
CAN Bus Line
T1V1-02-01-062
T2-1-43
SYSTEM / Controller
• Overload Alarm
Alarm
IMPORTANT: When using overload alarm, make

overload alarm available by using Dr.
ZX.
The system measures load of the suspended load

from bottom pressure of the boom cylinder. An alarm
message is displayed and a buzzer sounds, if
overload is detected.
1. If load of the suspended load becomes

overloaded, the boom bottom pressure sensor
(optional) sends a signal to MC. T1V1-05-01-128
Primary Screen
2. If the overload alarm ON/OFF switch (optional) is Overload Alarm ON/OFF Switch
turned ON, the monitor unit displays an alarm (Optional)
message and sounds a buzzer according to the
signal from MC by using CAN bus line.
3. If overload of the suspended load is dissolved, the

alarm message disappears and the buzzer stops
sounding.
NOTE: Even if the work is done while displaying a

screen except the primary screen, when an
overload condition is reached, the screen
of the monitor unit is switched to the
primary screen, an alarm message is T1V1-05-02-004
displayed, and a buzzer sounds.

Even after the overload alarm is dissolved,
the monitor unit keeps on displaying the
primary screen without returning to the
screen while the work is done.
T2-1-44
SYSTEM / Controller
Overload Alarm ON/OFF

Switch: ON
Boom Bottom
Pressure Sensor
MC
CAN Bus Line
Buzzer
From Battery
T1V1-02-01-057
T2-1-45
SYSTEM / Controller
(Blank)
T2-1-46
SYSTEM / Control System
OUTLINE
MC (Main Controller) is used to control the machine MC sends the signals equivalent to the target engine
operations. The signals from the engine control dial, speed to ECM (Engine Control Module) by using CAN
various sensors and switches are sent to MC and communication in order to control the engine. (Refer to
processed in the logic circuit. SYSTEM / ECM System.) MC drives the solenoid valve
unit and the torque control solenoid valve in order to
control the pump and the valve.
Input Signal Output Signal

Engine Control (ECM)
• Engine Control Dial → Engine Control Dial Control
• Pump 1 Control Pressure Sensor → HP Mode Control
• Pump 2 Control Pressure Sensor → Travel HP Mode Control
E Mode Control
• Pump 1 Delivery Pressure Sensor → Auto-Idle Control
• Pump 2 Delivery Pressure Sensor → Hydraulic Oil Temperature Auto-Warming Up Control
• Pump 3 Delivery Pressure Sensor Radiator Coolant Temperature Auto-Warming Up
(Optional) → Control
MC Heater Control
• Pressure Sensor (Travel) → * Attachment Operation Speed Increase Control
• Pressure Sensor * Attachment Operation Speed Limit Control
(Front Attachment) →
• Pressure Sensor (Boom Raise) → Pump Control (Torque Control Solenoid Valve)
• Pressure Sensor (Arm Roll-In) → Speed Sensing Control
• Pressure Sensor (Auxiliary) Travel Torque-Up Control
(Optional) → * Attachment Pump Torque Decrease Control
• Pressure Sensor (Arm Roll-Out) * Pump 1 Flow Rate Limit Control
(Optional) → * Pump 2 Flow Rate Limit Control
• Hydraulic Oil Temperature Sensor → * Pump 3 Torque Decrease Control
• Auto-Idle Switch →
Continued to T2-2-2
NOTE: *This control is for only the machine with

the optional parts equipped.
T2-2-1
Continued from T2-2-1
Input Signal Output Signal

• Power Mode Switch (HP/E/P) → Valve Control (Solenoid Valve Unit)
• Travel Mode Switch (Fast/ Slow) → Arm Regenerative Control
• Key Switch → Travel Motor Displacement Angle Control

• Overload Alarm ON/OFF Switch (Optional) * HSB Breaker Control
• Rear Monitoring Switch (Optional) * NPK Breaker Control
* Secondary Crusher Control
• Boom Bottom Pressure Sensor (Optional) → * Primary Crusher Control
• Boom Rod Pressure Sensor (Optional) →
• Arm Angle Sensor (Optional) → MC
• Boom Angle Sensor (Optional) → Other Control
Rear Monitoring Display Selection Control
Work Mode Control
* Travel Alarm Control
* Swing Alarm Control
CAN Communication
• Actual Engine Speed (from ECM) →
• Work Mode (Digging / Attachment)
(from Monitor Unit) →
• Radiator Coolant Temperature (from ECM) →

T2-2-2
(Blank)
T2-2-3
ENGINE CONTROL
The engine control consists of the following functions.
• Engine Control Dial Control

• HP Mode Control
• Travel HP Mode Control
• E Mode Control
• Auto-Idle Control
• Hydraulic Oil Temperature Auto-Warming Up
Control
• Radiator Coolant Temperature Auto-Warming Up
Control
• Heater Control
• * Attachment Operation Speed Increase Control
• * Attachment Operation Speed Limit Control

T2-2-4
Engine Control System Layout
Hydraulic Oil
Temperature
Sensor
Pressure Sensor
Travel
Front Attachment
Swing
Key Switch
Boom Raise
Arm Roll-In
Engine Con- Arm Roll-Out (Optional)
trol Dial CAN Communication
Monitor Unit
Auto-Idle MC
Switch
Digging Attachment
Mode Mode 1 to 5
Power Mode Switch
ICF
HP Mode
E Mode
P Mode
ECM
T1V1-02-01-002
Pump 2 Control Pump 1 Control

T2-2-5
Engine Control Dial Control
Engine speed is
Purpose: This controls the engine speed according to reduced by 100
the rotation angle of the engine control dial. Engine -1
min when the
Speed
This reduces the engine speed by 100 min-1 control levers are in
neutral.
in order to reduce fuel consumption and
noise level when all the control levers are in
neutral.
Operation:
1. MC sends the signals equivalent to target engine
speed to ECM by using CAN communication ac-
cording to the rotation angle of the engine control
Engine Con-
dial. trol Dial Posi-
2. ECM controls the engine speed according to CAN Slow Idle Fast Idle tion
communication.
3. When the engine control dial is in the fast idle
speed position and all the control levers are
turned to the neutral position (pressure sensors
(travel, front attachment): OFF), MC sends the
signal to ECM by using CAN communication after
one second.
4. ECM reduces the engine speed by 100 min-1 from
fast idle speed (P mode engine speed).
NOTE: The engine speed is reduced from the fast

idle speed (P mode engine speed) by 100
min-1. For example, when the engine speed
set by the engine control dial is already
slower than the fast speed idle by 100 min-1,
the engine speed does not change.
This control is done regardless of whether
the auto-idle control is done or not.
The fast idle speed (P mode engine speed)
of the engine can be corrected by Dr. ZX.
IMPORTANT: The control in operation steps 3, 4 is

deactivated by Dr. ZX temporarily or
permanently.
T2-2-6
Pressure Sensor
Travel
Front Attachment
Engine Con-
MC
Dr. ZX
ICF
ECM
T1V1-02-01-005
T2-2-7
HP Mode Control
Purpose: This slightly increases digging power such

as arm roll-in operation while excavating Engine
deeply. Speed
-1
1650 min Increasing
Range of Fast
Operation: -1
Idle
1500 min
1. When the power mode switch is in the HP mode
position and all the following conditions exist, MC
sends the signals equivalent to the target engine
speed to ECM by using CAN communication.
2. ECM slightly increases the engine speed set by
the engine control dial in order to increase engine
power. Engine Con-
trol Dial Posi-
Slow Idle Fast Idle tion
Condition:
• Engine Control Dial: Set at 1500 min-1 or faster.
• Boom Raise or Arm Roll-In Operation: Operated
• Average Delivery Pressure of Pumps 1 and 2:
High
(Reference: 25 MPa, (255 kgf/cm2, 3635 psi))
Increasing Range of Fast Idle Speed
NOTE: HP control can be made operable or inop-
erable by Dr. ZX. Although the key is turned 200 min−1
OFF, the setting is kept.
T2-2-8
Pressure Sensor
Boom Raise
Arm Roll-In
Engine Con-
MC
Dr. ZX
Power Mode Switch ICF
HP Mode

ECM
T1V1-02-01-006
T2-2-9
Travel HP Mode Control
Purpose: This increases the engine speed and travels

faster during travel single operation. Engine
Speed
-1
1800 min
Operation: Increasing
Range of Fast
1. When the travel mode switch is in fast idle posi- Idle
-1
tion and all the following conditions exist, MC 1750 min
sends the signals equivalent to the target engine
speed to ECM by using CAN communication.
2. ECM increases the engine speed by 200 min-1
from the speed set by the engine control dial and
travels faster.
Engine Con-
Condition: trol Dial Posi-
1. Engine Control Dial: Set the engine speed in the Slow Idle Fast Idle tion
fast idle speed position.
2. Travel Operation: Operated
3. Front Attachment Operation: Not Operated (When
starting traveling) Increasing Range of Fast Idle Speed
4. Delivery Pressure of Pumps 1 and 2: Delivery
200 min−1
pressure of either pump is high.
(Reference: 19 MPa, (195 kgf/cm2, 2760 psi))
T2-2-10
Pressure Sensor
Travel
Engine Con-
MC

ＥＣＭ
Travel Mode Switch
T1V1-02-01-014
T2-2-11
E Mode Control
Purpose: This reduces the engine speed set by the

engine control dial according to the pump Engine Speed
Engine Set by E Operation
control pressure and the average pump de- Steps 1, 2
Speed Mode Control
livery pressure in order to reduce fuel con-
sumption. Engine speed
-1
increase by 200 min .
Operation Steps 3, 4
Operation:
1. When the required engine speed by the engine
control dial is faster than the engine speed set by
E mode control and the power mode switch is in
the E mode position, and if the pump control P Mode
pressure and the average pump delivery pressure Speed
are within the following conditions, MC sends the Engine Con-
signals equivalent to the target engine speed to trol Dial Posi-
Slow Idle Fast Idle tion
ECM by using CAN communication.
2. ECM reduces the engine speed from the required
engine speed set by the engine control dial.
3. If the pump control pressure is high and the av- Engine Speed Set by
P Mode Speed
erage pump delivery pressure is low, MC sends E Mode Control
the signal equivalent to the target engine speed to 1600 min−1 1800 min−1
ECM by using CAN communication.
4. ECM increases the engine speed by 200 min-1.
Condition:
• Engine speed is reduced lower than the required
engine speed by the engine control dial:
Control Pressure of Pump 1 or 2: Low of either
(Reference: 3 MPa (31 kgf/cm2, 436 psi) or less)
and Average Pump Delivery Pressure: High
(Reference: 9.8 MPa (100 kgf/cm2, 1425 psi))
Control Pressure of Pump 1 or 2: Low of either

(Reference: 3 MPa (31 kgf/cm2, 436 psi) or less)
and Average Pump Delivery Pressure: Low (Ref-
erence: Less than 9.8 MPa (100 kgf/cm2, 1425
psi))
Control Pressure of Pump 1 or 2: High of either

(Reference: 3 MPa (31 kgf/cm2, 436 psi) or more)
and Average Pump Delivery Pressure: High
(Reference: 9.8 MPa (100 kgf/cm2, 1425 psi))
• Engine speed is increased to P mode speed:

Control Pressure of Pump 1 or 2: High of either
(Reference: 3 MPa (31 kgf/cm2, 436 psi) or more)
and Average Pump Delivery Pressure: Low (Ref-
erence: Less than 9.8 MPa (100 kgf/cm2, 1425
psi))
T2-2-12
Engine Con-
MC
Power Mode Switch
E Mode

ECM
T1V1-02-01-007

T2-2-13
Auto-Idle Control
Purpose: This reduces the engine speed when all the

control levers are in neutral in order to re-
duce fuel consumption and noise level.
Operation:
1. Approx. 3.5 seconds after the control lever is
turned to neutral with the auto-idle switch ON, MC Engine speed is
sends the signals equivalent to the auto-idle reduced to the
Engine auto-idle speed
speed to ECM by using CAN communication. Speed after 3.5 seconds.
2. ECM changes the engine speed into the auto-idle
speed. Fast Idle
3. As soon as either control lever is moved (pres-
sure sensors (travel, front attachment): ON), MC
returns the signals sending to ECM into those Auto-Idle
equivalent to the target engine speed set by the Speed
engine control dial.
4. ECM returns the engine speed into the original 1200 min
-1
engine speed.
Engine Con-
trol Dial Posi-
Auto-Idle Deactivation Requirements: Slow Idle Fast Idle tion
• Control Lever: Operated (pressure sensor (travel
or front attachment): ON)
• Power Mode Switch: When E mode is changed to
P mode or P mode is changed to E mode
• Engine Control Dial: When the engine speed is
changed
NOTE: Auto-idle speed can be adjusted by Dr. ZX.
T2-2-14
Pressure Sensor
Travel
Front Attachment
Engine Con-
Auto-Idle MC
Switch
Dr. ZX
Power Mode Switch
E Mode
ECM
T1V1-02-01-008
T2-2-15
Hydraulic Oil Temperature Auto-Warming Up
Control
Purpose: This automatically warms up the hydraulic Engine

system. (similar to the auto choke on auto- Speed
mobiles)
Fast Idle
Operation: -1
1400 min
1. For 12 minutes after the engine starts or when
hydraulic oil temperature is below 0 °C (32 °F), Hydraulic Oil
Temperature
MC sends the signals equivalent to the target en- Auto-Warming Increasing
gine speed to ECM by using CAN communication Up Speed Speed
according to the signals from the key switch and Slow Idle
the hydraulic oil temperature sensor. Engine Con-
2. ECM increases the engine speed to the hydraulic trol Dial Posi-
oil temperature auto-warming up speed. Slow Idle Fast Idle tion
IMPORTANT: If the auto-warming up controls of

hydraulic oil temperature and ra-
diator coolant temperature are op-
erated at the same time, MC selects
the control which engine speed is
faster and sends the signal to ECM
by using CAN communication.
IMPORTANT: When adjusting the auto-idle speed,

deactivate the hydraulic oil tem-
perature auto-warming up control by
using Dr. ZX. In addition, before ad-
justment, warm up the engine so
that hydraulic oil temperature is
beyond 2 °C (36 °F) and radiator
coolant temperature is beyond 50 °C
(122 °F).
Hydraulic oil temperature
auto-warming up control can be
deactivated by Dr. ZX temporarily.
Once the key is turned OFF, hydrau-
lic oil temperature auto-warming up
control is effective again.
IMPORTANT: Hydraulic oil temperature

auto-warming up speed can be ad-
justed by Dr. ZX.
T2-2-16
Hydraulic Oil
Temperature
Sensor
Key Switch
Engine Con-
trol Dial
CAN Communication
MC
Dr.ZX
ICF
ECM
T1V1-02-01-009
T2-2-17
Radiator Coolant Temperature Auto-Warming Up
Control 1400 min
-1
(Radiator coolant temperature

Purpose: This automatically warms up the engine. is less than 25 °C.)
Engine -1
Speed 1200 min
(Radiator coolant temperature is
Operation: 25 °C more and less than 50 °C.)
1. After the engine starts, ECM sends the signals Fast Idle
equivalent to radiator coolant temperature to MC
by CAN communication. Radiator
2. MC sends the signal equivalent to target engine Coolant
Temperature
speed to ECM according to the radiator coolant Auto-Warning Increasing
temperature CAN signal from ECM by using CAN Up Speed Speed
communication. Slow Idle
3. ECM increases the engine speed to the radiator Engine
coolant temperature auto-warming up speed. Control Dial
Slow Idle Fast Idle Position
IMPORTANT: If the auto-warming up controls of
-1
hydraulic oil temperature and ra- 1050 min
(Radiator coolant temperature
diator coolant temperature are op- is 50 °C or more.)
erated at the same time, MC selects
the control which engine speed is Engine
faster and sends the signal to ECM Speed
-1
by using CAN communication (min )
IMPORTANT: The radiator coolant temperature

auto-warming up speed is changed 1400
due to radiator coolant temperature.
1200
Although the engine is set at slow
idle speed with radiator coolant 1050
temperature beyond 50 °C (122 °F)
and when radiator coolant tempera- Radiator
ture decreases, the engine speed Coolant
0 25 50 (°C) Temperature
increases again.
IMPORTANT: The radiator coolant temperature

auto-warming up control can be
deactivated by Dr. ZX temporarily or
permanently.
When the radiator coolant tempera-
ture auto-warming up control is de-
activated, contact with the service
manager.
When the hydraulic oil temperature
auto-warming up control is deacti-
vated temporarily, the radiator
coolant temperature auto-warming
up control is deactivated at the same
time. Once the key switch is turned
OFF, the hydraulic oil temperature
auto-warming up control and the ra-
diator coolant temperature
auto-warming up control are effec-
tive.
T2-2-18
Key Switch
Radiator Coolant Temperature

CAN Signal
MC
ICF
Dr.ZX
CAN Communication
Coolant Temperature
Sensor
ECM
T1T1-02-02-002
T2-2-19
Heater Control
Purpose: This increases the rising temperature speed

of the heater in the cab while increasing the
engine speed at the low temperature.
Engine
Speed
Operation: Increasing
1. When the following conditions exist and the en- Range of Fast
gine starts, MC sends the signals equivalent to Idle
the target engine speed to ECM by using CAN
communication.
2. ECM increases the engine speed beyond fast idle
speed.
Condition:
Engine
• Engine Control Dial: Set the engine speed at fast Control Dial
idle speed position. Slow Idle Fast Idle Position
• Coolant Temperature: Less than 5 °C (41 °F).
• Pumps 1, 2 Control Pressure Sensors: Both pump
control pressures: 0.5 MPa (5.1 kgf/cm2, 73 psi)
or less.
• Pilot Shut-off Lever: Up Increasing Range of Fast Idle Speed
(Pilot Shut-off Solenoid Valve: OFF)
200 min−1
T2-2-20
Pressure Sensor
Travel
Front Attachment
Key Switch
Engine Con-
trol Dial
MC
CAN Communication
Coolant Tem-
ECM perature Sensor

T1V1-02-01-035
T2-2-21
Attachment Operation Speed Increase Control
(Only Machine with Attachment Parts Equipped)
Purpose: This increases the maximum engine speed

to the attachment (hydraulic breaker, Engine When all
conditions exist,
secondary crusher, primary crusher or Speed
the maximum
vibrating hammer) operating engine speed engine speed is
set by Dr. ZX when the attachment is increased to the
speed set by Dr.
operated. ZX.
Operation:
1. When the following conditions exist and the
attachment is operated, MC sends the signals
equivalent to the target engine speed set by Dr.
ZX to ECM by using CAN communication. Engine
2. ECM increases engine speed to the attachment Control Dial
operating speed set by Dr. ZX. Slow Fast Position
Idle Idle
Conditions:
• Dr. ZX: Set the maximum engine speed to a faster
(+) attachment (hydraulic breaker, secondary
crusher, primary crusher or vibrating hammer) NOTE: When P mode engine speed is preset to a
operating speed in the service mode. slower speed in Dr. ZX service mode, the
• Engine Control Dial: Set the engine speed in the maximum engine speed will not be
fast idle speed position. increased when operating the attachment.
• Power Mode Switch: HP Mode
• Auxiliary: Operated
• Work Mode: Attachment mode
Attachment selected by using the attachment
mode monitor unit is set (+) by Dr. ZX.
T2-2-22
Pressure Sensor
Engine
Control Dial CAN Communication
Monitor Unit
MC
Attachment Mode
1 to 5
Dr.ZX
Power Mode Switch ICF
HP Mode
ECM
T1V1-02-01-011
T2-2-23
Attachment Operation Speed Limit Control (Only
Machine with Attachment Parts Equipped)
Purpose: This decreases the maximum engine Engine

speed to the attachment (hydraulic breaker, Speed
secondary crusher, primary crusher or
vibrating hammer) operating engine speed When all
conditions exist,
set by Dr. ZX when the attachment mode is the maximum
selected. engine speed is
reduced to the
speed set by Dr.
Operation: ZX.
1. When the following conditions exist and the
attachment is operated, MC sends the signals
equivalent to the target engine speed set by Dr. Engine
ZX to ECM by using CAN communication. Control Dial
2. ECM increases engine speed to the attachment Slow Idle Fast Idle
Position
operating speed set by Dr. ZX.
Conditions:
• Dr. ZX: Set the maximum engine speed to a
slower (−) attachment (hydraulic breaker,
secondary crusher, primary crusher or vibrating
hammer) operating speed in the service mode.
• Work Mode: Attachment Mode
Attachment selected by using the monitor unit is
set (−) by Dr. ZX
T2-2-24
CAN Communication
Monitor Unit
MC
Attachment Mode
1 to 5
Dr.ZX
ICF
ECM
T1V1-02-01-012
T2-2-25
PUMP CONTROL
The pump control consists of the following functions.
• Speed Sensing Control

• Travel Torque-Up Control
• *Attachment Pump Torque Decrease Control
• *Pump 1 Flow Rate Limit Control
• *Pump 2 Flow Rate Limit Control
• *Pump 3 Torque Decrease Control

T2-2-26
Pump Control System Layout
Pressure Sensor
Travel
Front Attachment
Engine
Control Dial
Monitor Unit
ICF
Pump 1 Delivery
Pressure Sensor
Pump 3 Delivery
Pump 2 Delivery Pressure Sensor
ECM Pressure Sensor (Optional)
Torque Control Solenoid Valve
Maximum Pump 2 Flow Rate

Limit Control Solenoid Valve

（Optional）
T1V1-02-01-003
T2-2-27
Speed Sensing Control
Purpose: This controls the pump delivery flow rate in

response to engine speed changes due to
variations in load so that the engine output
power can be utilized more efficiently. Engine
stall is prevented when the machine
operates under adverse conditions such as
operating at high altitude.
Q
Operation: Flow Rate
1. The target engine speed is set by controlling the
engine control dial. Pump P-Q Curve
2. MC calculates the difference in speed between
the target engine speed and the actual engine
speed detected by CAN communication from
ECM. Then, MC sends the signals to the torque
3. The torque control solenoid valve delivers pilot
pressure in response to the received signals to
the pump regulator and controls the pump
delivery flow rate.
4. If the engine load increases and the actual engine
speed becomes slower than the target engine
Pressure P
speed, the pump displacement angle is reduced
so that pump flow rate will be reduced. Therefore,
the engine load is reduced and engine stall is
prevented.
5. If the actual engine speed becomes faster than
the target engine speed, the pump displacement
angle is increased so that pump delivery flow rate
will increase. Therefore, the engine output power
can be utilized more efficiently.
T2-2-28
Engine
Control Dial
CAN Communication
MC

ECM
T1V1-02-01-016
T2-2-29
Travel Torque-Up Control
(Only ZX110-3 class, 120-3 class) Q
Flow Rate B
Purpose: This effectively controls during single travel
operation. When travel operation is made Increased Torque
P-Q Curve
with the engine running at slow speed, A
normally, the hydraulic pump delivers
pressure oil at the flow rate corresponding to
point A on the P-Q curve illustrated to the
right. Therefore, if any difference exists
between pump 1 and pump 2 flow rate, the
machine will mistrack. In order to prevent
Normal P-Q Curve
mistracking, when traveling the machine with
the engine running at slow speed, the pump
P-Q curve is raised and the pump delivers
pressure oil at the flow rate corresponding to
Pressure P
point B (maximum flow rate).
When travel operation is made with the
engine running at fast speed, the pump P-Q
curve is raised in order to improve travel
function.
Operation:
1. When the engine speed set by the engine control
dial is slow idle, MC processes the signals from
the travel pressure sensor and the pump 1 and 2
delivery pressure sensors, and sends the signals
to the torque control solenoid valve.
2. The torque control solenoid valve delivers pilot
pressure corresponding to the received signals to
the pump regulator and increases pump delivery
flow rate.
T2-2-30
Pressure Sensor
Travel
Front Attachment
Engine
Control Dial
MC

T1V1-02-01-018
T2-2-31
Attachment Pump Torque Decrease Control (Only
Machine with Attachment Parts Equipped)
Purpose: When average pump delivery pressure

becomes high while operating the
attachment (secondary crusher or primary
crusher), driving torque of pumps 1, 2 is
decreased and pump delivery pressure is
reduced in order to prevent hydraulic oil
temperature from rising while operating the
attachment.
Operation:
1. When the following conditions exist and average
pump delivery pressure becomes high, the pumps
1, 2 delivery pressure sensors output the signal to
MC.
2. MC drives the torque control solenoid valve and
reduces delivery flow rate of pumps 1, 2.
3. Therefore, driving torque (pump torque) of pumps
1, 2 is controlled not to exceed the engine output
power and hydraulic temperature is prevented
from rising while operating the attachment.
Condition:
• Work Mode: Select secondary crushers 1 to 5 or
primary crushers 1 to 5 at attachment mode.
• Attachment pump torque control is effective by Dr.
ZX.
T2-2-32
Engine
Control Dial
CAN Communication Attachment Mode
Select secondary crusher or primary
crusher.
Monitor Unit
MC
Dr.ZX
ICF

T1V1-02-01-017
T2-2-33
Pump 1 Flow Rate Limit Control (Only Machine
with Attachment Parts Equipped)
Purpose: This limits pump 1 flow rate in order to make

up for pump flow rate for attachment
operation when attachment (mainly a
vibrating hammer) is used and pump 2 flow
rate is lack.
Operation:
1. When the attachment is used with the travel
control lever in neutral, MC receives the signals
from the pressure sensor (auxiliary) (optional).
2. In response to attachment control operation, MC
solenoid valve (optional) and controls pump 1 flow
rate.
NOTE: The minimum pump displacement

set-angle on the monitor unit for a
attachment (hydraulic breaker 1 to 5,
secondary crusher 1 to 5, primary crusher
1 to 5 or vibrating hammer 1 to 5) can be
set in the service mode of Dr. ZX.
T2-2-34
Pressure Sensor
Travel
Work Mode Attachment

(Mainly Vibrating Hammer)
Monitor Unit
ＭＣ
Dr.ZX
ICF

T1V1-02-01-019
T2-2-35
Pump 2 Flow Rate Limit Control (Only Machine
with Attachment Parts Equipped)
Purpose: This limits maximum pump 2 flow rate when

a attachment (mainly a hydraulic breaker) is Q
used. Maximum flow rate is reduced.
Flow Rate
Operation:
1. When attachment is used, MC receives the
signals from the pressure sensor (auxiliary) Normal Pump P-Q Curve
(optional).
2. In response to attachment control operation, MC
solenoid valve and reduces maximum pump flow
rate.
3. When the auxiliary flow combiner solenoid valve
stops, pump 2 flow rate can be adjusted finely by
the monitor unit.
Pressure P
NOTE: In proportion to the attachment control
operation, maximum pump flow rated is
reduced. The minimum pump displacement
set-angle on the monitor unit for a
attachment (hydraulic breaker 1 to 5,
secondary crusher 1 to 5, primary crusher
1 to 5 or vibrating hammer 1 to 5) can be
set in the service mode of Dr. ZX.
T2-2-36
Pressure Sensor
Travel
Work Mode Attachment

(Mainly Hydraulic Breaker)
Monitor Unit
ＭＣ
Dr.ZX
ICF

Auxiliary Flow Combiner T1V1-02-01-020
Solenoid Valve
T2-2-37
Pump 3 Torque Decrease Control (Only Machine
Q
with Optional Parts Equipped)
Flow Rate P-Q curve is controlled in

Purpose: This reduces pumps 1, 2 driving torque in proportion to pump 3 delivery
order to prevent the engine from stalling and pressure.
utilizes the engine output power efficiently
when the pump 3 (optional) driving torque
increases as for the machine with pump 3 Normal P-Q Curve
(optional) equipped.
Operation:
1. When MC receives the signals from the pump 3
delivery pressure sensor (optional), MC drives the
torque control solenoid valve.
2. The torque control solenoid valve reduces pumps
1, 2 flow rates. Pressure P
3. Thereby, the total pump 1, 2 and 3 driving torque
(pump torque) is maintained not to exceed the
engine output power and the engine output power
is utilized efficiently.
T2-2-38
MC
Pump 3 Delivery
Pressure Sensor
T1V1-02-01-021
T2-2-39
VALVE CONTROL
The valve control consists of the following functions.
• Arm Regenerative Control

• Travel Motor Displacement Angle Control
• *HSB Breaker Control
• *NPK Breaker Control
• *Secondary Crusher Control
• *Primary Crusher Control

T2-2-40
Valve Control System Layout
Pressure Sensor Monitor Unit
Travel
Front Attachment
Key Switch ML
Swing
Boom Raise
Arm Roll-In Pump 2 Delivery Pump 1 Delivery
Auxiliary Pressure Sensor Pressure Sensor
(Optional)
Engine Control Dial
Oil
Temperature Dr.ZX
Sensor
ICF
Travel Mode Switch
Fast
Pump 2 Control
Slow Pressure Sensor
Pump 1 Control
Pressure Sensor
Main Relief Valve
Solenoid Valve Unit
SI
SC
Auxiliary Flow Rate

Control Solenoid
Valve (Optional)
Auxiliary Flow
Rate Control Valve
Travel Motor
Swash Angle Arm Regenerative T1R7-02-02-001

Control Valve Valve
T2-2-41
Arm Regenerative Control
Purpose: This accelerates the arm roll-in speed in

order to prevent arm hesitation during arm
roll-in operation.
Operation:
1. MC activates solenoid valve unit (SC) so that
solenoid valve unit (SC) delivers pilot pressure
when the signals from the pump 1, 2 delivery
pressure sensors, the swing pressure sensor, the
arm roll-in pressure sensor and the boom raise
pressure sensor meet the following conditions.
2. This pilot pressure shifts the arm regenerative
valve and the returning circuit from the arm
cylinder rod side to the hydraulic oil tank is closed.
3. Then, returning oil from the arm cylinder rod side
is combined with pressure oil from the pump and
is routed to the cylinder bottom side so that arm
roll-in speed increases and prevents arm
hesitation. (Refer to COMPONENT OPERATION /
Control Valve.)
Conditions:
(ZX110-3 class/120-3 class)
• Pump 1 and 2 Delivery Pressure Sensors:
Either pump 1 or 2 delivery pressure is low. (The
arm does not need much power to operate.)
(Reference: 11.8 MPa (120 kgf/cm2, 1720 psi) or
less)
• Arm Roll-In Pressure Sensor: High output. (The
arm control lever stroke is large.) (Reference:
1.47 MPa (15 kgf/cm2, 210 psi) or more)
• Swing or Boom Raise Pressure Sensor:
Outputting signal
(ZX135US-3 class)
• Pump 2 Delivery Pressure Sensor:
Pump 2 delivery pressure is low. (The arm does
not need much power to operate.) (Reference:
13.8 MPa (140 kgf/cm2, 2010 psi) or less)
• Arm Roll-In Pressure Sensor: High output. (The
arm control lever stroke is large.) (Reference:
1.47 MPa (15 kgf/cm2, 210 psi) or more)
• Swing or Boom Raise Pressure Sensor:
Outputting signal
T2-2-42
Pressure Sensor
Swing
Boom Raise
Arm Roll-In
MC
Boom Cylinder
SC
From
Pump 1
Boom 1
Arm Cylinder Boom 2
Arm 1
Arm 2
From Pump 2
T1R7-02-02-002
Arm Regenerative Valve
T2-2-43
Travel Motor Displacement Angle Control
Purpose: This controls the travel mode.
Operation:
• Slow Speed
When the travel mode switch is in the SLOW
position, the travel motor displacement angle is
kept in the maximum angle so that the travel
speed is slow.
• Fast Speed
1. When the travel mode switch is in the HIGH
position and MC receives the signals from the
travel pressure sensor, the pump 1 and 2 delivery
pressure sensors and the pump 1 and 2 control
pressure sensors under the following conditions,
MC shifts solenoid valve unit (SI).
2. When solenoid valve unit (SI) is shifted, pilot
pressure acts on the travel motor displacement
angle control valve and reduces the displacement
angle to the minimum, so that the travel speed
increases.
Condition:
• Travel Pressure Sensor: Outputting signal
• Front Attachment Pressure Sensor: OFF
• Pump 1, 2 Delivery Pressure Sensors: Delivery
pressure of either pump is low. (Reference: 15
MPa (150 kgf/cm2, 2180 psi) or less)
• Pumps 1, 2 Control Pressure Sensors: Either
pump control pressure is high. (Reference: 1.3
MPa (13 kgf/cm2, 190 psi) or more)
NOTE: (ZX110-3 class/120-3 class)

When one side track is raise off the ground
and is rotated, the one side pump control
pressure increases, so that the raised track
rotates at fast speed.
When the machine is traveling in the fast
speed and even if the front attachment is
operated (the front attachment pressure
sensor: ON), the travel mode is kept in the
fast speed.
(ZX135US-3 class)
When one side track is raise off the ground,
the travel mode is kept in the slow speed
regardless of front attachment operation.
T2-2-44
Pressure Sensor
Travel
Front Attachment

Travel Mode Switch
Fast
Pump 2 Control
Pressure Sensor
Pump 1 Control
Pressure Sensor
Solenoid Valve Unit
SI
Displacement Angle
T1R7-02-02-003
Control Valve
T2-2-45
HSB Breaker Control (Optional)
IMPORTANT: HSB breaker is set at breaker 1 of

the attachment mode in the monitor
unit when the machine is delivered.
When breaker 3 to 5 is used, set the
setting by using Dr. ZX.
Operation:
1. When selecting breaker 1 in the monitor unit, MC
drives the selector valve control solenoid valve.
2. Pressure oil from the pilot pump flows through the
selector valve control solenoid valve and shifts
the selector valve, so that the returning circuit in
the breaker is connected to the hydraulic oil tank.
3. At the same time, MC drives the secondary relief
4. Pressure oil from the pilot pump flows the
secondary pilot relief pressure control solenoid
valve and shifts the secondary pilot relief pressure
control valve, so that relief set pressure in the
breaker circuit is reduced.
5. When the maximum pump 2 flow rate limit control
solenoid valve is driven in the monitor unit, pump
2 flow rate can be adjusted finely.
T1V5-05-01-111
T2-2-46
Breaker
Monitor Unit
ICF Dr.ZX
MC
Pressure Control Secondary Pilot
Solenoid Valve Relief Pressure
Control Valve
Selector Valve
Secondary Pilot
Pressure Relief
Valve
Auxiliary Spool
Selector Valve
Control Solenoid
Valve
From Pilot
Pump
Attachment
Pilot Valve
Maximum Pump
2 Flow Rate Limit
Control Solenoid
Valve
From Pump 2
Flow Rate
Control Valve
in Signal
Control Valve
Pump 2
13
T1R7-02-02-005
T2-2-47
NPK Breaker Control (Optional)
IMPORTANT: NPK breaker is set at breaker 2 of

the attachment mode in the monitor
unit when the machine is delivered.
When breaker 3 to 5 is used, set the
setting by using Dr. ZX.
Operation:
1. When selecting breaker 2 in the monitor unit, MC
drives the selector valve control solenoid valve.
2. Pressure oil from the pilot pump flows through the
selector valve control solenoid valve and shifts
the selector valve, so that the returning circuit in
the breaker is connected to the hydraulic oil tank.
3. At the same time, MC drives the accumulator
4. Pressure oil from the pilot pump flows the
accumulator control solenoid valve and shifts the
accumulator control valve.
5. The accumulator is connected to either the
high-pressure side or the low-pressure side in the
breaker and reduces shock of oil pressure while
using the breaker.
6. When the maximum pump 2 flow rate limit control
solenoid valve is driven in the monitor unit, pump
2 flow rate can be adjusted finely.
T1V5-05-01-112
T2-2-48
Breaker
Accumulator Accumulator
Control Valve (High Pressure)
Monitor Unit
ICF Dr.ZX
MC
Selector Valve Control

Accumulator
Solenoid Valve
(Low Pressure)
Selector Valve
Auxiliary Spool
Accumulator Control
Solenoid Valve
From Pilot
Pump
Attachment
Pilot Valve
Maximum Pump
2 Flow Rate
Limit Control
Solenoid Valve
From Pump 2
Flow Rate
Control Valve in
Signal Control
Valve
Pump 2
13
T1R7-02-02-006
T2-2-49
Secondary Crusher Control (Optional)
IMPORTANT: Secondary crusher 1 is set at During Combined Operation

secondary crusher 1 of the
attachment mode in the monitor unit Operation:
when the machine is delivered. 1. When the following conditions exist, MC drives
When secondary crusher 2 to 5 is the auxiliary flow rate control solenoid valve. MC
used, set the setting by using Dr. ZX. controls restricted flow rate of the auxiliary flow
rate control solenoid valve and reduces pressure
Purpose: This increases operating speed of the oil which flows to the secondary crusher through
secondary crusher. the auxiliary spool from pump 2.
This reduces flow rate through the auxiliary 2. As pressure oil which flows to arm roll-out, arm
spool and improves arm, boom, swing or roll-out+ boom raise, swing or travel from pump 2
travel operation during combined operation increases, arm roll-out, arm roll-out+ boom raise,
of arm roll-out, arm roll-out+ boom raise, swing or travel operation is improved.
swing or travel and secondary crusher.
Condition:
Operation: • Auxiliary Pressure Sensor: Outputting signal
1. When selecting secondary crusher 1 in the Arm Roll-Out Pressure Sensor: Outputting signal
monitor unit, MC drives the auxiliary flow • Auxiliary Pressure Sensor: Outputting signal
combiner solenoid valve. Arm Roll-Out and Boom Raise Pressure Sensors:
2. When operating the secondary crusher, pilot Outputting signal
pressure oil from the attachment pilot valve flows • Auxiliary Pressure Sensor: Outputting signal
through the auxiliary flow combiner solenoid valve Swing Pressure Sensor: Outputting signal
and shifts the bypass shut-out valve and the • Auxiliary Pressure Sensor: Putputting signal
auxiliary flow combiner valve. Travel Pressure Seonsor: Outputting signal
3. As the neutral circuit in the 4-spool side is blocked
by the bypass shut-out valve, pressure oil from
pump 1 through the auxiliary flow combiner valve
is combined with pressure oil from pump 2 so that
combined pressure oil is supplied to the auxiliary
spool. Therefore, operating speed of the
secondary crusher increases.
4. Flow rate of the auxiliary flow rate control solenoid
valve can be adjusted finely in the monitor unit.
T1V5-05-01-024
T2-2-50
Secondary
Pressure Sensor Crusher Cylinder
Travel
Swing
Boom Raise
Monitor Unit
Arm Roll-Out
Auxiliary
Dr.ZX
ICF
MC
Auxiliary Flow
Auxiliary Flow Rate Combiner Valve From Pump 1
Control Solenoid
Auxiliary Spool
Valve
Attachment
Pilot Valve
From Pilot
Pump
Auxiliary Flow Rate

Control Valve
From Bypass
Pump 2 Shut-Out Valve
14 13
Auxiliary Flow T1R7-02-02-007

Combining
Solenoid Valve
T2-2-51
Primary Crusher Control (Optional)
IMPORTANT: Crusher 1 is set at crusher 1 of the During Combined Operation

attachment mode in the monitor unit Operation:
when the machine is delivered. 1. When the following conditions exist, MC drives
When primary crusher 2 to 5 is used, the auxiliary flow rate control solenoid valve. MC
set the setting by using Dr. ZX. controls restricted flow rate of the auxiliary flow
Purpose: This increases operating speed of the rate control solenoid valve and reduces pressure
primary crusher. oil which flows to the primary crusher through the
This reduces flow rate through the auxiliary auxiliary spool from pump 2.
spool and improves arm, boom, swing or 2. As the primary crusher is heavier than the
travel operation during combined operation secondary crusher, restricted flow rate increases
of arm roll-out, arm roll-out+ boom raise, of the auxiliary flow rate control valve and gives
swing or travel and primary crusher. priority to arm roll-out or arm roll-out+ boom raise
during combined operation of arm roll-out or arm
Operation: roll-out+ boom raise and primary crusher.
1. When selecting crusher 1 in the monitor unit, MC
drives the auxiliary flow combiner solenoid valve. Condition:
2. When operating the primary crusher, pilot • Auxiliary Pressure Sensor: Outputting signal
pressure oil from the attachment pilot valve flows Arm Roll-Out Pressure Sensor: Outputting signal
through the auxiliary flow combiner solenoid valve • Auxiliary Pressure Sensor Outputting signal
and shifts the bypass shut-out valve and auxiliary Arm Roll-Out and Boom Raise Pressure Sensors:
flow combiner valve. Outputting signal
3. As the neutral circuit in the 4-spool side is blocked • Auxiliary Pressure Sensor: Outputting signal
by the bypass shut-out valve, pressure oil from Swing Pressure Sensor: Outputting signal
pump 1 through the auxiliary flow combiner valve • Auxiliary Pressure Sensor: Outputting signal
is combined with pressure oil from pump 2 so that Travel Pressure Seonsor: Outputting signal
combined pressure oil is supplied to the auxiliary
spool. Therefore, operating speed of the primary
crusher increases.
4. Flow rate of the auxiliary flow rate control solenoid
valve can be adjusted finely in the monitor unit.
T1V5-05-01-113
T2-2-52
Primary Crusher
Pressure Sensor Cylinder
Travel
Swing
Boom Raise
Monitor Unit
Arm Roll-Out
Auxiliary
Dr.ZX
ICF
MC
Auxiliary Flow Auxiliary Flow

Rate Control Combiner Valve
From Pump 1
Solenoid Valve
Attachment
Pilot Valve
From Pilot
Pump
Auxiliary Flow Rate

Control Valve
From Bypass
Pump 2 Shut-Out Valve
14 13
Auxiliary Flow T1R7-02-02-007

Combining Solenoid
Valve
T2-2-53
OTHER CONTROLS
Rear Monitoring Display Selection Control
Purpose: This changes the display of the monitor unit

into the image of the rearview monitor.
Operation:
1. When the back-screen selection switch on the
monitor unit is pushed, the display is changed into
the image of the rearview monitor.
2. When MC receives the signal from the travel
pressure sensor with the rearview monitor auto
selection ON, MC sends the signal to shift the
display to the monitor unit by using CAN
communication.
3. The monitor unit changes the image of the
rearview monitor.
NOTE: The function rearview monitor auto

selection on the monitor unit is set OFF
when the machine is delivered.
T2-2-54
Rearview
Monitor
Image
Pressure Sensor
Travel
Monitor Unit
CAN
Communication
MC
T1V1-02-01-100
Setup Menu Back-Screen

Selection Switch
T2-2-55
Work Mode Control
The work modes include digging and attachment 1 to 5
and are selected by the work mode on the monitor
unit.
• Digging Mode:
Normal control is performed.
• Attachment Mode:
This functions only when the attachment in the
optional kit is operated.
In response to attachment control operation,
increasing or decreasing of engine speed (refer to
T2-2-22, 24.), increasing or decreasing pump flow
rate (refer to T2-2-32, 34, 36.) and valve selection
(refer to T2-2-46 to 53) are controlled.
The engine speed and the pump flow rate control
settings are made by using Dr. ZX.
NOTE: As the attachment mode, one to five

attachment modes can be selected from
breaker 1 to 5, secondary crusher 1 to 5,
crusher 1 to 5 and vibrating hammer 1 to 5
by using Dr. ZX
T2-2-56
Travel Alarm Control (Only Machine with Optional
Parts Equipped)
Purpose: This sounds the buzzer (optional) while

traveling.
Operation: MC receives the signals from the travel

pressure sensor when travel operation is
made. As long as MC receives this signal,
MC sends the signals to the travel alarm
device and sounds the buzzer (optional).
NOTE: After traveling continuously for more than

13 seconds, the buzzer (optional) can be
stopped by using the buzzer deactivation
switch (optional).
Pressure Sensor
Travel
Travel Alarm
Device (Optional)
Buzzer
Deactivation
Switch (Optional)
Buzzer (Optional) T178-02-01-025
T2-2-57
Swing Alarm Control (Only Machines with
Optional Parts Equipped)
Purpose: This sounds the buzzer (optional) and turn

on the beacon light during swing operation.
Operation: MC receives the signals from the swing

pressure sensor when swing operation is
made. As long as MC receives this signal,
MC sends the signals to the swing alarm
device, sounds the buzzer (optional) and
turn on the beacon light.
NOTE: The buzzer (optional) can be stopped by

using the buzzer deactivation switch
(optional).
Pressure Sensor
Swing
Buzzer
Deactivation
Swing Alarm Switch (Optional)
Relay (Optional)
Buzzer
(Optional)
Beacon Light
(Optional)
T178-02-01-026
T2-2-58
SYSTEM / ECM System
OUTLINE
ECM (Engine Control Module) receives the signals • The supply pump is driven by the engine and
from sensors and MC. produces high-pressure fuel.
ECM processes and drives the two-way valve, the • The common rail distributes high-pressure fuel
suction control valve and the EGR motor in order to produced by the supply pump to the injector in
control the supply pump, the injector and the EGR each engine cylinder.
(Exhaust Gas Recirculation) valve. • The injector injects high-pressure fuel from the
common rail.
• Fuel Injection Control
• Engine Start Control
• EGR Control
• Fuel Injection Amount Correction
• Engine Stop Control
Crank Speed Sensor
Cam Angle Sensor
Atmospheric Pressure Sensor
Boost Pressure Sensor

CAN EGR Motor Position Sensor
EGR Motor
ECM
MC
Two-Way Valve
Common Rail
Pressure
Sensor
Suction Control
Valve
Common Rail
Supply Pump
Injector
Fuel Tank
T1GR-02-02-001
T2-3-1
SYSTEM / ECM System
FUEL INJECTION CONTROL
ECM detects the engine running condition according to
the signals from each sensor and MC, and controls
fuel injection amount, injection pressure, injection
timing and injection rate.
Two-way valve controls: Crank Speed Sensor

• Fuel Injection Amount Control Cam Angle Sensor
• Fuel Injection Timing Control
• Fuel Injection Rate Control Atmospheric Pressure Sensor
Suction control valve controls:
• Fuel Injection Pressure Control

EGR Motor Position Sensor
EGR Motor
ECM
MC
Common Rail Two-Way Valve

Pressure Sensor
Suction Control
Valve
Common Rail
Supply Pump
Injector
Fuel Tank
T1GR-02-02-001
T2-3-2
SYSTEM / ECM System
(Blank)
T2-3-3
SYSTEM / ECM System
Fuel Injection Amount Control
Purpose: This controls the best fuel injection amount.
Operation:
1. ECM detects the engine speed according to the
signals from the crank speed sensor and the cam
angle sensor.
2. MC calculates the target engine speed according
to the signals from the engine control dial,
sensors and switches, and sends the signals to
ECM by using the CAN communication.
3. ECM mainly controls fuel injection amount by
turning the two-way valve in the injector ON/OFF
according to the engine speed and the signals
from MC.
T2-3-4
SYSTEM / ECM System
Pressure Sensor
Travel Crank Speed Sensor
Front Attachment
Cam Angle Sensor
Swing
Atmospheric Pressure
Boom Raise
Sensor
Arm Roll-In
Coolant Temperature
Sensor
Engine Intake-Air Temperature
Control Dial Sensor
Auto-Idle
Switch Boost Temperature
Sensor
Engine Oil Pressure
Sensor
EGR Motor Position
Sensor
MC EGR Motor
Power Mode ECM
Switch
HP Mode
E Mode Common Rail

Two-Way Valve
CAN Pressure Sensor
P Mode
Monitor Unit
Common Rail
Digging Attachment
Mode Mode
Pump 2 Delivery
Pressure Sensor
Fuel Tank Supply Pump Injector
Pump 1 Delivery
Pressure Sensor
Hydraulic Oil
Temperature Sensor
Pump 1 Control
Pressure Sensor
T1V1-02-02-001
Pump 2 Control
Pressure Sensor
T2-3-5
SYSTEM / ECM System
Fuel Injection Pressure Control
Purpose: This controls fuel injection pressure

according to fuel pressure in the common
rail.
Operation:
1. ECM calculates fuel injection amount according to
the engine speed and the signals from MC by
using the CAN communication. (Refer to Fuel
Injection Amount Control.)
2. The common rail pressure sensor sends the
signals according to pressure in the common rail
to ECM.
3. ECM calculates the best fuel pressure in the
common rail according to the engine speed, fuel
injection amount and the signals of common rail
pressure. ECM drives the suction control valve in
the supply pump and supplies the best amount of
fuel to the common rail.
4. Fuel according to fuel pressure in the common rail
is supplied to the injector from the common rail so
that fuel injection pressure is controlled.
T2-3-6
SYSTEM / ECM System
Pressure Sensor
Travel Crank Speed Sensor
Front Attachment Cam Angle Sensor
Swing
Atmospheric Pressure
Boom Raise Sensor
Arm Roll-In
Auxiliary (Optional) Coolant Temperature
Sensor
Engine
Control Dial Intake-Air Temperature
Sensor
Auto-Idle Boost Pressure Sensor
Switch
Engine Oil Pressure
Sensor
CAN EGR Motor Position
Seonsor
MC EGR Motor
Power Mode ECM
Switch
HP Mode
E Mode Common Rail Pressure Two-Way Valve

Sensor
P Mode
Monitor Unit
Common Rail
Suction Control
Digging Valve
Attachment
Mode
Mode
Pump 2 Delivery
Pressure Sensor
Fuel Tank Supply Pump Injector
Pump 1 Delivery
Pressure Sensor
Hydraulic Oil
Temperature Sensor
Pump 1 Control
Pressure Sensor
T1V1-02-02-012
Pump 2 Control
Pressure Sensor
T2-3-7
SYSTEM / ECM System
Fuel Injection Timing Control
Purpose: This calculates the best fuel injection timing.
Operation:
1. ECM calculates the fuel injection timing according
to the engine speed and fuel injection amount.
2. ECM turns the two-way valve in the injector
ON/OFF according to fuel injection timing.
Fuel Injection Rate Control
Purpose: This improves combustion in the engine

cylinder.
Operation:
1. The injector injects small amount of fuel (pilot
injection) first and ignites.
2. After igniting, the injector injects fuel (main
injection). ECM controls fuel injection timing and
fuel injection amount by turning the two-way valve
in the injector ON/OFF.
Fuel Injection
1. The nozzle in the injector is always pressured.
2. When turning the electromagnetic coil in the
two-way valve ON, high-pressure fuel in the
control chamber returns to the fuel tank through
orifice 1.
3. Therefore, the hydraulic pressure piston is raised
and the nozzle opens so that the injection starts.
4. When turning the electromagnetic coil in the
two-way valve OFF, the valve is closed and the
circuit to the fuel tank is closed. High-pressure
fuel from the common rail flows to the control
chamber through orifice 2.
5. Therefore, when high-pressure fuel flows to the
control chamber, the hydraulic pressure piston is
lowered by pressure difference due to movement
of the hydraulic pressure piston so that injection
stops.
T2-3-8
SYSTEM / ECM System
1. Two-Way Valve: ON 2. Injection Start
From ECM From ECM
Electromagnetic Coil
Two-Way Valve
Two-Way Valve
Valve
Returning to Fuel Tank Returning to Fuel Tank

From Common From Common
Rail Rail
Orifice 1
Control
Chamber
Hydraulic
Pressure Piston
Spring
Nozzle Nozzle
3. Two-Way Valve: OFF 4. Injection Stop
From ECM From ECM
Electromagnetic Coil
Two-Way Valve Two-Way Valve
Valve
From Common From Common

Rail Rail
Control
Chamber
Orifice 2
Hydraulic Hydraulic
Pressure Piston Pressure Piston
Nozzle Nozzle
T1GR-02-02-012
T2-3-9
SYSTEM / ECM System
ENGINE START CONTROL
Coolant From Terminal
Temperature Sensor #5 in Key Switch
Purpose: This controls time for continuity of electrical
current for the glow plug according to coolant
temperature and improves the starting of the
engine.
Operation: Fuse Box

1. The coolant temperature sensor sends the ECM
signals according to coolant temperature to ECM.
2. ECM connects the ground circuit of the glow plug
relay according to the signals and controls time
for continuity of electrical current for the glow
plug.
From Battery
Glow Plug Relay
Glow Plug T1V1-02-02-003
T2-3-10
SYSTEM / ECM System
(Blank)
T2-3-11
SYSTEM / ECM System
EGR (EXHAUST GAS RECIRCULATION)
CONTROL
Purpose: This re-circulates a part of exhaust gas in the
intake manifold and combines it with
intake-air. Therefore, combustion
temperature is lowered and generation of
oxide of nitrogen (NOx) is controlled.
Operation:
• EGR Gas Amount Control
1. ECM decides EGR gas amount according to the
engine speed, fuel flow rate, coolant temperature,
atmospheric pressure and intake-air temperature.
2. ECM drives the EGR motor, opens the EGR valve
and sends EGR gas to the intake manifold in
response to engine condition so that EGR gas is
combined with intake-air.
3. At the same time, ECM detects the opening
amount of the EGR valve by using the EGR motor
position sensor.
• EGR Gas Cooling

EGR gas is cooled by the cooling system in the EGR
gas passage.
Cooled EGR gas is combined with intake-air so that
combustion temperature is lowered and NOx is
generated lower than normal EGR gas.
T2-3-12
SYSTEM / ECM System
To Intercooler
Exhaust
From Air Cleaner
Outlet of Coolant
Cooling System
Engine
Inlet of Coolant
EGR Valve
Intake Manifold
EGR Motor
Position
Intake from Sensor
Intercooler EGR Motor
ECM
Crank Speed Sensor
Cam Angle Sensor
Atmospheric Pressure Sensor
Common Rail Pressure Sensor

T1R7-02-03-002
T2-3-13
SYSTEM / ECM System
FUEL INJECTION AMOUNT CORRECTION
Atmospheric
Pressure Sensor
Operation:
1. The atmospheric pressure sensor sends the
signals according to atmospheric condition to
ECM.
2. ECM calculates atmospheric pressure according
to the signals, controls the two-way valve in the
injector and corrects fuel injection amount.
ECM
Two-Way
Valve
T1R7-02-03-001
T2-3-14
SYSTEM / ECM System
(Blank)
T2-3-15
SYSTEM / ECM System
ENGINE STOP CONTROL
Operation:
1. When turning the emergency stop switch ON,
electrical current from the battery flows to terminal
#1-47 in ECM through fuse #8 and the ECM main
relay.
2. ECM stops injection of the injector and stops the
engine.
3. ECM is turned OFF after turning the ECM main
relay OFF.
T2-3-16
SYSTEM / ECM System
Key Switch
Fuse #8
ECM Main
Relay
OFF
ECM
Engine Stop
#1-47
Switch
T1V1-02-05-010
T2-3-17
SYSTEM / ECM System
(Blank)
T2-3-18
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system mainly consists of the main

circuit and the pilot circuit.
Main Circuit:
Power Source Controller Actuator

Main Pump → Control Valve → Motor
Cylinder
Front Attachmen (Optional)
Pilot Circuit:
Power Source Controller Pilot Circuit

Pilot Pump → Pilot Valve → Operation Control Circuit
Pump Regulator Pump Control Circuit
Solenoid Valve Unit Valve Control Circuit
Signal Control Valve Swing Parking Brake Release Circuit
Travel Motor Displacement Angle Control Circuit
T2-4-1
PILOT CIRCUIT
Outline:
• Pressure oil from the pilot pump is used in order
to operate the operation control circuit, the pump
control circuit, the valve control circuit, the swing
parking brake release circuit and the travel motor
displacement angle control circuit.
T2-4-2
Operation Control Circuit Swing Parking Brake

Release Circuit
Blade Pilot Left Pilot Travel Pilot Right Pilot Auxiliary Pilot Swing Motor
Valve Valve Valve Valve Valve
Pump Control
Circuit
Maximum Pump 2 Flow

Rate Limit Control Torque Control
Solenoid Vallve Solenoid Valve
Pilot Shut-Off
Valve
Signal Control Valve SB ST
SA
Maximum Pump 1 Flow

Rate Limit Control Solenoid
To Control Vallve
Valve Spool (O ti l) 2 1
Auxiliary flow Combiner
Solenoid Valve
(When auxiliary spool is used.) Flow Bucket Flow
Combiner Rate Control
Blade Signal Valve Valve Regulator
Selector Valve
Boom Anti-Drift Valve
Arm Anti-Drift Valve

Auxiliary Flow Rate Control
Solenoid Valve (when auxiliary
spool is used.) Auxiliary Flow Combiner Valve
Bypass Shut-Out Valve

Hydraulic
Valve Auxiliary Flow Rate Control Valve Oil Tank
Control
Circuit Arm Regenerative Valve
SC
Suction Filter
SI Control Valve
Travel Motor
Solinoid Displacement Angle
Valve Unit Control Circuit
Relief Valve Pilot Pump
Travel Motor Travel Motor
Pilot Filter
T1R7-02-04-001
T2-4-3
Operation Control Circuit
1. The pilot valve controls pressure oil from the pilot
pump and moves the spool in the control valve.
2. The signal control valve is provided between the
pilot valve and the control valve. The shockless
valve (boom raise circuit) built in the signal
control valve dampens quick spool movement in
the control valve. (Refer to COMPONENT
OPERATION / Signal Control Valve.)
T2-4-4
Blade Pilot Valve

(Optional) Travel Pilot Valve Left Pilot Valve Right Pilot Valve
Auxiliary Pilot
Valve (Optional)
Shockless Valve
18 17
Signal Control
Valve
9 10 11 12 4 32 1 8 7 6 5 13 14
Control Valve
10
9 11
12
14 8
Blade
13 7 Control
Valve
(Optional)
2 17 18
1 1
3
3
6
5
Pilot Pump
T1R7-02-04-002
1 - Boom Raise 5- Left Swing 9- Left Travel Forward 13 - Auxiliary

2 - Boom Lower 6- Right Swing 10 - Left Travel Reverse 14 - Auxiliary
3 - Arm Roll-Out 7- Bucket Roll-In 11 - Right Travel Forward 17 - Blade Raise
4 - Arm Roll-In 8- Bucket Roll-Out 12 - Right Travel Reverse 18 - Blade Lower
T2-4-5
Pump Control Circuit (Refer to COMPONENT
OPERATION / Pump Device.)
• Pump Delivery Flow Rate Control by Flow Rate

Control Pressure Pi
1. The pilot pressure from the pilot valve is selected
by the shuttle valve in the signal control valve so
that the pump 1 flow rate control valve or the
pump 2 flow rate control valve in the signal
control valve is shifted.
2. The pilot pressure from the pilot pump is supplied
to main pump 1 or 2 as flow rate control pressure
Pi by shifting the pump 1 flow rate control valve
or the pump 2 flow rate control valve.
NOTE: When operating boom raise/ lower, arm

roll-out/in, bucket roll-in/out and travel
(right), flow rate control pressure Pi is
supplied to main pump1.
When operating boom raise, arm roll-out/in,
swing right/left, travel (left) and auxiliary
(optional), flow rate control pressure Pi is
supplied to main pump 2.
• Pump Control (Speed Sensing) by Torque Control

Solenoid Valve
1. The pilot pressure from the pilot pump is
controlled by the torque control solenoid valve
and supplied to main pumps 1 and 2 as speed
sensing pressure Ppc.
T2-4-6
Travel Travel Auxiliary

(Left) (Right) Swing Arm Boom Bucket (Optional)
Signal
Control Valve
Pump 1 Flow Rate Pump 2 Flow Rate

Control Valve Control Valve
Control Valve
Torque Control
Solenoid Valve
Pump 2 Pump 1
Pilot Pump
T1R7-02-04-003
T2-4-7
Valve Control Circuit (Refer to COMPONENT
OPERATION / Control Valve.)
• The pilot pressure from the pilot valve, solenoid
valve unit (SC), the flow combiner valve control
spool in the signal control valve and the bucket flow
rate control valve control spool control the valves
below.
• Boom Lower Pilot Pressure: Boom Anti-Drift

Valve
• Arm Roll-In Pilot Pressure: Arm Anti-Drift Valve
• Auxiliary Pilot Pressure: Auxiliary Flow Combiner
Valve, Bypass Shut-Out Valve (When the
auxiliary spool is used.)
• Solenoid Valve Unit SC: Arm Regenerative Valve
• Auxiliary Flow Rate Control Solenoid Valve:
Auxiliary Flow Rate Control Valve (When the
auxiliary spool is used.)
• Auxiliary Flow Combiner Selection Solenoid
Valve: Boom, Arm and Bucket Pilot Pressure
• Flow Combiner Valve Control Spool: Flow
Combiner Valve
• Bucket Flow Rate Control Valve Control Spool:
Bucket Flow Rate Control Valve
• Blade Pilot Pressure: Blade Signal Selection
Valve, Bypass Shut-Out Valve
• Blade Signal Selector Valve: Flow Combiner
Valve
T2-4-8
Blade (Optional) Travel (Right) Arm Roll-In Boom Lower Auxiliary (Optional)
Bucket Flow Rate

Control Valve
Control Spool
Flow Combiner
Valve Control Spool
Signal Control
Valve
Blade Signal
Selector 4 2 Auxiliary Flow
Valve Combiner Selection
(Optional) Solenoid Valve
(Optional)
Auxiliary Flow
Auxiliary Combiner Valve
Flow Rate
Control Valve
Flow Combiner Valve
Auxiliary Flow
Rate Control
Solenoid
Valve
(Optional)
Bucket Flow Rate
Control Valve
Arm 2
Anti-Drift
Valve
4
Solenoid
Boom Anti-Drift Valve
Valve Unit
SC
Bypass Shut-Out valve
Pilot Pump Control Valve
Arm Regenerative Valve

(Selection valve)
T1R7-02-04-004
T2-4-9
Swing Parking Brake Release Circuit (Refer to
COMPONENT OPERATION / Swing Device.)
1. When operating the front attachment or swing,
the pilot pressure is selected by the shuttle valve
in the signal control valve and shifts the swing
parking brake release spool.
2. Consequently, the release signal pressure is
supplied to the swing motor and the swing
parking brake is released.
Travel Motor Displacement Angle Control Circuit

(Refer to COMPONENT OPERATION / Travel
Device.)
1. The pilot pressure from solenoid valve unit SI
controls the travel motor displacement angle
control valve.
T2-4-10
Auxiliary
Travel (Left) Swing Arm Boom Bucket (Optional)
Signal Control
Valve
Swing Parking Brake

Release Spool
Travel Motor
Solenoid Swing Motor
Valve Unit
Pilot Pump T1R7-02-04-005

Displacement Angle
Control Valve
T2-4-11
MAIN CIRCUIT
Outline:
1. The main pump (pumps 1 and 2) and the blade
pump (optional) draw hydraulic oil from the
hydraulic oil tank. Pump 1 delivers pressure oil to
the 4-spool side in the control valve. Pump 2
delivers pressure oil to the 5-spool side in the
control valve. The blade pump delivers pressure
oil to the blade control valve (optional).
2. Delivered pressure oil is supplied to the motor
and the cylinder according to operation of the
spool in the control valve.
3. Returning oil from the motor or the cylinder
returns to the hydraulic oil tank through the
control valve and the oil cooler.
NOTE: Returning oil from the blade control valve
(optional) directly returns to the hydraulic
oil tank without passing through the oil
cooler.
4. If oil temperature is low (with high viscosity) and
flow resistance is large in the oil cooler, the
bypass check valve opens and hydraulic oil
directly returns to the hydraulic oil tank.
T2-4-12
Travel Motor (Left) Travel Motor (Right)
Bucket Cylinder
Attachments
Control Valve Boom Cylinder
4-Spool
Arm Cylinder Side
Travel (Left) Travel (Right)
Auxiliary Bucket
Boom 2 Boom 1
Arm 1 Arm 2 Blade Cylinder

(Optional)
Swing
5-Spool
Side
Bypass Check
Valve
Blade Control Valve
Swing Motor (Optional)
Oil Main Main Blade Pump

Cooler Pump 2 Pump 1 (Optional)
Suction Hydraulic
Filter Oil Tank
T2-4-13
Neutral Circuit
• When the control lever is in neutral, pressure oil
from the main pump returns to the hydraulic oil
tank through the control valve.
Single Operation Circuit

• Pressure oil from pump 1 flows to each spool of
travel right, bucket, boom 1 and arm 2 through
the 4-spool side control valve.
• Pressure oil from pump 2 flows to each spool of
swing, arm 1, boom 2, auxiliary and travel left
through the 5-spool side control valve.
• The boom and the arm are actuated by pressure
oil from two pumps and pressure oil from each
pump is combined and supplied together.
T2-4-14
Control Valve
Travel
Attachment Travel
(Left)
(Right)
Bucket Cylinder
Auxiliary
Bucket
Arm Cylinder
Boom 2
Boom 1
Boom Cylinder
Swing Motor
Arm 1
Arm 2
Swing
4-Spool Side
5-Spool Side
Pump 2 Pump 1
T1R7-02-04-006
T2-4-15
Blade Circuit (Optional)
Neutral Circuit
from the blade pump returns to the hydraulic oil
tank through the blade control valve.

1. When the blade is operated, the blade signal
selector valve and the bypass shut-out valve are
shifted.
2. When the blade signal selector valve is shifted,
the pilot pressure from the blade signal selector
valve shifts the flow combiner valve.
3. When the flow combiner valve is shifted,
pressure oil from pump 1 is combined with
pressure oil from pump 2 in the control valve.
Combined pressure oil flows to the blade control
valve.
4. After pressure oil from the blade pump is
combined with pressure oil from pumps 1 and 2
in the blade control valve, combined pressure oil
flows to the blade cylinder.
5. Due to the above operation, the blade cylinder
operating speed is increased.
NOTE: When combined operation with the blade
is made, actuator speed other than the
blade cylinder must be procured.
Therefore, an orifice is provided in the oil
flow combiner circuit from pump 1 and
pump 2.
T2-4-16
Pilot Pressure from

Blade Signal Selector
Valve
Orifice
Control Valve
Blade
Cylinder
Bypass
Shut-Out
Valve
Blade
Control
Valve
Pump 2 Pump 1
Blade Pump
Pilot Pressure from

Blade Pilot Valve
T1R7-02-04-007
T2-4-17
Combined Operation Circuit
• Swing and Boom Raise Operation
1. When the boom is raised while swinging, the pilot
pressure shifts the spools of swing, booms 1 and
2.
2. Pressure oil from pump 1 flows to the boom
cylinder from the boom 1 spool through the
parallel circuit and raises the boom.
3. Pressure oil from pump 2 flows to the swing
motor through the swing spool and swings.
4. At the same time, pressure oil flows to the boom
cylinder from the boom 2 spool through the
parallel circuit, is combined with pressure oil from
pump 1, and raises the boom.
T2-4-18
Parallel
Circuit
Boom 2 Boom 1
Boom Cylinder
Swing Motor
Swing Parallel
Circuit
Pump 2 Pump 1
T1R7-02-04-008
T2-4-19
• Travel and Arm Roll-In Operation
1. When the arm is rolled in while traveling, the pilot
pressure shifts the spools of travel, arms 1 and 2.
2. At the same time, the right travel pilot pressure
shifts the flow combiner valve control spool in the
signal control valve. Pressure oil from the flow
combiner valve control spool flows to the flow
combiner valve and shifts the flow combiner
valve.
3. Pressure oil from pump1 drives the right travel
motor through the right travel spool.
4. At the same time, pressure oil drives the left
travel motor through the flow combiner valve and
the left travel spool.
5. Pressure oil from pump 2 flows to the arm
cylinder through the arm 1 spool and moves the
arm.
6. Therefore, pressure oil from pump 2 is used for
the arm. Pressure oil from pump 1 is equally
supplied to both left and right travel motors and
the machine can travel straight.
T2-4-20

Pilot Pressure from
Flow Combiner Valve
Control Spool in
Signal Control Valve
Travel Travel
(Left) (Right)
Arm Cylinder
Arm 1
5-Spool Side 4-Spool Side
Pump 2 Pump 1
T1R7-02-04-009
T2-4-21
Auxiliary Circuit
1. When the attachment like a hydraulic breaker is
operated, the pilot pressure from the pilot valve NOTE: During operation of boom raise/lower, arm
for the attachment shifts the auxiliary flow roll-in/out, bucket roll-in/out and right /left
combiner valve and the bypass shut-out valve. travel, the pilot pressure from the signal
2. Consequently, the neutral circuit in the 4-spool control valve is supplied to port SN and the
side is blocked by the bypass shut-out valve. auxiliary flow combinier valve is not shifted.
Pressure oil from main pump 1 through the (Refer to SYSTEM / Control System.)
auxiliary flow combiner valve is supplied to the
auxiliary spool.
T2-4-22
Pilot Pressure from Pilot

Valve for Attachment
Auxiliary flow
Combiner Selection
Solenoid Valve
Auxiliary Flow Pilot Pressure from

Combiner Valve Signal Control Valve
SN SM
Attachment
Neutral Circuit
Auxiliary
Bypass
Shut-Out Valve
Pump 2 Pump 1
T1R7-02-04-010
T2-4-23
(Blank)
T2-4-24
SYSTEM / Electrical System
OUTLINE
The electrical circuit is broadly divided into the main

circuit, the monitor circuit and the control circuit.
• Main Circuit
This circuit is the engine and the accessory
operation related circuit.
• Monitor Circuit
The circuit consists of the monitors, the sensors
and the switches, and displays the machine
operation status.
• Control Circuit (Refer to SYSTEM / Control

System.)
This circuit is circuit to control the engine, the pump
and the valve. Each circuit consists of the actuator
such as a solenoid valve, MC (main controller),
ECM (engine control module), the switch box,
sensor and the pressure switch.
T2-5-1
MAIN CIRCUIT
The major functions and circuits in the main circuit are

as follows.
• Electric Power Circuit:

This circuit supplies all electric power to all
electrical systems on this machine. [Key Switch,
Batteries, Fuses (Fuse Boxes, Fusible Links),
Battery Relay]
• Accessory Circuit:
This circuit becomes operative when the key
switch is turned to the ACC position.
• Starting Circuit:
This circuit starts the engine. [Key Switch, Starter,
Starter Relay]
• Charging Circuit:
This circuit charges the batteries. [ Alternator,
(Regulator)]
• Serge Voltage Prevention Circuit:

This circuit prevents the occurrence of serge
voltage developed when stopping the engine. [
Load Damp Relay]
• Pilot Shut-Off Circuit (Key Switch: ON):

This circuit supplies pressure oil to the pilot valve
from the pilot pump by the pilot shut-off solenoid
valve.
• Security Lock Circuit:

This circuit cuts electrical current for starting from
the key switch according to the signals from the
external alarm system or the monitor unit.
• Engine Stop Circuit (Key Switch: OFF):

This circuit stops the engine by using ECM. (MC,
ECM)
• Security Horn Circuit:

This circuit operates the security horn according
to the signals from the external alarm system or
the monitor unit.
• Working Light Circuit:

This circuit turns on the work light and the cab
light.
• Wiper Circuit:
This circuit operates the intermittent operation of
the wiper and the washer.
T2-5-2
(Blank)
T2-5-3
ELECTRIC POWER CIRCUIT (KEY
SWITCH: OFF)
The battery minus terminal is grounded to the body.
Current from the battery plus terminal flows as shown
below when the key switch is turned OFF.
Battery →Battery Relay
↓ →Glow Relay
(Power) →Terminal #8: ECM Main Relay (Power)
Fusible Link →Key Switch (B) →Terminal #9: Radio (Backup Power)
→Load Damp Relay Security Horn (Power)
→Fuse Box Security Horn Relay (Power)
→Terminal #10: MC (Power), ICF (Power)
→Terminal #11: Horn Relay (Power)
→Terminal #19: Monitor Unit (Power)
→Terminal #20: Optional
T2-5-4
Key Switch
Fusible Link
Battery
Starter Starter Cut

Relay
Load Damp
Relay
Horn Relay
Alternator
Glow Relay
ECM Main Relay
Optional
Radio, Security Horn,

Security Horn Relay
Glow Plug
MC, ICF
Monitor Unit
T1R7-02-05-001
T2-5-5
ACCESSORY CIRCUIT
1. When the key switch is turned to the ACC
position, terminal B is connected to terminal ACC
in the key switch.
2. Current from key switch terminal ACC flows to

radio (#12), cab light (#12), cigarette lighter (#13)
and auxiliary (#15) through the fuse box and
makes each accessory operable.
T2-5-6
Key Switch
Battery
Fuse Box
Radio, Cab Light
Cigarette Lighter
Auxiliary
T1R7-02-05-002
T2-5-7
STARTING CIRCUIT (KEY SWITCH:
START)
1. When the key switch is turned to the START 6. Consequently, the relay in starter is turned ON so
position, terminal B is connected to terminals M that the starter motor begins rotating.
and ST in the key switch.
7. On the other hand, current from key switch
2. As current from terminal M excites the battery terminal M flows to MC, ICF, the monitor unit and
relay, battery power is routed to starter terminal B ECM through fuse #18 as a signal indicating that
and starter relay terminal B through the battery the key switch is in the ON or START position.
relay.
8. As soon as ECM receives this signal, ECM turns
3. Current from terminal ST flows to starter relay the ECM main relay ON.
terminal S through the starter cut relay.
9. Current from the battery flows to ECM through
4. Current flows to the starter relay coil and the fuse #8 and the ECM main relay, and the ECM
starter relay is turned ON. main power is turned ON.
5. Therefore, current flows to starter terminal S from 10. ECM makes the engine starting condition.
starter relay terminal C.
T2-5-8
Key Switch
Starter Cut Relay
Battery
Battery
Relay
Starter
Starter
Relay
ICF
ECM Main
Relay
EMC MC Monitor
Unit
T1R7-02-05-003
T2-5-9
CHARGING CIRCUIT (KEY SWITCH: ON)
1. After the engine starts and the key switch is
released, the key switch moves to the ON
position. Monitor Unit
2. Key switch terminal B is connected to terminals

ACC and M in the key switch with the key switch
ON.
3. The alternator starts generating electricity with

the engine running. Current from alternator
terminal B flows to the batteries through the
battery relay and charges the batteries.
4. Current from alternator terminal L flows to the

monitor unit, turns the alternator alarm OFF and
flows to ICF.
T1V1-05-01-117
Alternator
NOTE: The monitor unit detects the alternator Alarm
charging according to power from the
alternator and turns the alternator alarm
OFF.
T2-5-10
Key Switch
Battery
To
Battery Monitor
Relay Unit,
ICF
Alternator
T1R7-02-05-004
T2-5-11
Alternator Operation
• The alternator consists of field coil FC, stator coil • At the beginning, no current is flowing through
SC and diode D. The regulator consists of field coil FC. When the rotor starts rotating,
transistors (T1 and T2), Zener diode ZD and alternate current is generated in stator coil SC by
resistances (R1 and R2). the rotor remanent magnetism.
• Alternator terminal B is connected to base B of • When current flows through field coil FC, the
transistor T1 through the circuit [B → R → RF rotor is further magnetized so that the generating
→ (R) → (R1)]. voltage increases. Thereby, current flowing
through field coil FC increases. Therefore,
• When the battery relay is ON, the battery voltage generating voltage increases further and the
is applied to base B of transistor T1 so that batteries start charging.
collector C is connected to emitter E. Therefore,
field coil FC is grounded through transistor T1.
Alternator
B R L Regulator
RF
Battery Relay (R) R3 R4 R5
R6
D
ZD
R2
Battery SC B
E
R1 C
T2
FC B
D1 C E
T1
(F)
(E)
E
T1R7-02-05-007
T2-5-12
Regulator Operation
• When generating voltage increases more than
the set voltage of Zener diode ZD, current flows • When generating voltage decreases lower than
to base B of transistor T2 and collector C is the set voltage of Zener diode ZD, transistor T2 is
connected to emitter E. turned OFF and transistor T1 is turned ON again.
• Current which was routed to base B of transistor • Current flows through field coil FC and
T1 disappears due to transistor T2 operation so generating voltage at stator coil SC increases.
that transistor T1 is turned OFF. The above operation is repeated so that the
alternator generating voltage is kept constant.
• No current flows through filed coil FC and
generating voltage at stator coil SC decreases.
Battery Relay RF R3 R4 R5
R6
ZD
R2
Battery B
SC
A E
C
FC T2
B
R1 C E
T1
(F) D1
(E)
E
T1R7-02-05-008
T2-5-13
SERGE VOLTAGE PREVENTION CIRCUIT
1. When the engine is stopped (key switch: OFF), 4. When the alternator is generating electricity,
current from key switch terminal M is generating current from alternator terminal L
disconnected and the battery relay is turned OFF. flows to monitor unit terminal #C-7. The monitor
unit connects terminal #A-12 to ground.
2. The engine continues to rotate due to inertia
force just after the key switch is turned OFF so 5. Current flows through the load damp relay
that the alternator continues to generate exciting circuit and the load damp relay is turned
electricity. ON.
3. As the generating current cannot flow to the 6. Accordingly, even if the key switch is turned OFF
battery, surge voltage arises in the circuit and while the engine is rotating, battery current
failures of the electronic components, such as continues to excite the battery relay through the
the controller, possibly cause. In order to prevent load damp relay. Until the alternator stops
the occurrence of surge voltage, the surge generating, the battery relay is kept ON.
voltage prevention circuit is provided.
T2-5-14
Key Switch
Battery
Battery
Relay
Load
Damp
Relay
Alternator
Monitor Unit
#A-12 #C-7
T1R7-02-05-005
T2-5-15
PILOT SHUT-OFF CIRCUIT (KEY SWITCH:
ON)
1. When the pilot shut-off lever is turned to the ON

position, the monitor unit connects the ground
circuit of the pilot shut-off relay and the starter cut
relay so that the pilot shut-off relay and the
starter cut relay are turned ON.
2. When the pilot shut-off relay is turned ON, the
ground circuit of the pilot shut-off solenoid valve
is connected, current from fuse #4 turns the pilot
shut-off solenoid valve ON and pressure oil from
the pilot pump is supplied to the pilot valve.
3. When the starter cut relay is turned ON, key
switch terminal ST is disconnected from starter
relay terminal S. Therefore, although the key
switch is turned to the START position, the
engine does not start.
T2-5-16
Key Switch
Starter Cut
Relay
#6
Battery
Battery
Relay
Starter
Starter
Relay
Security
Relay Pilot Shut-Off
Lever
Pilot Shut-Off
Relay
Pilot Shut-Off
Solenoid Valve Monitor
Unit
T1R7-02-05-006
T2-5-17
SEUCURITY LOCK CIRCUIT
1. The monitor unit connects the ground circuit of
the security relay and the starter cut relay
according to the external alarm signal or the
password input error so that the security relay
and the starter cut relay are turned ON.
2. When the security relay is turned ON, as the
ground circuit of the pilot shut-off solenoid valve
is disconnected, the pilot shut-off solenoid valve
is turned OFF so that pressure oil to the pilot
valve from the pilot pump is blocked.
3. When the starter cut relay is turned ON, key
switch terminal ST is disconnected from starter
relay terminal S. Therefore, although the key
switch is turned to the START position, the
engine does not start.
T2-5-18
Key Switch
Starter Cut
Relay
Battery
Battery
Relay
Starter
Starter
Relay
Security
Relay Pilot Shut-Off
Lever
ICF
Pilot Shut-Off
Relay
Pilot Shut-Off
Solenoid Valve Monitor
Unit
T1R7-02-05-009
T2-5-19
ENGINE STOP CIRCUIT (KEY SWITCH:
OFF)
1. When the key switch is turned from the ON
position to the OFF position, the signal current
indicating that the key switch is ON stops flowing
from terminal M to ECM terminal #1-24.
2. ECM stops injection of the injector and the

engine stops.
3. When the engine stops, ECM turns the ECM

main relay OFF.
T2-5-20
Key Switch
Battery
ICF
ECM Main
Relay
ECM MC
Monitor Unit
1-24
T1R7-02-05-010
T2-5-21
SECURITY HORN CIRCUIT From Battery
1. The monitor unit connects the ground circuit of Fuse #9

the security horn relay according to the external
alarm signal from ICF or the password input error
so that the security horn relay is turned ON.
2. When the security horn relay is turned ON, Signal from
current from fuse #9 operates the security horn. ICF
Monitor Unit
Security Horn
Security Horn
Relay
T1V1-02-05-006
T2-5-22
(Blank)
T2-5-23
WORKING LIGHT CIRCUIT
Working Light and Cab Light Circuits
1. When the working light switch is turned to
position 1, monitor unit terminal #B-20 receives
the signal.
light relay 1.
3. Current from fuse #1 turns light relay 1 ON and
turns on the working light and the cab light.
Boom Light Circuit

1. When the working light switch is turned to
position 2, monitor unit terminal #A-6 receives the
signal.
light relay 2.
3. Current from fuse #1 turns light relay 2 ON and
turns on the boom light.
T2-5-24
Boom Light Monitor Unit

Input
#B-20
Working Light
Switch #A-6
Working
Light Input
From
Battery
Fuse #1
Light Light
Relay 1 Relay 2
Cab Light
Working
Light
Boom Light
T1V1-02-05-012
T2-5-25
WIPER CIRCUIT
Intermittent Operation
Purpose: This circuit operates the wiper at the

intervals set by the wiper / washer switch. Fast
Speed
Operation:
1. The wiper / washer switch sends the electrical
signal on position the INT. in response to the set
intervals to the monitor unit. Middle
Speed
2. The monitor unit connects the ground circuit at
the intervals set by the wiper / washer switch and Slow
Speed
the wiper relay is turned ON.
3. When the wiper relay is turned ON, the ground
circuit of the wiper motor is connected.
4. Current from fuse #2 operates the wiper motor
and the wiper moves. M178-01-016
Position ITN. Set Time

Washer Operation Slow 8 seconds
Middle 6 seconds
Purpose: This circuit operates the washer. Fast 3 seconds
Operation:
1. While pushing the wiper/washer switch, the
monitor unit receives the electrical signal from
the wiper/washer switch.
the washer relay and the washer relay is turned
ON.
3. When the washer relay is turned ON, current
from fuse #2 operates the washer motor and the
washer liquid jets.
T2-5-26
From
Battery
Wiper / Washer Switch Wiper
Fuse #2
Monitor Unit
Washer
Washer Relay
Wiper Motor
Washer Motor
Wiper Relay
T1V1-02-05-005
T2-5-27
(Blank)
T2-5-28
MEMO
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SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 4 Pilot Valve
Outline.......................................................... T3-1-1 Outline .......................................................... T3-4-1
Main Pump ................................................... T3-1-2 Operation...................................................... T3-4-4
Regulator...................................................... T3-1-4 Shockless Function
Solenoid Valve ........................................... T3-1-20 (Only for Travel Pilot Valve) .................. T3-4-12
Blade Pump (Optional)............................... T3-1-22
Pilot Pump.................................................. T3-1-22 Group 5 Travel Device
Pump Delivery Pressure Sensor................ T3-1-22 Outline .......................................................... T3-5-1
Pump Control Pressure Sensor ................. T3-1-22 Travel Reduction Gear ................................. T3-5-2
Travel Motor.................................................. T3-5-3
Group 2 Swing Device Parking Brake ............................................... T3-5-4
Outline.......................................................... T3-2-1 Travel Mode Control ..................................... T3-5-6
Swing Reduction Gear ................................. T3-2-2 Travel Brake Valve...................................... T3-5-10
Swing Motor ................................................. T3-2-3
Swing Parking Brake.................................... T3-2-4
Outline .......................................................... T3-6-1
Valve Unit ..................................................... T3-2-6
Pilot Port ....................................................... T3-6-2
Group 3 Control Valve Shuttle Valve................................................. T3-6-4
Outline.......................................................... T3-3-1 Shockless Valve ........................................... T3-6-6
Hydraulic Circuit......................................... T3-3-10 Pump 1 and Pump 2 Flow Rate
Flow Combiner Valve ................................. T3-3-16 Control Valves........................................... T3-6-8
Main Relief Valve ....................................... T3-3-18 Bucket Flow Rate Control Valve Control Spool,
Overload Relief Valve ................................ T3-3-20 Flow Combiner Valve Control Spool,
Regenerative Valve.................................... T3-3-22 Swing Parking Brake Release Spool ...... T3-6-10
Anti-Drift Valve ........................................... T3-3-24
Flow Rate Control Valve ............................ T3-3-26
Auxiliary Flow Combiner Valve
and Bypass Shut-Out Valve ................... T3-3-28
1R7T-3-1
Group 7 Others (Upperstructure)
Pilot Shut-Off Solenoid Valve....................... T3-7-1
Solenoid Valve ............................................. T3-7-3
Pilot Relief Valve .......................................... T3-7-6
Group 8 Others (Undercarriage)

Swing Bearing.............................................. T3-8-1
Center Joint.................................................. T3-8-2
Track Adjuster .............................................. T3-8-4
1R7T-3-2
COMPONENT OPERATION / Pump Device
OUTLINE
The pump device consists of main pump [pump 1 (1), The main pump is a swash plate type variable
pump 2 (2)], pilot pump (3) and blade pump (4) displacement axial plunger pump. Pump 1 (1) and
(optional). The engine output power is transmitted to pump 2 (2) are integrated as two units in one housing.
shaft (9) via coupling (10) and drives pump 1 (1), pump Pilot pump (3) and blade pump (4) (optional) are gear
2 (2), pilot pump (3) and blade pump (4) (optional). pumps. Pump delivery pressure sensors (11, 12) and
pump control pressure sensors (5, 6) are provided in
order to control the pump and the valve.
4 3 5 2 1
8 7 6
T1R7-03-01-001
T1R7-03-01-002
12 11 10
1 - Pump 1 5- Pump 2 Control Pressure 8- Maximum Pump 2 Flow Rate 11 - Pump 1 Delivery Pressure
Sensor Limit Control Solenoid Valve Sensor
2 - Pump 2 6 - Pump 1 Control Pressure 9 - Shaft 12 - Pump 2 Delivery Pressure
Sensor Sensor
3 - Pilot Pump 7 - Torque Control Solenoid 10 - Coupling
Valve
4 - Blade Pump
(Optional)
T3-1-1
MAIN PUMP
The main pump supplies pressure oil to operate the When cylinder block (1) is rotated, plunger (2)
hydraulic components such as motors or cylinders. oscillates in cylinder block (1) due to inclination of
Each main pump is equipped with a regulator which swash plate (4). Therefore, hydraulic oil is drained and
controls the delivery flow rate. Shaft (5) is connected to delivered. When the displacement angle of swash
cylinder block (1) in each pump so that shaft (5) and plate (4) is changed by servo piston 1 (3) and servo
cylinder block (1) rotate together. piston 2 (6), the stroke of plunger (2) is increased or
decreased, so that the delivery flow rate of the main
pump is controlled.
4 3 2 1 2 3 4
6 7 8 8 7 6
T176-03-01-004
7 8 8 7
T176-03-01-005
1 - Cylinder Block 3 - Servo Piston 1 (2 used) 5 - Shaft 7 - Feedback Lever

2 - Plunger 4 - Swash Plate 6 - Servo Piston 2 8 - Link
T3-1-2
Increasing and Decreasing Delivery Flow Rate
The displacement angle of swash plate (4) is 7
changed by movements of servo piston 1 (3) and 8
servo piston 2 (6). The regulator regulates
movements of the servo pistons. The displacement 3
angle of swash plate (4) is fed back to the regulator
via feedback lever (7) and link (8). 6
NOTE: Refer to the following pages as for regulator 4

operation.
• Displacement Angle Control Operation

The center of the swash plate inclination is located T176-03-01-027
at point A as illustrated to the right. Pilot pressure is

constantly supplied to servo piston 2 (6). When the Minimum
circuit from servo piston 1 (3) is connected to the Displacement Angle:
hydraulic oil tank, swash plate (4) is rotated A
clockwise around point A. As two servo pistons 1 (3)
are provided, when pilot pressure is supplied to both 3 6
servo piston 1 (3) and servo piston 2 (6), swash
plate (4) is rotated counterclockwise around point A.
4
• Feedback Operation
The end of feedback lever (7) is inserted into the
protrusion part on the side of swash plate (4). When
swash plate (4) is rotated, the protrusion part is also
rotated and, moving feedback lever (7) is moved at
T176-03-01-028
the same time. For example, when swash plate (4) Maximum Housing
is rotated from the minimum to the maximum, the Displacement Angle:
center of feedback lever (7) is moved from positions
B to C as illustrated to the right. Therefore, link (8) is 8 7 A
moved by feedback lever (7) and the movement is
fed back to the regulator.
T176-03-01-029
Protrusion Part Housing
C B
T3-1-3
REGULATOR 1 3 2 4
The regulator controls the main pump flow rate in Dr

response to the various command signal pressures so
that the pump driving power does not exceed the
engine output power. Pump 1 and pump 2 are
Pi
provided with one regulator for each. The major parts
Air
of the regulator are spring (1), sleeve 1 (2), sleeve 2 Pd1 Bleeding
(7), spool 1 (3), spool 2 (6), piston (4), load piston (5), Circuit
inner spring (8) and outer spring (9). According to the Pps
Dr
various command signal pressures, the regulator
opens or closes the circuit to servo piston 1 (10), the Pd2
displacement angle of swash plate (11) is changed
and the pump flow rate is controlled.
5 7 6 Pg
NOTE: Pilot pressure is constantly supplied to
10 12
servo piston 2 (12). Increase Decrease 8, 9
Displacement Angle T176-03-01-009
Pd1 -Pump 1 Delivery Pi - Pump Control Pressure

Pressure
Pd2 -Pump 2 Delivery Pps -Torque Control Pressure
Pressure
Dr - Returning to Hydraulic Pg - Primary Pilot Pressure
Oil Tank (From Pilot Pump)
T3-1-4
1 2 3 4
T176-03-01-006
5 6 7 8 9
10 11
12
T176-03-01-004
1- Spring 4- Piston 7 - Sleeve 2 10 - Servo Piston 1

2- Sleeve 1 5- Load Piston 8 - Inner Spring 11 - Swash Plate
3- Spool 1 6- Spool 2 9 - Outer Spring 12 - Servo Piston 2
T3-1-5
Regulator Control Function
The regulator has the following four control
functions.
• Control by Pump Control Pressure

Flow
When a control lever is operated, the pump flow rate Rate (Q)
control valve in the signal control valve regulates
pump control pressure Pi in response to the lever
stroke. When the regulator receives pump control
pressure Pi, the regulator controls the pump delivery
flow rate in proportion to pump control pressure Pi.
When a control lever is operated, pump control
pressure Pi increases and the regulator increases
the pump delivery flow rate. When the control lever
is returned to neutral, pump control pressure Pi 0 Pump Control Pressure (Pi)
decrease and the regulator decreases the pump
delivery flow rate.
• Control by Own or Partner Pump Delivery Pressure

The regulator receives own pump delivery pressure
Pd1 and partner pump delivery pressure Pd2 as
control signal pressures. If the two average
pressures increase over the set P-Q line, the Flow Pressure Increase
Rate (Q)
regulator reduces both pump delivery flow rates and
Flow Rate Decrease
the total pump output is returned to the set P-Q line.
Thereby, the engine is protected from being
overloaded. As the P-Q line has been designated in
order to jointly regulate both pump operations, both
pump delivery flow rates are regulated almost
equally to each other. Accordingly, although the
higher-pressure side pump is loaded more than the
lower-pressure side pump, the total pump output 0 Pressure (P)
matches with the engine output power. (Total Output
Control)
• Control by Pilot Pressure from Torque Control

Solenoid Valve
The main controller (MC) operates based on both Flow
the engine target speed input data and actual speed Rate (Q)
information signals, and outputs the signals to the
torque control solenoid valve. In response to the
signals from MC, the torque control solenoid valve
delivers torque control pilot pressure Pps to the
regulator. When receiving pilot pressure Pps, the
regulator reduces the pump delivery flow rate.
(Speed Sensing Power Decrease Control)
(Refer to Control System.)
0 Pressure (P)
T3-1-6
• Control by Pilot Pressure from Maximum Pump Flow
Rate Limit Control Solenoid Valve
Flow
(Pump 2 Side Only) Rate (Q)
When the MC (main controller) receives the signals
from the work mode switch, the pressure sensor
(auxiliary) or the attachment mode switch (optional),
MC sends the signals to the maximum pump flow
rate limit control solenoid valve. In response to the
signals from MC, the maximum pump flow rate limit
control solenoid valve reduces pump control
pressure Pi. Therefore, the upper limit pump
delivery flow rate is limited. (Pump Flow Rate Limit 0 Pressure (P)
Control)
Flow
(Refer to Control System.) Rate (Q)
0 Pump Control Pressure (Pi)
Dr
Pi
Air
Pd1 Bleeding
Circuit
Pps
Dr
Pd2
Pg
Increase Decrease
Swash Plate Inclination T176-03-01-009

Pressure
Pressure
T3-1-7
Control by Pump Control Pressure
• Increasing Flow Rate

1. When a control lever is operated, the flow rate
Flow
control valve in the signal control valve is shifted Rate (Q)
and pump control pressure Pi increases.
2. Piston (4) pushes spool 1 (3) and spring (1) so
that spool 1 (3) is moved to the direction of the
arrow.
3. By this movement, the circuit from servo piston 1
(10) is connected to the hydraulic oil tank.
4. As pilot pressure is always supplied to servo
piston 2 (12), swash plate (11) is rotated in the
flow rate increase direction. 0 Pump Control Pressure (Pi)
5. The movement of swash plate (11) is transmitted
to sleeve 1 (2) via feedback lever/link (13). Sleeve
1 (2) is moved in the same direction as spool 1
(3).
6. When sleeve 1 (2) is moved by the same stroke
as spool 1 (3), the circuit between servo piston 1
(10) and the hydraulic oil tank is closed so that
servo piston 1 (10) is stopped and the flow rate
increasing operation is completed.
1 3 2 4
Dr
Pi
Air
Pd1
Bleeding
Circuit
Pps
Dr
Pd2
Pg
10 12
Increase Decrease 13
1- Spring 10 - Servo Piston 1

2- Sleeve 1 11 - Swash Plate
3- Spool 1 12 - Servo Piston 2
4- Piston 13 - Feedback Lever / Link
Pd1 - Pump 1 Delivery Pi - Pump Control Pressure

Pressure
Pd2 - Pump 2 Delivery Pps -Torque Control Pressure
Pressure
T3-1-8
To Hydraulic Primary Pilot

1 Oil Tank Pressure 2 3 4 Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
Pressure
Pd1
Pump 2
Delivery 12
Pressure 13
Pd2 10
11
T176-03-01-010
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
Pressure
Pd1
Pump 2
Delivery
13 12
Pressure
Pd2 10
11
T176-03-01-011
T3-1-9
• Decreasing Flow Rate
1. When a control lever is operated, the flow rate
control valve in the signal control valve is returned Flow
and pump control pressure Pi decreases. Rate (Q)
2. Piston (4) and spool 1 (3) are pushed by spring
(1) so that spool 1 (3) is moved to the direction of
the arrow.
3. Pilot pressure is also routed to servo piston 1
(10).
4. Two servo pistons 1 (10) are located so that
swash plate (11) is rotated in the flow rate
decrease direction. 0 Pump Control Pressure (Pi)
1 3 2 4
(3). Dr
as spool 1 (3), pilot pressure to servo piston 1
(10) is blocked so that servo piston 1 (10) is
Pi
stopped and the flow rate decreasing operation is
completed. Air
Pd2
Bleeding
Circuit
Pps
Dr
Pd1
Pg
10 12
Increase Decrease 13


Pressure
Pressure
T3-1-10

Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
Pressure
Pd1
Pump 2
Delivery 13 12
Pressure
Pd2 10
11
T176-03-01-012
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
Pressure
Pd1
Pump 2
Delivery 13 12
Pressure
Pd2 10
11
T176-03-01-013
T3-1-11
Control by Own or Partner Pump Delivery
Pressures

1. When the pump is loaded by any operation of the
Flow
control levers, either own pump delivery pressure Rate (Q)
Pd1 or partner pump delivery pressure Pd2
increases. (During operation, pump control
pressure Pi is kept increased.)
2. Load piston (5) pushes spool 2 (6), inner spring
(8) and outer spring (9), so that spool 2 (6) is
moved to the direction of the arrow.
3. By this movement, pilot pressure is routed to
servo piston 1 (10).
4. Two servo pistons 1 (10) are located so that 0 Pressure (P)
decrease direction. Dr
5. This movement of swash plate (11) is transmitted
Pi
(6).
Air
6. When sleeve 2 (7) is moved by the same stroke Pd1
Bleeding
as spool 2 (6), pilot pressure to servo piston 1 Circuit
(10) is blocked so that servo piston 1 (10) is Pps
Dr
completed. Pd2
5 7 6 Pg
10 12
Increase Decrease 8, 9
5- Load Piston 10 - Servo Piston 1

6- Spool 2 11 - Swash Plate
7- Sleeve 2 12 - Servo Piston 2
8- Inner Spring 13 - Feedback Lever / Link
9- Outer Spring

Pressure
Pressure
T3-1-12

5 Oil Tank Pressure 6 7 Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
8 9
Pressure
Pd1
Pump 2
Delivery 12
Pressure
13
Pd2 10
11
T176-03-01-014
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
Pressure 8 9
Pd1
Pump 2
Delivery 13 12
Pressure
Pd2 10
11
T176-03-01-015
T3-1-13
• Increasing Flow Rate
1. When the pump load is reduced, either own pump
delivery pressure Pd1 or partner pump delivery
pressure Pd2 decreases. (During operation,
pump control pressure Pi is kept increased.)
2. Load piston (5) and spool 2 (6) are pushed by Flow
Rate (Q)
inner spring (8) and outer spring (9) so that spool
2 (6) is moved to the direction of the arrow.
3. By this movement, the circuit from servo piston 1
flow rate increase direction.
to sleeve 2 (7) via feedback lever/link (13). Sleeve 0 Pressure (P)
(6). Dr
as spool 2 (6), the open part between spool 2 (6)
and sleeve 2 (7) is closed and the circuit between
servo piston 1 (10) and the hydraulic oil tank is Pi
closed. Therefore, servo piston 1 (10) is stopped Pd1
Air
and the flow rate increasing operation is Bleeding
Circuit
completed.
Pps
Dr
Pd2
5 7 6 Pg
10 12 13 8, 9
Increase Decrease

9- Outer Spring

Pressure
Pressure
T3-1-14

Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
8 9
Pressure
Pd1
Pump 2
Delivery 12
Pressure
13
Pd2 10
11
T176-03-01-016
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
8 9
Pressure
Pd1
Pump 2
Delivery 12
Pressure
13
Pd2 10
11
T176-03-01-017
T3-1-15
Control by Pilot Pressure from Torque Control
Solenoid Valve

1. When the torque control solenoid valve is
operated by the signals from MC (main controller), Flow
torque control pressure Pps increases. Rate (Q)
2. Torque control pressure Pps and either own pump
delivery pressure Pd1 or partner pump delivery
pressure Pd2 are combined and applied to load
piston (5).
3. Load piston (5) pushes spool 2 (6), inner spring
(8) and outer spring (9) so that spool 2 (6) is
moved to the direction of the arrow.
4. By this movement, pilot pressure is routed to 0 Pressure (P)
servo piston 1 (10).
5. Two servo pistons 1 (10) are located so that Dr
decrease direction.
6. This movement of swash plate (11) is transmitted
to sleeve 2 (7) via feedback lever/link (13). Sleeve Pi
2 (7) is moved in the same direction as spool 2 Pd1 Air
(6). Bleeding
7. When sleeve 2 (7) is moved by the same stroke Circuit
Pps
as spool 2 (6), pilot pressure to servo piston 1 Dr
(10) is blocked so that servo piston 1 (10) is Pd2
completed.
5 7 6 Pg
10 12
Increase Decrease 13 8, 9

9- Outer Spring

Pressure
Pressure
T3-1-16

Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
8 9
Pressure
Pd1
Pump 2
Delivery 12
Pressure
13
Pd2 10
11
T176-03-01-018
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1
Delivery
8 9
Pressure
Pd1
Pump 2
Delivery 12
Pressure
13
Pd2 10
11
T176-03-01-019
T3-1-17
Control by Pilot Pressure from Flow Rate
Control Solenoid Valve Flow
Rate (Q)
• Upper Limit Flow Rate Control

1. The maximum pump flow rate limit control
solenoid valve in the pump control pressure Pi
circuit is operated by the signals from MC (main
controller).
2. The maximum pump flow rate limit control
solenoid valve functions as a pressure reducing
valve and pump control pressure Pi is regulated. 0 Pressure (P)
3. Piston (4) pushes spool 1 (3) and spring (1) so
that spool 1 (3) is moved to the direction of the
arrow. Flow
4. By this movement, the circuit from servo piston 1 Rate (Q)
flow rate increase direction.
(3). 0 Pump Control Pressure (Pi)
as spool 1 (3), the circuit between servo piston 1
(10) and the hydraulic oil tank is closed so that 1 3 2 4
servo piston 1 (10) is stopped and the flow rate Dr
increasing operation is completed.
8. As pump control pressure Pi is regulated, the
maximum flow rate is reduced more than normal
state. Pi
Pd1 Air
Bleeding
Circuit
Pps
Dr
Pd2
Pg
10 12
Increase Decrease


Pressure
Pressure
Dr - Returning Hydraulic Oil Pg - Primary Pilot Pressure
Tank (From Pilot Pump)
T3-1-18

Oil Tank Pump Control
1 Pressure 2 3 4
Pressure Pi
Regulated by
Maximum Pump
Control
Flow Rate Limit
Solenoid Valve
Torque
Control
Pressure
Pps
Pump 1
Delivery
Pressure
Pd1
Pump 2
Delivery 12
Pressure
13
Pd2 10
11
T176-03-01-020
Pressure Pi
Regulated by
Maximum Pump
Control
Flow Rate Limit
Solenoid Valve
Torque
Control
Pressure
Pps
Pump 1
Delivery
Pressure
Pd1
Pump 2
Delivery 12
Pressure 13
Pd2 10
11
T176-03-01-021
T3-1-19
SOLENOID VALVE
The torque control solenoid valve and the maximum
pump flow rate limit control solenoid valve are
provided on the pump 2 regulator. The torque control
solenoid valve supplies torque control pressure Pps to
both the pump 1 and pump 2 regulators and the pump
delivery flow rate decreases. The maximum pump flow
rate limit control solenoid valve reduces the pump
control pressure to the pump 2 regulator so that the
upper limit pump delivery flow rate is regulated.
Operation
1. When in neutral, port P is connected to the output
port through the notch on the spool.
2. When current flows to the solenoid from MC
(main controller), the solenoid is excited and
pushes spring 1.
3. As, spring 1 pushes the spool so that the output
port is connected to port T through the notch on
the spool.
4. Thereby, pressure at the output port begins to
decrease.
5. As left side diameter (A) is larger than right side
diameter (B) of the notch on the spool, the spool
is returned to the left side.
T3-1-20
Neutral State:
Solenoid Spring 1 Spring 2 Sleeve Spool
T176-03-01-030
A Port P Port T B
Output Port
Operating State:
Solenoid Spring 1 Spring 2 Sleeve Spool
T176-03-01-031
A Port P Port T B
Output Port
T3-1-21
BLADE PUMP (OPTIONAL)
Inlet Port
1
PILOT PUMP
2
Drive gear (1) is driven by the engine via the shaft in
the main pump so that driven gear (2) is rotated as
they are meshed together.
1 - Drive Gear 2 - Driven Gear
Outlet Port
T137-02-03-005
PUMP DELIVERY PRESSURE SENSOR

This sensor detects the pump delivery pressures,
which are used in order to control various operations.
When oil pressure is applied to diaphragm (9),
diaphragm (9) is deformed. The deformation of
T157-02-03-010
diaphragm (9) is detected as electrical signals. 6 7 8 9
6 - Ground 8 - Power Source (5V)

7 - Output 9 - Pressure Receiving Area
(Diaphragm)
PUMP CONTROL PRESSURE SENSOR
This sensor detects the pump control pressures,

which are used in order to control various operations.
When oil pressure is applied to diaphragm (10),
diaphragm (10) is deformed. The deformation of T176-03-01-023
diaphragm (10) is detected as electrical signals. 10 11 12 13
10 - Pressure Receiving Area 12 - Output

(Diaphragm)
11 - Ground 13 - Power Source (5V)
T3-1-22
COMPONENT OPERATION / Swing Device
OUTLINE
The swing device consists of the valve unit , the swing The swing reduction gear rotates the swing motor with
motor and the swing reduction gear. large torque at slow speed and rotates the
The valve unit prevents the occurrence of cavitation in upperstructure.
the swing circuit and protects the swing circuit from
being overloaded.
The swing motor is a swash plate type axial plunger
motor (with built-in parking brake), which is driven by
pressure oil from the pump, and its output is
transmitted to the swing reduction gear.
Valve Unit
Swing Motor
Swing Reduction Gear
T176-03-02-001
T3-2-1
SWING REDUCTION GEAR
The swing reduction gear is a two-stage planetary The shaft is engaged with the internal gear in the
reduction gear. The ring gear is monolithically built with swing bearing secured to the undercarriage in order to
the housing and bolted to the upperstructure so that it rotate the upperstructure.
does not rotate. The shift in the swing motor rotates
the first stage sun gear, whose rotating torque is
transmitted to the second stage sun gear via the first
stage planetary gear and the first stage carrier. The
second stage sun gear rotates the shaft via the second
stage planetary gear and the second stage carrier.
Swing Motor Shaft

First Stage Carrier
First Stage Sun Gear First Stage Planetary Gear
Second Stage Sun Gear Ring Gear
Second Stage Carrier Second Stage Planetary Gear
Shaft
Swing Bearing
T176-03-02-001
Internal Gear
T3-2-2
SWING MOTOR
The swing motor consists of the swash plate, rotor, When pressure oil is supplied from the pump, the
plunger, valve plate, housing and parking brake (disc plunger is pushed. As the shoe on the end of the
spring, brake piston, plate and friction plate). The shaft plunger slides along the swash plate by tilting the
is splined to the rotor in which the plunger is inserted. swash plate, the rotor rotates. The end of the shaft is
splined to the first stage sun gear in the swing
reduction gear. Therefore, the rotation of the shaft is
transmitted to the swing reduction gear.
Disc Spring
Piston
Valve Plate
Friction Plate
Rotor
Housing Plate
Shoe
Plunger
Retainer
Swash Plate
Shaft
T176-03-02-002
T3-2-3
SWING PARKING BRAKE
The swing parking brake is a wet type multi-plate disc
brake and a negative mechanism that releases the
brake when the brake release pressure acts on the
brake piston chamber.
The brake release pressure is supplied from the pilot
pump only when either swing or front attachment is
operated.
In other cases (including engine stopping), the brake
release pressure returns to the hydraulic oil tank so
that the brake is applied automatically by the disc
spring.
When brake is applied When brake is released

1. When the swing or the front attachment control 1. The swing or, front attachment control lever is
lever is returned to neutral, the swing parking operated, the swing parking brake release spool
brake release spool in the signal control valve is in the signal control valve is shifted. Thereby, pilot
returned to neutral and pilot pressure to port SH pressure from the pilot pump is applied to port
disappears. SH.
2. The check valve is closed and the brake release 2. Pilot pressure to port SH pushes to open the
pressure through the orifice in the spool is check valve, and acts on the brake piston
released to the hydraulic oil tank port. chamber.
3. Consequently, the force of the spring acts on the 3. Consequently, as the brake piston is pushed
friction plate, which is engaged with the external upward, the plate and the friction plate are free,
circumference of the rotor, and on the plate, which and the brake is released.
is engaged with the inside of the motor housing
via the brake piston. Thus, the external
circumference of the rotor is secured with the
friction force.
When the engine stops, the brake is applied
automatically as pressure is not applied to the
pilot signal circuit.
T3-2-4
When brake is applied
Disc Spring
Brake Piston
To Brake Piston
Port SH
(Brake
Release
Pressure)
Check Valve
Friction Plate
To Hydraulic
Spool Oil Tank Orifice
Plate
T176-03-02-004
When brake is released
Disc Spring
Brake Piston
To Brake Piston
Port SH
(Brake
Release
Pressure)
Check Valve
Friction Plate
To Hydraulic
Spool Oil Tank Orifice
Plate
T176-03-02-005
T3-2-5
VALVE UNIT
The valve unit consists of the make-up valves and the

relief valves. Relief Valve
The make-up valve prevents the occurrence of
cavitation in the circuit, and the relief valve prevents
the occurrence of surge pressure and protects the
circuit from being overloaded. Make-Up Valve
Make-Up Valve
During swing stopping operation, the swing motor is
driven by the inertial force of the upperstructure. The Port M
swing motor is rotated forcibly in excess of oil
pressure form the pump, so that cavitation may be
generated in the motor Control Valve
In order to avoid this cavitaton, when pressure in the
swing circuit becomes lower than pressure in the T107-02-04-013
return circuit (port M), the poppet opens, draws

hydraulic oil and compensates the lack of oil feed.
Relief Valve
Poppet
Make-Up Valve Make-Up Valve
T176-03-02-003
Port M
Control Valve
T3-2-6
Relief Valve
When starting or stopping swing operation, oil
pressure in the swing circuit increases. The relief
valve prevents the circuit pressure from increasing
over the set pressure.
Operation:
1. Pressure in port HP (swing circuit) is applied to
the poppet.
2. When pressure in port HP reaches the spring set
force, the poppet opens so that pressure oil flows
to port LP.
3. Consequently, pressure in the swing circuit
decreases.
4. When pressure in port HP decreases less than
the spring set force, the poppet is closed by the
spring force.
Neutral State: Poppet Spring
HP
LP
T176-03-02-006
Operating State: Poppet Spring
HP
LP
T176-03-02-007
T3-2-7
(Blank)
T3-2-8
COMPONENT OPERATION / Control Valve
OUTLINE
The control valve controls oil pressure, flow rate and oil The spool arrangements from the machine front side
flow direction in the hydraulic circuit. The major parts of are as follows.
the control valve are the main relief valve, overload 4-spool side: Right Travel, Bucket, Boom 1, Arm 2
relief valve, flow combiner valve, anti-drift valve, flow 5-spool side: Left Travel, Auxiliary, Boom 2, Arm 1,
rate control valve, regenerative valve, aux. flow Swing
combiner valve, bypass shut-out valve and spool. The
spool is operated by the hydraulic pilot oil pressure.
Swing
Control Valve Arm 1
Boom 2
Auxiliary
Left Travel
Arm 2
Boom 1
5-Spool Side
Bucket
Right Travel
Machine Front
ZX135US-3
ZX135USK-3
ZX135USL-3
Machine Front
ZX110-3
T1R7-03-03-001
ZX110M-3
4-Spool Side ZX120-3
Blade Control Valve ZX130K-3
(Optional) ZX130L-3
Machine Front
T1R7-03-03-028
T3-3-1
Layout
1 2 3 4 5 7 6 8 9 10
11
Bucket Cylinder
Auxiliary
12
40
39 13
Boom Cylinder
38 14
Arm Cylinder 15
37
36 16
17 Blade Cylinder
35 (Optional)
34
18
Swing Motor 19 23
22
33
32 20
21
27
Main 25 24
Pump
31 30 29 28
Blade Pump
(Optional)
26 T1R7-03-03-003
1 - Load Check Valve 11 - Bucket Regenerative 21 - Bypass Shut-Out Valve 31 - Arm Regenerative Valve
(Travel Tandem Circuit) Valve (Selector Valve)
2 - Load Check Valve 12 - Overload Relief Valve 22 - Overload Relief Valve 32 - Arm Regenerative Valve
(Travel Parallel Circuit) (Bucket: Rod Side) (Blade: Rod Side) (Optional)
3 - Check Valve 13 - Overload Relief Valve 23 - Overload Relief Valve 33 - Overload Relief Valve
(Main Relief Circuit) (Bucket: Bottom Side) (Blade: Bottom Side) (Optional) (Arm: Bottom Side)
4 - Main Relief Valve 14 - Load Check Valve 24 - Load Check Valve (Blade) 34 - Overload Relief Valve
(Boom 1 Parallel Circuit) (Optional) (Arm: Rod Side)
5 - Check Valve 15 - Boom Regenerative Valve 25 - Load Check Valve (Blade 35 - Arm Anti-Drift Valve
(Main Relief Circuit) Tandem Circuit) (Optional) (Check Valve)
6 - Flow Combiner Valve 16 - Overload Relief Valve 26 - Main Relief Valve (Blade) 36 - Arm Anti-Drift Valve
(Boom: Bottom Side) (Optional) (Selector Valve)
7 - Check Valve 17 - Overload Relief Valve 27 - Check Valve (Orifice) 37 - Load Check Valve
(Flow Combiner Circuit) (Boom: Rod Side) (Arm 2 Parallel Circuit) (Boom 2 Parallel Circuit)
8 - Aux. Flow Combiner Valve 18 - Boom Anti-Drift Valve 28 - Load Check Valve 38 - Aux. Flow Rate Control
(Check Valve) (Arm 1 Parallel Circuit) Valve (Poppet Valve)
9 - Bucket Flow Rate Control 19 - Boom Anti-Drift Valve 29 - Load Check Valve 39 - Aux. Flow Rate Control
Valve (Selector Valve) (Selector Valve) (Arm 1 Tandem Circuit) Valve (Selector Valve)
10 - Bucket Flow Rate Control 20 - Load Check Valve 30 - Load Check Valve 40 - Load Check Valve
Valve (Poppet Valve) (Arm 2 Tandem Circuit) (Swing Circuit) (Bucket Parallel Circuit)
T3-3-2
Control Valve
16
31
34
18, 19
5
Machine Front
ZX135US-3
ZX135USK-3
ZX135USL-3
21
12
9, 10
Machine Front
ZX110-3
ZX110M-3
T1R7-03-03-004
ZX120-3
ZX130K-3
ZX130L-3
35, 36
38, 39
Machine Front
33 ZX135US-3
ZX135USK-3
ZX135USL-3
Machine Front
ZX110-3
ZX110M-3
ZX120-3
ZX130K-3
ZX130L-3
8 17 T1R7-03-03-005
13
6 40 7
T3-3-3
1 2 3 4 5 7 6 8 9 10
11
Bucket Cylinder
Auxiliary
12
40
39 13
Boom Cylinder
38 14
Arm Cylinder 15
37
36 16
17 Blade Cylinder
35 (Optional)
34
18
Swing Motor 19 23
22
33
32 20
21
27
Main 25 24
Pump
31 30 29 28
Blade Pump
(Optional)
26 T1R7-03-03-003
T3-3-4
F
E
D Section A
C 4
B
A
5
3
39
7 8
T176-03-03-035 6
T1R7-03-03-006
Section B Section C
Travel Travel
(Right) (Left) Bucket Auxiliary
12
1
10 38
9 39
2 11
13
T176-03-03-003
T1R7-03-03-007
T3-3-5
1 2 3 4 5 7 6 8 9 10
11
Bucket Cylinder
Auxiliary
12
40
39 13
Boom Cylinder
38 14
Arm Cylinder 15
37
36 16
17 Blade Cylinder
35 (Optional)
34
18
Swing Motor 19 23
22
33
32 20
21
27
Main 25 24
Pump
31 30 29 28
Blade Pump
(Optional)
26 T1R7-03-03-003
T3-3-6
Boom 1 Boom 2
Section D
19
16
18
14 37
15
17
T176-03-03-005
Section E Section F
Arm 2 Arm 1 Swing
36
34
31
35
30
20 28
27
29
32
21
33
T176-03-03-007
T176-03-03-006
T3-3-7
1 2 3 4 5 7 6 8 9 10
11
Bucket Cylinder
Auxiliary
12
40
39 13
Boom Cylinder
38 14
Arm Cylinder 15
37
36 16
17 Blade Cylinder
35 (Optional)
34
18
Swing Motor 19 23
22
33
32 20
21
27
Main 25 24
Pump
31 30 29 28
Blade Pump
(Optional)
26 T1R7-03-03-003
T3-3-8
Blade Control Valve (Optional)
22
23
X
T1R7-03-03-008
Secttion X-X
24
25
T1R7-03-03-009
T3-3-9
HYDRAULIC CIRCUIT
Main Circuit
Pressure oil from pump 1 flows to the 4-spool side
control valve and pressure oil from pump 2 flows to
the 5-spool side control valve. Both right and left
main circuits are provided with the parallel circuits
which make the combined operations possible. The
boom and arm circuits are provided with the flow
combining circuits so that pressure oils from pumps 1
and 2 are combined during a single operation.
The main relief valve is provided in the main circuit

(between pump and actuator). The main relief valve
prevents pressure in the main circuit from increasing
over the set pressure when the spool is operated
(when the control lever is operated).
The overload relief valve is provided in the actuator
circuit (between control valve and actuator) of boom,
arm, and bucket. The overload relief valve prevents
the surge pressure developed by external loads in
the actuator circuit from increasing over the set
pressure when the spool is in neutral (while the
control lever is in neutral).
T3-3-10
Travel Motor (Left) Main Relief 4-Spool Side Travel Motor (Right)
Valve Parallel Circuit
Auxiliary
Bucket
Cylinder
Overload
Relief Valve
Arm
Cylinder Overload
Relief Valve
Swing Motor
Boom
Cylinder
Flow Combining
Circuit
5-Spool Side
Parallel Circuit
Pump 2 Pump 1
T1R7-03-03-010
T3-3-11
Blade Circuit (Optional)
Neutral Circuit
from the blade pump is returned to the hydraulic
oil tank through the blade control valve.

• The blade signal switch valve and the bypass
shut-out valve are shifted by operating the blade.
• When the blade signal switch valve is shifted, pilot
pressure from the blade signal switch valve shifts
the flow combiner valve.
• When the flow combiner valve is shifted, pressure
oil from pump 1 is combined with pressure oil
from pump 2 in the control valve, and flows to the
blade control valve.
• After pressure oil from the blade pump is
combined with pressure oil from pumps 1 and 2 in
the blade control valve, pressure oil flows to the
blade cylinder.
• Due to the operation above, the blade cylinder
operating speed is increased.
NOTE: An orifice is provided in the flow combining

circuit of pressure oils from pumps 1 and 2
in order to obtain actuator speed other than
the blade cylinder during combined
operation with the blade.
T3-3-12
Pilot Pressure from Blade

Signal Switch Valve
Orifice
Control Valve
Flow Combiner
Valve
Blade
Cylinder
Bypass
Shut-Out
Valve
Blade
Control
Valve
Pump 2 Pump 1
Blade Pump
Pilot Pressure from
Blade Pilot Valve
T1R7-03-03-011
T3-3-13
Pilot Control Circuit External Pilot Oil Pressure Control Circuit
Pressure oil (indicated with numbers) from the pilot • The arm regenerative valve (switch valve) is
valve acts to the spool in control valve and moves the shifted by pilot pressure from solenoid valve unit
spool. (SC).
In the following operations, pressure oil moves the • The bucket flow rate control valve is shifted by
spool and acts on the switch valves as follows. pilot pressure from the bucket flow rate control
• During arm roll-in (4) operation, pressure oil valve control spool in the signal control valve.
moves the arm spool and shifts the switch valve • The flow combiner valve is shifted by pilot
of the arm anti-drift valve. pressure from the flow combiner valve control
• During boom lower (2) operation, pressure oil spool in the signal control valve.
moves the boom spool and shifts the switch valve
of the boom anti-drift valve. Attachment (Optional):
• The aux. flow combiner valve and the bypass
The air bleeding circuit is located on the upper shut-out valve are shifted by attachment pilot
section of the control valve and bleeds any air pressure.
trapped inside automatically. • The aux. flow rate control valve is shifted by pilot
pressure from the aux. flow rate control solenoid
valve.
Blade (Optional):
• The flow combiner valve is shifted by pilot
pressure from the blade signal switch valve.
• The bypass shut-out valve is shifted by blade pilot
pressure.
T3-3-14
Pilot Pressure from flow combiner Valve Control
Spool in Signal Control Valve and Blade Signal
Aux. Flow Combiner Valve Switch Valve (Optional)
Attachment Pilot Pressure (Optional)
Flow Combiner Valve
Pilot Pressure from Bucket Flow Rate Control
Valve Control Spool in Signal Control Valve
10
11
9
12
Bucket Flow
Rate Control
Valve
8
Pilot Pressure
from Aux. Flow 7
Rate Control
Solenoid Valve
(Optional)
Aux. Flow
Rate Control 2
Valve 1
1
Arm Anti-Drift
Valve
Boom
Anti-Drift
4
Valve
Pilot Pressure 3
3
from Solenoid
Valve Unit
(SC)
Arm
Attachment
Regenerative
Pilot Pressure
Valve 6 (Optional)
(Switch Valve) Air Bleeding
5
Circuit
T1R7-03-03-012
1 - Boom Raise 4 - Arm Roll-In 7 - Bucket Roll-In 10 - Left Travel Reverse

2 - Boom Lower 5 - Left Swing 8 - Bucket Roll-Out 11 - Right Travel Forward
3 - Arm Roll-Out 6 - Right Swing 9 - Left Travel Forward 12 - Right Travel Reverse
T3-3-15
FLOW COMBINER VALVE
1. Normally, pressure oil from pump 1 pushes the
check valve through hole B on the flow combiner
valve spool so that the check valve is seated.
2. When combined operation of front attachment
and travel is made, the right travel pilot pressure
shifts the flow combiner valve control spool in the
signal control valve and pilot pressure shifts the
flow combiner valve spool.
3. Then, pressure oil from pump 1 enters hole A,
unseats the check valve and flows to the left
travel spool.
4. Therefore, the pressure oil from pump 1 is routed
to both the right and left travel spools at the same
time, and pressure oil from pump 2 flows to the
front attachment and the swing spools.
Consequently, during combined operation of
travel and front attachment/swing, the machine
can travel straight.
Flow Combiner Valve Pilot Pressure from Flow

Combiner Valve Control Spool
in Signal Control Valve
Pump 1 T1R7-03-03-013
T3-3-16
Neutral State: Operating State:
To Hydraulic Oil Tank To Hydraulic Oil Tank
To Left Travel Check Valve To Left Travel Check Valve

Spool Spool
Hole B
Pressure Oil Pressure Oil

from Pump 1 from Pump 1
Hole A Hole A
Spool Spool
Pilot Pressure Oil

from Flow
To Flow Combiner Valve
Combiner Valve Control Spool
Control Spool
T176-03-03-008 T176-03-03-009
T3-3-17
MAIN RELIEF VALVE
The main relief valve prevents oil pressure in the main
circuit and the blade circuit (optional) from increasing
over the set pressure while operating the actuators
such as the motors and the cylinders. Thereby, oil
leakage from the hoses and the piping joints and
damage of the actuators are prevented.
NOTE: The operations of the main relief valves in

the main circuit and the blade circuit
(optional) are same.
Operation
1. Pressure in port HP (main circuit) acts on the pilot Blade Circuit (Optional)
poppet through orifice A in the main poppet and
orifice B in the seat. Sleeve Pilot Poppet
2. When pressure in port HP reaches the spring B LP Passage A Spring B
set force, the pilot poppet is unseated and Spring A
pressure oil flows to port LP (hydraulic oil tank)
through passage A and the outer circumference of
the sleeve.
3. At this time, a pressure difference arises between HP
port HP and the spring chamber due to orifice A.
4. When this pressure difference reaches the spring
A set force, the main poppet is unseated and
pressure oil in port HP flows to port LP. Seat
5. Consequently, the actuator circuit pressure is Orifice A
Orifice B
reduced. Main Poppet Spring Chamber T1R7-03-03-014
6. When the actuator circuit pressure is reduced to
the specified pressure, the main poppet is closed
by the spring A force.
T3-3-18
Main Circuit
Normal State:
Main Poppet Orifice A Orifice B Seat Passage A Spring B
HP
LP T176-03-03-010
Sleeve Spring Chamber Spring A Pilot Poppet
Relieving STate:
Main Poppet Orifice A Orifice B Seat Passage A Spring B
HP
LP T176-03-03-011
Sleeve Spring Chamber Spring A Pilot Poppet
T3-3-19
OVERLOAD RELIEF VALVE Make-Up Operation
(with Make-Up Function) 1. When pressure in port HP (actuator circuit) is
reduced lower than pressure in port LP (hydraulic
The overload relief valve is located in the boom, arm, oil tank), the make-up valve (blade: sleeve) is
bucket and blade (optional) circuits. The overload relief moved to the left.
valve prevents each actuator circuit pressure from 2. Hydraulic oil in port LP flows to port HP. This
rising excessively when the actuators are operated by prevents cavitation.
external loads. In addition, when the actuator circuit 3. When pressure in port HP increases more than
pressure is reduced, the overload relief valve draws the specified pressure, the make-up valve (blade:
hydraulic oil from the hydraulic oil tank and prevents sleeve) is closed by the spring C force.
the occurrence of cavitation (make-up function).
NOTE: The operations of the overload relief valves Blade Circuit (Optional)
in the boom, arm, bucket and blade
(optional) are same.
Spring C Sleeve Spring A Main Poppet
Relief Operation Seat

Orifice A
1. Boom, Arm and Bucket:
Pressure in port HP (actuator circuit) acts on the HP
pilot poppet through orifice A in the main poppet
and orifice B in the seat.
Blade:
Pressure in port HP (actuator circuit) acts on the
pilot poppet through orifice A in the valve.
2. When pressure in port HP reaches the spring B Spring B Pilot Passage A Spring Valve
set force, the pilot poppet is unseated and Poppet Chamber
LP T1R7-03-03-015
pressure oil flows to port LP (hydraulic oil tank)
through passage A and the outer circumference of
the sleeve.
3. At this time, a pressure difference arises between
port HP and the spring chamber due to orifice A.
4. When this pressure difference reaches the spring
A set force, the main poppet is unseated and
pressure oil in port HP flows to port LP.
5. Consequently, the actuator circuit pressure is
reduced.
6. When the actuator circuit pressure is reduced to
the specified pressure, the main poppet is closed
by the spring A force.
T3-3-20
Boom, Arm, Bucket
Main
Normal State: Sleeve Make-Up Valve Poppet Orifice A Orifice B Seat Passage A Spring B
HP
LP T176-03-03-012
Spring C Spring Chamber Spring A Pilot Poppet
Main
Relieving State: Sleeve Poppet Orifice A Orifice B Seat Passage A Spring B
HP
LP T176-03-03-013
Spring Chamber Spring A Pilot Poppet
Make-Up Operating State: Make-Up Valve
HP
LP T176-03-03-014
Spring C
T3-3-21
REGENERATIVE VALVE
The regenerative valve is located in the boom lower,
arm roll-in and bucket roll-in circuits. The regenerative
valve increases the cylinder operating speeds, Pressure Oil from Pump 1
improves machine controllability, and prevents the
cylinders from making a pose in movement.
NOTE: The operational principles of each

regenerative valve are almost identical.
Therefore, the bucket regenerative valve is Bucket
Cylinder
explained here.
Operation
1. When the bucket is rolled in, returning oil from the
cylinder rod side (the bottom side in case of the
boom) is routed to the check valve through hole A
on the spool. Check Valve
2. At this time, when pressure in the cylinder bottom
T1R7-03-03-027
side (the rod side in case of the boom) is lower
than the rod side, the check valve is unseated.
3. Consequently, returning oil from the cylinder rod
side flows to the bottom side and is combined with
pressure oil from the pump. The combined oil is
delivered to the cylinder bottom side so that
returning pressure oil is regenerated. Therefore,
the cylinder operating speed is increased.
4. When the cylinder is fully stroked or digging loads
increase, pressure in the cylinder bottom circuit is
higher than the rod side. Therefore, the check
valve is seated so that regeneration is stopped.
NOTE: Arm Regenerative Valve Operation

The arm regenerative valve (switch valve)
is shifted by pilot pressure from solenoid
valve unit (SC) so that the returning oil
circuit from the cylinder rod side is blocked.
(Only the arm regenerative valve. Refer to
SYSTEM / Control system.)
T3-3-22
Neutral State: Operating State:
Bucket Bucket
Cylinder Cylinder
Spool
Spool
Hole A Hole A
Check Check
Valve Valve
T1R7-03-03-016 T1R7-03-03-017
T3-3-23
ANTI-DRIFT VALVE
The anti-drift valve is located in the boom cylinder

bottom side and the arm cylinder rod side circuits, and
reduces the cylinder drift amount.
NOTE: The structures of the boom and the arm

anti-drift valves are identical.
Holding Operation
1. When the control lever (the spool) is in neutral, Boom Cylinder
the anti-drift valve (switch valve) is not shifted.
2. Therefore, pressure in the boom cylinder bottom
side (arm cylinder rod side) is routed to the check
valve in the anti-drift valve via the switch valve.
3. Consequently, the check valve is pushed and,
blocks the returning oil circuit from the cylinder so
that the cylinder drift amount is reduced.
Releasing Operation
1. When rolling the arm in or lowering the boom,
pressure oil from the pilot valve shifts the anti-drift
valve (switch valve). T1R7-03-03-018
2. Pressure oil in the spring chamber of the check Anti-Drift Valve Anti-Drift Valve
valve is returned to the hydraulic oil tank through (Switch Valve) (Check Valve)
the orifice in the switch valve. Pressure Oil To Hydraulic
3. Consequently, the check valve is unseated and from Pump 1 Oil Tank Boom Cylinder
returning oil from the boom cylinder bottom side
(arm cylinder rod side) flows to the spool.
From Pilot
Valve
To Hydraulic
Oil Tank
T1R7-03-03-019
Anti-Drift Valve Anti-Drift Valve

(Switch Valve) (Check Valve)
T3-3-24
Holding State:
Boom
Cylinder
To Pilot
Valve
Switch Valve
Sleeve
Spring B
Seat
Spring A
Check Valve
To Spool
T1R7-03-03-020
Releasing State:
Drain
Boom
Cylinder
From Pilot
Valve
Switch Valve
Sleeve
Pressure Spring B
Oil from
Seat
Pump
Spring A
Check Valve
To Spool
T1R7-03-03-021
T3-3-25
FLOW RATE CONTROL VALVE
The flow rate control valve is provided in the bucket

and auxiliary circuits. When a combined operation is
made, the flow rate control valve restricts the oil flow
rate so that the other actuators are given priority to
operate.
Pressure Oil To Hydraulic
Poppet Valve
from Pump 1 Oil Tank
NOTE: The bucket flow rate control valve restricts
the bucket circuit oil flow rate when
combined operation of boom raise and arm
roll-in is made. The auxiliary flow rate
control valve restricts the auxiliary circuit oil
flow rate when combined operation with the Switch
Bucket
Valve
front attachment is made. The bucket flow Cylinder
rate control valve is explained here.
When bucket (auxiliary) single operation is made:

1. Pressure oil from pump 1 acts on the check valve
in the poppet valve via port P1.
2. Normally, as the switch valve is kept open so that Pilot Pressure from
pressure oil from pump 1 unseats the check valve Bucket Flow Rate
Control Valve T1R7-03-03-022
and flows to the main spool through the switch Control Spool
valve. (Boom Raise Pressure Oil To Hydraulic
Pilot Pressure) from Pump 1 Oil Tank
3. Consequently, the poppet valve is opened, and
pressure oil flows to the bucket spool.
When combined operation of bucket (auxiliary),

boom raise and arm roll-in is made: Switch
1. When combined operation of boom raise and arm Valve Bucket
Cylinder
roll-in made, the bucket flow rate control valve
control spool in the signal control valve is shifted.
The switch valve in the bucket flow rate control
valve is shifted by boom raise pilot pressure.
2. Then, the back pressure of the poppet valve
increases and the force to close the poppet valve
is developed.
3. Consequently, the opening clearance of the T1R7-03-03-023
poppet valve is reduced and oil flow rate to the

bucket spool is restricted so that pressure oil is
routed to the high-pressure side at the boom raise
side.
T3-3-26
Normal Operation:
Poppet Check Valve Spring A

Spring B
To Main Spool
To Hydraulic
Oil Tank
Pressure Oil Switch

from Main Valve
Pump 1
Boom Raise
Pilot Pressure
To Main Spool
T176-03-03-019
Plug 2
Flow Rate Control Operation:
Poppet Check Valve Spring A

Spring B
To Main Spool
To Hydraulic
Oil Tank
Switch
Pressure Oil Valve
from Main
Pump 1
Boom Raise
Pilot Pressure
To Main Spool
T176-03-03-020
Plug 2
T3-3-27
AUXILIARY FLOW COMBINER VALVE AND During Single Operation
BYPASS SHUT-OUT VALVE When the attachment is single-operated, pressure oils
from both pumps 1 and 2 are combined. Therefore, the
The auxiliary flow combiner valve is provided in the operating speed of the attachment increases.
upstream of the 4-spool side circuit. The bypass
shut-out valve is provided in the downstream of the 1. When the attachment is single-operated,
4-spool side circuit. These valve functions differ attachment pilot pressure acts on ports SM and
depending on whether only the attachment is SJ, and the spools in the auxiliary flow combiner
single-operated or combined-operated. valve and the bypass shut-out valve are shifted.
2. When the spool in the bypass shut-out valve is
shifted, the neutral circuit in the 4-spool side is
blocked.
3. At this time, as the spool in the auxiliary flow
combiner valve is shifted, pressure oil in the
4-spool side (pump 1) flows to the auxiliary spool
through the auxiliary flow combiner valve.
4. Consequently, pressure oils in pumps 1 and 2 are
combined so that the operating speed of the
attachment increases.
Signal
Control Valve
Attachment
Auxiliary Flow Pilot Valve
Combiner Valve Auxiliary Flow
Combiner Control
Solenoid Valve
Port SN Port SM
Attachment
Neutral Circuit
予備
Port SJ
Bypass Shut-Out
Valve
Pump 2 Pump 1 Blade Pilot Valve

(Optional)
T1R7-03-03-024
T3-3-28
Neutral State:
Port SN
To Auxiliary Spring B
Spool Spring Spool 4-Spool Side
Neutral Circuit
Check Valve
Pressure Oil
from Pump 1
Spool
Returning to
Hydraulic
Oil Tank
Spring A
Port SM
Port SJ T176-03-03-022
T1R7-03-03-025
Operating State:
Port SN
Spring B
To Auxiliary
Spool Check Valve 4-Spool Side
Spring Spool
Neutral Circuit
Pressure Oil
from Pump 1
Spool
Returning to
Hydraulic
Oil Tank
Spring A
Port SM
Port SJ T176-03-03-024
T1R7-03-03-026
T3-3-29
During Combined Operation
During combined operation of attachment and boom,
arm, bucket or travel, the auxiliary flow combiner Port SN
valve is not shifted. Therefore, the operating speeds
of boom, arm, bucket and travel are maintained. Spring B
To Auxiliary
Spool
1. When the attachment is operated, attachment Check Valve
pilot pressure acts on port SM in the auxiliary flow
combiner valve. Pressure Oil
2. When the boom, arm, bucket or travel is operated from Pump 1
at the same time, pilot pressure from the signal
control valve acts on port SN.
3. Pressure oil from port SM acts on the spool in the
auxiliary flow combiner valve to the open direction
Spool
and pressure oil from port SN and the spring A
force act on the spool to the close direction.
4. As the force acting on the spool to the close
direction is larger, the spool is kept closed.
Spring A
Port SM
T176-03-03-037
T3-3-30
COMPONENT OPERATION / Pilot Valve
OUTLINE
The pilot valve controls pilot pressure oil in order to NOTE: As for the pilot valves for front attach-
move the spool in the control valve. The pilot valve ment/swing and for travel, the structure of
outputs pressure according to the control lever stroke the cam to push in the pusher is different
by PPC (Pressure Proportional Control Valve) function and that of the pressure reducing valve is
and moves the spool in the control valve. same.
The 4-port pilot valves for front attachment/swing and
for travel are standard.
The 2-port pilot valve is for auxiliary (optional) and for
blade (optional).
• Front Attachment / Swing Pilot Valve

Port ISO Control Hitachi
No.
Pattern Pattern
1 Bucket Roll-Out ←
2 Boom Lower ←
Right
3 Bucket Roll-In ←
4 Boom Raise ←
1 Right Swing Arm Roll-In
2 Arm Roll-Out Right Swing
Left
3 Left Swing Arm Roll-Out
4 Arm Roll-In Left Swing
Hydraulic P T P 4
Symbol
1 3 2 4 3 1
T105-02-07-020
2 T1V1-03-04-001
T
T3-4-1
• Travel Pilot Valve
Port No.
1 Travel (Right Reverse)
2 Travel (Right Forward)
3 Travel (Left Forward)
4 Travel (Left Reverse) T
Hydraulic
Symbol
T1R7-03-04-001
View B 3 4
3 P T 4 2 1
T178-03-04-017
2 1 T1R7-03-04-002
• Auxiliary / Blade Pilot Valves

Port No.
1 Open
Auxiliary
2 Close
1 Lower
Blade T
2 Raise
P
P T
T1R7-03-04-003
1 2 T1CF-03-04-001
1 2
T3-4-2
(Blank)
T3-4-3
OPERATION
• Front Attachment / Swing and Travel Pilot Valves

The spool (6) head comes in contact with the upper
surface of spring guide (3) which is kept raised by
return spring (5).
Neutral State (Output Curve: A to B):

1. When in neutral, spool (6) totally blocks pressure
oil from port P (the pilot pump). The output port is E F
opened to port T (hydraulic oil tank) through the
inner passage in spool (6). D
2. Therefore, pressure in the output port is equal to Pilot
pressure in port T. Pressure
3. When the control lever is slightly tilted, cam (1) is
tilted and pusher (2) is pushed. Pusher (2) and C
spring guide (3) compress return spring (5) and
move downward together.
4. At this time, as pressure in the output port is equal A B
Lever Stroke
to pressure in port T, spool (6) moves downward T523-02-05-001
while keeping the lower surface of the spool (6)
head in contact with spring guide (3).
5. This status continues until hole (7) on spool (6) is
opened to port P.
T3-4-4
Front Attachment / Swing Pilot Valve
1 1
2 2
6
3 3 Port T
4 4 7
5 5 Port P
6 Output Port
6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-007

Travel Pilot Valve

1 1
2 2 Port T
7
Port P
3 3 6
4 4
5 Output Port
5
6
Port T Port T
6
Port P Port P
7 7

1 - Cam 3 - Spring Guide 5 - Return Spring 7 - Hole

2 - Pusher 4 - Balance Spring 6 - Spool
T3-4-5
During Metering or Decompressing
(Output Curve: C to D)
1. When the control lever is further tilted in order to
move pusher (2) downward more, hole (7) on E F
spool (6) is opened to port P and pressure oil in
port P flows into the output port. D
2. Pressure in the output port acts on the bottom Pilot
surface of spool (6) so that spool (6) is pushed Pressure
upward.
3. Until upward force acting on the bottom surface of C
spool (6) overcomes the balance spring (4) force,
balance spring (4) is not compressed so that
spool (6) is not raised and pressure in the output A B
Lever Stroke
port increases. T523-02-05-001
4. As pressure in the output port increases, the force
to push spool (6) upward increases. When this
force overcomes the 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 and pressure in the output port
stops increasing.
6. As spool (6) is moved downward and balance
spring (4) is compressed, the pressure acting on
the bottom surface of spool (6) increases until the
pressure balances with the increasing spring
force. This increasing pressure becomes pres-
sure in the output port.
T3-4-6
1 1
2 2
3 3
4 4
5 5
6
6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-009 Output Port T1V1-03-04-010
Travel Pilot Valve

1 1
2 2
3 3
4 4
5 5
6 6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-004 Output Port T1V1-03-04-005

T3-4-7
Full Stroke (Output Curve: E to F)
1. When the control lever is fully stroked, pusher (2)
is moved downward until pusher (2) on the front E F
attachment / swing pilot valve comes in contact
with the step part of the casing, or cam (1) on the D
travel pilot valve comes in contact with the casing. Pilot
2. At this time, the bottom surface of pusher (2) di- Pressure
rectly pushes spool (6). Therefore, even if pres-
sure in the output port increases, hole (7) on C
spool (6) is kept open.
3. Consequently, pressure in the output port is equal
to pressure in port P. A B
Lever Stroke
T523-02-05-001
NOTE: Total lever stroke for the front attach-

ment/swing control is determined by stroke
dimension (E) of pusher (2). Total lever
stroke for the travel control is determined
by stroke dimension (E) of cam (1).
T3-4-8
2
2
4
5
E
6
Port T
7 Port P
Output Port T1V1-03-04-011 T1V1-03-04-007
Travel Pilot Valve

1 1
2 E
4
5
6
Port T
Port P
7
Output Port T1V1-03-04-006 T1V1-03-04-002

T3-4-9
• Auxiliary and Blade Pilot Valves
Neutral State (Output Curve: A to B) During Metering or Decompressing

1. When the control pedal is in neutral, spool (7) (Output Curve: C to D)
completely blocks pressure oil from port P. 1. When the control pedal is depressed further, the
2. As the output port is opened to port T through the hole on spool (7) is opened to the notch.
passage in spool (7), pressure in the output port is 2. Pressure oil in port P flows into the output port
equal to pressure in the hydraulic oil tank. through the notch and the hole on spool (7), and
3. When slightly depressing the control pedal and pressure in the output port increases.
moving cam (1), pusher (2) and spring guide (4) 3. Pressure in the output port acts on the bottom
compress return spring (6) and move downward surface of spool (7) and spool (7) is moved up-
together. ward.
4. At this time, spool (7) is pushed by balance spring 4. Until the force to move spool (7) upward over-
(5) and moved downward until dimension (A) becomes the balance spring (5) force, balance
comes zero. spring (5) is not compressed.
5. During this movement, the output port is kept 5. Therefore, as port P is kept opened to the output
opened to port T so that pressure oil is not support, pressure in the output port continues to in-
plied to the output port. crease.
6. When pressure in the output port increases further,
NOTE: The pedal stroke while pressure at dimen- the force to move spool (7) upward increases.
sion (A) becomes zero is its play. 7. When this force overcomes the balance spring (5)
force, spool (7) compresses balance spring (5)
and moves upward.
8. When spool (7) moves upward, the notch is
closed. As pressure oil from port P does not flow
to the output port, pressure in the output port stop
increasing.
9. As spool (7) is moved upward and balance spring
(5) is compressed, pressure acting on the bottom
surface of spool (7) increases until pressure bal-
ances with the increasing spring force. This in-
creasing pressure becomes pressure in the output
port.
Pilot
Pressure
D
A B Pedal Stroke
T1F3-03-09-004
T3-4-10
Neutral State (Output Curve: A to B) During Metering or Decompressing (Output Curve: C
to D)
4
3
5 5
Port T Port T
6
(A)
Port P Port P
Hole Hole 7
Passage 7
Output Port T1M7-03-04-022

Port T
(A)
Port P
1- Cam 3- Plate 5 - Balance Spring 7 - Spool

2- Pusher 4- Spring Guide 6 - Return Spring
T3-4-11
SHOCKLESS FUNCTION
(ONLY FOR TRAVEL PILOT VALVE) Damper Spring Pin Travel Pedal
The travel pilot valve has the damper enabling damp- A

ing of the speed change shock by the travel lever. Travel Lever
The damper consists of the support, gears 1 and 2.
Gear 1 is connected to the support.
Support
The support is secure to the bracket with a spring pin.
The travel lever and the travel pedal are secure to the
bracket. Bracket
Therefore, the support rotates transversely around the Pin
pin according to the movement of the travel lever.
Operation Gear 2
1. If the travel lever is released from the hand while A
traveling, spring force of the return spring returns Gear 1
the travel lever to the neutral position.
2. At this time, gears 1 and 2 inside the damper re-
ceive the resistance force due to friction.
3. Therefore, as the travel lever gradually returns to
the neutral position, the extent of sudden stop at
the time of abrupt release of the travel lever is
damped down.
T1M7-03-04-002
Section A-A
Spring Pin
Damper
Support
Pin
T1M7-03-04-003
T3-4-12
COMPONENT OPERATION / Travel Device
OUTLINE
The travel device consists of the travel motor, travel The travel reduction gear is a two-stage reduction
reduction gear and travel brake valve. The travel motor planetary gear type, converts rotary power transmitted
is a swash plate type variable displacement axial from the travel motor to slow large torque and rotates
plunger motor and equipped with parking brake the sprocket and the track. The travel brake valve
(multi-disc-wet negative type). The travel motor is protects the travel circuit from being overloaded and
driven by pressure oil from the pump and transmits its prevents the occurrence of cavitation.
rotary power to the travel reduction gear.
Travel Brake Valve Travel Reduction Gear
T176-03-05-001
Travel Motor
T3-5-1
TRAVEL REDUCTION GEAR
The travel reduction gear is a two-stage reduction Housing (11) in the travel motor is bolted to the track
planetary gear type. The travel motor rotates propeller frame and is secured to second stage carrier (2) by
shaft (5). This rotation is transmitted to ring gear (1) via hub (8). Ring gear (1) is bolted to drum (10) and
first stage planetary gear (6), first stage carrier (4), sun sprocket (9). Accordingly, when ring gear (1) is rotated,
gear (3), second stage planetary gear (7) and second drum (10) and sprocket (9) are also rotated.
stage carrier (2).
1 2 3 4
8 7 6
11 10
9
T176-03-05-001
1 - Ring Gear 4 - First Stage Carrier 7 - Second Stage Planetary Gear 10 - Drum
2 - Second Stage Carrier 5 - Propeller Shaft 8 - Hub 11 - Housing
3 - Sun Gear 6 - First Stage Planetary Gear 9 - Sprocket
T3-5-2
TRAVEL MOTOR
The travel motor consists of the valve plate, swash The shoes on the ends of the plungers slide along the
plate, rotor, plunger and shaft. The shaft is splined to swash plate surface due to inclination of the swash
the rotor, in which the plungers are inserted. When plate, and the rotor rotates.
pressure oil is supplied from the pump, the plungers
are pushed.
Shaft Rotor Shoe Swash Plate
Valve Plate Plunger
T176-03-05-002
T3-5-3
PARKING BRAKE
The parking brake is a wet-type multi 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. The parking brake is
automatically applied unless the travel function is
operated. The friction plates and the plates are splined
to the housing in the travel motor and the rotor
respectively.
Applying Brake
Releasing Brake 1. When the travel lever is returned to neutral, the
1. When the travel lever is operated, pressure oil counterbalance valve spool in the travel brake
from the main pump is routed to port AM or BM in valve is returned to neutral.
the travel motor through the control valve. 2. As pressure oil acting on the brake piston is
2. This pressure oil shifts the counterbalance valve returned to the drain circuit from the orifice, the
spool in the travel brake valve and acts on the brake piston is slowly pushed back by the disc
brake piston through the notch on the spool. spring.
3. Consequently, as the brake piston is pushed, the 3. Consequently, the spring force is applied to the
plates and the friction plates become freed each plates engaging on the outer surface of the rotor
other so that the brake is released. and the friction plates engaging on the inner
surface of the motor housing via the brake piston,
and the rotor outer surface is secured by the
friction force.
T3-5-4
When Applying Brake: When Releasing Brake:

Friction Plate Friction Plate
Plate Plate
Disc Spring
Disc Spring Brake Piston Brake Piston
Orifice
To Brake Piston
Counterbalance Valve
Spool
Port BM Port AM
T176-03-05-007
T3-5-5
TRAVEL MODE CONTROL
The tilt angle of swash plate (7) is changed by piston
(8) movement in order to shift the travel mode.
• Slow Speed Mode

1. When the travel mode switch is in the SLOW
position, MC (main controller) does not send the
signals to solenoid valve unit (SI) so that pilot
pressure is not routed to pilot port (1). Spool (3) is
kept raised by spring (4).
2. Therefore, as pressure oil does not act on piston
(8), the displacement angle is held to the
maximum. Therefore, the stroke of plunger (6) is
increased and the travel motor rotates at slow
speed.
T3-5-6
5 6 7 8
T176-03-05-005
1 - Pilot Port 3 - Spool 5 - Orifice 7 - Swash Plate

2 - Piston Control Shuttle Valve 4 - Spring 6 - Plunger 8 - Piston
T3-5-7
• Fast Speed Mode

1. When the travel mode switch is in the FAST
position, MC sends the als to solenoid valve unit
(SI) in response to travel loads. (Refer to
SYSTEM / Control System / Travel Motor
Displacement Angle Control.) Pilot pressure is
routed from pilot port (1) and moves spool (3)
downward.
2. Pressure oil in the high-pressure motor port (AM
or BM) acts on piston (8) through orifice (5).
3. Piston (8) pushes swash plate (7) so that the
displacement angle of swash plate (7) is reduced.
Thereby, as the stroke of plunger (6) is reduced,
the travel motor rotates at fast speed.
T3-5-8
5 6 7 8
T176-03-05-006
1 - Pilot Port 3 - Spool 5 - Orifice 7 - Swash Plate

2 - Piston Control Shuttle 4 - Spring 6 - Plunger 8 - Piston
Valve
T3-5-9
TRAVEL BRAKE VALVE
The travel brake valve is located on the travel motor
head and consists of the following valves.
Counterbalance Valve:
This valve makes starting and stopping travel
operations smooth and prevents the machine from
running away while descending slopes. This valve
routes the travel motor operating pressure oil in the
high-pressure port (AV or BV) to the parking brake.
Check Valve:
This valve assists the counterbalance valve operation
and prevents cavitation in the motor circuit.
Overload Relief Valve:

This valve prevents the occurrence of overload and
surge pressure in the motor circuit, and reduces shock
loads developed when stopping travel operation.
Shuttle Valve:
This valve routes the travel motor operating
high-pressure oil in high-pressure port (AM or BM) to
the slow or fast side piston so that the piston is
controlled.
Travel Motor Displacement Angle Control Valve:

This valve delivers pressure oil routed by the piston
control shuttle valve to the slow or fast side piston.
Orifice:
The orifice makes the travel mode control
(displacement angle control) smooth.
T3-5-10
Counterbalance Valve
Check Valve
Shuttle Valve Orifice

Overload Relief Valve Travel Motor Displacement
Angle Control Valve
T176-03-05-004
T3-5-11
While Traveling: While descending:
1. When pressure oil from the control valve enters 1. While descending a slope, the travel motor is
port BV (8), pressure oil flows around the outer forcibly rotated by the machine weight so that the
surface of spool (9), unseats check valve BC (7), motor operates like a pump.
and flows further to motor port BM (6). 2. If the travel motor draws oil, oil pressure in port
2. On the other hand, returning oil from the travel BV (8) and chamber B (10) decrease. Spool (9)
motor is routed to motor port AM (4). However, its moves to the left so that returning oil from the
passage is blocked by check valve AC (3) and travel motor is restricted.
spool (9). 3. Therefore, oil pressure in motor port AM (4)
3. When pressure in port BV (8) increases further, increases and functions the travel motor brake.
pressure oil is routed into chamber B (10) through 4. Once pressure oil is restricted, pressure in motor
orifice (f) in spool (9) and moves spool (9) to the port BV (8) increases again and moves spool (9)
right. to the right. As this operation (hydraulic braking
4. Consequently, returning oil from the travel motor operation) is repeated, the machine is prevented
flows to port AV (1) through notch (h) on spool (9). from running away.
Then, pressure oil is allowed to flow so that the
travel motor starts rotating. Circuit Protection Operation:
5. When the travel lever is returned to neutral, spool 1. When pressure in the circuit increases over the
(9) is returned to the original position by the spring set pressure of overload relief valve (5), overload
force and blocks the oil passage so that the travel relief valve (5) is opened and high-pressure oil
motor rotation is stopped. relieves to the low-pressure side so that the travel
motor is protected from being overloaded.
2. In addition, overload relief valve (5) relieves the
shock loads developed due to inertia force when
stopping the travel motor.
3. If the travel motor draws oil like a pump, check
valve BC (7) is unseated (make-up operation) so
that cavitation is prevented.
T3-5-12
10 8 9 1 2
BV AV
6
4
7 3
T176-03-05-009
1 - Port AV 4 - Motor Port AM 7 - Check Valve BC 9 - Spool (Counterbalance Valve)

2 - Chamber A 5 - Overload Relief Valve 8 - Port BV 10 - Chamber B
3 - Check Valve AC 6 - Motor Port BM
T3-5-13
(Blank)
T3-5-14
COMPONENT OPERATION / Signal Control Valve
OUTLINE
The signal control valve is provided in the pilot circuit

between the pilot valve and the control valve, and
controls pilot signal pressure to regulate the pumps
and various kinds of valves.
The major components of the signal control valve are,
shuttle valve, shockless valve, pump 1 flow rate con-
trol valve, pump 2 flow rate control valve, flow com-
biner valve control spool, bucket flow rate control
valve control spool and swing parking brake release
spool.
Pilot Valve Side
T1R7-03-06-001
Section A-A
Shockless Valve
Auxiliary Bucket Flow Rate Control Valve
Pump 1 Flow Rate Control Valve Pump 2 Flow Rate Control Valve
Swing Parking Brake Flow Combiner Valve Control Spool

Release Spool
T178-03-06-002
T3-6-1
PILOT PORT
Pilot Valve Side

C PH
E A
D
M
H
B
F
SB
PI
G
Pilot Valve Side N
I
K J
SH DF
SA L
T1R7-03-06-002
Pilot Valve Side

Port Name Connecting to Remark
Port A Right Pilot Valve Boom Raise Pilot Pressure
Port B Right Pilot Valve Boom Lower Pilot Pressure
Port C Left Pilot Valve Arm Roll-Out Pilot Pressure
Port D Left Pilot Valve Arm Roll-In Pilot Pressure
Port E Left Pilot Valve Left Swing Pilot Pressure
Port F Left Pilot Valve Right Swing Pilot Pressure
Port G Right Pilot Valve Bucket Roll-In Pilot Pressure
Port H Right Pilot Valve Bucket Roll-Out Pilot Pressure
Port I Travel Pilot Valve Left Travel Forward Pilot Pressure
Port J Travel Pilot Valve Left Travel Reverse Pilot Pressure
Port K Travel Pilot Valve Right Travel Forward Pilot Pressure
Port L Travel Pilot Valve Right Travel Reverse Pilot Pressure
Port M Auxiliary Pilot Valve (Optional) Auxiliary Pilot Pressure
Port N Auxiliary Pilot Valve (Optional) Auxiliary Pilot Pressure
Port SA Pump 1 Regulator Pump 1 Control Pressure
Port SB Pump 2 Regulator Pump 2 Control Pressure
Port PI Pilot Shut-Off Valve Primary Pilot Pressure
Port PH − Plug
Port SH Swing Parking Brake Brake Release Pressure
Port DF Hydraulic Oil Tank Returning to Hydraulic Oil Tank
T3-6-2
Control Valve Side
SM 3
1
5
13
4
2
SK SE
Pressure Sensor
(Swing)
8
14
Control Valve Side
7 6
9
SN
10
SL 11
T1R7-03-06-003
Pressure Sensor 12 SP
(Travel)
Control Valve Side

Port Name Connecting to Remark
Port 1 Control Valve Boom Raise Pilot Pressure
Port 2 Control Valve Boom Lower Pilot Pressure
Port 3 Control Valve Arm Roll-Out Pilot Pressure
Port 4 Control Valve Arm Roll-In Pilot Pressure
Port 5 Control Valve Left Swing Pilot Pressure
Port 6 Control Valve Right Swing Pilot Pressure
Port 7 Control Valve Bucket Roll-In Pilot Pressure
Port 8 Control Valve Bucket Roll-Out Pilot Pressure
Port 9 Control Valve Left Travel Forward Pilot Pressure
Port 10 Control Valve Left Travel Reverse Pilot Pressure
Port 11 Control Valve Right Travel Forward Pilot Pressure
Port 12 Control Valve Right Travel Reverse Pilot Pressure
Port 13 Control Valve Auxiliary Pilot Pressure
Port 14 Control Valve Auxiliary Pilot Pressure
Port SE − Plug
Port SM Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port SN − Plug
Port SP Solenoid Valve Unit Returning to Hydraulic Oil Tank
Port SL Control Valve Flow Combiner Valve Control Pressure
Port SK Control Valve Bucket Flow Rate Control Valve Control Pressure
T3-6-3
SHUTTLE VALVE
The shuttle valve selects pilot pressure to perform
each operation and routes pilot pressure to the cor-
responding flow rate control valves and/or the control
spools. The flow rate control valves and/or the control
spools corresponding to each operation are as fol-
lows.
Pump 1 Flow Pump 2 Flow Flow Combiner Bucket Flow Rate Swing Parking
Rate Control Rate Control Valve Control Control Valve Brake Release
Valve Valve Spool Control Spool Spool
Boom Raise { { - - {
Boom Lower { - - - {
Arm Roll-Out { { - - {
Arm Roll-In { { - { {
Bucket Roll-In { - - - {
Bucket Roll-Out { - - - {
Right Swing - { - - {
Left Swing - { - - {
Right Travel { - { - -
Left Travel - { - - -
Auxiliary (Optional) - { - - {
5 6 7 8 9 10 11 12 13
Left Travel Right Travel Swing Arm Boom Bucket Auxiliary
4
3
2
1
14
15
16
17
T1R7-03-06-004
Pump 1 Flow Pump 2 Flow Bucket Flow Flow Combiner Swing Parking
Rate Control Rate Control Rate Control Valve Control Brake Release
Valve Valve Valve Control Spool Spool
Spool
T3-6-4
Pilot Valve Side
T1R7-03-06-001
Section B-B
9
5
8
7
16
17
15 13
11
14
6 10
12
3
1
4
2
T178-03-06-009
1 - Left Travel 6 - Boom/Arm/Bucket/Right 11 - Boom/Arm/Bucket 16 - Swing/Auxiliary (Optional)

Travel
2 - Left Travel/Right Travel 7 - Boom/Arm 12 - Boom/Arm/Bucket/ 17 - Auxiliary (Optional)
Swing/Auxiliary (Optional)
3 - Right Travel 8 - Boom 13 - Arm/Boom
Raise/Swing/Auxiliary
(Optional)
4 - Boom/Arm/Bucket/ Right 9 - Arm/Boom Raise 14 - Bucket
Travel
5 - Arm 10 - Boom Raise/Arm/Bucket/Left 15 - Swing
Travel/Swing/Auxiliary
(Optional)
T3-6-5
SHOCKLESS VALVE
The shockless valve is provided in the boom raise
circuit and functions during boom lowering operation.
During Boom Raising Operation: During Boom Lowering Operation (Shock Re-
1. Boom raise pilot pressure is routed from port A ducing Operation)
and acts on the spool. 1. When the boom is lowered, returning oil from the
2. Immediately after the operation is started, low pi- boom raise spool in the control valve is routed to
lot pressure oil flows to port 1 through clearance port 1.
C between the spool and the housing, and inner 2. As the spool blocks the oil passage between port
passage 2. 1 and port A, returning oil cannot flow directly to
3. When pilot pressure increases, as the set force port A.
of spring A is weaker than that of spring B, the 3. Port 1 is connected to the spring A side in the
spool is moved to the left. spool via inner passage 1 and to the oil chamber
4. As the spool is moved, port A is connected to port via inner passage 2.
1, pressure in port 1 increases so that the spool 4. Pressure oil in the oil chamber flows from clear-
in the control valve is moved. ance C between the spool and the housing, and
pressure in the oil chamber decreases. The spool
is moved to the right by pressure in the spring A
side. Thereby, clearance C between the spool
and the housing is closed and pressure oil is
blocked.
5. When clearance C is closed, pressure in the oil
chamber increases and the spool moves to the
left. Therefore, clearance C is opened again and
pressure oil flows to port A.
6. As operations in steps (4 and 5) are repeated,
pressure oil is gradually returned to port A so that
the control spool returns slowly.
T3-6-6
Pilot Valve Side
Port A
Inner Passage 1 C Spool Spring B
Spring A Inner Passage 2 Oil Chamber
Port 1
T178-03-06-013
Control Valve Side
T3-6-7
PUMP 1 AND PUMP 2 FLOW RATE CON-
TROL VALVES
The pump flow rate control valve delivers pump con-
trol pressure Pi to the pump regulator in response to
pilot pressure from the pilot valve.
1. Pilot pressure from the pilot valve is routed into

the spring chamber side in either the pump 1 or
pump 2 flow rate control valve after being se-
lected by the shuttle valves in the signal control
valve.
2. The spool is moved to the right and primary pilot
pressure flows in either port SA or SB.
3. Therefore, pressure in port SA or SB increases.
4. Pressure oil in port SA or SB acts on the right
end of the spool. Thus, the spool is moved back
until the pressure force in port SA or SB balances
with the pilot pressure force in the spring cham-
ber so that pressure in port SA or SB stops in-
creasing.
NOTE: The pump 1 flow rate control valve oper-

ates when the boom (raise or lower), arm
(roll-in or out), bucket (roll-in or out), and
travel (right) functions are operated. The
pump 2 flow rate control valve operates
when the boom (raise), arm (roll-in or out),
swing (right or left), auxiliary (Optional) and
travel (left) functions are operated.
T3-6-8
Port SA, SB
Spring Spool
Primary Pilot Pressure
Pilot Pressure
Shuttle Valve
T178-03-06-017
T3-6-9
BUCKET FLOW RATE CONTROL VALVE
CONTROL SPOOL, FLOW COMBINER
VALVE CONTROL SPOOL, SWING PARK-
ING BRAKE RELEASE SPOOL Bucket Flow Rate Control Valve Control Spool:
To Hydraulic Boom Raise Pilot
Oil Tank Pressure
NOTE: The spools above are identical in opera- Spool Spring
tional principle.
The bucket flow rate control valve control spool is

shifted by arm roll-in control pilot pressure and sup-
plies boom raise pilot pressure to the bucket flow rate
control valve in the control valve. T178-03-06-014
The flow combiner valve control spool is shifted by Arm Roll-In Pi- To Bucket Flow Rate
right travel pilot pressure and supplies primary pilot lot Pressure Control Valve
pressure to the flow combiner valve in the control
valve. Flow Combiner Valve Control Spool:
The swing parking brake release spool is shifted by To Hydraulic Primary Pilot
the boom, arm, bucket or auxiliary (optional) pilot Oil Tank Pressure
Spool Spring
pressure and supplies primary pilot pressure to the
swing motor.
T178-03-06-014
Right Travel To Flow Combiner
Pilot Pressure Valve
Swing Parking Brake Release Spool:

Oil Tank Pressure
Spool Spring
T178-03-06-014
Pilot To Swing
Pressure Parking Brake
T3-6-10
COMPONENT OPERATION / Others (Upperstructure)
PILOT SHUT-OFF SOLENOID VALVE
The pilot shut-off solenoid valve is a solenoid Section Z-Z

valve-operated switch valve.
The spool in the pilot shut-off solenoid valve is shifted
by the pilot shut-off lever and turns on or off for pilot To Ports T1
to T4
pressure oil to the pilot valve and the signal control
valve.
From Pilot
Pump
To Ports A1
to A4
Spool
T1V1-03-07-012
A1
P T1
T2
A2
A3
Z
T3
T4
A4
T1V1-03-07-011
A1 - Right Pilot Valve A4 - Signal Control Valve T1 - Travel Pilot Valve T3 - Right Pilot Valve
(Port PI)
A2 - Travel Pilot Valve P - Primary Pilot Pressure T2 - Left Pilot Valve T4 - Hydraulic Oil Tank
A3 - Left Pilot Valve
T3-7-1
• Pilot Shut-Off Lever: LOCK Position
1. When the pilot shut-off lever is in the LOCK
position, the pilot shut-off relay is turned OFF and
the pilot shut-off solenoid valve is turned OFF.
(Refer to SYSTEM / Electrical System.)
2. Pressure oil from the pilot pump is blocked by the
spool in the pilot shut-off solenoid valve.
3. Pressure oil in the pilot valve and the signal
control valve sides flows to the hydraulic oil tank.
4. Therefore, although the control/travel lever is
operated, the pilot valve is not operated.
• Pilot Shut-Off Lever: UNLOCK Position

Pilot Shut-Off Lever: UNLOCK Position
1. When the pilot shut-off lever is in the UNLOCK
position, the pilot shut-off relay is turned ON and
the pilot shut-off solenoid valve is excited. (Refer
to SYSTEM / Electrical System.)
To Ports T1
2. Therefore, the drain circuit is blocked by the to T4
spool in the pilot shut-off solenoid valve.
3. Pressure oil from the pilot pump flows to the pilot
valve and the signal control valve.
From Pilot
4. Consequently, when the control/travel lever is Pump
operated, the pilot valve is operated.
To Ports A1
to A4
Spool
T1V1-03-07-012
T3-7-2
SOLENOID VALVE
The solenoid valve consists of the 2-spool solenoid
valve unit for the valve control and the 2-spool
solenoid valve unit (optional) for the auxiliary flow rate
control.
SC SI
2-Spool Solenoid Valve Unit

The 2-spool solenoid valve unit controls the control
valve and the valve in the travel motor by the signal
from MC (Main Controller). (Refer to SYSTEM /
Control System.) The 2-spool solenoid valve unit
consists of proportional solenoid valves (SC and SI).
• SC: This valve controls the arm regenerative

valve and the arm 2 flow rate control valve
(switch valve) in the control valve
• SI: This valve controls the travel motor
displacement angle control valve
T1R7-03-07-001
2-Spool Solenoid Valve Unit (Optional) Auxiliary Flow Auxiliary Flow

The 2-spool solenoid valve unit consists of the Combiner Rate Control
auxiliary flow combiner valve and the auxiliary flow Solenoid Valve Solenoid Valve
rate control solenoid valve.
The auxiliary flow combiner solenoid valve is an ON /
OFF solenoid valve. When the front attachment is
selected by using the monitor unit, the auxiliary flow
combiner solenoid valve is turned ON and shifts the
auxiliary flow combiner valve in the control valve.
The auxiliary flow rate control solenoid valve is a
proportional solenoid valve. The auxiliary flow rate
control valve (switch valve) in the control valve is
shifted by the signal from MC.
T1GL-03-10-002
T3-7-3
Proportional Solenoid Valve
The proportional solinoid valve is controled by an

electric current signal from MC and outputs pressure
in proportional to the electric current.
• Neutral State: • Excited State:

1. Spool (1) is pushed to the right by spring (2), and 1. Solenoid (3) pushes spool (1) to the left due to
output port S is connected to tank port T. the force in proportional to the electric current
through solenoid (3).
2. Pilot oil pressure from port P flows to output port
S and pressure at output port S increases.
3. Pressure at output port S acts on step part a on
spool (1).
Spool (1) is pushed to the right due to the force
for difference in the pressure receiving area of
step part.
4. When pressure at output port S increases and
the force to push spool (1) to the right overcomes
the force to push spool (1) to the left by solenoid
(3), spool (1) is returned to the right and the
passage between output port S and port P is
closed. Therefore, pressure at port S stops
increasing.
1 2 3
T S P
a
T107-02-07-005
1- Spool 2- Spring 3- Solenoid
T3-7-4
ON / OFF Solenoid Valve
The ON / OFF solenoid valve shifts pilot pressure by

shifting the brake switch and each control switch.
• Neutral State
Spool (1) is pushed to the right by spring (2).
Output port (S) is connected to tank port (T).
• Operating State
As solenoid (3) is excited, spool (1) is moved to the
left. Pilot port (P) is connected to output port (S), and
tank port (T) is blocked.
P S T
1 2 T105-02-11-010
1 - Spool 2 - Spring 3 - Solenoid
T3-7-5
PILOT RELIEF VALVE
Pilot Relief
Valve
The pilot relief valve has a pilot filter incorporated.
Port P
The pilot relief valve functions to set pilot pump
pressure routed to port P to the specified pressure.
Pilot Filter
T178-03-07-001
T3-7-6
COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
The swing bearing supports self weight of the upper

structure and makes the upperstructure rotate
smooth.
This bearing is a single row type ball bearing and con-
sists of outer race (1), inner race (3), ball (6), support
(5) and seals (2, 4).
Outer race (1) is bolted to the upperstructure and in-
ner race (3) is bolted to the undercarriage. The inter-
nal teeth of inner race (3) are engaged with the output
shaft of the swing reduction gear.
T1R7-03-08-001
1 - Outer Race 3- Inner Race 5 - Support 6- Ball

2 - Seal 4- Seal
T3-8-1
CENTER JOINT
The center joint is a 360° rotating joint. When the Hydraulic oil flows to the right and left travel motors
upperstructure is rotated, the center joint avoids and the blade cylinder (optional) via the spindle and
twisting of the hoses and allows hydraulic oil to flow the oil ports of the body. The seals prevent oil leaks
to the travel motors and the blade cylinder (optional). between the spindle and the body.
The spindle is secured to the upperstructure and the
body is secured to the center of the undercarriage.
Left Travel Right Travel Left Travel Right Travel

Motor (Reverse) Motor (Forward) Motor (Forward) Motor (Forward)
Left Travel Right Travel

Motor (Reverse) Motor (Reverse)
Motor (Forward) Motor (Reverse)
Spindle
Pilot Pressure Pilot Pressure
for Travel Mode Control Drain for Travel Mode
Control
Body
Drain
Drain Seal
Drain
: Forward
: Reverse
: Pilot Pressure
for Travel Mode Control
T1R7-03-08-002
T3-8-2
Machine Equipped with Blade (Optional)
Left Travel Mo- Right Travel

tor (Forward) Motor (Forward)

Motor (Reverse) Motor (Reverse)
Left Travel Mo- Right Travel Mo-

tor (Forward) tor (Forward) Blade Drain
Travel Forward / Blade Raise Lower
Left Travel Motor Right Travel Spindle
Travel Reverse / Blade Lower (Reverse) Motor (Reverse)
Blade
Raise Body
Drain Seal
Pilot Pressure
Blade
Blade Lower
Blade Raise
Blade
Lower Raise
Drain
T1R7-03-08-003
T3-8-3
TRACK ADJUSTER
The track adjuster located on the side frame consists

of spring (5) and adjuster cylinder (6). Spring (5)
absorbs loads applied to the front idler. Adjuster
cylinder (6) adjusts track sag.
• Grease is applied through the grease fitting into

part (a) of adjuster cylinder (6), pushes piston rod
(8) and decreases track sag.
• Loosen valve (1) 1 to 1.5 turns counterclockwise 1

and discharge grease in order to increase track Grease Fitting
sag.
CAUTION: Do not loosen valve (1) quickly or

loosen excessively as high-pressure grease
in adjuster cylinder (6) may spout out.
Keep body parts and face away from valve
(1) and loosen valve (1).
Do not loosen the grease fitting.
Grease Outlet
M104-07-119
1 2 3 4 a 5 6 7 8
T1R7-03-08-004
1 - Valve 3 - Washer 5 - Spring 7 - Flange

2 - Nut 4 - Spacer 6 - Adjuster Cylinder 8 - Piston Rod
T3-8-4
MEMO
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Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-29-831-1162
SERVICE MANUAL REVISION REQUEST FORM
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FAX: sions 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:
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INTRODUCTION

• Each page has a number, located on the center

Consecutive Page Number for Each Group

Group 2 Component Layout

Group 3 Component Specifications

Model ZX110-3 ZX110M-3

ZX120-3, 130K-3, 130L-3

Model ZX135US-3 ZX135USK-3

Model ZX130K-3 ZX130L-3

Model ZX135USK-3 ZX135USL-3

ZX110-3 class, 120-3 class

1 - Bucket Cylinder 8 - 2-Spool Solenoid Valve 15 - Radiator 21 - Air Cleaner

1 - Bucket Cylinder 7 - Fuel Tank 13 - Intercooler 18 - Air Cleaner

1 - Fuel Sensor 6 - Communication Aerial 10 - Intake-Air Temperature 14 - Wiper Motor

1 - 2-Spool Solenoid Valve 6 - Rear View Camera 11 - Battery 15 - Wiper Motor

1- Engine Stop Switch 2- Radio

1 - Engine Stop Switch 2- Radio

1 - Battery 3 - Fusible Link (45 A) 5 - Fresh Air Temperature 7 - Glow Relay

Blade Pump (Optional)

SIGNAL CONTROL VALVE 2-SPOOL SOLENOID VALVE UNIT

1 - Counterbalance Valve 2 - Travel Relief Valve 3 - Overload Relief Valve

ENGINE STOP SYSTEM

260 Fuel Consumption

Radiator Oil Cooler

BLADE PUMP (OPTIONAL)

BLADE CONTROL VALVE (OPTIONAL)

BLADE MAIN RELIEF VALVE (OPTIONAL)

SWING PARKING BRAKE

TRAVEL BRAKE VALVE

TRAVEL PARKING BRAKE

ZAXIS120-3: Boom Arm Bucket

ZAXIS135US-3: Boom Arm Bucket

Blade Cylinder (Optional)

FRONT ATTACHMENT PILOT VALVE

TRAVEL PILOT VALVE

BLADE PILOT VALVE (OPTIONAL)

2-SPOOL SOLENOID VALVE UNIT

SIGNAL CONTROL VALVE

PILOT SHUT-OFF VALVE

OIL COOLER BYPASS CHECK VALVE

STARTER CUT-OFF RERAY

HYDRAULIC OIL TEMPERATURE SENSOR

AIR CLEARNER RESTRICTION SWITCH

Outline ...................................................... T2-2-1 Security Lock Circuit ............................... T2-5-18

Pump Control ......................................... T2-2-26 Security Horn Circuit ............................... T2-5-22

Valve Control .......................................... T2-2-40 Working Light Circuit............................... T2-5-24

Other Controls ........................................ T2-2-54 Wiper Circuit ........................................... T2-5-26

Group 3 ECM System

Group 4 Hydraulic System

The controllers are provided for each control

• ECM：Engine Control Module

Satellite Terminal ICF Dr.ZX

ECM Monitor Unit

CAN Bus Line

NOTE: CAN (CAN Bus Line)

CAN bus line consists of two wires, CAN High and

Satellite Terminal ICF Dr.ZX

ECM Monitor Unit

CAN Bus Line

• Travel HP Mode Control

Engine Control Dial

HP Mode CAN Bus Line

E Mode To ICF, Monitor Unit

Engine Speed Signal

Bagi 'Teknikal Manual Hitaci

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