Hitachi Wheel Type Excavator Technical Manual PDF

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
E-mail: dc@hitachi-kenki.com
• This manual contains the revision information
to the 12, June 2009.
ADDITIONAL REFERENCES
• Please refer to the other materials (operator’s

manual, parts catalog, engine technical material
and Hitachi training material etc.) in addition to this
manual.
MANUAL COMPOSITION
• This manual consists the Technical Manual and the • Information included in the Workshop Manual:
Workshop Manual. technical information needed for maintenance
and repair of the machine, tools and devices
• Information included in the Technical Manual: needed for maintenance and repair, maintenance
technical information needed for redelivery and standards, and removal/installation and assem-
delivery, operation and activation of all devices ble/disassemble procedures.
and systems, operational performance tests, and
troubleshooting procedures.
PAGE NUMBER
• Each page has a number, located on the center

lower part of the page, and each number contains
the following information:
Example : T 1-3-5
Consecutive Page Number for Each Group

Group Number
Section Number
T: Technical Manual W: Workshop Manual
IN-01
INTRODUCTION
SAFETY ALERT SYMBOL AND HEADLINE
NOTATIONS
In this manual, the following safety alert symbol and • 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 Specification
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 Electric Lever
Group 6 Transmission
Group 7 Axle
Group 8 Travel Motor
Group 9 Signal Control Valve
Group 10 Steering Valve
All information, illustrations and speci- Group 11 Brake Valve
fications in this manual are based on
the latest product information available
Group 12 Others (Upperstructure)
at the time of publication. The right is Group 13 Others (Undercarriage)
reserved to make changes at any time
without notice.
TECHNICAL MANUAL (Troubleshooting)
SECTION 4 OPERATIONAL PER- SECTION 5 TROUBLESHOOTING
FORMANCE TEST Group 1 Diagnosing Procedure
Group 1 Introduction Group 2 Monitor Unit
Group 2 Standard Group 3 Dr. ZX
Group 3 Engine Test Group 4 ICF
COPYRIGHT(C)2007 Group 4 Excavator Test Group 5 Component Layout
Hitachi Construction Machinery Co., Ltd. Group 5 Component Test Group 6 Troubleshooting A
Tokyo, Japan Group 7 Troubleshooting B
All rights reserved Group 8 Electrical System Inspection
←これ以下
記載しない
WORKSHOP MANUAL
SECTION 1 GENERAL INFORMATION SECTION 3 UNDERCARRIAGE
Group 1 Precautions for Disassem- Group 1 Swing Bearing
bling and Assembling Group 2 Travel Motor
Group 2 Tightening Torque Group 3 Center Joint
Group 3 Painting Group 4 Transmission
Group 4 Bleeding Air from Hydrau- Group 5 Axle
lic Oil Tank Group 6 Axle Lock Cylinder
SECTION 2 UPPERSTRUCTURE Group 7 Operate Check Valve
Group 1 Cab (Axle Lock Cylinder)
Group 2 Counterweight SECTION 4 FRONT ATTACHMENT
Group 3 Main Frame Group 1 Front Attachment
Group 4 Pump Device Group 2 Cylinder
Group 5 Control Valve Group 3 Hose Rupture Valve
Group 6 Swing Device Group 4 Operate Check Valve
Group 7 Pilot Valve (Blade/Outrigger)
Group 8 Electric Lever
Group 9 Pilot Shut-Off Solenoid Valve
Group 10 Signal Control Valve
Group 11 Travel Shockless Valve
Group 12 Swing Shockless Valve
Group 13 Solenoid Valve
Group 14 Steering Valve
Group 15 Brake Valve
Group 16 Accumulator Charging Valve
SECTION 1
GENERAL
―CONTENTS―
Group 1 Specifications
Specifications ...........................................T1-1-1
Working Ranges.......................................T1-1-6
Group 2 Component Layout

Main Component Layout...........................T1-2-1
Electrical System (Overview) ....................T1-2-5
Electrical System
(Monitors and Switches)........................T1-2-7
Electrical System
(Controllers and Relays) .....................T1-2-10
Engine....................................................T1-2-12
Pump Device..........................................T1-2-13
Swing Device .........................................T1-2-13
Signal Control Valve ...............................T1-2-13
Control Valve..........................................T1-2-14
Brake Valve ............................................T1-2-14
3-Spool Solenoid Valve Unit....................T1-2-14
Solenoid Valve Unit (For Electric Lover) .T1-2-14
Travel Shockless Valve ..........................T1-2-15
Transmission
Changeover Solenoid Valve .............T1-2-15
Travel Device .........................................T1-2-15
Filter.......................................................T1-2-15
Group 3 Component Specifications

Engine......................................................T1-3-1
Engine Accessories ..................................T1-3-5
Hydraulic Component ...............................T1-3-7
Electrical Component .............................T1-3-13
CEBT-1-1
(Blank)
CEBT-1-2
GENERAL / Specifications
SPECIFICATIONS
ZX140W-3 (Standard CHASSIS, REAR BLADE)
C
H D
B
G
P
F
E N
K J O L
Q I R A
MCGB-12-001
Type of Front-End Attachment Monoblock Boom 2-Piece Boom

Type of Arm 2.52m (8 ft 3 in) 2.52m (8 ft 3 in)
Bucket Capacity (Heaped) PCSA 0.50 m3 (0.65 yd3), CECE 0.45 m3
Operating Weight kg (lb) 14700 (32400) 15200 (33500)
Basic Machine Weight kg (lb) 12500 (27600) 12500 (27600)
Engine ISUZU AI-4JJ1X
Engine Power SAE J1349 net
-1
ISO 9249 net 90.2 kW/2200 min (123 PS/2200 rpm)
EEC 80/1269 net
A: Overall Width
(Excluding Rearview Mirrors) mm (ft·in) 2530 (8' 4")
B: Cab Height mm (ft·in) 3130 (10' 3")
C: Rear End Swing Radius mm (ft·in) 2120 (7' 0")
D: Rear End Length mm (ft·in) 2120 (7' 0")
E: Minimum Ground Clearance mm (ft·in) 350 (1' 2”)
F: Counterweight Clearance mm (ft·in) 1215 (4' 0")
G: Engine Cover Height mm (ft·in) 2360 (7' 9")
H: Overall Width of Upperstructure mm (ft·in) 2450 (8' 1")
I: Wheelbase mm (ft·in) 2550 (8' 4")
J: Swing-Center to Rear Axle mm (ft·in) 1000 (3' 3")
K: Front Wheel Tread mm (ft·in) 1875 (6' 2")
L: Rear Wheel Tread mm (ft·in) 1875 (6' 2")
M: Outrigger Spread mm (ft·in) -
N: Max. Raising Height mm (ft·in) 445 (1' 6")
O: Max. Digging Depth mm (ft·in) 145 (6")
P: Blade Height mm (ft·in) 590 (1' 11")
Q: Front Axle to Front of Chassis mm (ft·in) 570 (1' 10")
R: Rear Axle to Rear of Chassis mm (ft·in) 980 (3' 3")
Tire Size 10.00-20 16PR
-1
Swing Speed min (rpm) 13.7
Travel Speed (Fast / Slow / Creeper) * km/h (mph) 35/8.6/2.2 (21.7/5.3/1.4)
Gradeability Degree (%) 35 (70)
NOTE: “*” The specification not matching the local regulation is excluded.
T1-1-1
ZX140W-3 (Standard CHASSIS, REAR OUTRIGGER)

C
H D
B
G
F
E
K J
L
A Q I R M
MCGB-12-002

Type of Arm 2.52 m (8 ft 3 in) 2.52 m (8 ft 3 in)
Engine ISUZU AI-4JJ1X
-1
EEC 80/1269 net
A: Overall Width
(Excluding Rearview Mirrors) mm (ft·in) 2530 (8' 4”)
M: Outrigger Spread mm (ft·in) 3380 (11' 1")
N: Max. Raising Height mm (ft·in) -
O: Max. Digging Depth mm (ft·in) -
P: Blade Height mm (ft·in) -
R: Rear Axle to Rear of Chassis mm (ft·in) 1070 (3' 6”)
-1
T1-1-2
ZX140W-3 (FRONT BLADE REAR OUTRIGGER)

C
H
D
B
G
P F
N E
K O J L
A Q I R M
MCGB-12-003

Engine ISUZU ISUZU AI-4JJ1X
-1
EEC 80/1269 net
A: Overall Width
(Excluding Rearview Mirrors) mm (ft·in) 2530 (8' 4”)
-1
T1-1-3
ZX140W-3 (FRONT OUTRIGGER REAR BLADE)

C
H
D
B
G
P F
E N
K J O L
M
A Q I R
MCGB-12-004

-1
EEC 80/1269 net
A: Overall Width
E: Minimum Ground Clearance mm (ft·in) 350 (1' 2")
-1
T1-1-4
ZX140W-3 (FRONT OUTRIGGER REAR OUTRIGGER)

C
H
D
B
G
F
E
K J L
A Q I R M
MCGB-12-005

-1
EEC 80/1269 net
A: Overall Width
E: Minimum Ground Clearance mm (ft·in) 350 (1' 2")
N: Max. Raising Height mm (ft·in) -
O: Max. Digging Depth mm (ft·in) -
P: Blade Height mm (ft·in) -
-1
T1-1-5
WORKING RANGES
ZX140W-3
MONOBLOCK BOOM
A
B
MCGB-12-006
Type of Front-End Attachment Monoblock Boom

Category 2.10 m (6 ft 11 in) Arm 2.52 m (8 ft 3 in) Arm 3.01 m (9 ft 11 in) Arm
Item Backhoe Backhoe Backhoe
A: Maximum Digging Reach mm (ftxin) 8040 (26' 5") 8410 (27' 7") 8870 (29' 1")
B: Maximum Digging Depth mm (ftxin) 4610 (15' 2") 5030 (16' 6") 5520 (18' 1")
C: Maximum Cutting Height mm (ftxin) 8660 (28' 5") 8850 (29' 0") 9160 (30' 1")
D: Maximum Dumping Height mm (ftxin) 6240 (20' 6") 6440 (21' 2") 6760 (22' 2")
E: Transport Height mm (ftxin) 3130 (10' 3") 3130 (10' 3") 3240 (10' 8")
F: Overall Transport Length
Std. Chassis Rear BL. mm (ftxin) * 7690 (25' 3") * 7730 (25' 4") * 7710 (25' 4")
Std. Chassis Rear O/R. mm (ftxin) * 7690 (25' 3") * 7730 (25' 4") * 7710 (25' 4")
Front BL. Rear O/R. mm (ftxin) * 8140 (26' 9") * 8180 (26' 10") * 8160 (26' 9")
Front O/R. Rear BL. mm (ftxin) * 8235 (27' 0") * 8275 (27' 2") * 8255 (27' 1")
Front O/R. Rear O/R. mm (ftxin) *8235 (27' 0") * 8275 (27' 2") * 8255 (27' 1")
G: Minimum Swing Radius mm (ftxin) 2610 (8' 7") 2650 (8' 8") 2910 (9' 7")
NOTE: “*” Transport the machine with the rear side facing forward.
BL: Blade, O/R: Outrigger
T1-1-6
ZX140W-3
2-PIECE BOOM
G
A
B
MCGB-12-007
Type of Front-End Attachment 2-Piece Boom

Category 2.10 m (6 ft 11 in) Arm 2.52 m (8 ft 3 in) Arm 3.01 m (9 ft 11 in) Arm
Item Backhoe Backhoe Backhoe
A: Maximum Digging Reach mm (ftxin) 8580 (28' 2") 8960 (29' 5") 9430 (30' 11")
B: Maximum Digging Depth mm (ftxin) 4870 (16' 0") 5290 (17' 4") 5770 (18' 11")
C: Maximum Cutting Height mm (ftxin) 9750 (32' 0") 10040 (32' 11") 10450 (34' 3")
D: Maximum Dumping Height mm (ftxin) 7290 (23' 11") 7570 (24' 10") 7990 (26' 3")
E: Transport Height mm (ftxin) 3130 (10' 3") 3130 (10' 3") 3350 (11' 0")
F: Overall Transport Length
Std. Chassis Rear BL. mm (ftxin) * 8190 (26' 10") * 8200 (26' 11") * 8170 (26' 10")
Std. Chassis Rear O/R. mm (ftxin) * 8190 (26' 10") * 8200 (26' 11") * 8170 (26' 10")
Front BL. Rear O/R. mm (ftxin) * 8640 (28' 4") * 8650 (28' 5") * 8620 (28' 3")
Front O/R. Rear BL. mm (ftxin) * 8735 (28' 8") * 8745 (28' 8") * 8715 (28' 7")
Front O/R. Rear O/R. mm (ftxin) * 8735 (28' 8") * 8745 (28' 8") * 8715 (28' 7")
G: Minimum Swing Radius mm (ftxin) 2520 (8' 3") 2670 (8' 9") 3040 (10' 0")
NOTE: “*” Transport the machine with the rear side facing forward.
BL: Blade, O/R: Outrigger
T1-1-7
(Blank)
T1-1-8
GENERAL / Component Layout
MAIN COMPONENT LAYOUT
Upperstructure (1)
1
2
3
8
9
10
11
12
24 13
14
23 15
16
22 17
21 18
20
TCEB-01-02-002
19
1 - Rear Camera 7- Air Cleaner 13 - Oil Cooler 19 - Auxiliary / Positioning Electric

Lever
2- Radiator 8- Battery 14 - Travel Shockless Valve 20 - Steering Valve
3- Inter Cooler 9- Fuel Cooler 15 - Pilot Valve (Left) 21 - Brake Valve
4- Reserve Tank 10 - Washer Tank 16 - Pilot Shut-Off Solenoid Valve 22 - Travel Pilot Valve
5- Air Conditioner 11 - ECM (Engine Controller) 17 - Center Joint 23 - Pilot Valve (Right)
Condenser
6 - Receiver Drier 12 - Solenoid Valve Unit 18 - Accumulator Charging Valve 24 - Blade / Outrigger Electric
(For Electric Lever) Lever
T1-2-1
Upperstructure (2)
42
41
40
39
38
37
36
35
34
33 25
32 26
31 27
30
28
TCEB-01-02-003
29
25 - Positioning Control Valve 30 - Automatic Fueling Switch 35 - Engine Oil Filter 39 - Solenoid Pump
26 - Shuttle Valve 31 - Control Valve 36 - Pump Device 40 - Steering Filter
27 - Signal Control Valve 32 - Automatic Fueling Pump 37 - Fuel Pre Filter 41 - Pilot Filter
28 - Heat Circuit Cut Solenoid 33 - 3-Spool Solenoid Valve 38 - Fuel Main Filter 42 - Engine
Valve Unit
29 - Swing Shockless Valve 34 - Swing Device
T1-2-2
Undercarriage
1 2
8
6
7
TCEB-01-02-001
1 - Blade Cylinder 4- Axle Lock Cylinder 6- Outrigger Cylinder 8- Transmission

2 - Rear Axle 5- Front Axle 7- Travel Motor 9- Transmission Changeover
Solenoid Valve
3 - 2-Spool Solenoid Valve
Unit (Blade / Outrigger
Cylinder)
T1-2-3
Front Attachment
• 2-Piece Boom • Monoblock Boom

2 1
3 2
7 7
4
1
6 T1F3-01-02-004
T1F3-01-02-003
1 - Bucket Cylinder 3- Positioning Cylinder 5- Hose Rupture Valve 7- Hose Rupture Valve (Arm)
(Positioning)
2 - Arm Cylinder 4- Boom Cylinder 6 - Hose Rupture Valve
(Boom)
T1-2-4
ELECTRICAL SYSTEM (OVERVIEW)
Pump Device (Refer to T1-2-13.)

・Pump 1 Delivery Pressure Sensor
・Pump 2 Delivery Pressure Sensor Filter (Refer to T1-2-15.)
・Pump 1 Control Pressure Sensor ・Steering Pump Delivery Pressure Sensor
・Pump 2 Control Pressure Sensor
・Pump 1 Maximum Flow Rate Limit Engine (Refer to T1-2-12.)
Control Solenoid Valve
・Pump 2 Maximum Flow Rate Limit
・Torque Control Solenoid Valve
13
12 1
5
6
7
8
9
10
11
Travel Shockless Valve

(Refer to T1-2-15.) TCEB-01-02-002
・Pressure Sensor (Travel Forward)
Brake Valve (Refer to T1-2-14.) ・Pressure Sensor (Travel Reverse)
・Brake Pressure Sensor
・Work Brake Release Switch
・Brake Remain Pressure Sensor
1 - Fresh Air Temperature 5- Battery 8- Solenoid Valve Unit 11 - Pilot Shut-Off Solenoid
Sensor (For Electric Lever) Valve
2 - Starter Relay 6- ECM 9 - Atmosphere Pressure 12 - Fuel Sensor
Sensor
3 - Battery Relay 7- Intake Air Temperature 10 - Air Cleaner Restriction 13 - Hydraulic Oil Temperature
Sensor Switch Sensor (Main)
4 - Glow Plug Relay
T1-2-5
Swing Device
(Refer to T1-2-13.) 14
・Pressure Sensor (Front)
18 15
16
Control Valve (Refer to T1-2-14.) 17

TCEB-01-02-003
・Pressure Sensor (Boom Raise)
・Pressure Sensor (Arm Roll-In) Signal Control Valve
(Refer to T1-2-13.)
・Pressure Sensor (Swing)
・Pressure Sensor (Auxiliary)
14 - Horn 16 - Pressure Sensor 17 - Heat Circuit Cut Solenoid 18 - 3-Spool Solenoid Valve
(Positioning) Valve Unit
15 - Slip Ring
T1-2-6
ELECTRICAL SYSTEM
(MONITORS AND SWITCHES)
6 7
5
2
12
4 3
11 10 9 8 TCJB-01-02-014
TCJB-01-02-006
14 22
23
15 34 24
25
16 13
26
27
33 28
17
18 32
TCJB-01-02-007
19 31 30 29
20
21
TCJB-01-02-008
1- Monitor Unit 10 - Steering Column Monitor 19 - Blade/Outrigger Front-Rear 27 - Engine Speed Control Mode
(Refer to T1-2-8.) (Refer to T1-2-9.) Selector Switch Selection Switch
2 - Swing Lock Lever 11 - Auxiliary/Positioning Pedal 20 - Outrigger Left-Right 28 - Power Mode Switch
(Optional) Selector Switch
3- Blade/Outrigger Lever 12 - Horn Switch 21 - Heater Seat Switch 29 - Key Switch
(Optional)
4- Pilot Shut-Off Lever 13 - Left Analog Switch 22 - FNR Switch 30 - Blade/Outrigger Selector
(Auxiliary) Switch
5- Engine Stop Switch 14 - Horn Switch 23 - Auxiliary 31 - Auto-Idle Switch
6- Combination Switch 15 - Positioning Pedal Selection 24 - Auxiliary 32 - Work Light Switch
･Turn Signal Switch Switch
･Light Switch
･Dimmer Switch
･Passing Switch
7 - Brake Switch 16 - Auxiliary Pedal Selection 25 - Engine Control Dial 33 - Wiper/Washer Switch
Switch
8- Accelerator Pedal 17 - Hazard Switch 26 - Travel Speed Mode Switch 34 - Right Analog Switch
(Assist) (Optional)
9- Brake Pedal 18 - Electrical Control Main
Switch (Optional)
T1-2-7
Monitor Unit
7
1 2 3 4 5 6 8
9
10
11
12
13
14
15
16
17
18
35 34
21 20 19
TCJB-05-02-043
33 32 31 30 29 28 27 26 25 24 23 22
1 - Work Mode Display 10 - Parking Brake Display 19 - Trip Meter Display 28 - Work Mode Display
2 - Auto-Idle Display 11 - Work Brake Display 20 - Odometer Display 29 - Auxiliary Selection
3 - Overload Alarm Display 12 - Axle Lock Display 21 - Hour Meter Display 30 - Coolant Temperature
(Optional) Gauge
4 - Auto Axle Lock Display 13 - Work Light Display 22 - Back Monitor Selection 31 - Work Mode Selection
5 - Auxiliary 14 - Auxiliary 2 (Positioning) 23 - Menu 32 - Return to Primary Screen
Selection Display
6 - Glow Signal Display 15 - Auxiliary 1 (Attachment) 24 - Meter Display Selection 33 - Brake Oil Pressure Gauge
Selection Display
7 - Trip Meter 16 - Blade/Outrigger Settings 25 - Fuel Gauge 34 - Speedometer
and Brake Mode Display
8 - Odometer 17 - Mail Display (Optional) 26 - Auxiliary 35 - Tachometer
9 - Hour Meter 18 - Clock 27 - Mail Selection (Optional)
T1-2-8
Steering Column Monitor
1 2
12 3
4
11
5
10 6
9 7
8
TCJB-02-01-008
1 - Travel Forward Indicator 4 - Pilot Cut Indicator 7 - Auto-Cruise Indicator 10 - Clearance Light Indicator
(Optional)
2 - Turn Signal Indicator 5 - Travel Reverse Indicator 8 - Travel Slow Speed Indica- 11 - High Beam Indicator
(Right) tor
3 - Neutral Indicator 6 - Hazard Light Indicator 9 - Auxiliary 12 - Turn Signal Indicator (Left)
T1-2-9
ELECTRICAL SYSTEM (CONTROLLERS
AND RELAYS)
1 2
6 5
TCJB-01-02-015
1 - MC (Main Controller) 3 - Fuse Box 5 - Option Controller 7 - Flasher

2 - Satellite Communication 4 - Dr.ZX Connector 6 - ICF (Information Controller)
Terminal (Optional) (Use as Download Connector)
T1-2-10
Relays Position
TCJB-01-02-009
Option Controller
TCJB-01-02-010
Dr.ZX Connector Fuse Box
1 - High Beam Relay 15 - Stop Light Relay 29 - Blade/Outrigger Relay 43 - Twin Wiper Relay 1 (OP)
(Front-Right)
2 - Clearance Light Relay 16 - Washer Relay 30 - Blade/Outrigger Relay 44 - Twin Wiper Relay 2 (OP)
(Left) (Front-Left)
3 - Clearance Light Relay 17 - Horn Relay 31 - Blade/Outrigger Relay 45 - Twin Wiper Relay 3 (OP)
(Right) (Main 1)
4 - Head Light Relay (Left) 18 - Load Dump Relay 32 - Auto-Cruise Relay (OP) 46 - Twin Wiper Relay 4 (OP)
5 - Head Light Relay (Right) 19 - Pilot Shut-Off Relay 33 - Heater Seat Relay (OP) 47 - Twin Wiper Relay 5 (OP)
6 - Travel Slow Selection 20 - Security Horn Relay 34 - Room Lamp Controller Relay 48 - Twin Wiper Relay 6 (OP)
Relay (OP)
7 - Compressor Relay (A/C) 21 - Starter Cut Relay 35 - Assist Relay 1 (OP) 49 - Swing Alarm Relay (OP)
8 - Heater Relay (A/C) 22 - Security Relay 36 - Assist Relay 2 (OP) 50 - Rear Head Light Relay (OP)
9 - MAX-Hi Relay (A/C) 23 - Travel Fast Selection 37 - Assist Flow Rate Control 51 - Additional Front Head Light
Relay Relay (OP) (OP)
10 - ECM Main Relay 24 - Blade/Outrigger Relay 38 - Blank 52 - Additional Front Head Light
(Rear) (OP)
11 - Turn Signal Light Relay 25 - Blade/Outrigger Relay 39 - Auxiliary/Positioning Selection 53 - Revolving Light Relay (OP)
(Left) (Front) Relay 1 (OP)
12 - Turn Signal Light Relay 26 - Blade/Outrigger Relay 40 - Auxiliary/Positioning Selection 54 - Immobilizer 1 (OP)
(Right) (Rear-Right) Relay 2 (OP)
13 - Wiper Relay 27 - Blade/Outrigger Relay 41 - Auxiliary/Positioning Selection 55 - Immobilizer 2 (OP)
(Rear-Left) Relay 3 (OP)
14 - Boom Light Relay 28 - Blade/Outrigger Relay 42 - Auxiliary/Positioning Selection 56 - Immobilizer 3 (OP)
(Main 2) Relay 4 (OP)
NOTE: OP: Optional
T1-2-11
ENGINE
1
T1T1-01-02-005
3 4 5 6
7
8
9
13
12
T1T1-01-02-003
11 10
T1T1-01-02-004
1- EGR Valve 5- Overheat Switch 8- Boost Temperature Sensor 11 - Engine Oil Pressure
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
T1-2-12
PUMP DEVICE
5 6
2 1
7
11
10
9
8
TCEB-03-01-003 TCEB-03-01-001
4 3
SWING DEVICE SIGNAL CONTROL VALVE

13
19
12
14
18
15
17
16
TCEB-01-02-005
TCEB-01-02-004
1 - Pump 1 6- Steering Pump 11 - Pump 2 Maximum Flow Rate 16 - Heat Circuit Cut Solenoid
Limit Control Solenoid Valve Valve
2 - Pump 2 7- Pump 2 Control Pressure 12 - Pressure Sensor (Front) 17 - Swing Shockless Valve
Sensor
3 - Pump 1 Delivery 8 - Pump 1 Control Pressure 13 - Signal Control Valve 18 - Pressure Sensor (Swing)
Pressure Sensor Sensor
4 - Pump 2 Delivery 9 - Pump 1 Maximum Flow 14 - Pressure Sensor (Positioning) 19 - Pressure Sensor
Pressure Sensor Rate Limit Control Solenoid (Auxiliary)
Valve
5 - Pilot Pump 10 - Torque Control Solenoid 15 - Shuttle Valve
Valve
T1-2-13
CONTROL VALVE BRAKE VALVE
1 2 4
6
TCJB-01-02-017
3 TCGB-01-02-003
3-SPOOL SOLENOID VALVE UNIT SOLENOID VALVE UNIT

(FOR ELECTRIC LEVER)
9 10 11
20
19 12
18 13
14
17
15
TCGB-03-12-001
16
TCJB-01-02-018
1 - Main Relief Valve 6- Stop Light / Work Brake 11 - Solenoid Valve Unit (SI) 16 - Hydraulic Oil Temperature
Release Switch Sensor (For Electric Lever)
2 - Pressure Sensor 7 - Brake Pressure Sensor 12 - Positioning / Assist 17 - Blade / Outrigger Solenoid
(Arm Roll-In) Solenoid Valve Valve
3 - Pressure Sensor 8- Brake Valve 13 - Auxiliary Solenoid Valve 18 - Auxiliary Solenoid Valve
(Boom Raise)
4 - Accumulator Charging 9- Solenoid Valve Unit (SC) 14 - Blade / Outrigger Solenoid 19 - Positioning / Assist
Valve Valve Solenoid Valve
5 - Brake Remain Pressure 10 - Solenoid Valve Unit (SF) 15 - Travel Make-Up Solenoid 20 - Swing Parking Brake
Sensor Valve Release Solenoid Valve
T1-2-14
TRAVEL SHOCKLESS VALVE TRANSMISSION CHANGEOVER SOLE-
NOID VALVE
5 6
1
3
TCJB-05-07-002
TCJB-01-02-019
4
TRAVEL DEVICE FILTER

11 12 13
7 8
10 9
TCJB-01-02-020
15 14
TCEB-01-02-006
1 - Pressure Sensor 5 - Travel Mode Selector 9- Travel N Sensor 13 - Pilot Filter

(Travel Forward) Solenoid Valve
2 - Travel Forward Pi Cut 6 - Pressure Reducing Valve 10 - Travel Motor Displacement 14 - Fuel Pre Filter
Solenoid Valve Control Solenoid Valve
3 - Travel Reverse Pi Cut 7 - Travel Motor 11 - Steering Pump Delivery 15 - Fuel Main Filter
Solenoid Valve Pressure Sensor
4 - Pressure Sensor 8 - Transmission 12 - Steering Filter
(Travel Reverse)
T1-2-15
(Blank)
T1-2-16
GENERAL / Component Specifications
ENGINE
Manufacturer...........................................................ISUZU
Model.......................................................................4JJ1XYSA
Type .........................................................................Diesel, 4-Cycle, Water-Cooled, Direct Injection Type,
Exhaust Turbo Charged Type
Cyl. No.- Bore × Stroke..........................................4-95.4 mm×104.9 mm
3
Total Displacement.................................................2999 cm
-1
Rated Output ..........................................................83±3.3 kW/2000 min (113±4.5 PS/2000 rpm)
+1.5 -1 +2
HP Mode: 90.2 -3.9 kW/2200 min (123 -5.3 PS/2200 rpm)
Compression Ratio ................................................17.5
Dry Weight ..............................................................320 kg (710 lb)
Firing Order.............................................................1-3-4-2
Direction of Rotation...............................................Clockwise (Viewed from Fan Side)
Dimensions: Length × Width × Height .................963×813×918 mm
Cooling System
Cooling Fan.............................................................Diameter 650 mm (25.6 in), 5 Blades, Synthetic Resin,
Intake Type with Fan Ring Safety Net
Fan Pulley Ratio .....................................................Belt Driven Rotation Ratio: 0.87
Thermostat..............................................................Cracking Opening at Atmospheric Pressure: 85 °C (185 °F)
Full Open (Stroke: 10mm or More): 100 °C (212 °F)
Water Pump............................................................Centrifugal Swirl Pump
Lubricating System
Lubrication Pump Type..........................................Gear Pump
Filter .........................................................................Full-Flow Paper Element Type with Bypass
Cooler ......................................................................Water Cooled Integral 4-Stage Type
Starting System
Electric Motor..........................................................Magnetic Pinion Shift Reduction Type
Voltage and Output ................................................24 V⋅4 kW
Preheat System
Type .........................................................................Glow Plug (24 V, QOS II)
Engine Stop System

Type .........................................................................Fuel Shut-Off (Electronic Control)
T1-3-1
Alternator
Type .........................................................................Regulator Integrated AC Type, Brushless
Voltage and Output ................................................24 V⋅50 A
Supercharging System
Type .........................................................................Exhaust-Turbocharger Type RHF5 Type with No Waste Gate
Fuel System
Type .........................................................................Common Rail Type, HP3 Type
Governor .................................................................Electronic All Speed Control
Injection Nozzle ....................................................Electrical Multi-Hole Injector
T1-3-2
Performance (New Engine)
IMPORTANT: This list shows design specifications, which are not servicing standards.
+1.5
Fuel Consumption Ratio........................................220±11 g/kW⋅h (299±15 g/PS⋅h) @ 90.2 −3.9 kW
(at Full Load: 2200 min-1)
220±11 g/kW⋅h (299±15 g/PS⋅h) @ 83±3.3 kW
(at Working Load: 2000 min-1)
-1
Maximum Output Torque.......................................402±20 N⋅m (41±2 kgf⋅m, 300±15 lbf⋅ft) @ Approx. 1800 min
2 -1
Compression Pressure..........................................3 MPa (31 kgf/cm , 440 psi) @ 200 min
Valve Clearance (Intake/Exhaust)........................0.15/0.15 mm (Cold)
-1
No Load Speed.......................................................Slow: (at Full Load) 800±20 min
-1
Fast: (at Full Load) 2200±20 min
-1
(at Working Load) 2000±20 min
T1-3-3
Engine Performance Curve (4JJ1XYSA)
Test conditions: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for
Construction Machinery) under standard atmospheric pressure.
2. Equipped with fan and alternator.
Torque (N⋅m)
Output
(kW)
Fuel Consumption
Ratio (g/kW⋅h)
Engine Speed min-1 (rpm) TCEB-01-03-001
T1-3-4
ENGINE ACCESSORIES
Radiator Assembly
Type .........................................................................In-line Type
Weight......................................................................73 kg (165 lb)
Radiator Oil Cooler

Core Size (Height × Width × Thickness)........ 770×808.3×53 mm 710×725.2×40 mm
No. of Core Lines........................................... 1 1
Fin Pitch......................................................... 3.5 3.0
Fin Shape ...................................................... Corrugated T-CW Corrugated T-CW
Capacity......................................................... 7.8 L 18.0 L
2 2
Heat Dissipation Area .................................... 38.20 m 22.33 m
Air-Tight Test Pressure .................................. 100 kPa 1500 kPa
2 2
(1.02 kgf/cm , 14.5 psi) (15.3 kgf/cm , 218 psi)
Cap Opening Pressure .................................. 49 kPa −
2
(0.5 kgf/cm , 7.1 psi)
Intercooler
Core Size (Height × Width × Thickness)........ 620×400×65 mm
No. of Core Lines........................................... 1
Fin Pitch......................................................... 5.0
Fin Shape ...................................................... Corrugated T-CW
Capacity......................................................... 7.2 L
2
Heat Dissipation Area .................................... 10.15 m
2
Air-Tight Test Pressure .................................. 250 kPa (2.55 kgf/cm , 36 psi)
Cap Opening Pressure .................................. −
T1-3-5
Fuel Cooler
Core Size (Height × Width × Thickness)........ 224×137.8×32 mm
Fin Pitch......................................................... 4.0 mm
Fin Shape ...................................................... Wavy Fin
Capacity......................................................... 0.2 L
2
Heat Dissipation Area .................................... 0.865 m
2
Resisting Pressure ........................................ 45 kPa (0.5 kgf/cm , 6.5 psi)
Weight............................................................ 0.7 kg (1.5 lb)
Battery
Nominal Voltage ............................................ 12 V
Capacity......................................................... 70 Ah or More (5-Hour Rate)
Discharging Characteristic (-15 °C (5°F)·300 A)
Duration ......................................................... More than 4.5 Min.
30-Second Voltage ................................... 9.9 V or More
Dimensions (Height × Width × Length)..... 223×171×301 mm
Weight............................................................ 21 kg (47 lb) ×2
Solenoid Pump
Rated Voltage ................................................ DC24 V
T1-3-6
HYDRAULIC COMPONENT
• Upperstructure
Pump Device
Speed Ratio ................................................... Main Pump: 1, Pilot Pump: 1, Steering Pump: 1
Weight............................................................ 193 kg (426 lb)
Main Pump
Type ............................................................... Bent-Axis Type Variable Displacement Axial Plunger Pump
3 3
Theoretical Displacement .............................. Pump 1: 100 cm /rev, Pump 2: 75 cm /rev
Maximum Oil Flow Rate (Theoretical) ........... Pump 1: 220 L/min, Pump 2: 165 L/min
Regulator
Type ............................................................... Hydraulic Pressure Operated Type
Pilot Pump, Steering Pump

Type ............................................................... Constant Capacity Type Gear Pump
3
Theoretical Displacement .............................. 16.8 cm /rev
Maximum Oil Flow Rate (Theoretical) ........... 31.9 L/min (HP Mode: 35.3 L/min)
Control Valve
Type ............................................................... Pilot Pressure Operated Type (4-Spool + 5-Spool)
2
Main Relief Set Pressure............................... 34.3 MPa (350 kgf/cm , 4990 psi) @ 110 L/min
2
Overload Relief Set Pressure ........................ 37.2 MPa (379 kgf/cm , 5410 psi) @ 50 L/min
(Boom Lower, Arm Roll-In, Bucket Roll-In, Blade / Outrigger
Raise, Blade / Outrigger Lower)
2
39.2 MPa (400 kgf/cm , 5700 psi) @ 50 L/min
(Boom Raise, Arm Roll-Out, Bucket Roll-Out)
28.0 MPa (286 kgf/cm2, 4070 psi) @ 135 L/min
(Auxiliary)
Weight............................................................ 136 kg (300 lb)
Auxiliary Control Valve

Type ............................................................... Pilot Pressure Operated Type (Single-Spool)
2
Overload Relief Set Pressure ........................ 39.2 MPa (400 kgf/cm , 5700 psi) @ 50 L/min
Weight............................................................ 12.6 kg (28 lb)
T1-3-7
Swing Device
Type ............................................................... 2-Stage Planetary Gear Reduction
Reduction Ratio ............................................. 16.155
Weight............................................................ 131 kg (289 lb)
Swing Motor
Type ............................................................... Swash Plate Type Constant Displacement Axial Plunger Motor
Model ............................................................. M5×130CHB
3
Theoretical Displacement Capacity ............... 72.0 cm /rev
Weight............................................................ 34 kg (75 lb)
Valve Unit
Type ............................................................... Non Counterbalance Valve Type
2
Relief Set Pressure........................................ 29.3 MPa (299 kgf/cm , 4260 psi) @ 110 L/min
Swing Parking Brake

Type ............................................................... Multi-Disc Wet Negative Type
2
Release Pressure .......................................... 1.9 to 2.8 MPa (19 to 28 kgf/cm , 276 to 407 psi)
Front Attachment Pilot Valve

Plunger Stroke ............................................... 1, 3 port: 7.0±0.5 mm
2, 4 port: 5.9±0.5 mm
Travel Pilot Valve

Plunger Stroke ............................................... 1, 2 port: 4.0±0.5 mm
Positioning / Auxiliary Electric Lever

Model ............................................................. HEL02B-101
Operating Torque ........................................... 1, 2 port: 3.47 to 6.10 N⋅m
Lever Tilting Angle ......................................... 12.5 °
Outrigger / Assist Electric Lever

Model ............................................................. HEL02A-101
Operating Torque ........................................... 1.28 to 3.90 N⋅m
Lever Tilting Angle ......................................... 12.5 °
T1-3-8
4-Spool Solenoid Valve Unit
Function ......................................................... ⋅ SC: For Arm Regenerative Control
⋅ SF: For Brake Valve Control
⋅ SI: For Operate Check Valve
(Axle Lock Cylinder) Control
Auxiliary Solenoid Valve Unit (Auxiliary Flow Rate Control) (Optional)

Function...................................................................For Auxiliary Flow Rate Control
2-Spool Solenoid Valve (For Blade / Outrigger)

Function ......................................................... For Operate Check Valve (Blade / Outrigger Cylinder) Control
Signal Control Valve

Function ......................................................... ⋅ Shockless (For Boom Lower)
⋅ Pump Flow Rate Control
⋅ Bucket Flow Rate Control
⋅ Swing Parking Brake Release
Pilot Shut-Off Solenoid Valve

Type .........................................................................ON/OFF Solenoid Valve
Pilot Relief Valve

2
Relief Set Pressure ................................................3.7 MPa (37.7 kgf/cm , 538 psi) @ 40 L/min
Steering Valve (With Priority Valve)

3
Gerotor Displacement............................................159 cm /rev
2
Relief Set Pressure ................................................Steering Valve: 17.2 MPa (175 kgf/cm , 2500 psi)
2
Priority Valve: 20.6 MPa (210 kgf/cm , 2990 psi)
2
Overload Relief Set Pressure ...............................22.6 MPa (230 kgf/cm , 3290 psi)
Brake Valve
Brake Start-Up Threshold Pressure............... 2.5±0.5 to 4.9±0.5 MPa
2
(25.5±5 to 50±5 kgf/cm , 363±73 to 712±73 psi)
T1-3-9
Accumulator Charging Valve
2
Accumulation Starting Pressure (Cut-In) .............14.5 MPa (148 kgf/cm , 2108 psi)
2
Accumulattion Stopping Pressure (Cut-Out).......17.7 MPa (180 kgf/cm , 2573 psi)
Travel Shockless Valve

Type .........................................................................Flow Regulator Type (With 2-Spool Solenoid Valve)
Transmission Changeover Solenoid Valve

2
Pressure Reducing Valve Set Pressure ..............3.7 MPa (37.7 kgf/cm , 538 psi)
Oil Cooler Bypass Check Valve

2
Cracking Pressure ......................................... 250±15 kPa (2.55±0.153 kgf/cm , 36±2 psi) @ 5 L/min
Bypass Check Valve

2
Cracking Pressure..................................................600 kPa (6.1 kgf/cm , 87 psi)
T1-3-10
• Undercarriage
Travel Motor
Type .........................................................................Bent-Axis Type Variable Displacement Axial Plunger Motor
3
Theoretical Displacement (Max./Min.) .................140/59.7 cm /rev (Travel Speed 20 km/h or More)
3
140/105.3 cm /rev (Travel Speed 20 km/h or Less)
Weight......................................................................80 kg (177 lb)
Travel Brake Valve

Type .........................................................................Counterbalance Valve Type
2
Relief Set Pressure ................................................42 MPa (428 kgf/cm , 6110 psi)
Transmission
Type .........................................................................2-Axis Planetary Gear Reduction
Reduction Ratio......................................................Fast: 1.19
Slow: 4.87
Weight......................................................................135 kg (298 lb) (Including Oil)
Standard Axle (Front, Rear)

Type .........................................................................Front: Steering Drive Axle with Hub Reduction
Rear: Full Rigid Drive Axle with Hub Reduction
Brake Type..............................................................Wet-Type Multi-Disc Brake
Final Reduction Ratio ............................................13.714
Weight......................................................................Front: 630 kg (1390 lb)
Rear: 550 kg (1220 lb)
Axle Lock Cylinder

Rod Outer Diameter...............................................100 mm (3.9 in)
Stroke.......................................................................160 mm (6.3 in)
Weight......................................................................38 kg (84 lb)
T1-3-11
• Front Attachment
Cylinder
• Monoblock Boom:
Boom Arm Bucket
Rod Outer Diameter ...................................... 70 mm (2.8") 80 mm (3.1") 70 mm (2.8")
Tube Inner Diameter...................................... 105 mm (4.1") 115 mm (4.5") 100 mm (3.9")
Stroke............................................................. 941 mm (3' 1") 1120 mm (3' 8") 875 mm (2' 10")
Fully Retracted Length .................................. 1448 mm (4' 9") 1650 mm (5' 5") 1350 mm (4' 5")
Plating Thickness .......................................... 30 µm (1.18 µin) 30 µm (1.18 µin) 30 µm (1.18 µin)
Weight............................................................ 107 kg (236 lb) 151 kg (333 lb) 100 kg (221 lb)
• 2-Piece Boom:
Boom Arm Bucket
Rod Outer Diameter ...................................... 75 mm (3.0") 80 mm (3.1") 70 mm (2.8")
Tube Inner Diameter...................................... 105 mm (4.1") 115 mm (4.5") 100 mm (3.9")
Stroke............................................................. 877 mm (2' 11") 1120 mm (3' 8") 875 mm (2' 10")
Fully Retracted Length .................................. 1700 mm (5' 7") 1650 mm (5' 5") 1350 mm (4' 5")
Plating Thickness .......................................... 30 µm (1.18 µin) 30 µm (1.18 µin) 30 µm (1.18 µin)
Weight............................................................ 123 kg (272 lb) 151 kg (333 lb) 100 kg (221 lb)
Positioning
Rod Outer Diameter...............................................95 mm (3.7")
Tube Inner Diameter..............................................150 mm (5.9")
Stroke.......................................................................710 mm (2' 4")
Fully Retracted Length...........................................1215 mm (3' 12")
Plating Thickness .......................................... 30 µm (1.18 µin)
Weight......................................................................183 kg (404 lb)
• Optional:
Blade Outrigger
Rod Outer Diameter ...................................... 60 mm (2.4") 60 mm (2.4")
Tube Inner Diameter...................................... 105 mm (4.1") 854 mm (2' 10")
Plating Thickness .......................................... 30 µm (1.18 µin) 30 µm (1.18 µin)
Weight............................................................ 47 kg (104 lb) 67 kg (148 lb)
T1-3-12
ELECTRICAL COMPONENT
Battery Relay
Voltage and Current....................................... 24 V⋅100 A
Starter Relay
Voltage.....................................................................24 V
Glow Plug Relay

Voltage.....................................................................24 V
Horn
Specification............................................................24 V⋅2.5+0.5−1 A
Sound Pressure......................................................113±5 dB (A) @ 2 m
Security Horn
Specification............................................................24 V⋅Max. 2.3 A
Sound Pressure......................................................115±5 dB (A) @ 2 m
Buzzer (Optional)
Sound Pressure......................................................112 dB
Illumination
Specification .................................................. Work Light : Halogen 24 V, 70 W
Cab Light : 24 V, 10 W
Head Light : Halogen 24 V, 62/62 W
Turn Signal Light : 24 V, 21 W
Clearance Light : 24 V, 4 W
Licence Plate Light : 24 V, 12 W × 2 Used
Tail Light : 24 V, 10 W
Stop Light : 24 V, 21 W
T1-3-13
Air Conditioner
Refrigerant ..............................................................134a
Cooling Ability .........................................................16.7 MJ/h (4000 kcal/h) or More
3
Cool Air Volume......................................................550 m /h or More
Heating Ability .........................................................19.8 MJ/h (4720 kcal/h) or More
3
Warm Air Volume....................................................400 m /h or More
Temperature Adjusting System.............................Electronic Type
Refrigerant Quantity ...................................... 850±50 g
3
Compressor Oil Quantity.......................................210 cm
T1-3-14
MEMO
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SECTION 2
SYSTEM
CONTENTS
Group 1 Controller Group 4 Hydraulic System
Outline .....................................................T2-1-1 Outline .....................................................T2-4-1
Can: Controller Area Network Pilot Circuit...............................................T2-4-2
(Network Provided for Machine) .............T2-1-2 Service Brake Circuit ..............................T2-4-18
MC: Main Controller .................................T2-1-3 Steering Circuit.......................................T2-4-19
ECM: Engine Control Module .................T2-1-12 Main Circuit ............................................T2-4-20
ICF: Information Controller .....................T2-1-14
Group 5 Electrical System
Monitor Unit............................................T2-1-16
Outline .....................................................T2-5-1
Option Controller ....................................T2-1-31
Main Circuit ..............................................T2-5-2
Steering Column Monitor ........................T2-1-36
Electric Power Circuit (Key Switch: OFF) ..T2-5-4
Group 2 Control System Accessory Circuit......................................T2-5-6
Outline .....................................................T2-2-1 Starting Circuit (Key Switch: START) ........T2-5-8
Engine Control .........................................T2-2-4 Charging Circuit (Key Switch: ON) ..........T2-5-14
Pump Control .........................................T2-2-32 Serge Voltage Prevention Circuit ............T2-5-18
Valve Control..........................................T2-2-50 Pilot Shut-Off Circuit (Key Switch: ON) ...T2-5-20
Other Controls........................................T2-2-69 Security Lock Circuit...............................T2-5-22
Option Controller Control........................T2-2-95 Engine Stop Circuit (Key Switch: OFF) ...T2-5-24
Electric and Hydraulic Security Horn Circuit...............................T2-5-26
Composite Circuit Control................... T2-2-112 Wiper/Washer Circuit .............................T2-5-28
Light Circuit ............................................T2-5-30
Group 3 ECM System
Outline .....................................................T2-3-1
Fuel Injection Control ...............................T2-3-2
Fuel Injection Amount Correction Control...T2-3-10
Preheating Control ................................. T2-3-11
EGR (Exhaust Gas Recirculation)
Control .................................................T2-3-12
Engine Stop Control ...............................T2-3-14
CEBT-2-1
(Blank)
CEBT-2-2
SYSTEM / Controller
OUTLINE
The controllers are provided for each control respec-
tively.
Each controller is connected by using CAN (Controller
Area Network) in order to display on the monitor unit in
cab or the monitoring of machine overall condition
including the engine.
• MC: Main Controller

• ECM: Engine Control Module
• ICF: Information Controller
• Monitor Unit
• Option Controller
• Steering Column Monitor
Satellite Terminal Dr. ZX

(Option)
Monitor Unit
ICF
Option Controller
MC
CAN Bus Line
Steering Column ECM

Monitor
TCJB-02-01-001
NOTE: CAN (CAN Bus Line)
T2-1-1
SYSTEM / Controller
CAN: Controller Area Network (NETWORK
PROVIDED FOR MACHINE)
MC, ECM, ICF, monitor unit, option controller and
steering column monitor 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 data to other controllers.
Satellite Terminal Dr. ZX

(Option)
Monitor Unit
ICF
CAN High
Option Controller
MC
CAN Low
CAN Bus Line
Steering Column ECM

Monitor
TCJB-02-01-001
T2-1-2
SYSTEM / Controller
MC: MAIN CONTROLLER
Function Outline
The signals from engine control dial, sensors and
switches are input to MC. Information from ECM, ICF,
monitor unit and option controller are input to MC by
using CAN.
MC processes the input signals in the logic circuit
and sends the signal equal to target engine speed to
ECM (Engine Control Module) by using CAN com-
munication in order to control the engine.
MC drives the solenoid valve unit and pump control
solenoid valve in order to control the pump and valve.
MC has the controls as follows.

• Engine Control
• Pump Control
• Valve Control
• Other Control
NOTE: As for details on each control, refer to the

SYSTEM / Control System group.
T2-1-3
SYSTEM / Controller
• Engine Control
• Engine Control Dial Control • Auto-Idle Control
Controls the engine speed according to the rota- Reduces the engine speed when all the control
tion angle of engine control dial. levers are in neutral. Therefore, fuel consumption
-1
Reduces the engine speed by 100 min in order and noise level can be reduced.
to reduce fuel consumption and noise level when
all the control levers are in neutral. • Hydraulic Oil Temperature Auto-Warming Up
Control
• Travel Accelerator Control Automatically warms up the hydraulic system.
Controls engine speed according to the accel-
erator pedal depressing amount when the ma- • Coolant Temperature Auto-Warming Up Control
chine travels. Automatically warms up the engine.
In addition, controls engine speed according to
pump load when engine speed increases and the • Idle Speed-Up Control
machine climbs the slope so that the machine can Prevents the engine from hunting when the en-
travel at fuel-efficient engine speed. gine runs at slow idle.
• Working Accelerator Control • Heater Control

Controls engine speed during digging operation Increases the rising temperature speed of the
by the accelerator pedal or the engine control dial. heater in cab while increasing the engine speed
at the low temperature.
• Engine Speed Holding Control When Decelerat-
ing • Attachment Operation Speed Increase Control
When the machine decelerates (when the travel (Optional)
pilot valve returns to the neutral position) and if Set attachment operation speed (breaker, pul-
travel speed is fast, engine speed is kept at fast verizer, crusher and vibrating hammer) to in-
idle. In addition, engine speed decreases ac- crease (+) with Dr. ZX. When operating the at-
cording to deceleration of travel speed in order to tachment, engine speed increases to the attach-
prevent cavitation in the travel motor. ment operating speed set by Dr. ZX.
• HP Mode Control • Attachment Operation Speed Decrease Control

Slightly increases digging power such as arm (Optional)
roll-in operation while excavating deeply. Set attachment operation speed (breaker, pul-
verizer, crusher and vibrating hammer) to de-
• E Mode Control crease (-) with Dr. ZX. When the attachment
Reduces the engine speed set by the engine mode is selected, engine speed decreases to the
control dial according to pump control pressure attachment operating speed set by Dr. ZX.
and average pump delivery pressure in order to
reduce fuel consumption.
T2-1-4
SYSTEM / Controller
Accelerator
Travel N Sensor
Pedal
Hydraulic Oil
Pilot Shut-Off Temperature Pressure Sensor
Switch Sensor Travel Forward
Travel Reverse
Key Switch Front Attachment

Swing
Boom Raise
Arm Roll-In
Engine
Control Auxiliary (OP)
Dial Arm Roll-Out (OP)
Auto-Idle
Switch
CAN Monitor Unit Attachment Mode
Communication 1 to 5
Coolant
Temperature
Sensor
Power Mode
Switch
Digging Mode Dr. ZX
HP
Mode
E
Mode ICF
P
Mode
Pump 1
Travel Speed Delivery
Mode Switch Pump 2 Delivery Pressure
ECM Pressure Sensor Sensor
Fast
Slow
Engine Speed
Control Mode
Selection Switch
Pedal
Dial
Pump 2 Pump 1
Creeper Control Control
Brake Pressure Pressure
Switch Sensor Sensor
FNR Switch
Parking Brake
Forward
Axle Lock
Neutral
Auto Axle Lock
Reverse OFF
TCJB-02-02-001
NOTE: OP: Optional
T2-1-5
SYSTEM / Controller
• Pump Control
• Speed Sensing Control (Normal)
Controls the pump flow rate in response to engine
speed changes due to variations in load so that
the engine output can be utilized more efficiently.
Engine stall is prevented when the machine op-
erates under adverse conditions such as operat-
ing at high altitude.
• Travel Speed Sensing Control

Controls the pump flow rate in response to engine
speed changes due to variations in travel load so
that the engine output can be utilized more effi-
ciently.
• Pump 1 Flow Rate Limit Control in Superfine

Travel Speed Mode
Limits the maximum flow rate of pump 1 during
the creeper mode.
• Pumps 1, 2 Flow Rate Limit Control

Reduces the maximum pump flow rate when
traveling at slow speed and improves the com-
bined operation of front attachment and swing.
• Pumps 1, 2 Flow Rate Control

Controls the maximum flow rate of pumps 1, 2
when traveling at fast speed and increases travel
speed.
• Steering Pump Torque Reduction Control

Reduces pumps 1, 2 driving torque in order to
prevent the engine from stalling and utilize the
engine output efficiently when the steering pump
driving torque increases.
• Pump 1 Flow Rate Limit Control (Optional)

Combines pressure oils from pumps 1, 2 and
supplies pressure oil to the actuator when the at-
tachment (mainly vibrating hammer) is used and if
pump 2 flow rate is lacking.
At this time, combined pump 1 flow rate is regu-
lated and the required pump flow rate is add in
order to operate the attachment.
• Pump 2 Flow Rate Limit Control (Optional)

Limits maximum pump 2 flow rate when the at-
tachment (mainly a breaker) is used.
T2-1-6
SYSTEM / Controller
Accelerator Pedal
Travel N Sensor
Pressure Sensor
Travel Forward
Engine
Control Dial Travel Reverse
Auxiliary (optional)
Travel Speed Brake Pressure Sensor

Mode Switch Work Brake Release Switch
Fast Monitor Unit Brake Pedal

CAN
Communication
Slow
Attachment Mode
1 to 5
Digging Mode
Engine Speed
Control Mode
Selection Switch
ICF
Pedal
Pump 2 Pump 1
Dial Delivery Delivery Steering Pump
Pressure Pressure Delivery Pressure
Sensor Sensor Sensor
Creeper
ECM
FNR Switch
Forward
Neutral
Reverse
Brake Switch Torque Control

Parking Solenoid Valve
Brake
Axle Lock
Auto
Axle Lock
OFF
Pump 2 Maximum Pump 1 Maximum TCJB-02-02-016

Flow Rate Limit Flow Rate Limit
Solenoid Valve Solenoid Valve
T2-1-7
SYSTEM / Controller
• Valve Control
• Arm Regenerative Control
Increases arm roll-in speed and prevents hesita-
tion when the arm is rolled in.
• Work Brake Control

Applies the front/rear brakes in order to make the
machine stable during digging operation.
• Auto Axle Lock Control

Automatically activates the auto-axle lock when
the machine stops. In addition, automatically de-
activates the axle lock and reduces vibration
when traveling.
• Travel Motor Displacement Angle Selection Con-

trol
Shifts the travel motor to the minimum displace-
ment angle when the machine travels at level
ground and reduces fuel consumption.
• Superfine Travel Speed Control

Turns travel speed into the ultraslow speed mode.
• Travel Motor Excessive Rotation Control

Protects the travel motor in order not to overrun
when the machine descends the slope.
• Pulverizer Control (Optional)

Increases the pulverizer operating speed.
When operating combined operation of arm
roll-out, arm roll-out + boom raise, swing or travel
and pulverizer, flow rate to the auxiliary spool is
restricted and operation of the arm, boom, swing
or travel is improved.
• Crusher Control (Optional)

Increases the crusher operating speed.
When operating combined operation of arm
roll-out, arm roll-out + boom raise, swing or travel
and crusher, flow rate to the auxiliary spool is re-
stricted and operation of the arm, boom, swing or
travel is improved.
T2-1-8
SYSTEM / Controller
Digging Mode Attachment Mode1 to 5

Brake Pedal
Key Switch Travel N sensor
Monitor
Unit Pressure Sensor
Brake Pressure
Travel Forward Sensor
Travel Reverse Work Brake
Front Release Switch
Engine Control Dial ICF Swing Pump 2 Pump 1
Boom Raise Delivery Delivery
Pressure Pressure
Power Digging Arm Roll-In Sensor Sensor
Switch Arm Roll-Out (OP)
ECM Auxiliary (OP)
P2 P1
Engine Speed Control
Mode Selection Switch
Pedal
Dial Hydraulic Oil

Temperature
Creeper Sensor
Travel Motor
Travel Speed Pump 2 Control

Mode Switch Pressure Sensor
Pump 1 Control
Fast Pressure Sensor
Solenoid Valve Unit

Slow Travel Motor Displacement
SI
Main Relief Valve Control Solenoid Valve
SF
SC
FNR Switch Auxiliary Flow

Auxiliary Flow
Rate Control
Rate Control
Forward Solenoid
Valve
Valve (OP)
Neutral
Reverse
Brake
Valve
Operate
Check Valve
Axle Lock
Cylinder
Brake Switch
Parking
Brake
Axle Lock
Auto
Axle Lock
Brake (Front)
Arm Regenerative Valve
OFF
P2 P1
Brake (Rear)
TCGB-02-02-003
T2-1-9
SYSTEM / Controller
• Other Control
• Forward/Reverse Shifting Restriction Control • Rear Monitoring Display Selection Control
If the travel direction is changed to the opposite Switches the screen of monitor unit into that of the
direction while traveling, adverse effects may back-screen.
occur in the travel circuit and components. In or-
der to protect the circuit and components from • Screen Forcible Transition Control
being damaged, the opposite travel direction side Controls so that the monitor unit screen is dis-
pilot pressure is temporarily interrupted so that played as the primary screen (speedometer)
the opposite direction system is deactivated dur- when the machine travels. In addition, makes the
ing travel operation. monitor unit operation disabled.
• Travel Pilot Pressure Cut Control • Work Mode Control

Cuts off the forward or reverse travel pilot pres- The work mode control consists of digging and
sure when the FNR switch is in the N (neutral) attachment 1 to 5.
position so that the machine cannot travel al- The mode can be selected by using the monitor
though the travel pilot valve is operated. unit.
• Travel Mode Selection Control • Swing Alarm Control (Optional)

Selects the transmission solenoid valve by shift- Sounds the buzzer (optional) and turns the bea-
ing the travel speed mode switch and shifts con light during swing operation.
high/low of the transmission. In addition, lights the
indicator in steering column monitor. • Travel Alarm Control (Optional)
Sounds the buzzer (optional) while the machine
• Parking Brake Selection Control travels.
Applies or release the parking brake in transmis-
sion by shifting the brake switch. • Auto-Cruise Control (Optional)
Secures the accelerator pedal in the stroke end
• Parking Brake Alarm Control during fast-forward travel operation and controls
Sounds the buzzer in order to protect the trans- that the machine automatically can travel at fast
mission when operating the front attachment although the accelerator pedal is released.
while the parking brake is applied.
• Brake Dragging Prevention Control

Prevents the machine traveling operation while
the parking brake and work brake are applied.
T2-1-10
SYSTEM / Controller
Monitor Unit
Back Monitor
Buzzer
MC
Key Switch
CAN Bus Line
Travel
N Sensor
Pressure Sensor To ICF
Travel Forward
Travel Reverse
Front Attachment Steering

ECM Column
Swing Monitor
Brake Pressure
Sensor From Fuse #28
Brake Remain From Fuse #29
Pressure Sensor
Hydraulic Oil Fast Speed
Temperature Sensor Shift Relay
Auto Cruise
Switch (OP) Slow Speed
Shift Relay
Work Brake
Release Switch
FNR Switch Travel Reverse Pi Cut

Solenoid Valve
Forward Travel Forward Pi Cut
Solenoid Valve
Neutral Travel Alarm Device
(Optional)
Buzzer Deactivation
Reverse Switch (Optional)
Buzzer
Travel Speed
Mode Switch
Fast
Swing Alarm Relay
(Optional)
Buzzer
(Optional)
Revolving Light
(Optional)
Brake Switch
Parking
Brake
TCJB-02-01-002
T2-1-11
SYSTEM / Controller
ECM: ENGINE CONTROL MODULE
Function Outline
ECM (Engine Control Module) receives the signals
from sensors and MC
ECM processes and drives the two-way valve, suc-
tion control valve and EGR (Exhaust Gas Recircula-
tion) motor in order to control the supply pump, in-
jector pump and EGR valve.
ECM has the controls as follows.

• Fuel Injection Control
ECM detects the engine operating condition ac-
cording to the signals from each sensor and MC
and controls the fuel injection.
• Fuel Injection Amount Correction

ECM adjusts fuel injection amount according to
the signal of atmospheric pressure sensor.
• Preheating Control
ECM controls time for continuity of electrical cur-
rent for the glow plug according to coolant tem-
perature and improves the starting of engine.
• EGR Control
ECM decides EGR gas amount according to en-
gine speed, fuel flow rate, coolant temperature,
atmospheric pressure and intake-air temperature.
ECM opens 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 low-
ered and NOx is reduced.
• Engine Stop Control

When the emergency stop switch is turned to the
ON position, ECM stops the fuel injection of in-
jector and stops the engine.
NOTE: As for details on each control, refer to the

SYSTEM / ECM System group.
T2-1-12
SYSTEM / Controller
From Fuse #16
From Battery
ECM
Crank Speed Sensor
Engine Stop
Glow Plug Relay Switch Cam Angle Sensor
Atmospheric Pressure Sensor
Fuel Temperature Sensor
Intake-Air Temperature Sensor
Glow Plug Boost Pressure Sensor
Boost Temperature Sensor

CAN Bus Line
Engine Oil Pressure Sensor
EGR Motor Position Sensor
MC
EGR Motor
Two-Way
Valve
Common Rail
Pressure Sensor
Monitor Unit
Suction Control
Valve
Common Rail
Coolant Supply Pump

Temperature
Sensor
Fuel Tank
Injector
TCJB-02-01-003
T2-1-13
SYSTEM / Controller
ICF: INFORMATION CONTROLLER
Function Outline
• Operating Hours Management
The built-in clock is provided for ICF.
ICF sends data of built-in clock to the monitor unit
by using CAN bus line.
• Alarm, Fault Code Memory

ICF memorizes the alarm and 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 (op-
tional).
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 con-
troller 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 (op-
tional).
• Cumulative Operating Hours Record

ICF records all hours when the machine is oper-
ated.
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 satel-
lite terminal.
T2-1-14
SYSTEM / Controller
ICF
CAN Bus Line
MC Communication
• Built-In Clock
ECM
Satellite Terminal
(Optional)
• GPS
Monitor Unit
Center Server
Dr. ZX
T1V1-02-01-049
T2-1-15
SYSTEM / Controller
MONITOR UNIT
Primary Screen
7
1 2 3 4 5 6 8
9
10
11
12
13
14
15
16
17
18
35 34
20 20 19
TCJB-05-02-043
33 32 31 30 29 28 27 26 25 24 23 22
1 - Work Mode Display 10 - Parking Brake Display 19 - Trip Meter Display 28 - Work Mode Display
2 - Auto-Idle Display 11 - Work Brake Display 20 - Odometer Display 29 - Auxiliary Selection
3 - Overload Alarm Display 12 - Axle Lock Display 21 - Hour Meter Display 30 - Coolant Temperature
(Optional) Gauge
4 - Auto Axle Lock Display 13 - Work Light Display 22 - Back Monitor Selection 31 - Work Mode Selection
5 - Auxiliary 14 - Auxiliary 2 (Positioning) 23 - Menu 32 - Return to Primary Screen
Selection Display
6 - Glow Signal Display 15 - Auxiliary 1 (Attachment) 24 - Meter Display Selection 33 - Brake Oil Pressure Gauge
Selection Display
7 - Trip Meter 16 - Blade/Outrigger Settings 25 - Fuel Gauge 34 - Speedometer
and Brake Mode Display
8 - Odometer 17 - Mail Display (Optional) 26 - Auxiliary 35 - Tachometer
9 - Hour Meter 18 - Clock 27 - Mail Selection (Optional)
T2-1-16
SYSTEM / Controller
7
• Display of Meters
Data to be displayed on each meter are displayed on
the monitor unit according to the input signal from
sensor, the signal received from ICF by using CAN
and the internal data of monitor unit.
Items to be displayed 18
7. Trip Meter (Signal received from MC by using CAN)

8. Odometer (Signal received from MC by using CAN)
9. Hour Meter (Internal data of the monitor unit)
18. Clock (Signal received from ICF by using CAN)
25. Fuel Gauge (Input signal from the fuel sensor)
30. Coolant Temperature Gauge (Input signal from the
coolant temperature sensor) 8 TCJB-05-02-057
34 33 30 25
33. Brake Oil Pressure Gauge (Signal received from
MC by using CAN)
34. Speedometer (Signal received from MC by using
CAN)
35. Tachometer (Signal received through MC from
ECM by using CAN)
TCJB-05-02-056
9
TCJB-05-02-042
35 TCJB-05-02-041
T2-1-17
SYSTEM / Controller
• Work Mode Display (1) 1 7
The attachments being used are displayed accord-
ing to the signals received from MC by using CAN.
Digging Mode
18
T1V1-05-01-108
Attachment Mode
Breaker
T1V1-05-01-104
Pulverizer
TCJB-05-02-057
34 33 30 25
T1V1-05-01-105
Crusher
T1V1-05-01-106
Vibrating Hammer
T1V1-05-01-107
Others
T1V1-05-02-003
NOTE: The items on monitor unit and HITACHI

pattern are same.
Monitor Unit HITACHI pattern
Breaker1 Hydraulic Breaker1
Pulverizer1 Secondary Crusher1
Crusher1 Primary Crusher1
T2-1-18
SYSTEM / Controller
• Auto-Idle Display (2)
2 3 4 6
When the auto-idle switch on 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.
• Overload Alarm (3)
TCJB-05-02-061
The system measures the load of suspended load

from the boom cylinder bottom pressure sensor.
When overload is detected, an alarm is displayed.
• Auto Axle Lock Display (4)

The data is displayed when the brake switch in the
auto axle lock position. TCJB-05-02-042
• Glow Signal Display (5)

While ECM is supplying current to the glow plug, the
data is displayed according to the signal from ECM.
T2-1-19
SYSTEM / Controller
30 25
• Fuel Gauge (25)
The data of fuel level is displayed.
• Coolant Temperature Gauge (30)

Temperature of engine coolant is displayed.
TCJB-05-02-064
• Brake Oil Pressure Gauge (33) 34 33

Pressure in the brake circuit is displayed.
• Speedometer (34)
Travel speed is displayed.
NOTE: When the machine travels forward and al-

though other setting on the monitor unit is
done, the primary screen is displayed.
(Screen Forcible Transition Control)
(Refer to the SYSTEM / Control System
group.)
TCJB-05-02-064
35
• Tachometer (35)
Engine speed is displayed.
NOTE: Speedometer (34) or tachometer (35) is

displayed on the monitor screen due to the
setting.
TCJB-05-02-065
T2-1-20
SYSTEM / Controller
• Parking Brake Display (10)
When the parking brake is applied, the red indicator 4 10 11 12
lights.
(Brake Switch: P (Parking Brake) Position
• Work Brake Display (11)

When the work brake is applied (under the work
brake control), the red indicator lights.
(Refer to the SYSTEM/Control System group.)
• Axle Lock Display (12)

When the axle lock is operated, the red indicator
lights. (Brake Switch: Axle Lock or Auto Axle Lock
position)
(Refer to the SYSTEM/Control System group.)
NOTE: When the brake switch is in the auto axle

TCJB-05-02-042
lock position and the lever is in neural, auto
axle lock display (4) or axle lock display
(12) lights.
At this time, the accelerator pedal is de-
pressed, the axle lock is released by the
axle lock control and axle lock display (12)
goes off.
As the brake switch is in the auto axle lock
position, auto axle lock display (4) is kept to
light.
(Refer to the SYSTEM/Control System
group.)
T2-1-21
SYSTEM / Controller
• Work Light Display (13)
The work light switch is turned ON, the green indi- 15 14
cator lights.
• Auxiliary 2 (Positioning) Selection Display (14) 13

When the auxiliary/positioning selection switch is in 16
the Positioning position, the green indicator lights.
• Auxiliary 1 (Attachment) Selection Display (15)

When the auxiliary/positioning selection switch is in
the Auxiliary (Attachment) position, the green indi-
cator lights.
• Blade/Outrigger Setup and Brake Mode Display (16)

The combination data of blade/outrigger is displayed.
When the parking brake, work brake or TCJB-05-02-042
blade/outrigger is operated, the green indicator re-
lated to the operated function lights.
When applying parking brake
NOTE: The illustration shows the screen on the
front outrigger and rear blade specification.
Green indicator
lights.
TCJB-05-02-074
When applying work brake
Green indicator Green indicator

lights. lights.
TCJB-05-02-075
When operating blade/outrigger
Green indicator Green indicator

lights. lights.
TCJB-05-02-102
T2-1-22
SYSTEM / Controller
• Fuel Sensor Error Display Coolant Temperature Fuel Sensor Error
Sensor Error Display Display
TCJB-05-02-104
When the fuel sensor is faulty or if the harness be-

tween fuel sensor and monitor unit is open circuit,
the data is displayed on the fuel gauge.
• Coolant Temperature Sensor Error Display
TCJB-05-02-103
When the coolant temperature sensor is faulty, the

data is displayed on the coolant temperature gauge.
TCJB-05-02-045
• Alarm and Remedy Displays against Alarm

Alarm marks are displayed on bottom of the screen
according to the alarm signals from pilot shut-off
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 from MC by using CAN. The rem-
edy for each alarm is displayed by key operation.
Alarm Display TCJB-05-02-049
Remedy Display against T1V5-05-01-013
Alarm
T2-1-23
SYSTEM / Controller
Main Menu
• Time Setting
Time is set.
Time Set Screen T1V5-05-01-021
• Operating Conditions
This screen displays machine operating hour, fuel
usage and fuel consumption rate registered by the
monitor unit.
Operating Conditions Screen T1V5-05-01-025
• Attachment Selection (Work Mode)

(Only machines equipped with optional parts)
Selects digging mode and attachment mode set by
Dr. ZX on this screen.
NOTE: In attachment mode, the following four

modes are set by default.
1 - Digging
2 - Breaker 1
3 - Breaker 2
4 - Pulverizer 1
5 - Crusher 1
NOTE: The items on monitor unit and HITACHI 1 2 3 4 5 T1V5-05-01-109
pattern are same.

Attachment Selection Screen
Pulverizer1 Secondary Crusher1
Crusher1 Primary Crusher1
T2-1-24
SYSTEM / Controller
• Pump 2 Flow Rate Adjustment (Attachment Adjust- Figure 1
ment)
(Only machines equipped with optional parts)
When using the attachments, fine adjust flow rate of
pump 2 by keys 1 and 2 operation.
The signals from monitor unit are sent to MC by us-
ing CAN.
When breaker 1 or 2 is used, MC adjusts maximum
flow rate of pump 2 while controlling maximum pump
2 flow rate limit control solenoid valve. (Figure 1)
(Pump 2 Flow Rate Limit Control) Key 1
When pulverizer 1 or crusher 1 is used, MC adjusts
flow rate of pressure oil that flows from pump 2 to Key 2
pulverizer or crusher while controlling the auxiliary
flow rate control solenoid valve. (Figure 2) (Pulver- When using Breaker 1 T1V5-05-01-111
izer / Crusher Control) Figure 2

(Refer to the SYSTEM / Control System group.)
NOTE: When the 2-speed selector circuit is OFF,

maximum flow rate of pump 2 can be ad-
justed while controlling the maximum pump
2 flow rate limit control solenoid valve.
(Figure 1)
When the 2-speed selector circuit is ON,
flow rate of pressure oil that flows from Key 1
pump 2 to the attachments can be adjusted
while controlling the auxiliary flow rate con- Key 2
trol solenoid valve. (Figure 2) T1V5-05-01-024
The table blow shows the default. When using Pulverizer 1
Type of 2-Speed Valve Selector Accumulator Secondary

Attachments Display Selector Circuit Circuit Circuit Hydraulic
Relief Selector
Circuit
Breaker 1 Figure 1 OFF O/T OFF ON
Breaker 2 Figure 1 OFF O/T ON OFF
Pulverizer 1 Figure 2 ON C/V OFF OFF
Crusher 1 Figure 2 ON C/V OFF OFF
NOTE: O/T: Hydraulic Oil Tank
C/V: Control Valve
NOTE: The items on monitor unit and HITACHI

pattern are same.
Breaker 1 Hydraulic Breaker 1
Breaker 2 Hydraulic Breaker 2
Pulverizer 1 Secondary Crusher 1
Crusher 1 Primary Crusher 1
T2-1-25
SYSTEM / Controller
• Maintenance Settings
The data; date of the last replacement, hour meter,
the remaining hours until the next replacement and
the replacement interval are displayed.
As the items to be replaced are displayed in a list,
record performed replacement by selecting an item
from the list.
• Interval ON/OFF Settings

Set change interval for each item to be replaced.
• 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 Filter
Pump Transmission Oil
Swing Reduction Gear Oil
Swing Bearing Grease
Hydraulic Oil Brake Steering Filter
Travel Device Transmission Oil
Axle Gear Oil (Front, Rear, each Hub)
Drive Shaft Greasing
Front Axle King Pin Greasing
Front Axle Center Pin Greasing
Wheel Nut Torque Check Interval ON/OFF Setup Screen T1V5-05-01-052
Air Filter
Engine/Air Conditioner V-belt
Fuel Filter
Air Conditioner Filter
User Setting (TRIP 1)
T2-1-26
SYSTEM / Controller
• Mail (Optional Function)
Sends requests such as general, fuel replenishment,
service maintenance and forwarding requests in the
mail switch screen.
Contents of mails are registered in ICF, and are sent
to the central server by a satellite terminal.
Mail Switch Screen T1V5-05-01-037
• Meter Display Selection (HOUR↔ODO↔TRIP)

The meter display; hour meter, odometer and trip
meter on primary screen is switched.
The selected item is displayed on the primary
screen.
When the key switch is turned OFF, the item is reset
into the meter combination setting.
Meter Display Selection Screen TCJB-05-02-072
• Back Monitor Settings

By key operation, image display ON/OFF of
Auto-Control for switching image of the back monitor
while the machine travels backward.
T1V5-05-01-173
T2-1-27
SYSTEM / Controller
• Language Settings
Select a language to be used in screens from
among preset languages, according to work envi-
ronment.
Language Setup Screen T1V1-05-01-137
• Meter Combination Settings (km/h↔min-1)

-1
Speedometer (km/h), tachometer (min ), hour meter,
odometer and trip meter on the primary screen are
combined and set respectively.
(Default: Speedometer+Hour Meter)
TCJB-05-02-068
Meter Combination Setup Screen
• Unit Setting (km↔mile)

The units; km and mile, in the primary screen are
set.
TCJB-05-02-016
Unit Setup Screen
T2-1-28
SYSTEM / Controller
• Service Menu (Built-In Diagnosing System)
• Troubleshooting
This screen displays the fault codes according to
the signals received from each controller by using
CAN.
• Monitoring Fault Code Display T1V5-05-01-097
This screen displays temperature and pressure

data received from each controller by using CAN.
By key operation, the displayed data can be hold.
Monitoring Screen T1V5-05-01-087
• Controller Version
This screen displays the version of MC, ICF,
monitor unit, steering column monitor and option
controller.
NOTE: The version of ECM is not displayed.
Controller Version Display TCHB-05-02-008
• Blade/Outrigger Settings
Combination of blade and outrigger displayed on
the primary screen is set.
Blade/Outrigger Setup Screen TCHB-05-02-009
T2-1-29
SYSTEM / Controller
• Overload Alarm
(Only the machines equipped with optional parts) Overload Alarm
IMPORTANT: When using overload alarm, make

overload alarm available by using Dr.
ZX.
1. MC detects load of the suspended load by the

signal from the boom bottom pressure sensor.
2. When the overload alarm switch (optional) is
turned ON and load of the suspended load be-
comes overloaded, the monitor unit displays an
alarm message on the primary screen and rings a
buzzer according to the signal from MC by using
CAN.
3. If overload of the suspended load is dissolved, the
alarm message disappears and the buzzer stops Primary Screen TCJB-05-02-042
ringing.
Overload Alarm Switch
(Optional)
NOTE: Even if the work is done while displaying a
screen except the primary screen, when an
overload condition is reached, the screen
of monitor unit is switched to the primary
screen, an alarm message is displayed and
a buzzer is rung.
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.
T1V1-05-02-004
T2-1-30
SYSTEM / Controller
OPTION CONTROLLER
Function Outline
The signals from electric levers of blade/outrigger,
auxiliary, positioning, assist (optional) are input to the
option controller.
Information from MC, ECM, ICF and the monitor unit is
input to the option controller by using CAN.
The option controller activates the solenoid valve cor-
responding to the signals from electric levers and con-
trols each actuator.
The option controller control consists of the followings.

• Auxiliary and Positioning Control (Optional)
• Blade/Outrigger Control
• Assist Control (Optional)
• Auxiliary and Blade/Outrigger Output Monitoring
Control (Optional)
• Positioning and Assist Output Monitoring Control
(Optional)
• Electric Lever Pilot Cut Control
• HSB Breaker Control (Optional)
• Overload Alarm Control (Optional)
NOTE: As for details of each control, refer to the

SYSTEM/Control System group.
T2-1-31
SYSTEM / Controller
• Auxiliary and Positioning Control • Overload Alarm Control (Optional)
Selects each function by using the auxiliary and Rings the buzzer and displays the overload alarm
positioning selection switch and activates the re- when boom raise operation like as suspending is
lated solenoid valve according to operation. overloaded.
Activates the blade/outrigger solenoid valve ac-
cording to electric lever operation.
• Assist Control
Activates the assist solenoid valve according to
assist switch operation.

Control
The option controller compares electric lever op-
eration with the detected value of pressure sensor.
If the option controller recognizes abnormality, the
auxiliary and blade/outrigger stop.
• Positioning and Assist Output Monitoring Control

If the option controller recognizes abnormality, the
positioning and assist stop.

If the option controller recognizes abnormality, all
the solenoid valves stop.
T2-1-32
SYSTEM / Controller
Electric Lever Operation Circuit, Overload Alarm Circuit
Overload Alarm Switch

Boom Bottom Pressure Sensor
Pressure Sensor
Auxiliary Pedal
Auxiliary
Positioning
Positioning
Pedal Dr.ZX
Blade/Outrigger
Lever ICF
Overload Alarm
Assist Switch From Fuse #19
Buzzer
Option Controller
Blade/Outrigger
Switch CAN Communication
Left Analog
Switch Monitor Unit
(Optional)
Swing Parking Brake

Release Solenoid
Valve
Pilot Pump Swing Motor
Auxiliary Sole- Positioning Assist Sole-

noid Valve Solenoid noid Valve
Valve
Swing Parking
Brake
Positioning Con- Assist Control
Control Valve trol Valve Valve
TCJB-02-01-005
T2-1-33
SYSTEM / Controller
• HSB Breaker Control (Optional)
When the work mode on monitor unit is turned
into Attachment Mode (Breaker 1), the option
controller activates the selector valve control so-
lenoid valve and secondary pilot relief pressure
control solenoid valve in order to control flow rate
of pressure oil to the actuator from pump 2.
T2-1-34
SYSTEM / Controller
Breaker Control Circuit
Attachment Mode Breaker

Accumulator Accumulator
1 to 5
Monitor Unit Control Valve (High Pressure)
Dr. ZX
ICF
CAN Communication
MC Option Con-
troller
Accumulator
(Low Pressure)
Selector Valve
Secondary Pilot
Relief Pressure
Control Valve Secondary Pilot
Relief Pressure
Valve
Accumulator
Control Sole- Selector Secondary
noid Valve
Valve Con- Pilot Relief
trol Solenoid Pressure
Valve Control
Solenoid
Valve
From Pilot
Pump
Pump 2 Maximum Flow

Rate Limit Control Solenoid
Valve
From Pump 2 Pump 2

Flow Rate Control
Valve in Signal
Control Valve
TCJB-02-01-007
T2-1-35
SYSTEM / Controller
STEERING COLUMN MONITOR
Function Outline
The steering column monitor turns on or off the related
indicator by switching each switch.
The steering column monitor rings the buzzer by the
signal from brake pressure switch.
1 2
12 3
4
11
5
10 6
9 7
8
TCJB-02-01-008
1- Travel Forward Indicator 4 - Pilot Cut Indicator 7 - Auto-Cruise Indicator (Op- 10 - Clearance Light Indicator
tional)
2- Turn Signal Indicator 5 - Travel Reverse Indicator 8 - Travel Slow Speed Indica- 11 - High Beam Indicator
(Right) tor
3 - Neutral Indicator 6 - Hazard Light Indicator 9 - Auxiliary 12 - Turn Signal Indicator (Left)
T2-1-36
SYSTEM / Control System
OUTLINE
MC (Main Controller) is used to control the machine The option controller drives the blade/outrigger, auxil-
operations. The signals from engine control dial, vari- iary, positioning, assist (optional) and swing parking
ous sensors and switches are sent to MC and proc- brake release solenoid valve according to the electric
essed in the logic circuit. lever operation and controls each actuator.
MC sends the signals equivalent to the target engine
speed to ECM (Engine Control Module) by using CAN
communication in order to control the engine. (Refer to
the SYSTEM / ECM System group.) MC drives the
solenoid valve unit and torque control solenoid valve in
order to control the pump and valve.
Input Signal Output Signal

• Engine Control Dial → Engine Control (ECM)
• Pump 1 Control Pressure Sensor → Engine Control Dial Control
• Pump 2 Control Pressure Sensor → Travel Accelerator Control
• Pump 1 Delivery Pressure Sensor → Working Accelerator Control
• Pump 2 Delivery Pressure Sensor → Engine Speed Holding Control when Decelerating
• Steering Pump Delivery Pressure Sensor → HP Mode Control
• Travel N Sensor → E Mode Control
• Pressure Sensor (Travel Forward) → Auto-Idle Control
• Pressure Sensor (Travel Reverse) → Hydraulic Oil Temperature Auto-Warming Up Control
• Pressure Sensor (Front Attachment) → Coolant Temperature Auto-Warming Up Control
• Pressure Sensor (Swing) → Idle Speed-Up Control
• Pressure Sensor (Boom Raise) → Heater Control
• Pressure Sensor (Arm Roll-In) → MC * Attachment Operation Speed Increase Control
• Pressure Sensor (Auxiliary) (Optional) → * Attachment Operation Speed Limit Control
• Pressure Sensor (Arm Roll-Out) (Optional) →
• Hydraulic Oil Temperature Sensor → Pump Control (Torque Control Solenoid Valve)
• Auto-Idle Switch → Speed Sensing Control
• Pilot Shut-Off Switch → Travel Speed Sensing Control
• Brake Pressure Sensor → Pump 1 Flow Rate Limit Control in Superfine Travel
• Brake Remain Pressure Sensor → Speed Mode
Pumps 1, 2 Flow Rate Limit Control
Pumps 1, 2 Flow Rate Control
Steering Pump Torque Decrease Control
* Pump 1 Flow Rate Limit Control
* Pump 2 Flow Rate Limit Control
Continued to T2-2-2
NOTE: *: This control is for only the machine with

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

• Power Mode Switch (HP/E/P) → Valve Control (Solenoid Valve Unit)
• FNR Switch (F/N/R) → Arm Regenerative Control
• Travel Speed Mode Switch (Fast/Slow) → Work Brake Control
• Engine Speed Control Mode Selection Switch Auto Axle Lock Control
(Pedal/Dial/Creeper) → Travel Motor Displacement Angle Control
• Brake Switch → Superfine Travel Speed Control
• Work Brake Release Switch → Travel Motor Excessive Rotation Control
• Key Switch → * Pulverizer Control
• Auto Cruise Switch (Optional) → * Crusher Control
CAN Communication
• Crank Speed ← Target Engine Other Control
Sensor → Speed Forward/Reverse Shifting Restriction Control
• Cam Angle Sensor → Travel Pilot Pressure Cut Control
• Coolant Temperature Actual Engine Travel Mode Selection Control
Sensor → ECM Speed → Parking Brake Selection Control
Coolant Parking Brake Alarm Control
Temperature → Brake Dragging Prevention Control
Rear Monitoring Display Selection Control
Screen Forcible Transition Control
Work Mode Control
Work Mode * Swing Alarm Control
Monitor
(Digging/Attachment) → * Travel Alarm Control
Unit
* Auto-Cruise Control
CAN Communication
• Electrical Lever (for Positioning / Blade / Option Controller Control

Outrigger / Assist (Optional)) → * Auxiliary and Positioning Control
• Auxiliary / Positioning Selection Switch → Blade/Outrigger Control
• Assist Switch (Optional) → * Assist Control
• Assist Selection Switch → * Auxiliary and Blade/Outrigger Output
• Outrigger Control Switch →
Option
Monitoring Control
• Left Grip Analog Switch (Optional) →
Controller
* Positioning and Assist Output Monitoring
• Overload Alarm Switch (Optional) → Control
Electric Lever Pilot Cut Control
* HSB Braaker Control
* Overload Alarm Control

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

• Travel Accelerator Control
• Working Accelerator Control
• Engine Speed Holding Control when Decelerating
• HP Mode Control
• E Mode Control
• Auto-Idle Control
• Hydraulic Oil Temperature Auto-Warming Up
Control
• Coolant Temperature Auto-Warming Up Control
• Idle Speed-Up Control
• Heater Control
• * Attachment Operation Speed Increase Control
• * Attachment Operation Speed Limit Control

T2-2-4
Engine Control System Layout
Accelerator
Travel N Sensor
Pedal
Hydraulic Oil
Pilot Shut-Off Temperature Pressure Sensor
Switch Sensor Travel Forward
Travel Reverse
Key Switch Front Attachment

Swing
Boom Raise
Arm Roll-In
Engine
Control Auxiliary (OP)
Dial Arm Roll-Out (OP)
Auto-Idle
Switch
Monitor Unit Attachment Mode
1 to 5
Coolant
CAN Communi- Temperature
cation Sensor
Power Mode
Switch
Digging Mode Dr. ZX
HP
Mode
E
Mode ICF
P
Mode
Pump 1
Travel Speed Delivery
Mode Switch Pump 2 Delivery Pressure
ECM Pressure Sensor Sensor
Fast
Slow
Engine Speed
Control Mode
Selection Switch
Pedal
Dial
Pump 2 Pump 1
Creeper Control Control
Brake Pressure Pressure
Switch Sensor Sensor
FNR Switch
Parking Brake
Forward
Axle Lock
Neutral
Auto Axle Lock
Reverse OFF
TCJB-02-02-001
NOTE: OP: Optional
T2-2-5
Engine Control Dial Control
Engine speed is
Purpose: Controls the engine speed according to the reduced by 100
rotation angle of engine control dial. Engine min-1 when the
-1 Speed
Reduces the engine speed by 100 min from control levers are in
neutral.
fast idle speed in order to reduce fuel con-
sumption 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 rotation angle of the engine control dial.
Engine Con-
2. ECM controls the engine speed according to CAN trol Dial Posi-
communication. Slow Idle Fast Idle tion
3. When the following conditions exist and all the
control levers are turned to the neutral position
(pressure sensors (travel forward/reverse, front
attachment): OFF), MC sends the signal to ECM
by using CAN communication after one second.
-1
4. ECM reduces the engine speed by 100 min from
fast idle speed (P mode engine speed).
Condition:
• Engine Control Dial: P-90 min-1 or more
• Engine Speed Control Mode Selection Switch:
Dial mode or Creeper mode
• Power Mode Switch: HP or P
NOTE: When the engine speed set by the engine

control dial is already slower than the fast
-1
speed idle by 100 min , 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 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 Forward
Travel Reverse
Front Attachment
Engine Con-
trol Dial
CAN Commu-
Power Mode nication
Switch
HP
Mode Dr. ZX
E
ICF
Mode
P
Mode
ECM
Engine Speed
Control Mode
Selection Switch
Pedal
Dial
Creeper
TCJB-02-02-002
T2-2-7
Travel Accelerator Control
Purpose: Controls engine speed according to the ac-

celerator pedal depressing amount when the
machine travels.
In addition, controls engine speed according
to pump load when engine speed increases
and the machine climbs the slope so that the
machine can travel at fuel-efficient engine
speed.
Operation:
1. When the following conditions exist, MC sends
the signal to ECM by using CAN communication.
2. ECM calculates these information and controls in
order to get the best engine speed.
Condition:
• Brake Switch: OFF, Axle lock or Auto axle lock
Pedal mode
• Travel Speed Mode Switch:
Fast or Slow
• FNR Switch: F (Forward) or R (Reverse)
• Travel Speed: 25 km/h or faster
• Pump 1 Delivery Pressure: Output
T2-2-8
Accelerator Pedal
Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse
CAN Commu-
nication
Pump 1 Delivery
Travel Speed
Pressure Sensor
Mode Switch
ECM
Fast
Slow

Pedal
Brake
Switch
FNR Switch
Parking Brake
Forward
Axle Lock
Neutral
Auto Axle Lock
Reverse OFF
TCJB-02-02-003
NOTE: The illustration shows the operation when

the switches are in the following positions.
Travel Speed Mode Switch: Fast
FNR Switch: F (Forward)
Brake Switch: OFF
T2-2-9
Working Accelerator Control
Purpose: Make engine speed during digging operation

by the accelerator pedal as well as the en-
gine control dial.
Operation:
1. When the following conditions exist, MC sends
the signal to equivalent to accelerator pedal op-
eration (pressure detected by the travel forward
pressure sensor) to ECM by using CAN commu-
nication.
2. ECM controls engine speed according to CAN
communication.
NOTE: Fast idle speed of the engine can be

changed by the accelerator pedal at the
pedal mode.
Condition:
• Work Brake: Operable
• FNR Switch: N (Neutral)
Pedal mode
T2-2-10
Accelerator Pedal Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse
Brake Pressure Sensor

Work Brake Release
Switch
CAN Communication
ECM

Pedal
Brake
Switch
FNR Switch
Parking Brake
Forward
Axle Lock
Neutral
Auto Axle Lock
Reverse OFF
TCJB-02-02-004

Brake Switch: Axle Lock position
T2-2-11
Engine Speed Holding Control When Decelerat-
ing
Purpose: When the machine decelerates (when the

travel pilot valve returns to the neutral posi-
tion) and if travel speed is fast, engine speed Travel Pilot Valve: Neutral
is kept at fast idle. In addition, engine speed
decreases according to deceleration of travel Engine
speed in order to prevent cavitation in the Speed
travel motor. Fast Idle
Operation:
1. When the following conditions exist and travel
speed is fast, MC sends the signal to ECM by
using CAN communication.
2. ECM keeps engine speed at fast idle speed ac-
cording to CAN communication.
3. When travel speed is reduced, engine speed de- Slow Idle
creases to travel idle speed gradually. Travel
Speed (Fast) Speed (Slow) Speed
Condition:
• Travel N Sensor: Output
• Accelerator Pedal: After fully operating travel
(Forward or Reverse) for 4 seconds or longer
(pilot pressure: 2.8 MPa or higher), the accelera-
tor pedal returns to the neutral position.
T2-2-12
Accelerator Pedal Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse
CAN Commu-
nication
ECM
FNR
Switch
Forward
Neutral
Reverse
TCJB-02-02-005

T2-2-13
HP Mode Control
Purpose: Slightly increases digging power such as

arm roll-in operation while excavating deeply. Engine
Speed
1650 min-1 Increasing
Operation: Range of Fast
1. When the power mode switch is in the HP mode About Idle
1500 min-1
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-
Condition: trol Dial Posi-
tion
• Engine Control Dial: Set at about 1500 min-1 or Slow Idle Fast Idle
faster.
• Boom Raise or Arm Roll-In Operation: Operated
• Average Delivery Pressure of Pumps 1 and 2:
High
2
(Reference: 25 MPa (255 kgf/cm , 3635 psi))
NOTE: HP control can be made operable or inop-

erable by Dr. ZX. Although the key is turned
OFF, the setting is kept.
T2-2-14
Pressure Sensor
Boom Raise
Arm Roll-In
Engine Con-
trol Dial
CAN Commu-
Power Mode nication
Switch
HP
Mode
Pump 2 Pump 1
Delivery Delivery
Pressure Pressure
ECM Sensor Sensor
TCJB-02-02-006
T2-2-15
E Mode Control
Purpose: Reduces the engine speed set by the engine

control dial according to the pump control Engine Speed
Engine Set by E Operation
pressure (lever operation) and the average Steps 1, 2
Speed Mode Control
pump delivery pressure in order to reduce
fuel consumption. Engine speed in-
crease by 200 min-1.
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-
erage pump delivery pressure is low, MC sends
the signal equivalent to the target engine speed to
ECM by using CAN communication.
-1
4. ECM increases the engine speed by 200 min .
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
2
(Reference: 3 MPa (31 kgf/cm , 436 psi) or less)
and Average Pump Delivery Pressure: High
2
(Reference: 9.8 MPa (100 kgf/cm , 1425 psi))
• Engine speed is increased to P mode speed

Control Pressure of Pump 1 or 2: High of either
2
(Reference: 3 MPa (31 kgf/cm , 436 psi) or more)
and Average Pump Delivery Pressure: Low (Ref-
2
erence: Less than 9.8 MPa (100 kgf/cm , 1425
psi))
T2-2-16
Engine Con-
trol Dial
CAN Commu-
Power Mode nication
Switch
E
Mode
Pump 2 Pump 1
Delivery Delivery
Pressure Pressure
ECM Sensor Sensor
Pump 2 Control Pump 1 Control

Pressure Sensor Pressure Sensor
TCJB-02-02-007
T2-2-17
Auto-Idle Control
Purpose: 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 forward/reverse, front at-
tachment): ON), MC returns the signals sending Auto-Idle
to ECM into those equivalent to the target engine Speed
speed set by the 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 the 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.
T2-2-18
Pressure Sensor
Travel Forward
Travel Reverse
Front Attachment
Engine Con-
trol Dial
Auto-Idle
Switch
CAN Commu-
Power Mode nication
Switch
HP
Mode
E
Mode
P
Mode
ECM
TCJB-02-02-008
T2-2-19
Hydraulic Oil Temperature Auto-Warming Up
Control
Purpose: Automatically warms up the hydraulic sys- Engine

tem. Speed
Operation: Fast Idle

1. When the key switch is turned ON or when hy-
1400 min-1
draulic oil temperature is below 0 °C, MC sends
the signals equivalent to the target engine speed
to ECM by using CAN communication according
Auto-Warming Increasing
to the signals from key switch and hydraulic oil Speed
Up Speed
temperature sensor. Slow Idle
2. ECM increases the engine speed to the Engine Con-
auto-warming up speed. trol Dial Posi-
3. In 12 minutes after the key switch is turned ON or Slow Idle Fast Idle tion
the engine starts, or when hydraulic oil tempera-
ture is 2 °C or higher, MC deactivates the hydrau-
lic oil temperature auto-warming up control.
4. Therefore, ECM returns engine speed to the
original engine speed.
IMPORTANT: When adjusting the auto-idle speed,

deactivate the auto-warming up
control by using Dr. ZX. Wait ad-
justment until 12 minutes after the
engine starts.
Auto-warming up control can be
deactivated temporarily by Dr. ZX.
Once the key switch is turned OFF,
auto-warming up control is operable
again.
IMPORTANT: Auto-warming up speed can be ad-

justed by Dr. ZX.
T2-2-20
Hydraulic Oil
Temperature
Sensor
Key Switch
CAN
Communication
Dr. ZX
ICF
ECM
TCJB-02-02-009
T2-2-21
Coolant Temperature Auto-Warming Up Control
1500 min-1
Purpose: Automatically warms up the engine. (Radiator Coolant Temperature Less than 35 °C)
Engine
Speed 1300 min-1
Operation: (Radiator Coolant Temperature
1. After the engine starts, ECM send the signals More than 35 °C, Less than 50 °C)
equivalent to radiator coolant temperature to MC. Fast Idle
2. MC sends the signals equivalent to target engine
speed to ECM by using CAN communication
according to the CAN signal of radiator coolant Auto-Warming
temperature from ECM. Up Speed
Increasing
3. ECM increases the engine speed to the radiator Speed
coolant temperature auto-warming up speed. Slow Idle
Engine
IMPORTANT: MC selects the higher target engine Control Dial
Slow Idle Fast Idle Position
speed control; hydraulic oil
temperature auto-warming up 900 min-1
(Radiator Coolant Temperature
control or radiator coolant More than 50 °C)
temperature auto-warming up
control. MC sends the signal to ECM
Engine
by using CAN communication. Speed
(min-1)
IMPORTANT: The radiator coolant temperature
auto-warming up speed is changed
due to radiator coolant temperature.
Although the engine is set at slow 1500
idle speed with radiator coolant 1300
temperature beyond 50 °C and when 900
radiator coolant temperature
decreases, the engine speed
increases again. Radiator
0 35 50 (°C) Coolant
Temperature
IMPORTANT: The radiator coolant temperature
auto-warming up control can be
deactivated temporarily by Dr.ZX.
When the radiator coolant
temperature auto-warming up
control is deactivated, contact with
the service manager.
When the hydraulic oil temperature
auto-warming up control is
deactivated 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
radiator coolant temperature
auto-warming up control are
operable again.
T2-2-22
Key Switch
CAN
Communication Monitor Unit
Coolant
Temperature
Sensor
ECM
TCJB-02-02-010
T2-2-23
Idle Speed-Up Control
Purpose: Prevents the engine from hunting when the Engine

Speed
engine runs at slow speed.
Operation:
1. When the travel or front attachment is operated 1050 min-1
while the engine is running at a speed between
slow idle and idle speed-up speed, MC sends the Idle Speed-Up
Control
signals equivalent to the target engine speed to
ECM by using CAN communication. Increasing
2. ECM increases the engine speed to the idle Speed
speed-up speed. Engine
Control Dial
T2-2-24
Pressure Sensor
Travel Forward
Travel Reverse
Front Attachment
Engine
Control Dial
CAN
Communication
ECM
TCJB-02-02-012
T2-2-25
Heater Control
Purpose: Increases the rising temperature speed of the

heater in cab while increasing the engine
speed at the low temperature.
Engine
Speed
Operation: Increasing
1. When the following conditions exist and the Range of Fast
engine 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).
• Control Lever: Neutral (Front Attachment/Travel)
• Pilot Shut-Off Switch: OFF
(Pilot Shut-Off Lever: Lock position)
• Brake Switch: P (Parking Brake) position Increasing Range of Fast
Model
Idle Speed
ZX140W-3 100 min−1
T2-2-26
Pilot Shut-Off Pressure Sensor

Switch Travel Forward
Travel Reverse
Front Attachment
Engine
Control Dial
CAN
Coolant
Temperature
Sensor
ECM
Brake
Switch
Parking Brake
TCJB-02-02-013
T2-2-27
Attachment Operation Speed Increase Control
(Only Machine Equipped with Attachment Parts)
Purpose: Increases the maximum engine speed to

the attachment (breaker, pulverizer, crusher When all
conditions exist,
or vibrating hammer) operating engine Engine Speed
the maximum
speed set by Dr. ZX when the attachment is engine speed is
operated. increased to the
speed set by Dr.
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.
2. ECM increases engine speed to the attachment Engine
operating speed set by Dr. ZX. Control Dial
Conditions:
• Dr. ZX: Resets the maximum engine speed to a
faster (+) attachment (breaker, pulverizer, crusher
or vibrating hammer) operating speed in the
service mode. NOTE: When P mode engine speed is preset to a
• Engine Control Dial: Fast Idle Speed Position slower speed in Dr. ZX service mode, the
• Power Mode Switch: HP Mode maximum engine speed will not be
• Auxiliary: Operated increased when operating the attachment.
• Work Mode: Attachment Mode
Attachment selected by using the attachment
mode monitor unit is set (+) by Dr. ZX.
T2-2-28
Pressure Sensor
Engine Auxiliary (Optional)

Control Dial
CAN
Attachment
Power Mode Mode 1 to 5
Switch
HP
Mode Dr. ZX
ICF
ECM
TCJB-02-02-014
T2-2-29
Attachment Operation Speed Limit Control
(Only Machine Equipped with Attachment Parts)
Purpose: Decreases the maximum engine speed to Engine

the attachment (breaker, pulverizer, Speed
crusher or vibrating hammer) operating
engine speed set by Dr. ZX when the When all
conditions exist,
attachment mode is selected. the maximum
engine speed is
Operation: reduced to the
speed set by Dr.
1. When the following conditions exist and the ZX.
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 Idle Fast Idle
Position
Conditions:
• Dr. ZX: Resets the maximum engine speed to a
slower (−) attachment (breaker, pulverizer,
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
T2-2-30
CAN
Attachment
Mode 1 to 5
Dr. ZX
ICF
ECM
TCJB-02-02-015
T2-2-31
PUMP CONTROL
The pump control system has the following functions:
• Speed Sensing Control (Normal)

• Travel Speed Sensing Control
• Pump 1 Flow Rate Limit Control in Superfine
Travel Speed Mode
• Pumps 1, 2 Flow Rate Limit Control
• Pumps 1, 2 Flow Rate Control
• Steering Pump Torque Reduction Control
• * Pump 1 Flow Rate Limit Control (Optional)
• * Pump 2 Flow Rate Limit Control (Optional)

T2-2-32
Pump Control System Layout
Accelerator Pedal
Travel N Sensor
Pressure Sensor
Travel Forward
Engine
Auxiliary (optional)
Travel Speed Brake Pressure Sensor

Mode Switch Work Brake Release Switch
Fast Monitor Unit Brake Pedal

CAN
Communication
Slow
Attachment Mode
1 to 5
Digging Mode
Engine Speed
Control Mode
Selection Switch
ICF
Pedal
Pump 2 Pump 1
Dial Delivery Delivery Steering Pump
Pressure Pressure Delivery Pressure
Sensor Sensor Sensor
Creeper
ECM
FNR Switch
Forward
Neutral
Reverse
Brake Switch Torque Control

Parking Solenoid Valve
Brake
Axle Lock
Auto
Axle Lock
OFF
Pump 2 Maximum Pump 1 Maximum TCJB-02-02-016

Flow Rate Limit Flow Rate Limit
Solenoid Valve Solenoid Valve
T2-2-33
Speed Sensing Control (Normal)
Purpose: Controls the pump flow rate in response to

engine speed changes due to variations in
load so that the engine output can be utilized
more efficiently.
Engine stall is prevented when the machine
operates under adverse conditions such as
operating at high altitude.
Q
Operation:
1. The target engine operating speed is set by Flow Rate
controlling the engine control dial.
2. When the following conditions exist, MC Pump P-Q Curve
calculates the difference in speed between the
target engine speed and the actual engine speed
monitored by CAN communication from ECM.
Then, MC sends signals to the torque control
solenoid valve.
3. The torque control solenoid valve delivers pilot
pressure oil 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 swash 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 swash angle is
increased so that pump flow rate will increase.
Therefore, the engine output can be utilized more
efficiently.
Condition:
• FNR Switch: N (Neutral) position
• Brake Switch: P (Parking Brake) position
• Travel Forward or Reverse Not Operation
• Work Brake: Operable
T2-2-34
Pressure Sensor
Travel Forward
Engine

Work Brake Release Switch
Brake Pedal
CAN
Communication
Pump 2 Delivery Pump 1 Delivery

Pressure Sensor Pressure Sensor
ECM
FNR Switch
Forward
Neutral
Reverse
Brake Switch
Parking
Brake
Axle Lock
Auto Axle Torque Control

Lock Solenoid Valve
OFF
TCJB-02-02-017
T2-2-35
Travel Speed Sensing Control
Function: The pump flow rate is controlled in response

to variations in engine speed due to travel
load changes in order to use the engine
power effectively.
Operation:
1. MC determines the engine target running speed
corresponding to sensing signals detected by the Q
engine control dial or the pressure sensor (travel Flow
forward or reverse). Rate
2. When the following conditions exist, MC
calculates the difference between the target Pump P-Q Curve
engine speed and actual engine speed detected
by ECM by using CAN communication and sends
the signals to the torque control solenoid valve.
3. In response to the signals from MC, the torque
control solenoid valve sends pilot pressure to the
pump regulators in order to control the pump flow
rate.
4. When the actual engine speed becomes slower
than the target engine speed as the load to the
engine increases, the pump displacement angle
is reduced in order to reduce the delivery flow rate. Pressure P
Therefore, the load to the engine is reduced and
the engine is prevented from stalling.
5. If the actual engine speed becomes faster than
the target engine speed, the pump displacement
angle is increased in order to effectively utilize the
engine power.
Condition:
• Travel Forward or Reverse Operation
• Brake Switch: Axle Lock, Auto Axle Lock or OFF
position
• Work Brake: Inoperable
T2-2-36
Accelerator Pedal
Pressure Sensor
Engine Travel Forward

CAN
Communication
ECM
FNR Switch
Forward
Neutral
Reverse
Brake Switch
Parking
Brake
Axle Lock
Auto Axle Torque Control

Lock Solenoid Valve
OFF
TCJB-02-02-018

Brake Switch: Axle Lock
T2-2-37
Pump 1 Flow Rate Limit Control in Superfine
Travel Speed Mode
Function: Limits the maximum pump 1 flow rate at the

Q
creeper mode.
Flow Maximum flow rate is reduced.
Rate
Operation:
1. When the creeper mode is selected, the signal
from engine speed control mode selection switch
is sent to MC. Normal Pump P-Q Curve
2. If either travel forward or reverse operation is
made at this time, MC activates the pump 1
maximum flow rate limit control solenoid valve
and reduces maximum pump flow rate.
NOTE: The pump 1 maximum displacement can

be adjusted by using Dr. ZX in the service
mode.
Pressure P
T2-2-38
Pressure Sensor
Travel Forward
Travel Reverse
CAN
Communication
Dr. ZX
ICF
Creeper
ECM
FNR Switch
Forward
Reverse
Brake Switch
Axle Lock
Auto Axle Pump 1 Maximum
Lock Flow Rate Limit Control
Solenoid Valve
TCJB-02-02-019

Brake Switch: Axle Lock
T2-2-39
Pumps 1, 2 Flow Rate Limit Control
Purpose: Reduces the maximum pump flow rate when

traveling at slow speed and improves the
combined operation of front attachment and
swing.
Operation:
1. When the following conditions exist, MC
recognizes that the machine travels at slow
speed.
2. MC activates the pump 1, 2 maximum flow rate
limit control solenoid valves and reduces
maximum flow rate of pumps 1, 2.
Condition:
Creeper mode
• Travel Forward or Reverse Pressure Sensor:
0.5 MPa or less
• Travel Speed: 1.1 km/h or less
T2-2-40
Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse

Creeper
FNR Switch
Forward
Reverse
Pump 2 Maximum Flow Rate Pump 1 Maximum Flow Rate TCGB-02-02-002

Limit Control Solenoid Valve Limit Control Solenoid Valve

T2-2-41
Pumps 1, 2 Flow Rate Control
Purpose: Controls the maximum flow rate of pumps 1,

2 when traveling at fast speed and increases
travel speed.
Operation:
1. When the following conditions exist, MC recog-
nizes that the machine travels at fast speed.
2. MC activates the pump 1, 2 maximum flow rate
limit control solenoid valves and makes flow rate
of pumps 1, 2 maximum.
Condition:
Pedal mode or Dial mode
• Travel Forward or Reverse Pressure Sensor:
0.7 MPa or more
• Travel Speed: 2.0 km/h or more
NOTE: As the engine speed control mode selec-

tion switch is not in the pedal mode and
creeper mode positions, MC recognizes
that the engine speed control mode selec-
tion switch is in the dial position.
T2-2-42
Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse

Pedal
Dial
Creeper
FNR Switch
Forward
Reverse
Pump 2 Maximum Flow Rate Pump 1 Maximum Flow Rate TCGB-02-02-001

Limit Control Solenoid Valve Limit Control Solenoid Valve

Engine Speed Control Mode Selection
Switch: Pedal mode
T2-2-43
Steering Pump Torque Reduction Control
Function: When load to the steering pump increases, Q

loads to pump 1 and 2 are reduced so that Flow
engine stall is prevented and the engine Rate Pump P-Q Curve is reduced in
proportion to the steering pump
power is used efficiently. delivery pressure.
Operation:
1. When the following conditions exist and MC re- Normal Pump P-Q Curve
ceives the signals from the steering pump delivery
pressure sensor, MC activates the torque control
solenoid valve so that the pumps 1 and 2 delivery
flow rate is reduced.
2. Accordingly, the total driving power of pumps 1, 2
and the steering pump is controlled in order not to
exceed the engine output power. Therefore, the
engine power can be used efficiently.
Pressure P
Condition:
• Travel Forward or Reverse Operation
T2-2-44
Accelerator Pedal
Pressure Sensor
Travel Forward
Travel Reverse

Brake Pedal
ICF
Steering Pump Delivery

Pressure Sensor
ECM
FNR Switch
Forward
Neutral
Reverse
Brake Switch
Parking
Brake
Axle Lock
Torque Control
Solenoid Valve
Auto Axle
Lock
OFF
TCJB-02-02-057

Brake Switch: OFF
T2-2-45
Pump 1 Flow Rate Limit Control (Only Machine
Equipped with Attachment)
Purpose: Combines pressure oil pump 1, 2 and deliv-

ers combined pressure oil to the actuator
when attachment (mainly a vibrating ham-
mer) is used and pump 2 flow rate is lack.
(Refer to the SYSTEM / Hydraulic system
group.)
At this time, limits the combined pump 1 flow
rate and make up for pump flow rate for at-
tachment operation.
Operation:
1. When the attachment is used with the accelerator
pedal in neutral, MC receives the signals from
pressure sensor (auxiliary) (optional).
2. In response to attachment control operation, MC
drives the pump 1 maximum flow rate limit control
solenoid valve and controls pump 1 flow rate.
NOTE: The minimum pump swash set-angle on

monitor unit for a attachment (breaker 1 to
5, pulverizer 1 to 5, crusher 1 to 5 or vi-
brating hammer 1 to 5) can be adjusted
within 50 % set in the service mode of Dr.
ZX.
T2-2-46
Accelerator Pedal
Pressure Sensor
Travel Forward
Travel Reverse
Auxiliary (Optional)
CAN Monitor Unit

Communication
Attachment
Mode 1 to 5
Dr. ZX
ICF
Pump 1 Maximum Flow

Rate Limit Control
Solenoid Valve
TCJB-02-02-021
T2-2-47
Pump 2 Flow Rate Limit Control (Only Machine
Equipped with Attachment)
Purpose: Limits pump 2 maximum flow rate when a

attachment (mainly a hydraulic breaker) is Q
used. Maximum Flow Rate
Flow Rate
Operation:
1. When attachment is used with the accelerator
pedal in neutral, MC receives the signals from Normal Pump P-Q Curve
pressure sensor (auxiliary) (optional).
2. In response to attachment control operation, MC
drives the pump 2 maximum flow rate limit control
solenoid valve and reduces maximum pump flow
rate.
NOTE: In proportion to the attachment control op-

eration, maximum pump flow rated is re-
duced. The minimum pump swash Pressure P
set-angle on monitor unit for a attachment
(breaker 1 to 5, pulverizer 1 to 5, crusher 1
to 5 or vibrating hammer 1 to 5) can be
adjusted with 50 % in the service mode of
Dr. ZX.
NOTE: When the auxiliary flow combining solenoid

valve stops, pump 2 flow rate can be ad-
justed finely by the monitor unit.
T2-2-48
Accelerator Pedal
Pressure Sensor
Travel Forward
Travel Reverse
Auxiliary (Optional)
CAN
Communication
Attachment
Mode 1 to 5
Dr. ZX
ICF
Auxiliary Flow Combiner

Pump 2 Maximum Flow Control Solenoid Valve
Rate Limit Control Sole-
noid Valve TCJB-02-02-022
T2-2-49
VALVE CONTROL
The valve control system functions as follows:
• Arm Regenerative Control

• Work Brake Control
• Auto Axle Lock Control
• Travel Motor Displacement Angle Control
• Superfine Travel Speed Control
• Travel Motor Excessive Rotation Control
• * Pulverizer Control
• * Crusher Control

T2-2-50
Valve Control System Layout
Digging Mode Attachment Mode 1 to 5
Brake Pedal
Key Switch Travel N sensor
Monitor
Unit Pressure Sensor
Brake Pressure
Travel Forward Sensor
Travel Reverse Work Brake
Front Release Switch
Engine Control Dial ICF Swing Pump 2 Pump 1
Pressure Pressure
Arm Roll-In Sensor Sensor
Arm Roll-Out (OP)
ECM Auxiliary (OP)
P2 P1
Pedal
Dial Hydraulic Oil

Temperature
Creeper Sensor
Travel Motor
Travel Speed
Mode Switch
Pump 2 Control Pump 1 Control
Fast Pressure Sensor Pressure Sensor
Solenoid Valve Unit

Slow Travel Motor Displacement
SI
SF Control Solenoid Valve
SC
FNR Switch Auxiliary Flow

Rate Control
Forward Solenoid
Valve (OP) Auxiliary Flow
Rate Control
Neutral Valve
Reverse
Brake
Valve
Operate
Check Valve
Axle Lock
Cylinder
Brake Switch
Parking
Brake
Axle Lock
Auto
Axle Lock
Brake (Front)
OFF Arm Regrenerative

Valve P2 P1
Brake (Rear) TCGB-02-02-003
T2-2-51
Arm Regenerative Control
Purpose: Accelerates the arm roll-in speed in order to

prevent arm hesitation during arm roll-in op-
eration.
Operation:
1. MC activates solenoid valve unit (SC) so that so-
lenoid valve unit (SC) delivers pilot pressure when
the signals from pump 1, 2 delivery pressure
sensors, swing pressure sensor, arm roll-in
pressure sensor and boom raise pressure sensor
meet the following conditions.
2. This pilot pressure shifts the arm regenerative
valve and the return circuit from arm cylinder rod
side to the hydraulic oil tank is closed.
3. Then, return 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 hesita-
tion. (Refer to the COMPONENT OPERATION /
Control Valve group.)
Conditions:
• 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.)
2
(Reference: 16.5 MPa (168 kgf/cm , 2400 psi) or
less)
• Arm Roll-In Pressure Sensor: High output. (The
arm control lever stroke is large.) (Reference: 0.5
2
MPa (5.1 kgf/cm , 73 psi) or more)
• Swing or Boom Raise Pressure Sensor: Output-
ting signal.
NOTE: In order to improve the arm roll-in operation,

MC gradually activates solenoid valve unit
(SC) when hydraulic oil temperature is
between 0 and 10 °C.
T2-2-52
Pressure Sensor
Swing
Pump 2 Pump 1
Arm Roll-In Pressure Pressure
Sensor Sensor
Hydraulic Oil
Temperature
Sensor
SC
Solenoid Valve Unit
Arm Regrenerative
Valve
TCGB-02-02-004
T2-2-53
Work Brake Control
Purpose: The front and rear brakes are applied during

excavation work in order to stabilize the
machine vehicle.
Operation:
1. When the following conditions exist and the brake
pedal is depressed, the work brake release switch
is activated so that MC shifts solenoid valve unit
(SF).
2. When solenoid valve unit (SF) is shifted, pilot
pressure shifts the brake valve.
3. When the brake valve is shifted, pressure oil from
the brake valve flows to the front and rear brakes
and the brakes are applied.
Condition:
• Brake Switch: Axle Lock or Auto Axle Lock posi-
tion
• Engine: Running
• Travel Speed: 3 km/h or less
• Brake Pressure : 6.6 MPa or more
NOTE: A slight time-lag will occur due to difference

in operation start time of solenoid valves
when the brake switch is shifted to the P
(parking brake) position. MC activates the
work brake control for four seconds after
the brake switch has been shifted to the
parking brake position.
Therefore, the machine is prevented from
descending the slope when the machine
stops on the slope.
NOTE: When the brake pedal is depressed once

and released, the work brake switch is
turned OFF and the work brake is applied.
When the brake pedal is depressed again,
the work brake switch is turned ON and the
work brake is released.
T2-2-54
Travel N Sensor Brake Pedal
Brake Pressure
Sensor
Work Brake
Release Switch
CAN
Communication
ECM
SF
Solenoid Valve Unit
Brake
Valve
Brake Switch
Parking
Brake
Axle Lock
Auto Axle
Lock Brake (Front)
OFF
Brake (Rear)
TCGB-02-02-005
T2-2-55
Auto Axle Lock Control
Purpose: Automatically activates the auto axle lock Brake Switch Position Axle Lock
when the machine stops. In addition, auto-
P (Parking Brake) Operation
matically deactivates the axle lock and re-
Axle Lock Operation
duces vibration when traveling.
OFF Release
Operation:
1. When the following axle lock operated conditions
exist, MC blocks the signal to solenoid valve unit
(SI).
2. Therefore, the operate check valve in axle lock
cylinder is closed and the axle lock is activated.
3. When the accelerator pedal is depressed and the
axle lock released conditions exist, MC shifts so-
lenoid valve unit (SI).
4. When solenoid valve unit (SI) is shifted, pilot
pressure shifts the operate check valve in axle
lock cylinder.
5. Therefore, the axle lock cylinder is connected to
the hydraulic oil tank and the axle lock cylinder
can be operated.
Axle Lock Operated Conditions:

• Brake Switch: Auto Axle Lock position
• Travel Speed: Less than 3 km/h
• Travel Forward or Reverse Not Operation
Axle Lock Released Conditions:

• Brake Switch: OFF position
• Travel Speed: 3 km/h or faster
• Travel Forward or Reverse Pilot Pressure: 0.7
MPa or more
NOTE: Operating time of the auto axle lock control

can be changed every 0.5 seconds be-
tween 0.0 and 10.0 seconds by using Dr.
ZX. (Default: 0.0 second)
T2-2-56
Dr. ZX Travel N Sensor

Pressure Sensor
Travel Forward
Travel Reverse
ICF
SI
Solenoid Valve Unit
Operate
Check Valve
Brake Switch Axle

Lock
Cylinder
Auto Axle
Lock
TCGB-02-02-006
T2-2-57
Travel Motor Displacement Angle Selection Con-
trol
Purpose: Shifts the travel motor to the minimum dis-

placement angle when the machine travels
at level ground and reduces fuel consump-
tion.
Operation:
1. When the following conditions exist, MC shifts the
travel motor displacement angle control solenoid
valve.
2. When the travel motor displacement angle control
solenoid valve is shifted, pressure oil from pump 1
flows to the small and large chambers in servo
piston so that travel motor displacement angle
decreases.
(Refer to the COMPONENT OPERATION / Travel
Motor group.)
3. Therefore, as required oil is reduced, the engine
load is reduced and fuel consumption is im-
proved.
Conditions:
• Travel Speed: 17 km/h or more
• Travel Forward or Reverse Pilot Pressure: 1.5
MPa or more
T2-2-58
Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse
Travel Motor
Travel Motor
Displacement Control
Solenoid Valve
Servo Piston
TCGB-02-02-007
T2-2-59
Superfine Travel Speed Control
Function: The machine is driven in the superfine

travel speed mode.
Operation:
1. When the following conditions exist, MC activates
the travel motor displacement control solenoid
valve.
2. When pressure oil in the large chamber in servo
piston flows to the hydraulic oil tank and the travel
motor displacement angle increases.
3. The machine travels at the superfine speed.
Condition:
Creeper Position
• Travel N sensor: Less than 1500 min-1 (travel
motor speed).
NOTE: When the output signal from travel N sen-

-1
sor is 1500 min or more MC does not op-
erate this system in order to prevent cavi-
tation from occurring in the travel motor.
T2-2-60
Travel N Sensor

Creeper
Travel Motor
Travel Motor Dis-

placement Control
Solenoid Valve Servo Piston
TCGB-02-02-008
T2-2-61
Travel Motor Excessive Rotation Control
Function: The machine is prevented from running

away while descending slopes and protects
the travel motor from damage.
Operation:
1. The output signal from travel N sensor is sent to
MC.
2. When the signal value from travel N sensor ex-
ceeds the specified value, MC activates the travel
motor displacement control solenoid valve.
3. When the travel motor displacement control so-
lenoid valve is shifted, pressure oil in the large
chamber in servo piston flows to the hydraulic oil
tank and the travel motor displacement angle in-
creases.
NOTE: The travel motor displacement control so-
lenoid valve is the proportional solenoid
valve. When the travel motor displacement
angle is suddenly increased, cavitation
may occur in the travel motor. Therefore,
MC activates the travel motor displacement
control solenoid vale slowly so that the
travel motor displacement angle changes
slowly in order to prevent the occurrence of
cavitation.
4. As the travel motor displacement angle increases,

the motor displacement increases and braking
force occurs to the travel motor.
5. Thereby, excessive rotation of the travel motor is
prevented and travel speed decreases.
T2-2-62
Travel N Sensor
Travel Motor
Travel Motor Dis-

placement Control
Solenoid Valve Servo Piston
TCGB-02-02-009
T2-2-63
Pulverizer Control (Optional)
IMPORTANT: Pulverizer 1 is set at pulverizer 1 of During Combined Operation

attachment mode in monitor unit
when the machine is carried out. Operation:
When pulverizer 2 to 5 is used, set 1. When the following conditions exist, MC drives
the setting by using Dr. ZX. the auxiliary flow rate control solenoid valve MC
controls restricted flow rate of the auxiliary flow
Purpose: Increases operating speed of the pulverizer. rate control solenoid valve and reduces pressure
Reduces flow rate through the auxiliary spool oil which flows to the pulverizer through the aux-
and improve arm, boom, swing or travel op- iliary spool from pump 2.
eration during combined operation of arm 2. As pressure oil which flows to arm roll-out, arm
roll-out, arm roll-out+ boom raise, swing or roll-out+ boom raise, swing or travel from pump 2
travel and secondary crusher. increases, arm roll-out, arm roll-out+ boom raise,
swing or travel operation is improved.
Operation:
1. When selecting pulverizer 1 in the monitor unit, Condition:
MC drives the auxiliary flow combiner control so- • Auxiliary Pressure Sensor: Output ting signal
lenoid valve. Arm Roll-Out Pressure Sensor: Outputting signal
2. When operating the pulverizer, pressure oil from • Auxiliary Pressure Sensor: Outputting signal
the auxiliary solenoid valve flows through the Arm Roll-Out and Boom Raise Pressure Sensors:
auxiliary flow combiner control solenoid valve and Outputting signal
shifts the bypass shut-out valve and auxiliary flow • Auxiliary Pressure Sensor: Outputting signal
combiner valve. Swing Pressure Sensor: Outputting signal
3. As the neutral circuit in 4-spool side is blocked by • Auxiliary Pressure Sensor: Putputting signal
the bypass shut-out valve, pressure oil from pump Travel Pressure Seonsor: Outputting signal
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 pulver-
izer increases.
4. Flow rate of the auxiliary flow rate control solenoid
valve can be adjusted finely in the monitor unit.
T1V5-05-01-024
T2-2-64
Pressure Sensor
Travel Forward Pulverizer Cylinder
Monitor Unit Travel Reverse

Swing
Boom Raise
Arm Roll-Out
Auxiliary
Dr. ZX
CAN
Communication ICF
MC
Auxiliary Flow Com-

Auxiliary Flow Rate
biner Valve
Auxiliary Flow
From Pilot Rate Control
Pump Valve
Auxiliary Flow
Combiner Control
Solenoid Valve
Pump 2 Pump 1
From Auxiliary
Solenoid Valve
TCJB-02-02-034
T2-2-65
Crusher Control (Optional)
IMPORTANT: Crusher 1 is set at crusher 1 of at- During Combined Operation

tachment mode in monitor unit when Operation:
the machine is carried out. 1. When the following conditions exist, MC drives
When crusher 2 to 5 is used, set the the auxiliary flow rate control solenoid valve. MC
setting by using Dr. ZX. controls restricted flow rate of the auxiliary flow
Purpose: Increases operating speed of the crusher. rate control solenoid valve and reduces pressure
Reduces flow rate through the auxiliary spool oil which flows to the crusher through the auxiliary
and improve arm, boom, swing or travel spool from pump 2.
operation during combined operation of arm 2. As the primary crusher is heavier than the pul-
roll-out, arm roll-out+ boom raise, swing or verizer, restricted flow rate increases of the aux-
travel and crusher. iliary flow rate control valve and gives priority to
arm roll-out or arm roll-out+ boom raise during
Operation: combined operation of arm roll-out or arm
1. When selecting crusher 1 in the monitor unit, MC roll-out+ boom raise and crusher.
drives the auxiliary flow combiner control solenoid
valve. Condition:
2. When operating the crusher, pressure oil from the • Auxiliary Pressure Sensor: Outputting signal
auxiliary solenoid valve flows through the auxiliary Arm Roll-Out Pressure Sensor: Outputting signal
flow combiner control solenoid valve and shifts • Auxiliary Pressure Sensor Outputting signal
the bypass shut-out valve and auxiliary flow Arm Roll-Out and Boom Raise Pressure Sensors:
combiner valve. Outputting signal
3. As the neutral circuit in 4-spool side is blocked by • Auxiliary Pressure Sensor: Outputting signal
the bypass shut-out valve, pressure oil from pump Swing Pressure Sensor: Outputting signal
1 through the auxiliary flow combiner valve is • Auxiliary Pressure Sensor: Outputting signal
combined with pressure oil from pump 2 so that Travel Pressure Sensor: Outputting signal
spool. Therefore, operating speed of the 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
T2-2-66
Pressure Sensor
Travel Forward Pulverizer Cylinder
Monitor Unit Travel Reverse

Swing
Boom Raise
Arm Roll-Out
Auxiliary
Dr. ZX
CAN
Communication ICF
MC

Auxiliary Flow Rate Valve
Auxiliary Flow
From Pilot Rate Control
Valve Valve
Auxiliary Flow
Combiner Control
Solenoid Valve
Pump 2 Pump 1
From Auxiliary
Solenoid Valve
TCJB-02-02-034
T2-2-67
(Blank)
T2-2-68
OTHER CONTROLS
Other control systems consist of the following systems.
• Forward/Reverse Shifting Restriction Control

• Travel Pilot Pressure Cut Control
• Travel Mode Selection Control
• Parking Brake Selection Control
• Parking Brake Alarm Control
• Brake Dragging Prevention Control
• Rear Monitoring Display Selection Control
• Screen Forcible Transition Control
• Work Mode Control
• * Swing Alarm Control
• * Travel Alarm Control
• * Auto-Cruise Control

T2-2-69
Forward/Reverse Shifting Restriction Control
Purpose: If the travel direction is changed to the op-

posite direction while traveling, adverse ef-
fects may occur in the travel circuit and
components. In order to protect the circuit
and components from being damaged, the
opposite travel direction side pilot pressure is
temporarily interrupted so that the opposite
direction system is deactivated during travel
operation.
Condition:
• Travel N Sensor: Output signal when traveling
• Travel Forward or Reverse Pilot Pressure:
0.7 MPa or more
Operation: MC judges that the machine is traveling

forward or reverse when the above condi-
tions exist.
• When traveling forward (travel reverse pilot pressure • When traveling reverse (travel forward pilot pressure
is temporarily interrupted): is interrupted):
1. When signals from the travel forward pilot pres- 1. When signals from the travel reverse pilot pres-
sure sensor arrives at MC, MC judges that the sure sensor arrive at MC, MC judges that the
machine is traveling forward and grounds terminal machine is traveling in reverse and grounds to
#B24 in MC. terminal #B22 in MC.
2. As terminal #B24 is grounded, the travel reverse 2. As terminal #B22 is grounded, the travel forward
Pi cut solenoid valve, which is connected to ter- Pi cut solenoid valve, which is connected to ter-
minal #B24, is magnetized. minal #B22, is magnetized.
3. The travel reverse Pi cut solenoid valve operates 3. The travel forward Pi cut solenoid valve operates
and the travel reverse operation circuit is deacti- and the travel forward operation circuit is deacti-
vated. vated.
T2-2-70
Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse
FNR Switch
Forward
Neutral
Reverse B22 B24
From Fuse #29
Travel Pilot Valve
Travel Forward Pi
Cut Solenoid
Valve
Travel Reverse
Pi Cut Solenoid
Valve
TCJB-02-02-035

T2-2-71
Travel Pilot Pressure Cut Control
Purpose: Cuts off the forward or reverse travel pilot

pressure when the forward/reverse switch is
in the N position (neutral) so that the ma-
chine cannot travel although the travel pilot
valve is operated.
Operation:
1. When the FNR switch is in the neutral position,
MC grounds to terminals #B22 and #B24 in MC.
2. Therefore, the travel forward Pi cut solenoid valve
and travel reverse Pi cut solenoid valve are
magnetized.
3. The solenoid valves operate and the operation
circuit from travel pilot valve is deactivated.
T2-2-72
Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse
FNR Switch
Forward
Neutral
Reverse B22 B24
From Fuse #29
Travel Pilot Valve
Travel Forward Pi
Cut Solenoid
Valve
Travel Reverse
Pi Cut Solenoid
Valve
Signal Control Valve TCJB-02-02-036
T2-2-73
Travel Mode Selection Control
Purpose: Selects the travel mode selector solenoid

valve by shifting the travel speed mode
switch and shifts fast/slow of the transmis-
sion. In addition, lights the indicator in steer-
ing column monitor.
Operation:
• Travel Speed Mode Switch: Fast
1. When the travel speed mode switch is turned into
fast position, MC grounds to terminal #A26 in MC.
2. Therefore, the fast speed selection relay is mag-
netized.
3. Current from fuse #28 flows to the travel mode
selector solenoid valve in transmission change-
over solenoid valve through the fast speed selec-
tion relay and the travel mode selector solenoid
valve is shifted.
4. Pressure oil from the pilot pump flows to the fast
side port in transmission through the pressure
reducing valve and travel mode selector solenoid
valve in transmission changeover solenoid valve.
5. The disc brake side in transmission is released by
pressure oil and the transmission is shifted to the
fast side.
6. When the travel speed mode switch is in the fast
position, MC sends the signal to the steering
column monitor by using CAN communication.
7. The steering column monitor turns the travel slow
speed indicator off.
T2-2-74
From Fuse #28
Transmission
Changeover Solenoid
Valve
Key Switch Fast Speed Pilot Pump

Selection Relay
Travel Mode Selector

Solenoid Valve
Pressure
Reducing
Valve
A26
MC
Travel Speed
Mode Switch
Fast CAN ECM

Communication
Transmission
Steering Column Disc Brake

Monitor
Brake Switch
Parking
Brake
Travel Slow
Speed Indicator
TCJB-02-02-037
T2-2-75
• Travel Speed Mode Switch: Slow
1. When the travel speed mode switch is turned into
slow position, MC grounds to terminal #A27 in
MC.
2. Therefore, the slow speed selection relay is
magnetized.
3. Current from fuse #28 flows to the travel mode
selector solenoid valve in transmission change-
over solenoid valve through the slow speed se-
lection relay and the travel mode selector sole-
noid valve is shifted.
4. Pressure oil from the pilot pump flows to the slow
side port in transmission through the pressure
reducing valve and travel mode selector solenoid
valve in transmission changeover solenoid valve.
5. The disc clutch side in transmission is released by
pressure oil and the transmission is shifted to the
slow side.
6. When the travel speed mode switch is in the slow
position, MC sends the signal to the steering
7. The steering column monitor turns the travel slow
speed indicator on.
T2-2-76
From Fuse #28
Transmission
Changeover Solenoid
Valve
Slow Speed
Key Switch Selection Pilot Pump
Relay
Travel Mode Selector
Solenoid Valve
Pressure
Reducing
Valve
A27
MC
Travel Speed
Mode Switch
Fast CAN ECM

Communication
Transmission
Slow
Steering Column Disc Clutch

Monitor
Brake Switch
Parking
Brake
Travel Slow
Speed Indicator
TCJB-02-02-038
T2-2-77
Parking Brake Selector Control
Purpose: Applies or releases the parking brake in

transmission by shifting the brake switch.
Operation:
1. When some conditions in the followings exist, MC
deactivates the ground connection to terminal
#A26 and #A27.
2. As the slow speed selection relay and fast speed
selection relay are turned OFF, current from fuse
#28 is blocked by each relay.
3. The spool in travel mode selector solenoid valve
moves to the position where the spool is balanced
with spring force.
4. Therefore, pressure oil from the pilot pump is
blocked by the travel mode selector solenoid
valve.
5. As pressure oil from the pilot pump is blocked and
does not act on the transmission, the transmission
activates the disc brake and disc clutch.
6. As the disc brake and disc clutch in transmission
are activated, the output shaft in transmission is
locked and the parking brake is applied.
Condition:
• Key Switch OFF
• Brake Remained Pressure: 5.2 MPa or less
• Engine: Stopped
T2-2-78
From Fuse #28
Transmission
Changeover Solenoid
Valve
Slow Speed Fast Speed Pilot Pump

Key Switch Selection Selection Relay
Relay
Travel Mode
Selector
Solenoid Valve
A27 A26
MC
CAN ECM
Communication
Transmission
Steering Column Disc Brake Disc Clutch

Monitor
Brake Switch
Parking
Brake
Brake Remain
Pressure Sensor
From Steering
Valve Accumulator
Charging Valve
TCJB-02-02-039
T2-2-79
Parking Brake Alarm Control
Function: The buzzer sounds when the front attach-

ment is operated with the parking brake
applied in order to protect the transmission.
Operation:
1. When the brake switch is in the P (parking brake)
position and MC receives the signals from pres-
sure sensors (front attachment, boom raise, arm
roll-in and swing), MC sends the signals to the
monitor unit by using CAN communication.
NOTE: Even if the same operation is made, the
sensing pressure may differ depending on
oil temperature. MC judges that the front
attachment is being operated when the oil
temperature and the pilot pressure match
the values shown in the following table.
Oil Temperature Pilot Pressure Input Sensor

10 °C or more 0.7 MPa Front
Attachment
0 °C up to 10 °C 1 MPa Boom Raise
Arm Roll-In
Swing
Below 0 °C 1.5 MPa ↑
2. Terminal #A9 is grounded by the monitor unit.

3. Therefore, current from fuse #19 flows to the
buzzer and the buzzer sounds.
T2-2-80
Pressure Sensor
Front Attachment
Swing
Boom Raise
Arm Roll-In
Brake Switch
Parking Brake
Hydraulic Oil
Axle Lock Temperature
Sensor
Auto Axle Lock
OFF
CAN Communication
Buzzer
Monitor Unit A9 From Fuse #19
TCJB-02-02-040
NOTE: This illustration shows the operation when

the front attachment is operated.
T2-2-81
Brake Dragging Prevention Control
Function: When the parking brake and work brake are

applied, travel system is deactivated.
Operation:
1. When the work brake is operable or the brake
switch is in the P (parking brake) position, MC
grounds terminals #B22 and #B24 in MC.
2. Current from fuse #29 flows energizes the travel
forward Pi cut solenoid valve and travel reverse Pi
cut solenoid valve.
3. Therefore, as pilot pressure from the travel pilot
valve is interrupted with the solenoid valves, the
machine cannot travel.
T2-2-82
Travel N Sensor
Brake Pedal

Brake Switch CAN

Communi-
Parking Brake cation
Axle Lock
B22 B24
Auto Axle Lock
OFF From Fuse #29
Travel Pilot Valve
Travel Forward Pi
Cut Solenoid
Valve
Travel Reverse
Pi Cut Solenoid
Valve
Signal Control Valve TCJB-02-02-041

the switch is in the following position.
Brake Switch: P (Parking Brake) position
T2-2-83
Rear View Image Selection Control
Purpose: Changes the display of monitor unit into the

image of rearview monitor.
Operation:
1. When the FNR switch is turned into the R (re-
verse) position with rear view monitor auto selec-
tion ON, MC sends the signal to shift the display
to the monitor unit by using CAN communication.
2. The monitor unit changes the image of rearview
monitor.
3. When the FNR switch is turned into the F (for-
ward) or N (neutral) position, the image of rear-
view is displayed for three seconds and then the
primary screen is automatically displayed.
NOTE: The function rear view monitor auto selec-

tion on monitor unit is set OFF when the
machine is delivered.
NOTE: Although the FNR switch is turned into the

F (forward) or N (neutral) position after the
image of rearview is displayed on the
monitor unit, the image of rearview is dis-
played for three seconds.
When the following operations are done
within three seconds after the image of
rearview is displayed, the image of rear-
view is not displayed on the monitor unit.
1. Change the image of rearview into the
primary screen.
2. Turn the FNR switch into the R (reverse)
position.
(If the FNR is kept in the R (reverse) posi-
tion, the image of rearview is not displayed.
If step 1 above is done, the image of rear-
view is displayed in three seconds or
longer.
T2-2-84
Rear View Monitor
Image
FNR Switch
Monitor Unit
Forward CAN Communication
Neutral
Reverse
Setup Menu Back Monitor

Selection Switch
TCJB-02-02-042
T2-2-85
Screen Forcible Transition Control
Purpose: Controls so that the monitor unit screen is

displayed as the primary screen (speed-
ometer) when the machine travels. In addi-
tion, makes the monitor unit operation dis-
abled.
Operation:
1. When the following conditions exist, MC judges
that the machine can travel forward and sends the
signal to the monitor unit by using CAN commu-
nication.
2. The monitor unit displays the primary screen
(speedometer) for one second due to the signal
from MC and makes all operations of monitor unit
disabled.
3. If the travel forward operation is not done, the
monitor unit can be operated in one second.
4. When some following conditions exist while the
machine travels, MC judges that the machine
travels forward and sends the signal to the moni-
tor unit by using CAN communication.
5. The monitor unit displays the primary screen
(speedometer) for one second due to the signal
from MC and makes all operations of monitor unit
disabled.
Conditions when traveling:

• FNR Switch: F (Forward)
position
Conditions while traveling:

• Travel Forward Pilot Pressure: 0.7 MPa or more
• Travel Speed (Forward): 3.0 km/h or faster
T2-2-86
Accelerator Pedal
Travel N Sensor
Pressure Sensor
Travel Forward
Travel Reverse
FNR Switch
Forward
Neutral Brake Pedal
Reverse Brake Pressure Sensor

Brake Switch
Parking Brake
Axle Lock
Monitor Unit
Auto Axle Lock
OFF
CAN
Communication
Speedometer
TCJB-02-02-043

the switch is in the following position.
Brake Switch: OFF
T2-2-87
Work Mode Control
The work modes include digging and front attachment
1 to 5 and are selected by the work mode on monitor
unit.
• Digging Mode:
Normal control is performed.
• Front Attachment Mode:

Functions only when the attachment in the op-
tional kit is operated.
In response to attachment control operation, in-
creasing or decreasing of engine speed (refer to
T2-2-28, 30.), increasing or decreasing pump flow
rate (refer to T2-2-46, 48.) and valve selection
(refer to T2-2-64, 66 and 108) are controlled.
The engine speed and pump flow rate control
settings are made by using Dr. ZX.
NOTE: As the attachment mode, one to five at-

tachment modes can be selected from
breaker 1 to 5, pulverizer 1 to 5, crusher 1
to 5 and vibrating hammer 1 to 5 by using
Dr. ZX.
T2-2-88
Swing Alarm Control (Only Machines Equipped
with Optional Parts)
Purpose: Sounds the buzzer (optional) and turn on the

beacon light (optional) during swing opera-
tion.
Operation: MC receives the signals from swing pres-

sure 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 (optional).
NOTE: The buzzer (optional) can be stopped by

using the buzzer deactivation switch (op-
tional).
Pressure Sensor
Swing
Buzzer Deactivation
Swing Alarm Switch (Optional)
Relay (Optional)
Buzzer
(Optional)
Beacon Light
(Optional)
T178-02-01-026
T2-2-89
Travel Alarm Control (Only Machines Equipped
with Optional parts)
Purpose: Sounds the buzzer (optional) while traveling.
Operation: As long as MC receives the signals from

the travel forward/reverse pressure sensor
when travel operation is made, MC sends
the signals to the travel alarm device so
that the buzzer (optional) sounds.
NOTE: After traveling continuously for more than

13 seconds, the buzzer (optional) can be
stopped with the buzzer deactivation switch
(optional).
NOTE: In order to prevent the buzzer (optional)

from sounding when operation other than
traveling (such as work accelerator opera-
tion) is made, MC does not activate the
buzzer (optional) when one of the following
condition is established:
FNR Switch: N (Neutral)
Brake Switch: P (parking brake) position
NOTE: If the FNR switch is not in the F (forward) or

R (reverse) position, MC judges that the
FNR switch is in the N (neutral) position.
T2-2-90
Accelerator Pedal
FNR Switch Pressure Sensor
Travel Forward
Forward
Travel Reverse
Neutral
Reverse
Brake Switch
Parking Brake
Axle Lock
Travel Alarm Device
(Optional)
Auto Axle Lock
Buzzer Deactivation
OFF Switch (Optional)
Buzzer (Optional) TCJB-02-02-044
T2-2-91
Auto-Cruise Control (Only Machines Equipped
with Optional Parts)
Purpose: Secures the accelerator pedal in the stroke

end during fast-forward travel operation and
controls that the machine automatically can
travel at fast although the accelerator pedal
is released.
Operation:
1. When the following conditions exist, MC flows
current to the electromagnet (optional) in auto
cruise, which is installed to the lower side of ac-
celerator pedal.
2. Therefore, the accelerator pedal is moved toward
the electromagnet (optional).
3. Consequently, although the accelerator pedal is
released, the accelerator pedal secured at the
full-stroke position.
4. At this time, MC sends the signal to the steering
5. The steering column monitor turns the auto cruise
indicator on due to the signal from MC.
6. When some conditions in the following exist, MC
blocks current to the electromagnet (optional) in
auto cruise.
7. Therefore, the accelerator pedal becomes free
and returns to original condition.
Condition:
• Auto Cruise Switch (Optional): ON
• Travel Forward Full Operation
• Travel Speed: Certain speed or faster
Auto Cruise Released Conditions:

• Auto Cruise Switch (Optional): OFF
• Travel Forward Not Operated
• Work Brake Release Switch: ON
• Brake Pressure Sensor: Certain pressure or more
T2-2-92
Auto Cruise Switch

Accelerator Pedal
(Optional)
Travel N Sensor
Travel Forward
Electromagnet (Optional)
Travel Speed
Mode Switch
Brake Pedal
Fast
Slow Work Brake Release Switch
FNR Switch CAN Communication
Forward
Neutral
Steering Column
Monitor
Reverse
Auto Cruise Indicator

(Optional)
TCJB-02-02-045
T2-2-93
(Blank)
T2-2-94
OPTION CONTROLLER CONTROL
The option controller control system functions as fol-
lows:
• * Auxiliary and Positioning Control

• * Assist Control
Control
• * Positioning and Assist Output Monitoring Control
• * HSB Breaker Control
• * Overload Alarm Control

T2-2-95
Auxiliary and Positioning Control
Purpose: Selects each function by using the auxiliary NOTE: If the left analog switch is set in the posi-
and positioning selection switch and acti- tioning by Dr.ZX, the left analog switch op-
vates the related solenoid valve according to eration is prioritized and the positioning
operation. pedal operation is disabled.
NOTE: The operation is explained when the posi- NOTE: The default of auxiliary/positioning selector
tioning is operated here. switch is in the positioning.
When the auxiliary is selected and although
Operation: the key switch is turned OFF, the position-
1. When the auxiliary/positioning selector switch is ing is selected next time when the key
turned into the positioning and the positioning switch is turned ON.
pedal is operated, the optional controller activates
the positioning solenoid valve according to opera-
tion.
2. Pressure oil from the pilot pump flows to the con-
trol valve spools through the positioning solenoid
valve.
3. The optional controller sends the selection infor-
mation of auxiliary/positioning selector switch by
(The positioning is selected here.)
4. The monitor unit displays the positioning selection
on primary screen.
5. In case the positioning is operated, the optional
controller activates the positioning solenoid valve
and swing parking brake release solenoid valve at
the same time.
6. Therefore, pressure oil from the pilot pump flows
to the swing parking brake so that the swing
parking brake is released.
T2-2-96
Auxiliary
Pedal
Front Attachment Positioning Se-

Selection Display lection Display
Positioning Monitor Unit

Pedal
CAN Communi-
Auxiliary/ cation
Positioning Option Controller
Selector
Switch
Swing Parking Brake

Release Solenoid Valve
Pilot Pump
Auxiliary Solenoid Positioning

Valve Solenoid
Valve Swing Motor
Swing Parking
Control Valve Positioning Control
Brake
Valve
TCJB-02-02-046

the positioning is operated.
T2-2-97
Blade/Outrigger Control
Purpose: Activates the blade/outrigger solenoid valve NOTE: If the left analog switch is set in the
according to electric lever or left analog blade/outrigger by Dr.ZX, the left analog
switch operation. switch operation is prioritized and the
blade/outrigger lever operation is disabled.
Operation:
1. When the blade/outrigger lever or blade/outrigger
switch is operated, the option controller activates
the blade/outrigger solenoid valve according to
operation.
trol valve spools through the blade/outrigger so-
lenoid valve.
NOTE: As for the blade/Outrigger operation circuit,

refer to the pages for Blade/Outrigger Con-
trol (Operation Circuit).
3. The option controller sends the blade/outrigger

operating signal to the monitor unit by using CAN
communication.
4. The monitor unit turns on the related indicator
(green) on the Blade/Outrigger Setup Screen due
to the signal from option controller.
NOTE: The blade/outrigger is shifted by the

blade/outrigger selector switch which is in-
stalled to the left console.
T2-2-98
Blade/Outrigger
Lever
Monitor Unit
CAN Communi-
cation
Blade/Outrigger
Option Controller
Switch (Left Analog
Switch)
Blade/Outrigger
Settings Display
Pilot Pump
Blade/Outrigger
Solenoid Valve
Control Valve
TCJB-02-02-047

the blade/outrigger raise is operated.
T2-2-99
Assist Control
Purpose: Activates the assist solenoid valve according

to assist switch or left analog switch opera-
tion.
Operation:
1. When the assist switch or left analog switch is
operated, the option controller activates the assist
solenoid valve according to operation.
trol valve spools through the assist solenoid
valve.
3. The option controller activates the assist solenoid
valve and swing parking brake release solenoid
valve at the same time.
4. Therefore, pressure oil from the pilot pump flows
to the swing parking brake so that the swing
NOTE: Assist is installed when the attachment like

tilt bucket or 360° swing type grapple is
used, which requires another circuit for
small flow rate.
NOTE: If the left analog switch is set in the assist

by Dr.ZX, the left analog switch operation is
prioritized and the assist switch (right grip)
operation is disabled.
T2-2-100
Assist Switch
Assist Switch Option Controller

(Left Analog
Switch)
Swing Parking Brake

Release Solenoid Valve
Pilot Pump
Assist Sole-
noid Valve Swing Motor
Assist Control Swing Parking

Valve Brake
TCJB-02-02-048
T2-2-101
Auxiliary and Blade/Outrigger Output Monitoring
Control
Purpose: The option controller compares auxiliary

pedal, blade/outrigger lever and
blade/outrigger switch operations with the
detected value of pressure sensor. If the op-
tion controller recognizes abnormality, the
auxiliary and blade/outrigger stop.
Operation:
1. Auxiliary pedal, blade/outrigger lever,
blade/outrigger switch operations and the de-
tected value of pressure sensor are input to the
option controller.
2. When the option controller compares the input
signals and detects error beyond 0.5 MPa in 200
ms (0.2 seconds), the option controller blocks
current to the auxiliary and blade/outrigger sole-
noid valves.
3. Therefore, as the auxiliary and blade/outrigger
solenoid valves are turned OFF and pressure oil
from the pilot pump is blocked by the solenoid
valves, the actuators stop.
NOTE: If hydraulic oil temperature is low, the re-

quired time when the option controller de-
tects the signal is 0.2 second longer.
T2-2-102
Auxiliary Pedal
Blade/Outrigger
Lever
Blade/Outrigger Option Controller

Switch (Left Analog
Switch)
Pilot Pump
Auxiliary Solenoid Blade/Outrigger

Valve Solenoid Valve
Pressure Sensor
(Auxiliary)
Control Valve
TCJB-02-02-050
T2-2-103
Positioning and Assist Output Monitoring Control
Purpose: The option controller compares positioning

pedal and assist switch operations with the
detected value of pressure sensor. If the op-
tional controller recognizes abnormality, the
positioning and assist stop.
Operation:
1. Positioning pedal, assist switch operations and
the detected value of pressure sensor (position-
ing) are input to the option controller.
2. When the option controller compares the input
signals and detects error beyond 0.5 MPa in 200
ms (0.2 seconds), the option controller blocks
current to the positioning, assist and swing park-
ing brake release solenoid valve.
3. Therefore, as the positioning and assist sole-
noid valves are turned OFF and pressure oil from
the pilot pump is blocked by the solenoid valves,
the actuators stop.
NOTE: If hydraulic oil temperature is low, the re-

quired time when the option controller de-
tects the signal is 0.2 second longer.
T2-2-104
Positioning
Pedal
Assist Switch
Option Controller
Assist Switch
(Left Analog
Switch)
Swing Parking Brake

Release Solenoid
Valve
Pilot Pump
Assist Solenoid Positioning

Swing Motor
Pressure Sensor
(Positioning) Assist Control Positioning Control Swing Parking
Valve Valve Brake
TCJB-02-02-051
T2-2-105
Electric Lever Pilot Cut Control
Purpose: The option controller compares electric lever

(auxiliary pedal, positioning pedal,
blade/outrigger lever), blade/outrigger switch
and assist switch operations with the de-
tected value of pressure sensor. If the op-
tional controller recognizes abnormality, all
the solenoid valves stop.
Operation:
1. When error beyond 0.1 MPa between the electric
lever operation and the detected value of pres-
sure sensor is detected in 50 ms (0.5 seconds)
after some conditions in the following exist, the
option controller stops all solenoid valves.
2. Therefore, all operations by the electric levers and
switches become disabled and bungle is pre-
vented from occurring by output abnormality.
3. At this time, the option controller connects termi-
nal #A27 to the ground inside.
4. When the security relay is turned ON, the pilot
shut-off solenoid valve is turned OFF so that the
ground circuit in pilot shut-off solenoid valve may
be blocked.
5. Consequently, the front attachment/swing opera-
tion is disabled.
Condition:
Control: ON
• Positioning and Assist Output Monitoring Control:
ON
T2-2-106
Blade/Outrigger Assist Switch

Positioning Switch (Left (Left Analog Blade/Outrigger
Auxiliary Pedal Pedal Analog Switch) Switch) Assist Switch Lever
From
Fuse #4
Security
Relay
A27 Option Controller

Positioning
Solenoid Valve
Pilot
Shut-Off
Solenoid
Valve
Swing Parking Brake
Release Solenoid
Valve
Pilot Pump Swing Motor
Assist Sole-
Blade/Outrigger noid Valve
Auxiliary
Solenoid Valve Solenoid
Valve
Pressure Sensor
(Auxiliary)
Swing Parking Brake
Control Valve Positioning Assist Control
Control Valve Valve
Pressure Sensor TCJB-02-02-052
(Positioning)
T2-2-107
HSB Breaker Control (Optional)
IMPORTANT: HSB breaker is set at breaker 1 of

attachment mode in 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 monitor unit, the op-
tion controller activates the selector valve control
solenoid valve.
2. Pressure oil from the pilot pump flows through the
selector valve control solenoid valve, shifts the
selector valve, and the return circuit in breaker is
connected to the hydraulic oil tank.
3. At the same time, the option controller activates
the secondary relief control solenoid valve.
4. Pressure oil from the pilot pump flows the sec-
ondary pilot relief pressure control solenoid valve,
shifts the secondary pilot relief pressure control
valve, and reduces relief set pressure in breaker
circuit. T1V5-05-01-111
5. When the maximum pump 2 flow rate limit control

solenoid valve is activated in the monitor unit,
pump 2 flow rate can be adjusted finely.
T2-2-108
Attachment Breaker
Mode 1to 5
Monitor Unit
Dr. ZX
ICF
CAN Communication
MC Option Controller
Secondary Pilot Relief
Pressure Control Valve
Selector Valve
Secondary Pilot
Selector Valve Pressure Relief
Control Solenoid Secondary Pilot Valve
Valve Relief Pressure
Control Solenoid
Valve
From Pilot
Pump
Pump 2 Maximum
Flow Rate Limit Con-
trol Solenoid Valve
From Pump 2 Flow Rate Pump 2

Control Valve in Signal
Control Valve
TCJB-02-02-032
T2-2-109
Overload Alarm Control (Only Machines
Equipped with Optional Parts)
Purpose: Sounds the buzzer and displays the overload

alarm when boom raise operation like as
suspending is overloaded. Overload Alarm
Switch (Optional)
Operation:
1. When the following conditions exist, the optional
controller sends the signal to the monitor unit by
2. While receiving the signal from the optional con-
troller, the monitor unit grounds terminal #A9 in-
side.
3. The monitor unit sounds the buzzer and the
overload alarm is displayed.
Condition:
• Boom Bottom Pressure Sensor: Output signal M1J1-03-001
beyond the specification
• Overload Alarm Switch: ON
NOTE: Make overload alarm available by using Dr.

ZX.
NOTE: The alarm pressure setting of load on MC

can be adjusted in Dr.ZX.
T2-2-110
Overload Alarm
Switch: ON Dr. ZX
ICF
Boom Bottom
Pressure Sensor
Overload Alarm
Monitor Unit
Option Controller
CAN Communication
A9
Buzzer
From Fuse
#19
TCJB-02-02-053
T2-2-111
ELECTRIC AND HYDRAULIC COMPOSITE
CIRCUIT CONTROL
Blade/Outrigger Control (Operation Circuit)
Purpose: Operates the operate check valve for

blade/outrigger by the solenoid valve and
makes each blade/outrigger cylinder oper-
able.
NOTE: Independent circuits operate each cylinder

and are similar. Therefore, the front-right
outrigger cylinder operation is explained
here as an example.
Operation:
1. When the blade/outrigger selector switch is in the 5. Current from fuse #29 shifts the 2-spool solenoid
blade/outrigger ON position, current from fuse valve for outrigger relay (front-right) through
#29 magnetizes blade/outrigger main relay 1. blade/outrigger relay (front-right).
2. At this time, when the blade/outrigger lever is op- 6. As the 2-spool solenoid valve for outrigger relay
erated, the option controller grounds terminal (front-right) is shifted, pressure oil from the pilot
#B20 inside. pump shifts the operate check valve through the
solenoid valve.
NOTE: When the blade/outrigger lever is in neutral,
7. The operate check valve is opened and the out-
the option controller blocks the ground
rigger cylinder (front-right) can be operated.
connection to terminal #B20.
8. When the blade/outrigger lever is operated under
Therefore, blade/outrigger main relay 2 is
these conditions, the outrigger cylinder
turned OFF.
(front-right) is operated by pressure oil from the
control valve.
3. Current from fuse #29 magnetizes blade/outrigger
9. As terminals #B11 and #B13 are grounded, the
main relay 2 through blade/outrigger main relay 1.
option controller recognizes that the outrigger
4. When the left-right selector switch is in the right
cylinder (front-right) is operated.
and the front-rear selector switch is in the front,
10. The option controller sends the operating signal of
current from fuse #29 magnetizes blade/outrigger
blade/outrigger to the monitor unit by using CAN
relays (front-left), (rear-left) and (rear).
communication.
11. The monitor unit turns on the related indicator
(front-right) (green) on the Blade/Outrigger Setup
Screen.
T2-2-112
From Fuse
#29
Blade/Outrigger
Main Relay 1
Blade/Outrigger
Selector Switch Blade/Outrigger
Main Relay 2
Blade/Outrigger
Blade/Outrigger: Blade/ Outrigger Relay (Rear-Right)
Relay (Rear) Blade/Outrigger
ON
Relay (Front)
Blade/Outrigger
Relay (Rear-Left)
Blade/Outrigger
Relay (Front-Right)
Blade/Outrigger
Relay (Front-Left)
Front-Rear Left-Right Selector

Selector Switch
Switch
F R R L
Monitor Unit
CAN B20 B13 B4 B1 B11

Communi-
cation
Option Controller
Pilot Pump
Outrigger
Blade/Outrigger Cylinder
Setting Display (Front-Right)
2-Spool Solenoid Valve
(For Outrigger)
Control Valve Operate

Check Valve
TCJB-02-02-055
T2-2-113
Pilot Cut Control
Purpose: Prevents the front attachment and swing

operations from operating while the machine
travels by turning the blade/outrigger selec-
tor switch to the pilot cut position when the
machine travels with the pilot shut-off lever in
the UNLOCK position.
Operation:
1. When the pilot shut-off lever is in the UNLOCK 7. When the blade/outrigger selector switch is in the
position, the pilot shut-off relay is magnetized and pilot cut position, terminals #2 in blade/outrigger
current from fuse #4 flows to the ground through relays (front) and (rear) are grounded.
the pilot shut-off solenoid valve, pilot shut-off relay 8. Therefore, although the blade/outrigger selector
and security relay. switch and blade/outrigger main relay 1 becomes
2. Therefore, the pilot shut-off solenoid valve is faulty and current from fuse #29 flows into, the
shifted and the front attachment and swing op- blade/outrigger operation is prevented.
erations can be operated.
(Refer to the SYSTEM / Electrical System group.)
3. At this time, when the blade/outrigger selector
switch is in the pilot cut position, current from fuse
#4 magnetizes the security relay and turns on the
lock indicator in steering column console.
4. As the security relay is turned ON, current from
the pilot shut-off relay is blocked.
5. Therefore, as the pilot shut-off solenoid valve is
not shifted, pressure oil from the pilot pump is
blocked by the pilot shut-off solenoid valve.
6. Consequently, although the front attachment and
swing operations are operated, these operations
are inoperable.
T2-2-114
From Fuse
#29
Blade/Outrigger
Main Relay 1
Pilot Cut Position
Blade/Outrigger
Selector Switch
Blade/Outrigger
Relay (Rear) Blade/Outrigger
2 Relay (Front)
2
From Fuse #4
Pilot Shut-Off
Solenoid
Valve
Pilot
Shift-Off
Relay Security
Relay
Monitor
Unit
Steering
Column
Monitor
B20 B13 B4 B1 B11
Option Controller
Pilot Cut Indicator
TCJB-02-02-056
T2-2-115
(Blank)
T2-2-116
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, suction • The common rail distributes high-pressure fuel
control valve and EGR (Exhaust Gas Recirculation) produced by the supply pump to the injector in
motor in order to control the supply pump, injector each engine cylinder.
pump and EGR valve. • The injector injects high-pressure from the com-
mon rail.
• Fuel Injection Control
• Fuel Injection Amount Correction
• Preheating Control
• EGR Control
• Engine Stop Control
Crank Speed Sensor
Cam Angle Sensor
Coolant Temperature Sensor
Boost Pressure Sensor

CAN EGR Motor Position Sensor
EGR Motor
MC ECM
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.
• Fuel Injection Amount Control

• Fuel Injection Pressure Control
• Fuel Injection Timing Control
• Fuel Injection Rate Control
NOTE: Two-way valve controls:

•Fuel Injection Amount Control
•Fuel Injection Timing Control
•Fuel Injection Rate Control
Suction control valve controls:
•Fuel Injection Pressure Control
T2-3-2
SYSTEM / ECM System
Crank Speed Sensor
Cam Angle Sensor

EGR Motor
MC ECM
Common Rail Two-Way Valve

Pressure Sensor
Suction Control
Valve
Common Rail
Supply Pump
Injector
Fuel Tank
T1GR-02-02-001
T2-3-3
SYSTEM / ECM System
Fuel Injection Amount Control
Purpose: Controls the best fuel injection amount.
Operation:
1. ECM detects the engine speed according to the
signals from the crank speed sensor and cam
angle sensor.
2. MC calculates the target engine speed according
to the signals from the engine control dial, sen-
sors and switches and sends the signals to ECM.
3. ECM mainly controls fuel injection amount by
turning ON/OFF for two-way valve in injector ac-
cording to the engine speed and the signals from
MC.
T2-3-4
SYSTEM / ECM System
Crank Speed Sensor

Hydraulic Oil
Pressure Cam Angle Sensor
Temperature
Sensor Sensor Atmospheric Pressure
Sensor
Fuel Temperature
Engine
Sensor
Control Dial
Coolant Temperature
Sensor
Intake-Air Temperature
Sensor
Auto-Idle
Switch Boost Pressure Sensor
Boost Temperature
Sensor
Engine Oil Pressure
Sensor
Power Mode EGR Motor Position
Switch Sensor
EGR Motor
HP Mode
MC ECM
E Mode
P Mode
Pressure Sensor
Engine Speed Control Monitor Unit

Pedal
Digging Attachment
Dial Mode Mode Common Rail
Creeper
FNR Switch
Forward
Pump 2 Delivery
Neutral Pressure Sensor
Fuel Tank Supply Injector
Reverse Pump
Brake Switch
Parking
Brake
Pump 1 Delivery
Axle Lock Pressure Sensor
Auto-Axle
Lock
Pump 1 Control Pressure Sensor
OFF
TCJB-02-03-002
NOTE: The illustration shows when sending the

signals of target engine speed are sent to
ECM from MC.
T2-3-5
SYSTEM / ECM System
Fuel Injection Pressure Control
Purpose: Controls fuel pressure in the common rail in

order to control fuel injection pressure.
Operation:
1. ECM calculates fuel injection amount according to
the engine speed and the signals from MC by
using CAN communication. (Refer to the page on
Fuel Injection Amount Control.)
2. The common rail pressure sensor sends the sig-
nals according to pressure in the common rail to
ECM.
3. ECM calculates the best fuel pressure in common
rail according to the engine speed, fuel injection
amount and the signals of common rail pressure.
4. ECM drives the suction control valve in supply
pump and supplies the best pressure of fuel to the
common rail.
5. Fuel according to fuel pressure in the common rail
is supplied to the injector from the common rail.
T2-3-6
SYSTEM / ECM System
Crank Speed Sensor
Hydraulic Oil Cam Angle Sensor

Pressure Temperature
Sensor Sensor Atmospheric Pressure
Sensor
Fuel Temperature
Engine Sensor
Control Dial Coolant Temperature
Sensor
Intake-Air Temperature
Sensor
Auto-Idle Boost Pressure Sensor
Switch
Boost Temperature
Sensor
Engine Oil Pressure
Sensor
EGR Motor Position
Power Mode
Sensor
Switch
EGR Motor
HP Mode
MC ECM
E Mode
P Mode
Pressure Sensor
Engine Speed Control Monitor Unit

Pedal
Digging Attachment
Dial Mode Mode Common Rail
Creeper
Suction Control
Valve
FNR Switch
Forward
Pump 2 Delivery
Neutral Pressure Sensor
Fuel Tank Supply Injector
Reverse Pump
Brake Switch
Parking
Brake
Pump 1 Delivery
Axle Lock Pressure Sensor
Auto-Axle
Lock
OFF
TCJB-02-03-003
T2-3-7
SYSTEM / ECM System
Fuel Injection Timing Control
Purpose: Calculates the best fuel injection timing.
Operation:
1. ECM calculates the fuel injection timing according
to engine speed and fuel injection amount.
2. ECM controls the two-way valve in injector by
turning ON/OFF according to fuel injection timing.
Fuel Injection Rate Control
Purpose: Improves combustion in the engine cylinder.
Operation:
1. The injector injects small amount of fuel (pilot in-
jection) first and ignites.
2. After igniting, the injector injects fuel (main injec-
tion).
3. ECM controls fuel injection timing and fuel injec-
tion amount by turning the two-way valve in in-
jector ON/OFF.
• Fuel Injection Operation

1. The nozzle in injector is always pressured.
2. When the two-way valve is turned ON,
high-pressure fuel in the control chamber flows
through orifice 1.
3. Therefore, the hydraulic pressure piston is raised
and the nozzle opens so that the injection starts.
4. When the two-way valve is turned OFF,
high-pressure fuel from the common rail flows to
the control chamber through orifice 2.
5. Therefore, when high-pressure flows to the con-
trol chamber, the hydraulic pressure piston is
lowered.
6. Consequently, the nozzle is closed and injection
stops.
T2-3-8
SYSTEM / ECM System
1. Two-Way Valve: ON 2. Injection Start
From ECM From ECM
Two-Way Valve
Two-Way Valve
Returning to Fuel Tank Returning to Fuel Tank

From Common From Common
Rail Rail
Orifice 1
Control Cham-
ber
Control Cham-
ber
Hydraulic Pres-
sure Piston
Nozzle Nozzle
3. Two-Way Valve: OFF 4. Injection Stop
From ECM From ECM
Two-Way Valve Two-Way Valve
From Common From Common

Rail Rail
Orifice 2
Hydraulic Hydraulic
Pressure Piston Pressure Piston
Nozzle Nozzle
T1GR-02-02-012
T2-3-9
SYSTEM / ECM System
FUEL INJECTION AMOUNT CORRECTION
CONTROL
Purpose: Corrects fuel injection amount to the best
fuel injection timing and amount.
1. When the engine starts and engine speed is lower

than the engine start correction speed (550 min−1),
ECM corrects fuel injection amount. (Start Cor-
rection)
2. ECM corrects fuel injection amount according to
the signals from the atmospheric pressure sensor.
(High Altitude Correction)
3. ECM controls the two-way valve in injector and
controls the best fuel injection amount.
Crank Speed Sensor
Cam Angle Sensor
Coolant temperature sensor

EGR Motor
ECM
MC
Two-Way Valve
Common Rail
Pressure Sensor
Suction Control
Valve
Common Rail
Supply Pump
Fuel Tank Injector
T1J1-02-03-003
T2-3-10
SYSTEM / ECM System
PREHEATING CONTROL
From Terminal M
Coolant Temperature
in Key Switch
Purpose: Warm the engine, makes the engine start, Sensor
and reduces white smoke and noise when
starting the engine. Preheats after the engine
starts and makes idling immediately when
the engine starts.
Operation: Fuse Box

1. The signal from the coolant temperature sensor is
sent to the ECM. ECM
2. When the key switch is turned ON, electrical cur-
rent from terminal M in the key switch flows to the
glow plug relay.
3. ECM connects the ground circuit of glow plug re-
lay according to the signals from coolant tem-
perature sensor and controls time for continuity of
electrical current for the glow plug.
From Battery
Glow Plug Relay
Glow Plug TCJB-02-03-008
T2-3-11
SYSTEM / ECM System
EGR (EXHAUST GAS RECIRCULATION)
CONTROL
Purpose: Re-circulates a part of exhaust gas in the
intake manifold and combines it with in-
take-air. Therefore, combustion temperature
is lowered and generation of oxide of nitro-
gen (NOx) is controlled.
Operation:
• EGR Gas Amount Control
1. ECM decides EGR gas amount according to en-
gine speed, fuel flow rate, coolant temperature,
atmospheric pressure and intake-air temperature.
2. ECM drives EGR motor, opens EGR valve and
exhausts EGR gas in response to engine condi-
tion so that EGR gas is combined with intake-air.
3. At the same time, ECM detects the opening
amount of EGR valve by using EGR motor posi-
tion sensor.
• EGR Gas Cooling

1. EGR gas is cooled by the cooling system in EGR
gas passage.
2. Cooled EGR gas is combined with intake-air so
that combustion temperature is lowered and NOx
is generated lower.
• Lead Valve
1. The lead valve prevents fresh air from entering
into the EGR gas passage and EGR gas from
flowing in reverse direction.
2. Therefore, EGR gas flows to one direction and
EGR gas amount increases.
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 Sensor
From Suction
Intercooler EGR Motor
Lead Valve
ECM
Crank Speed Sensor
Cam Angle Sensor
Common Rail Pressure Sensor

T1V1-02-02-007
T2-3-13
SYSTEM / ECM System
ENGINE STOP CONTROL
• Although the keys witch is turned to OFF, the engine

does not stop. (Emergency Stop)
When the engine does not stop due to some troubles

that the machine is broken or damaged with the key
switch OFF, turn (lower) the engine stop switch to the
ON position. Then, the engine stops. After that, return
(raise) the engine stop switch to the OFF position.
CAUTION: Do not use the engine stop switch

except when unavoidable. When the machine
stops due to the machine breakdown, do not
start the machine until repair is completed.
1. When the engine stop switch is turned to the ON

position, electrical current from fuse #8 flows to
terminal #47 in ECM.
2. ECM stops fuel injection of the injector and stops
the engine.
3. At the same time, ECM turns the ECM main relay
OFF.
4. After the ECM main relay is turned OFF, ECM is
turned OFF.
T2-3-14
SYSTEM / ECM System
From Battery
Engine Stop Switch
ECM Main Relay
47
ECM
Injector
TCJB-02-03-007
T2-3-15
SYSTEM / ECM System
(Blank)
T2-3-16
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system is broadly divided into four
circuits, the pilot circuit, the service brake circuit, the
steering circuit and the main circuit.
Pilot Circuit:
Power Source Controller Pilot Circuit

Pilot Pumps → Front Attachment Pilot Valve → Front Attachment Operation Circuit
Travel Pilot Valve Travel Operation Circuit
Pump Regulator Pump Control Circuit
3-Spool Solenoid Valve Unit Valve Control Circuit
Max. Pump 2 Flow Rate Hydraulic Oil Heat Circuit
Limit Solenoid Valve Swing Parking Brake Release Circuit
Signal Control Valve Travel Mode Selector Control Circuit
Transmission Changeover Work Brake Circuit
Solenoid Valve Blade/Outrigger Operation Circuit
Blade/Outrigger Solenoid
Valve
Service Brake Circuit / Steering Circuit:
Power Source Controller Actuator

Steering Pump → Steering Valve → Steering Cylinder
Accumulator Charging
Valve
↓
Brake Valve → Front Brake
Rear Brake
Main Circuit:
Power Source Controller Actuator

Main Pumps → Control Valves → Motors
Cylinders
Front Attachments (Optional)
T2-4-1
PILOT CIRCUIT
Outline:
Pressure oil from the pilot pump is used as operation
pressure as follows.
• Operation Circuit (Front Attachment, Travel,

Blade/Outrigger)
• Swing Parking Brake Release Circuit
• Valve Control Circuit
• Hydraulic Oil Heat Circuit
• Work Brake Circuit
• Axle Lock Circuit
• Travel Mode Selector Circuit
• Blade/Outrigger Circuit
• Pump Control Circuit
• Front Attachment Operation Circuit
• Positioning Control Circuit
T2-4-2
Front Attachment, Travel, Blade / Outrigger
Operation Circuits, Swing Parking Brake Release
Circuit, Valve Control Circuit, Hydraulic Oil Heat
Circuit, Work Brake Circuit and Axle Lock
Release Circuit
Operation Control Circuit
Travel Pilot Valve Left Pilot Valve Right Pilot Valve Blade/Outrigger
Solenoid Valve
Travel
Shockless Valve Swing
Shockless Valve
Pilot Shut-Off Swing

Solenoid Valve Parking
Signal Control Valve Brake
Release To Control Valve
Circuit Spool
Swing Motor
Hydraulic Oil To Control Valve
Heat Circuit Spool
Bucket Flow Rate Control Valve Hose Rupture Valve (Boom)
Boom Anti-Drift Valve

Arm Anti-Drift Valve
Bypass Shut-Out Valve
Solenoid Valve Unit Hose Rupture Valve (Arm)
SI Arm Regenerative Valve

SF
SC
Control Valve
Brake Valve Axle Lock Valve Control

Work Brake Cylinder Circuit
Circuit Hydraulic
Oil Tank
Axle Lock Operation Check
Release Circuit Valve
Suction
Filter
Pilot Relief
Valve
Pilot Pump
Pilot Filter
TCGB-02-04-001
T2-4-3
Pump Control Circuit, Blade/Outrigger Circuit
and Travel Mode Selector Circuit
Travel Pilot Valve Left Pilot Valve Right Pilot Valve Blade/Outrigger
Solenoid Valve
Travel
Shockless Swing
Valve Shockless Valve
Pilot Shut-Off
Solenoid
Valve
Maximum Pump 2 Flow

Rate Limit Control Solenoid
Valve Torque Control
Shuttle Solenoid Valve
Valve
Maximum Pump 2
Flow Rate Limit
Control Solenoid
Valve
SA SB ST
Blade/
Outrigger Blade/Outrigger
Cylinder Cylinder
Solenoid Solenoid Valve Maximum
Valve Pump 1 Flow
Rate Limit
Control 1 2
Operation Operation Solenoid
Check Valve Check Valve Valve
Cylinder
Cylinder
Regulator
Blade/Outrigger Circuit Pump Control

Circuit Hydraulic
Travel Mode Selector Circuit Oil Tank
Transmission
Changeover Suction
Solenoid Valve Filter
Transmission
Pilot Pump
Pilot Relief
Valve
Pilot Filter
TCGB-02-04-002
T2-4-4
Front Attachment Operation Circuit (Optional)
and Valve Control Circuit Operation Control Circuit
Travel Pilot Valve Left Pilot Valve Right Pilot Valve

Auxiliary Solenoid
Valve
Travel
Swing
Shockless Valve
Shockless Valve
Pilot Shut-Off
Solenoid Valve
Signal Control Valve To Control Valve

Spool
Auxiliary Flow
Combiner
Control
Solenoid Valve
Pressure
Reducing
Valve
Auxiliary Shuttle
Flow Rate Valve
Control
Solenoid Auxiliary Flow Combiner
Valve Valve
Auxiliary Flow Rate
Secondary Control Valve
Pilot Relief
Pressure Shuttle Bypass Shut-Out Valve
Control Valve Valve
Selector Control Valve

Valve
Valve Control Circuit
Hydraulic
Oil Tank
Selector Valve
Control Solenoid
Valve
Suction
Filter
Secondary Pilot
Relief Pressure Pilot Pump
Pilot Relief
Control
Valve
Solenoid Valve
Pilot Filter
TCGB-02-04-003
T2-4-5
Positioning Control Circuit (2-Piece Boom Only)
and Valve Control Circuit
Positioning
Solenoid Valve
Positioning Control
Valve
Operation
Control
Circuit
Shuttle
Valve
Pilot Shut-Off Hose Rupture Valve
Solenoid (Positioning)
Valve
Signal Control
Valve
Bypass Shut-Out
Valve
Control Valve
Valve Control Circuit
Hydraulic Oil
Tank
Suction
Filter
Pilot Pump
Pilot Relief
Valve
Pilot Filter
T21W-02-04-004
T2-4-6
(Blank)
T2-4-7
Front Attachment, Travel Operation Circuits
• Each pilot valve controls pressure oil from the

pilot pump and operates the spools in control
valve.
• A signal control valve is located in the circuit
between front attachment and travel pilot valves
and the control valve. The shockless valve built in
boom raise circuit in signal control valve buffers
movement of the spool in control valve. (Refer to
the COMPONENT OPERATION / Signal Control
Valve group.)
• A travel shockless valve is located in the travel
operation circuit.
A swing shockless valve is located in the swing
operation circuit.
A slow return valve (swing shockless valve) is
located in the arm roll-out operation (arm roll-in
return) circuit.
Each valve is in order to buffer movement of the
spools in control valve. (Refer to the
COMPONENT OPERATION / Others
(Upperstructure) group.)
T2-4-8
Travel
Pilot Left Pilot Right Pilot
Valve Valve Valve
Slow Return Valve
Swing Shockless
Valve
Signal Control
Valve
11 12 4 1 8 7 6 5 Control Valve
Travel Shockless 3 2
Valve
12 11
7 8
2
1
1
4
3
3
Pilot Pump
5 6
TCGB-02-04-009
1- Boom Raise 4- Arm Roll-In 7- Bucket Roll-In 11 - Travel Reverse

2- Boom Lower 5- Left Swing 8- Bucket Roll-Out 12 - Travel Forward
3- Arm Roll-Out 6- Right Swing
T2-4-9
Blade/Outrigger, Auxiliary, Positioning Control
Circuits
• The blade/outrigger, auxiliary and positioning are

the electric levers. When each electric lever is
operated, the option controller activates each
solenoid valve of the blade/outrigger, auxiliary or
positioning. Therefore, pressure oil from the pilot
pump flows to the control valve through each
solenoid valve and moves the control valve
spools. (Refer to the SYSTEM / Control System
group.)
T2-4-10
Blade/Outrigger Blade/Outrigger Auxiliary Positioning
Switch Lever Pedal Pedal
Optional Controller
9 10 13 14 31 32
Blade/Outrigger Auxiliary
Positioning
Solenoid Valve
Valve
Control Valve
9 10
13 14
Pilot Pump
31
32
Positioning Control
Valve TCGB-02-04-010
9 - Blade/Outrigger Lower 13 - Auxiliary (Open) 31 - Positioning Lower 32 - Positioning Raise

10 - Blade/Outrigger Raise 14 - Auxiliary (Close)
T2-4-11
Pump Control Circuit (Refer to the COMPONENT
OPERATION/Pump Device group.)
• Pump Delivery Flow Rate Control by Flow Rate

Control Pressure Pi
• Pilot pressure from the control valve is selected
by the shuttle valve in signal control valve and the
pump 1 flow rate control valve or pump 2 flow
rate control valve in signal control valve is shifted.
• Pilot pressure from the positioning is selected by
the external shuttle valve and the pump 1 flow
rate control valve in signal control valve is shifted.
• Pilot pressure oil from the pilot pump is supplied
to main pump 1 or 2 through the max. pump 1
and 2 flow rate limit control valves as flow rate
control pressure Pi by shifting the pump 1 flow
rate control valve or pump 2 flow rate control
valve.
NOTE: When operating boom raise/lower, arm

roll-out/in, bucket roll-in/out, travel
(forward/reverse) and positioning, flow rate
control pressure Pi is supplied to main
pump 1.
When operating boom raise, arm roll-out/in,
swing (right/left), blade/outrigger and
auxiliary, flow rate control pressure Pi is
supplied to main pump 2.
• Pump Control by Torque Control Solenoid Valve

• Pilot pressure from the pilot pump is controlled by
the torque control solenoid valve and supplied to
main pumps 1 and 2 as torque control pressure
Pps.
T2-4-12
Travel Pilot Left Pilot Right Pilot

Valve Valve Valve
Blade/
Outrigger Auxiliary Positioning
Solenoid Solenoid Solenoid
Valve Valve Valve
Shuttle Valve
Signal Control
Valve
Shuttle Valve
Pump 1 Flow
Rate Control
Valve Pump 2 Flow Rate
Control Valve
Control Valve
Flow Rate
Control
Pressure
(Pressure Pi)
Torque Control
Torque Control Pressure
Solenoid Valve (Pressure Pps)
Pilot Pump
Maximum Pump 2 TCGB-02-04-005
Maximum Pump 1 Flow Flow Rate Limit
Rate Limit Control Control Solenoid
Solenoid Valve Valve
T2-4-13
Valve Control Circuit (Refer to the COMPONENT
OPERATION/Control Valve group.)
• Pilot pressure from the pilot valve, solenoid valve

units (SC), bucket flow rate control valve control
spool in signal control valve controls the valves
below.
• Boom lower pilot pressure: Boom anti-drift valve,

bypass shut-out valve and hose rupture valve
(boom)
• Arm roll-in pilot pressure: Arm anti-drift valve,
hose rupture valve (arm) and bucket flow rate
control valve control spool
• Positioning lower pilot pressure: Bypass shut-out
valve, hose rupture valve (positioning)
• Solenoid valve unit (SC): Arm regenerative valve
• Bucket flow rate control valve spool: Bucket flow
rate control valve
(Optional)
• Auxiliary flow combiner control solenoid valve:
Auxiliary flow combiner valve, bypass shut-out
valve
• Auxiliary flow rate control solenoid valve: Auxiliary
flow rate control valve
• Pressure reducing valve (front attachment, travel
pilot pressures): Auxiliary flow combiner valve
T2-4-14
Arm Boom
Roll-In Lower Bucket Flow Rate
Control Valve Spool
Auxiliary Positioning
Valve
32
Shuttle Valve
Auxiliary Flow
Combiner Control
Solenoid Valve
Auxiliary Flow
Rate Control
Solenoid Valve
Signal Control Pressure

Valve 4 2 Reducing Valve
Shuttle Valve
Auxiliary Flow
Combiner Valve
Auxiliary Flow
Rate Control
Valve
Bucket Flow Rate

Control Valve
2
To Hose Rupture Boom Anti-Drift
Valve (Arm) Valve
To Hose Rupture
SC Valve (Boom)
4
Arm Anti-Drift
Valve
Arm Regenerative
Valve
Bypass
Shut-Out Valve
32
To Hose Rupture
Valve (Positioning) TCGB-02-04-006
T2-4-15
Swing Parking Brake Release Circuit (Refer to the
COMPONENT OPERATION / Swing Device
group.)
• When operating the front attachment, swing,

blade/outrigger or auxiliary, pilot pressure is
selected by the shuttle valve in signal control
valve and shifts the swing parking brake release
spool.
• When operating the positioning or assist
(optional), shifts the swing parking brake release
solenoid valve.
• As a result, the release signal pressure is
supplied to the swing motor and the swing
Axle Lock Release Circuit (Refer to the

COMPONENT OPERATION / Travel Device
group.)
• Pilot pressure from solenoid valve unit (SI) shifts

the operation check valve in axle lock cylinder.
• Consequently, the axle lock cylinder can oscillate
and releases the axle lock.
Hydraulic Oil Heat Circuit (Refer to the

COMPONENT OPERATION / Others
(Upperstructure) group.)
• When the pilot shut-off solenoid valve is closed,

the pilot pressure oil is routed to the signal control
valve so that hydraulic oil is warmed while
passing through the orifice in the signal control
valve.
• The warmed pilot pressure oil flows to the signal
control valve and pilot valves so that the pilot
system components are warmed.
Work Brake Circuit
• Pilot pressure from solenoid valve unit (SF) shifts

the brake valve.
• Pressure oil from the accumulator charging valve
acts on the front brake and rear brake through the
brake valve by shifting the brake valve.
• Consequently, the brake is applied.
T2-4-16
Left Pilot Right Pilot

Valve Valve
Blade/Outrigger Auxiliary Swing Parking

Solenoid Valve Solenoid Brake Release
Pilot Shut-Off
Solenoid Valve
Swing Motor
Signal
Control
Valve
Swing Parking Brake

Operation
Release Spool
Solenoid Valve Check Valve
Unit
SI
SF
Axle Lock Cylinder
Brake Valve
Front Brake
Pilot Steering
Pump Pump
Accumulator
Charging
Valve
Rear Brake
TCGB-02-04-007
T2-4-17
SERVICE BRAKE CIRCUIT
• Pressure oil from the steering pump acts on the NOTE: Pressure in the service brake circuit is kept
brake valve through the steering valve (priority for a specified period of time due to
valve) and accumulator charging valve. functions of the accumulator and check
(Refer to the COMPONENT OPERATION / valve with the engine stopped.
Steering Valve group.)
• Pressure oil from the accumulator charging valve
acts on the front brake and rear brake and
operates the brakes by operating the brake valve.
Steering Valve
Front Brake
Priority Valve
Accumulator
Brake Valve
Accumulator
Charging Valve
Steering Filter
Check Valve Accumulator
Steering Pump
Rear Brake
TCJB-02-04-012
T2-4-18
STEERING CIRCUIT
• Pressure oil from the steering pump flows to the

steering valve through the steering filter and
priority valve.
(Refer to the COMPONENT OPERATION /
Steering Valve group.)
• The steering valve is actuated by rotation of the
steering wheel and pressure oil flows to the
steering cylinder so that the front wheels changes
their directions.
Steering Valve
Priority Valve Steering Cylinder
Accumulator
Charging Valve
Steering Filter
Steering Pump
TCJB-02-04-013
T2-4-19
MAIN CIRCUIT
Outline
• Main pumps 1 and 2 draw hydraulic oil from the
hydraulic oil tank. Main pump 1 and main pump 2
deliver pressure oil to the 4-spool control valve
and the 5-spool control valve respectively.
• Pressure oil from the parallel circuit in 4-spool
control valve is routed to the auxiliary control
valve.
• Delivered hydraulic oil is routed to the motor or
cylinder in response to operation of the control
valve spool.
• Return oil from the motor and/or cylinder flows
back to the hydraulic oil tank through the control
valve and/or oil cooler.
• When oil temperature is low (high viscosity), oil
flow resistance increases in the oil cooler, which
opens the bypass check valve and hydraulic oil
directly returns to the hydraulic oil tank.
T2-4-20
Blade/Outrigger
Cylinder
Travel Motor
Bucket Cylinder
Optional
Attachment
Control Valve
Boom Cylinder
4-Spool
Arm Cylinder Section
Blade/Outrigger Travel
Auxiliary Bucket
Boom 2 Boom 1
Arm 1 Arm 2 Positioning

Control Valve
Swing
Positioning
5-Spool
Section
Bypass
Check Valve
Swing Motor
Main Main
Pump 2 Pump 1
Oil Cooler
Suction Filter Hydraulic

Oil Tank
Positioning
Cylinder
T16W-02-04-004
T2-4-21
Neutral Circuit
• When the control lever is in neutral, pressure oil
from the main pump passes through the control
valve and returns to the hydraulic oil tank.
• The parallel circuit is located in the 4-spool
section and 5-spool section respectively so that
combined operation is possible.
Single Operation Circuit

• Pressure oil from main pump 1 is routed to the
4-spool control valve and is further routed to each
spool of travel, bucket, boom 1 and arm 2.
• Pressure oil from main pump 2 is routed to the
5-spool control valve and is further routed to each
spool of swing, arm 1, boom 2, auxiliary and
blade/outrigger.
• The boom and arm are actuated by pressure oil
from two main pumps. Pressure oil from each
main pump is combined and supplied together.
T2-4-22
Blade/Outrigger
Cylinder
Travel Motor
Blade/Outrigger Parallel Circuit
5-Spool Section 4-Spool Section
Travel
Optional Bucket
Attachment Cylinder
Auxiliary
Neutral Circuit
Bucket
Arm Cylinder
Boom 2
Boom 1 Neutral Circuit
Swing Motor
Arm 1 Boom Cylinder
Arm 2
Swing
Flow Combiner
Circuit
Parallel Circuit
Pump 2 Pump 1
T16W-03-03-042
T2-4-23
Positioning Circuit (2-Piece Boom)
When operating boom lower and positioning, pressure

oil from each pilot valve flows to the bypass shut-out
valve through the shuttle valve. Therefore, the bypass
shut-out valve is switched.
• During Single Operation:
As the bypass shut-out valve is switched, the
neutral circuit in 4-spool section of control valve is
blocked and pressure oil from pump 1 is supplied
to the positioning control valve.
• During Combined Operation:
When operating combined operation of boom,
arm or bucket and positioning, the neutral circuit
in 4-spool is blocked by each spool.
Pressure oil from pump 1 is supplied to the
positioning control valve through the 4-spool
section parallel circuit.
T2-4-24
4-Spool Section
Parallel Circuit
4-Spool Section
Neutral Circuit
Pilot Pressure
from Attachment
or Positioning
Bypass
Shut-Out Valve
Positioning
Cylinder
Pump 1
Positioning Control TCGB-03-03-003

Valve
T2-4-25
Combined Operation Circuit
• Swing and Boom Raise Operation

• When the boom is raised while swinging, pilot
pressure shifts the spools of swing, booms 1 and
2.
• Pressure oil from pump 1 flows to the boom
cylinder through the parallel circuit, boom flow
rate control valve and boom 1 spool so that the
boom is raised.
• Pressure oil from pump 2 flows to the swing
motor through the swing spool and swings.
• At the same time, pressure oil flows to the boom
cylinder through the parallel circuit, boom 2 spool
and is combined with pressure oil from pump 1 so
that the boom is raised.
T2-4-26
Parallel Circuit
Boom 2 Boom
Boom 1 Cylinder
Swing Motor
Swing
Parallel Circuit
Pump 2 Pump 1 T16W-02-04-005
T2-4-27
Auxiliary Flow Combiner Circuit (Only the
machines equipped with the optional parts)
• When the front attachment as a hydraulic breaker
is operated, pilot pressure from the auxiliary flow
combiner selector solenoid valve shifts the
auxiliary flow combiner valve and bypass shut-out
valve.
• When the bypass shut-out valve is shifted, the
neutral circuit in 4-spool section is blocked.
• Consequently, pressure oil from pump 1 flows
through the auxiliary flow combiner valve and is
combined with that from pump 2 so that
spool.
NOTE: During operation of boom raise/lower, arm

roll-in/out, bucket roll-in/out and right /left
travel, operating pressure for each from the
signal control valve (port SN) acts on the
auxiliary flow combiner valve (port SN).
This operating pressure pushed back the
auxiliary flow combiner valve and blocks
pressure oil from pump 1.
As the pressure reducing valve decreases
operating pressure above, combined oil
flow rate to the auxiliary circuit can be
adjusted.
NOTE: During combined operation of attachment

(pulverizer, crusher) and front attachment,
MC activates the auxiliary flow rate control
solenoid valve and shifts the auxiliary flow
rate control valve.
Therefore, as pressure oil to the
attachment decreases and that to the front
attachment increases, operability of the
front attachment is improved. (Refer to the
SYSTEM/Control System group.)
T2-4-28
Pressure Front Attachment,

Reducing Valve Travel Pilot Valve Front Attachment
(Optional) Pressures Pilot Pressure

(Optional)
Auxiliary Flow
Combiner Valve
SN SM
Optional
Neutral Circuit
Attachment
Auxiliary
From Auxiliary Flow

Rate Control
Solenoid Valve
Auxiliary
Flow Rate
Control
Valve
SJ
Bypass
Shut-Out Valve
Pump 2 Pump 1
TCGB-02-04-011
T2-4-29
(Blank)
T2-4-30
SYSTEM / Electrical System
OUTLINE
The electrical circuit is broadly divided into the main
circuit, monitor circuit, control circuit and steering
column monitor circuit.
• Main Circuit
The engine and accessory operation related circuit.
• Monitor Circuit
The electrical circuit group consists of the monitors,
sensors and switches, and displays the machine
operation status.
• Control Circuit (Refer to the SYSTEM / Control Sys-

tem group.)
The control circuit is categorized into the engine,
pump and valve control circuits. Each circuit con-
sists of the actuators such as solenoid valves, MC
(main controller), ECM (engine control module),
switch panels, sensors and pressure switches.
• Steering Column Monitor Circuit

This circuit is used when the machine travels and
consists of head light, turn signal light, stop light and
steering column monitor.
T2-5-1
MAIN CIRCUIT
The major functions and circuits in the main circuit are
as follows.
• Electric Power Circuit: Supplies all electric power

to all electrical systems on this machine. [Key
Switch, Batteries, Fuses (Fuse Boxes, Fusible
Links), Battery Relay]
• Accessory Circuit
Becomes operative when the key switch is turned
to the ACC position.
• Starting Circuit
Starts the engine. [ Key Switch, Starter, Starter
Relay]
• Charging Circuit
Charges the batteries. [Alternator, (Regulator)]
• Serge Voltage Prevention Circuit

Prevents the occurrence of serge voltage devel-
oped when stopping the engine. [ Load Damp
Relay]
• Pilot Shut-Off Circuit (Key Switch: ON)

Supplies pressure oil to the pilot valve from the
pilot pump by the pilot shut-off solenoid valve.
• Security Lock Circuit

Cut electrical current for starting from the key
switch according to the signals from external
alarm system or monitor unit. Turns the pilot
shut-off solenoid valve OFF and blocks the pilot
circuit.
• Engine Stop Circuit (Key Switch: OFF)

Stops the engine by using ECM. (MC, ECM)
• Security Horn Circuit

Operate the security horn according to the signals
from external alarm system or monitor unit.
• Working Light Circuit

Turn on the work light and cab light.
• Wiper Circuit
Operate the intermittent operation of wiper and
the washer.
T2-5-2
(Blank)
T2-5-3
ELECTRIC POWER CIRCUIT (KEY
SWITCH: OFF)
The battery ground terminal is connected to the vehi-
cle frame. Current from the battery plus terminal flows
as shown below when the key switch is turned OFF.
Battery
↓ →Fuel Pump (Power)
Fusible Link →Terminal #8: ECM Main Relay (Power)
→Glow Plug Relay (Power)
→Terminal #9: Radio (Backup Power)
→Key Switch Terminal B
Security Horn (Power)
→Load Damp Relay (Power)
Security Horn Relay (Power)
→Fuse Box
→Terminal #10: MC (Power), ICF (Power)
→Terminal #11: Horn Relay (Power)
→Terminal #19: Monitor Unit (Backup Power)
Buzzer (Power)
→Terminal #20: Optional
→Terminal #24: Hazard Flasher
Turn Signal Light Relay (Left)
Turn Signal Light Relay (Right)
Hazard Switch
→Terminal #39: Option Controller (Power)
T2-5-4
Key Switch
Fuel Pump
Fuse Box
Fusible Link
Battery
Load
Damp
Relay
Glow Plug Relay
ECM Main Relay

Radio, Security Horn,
Security Horn Relay
MC, ICF
Optional Option
Monitor Unit, Buzzer Controller
Hazard Flasher,
Horn Relay Turn Signal Light Relay (Left),
Turn Signal Light Relay (Right),
Hazard Switch
TCJB-02-05-001
T2-5-5
ACCESSORY CIRCUIT
1. When the key switch is turned to the ACC posi-
tion, terminal B is connected to terminal ACC in
the key switch.
2. Current from key switch terminal ACC flows to ra-
dio (#12), cab light (#12), lighter (#13) and auxil-
iary (#15) through the fuse box and makes each
accessory operable.
T2-5-6
Key Switch
Fuse Box
Battery
15 12
13
Radio, Cab Light
Cigar Lighter
Auxiliary
TCJB-02-05-002
T2-5-7
STARTING CIRCUIT (KEY SWITCH:
START)
1. When the key switch is turned to the START posi- NOTE: As no current flows to terminal S with
tion, terminal B is connected to terminals M and starter cut relay ON, the engine does not
ST in the key switch. start.
2. As current from terminal M excites the battery re-
lay, battery current is routed to starter terminal B
and starter relay terminal B through the battery
relay.
3. When the following conditions exist, current from
terminal ST flows to starter relay terminal S
through the starter cut relay.
4. Current flows to the starter relay coil and starter
relay is turned ON.
5. Current flows to starter terminal C from starter
relay terminal C.
6. Consequently, the relay in starter is turned ON so
that the starter begins rotating.
7. On the other hand, current from key switch ter-
minal M flows to MC, ECM, ICF, monitor unit and
option controller through fuse #18 as a signal in-
dicating that the key switch is in the ON or START
position.
8. As soon as ECM receives this signal, ECM turns
the ECM main relay ON.
9. Current from the battery flows to ECM through
fuse #8, the ECM main relay and fuse #14 and
the main power is turned ON.
10. ECM makes the engine starting condition.
Engine Starting Conditions:

• Pilot Shut-Off Lever: LOCK position
• Engine Stop Switch: OFF
T2-5-8
Key Switch
Fusible Ｂ ST
Link (45A) M
Battery
Battery 8 18
Relay Starter Cut
Relay
Starter
Starter
Relay
Engine
Stop
Switch
ECM
Main
Relay
Brake
P (Parking Switch
Brake) Position
Option
ECM MC Monitor Unit ICF Controller
TCJB-02-05-004
T2-5-9
Starter Relay Operation
1. When the key switch is turned to the START posi-
tion, key switch terminal B is connected to termi-
nal ST.
2. Current from the battery is routed to the base in
transistor (Q2) through resistance R4 in starter
relay. Then, transistor (Q2) is turned ON and cur-
rent flows to coil (L) in starter relay.
3. Therefore, starter terminal B is connected to ter-
minal C and the starter is operated.
4. After the engine starts, the alternator starts gen-
erating electricity and voltage at starter relay ter-
minal R increases.
5. When this voltage increases up to 21 to 22 V,
zener diode (Z) is turned ON.
6. Consequently, transistor (Q1) is turned ON. Then,
current to the base of transistor (Q2) does not
flow and transistor (Q2) is turned OFF.
7. At this moment, starter terminal B is disconnected
from terminal C and the starter is turned OFF.
NOTE: Condenser C1 is used to stabilize the op-

erating voltage. Diode D4 protects the cir-
cuit in case the battery terminals are re-
versely connected.
Starter Relay
S B
D3
(1)
R4 L
C
R3 (2)
(1) C
R2 Z D2
From Alternator R Q2 M B
Terminal L Q1
(2)
C1 C Starter
E D4
B 12V
ST
Key Switch 12V
Battery
T107-04-04-003
T2-5-10
(Blank)
T2-5-11
Brake Switch: OFF, Auto Axle Lock or Axle Lock
Position
• Starting Safety Circuit
tion, current from key switch terminal ST flows to
the starter cut relay.
2. At this time, if the brake switch is in the OFF, auto
axle lock or axle lock position, current from ter-
minal ST excites the starter cut relay and is
grounded from the brake switch.
3. When the starter cut relay is turned ON, the cir-
cuit between key switch terminal ST and starter
relay terminal S is blocked. Therefore, although
the key switch is turned to the START position,
the engine does not start.
T2-5-12
Key Switch
Ｂ ST
Battery
Starter Cut
Relay
Starter
Relay
Brake Switch
OFF
Position
ECM MC Monitor Unit ICF Option

Controller
TCJB-02-05-005
T2-5-13
CHARGING CIRCUIT (KEY SWITCH: ON)
1. After the engine starts and the key switch is Monitor Unit
released, the key switch moves to the ON
position.
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.
TCJB-05-02-050
NOTE: Monitor unit detects the alternator charging Alternator
according to power from the alternator and Alarm
turns the Alternator Alarm OFF.
T2-5-14
Key Switch
Battery
Battery
Relay
Alternator
Monitor Unit ICF
TCJB-02-05-006
T2-5-15
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 tran- field coil FC. When the rotor starts rotating, alter-
sistors T1 and T2, Zener diode ZD and resis- nate current is generated in stator coil SC by the
tances R1 and R2. rotor remanent magnetism.
• Alternator terminal B is connected to base B of • When current flows through field coil FC, the rotor
transistor T1 through the circuit [B → R → RF is further magnetized so that the generating volt-
→ (R) → (R1)]. age increases. Thereby, current flowing through
• When the battery relay is ON, the battery voltage field coil FC increases. Therefore, generating
is applied to base B of transistor T1 so that col- voltage increases further and the batteries start
lector C is connected to emitter E. Therefore, field charging.
coil FC is grounded through transistor T1.
Alternator
B R L Regulator
RF (R) R5
R3 R4
Battery Relay
R6
D
ZD
R2
Battery SC B
E
R1 C
T2
FC B
D1 C E
T1
(F)
(E)
E
T157-04-02-008
T2-5-16
Regulator Operation
• When generating voltage increases more than • When generating voltage decreases lower than
the set-voltage of Zener diode ZD, current flows the set-voltage of Zener diode ZD, transistor T2 is
to base B of transistor T2 and collector C is con- turned OFF and transistor T1 is turned ON again.
nected to emitter E. • Current flows through field coil FC and generating
• Current which was routed to base B of transistor voltage at stator coil SC increases. The above
T1 disappears due to transistor T2 operation so operation is repeated so that the alternator gen-
that transistor T1 is turned OFF. erating voltage is kept constant.
• No current flows through filed coil FC and gener-
ating voltage at stator coil SC decreases.
RF R3 R4 R5
Battery Relay
R6
ZD
R2
Battery B
SC
A E
C
FC T2
B
R1 C E
T1
(F) D1
(E)
E
T157-04-02-009
T2-5-17
SERGE VOLTAGE PREVENTION CIRCUIT
1. When the engine is stopped (key switch: OFF),
current from key switch terminal M is discon-
nected and the battery relay is turned OFF.
2. The engine continues to rotate due to inertia force
just after the key switch is turned OFF so that the
alternator continues to generate electricity.
3. As the generating current cannot flow to the bat-
tery, surge voltage arises in the circuit and fail-
ures of the electronic components, such as the
controller, possibly cause. In order to prevent the
occurrence of surge voltage, the surge voltage
prevention circuit is provided.
4. When the alternator is generating electricity, gen-
erating current from alternator terminal L flows to
monitor unit terminal #C7. The monitor unit con-
nects terminal #A12 to ground.
5. Current flows through the load damp relay excit-
ing circuit and the load damp relay is turned ON.
6. Accordingly, even if the key switch is turned OFF
while the engine is rotating, battery current con-
tinues to excite the battery relay through the load
damp relay.
7. When the alternator stops generating, the battery
relay is turned OFF.
T2-5-18
Key Switch
OFF Position
M
Battery
Load
Battery Damp
Relay Relay
Alternator
C7 A12
Monitor Unit
TCJB-02-05-007
T2-5-19
PILOT SHUT-OFF CIRCUIT (KEY SWITCH:
ON)
1. When the pilot shut-off lever is turned to the
UNLOCK position, the pilot shut-off switch is
turned ON.
2. Electrical current from fuse #4 flows to the ground
through the pilot shut-off relay and pilot shut-off
switch so that the pilot shut-off relay is excited.
3. At the same time, the starter cut relay is con-
nected to the ground circuit.
4. When the pilot shut-off relay is excited, the
ground in pilot shut-off solenoid valve is con-
nected to the ground through the pilot shut-off re-
lay and security relay.
5. Therefore, the pilot shut-off solenoid valve is
turned ON, pressure oil from the pilot pump is
routed to the pilot valve.
tion, the starter cut relay is excited.
7. When the starter cut relay is excited, the circuit
between terminal ST in the key switch and termi-
nal S in starter relay is blocked.
8. Therefore, when the pilot shut-off lever is in the
UNLOCK position the key switch is turned to the
START position, the engine does not start.
NOTE: The signal; Pilot shut-off switch: ON (Pilot

shut-off lever: UNLOCK position) is recog-
nized by the option controller. The option
controller sends the signal; Pilot shut-off
switch: ON to MC by using CAN commu-
nication.
T2-5-20
Key Switch
ST
B
M
Pilot
Battery Shut-Off
Switch
Battery 4
Relay Starter Cut
Relay
Starter
Relay
Pilot
Shut-Off
Solenoid
Valve
Security
Relay Pilot
Shut-Off
Relay
Option
CAN Communication TCJB-02-05-008
T2-5-21
SECURITY LOCK CIRCUIT
1. When the external alarm signal or password input
error signal from ICF is input to the monitor unit,
terminal #A4 is connected to the ground inside
the monitor unit.
2. Therefore, the security relay and starter cut relay
are excited.
3. When the security relay is excited, the ground
circuit in pilot shut-off solenoid valve is blocked
and the pilot shut-off solenoid valve is turned
OFF.
4. Therefore, pressure oil which flows to the pilot
valve from the pilot pump is blocked by the pilot
shut-off solenoid valve.
5. When the starter cut relay is excited, the circuit
between terminal ST in the key switch and termi-
nal S in starter relay is blocked.
6. Therefore, when the key switch is turned to the
START position, the engine does not start.
T2-5-22
Key Switch
ST
B
M
Pilot
Shut-Off
Battery
Switch
Battery 4
Relay Starter Cut
Relay
Pilot
Shut-Off
Solenoid
Valve
Security Pilot
Relay Shut-Off
Relay
CAN Communication
Option
TCJB-02-05-009
T2-5-23
ENGINE STOP CIRCUIT (KEY SWITCH:
OFF)
1. When the key switch is turned from the ON posi-
tion to the OFF position, the signal current indi-
cating that the key switch is ON stops flowing
from fuse #18 to ECM terminal #24.
2. ECM stops injection of injector and the engine
stops.
3. When the engine stops, ECM turns the ECM
main relay OFF.
T2-5-24
Key Switch
Battery
18
ECM Main Relay
24
ECM
TCJB-02-05-010
T2-5-25
SECURITY HORN CIRCUIT
From Battery
1. When the external alarm signal or password input
error signal from ICF is input to the monitor unit, Fuse #9
terminal #A3 is connected to the ground inside
the monitor unit.
2. Therefore, the security horn relay is excited.
3. When the security horn relay is excited, electrical
current from fuse #9 operates the security horn. Signal from ICF
A3
Monitor Unit
Security Horn
Security Horn
Relay
T1V1-02-05-006
T2-5-26
(Blank)
T2-5-27
WIPER / WASHER CIRCUIT
Wiper Circuit
1. The wiper / washer switch sends the electrical
signal on position the INT. in response to the set Fast
intervals to the monitor unit. Speed
2. The monitor unit connects terminal #A2 to the
ground according to the input intervals.
3. Therefore, the wiper relay repeats to turn ON and
OFF. Middle
Speed
4. When the wiper relay is turned ON, current from
fuse #2 flows to the wiper motor and the wiper Slow
Speed
moves.
Washer Circuit M178-01-016
1. While pushing the wiper/washer switch, the

monitor unit receives the electrical signal from the Position INT. Set Time
wiper/washer switch. Slow 8 seconds
2. The monitor unit connects terminal #A10 to the Middle 6 seconds
ground and the washer relay is excited. Fast 3 seconds
3. Current from fuse #2 flows to the washer motor
and washer liquid jets.
T2-5-28
From
Battery
Wiper / Washer Switch Wiper
Fuse #2
Monitor Unit
Washer
Washer Relay
Wiper Motor
Washer Motor
Wiper Relay
T1V1-02-05-005
T2-5-29
LIGHT CIRCUIT
Clearance Light Circuit (Light Switch: 1)
1. When the light switch is turned to position 1, ter-
minal #1 is connected to terminal #2 in the light
switch.
2. Current from fuses #21 and #31 flows to the
ground through the light switch.
3. Therefore, clearance light relays (right) and (left)
are excited.
4. Current from the battery relay flows to the clear-
ance light and tail light and they are turned on.
T2-5-30
From Battery Relay
21 31
Clearance
Light Relay
(Right)
Clearance
Light Relay
(Left)
Clearance Light
Tail light
Light
Switch TCJB-02-05-012
T2-5-31
Head Light Circuit
NOTE: The operation with the dimmer switch in the

LOW position is explained here.

switch.
2. When the dimmer switch is turned to the LOW
position, terminal #5 is connected to terminal #6 in
the dimmer switch.
3. Current from fuses #22 and #32 flows to the
ground through the dimmer switch and light
switch.
4. Therefore, head light relays (right) and (left) are
excited.
5. Current from fuses #22 and #32 flows to the head
light and the head light is turned on.
NOTE: When the light switch is in position 2, ter-

minals #1 and #2 are connected in the light
switch. Therefore, head light, clearance
lights (right), (left) and tail light are turned
on.
T2-5-32
From Battery
Relay
32
22
Clearance
Light Relay
(Right)
Head Light
Relay (Right)
Clearance
Light Relay
Head Light (Left)
Relay (Left)
Head Light
Clearance Clearance
Light Light
Tail Light
Light
Switch Dimmer TCJB-02-05-013
Switch
T2-5-33
High Beam Circuit
NOTE: The operation with the light switch in posi-

tion 2 is explained here.
1. When the dimmer switch is shifted downward,

terminal #5 is connected to terminal #7 in the
dimmer switch.
switch.
3. Current from fuses #23 flows to the ground
through the dimmer switch and light switch.
4. Therefore, the high beam relay is excited.
5. Current from fuses #23 flows to the high beam
and the high beam is turned on.
NOTE: When the light switch is in position 2, ter-

minals #1 and #2 are connected in the light
switch. Therefore, high beam, clearance
lights (right), (left) and tail light are turned
on.
T2-5-34
From Battery
Relay
23
Clearance
Light Relay
(Right)
Clearance
Light Relay
High (Left)
Beam
Relay
High Beam
Clearance Clearance
Light Light
Tail Light
Light
Switch Dimmer TCJB-02-05-014
Switch
T2-5-35
Passing Circuit
1. When the dimmer switch is shifted upward, ter-
minal #7 is connected to terminal #8 in the dimmer
switch.
through the dimmer switch.
3. Therefore, the high beam relay is excited.
4. Consequently, current from fuse #23 flows to the
high beam. Although the light switch is turned to
the OFF position, the high beam is turned on.
T2-5-36
From Battery
Relay
23
High
Beam
Relay
High Beam
Dimmer TCJB-02-05-015
Switch
T2-5-37
Turn Signal Circuit
1. Current from fuse #24 is divided into two direc-
tions.
2. One flows to flasher terminal B and another flows
to turn signal light relays (right) and (left).
3. When the turn signal switch is turned to left or
right, terminal #9 is connected to terminal #10 (or
terminal #10 is connected to terminal #11) in the
turn signal switch.
through the turn signal switch.
5. Therefore, the turn signal light relay (left) or (right)
is excited.
6. Current from fuse #24 is output by flasher terminal
L intermittently.
7. Current from flasher terminal L flows to the turn
signal light (left) or (right) and the turn signal light
blinks.
NOTE: Although the key switch is turned OFF, the

turn signal light blinks.
T2-5-38
From Battery
24
Flasher
High
Beam
Relay
Turn Signal
Light Relay
Turn (Left)
Turn Signal Light Signal
Light
Relay
(Right)
Turn Signal Light
Turn Signal
Switch TCJB-02-05-016
T2-5-39
Hazard Circuit
1. Current from fuse #24 is divided into two direc-
tions.
2. One flows to flasher terminal B and another flows
to turn signal light relays (right) and (left).
3. When the hazard switch is turned ON, current
from fuses #24 flows to the ground through the
hazard switch.
4. Therefore, the turn signal light relay (left) or (right)
is excited.
5. Current from the battery is output by flasher ter-
minal L intermittently.
6. Current from flasher terminal L flows to the turn
signal light (left) or (right) and the turn signal light
blinks.
NOTE: Although the key switch is turned OFF, the

turn signal light blinks.
T2-5-40
From Battery
24
Flasher
Turn Signal
Light Relay
Turn (Left)
Hazard Light Signal
Light
Relay
(Right)
Hazard
Switch
Hazard Light
TCJB-02-05-017
T2-5-41
Stop Light Circuit
1. When the brake pedal is depressed, the stop light
switch is turned ON.
through the stop light switch.
3. Therefore, the stop light relay is excited.
4. Current from fuses #25 flows to the stop light and
the stop light is turned on.
T2-5-42
From Battery Relay
25
Stop
Light
Relay
Hazard
Switch
Stop
Light
Stop
Light
Switch
TCJB-02-05-018
T2-5-43
(Blank)
T2-5-44
MEMO
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SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 5 Electric Lever
Outline .....................................................T3-1-1 Outline .....................................................T3-5-1
Main Pump ...............................................T3-1-2 Operation .................................................T3-5-2
Regulator .................................................T3-1-6
Group 6 Transmission
Solenoid Valve........................................T3-1-22
Outline .....................................................T3-6-1
Pilot Pump, Steering Pump.....................T3-1-24
Transmission ............................................T3-6-2
Pump Delivery Pressure Sensor .............T3-1-24
Shift Interlock Control .............................T3-6-10
Pump Control Pressure Sensor ..............T3-1-24
Shock Reducing Function .......................T3-6-12
Group 2 Swing Device Disconnect Device..................................T3-6-14
Outline .....................................................T3-2-1
Group 7 Axle
Swing Reduction Gear..............................T3-2-2
Front Axle .................................................T3-7-1
Swing Motor .............................................T3-2-3
Differential Gear .......................................T3-7-2
Swing Parking Brake ................................T3-2-4
Reduction Gear ........................................T3-7-6
Valve Unit .................................................T3-2-6
Steering Cylinder ......................................T3-7-8
Combination Valve ...................................T3-2-9
Rear Axle .................................................T3-7-9
Group 3 Control Valve
Group 8 Travel Motor
Outline .....................................................T3-3-1
Outline .....................................................T3-8-1
Hydraulic Circuit .....................................T3-3-16
Rotor Section ...........................................T3-8-3
Main Relief Valve....................................T3-3-24
Regulator .................................................T3-8-4
Overload Relief Valve
Overload Relief Valve .............................T3-8-14
(with Make-Up Function) .....................T3-3-26
Travel Brake Valve .................................T3-8-15
Anti-Drift Valve .......................................T3-3-30
Regenerative Valve ................................T3-3-32
Flow Rate Control Valve .........................T3-3-34
Bypass Shut-Out Valve ...........................T3-3-36
Auxiliary Flow Combiner Valve................T3-3-38
Group 4 Pilot Valve

Outline .....................................................T3-4-1
Operation .................................................T3-4-4
CEBT-3-1
Group 9 Signal Control Valve Group 12 Others (Upperstructure)
Outline .....................................................T3-9-1 Pilot Shut-Off Solenoid Valve ..................T3-12-1
Pilot Port ..................................................T3-9-2 Transmission Changeover
Shuttle Valve ............................................T3-9-6 Solenoid Valve ......................................T3-12-4
Shockless Valve .....................................T3-9-10 Solenoid Valve........................................T3-12-8
Pump 1 and Pump 2 Flow Rate Travel Shockless Valve.........................T3-12-12
Control Valves ......................................T3-9-14 Accumulator Charging Valve.................T3-12-13
Bucket Flow Rate Control Valve Hose Rupture Valve..............................T3-12-18
Control Spool, Swing Parking Brake Accumulator .........................................T3-12-24
Release Spool ......................................T3-9-16 Pilot Relief Valve ..................................T3-12-25
Group 10 Steering Valve Group 13 Others (Undercarriage)

Outline ...................................................T3-10-1 Swing Bearing ........................................T3-13-1
Steering Valve ........................................T3-10-4 Center Joint............................................T3-13-2
Operation ...............................................T3-10-5 Slip Ring.................................................T3-13-3
Overload Relief Valve .............................T3-10-8 Cylinder ..................................................T3-13-5
Make-Up Valve .......................................T3-10-8
Priority Valve ..........................................T3-10-9
Operation ............................................. T3-10-10
Relief Valve .......................................... T3-10-14
Group 11 Brake Valve

Outline ................................................... T3-11-1
Operation ............................................... T3-11-2
CEBT-3-2
COMPONENT OPERATION / Pump Device
OUTLINE
The pump device consists of transmission (9), main The main pump is a bent-axis type variable displace-
pump (pump 1 (1), pump 2 (2)), pilot pump (5) and ment axial plunger pump. Pump 1 (1) and pump 2 (2)
steering pump (6). are integrated as two units in one housing.
The engine output is transmitted to transmission (9) Pilot pump (5) and steering pump (6) are gear pumps.
via coupling (13). After being distributed by the gear, Pump delivery pressure sensors (3, 4) and pump con-
the engine power drives pump 1 (1), 2 (2), pilot pump trol pressure sensors (7, 8) are installed in order to
(5) and steering pump (6). The reduction gear ratios of control the pump and valve.
the main pump, pilot pump (5) and steering pump (6) (Refer to the SYSTEM / Control System group.)
are 1:1. Transmission (9) is lubricated with engine oil.
5 6
12
11
8
10
2 1 9
13
4 3
TCEB-03-01-004
1- Pump 1 5- Pilot Pump 8- Pump 1 Control Pressure 11 - Torque Control Solenoid

Sensor Valve
2- Pump 2 6- Steering Pump 9 - Transmission 12 - Maximum Pump 2 Flow
Rate Control Solenoid Valve
3- Pump 1 Delivery Pres- 7- Pump 2 Control Pressure 10 - Maximum Pump 1 Flow 13 - Coupling
sure Sensor Sensor Rate Control Solenoid Valve
4 - Pump 2 Delivery Pres-
sure Sensor
T3-1-1
MAIN PUMP
The main pump supplies pressure oil to actuate the
hydraulic components such as motors or cylinders.
The main pump consists of pump 1 and pump 2. Shaft
(3) is connected to each pump cylinder block (6) via
seven plungers (4). When shaft (3) is rotated with cyl-
inder block (6) together, plunger (4) oscillates in cylin-
der block (6) and hydraulic oil is drawn and delivered.
Each main pump is equipped with regulator (1) which
controls the flow rate.
6 3
4
T1V1-03-01-007
1 - Regulator 3 - Shaft 5 - Valve Plate 6 - Cylinder Block

2 - Housing 4 - Plunger
T3-1-2
Operational Principle
Engine torque is transferred to the shaft and the seven

plungers, causes the cylinder block to rotate while
sliding along the valve plate surface. The plunger os-
cillates in the cylinder block bores and alternately hy-
draulic oil is drawn and delivered.
Plunger
Valve Plate
Shaft
Cylinder Block
T105-02-03-002
T3-1-3
Increasing and Decreasing Flow Rate
Changing inclination of cylinder block (3) causes the
plunger (2) stroke to increase or decrease depending
on the slant angle in order to control the main pump
flow rate. Up-down movement of servo piston (6)
changes inclination of cylinder block (3). Servo piston
(6) is interlocked with valve plate (4) via pin (5). The
one end of cylinder block (3) is kept in contact with
the surface of valve plate (4) and slides along it.
Maximum Displacement Angle:
3
α
T105-02-03-021
Minimum Displacement Angle (Operable Limit Angle): 5
6 4 2 T1V1-03-01-008
T105-02-03-022
2 - Plunger 4 - Valve Plate 5 - Pin 6 - Servo Piston

3 - Cylinder Block
T3-1-4
(Blank)
T3-1-5
REGULATOR
The regulator controls the main pump flow rate in re-
1 3 2 4
sponse to the various command signal pressures so
that the pump driving power does not exceed the en- Dr
gine power. Pump 1 and pump 2 are provided with one 5
regulator for each. The major parts of regulator are
spring (1), sleeve A (2), sleeve B (8), spool A (3), spool Pi
B (7), piston (4), load piston 1 (5), load piston 2 (6),
Pd1 Air
inner spring (9) and outer spring (10). According to the Bleeding
various command signal pressures, the regulator Circuit
Pps
opens or closes the circuit to servo piston (11), the Dr
inclination of cylinder block (12) is changed and the Pd2
pump flow rate is controlled.
Dr
9, 10
NOTE: Pilot oil pressure is constantly supplied in 6 8 7
the smaller chamber side of servo piston Pg
(11). 11 13 T1V1-03-01-005
Increase Decrease
Cylinder Block Inclination
Pd1 -Pump 1 Delivery Pres- Pi - Pump Control Pressure

sure
Pd2 -Pump 2 Delivery Pres- Pps -Torque Control Pressure
sure
Dr - Returning to Hydraulic Pg - Primary Pilot Pressure
Oil Tank (From Pilot Pump)
1- Spring 8- Sleeve B
2- Sleeve A 9- Inner Spring
3- Spool A 10 - Outer Spring
4- Piston 11 - Servo Piston
5- Load Piston 1 12 - Cylinder Block
6- Load Piston 2 13 - Link
7- Spool B
T3-1-6
1 2 3 4
5 6 7 8 9 10 T1V1-03-01-009
13
12
11
T1V1-03-01-007
1- Spring 5- Load Piston 1 8 - Sleeve B 11 - Servo Piston

2- Sleeve A 6- Load Piston 2 9 - Inner Spring 12 - Cylinder Block
3- Spool A 7- Spool B 10 - Outer Spring 13 - Link
4- Piston
T3-1-7
Regulator Control Function
The regulator has the following four control functions.
• Control by Pump Control Pressure

When a control lever is operated, the pump flow
rate control valve in signal control valve regulates Flow
Rate (Q)
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 de-
creases and the regulator decreases the pump de- 0 Pump Control Pressure (Pi)
livery flow rate.
• Control by Own or Opponent Pump Delivery Pres-

sure
The regulator receives own pump delivery pressure
Pd1 and opponent pump delivery pressure Pd2 as
control signal pressures. If the two average pres-
Flow
sures increase over the set P-Q line, the regulator Rate (Q)
Pressure Increase
reduces both pump delivery flow rates and the total Flow Rate Decrease
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 matches with the en- 0 Pressure (P)
gine output. (Total Output Control)
• Control by Pilot Pressure from Torque Control So-

lenoid Valve
The main controller (MC) operates based on both Flow
Rate (Q)
the engine target speed input data and actual speed
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: Slow
Speed Torque Increase Control) 0 Pressure (P)
T3-1-8
• Control by Pilot Pressure from Maximum Pump

Flow Rate Limit Control Solenoid Valve Flow Rate
(Q)
When the main controller (MC) receives the signals
from the work mode (attachment mode) and pres-
sure sensor [auxiliary], 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 Control) 0 Pressure (P)
Maximum Flow Rate
Flow Rate Upper Limit

(Q) Flow Rate
0 Pressure (P)
Dr
Pi
Pd2 Air
Bleeding
Circuit
Pps
Dr
Pd1
Pg
Increase Decrease T1V1-03-01-005


sure
Pd2 - Pump 2 Delivery Pres- Pps -Torque Control Pressure
sure
T3-1-9
Control by Pump Control Pressure
• Increasing Flow Rate

1. When a control lever is operated, the flow rate
Flow
control valve in signal control valve is shifted and Rate (Q)
pump control pressure Pi increases.
2. Piston (4) pushes spool A (3) and spring (1) so
that spool A (3) is moved toward direction of the
arrow.
3. By this movement, the circuit from the large
chamber of servo piston (11) is opened to the hy-
draulic oil tank.
4. As pilot pressure is always routed into the small
chamber of servo piston (11), servo piston (11) is 0 Pump Control Pressure (Pi)
moved toward direction of the arrow. Then, the
cylinder block is rotated in the maximum inclina-
tion direction and the pump delivery flow rate in-
creases. 1 3 2 4
5. The movement of cylinder block is transmitted to
sleeve A (2) via link (13). Sleeve A (2) is moved in Dr
the same direction as spool A (3).
6. When sleeve A (2) is moved by the same stroke
as spool A (3), the open part between spool A (3) Pi
and sleeve A (2) is closed and the circuit from Air
large chamber of servo piston (11) to the hydrau- Pd1 Bleeding
lic oil tank is closed. Therefore, servo piston (11) Circuit
Pps
is stopped and the flow rate increasing operation Dr
is completed. Pd2
Dr
Pg
11 13 T1V1-03-01-005
Increase Decrease
1 - Spring 4 - Piston
2 - Sleeve A 11 - Servo Piston
3 - Spool A 13 - Link

sure
sure
T3-1-10
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
Pressure Pd2 13
11
T1V1-03-01-010

1 Oil Tank Pressure 2 3 4
Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1 Delivery
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-011
1- Spring 3 - Spool A 11 - Servo Piston 13 - Link
2- Sleeve A 4 - Piston
T3-1-11
• Decreasing Flow Rate
1. When a control lever is returned, the flow rate
control valve in signal control valve is returned Flow
and pump control pressure Pi decreases. Rate (Q)
2. Piston (4) and spool A (3) are pushed by spring
(1) so that spool A (3) is moved toward direction
of the arrow.
3. Pilot pressure is also routed to the large chamber
of servo piston (11).
4. Due to the difference in diameter between the
large and small chambers, servo piston (11) is
moved toward direction of the arrow. Therefore, 0 Pump Control Pressure (Pi)
the cylinder block is rotated in the minimum incli-
nation direction and the pump delivery flow rate 1 3 2 4
decreases.
5. The movement of cylinder block is transmitted to Dr
sleeve A (2) via link (13). Sleeve A (2) is moved in
6. When sleeve A (2) is moved by the same stroke Pi
as spool A (3), the open part between sleeve A (2)
Air
and spool A (3) is closed and pilot pressure to Pd2
Bleeding
servo piston (11) is blocked. Therefore, servo Circuit
Pps
piston (11) is stopped and the flow rate decreas- Dr
ing operation is completed. Pd1
Pg
11 13 T1V1-03-01-005
Increase Decrease

sure
sure
T3-1-12

1 Oil Tank Pressure 2 3 4
Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1 Delivery
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-012
Oil Tank Pressure
1 2 3 4 Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1 Delivery
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-013
1- Spring 3- Spool A 11 - Servo Piston 13 - Link

2- Sleeve A 4- Piston
T3-1-13
Control by Own or Opponent Pump Delivery
Pressure

1. When the pump is loaded by operating any of the
control levers, either pump 1 delivery pressure Flow
Rate (Q)
Pd1 or pump 2 delivery pressure Pd2 increases.
(During operation, pump control pressure Pi is
kept increased.)
2. Load piston 2 (6) pushes spool B (7), inner spring
(9) and outer spring (10). Spool B (7) moves to-
ward direction of the arrow.
3. Due to the movement of spool B (7), pilot pres-
sure is routed to the large chamber of servo pis-
ton (11). 0 Pressure (P)
large and small chambers, servo piston (11)
moves toward direction of the arrow. The cylinder Dr
block is rotated in the minimum inclination direc-
tion and the pump delivery flow rate decreases.
Pi
sleeve B (8) via link (13). Sleeve B (8) is moved in
the same direction as spool B (7). Pd1 Air
6. When sleeve B (8) is moved by the same stroke Bleeding
Pps Circuit
as spool B (7), the open part between sleeve B Dr
(8) and Spool B (7) is close and pilot pressure to
servo piston (11) is blocked. Therefore, servo Pd2
piston (11) is stopped and the flow rate decreas- Dr
9, 10
ing operation is completed.
6 8 7
Pg
11 13 T1V1-03-01-005
Increase Decrease
6- Load Piston 2 10 - Outer Spring

7- Spool B 11 - Servo Piston
8- Sleeve B 13 - Link
9- Inner Spring
Pd1 - Pump 1 Delivery Pres- Pi - Pump Control Pressure

sure
sure
T3-1-14
Oil Tank Pressure
6 7 8 Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1 Delivery 9 10
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-014

Oil Tank Pressure
6 7 8 Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pump 1 Delivery
9 10
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-015
6- Load Piston 2 8- Sleeve B 10 - Outer Spring 13 - Link

7- Spool B 9- Inner Spring 11 - Servo Piston
T3-1-15
• Increasing Flow Rate
1. When the pump load is reduced, either pump 1
delivery pressure Pd1 or pump 2 delivery pres-
sure Pd2 decreases. (During operation, pump
control pressure Pi is kept increased.)
Flow
2. Load piston 1 (5), load piston 2 (6) and spool B Rate (Q)
(7) are pushed by inner spring (9) and outer
spring (10). Spool B (7) moves toward direction of
the arrow.
3. Due to the movement of spool B (7), the circuit
from the large chamber of servo piston (11) is
opened to the hydraulic oil tank.
4. As pilot pressure is constantly routed in the small
chamber of servo piston (11), servo piston (11) is
moved toward direction of the arrow. The cylinder 0 Pressure (P)
block is rotated in the maximum inclination direc-
tion and the pump delivery flow rate increases.
5. The movement of cylinder block is transmitted to 3 Dr 2
5
6. When sleeve A (2) is moved by the same stroke
Pi
as spool A (3), the open part between spool A (3)
and sleeve A (2) is closed and pilot pressure to Pd1 Air
servo piston (11) is blocked. Therefore, servo Bleeding
Pps Circuit
piston (11) is stopped and the flow rate increasing Dr
operation is completed.
Pd2
Dr
9, 10
6 7
Pg
11 13 T1V1-03-01-005
Increase Decrease
2- Sleeve A 9- Inner Spring

3- Spool A 10 - Outer Spring
5- Load Piston 1 11 - Servo Piston
6- Load Piston 2 13 - Link
7- Spool B

sure
sure
T3-1-16

Oil Tank Pressure
5 6 2 3 7 Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-016
5 6 Oil Tank Pressure 2 3 7 Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-017
2- Sleeve A 6- Load Piston 2 9 - Inner Spring 11 - Servo Piston

3- Spool A 7- Spool B 10 - Outer Spring 13 - Link
5- Load Piston 1
T3-1-17
Control by Pilot Pressure from Torque Control
Solenoid Valve

1. When the torque control solenoid valve is acti-
vated by the signals from the main controller Flow
(MC), torque control pressure Pps increases. Rate (Q)
2. Torque control pressure Pps and either pump 1
delivery pressure Pd1 or pump 2 delivery pres-
sure Pd2 are combined and applied to load piston
1 (5).
3. Load piston 1 (5) pushes load piston 2 (6), spool
B (7) and inner spring (9) and outer spring (10).
Spool B (7) moves toward direction of the arrow.
4. Due to the movement of spool B (7), pilot pres- 0 Pressure (P)
sure is routed into the large chamber of servo
piston (11).
large and small chambers, servo piston (11) is
Dr
moved toward direction of the arrow. Therefore,
the cylinder block is rotated in the minimum incli- 5
nation direction and the pump delivery flow rate
decreases. Pi
6. The movement of cylinder block is transmitted to Air
Pd1 Bleeding
sleeve B (8) via link (13). Sleeve B (8) is moved in
Circuit
the same direction as spool B (7). Pps
7. When sleeve B (8) is moved by the same stroke Dr
as spool B (7), the open part between sleeve B Pd2
(8) and spool B (7) is closed and pilot pressure to
Dr
the large chamber of servo piston (11) is blocked. 9, 10
Therefore, servo piston (11) is stopped and the 6 8 7
flow rate decreasing operation is completed. Pg
11 13 T1V1-03-01-005
Increase Decrease
5- Load Piston 1 10 - Outer Spring

6- Load Piston 2 11 - Servo Piston
7- Spool B 13 - Link
8- Sleeve B
9- Inner Spring

sure
sure
T3-1-18

5 6 Oil Tank Pressure 7 8 Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-018
5 6 Oil Tank Pressure 7 8
Pump Control
Pressure Pi
Torque
Control
Pressure
Pps
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-019
5- Load Piston 1 7- Spool B 9 - Inner Spring 11 - Servo Piston

6- Load Piston 2 8- Sleeve B 10 - Outer Spring 13 - Link
T3-1-19
Control by Pilot Pressure from Flow Rate Control
Solenoid Valve
Flow Rate (Q)
• Upper Limit Flow Rate Control
1. The maximum pump flow rate control solenoid
valve in pump control pressure Pi circuit is acti-
vated by the signals from the main controller
(MC).
2. The maximum pump flow rate control solenoid
valve functions as a pressure reducing valve and
pump control pressure Pi decreases.
3. Piston (4) is moved toward direction of the arrow 0 Pump Control Pressure (Pi)
by reduced pump control pressure Pi.
4. Piston (4) pushes spool A (3) and spring (1), until
Maximum Flow Rate
the force acting on piston (4) by pump control
pressure Pi becomes balanced with the spring (1) Flow Rate (Q) Upper Limit Flow Rate
force, spool A (3) moves toward direction of the
arrow.
5. As pump control pressure Pi has been reduced,
spool A (3) is moved in a shorter distance than
usual.
6. Due to the movement of spool A (3), the circuit
from the large chamber of servo piston (10) is
opened to the hydraulic oil tank.
7. As pilot pressure is constantly routed the small 0 Pressure (P)
chamber of servo piston (11), servo piston (11) is
moved toward direction of the arrow. Therefore,
the cylinder block is rotated in the maximum in-
clination direction and the pump delivery flow rate 1 3 2 4
increases.
Dr
9. When sleeve A (2) is moved by the same stroke Pi
as spool A (3), the open part between spool A (3) Air
Pd1
and sleeve A (2) is closed and pilot pressure to Bleeding
the large chamber of servo piston (11) is blocked. Pps Circuit
Dr
10. Therefore, servo piston (11) is stopped and the
flow rate increasing operation is completed. Pd2
11. Accordingly, pump control pressure Pi increases
Dr
in proportion to the stroke of control lever and the
pump delivery flow rate increases. However, as
Pg
pump control pressure Pi is regulated, the strokes
of spool A (3) and servo piston (11) are reduced 11 13 T1V1-03-01-005
so that the maximum flow rate becomes less than Increase Decrease
usual. Cylinder Block Inclination
Pd1 - Pump 1 Delivery Pres- Pi - Pump Control Pressure

sure
sure
T3-1-20

Pump Control
Oil Tank Pressure
1 2 3 4 Pressure Pi Regu-
lated by Maximum
Pump Flow Rate
Control Solenoid
Valve
Torque
Control
Pressure
Pps
Pump 1 Delivery
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-020
Oil Tank Pressure Pump Control
1 2 3 4 Pressure Pi Regu-
lated by Maximum
Pump Flow Rate
Control Solenoid
Valve
Torque
Control
Pressure
Pps
Pump 1 Delivery
Pressure Pd1
Pump 2 Delivery
Pressure Pd2 13
11
T1V1-03-01-021
1 - Spring 3 - Spool A 11 - Servo Piston 13 - Link

2 - Sleeve A 4 - Piston
T3-1-21
SOLENOID VALVE
The torque control solenoid valve and maximum pump
2 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 2 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 limited.
The maximum pump 1 flow rate limit control solenoid
valve is provided on the pump 1 regulator.
The maximum pump 1 flow rate limit control solenoid
valve reduces the pump control pressure to the pump
1 regulator so that the upper limit pump flow rate is
limited.
Operation
1. When in neutral, port P is connected to the output
port through the notch on spool.
2. When the current flows to the solenoid from the
main controller (MC), the solenoid is magnetized
and pushes the piston.
3. Spring 1 pushes the spool so that the output port
is connected to port T through the notch on spool.
4. Thereby, pressure at the output port begins to
decrease.
5. As for the notch, spool right diameter (B) is larger
than spool left diameter (A).
6. Accordingly, when pressure at the output port be-
gins to decrease, the spool is move toward the
right side because of the force as P1 × B + S1 >
P1 × A + S2.
7. When pressure at the output port disappears and
when P1 × B + S1 becomes equal to P1 × A + S2,
the spool stops moving.
P1 : Pressure at the output port

A and B: Pressure receiving area on the spool
S1 : Spring 1 force
(pushing the spool toward the right side)
S2 : Spring 2 force
(pushing the spool toward the left side)
T3-1-22
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
T3-1-23
PILOT PUMP, STEERING PUMP
Inlet Port
1
Drive gear (1) is driven by the engine via the transmis-
sion which in turn rotates driven gear (2) as they are 2
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 (6), dia-
phragm (6) is deformed. The deformation of dia-
phragm (6) is detected as electrical signals. T157-02-03-010
3 4 5 6
3- Ground 5- Power Source (5V)
4- Output 6- 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 (7), dia-
phragm (7) is deformed. The deformation of dia-
phragm (7) is detected as electrical signals.
7- Pressure Receiving Area 9- Output

7 8 9 10
(Diaphragm)
T176-03-01-023
8 - Ground 10 - Power Source (5V)
T3-1-24
OUTLINE
The swing device consists of the valve unit, the swing The combination valve is provided for the main circuit
motor and the swing reduction gear. in swing motor.
The valve unit prevents the cavitation and overloads in The combination valve reduces shock when the swing
the swing circuit. brake is applied and also prevents aftershock.
The swing motor is a swash-plate type axial plunger
motor (with built-in swing parking brake), which is
driven by pressure oil from the pump, and the rotation
is transmitted to the swing reduction gear.
The swing reduction gear turns the swing motor with
large torque at the slow speed and swings the
upperstructure.
Valve Unit
Swing Motor
Swing Reduction Gear
TCEB-03-02-001
T3-2-1
SWING REDUCTION GEAR
The swing reduction gear is a two-stage planetary Shaft (5) is engaged with the internal gear of swing
reduction gear. bearing fixed to the undercarriage in order to swing the
Ring gear (3) is monolithically built with the housing upperstructure.
bolted to the upperstructure and does not allow to
rotate.
Shaft (1) of the swing motor turns first stage sun gear
(10), whose turning torque is transmitted to second
stage sun gear (8) through first stage planetary gear
(2) and first stage carrier (9).
Second stage sun gear (8) turns shaft (5) through
second stage planetary gear (4) and second stage
carrier (7).
Swing Motor
10 2
9 3
4
8
5
TCGB-03-02-001
1 - Shaft (Swing Motor) 4- Second Stage Planetary 7- Second Stage Carrier 9- First Stage Carrier
Gear
2 - First Stage Planetary Gear 5 - Shaft 8- Second Stage Sun Gear 10 - First Stage Sun Gear
3 - Ring Gear 6 - Housing
T3-2-2
SWING MOTOR
The swing motor consists of swash plate (9), rotor (12), When pressure oil is supplied from the pump, plunger
valve plate (13), housing (11) and swing parking brake (6) is pushed. Shoe (10) at the top of plunger (6) slides
(springs (1), brake pistons (2), plate (3), friction plate over swash plate (9) so that rotor (12) rotates.
(5) and swing parking brake selection valve (4)). The top of shaft (8) is splined to the first stage sun
Shaft (8) is splined to rotor (12) into which plunger (6) gear of swing reduction gear. Therefore, the rotation of
is inserted. shaft (8) is transmitted to the swing reduction gear.
1
13
2
12 3
4
11
5
10
6
9 7
T1V1-03-02-008
1- Spring 5 - Friction Plate 8 - Shaft 11 - Housing

2- Brake Piston 6 - Plunger 9 - Swash Plate 12 - Rotor
3- Plate 7 - Retainer 10 - Shoe 13 - Valve Plate
4- Swing Parking Brake Selection
Valve
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 brake release pressure acts on the brake
piston chamber.
The brake release pressure is supplied from the pilot
pump only when either swing, front attachment,
positioning or assist (optional) 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 spring.
When Brake is Released When Brake is Applied

1. The swing or front attachment is operated, the 1. When the swing or front attachment control lever
swing parking brake release spool in signal is returned to neutral, the swing parking brake
control valve is shifted. In addition, the positioning release spool in signal control valve is returned to
or assist (optional) is operated, the swing parking neutral. In addition, the positioning pedal or assist
brake release solenoid valve is shifted. switch (optional) is returned to neutral, the swing
2. Then, pilot pressure from the pilot pump is parking brake release solenoid valve is OFF.
supplied to port SH. 2. Then, pilot pressure to port SH disappears.
3. Pilot pressure to port SH pushes to open check 3. Check valve (4) is closed and the brake release
valve (4) and acts on brake piston chamber (5). pressure through orifice (3) is released to the
4. As a result, as brake piston (2) is pushed upward, swing motor housing.
plate (7) and friction plate (6) are freed and the 4. As a result, the force of spring (1) acts on friction
brake is released. plate (6), which is engaged with the external
circumference of rotor (8), and on plate (7), which
is engaged with the inside of motor housing
through brake piston (2). Thus, the external
circumference of rotor (8) is secured with friction
force.
When the engine stops, the brake is applied
automatically as pressure is not supplied to port
SH.
T3-2-4
8
3
7 4
Port SH
(Brake: Released)
6
5
T178-03-02-003
1- Spring 3 - Orifice 5- Brake Piston Chamber 7 - Plate

2- Brake Piston 4 - Check Valve 6- Friction Plate 8 - Rotor
T3-2-5
VALVE UNIT
The valve unit consists of make-up valve and relief
valve.
The make-up valve prevents cavitation in the circuit,
and the relief valve prevents surge pressure and Relief valve
overloads in the circuit.
Make-Up Valve
Make-Up Valve
During swing stopping operation, the swing motor is
driven by the inertial force of swing frame. The swing
motor is turned forcibly in excess of oil pressure from
the pump, so that cavitation may be generated in the
motor. Port M
In order to avoid this cavitation, when pressure in the
swing circuit becomes lower than that in the return
Control Valve
circuit (port M), the poppet opens to draw hydraulic oil
and compensates the lack of oil feed.
T107-02-04-013
Control Valve
Poppet
Make-Up Valve Make-Up Valve
Port M
T1V1-03-02-011
Relief Valve
T3-2-6
Relief Valve
During starting or stopping swing operation, oil
pressure in the swing circuit becomes high. The relief
valve prevents the circuit pressure from rising higher
than the set-pressure.
• Low Pressure Relief Operation (Shockless • High Pressure Relief Operation (Overload
Function): Prevention):
1. Pressure at port HP (swing circuit) is routed to oil 1. After the piston is moved to full stroke, the spring
chamber C through the poppet orifice. is compressed so that the circuit pressure
2. Pressure oil in oil chamber C is further routed to becomes the set-pressure.
oil chambers A and B via passages A and B 2. If pressure at port HP increases more than the
respectively. spring set-pressure, the poppet is unseated and
3. The pressure receiving area in oil chamber B is pressure oil flows to port LP.
larger than oil chamber A so that the piston moves 3. When pressure at port HP is reduced to the
to the left. specified level, the poppet is seated by the spring
4. As long as the piston keeps moving, a pressure force.
difference is developed between the front and the
rear of poppet by the orifice. When this pressure
difference is increased more than spring force,
the poppet is unseated, pressure oil flows to port
LP.
5. When the piston is moved to full stroke, the
pressure difference between the front and the
rear of poppet disappears and the poppet is
seated.
Poppet Orifice Spring Passage A Passage B Piston
HP
LP
Oil Chamber C Oil Chamber B T178-03-02-005
Oil Chamber A
T3-2-7
(Blank)
T3-2-8
COMBINATION VALVE
The combination valve is provided for the main circuit
in swing motor.
As the combination valve relieves swing brake pres-
sure (aftershock pressure) with the control lever re-
leased to the circuit in opposite side (low-pressure
side), the dampener valve reduces the shock when
applying the swing brake and prevents the aftershock.
Combination Valve
TCEB-03-02-003
T3-2-9
Operation
• Output Curve: Between A and B (When relieving)

1. When releasing the control lever, the spool in
control valve moves to the neutral position. As the Pressure at Port AM
swing motor rotates due to the inertia force of
machine, pressure in the circuit at port BM (return Pressure (P)
side) increases momentarily and operates the
swing relief valve.
2. Pressure oil from port BM acts on combination
valves (A, B) respectively. A B CD E
• Operation of Combination Valve (A): Time (T)

3. Pressure oil acting on combination valve (A)
T1V1-03-02-001
opens ball (2) and flows to chamber N through
poppet (1).
4. When pressure in chamber N is larger than
spring (4) force and spring (7) force (pressure in Pressure at Port BM
chamber N > spring (4) force + spring (7) force),
piston (5) tries to move to the left. However, pis- Pressure (P) With Combina-
A B tion Valve
ton (5) is blocked by the plug and cannot move. C
5. Plunger (3) and poppet (1) pushes springs (4, 7) D
and move to the right in union. E
This state continues until pressure at port BM be-
gins to decrease (output curve: between B and
C). Time (T)
Without Combi-
• Operation of Combination Valve (B): nation Valve
T1V1-03-02-002
6. Pressure oil acting on combination valve (B) flows

to the spring (4) chamber through the inner pas-
sage.
7. When pressure in spring (4) chamber is larger
than spring (4) force and spring (7) force (pres-
sure in spring (4) chamber > spring (4) force +
spring (7) force), plunger (3), piston (5) and pop-
pet (1) compress springs (4, 7) and move to the
left in union.
This state continues until pressure at port BM de-
creases (output curve: between C and D).
T3-2-10
Swing Motor
AM BM
6 7
Plug Chamber N
Combination Valve (A)

5 4 3 2 Chamber M 1
Chamber M
1 2 3 4 5
Combination Valve (B)
Chamber N
7 6
Control Valve
T1V1-03-02-013
1 - Poppet 3 - Plunger 5 - Piston 7 - Spring

2 - Ball 4 - Spring 6 - Orifice
T3-2-11
• Output Curve: Between B and C (Pressure begins
to decrease)
When the swing motor rotation due to the inertia force
of machine is reduced, pressure at port BM decreases.
At this time, combination valve (A) functions as the
following.
• Operation of Combination Valve (A): Pressure at Port AM

1. When pressure at port BM decreases, pressure
Pressure (P)
acting to chamber N also decreases.
2. When pressure in chamber N becomes smaller
than the spring (4) force, the spring (4) force
moves plunger (3) to the left.
3. At the same time, poppet (1) is pushed to the left A B CD E
by the spring (7) force.
4. As the pressure difference due to orifice (6) ap- Time (T)
pears, pressure in chamber M increases. T1V1-03-02-001
5. Therefore, poppet (1) moves to the left more
slowly.
6. Consequently, the clearance between poppet (1)
and plunger (3) appears. Pressure oil from port Pressure at Port BM
BM flows to port AM through the clearance be- Pressure (P) With Combina-
tween poppet (1) and plunger (3). A B tion Valve
7. As combination valve (A) makes pressure oil in C
port BM (high-pressure) flow to port AM D
E
(low-pressure), pressure increase at the
high-pressure side is controlled and aftershock
pressure is reduced.
This state continues until aftershock pressure at Time (T)
port AM appears (output curve: between D and Without Combi- T1V1-03-02-002
E). nation Valve
T3-2-12
Swing Motor
AM BM
6 7
Chamber N

5 4 3 2 Chamber M 1
1 Chamber M 2 3 4 5
Chamber N
7 6
Control Valve
T1V1-03-02-014
1- Poppet 3- Plunger 5- Piston 7- Spring

2- Ball 4- Spring 6- Orifice
T3-2-13
• Output Curve: Between C and D (Pressure at port
BM decreases)
When the swing motor rotation is reduced more,
pressure at port BM decreases more. At this time,
combination valve (B) functions as the following.
• Operation of Combination Valve (B):

1. When pressure at port BM decreases more, Pressure at Port AM
pressure acting on the spring (4) chamber in
Pressure (P)
combination valve (B) also decreases.
2. When pressure in the spring (4) chamber be-
comes smaller than the spring (4) force, the
spring (4) force moves plunger (3) to the right.
3. At the same time, poppet (1) is pushed to the A B CD E
right by the spring (7) force.
4. As the pressure difference due to orifice (6) ap- Time (T)
pears, pressure in chamber M increases. T1V1-03-02-001
5. Therefore, poppet (1) moves to the right more
slowly.
6. Consequently, the clearance between poppet (1)
and plunger (3) appears. Pressure oil from port Pressure at Port BM
BM acts on poppet (1) and ball (2).
Pressure (P) With
7. Therefore, ball (2) is pushed by poppet (1). Pop- A B Combination
pet (1) and ball (2) compress spring (7) and move C Valve
to the left in union. D
E
8. As combination valve (B) functions like this, and
when aftershock pressure appears pressure is re-
lieved promptly.
This state continues until aftershock pressure at Time (T)
port AM appears (output curve: between D and Without T1V1-03-02-002
E). Combination
Valve
T3-2-14
Swing Motor
AM BM
6 7
Chamber N

5 4 3 2 Chamber M 1
1 Chamber M 2 3 4 5
Chamber N
7 6
Control Valve
T1V1-03-02-015
1- Poppet 3 - Plunger 5 - Piston 7 - Spring

2- Ball 4 - Spring 6 - Orifice
T3-2-15
• Output Curve: Between D and E (During aftershock)
When the swing motor stops rotating, aftershock
pressure appears at port AM and pressure at port AM
increases. (Port AM: High Pressure, Port BM: Low
Pressure) Pressure at Port AM
At this time, combination valves (A, B) function as the
following. Pressure (P)
• Operation of Combination Valve (A):

1. Pressure oil from port AM acts on ball (2) and
poppet (1) through the inner passage. A B CD E
2. Therefore, ball (2) and poppet (1) move to the
right. Time (T)
3. As combination valve (A) functions like this, and
T1V1-03-02-001
when aftershock pressure appears, pressure is
relieved promptly.
• Operation of Combination Valve (B): Pressure at Port BM

4. Pressure oil from port AM opens ball (2) and With
Pressure (P)
flows to port BM through poppet (1). A B Combination
5. As combination valve (B) makes pressure oil from C Valve
port AM (high-pressure) flow to port BM D
(low-pressure), pressure increase at E
high-pressure side is controlled and aftershock
pressure is reduced.
Time (T)
6. Combination valves (A, B) repeat these proce- Without T1V1-03-02-002
dures and prevent aftershock of the machine. Combination
When pressures at ports AM and BM decrease Valve
completely, the combination valve stops function-
ing.
T3-2-16
Swing Motor
AM BM
Combination Valve （A）
1 2
Control Valve
T1V1-03-02-016
1- Poppet 2- Ball
T3-2-17
(Blank)
T3-2-18
COMPONENT OPERATION / Control Valve
OUTLINE
The control valve controls pressure oil, flow rate, and The spool arrangements are as follows.
oil flow direction in the hydraulic circuit. 4-Spool Side: Travel, Bucket, Boom 1, Arm 2
The major parts of the control valve are the main relief 5-Spool Side: Blade/Outrigger, Auxiliary, Boom 2, Arm
valve, overload relief valve, anti-drift valve, flow rate 1, Swing
control valve, regenerative valve, auxiliary flow
combiner valve, bypass shut-out valve and spools.
The spools are operated by pilot pressure oil.
Control Valve
Travel
Bucket
Boom 1
Arm 2
Blade/Outrigger
4-Spool Side
Auxiliary
Boom 2
Arm 1
Swing
Front
5-Spool Side T16W-03-03-029
Positioning Control Valve
T1F3-03-03-018
T3-3-1
Component Layout
1 2 3 4 5 6 7 8 9 10
41
11
40
12
39
38 13
14
37
36 15
35
34 16
17
33
32
18
31 19
30
29
20
28
21
27 26 25 24 23 22
T16W-03-03-018
T3-3-2
11
4 14
41
18
35, 36
Front
38 31
T16W-03-03-030
1- Load Check Valve 12 - Make-Up Valve 22 - Load Check Valve 32 - Arm Anti-Drift Valve (Check
(Blade/Outrigger (Travel Forward Side) (Arm 2 Tandem Circuit) Valve)
Tandem Circuit)
2 - Load Check Valve 13 - Bucket Regenerative Circuit 23 - Bypass Shut-Out Valve 33 - Arm Anti-Drift Valve
(Blade/Outrigger Parallel (Selector Valve)
Circuit)
3 - Check Valve 14 - Overload Relief Valve (Bucket 24 - Check Valve (Orifice) 34 - Load Check Valve
(Main Relief Circuit) Rod Side) (Arm 2 Parallel Circuit) (Boom 2 Parallel Circuit)
4 - Main Relief Valve 15 - Overload Relief Valve (Bucket 25 - Load Check Valve (Arm 1 35 - Aux. Flow Rate Control
Bottom Side) Parallel Circuit) Valve (Poppet Valve)
5- Auxiliary Flow Combiner 16 - Load Check Valve 26 - Load Check Valve 36 - Aux. Flow Rate Control
Valve (Boom 1 Parallel Circuit) (Arm 1 Tandem Circuit) Valve (Selector Valve)
6- Check Valve 17 - Boom Regenerative Circuit 27 - Load Check Valve 37 - Overload Relief Valve
(Auxiliary Flow (Swing Circuit) (Auxiliary)
Combiner Circuit)
7- Check Valve 18 - Overload Relief Valve 28 - Arm Regenerative Valve 38 - Overload Relief Valve
(Main Relief Circuit) (Boom Bottom Side) (Selector Valve) (Auxiliary)
8- Check Valve (Flow 19 - Overload Relief Valve 29 - Arm Regenerative Circuit 39 - Load Check Valve
Combiner Circuit) (Boom Rod Side) (Bucket Parallel Circuit)
9- Bucket Flow Rate 20 - Boom Anti-Drift Valve 30 - Overload Relief Valve 40 - Overload Relief Valve
Control Valve (Selector (Check Valve) (Arm Bottom Side) (Blade/Outrigger Rod Side)
Valve)
10 - Bucket Flow Rate 21 - Boom Anti-Drift Valve 31 - Overload Relief Valve 41 - Overload Relief Valve
Control Valve (Poppet (Selector Valve) (Arm Rod Side) (Blade/Outrigger Bottom
Valve) Side)
11 - Make-Up Valve
(Travel Reverse Side)
T3-3-3
1 2 3 4 5 6 7 8 9 10
41
11
40
12
39
38 13
14
37
36 15
35
34 16
17
33
32
18
31 19
30
29
20
28
21
27 26 25 24 23 22
T16W-03-03-018
T3-3-4
19 15 9, 10 12 39
23
30 37 40 5
Front T16W-03-03-031
1- Load Check Valve 12 - Make-Up Valve 22 - Load Check Valve 32 - Arm Anti-Drift Valve
(Blade/Outrigger (Travel Forward Side) (Arm 2 Tandem Circuit) (Check Valve)
Tandem Circuit)
Circuit)
3 - Check Valve 14 - Overload Relief Valve 24 - Check Valve (Orifice) 34 - Load Check Valve
(Main Relief Circuit) (Bucket Rod Side) (Arm 2 Parallel Circuit) (Boom 2 Parallel Circuit)
4 - Main Relief Valve 15 - Overload Relief Valve 25 - Load Check Valve (Arm 1 35 - Aux. Flow Rate Control
(Bucket Bottom Side) Parallel Circuit) Valve (Poppet Valve)
Combiner Circuit)
Valve)
Valve) Side)
11 - Make-Up Valve
T3-3-5
1 2 3 4 5 6 7 8 9 10
41
11
40
12
39
38 13
14
37
36 15
35
34 16
17
33
32
18
31 19
30
29
20
28
21
27 26 25 24 23 22
T16W-03-03-018
T3-3-6
A B
C
C
D
D
E E
F F
G G
H
H
A B T16W-03-03-002
Cross Section A-A 8 Cross Section B-B

13
Travel
Blade/
Outrigger Bucket
Auxiliary
Boom 2 Boom 1
Arm 2
Arm 1
Swing
28 17
TCHB-03-03-001
29 T16W-03-03-008
Tandem Circuit)
Circuit)
Combiner Circuit)
Valve)
Valve) Side)
11 - Make-Up Valve
T3-3-7
1 2 3 4 5 6 7 8 9 10
41
11
40
12
39
38 13
14
37
36 15
35
34 16
17
33
32
18
31 19
30
29
20
28
21
27 26 25 24 23 22
T16W-03-03-018
T3-3-8
Cross Section C-C Cross Section D-D
Blade/ Travel
Outrigger
41 11
4 7
5
8 6 39
40 12 T16W-03-03-013
T16W-03-03-014
Tandem Circuit)
Circuit)
Combiner Circuit)
Valve)
Valve) Side)
11 - Make-Up Valve
T3-3-9
1 2 3 4 5 6 7 8 9 10
41
11
40
12
39
38 13
14
37
36 15
35
34 16
17
33
32
18
31 19
30
29
20
28
21
27 26 25 24 23 22
T16W-03-03-018
T3-3-10
Cross Section E-E Cross Section F-F
Boom 2 Boom 1
Auxiliary Bucket
38 14
31 21
20
35 10 34
16
36 9
17
T16W-03-03-012
T16W-03-03-011
37 15 19
Tandem Circuit)
Circuit)
Combiner Circuit)
Valve)
Valve) Side)
11 - Make-Up Valve
T3-3-11
1 2 3 4 5 6 7 8 9 10
41
11
40
12
39
38 13
14
37
36 15
35
34 16
17
33
32
18
31 19
30
29
20
28
21
27 26 25 24 23 22
T16W-03-03-018
T3-3-12
Cross Section G-G Cross Section H-H
Arm 1 Arm 2 Swing
33 18
28
32
22
27
25
26
24
29 23
T16W-03-03-009
T16W-03-03-010
30
Tandem Circuit)
Circuit)
Combiner Circuit)
Valve)
Valve) Side)
11 - Make-Up Valve
T3-3-13
Layout of Positioning Control Valve (2-Piece Boom)
2
3
Positioning TCEB-03-03-001
Control Valve
T3-3-14
Cross Section X-X

X
4
T178-03-03-070
T198-03-03-003
X
1- Load Check Valve 2- Load Check Valve 3- Overload Relief Valve 4- Overload Relief Valve
(Positioning Parallel Circuit) (Positioning Tandem Circuit) (Positioning: Bottom Side) (Positioning: Rod Side)
T3-3-15
HYDRAULIC CIRCUIT
Main Circuit
Pressure oils from pump 1 and pump 2 flow to the
4-spool section and 5-spool section of the control
valve respectively.
The parallel circuit is provided in both right and left
main circuits and makes the combined operation
possible. The flow combiner circuit is provided in both
boom and arm circuits so that pressure oils from
pump 1 and pump 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
works so that the pressure in main circuit does not
exceed the set pressure when the spool is in operation
(or when the control lever is in operation).
The overload relief valve is provided in the actuator
circuits (between control valve and actuator) of boom,
arm and bucket. The overload relief valve prevents
surge pressure caused by external force in the
actuator circuit does not exceed the set pressure
when the spool is in neutral (with the control lever in
neutral).
The make-up valve is provided in the actuator circuit
(between control valve and actuator) of travel.
When pressure in the actuator circuit decreases, the
make-up valve refills oil from the hydraulic oil tank and
prevents cavitation.
T3-3-16
Blade/Outrigger
Cylinder Main Relief 4-Spool Section Travel Motor
Valve Parallel Circuit
5-Spool Section 4-Spool Section
Make-Up
Valve
Overload
Relief Valve Bucket
Cylinder
Optional
Attachment
Arm Cylinder
Overload Relief
Valve
Overload
Relief Valve
Swing Motor
Boom
Cylinder
Flow Combiner
5-Spool Section Circuit
Parallel Circuit
Pump 2 Pump 1
T16W-03-03-027
T3-3-17
Positioning Circuit (2-Piece Boom)
When operating boom lower and positioning, pressure

oil from each pilot valve flows to the bypass shut-out
valve through the shuttle valve. Therefore, the bypass
shut-out valve is switched.
• During Single Operation:
As the bypass shut-out valve is switched, the
neutral circuit in 4-spool section of control valve is
blocked and pressure oil from pump 1 is supplied
to the positioning control valve.
• During Combined Operation:
When operating combined operation of boom,
arm or bucket and positioning, the neutral circuit
in 4-spool section is blocked by each spool.
Pressure oil from pump1 is supplied to the
positioning control valve through the 4-spool
section parallel circuit.
The overload relief valve is provided in the actuator
circuit (between positioning control valve and actuator)
of positioning. The overload relief valve prevents surge
pressure caused by external force in the actuator
circuit does not exceed the set pressure when the
spool is in neutral (with the control lever in neutral).
T3-3-18
4-Spool Section
Parallel Circuit
4-Spool Section
Neutral Circuit
Pilot Pressure
from Attachment
or Positioning
Bypass
Shut-Out Valve
Positioning
Cylinder
Hydraulic
Oil Tank
Pump 1
Overload Relief Positioning TCEB-03-03-002

Valve Control Valve
T3-3-19
Pilot Control Circuit External Pilot Pressure Circuit
Pressure oil (indicated with numbers) from the pilot • The arm regenerative valve is shifted by pilot
valve acts to the spool in control valve in order to pressure from solenoid valve unit (SC).
move the spool. • The bucket flow rate control valve is shifted by
In the following operations, pressure oil moves the pressure oil from the bucket flow rate control
spool and acts to the switch valves as follows. valve spool in signal control valve.
• During arm roll-in (4) operation, pressure oil • The auxiliary flow combiner valve and bypass
moves the arm spool and shifts the spool in shut-out valve are shifted by pressure oil from the
switch valve of arm anti-drift valve. auxiliary flow combiner control solenoid valve.
• During boom lower (2) operation, pressure oil (Only the machine equipped with the optional
moves the boom spool and shifts the spool in parts)
switch valve of boom anti-drift valve. • The auxiliary flow rate control valve is shifted by
pilot pressure from the auxiliary flow rate control
The air bleed circuit is located on the upper section of solenoid valve (optional). (Only the machine
control valve and bleeds any air trapped inside equipped with the optional parts)
automatically.
NOTE: In general, the auxiliary flow combiner
valve and auxiliary flow rate control valve
are routed to the drain circuit.
The auxiliary flow rate control solenoid
valve is equipped for only the machine
equipped with the optional parts.
T3-3-20
Pilot Pressure from Auxiliary Flow
Pilot Pressure from
Combiner Control Solenoid Valve
Front Attachment,
(Only machine equipped
Travel Pilot Pressure from
with optional parts)
Auxiliary Flow Bucket Flow Rate
Combiner Valve Control Valve Spool in
Air Bleed Circuit
11
9 12
Auxiliary Flow 10
Rate Control Bucket Flow Rate
Valve Control Valve
7
Pilot Pressure 8
13
from Auxiliary 14
Flow Rate
Control Solenoid
Valve
(Only machine
equipped with
optional parts) 2
1 1
Arm Anti-Drift Boom Anti-Drift
Valve Valve
4
Pilot Pressure 3
from Solenoid 3
Valve Unit
(SC)
Pilot Pressure
from Auxiliary
Flow
Combiner
Control
Arm Solenoid
Regenerative Valve
Valve 5 6
Bypass
Shut-Out Valve
T16W-03-03-022
1- Boom Raise 5- Left Swing 9- Blade/Outrigger Raise 13 - Auxiliary
2- Boom Lower 6- Right Swing 10 - Blade/Outrigger Lower 14 - Auxiliary
3- Arm Roll-Out 7- Bucket Roll-In 11 - Travel Reverse
4- Arm Roll-In 8- Bucket Roll-Out 12 - Travel Forward
T3-3-21
Pilot Control Circuit (2-Piece Boom) External Pilot Pressure Circuit (2-Piece Boom)
Pressure oil (indicated with numbers) from the pilot • The arm regenerative valve is shifted by pilot
valve acts to the spool in control valve in order to pressure from solenoid valve unit (SC).
move the spool. • The bucket flow rate control valve is shifted by
In the following operations, pressure oil moves the pilot pressure from the bucket flow rate control
spool and acts to the switch valves as follows. valve spool in signal control valve.
• During arm roll-in (4) operation, pressure oil • The auxiliary flow combiner valve and bypass
moves the arm spool and shifts the switch valve shut-out valve are shifted by pressure oil from the
in arm anti-drift valve and the spool in hose auxiliary flow combiner control solenoid valve.
rupture valve (arm). (Only the machine equipped with the optional
• During boom lower (2) operation, pressure oil parts)
moves the boom spool and shifts the switch valve • The auxiliary flow rate control valve is shifted by
in boom anti-drift valve and the spool in hose pilot pressure from the auxiliary flow rate control
rupture valve (boom). solenoid valve (optional). (Only the machine
• During positioning raise (31) or lower (32) equipped with the optional parts)
operation, pressure oil moves the positioning
spool and shifts the bypass shut-out valve. NOTE: In general, the auxiliary flow combiner
• During positioning lower (32) operation, pressure valve and auxiliary flow rate control valve
oil moves the spool in hose rupture valve are routed to the drain circuit.
(positioning). The auxiliary flow rate control solenoid
valve is installed to only the machine
The air bleed circuit is located on the upper section of equipped with the optional parts.
control valve and bleeds any air trapped inside
automatically.
T3-3-22
Pilot Pressure from Pilot Pressure from Auxiliary Flow
Front Attachment, Combiner Control Solenoid Valve
Travel (Only machine equipped
with optional parts) Pilot Pressure from Bucket
Auxiliary Flow Flow Rate Control Valve
Combiner Valve Spool in Signal Control
Valve
Air Bleed Circuit
12
11
9
Auxiliary Flow 10
Rate Control
Valve Bucket Flow Rate
Control Valve
7
Pilot Pressure 8
from Auxiliary 13
14
Flow Rate
Control Solenoid
Valve
(Only machine
equipped with
optional parts) 2
1 1
Boom Anti-Drift
Pilot Pressure Valve
from Hose
Rupture Valve
(Arm)
Pilot
Arm Anti-Drift 4 Pressure to
Valve Hose Rupture
3 Valve (Boom)
Pilot Pressure 3
from Solenoid
Valve Unit
(SC)
Pilot Pressure
from
Positioning
Solenoid
Arm
Valve
Regenerative
Valve 6
5
Bypass
Shut-Out Valve
31
32
Pilot Pressure to
Hose Rupture Valve
(Positioning)
TCEB-03-03-003
1- Boom Raise 5- Left Swing 9- Blade/Outrigger Raise 13 - Auxiliary
2- Boom Lower 6- Right Swing 10 - Blade/Outrigger Lower 14 - Auxiliary
3- Arm Roll-Out 7- Bucket Roll-In 11 - Travel Reverse 31 - Positioning Raise
4- Arm Roll-In 8- Bucket Roll-Out 12 - Travel Forward 32 - Positioning Lower
T3-3-23
MAIN RELIEF VALVE
The main relief valve prevents pressure in the main
circuit from increasing more than the set-pressure
during operations of actuators such as the motors and
the cylinders.
Thereby, oil leakage from hoses and pipe joints and
damage to the actuators are prevented.
Operation
1. The oil pressure in port HP (main circuit) acts on
the pilot poppet through orifice A in the main
poppet and orifice B in the seat.
2. When the oil pressure in port HP increases more
than the spring B set-force, the pilot poppet is
unseated, allowing the pressure oil to flow to port
LP (hydraulic oil tank) through passage A and
around the outer diameter of 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 increases more
than the spring A set-force, the main poppet is
unseated, causing the pressure oil in port HP to
flow to port LP.
5. Thereby, the main circuit pressure decreases.
6. When the main circuit pressure decreases more
than the specified pressure, the main poppet is
seated by spring A.
T3-3-24
When Normal:
Main Poppet Orifice A Orifice B Seat Passage A Spring B
HP
LP T176-03-03-010
Sleeve Spring Spring A Pilot Poppet
Chamber
When Relieving:
Main Poppet Orifice A Orifice B Seat Passage A Spring B
HP
LP T176-03-03-011
Sleeve Spring Spring A Pilot Poppet
Chamber
T3-3-25
OVERLOAD RELIEF VALVE (with Make-Up
Function)
The overload relief valves are provided in the boom, Make-Up Operation
arm, bucket, auxiliary, blade/outrigger and positioning 1. When pressure at port HP (actuator circuit) is
control valve circuits. The overload relief valve reduced more than port LP (hydraulic oil tank),
prevents each actuator circuit pressure from rising the sleeve is moved to the right.
excessively when the actuators are moved by external 2. Then, the hydraulic oil flows in port HP from port
loads. LP to prevent the cavitation.
In addition, when the actuator circuit pressure is 3. When pressure in port HP increases more than
reduced, draws the hydraulic oil from the hydraulic oil the specified pressure, the sleeve is closed by
tank to prevent the occurrence of cavitation (make-up spring C.
function).
NOTE: The operations of overload relief valves in

boom, arm, bucket, auxiliary,
blade/outrigger bottom side and positioning For Positioning Control Valve
control valve are same.
Accordingly, operation of the overload relief
Seat Spring C Sleeve Spring A Main Poppet
valve for the boom, the arm, and the
bucket is explained on this page. Orifice A
HP
Relief Operation
1. The oil pressure in port HP (main circuit) acts on
the pilot poppet through orifice A in the main
poppet and orifice B in the seat.
2. When the oil pressure in port HP increases more
than the spring B set-force, the pilot poppet is Passage A
Pilot Poppet Valve
unseated, allowing the pressure oil to flow to port Spring B Spring
LP (hydraulic oil tank) through passage A and Chamber LP
T198-03-03-006
around the outer diameter of 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 increases more
than the spring A set-force, the main poppet is
unseated, causing the pressure oil in port HP to
flow to port LP.
5. Thereby, the actuator circuit pressure is reduced.
6. When the actuator circuit pressure is reduced to
the specified pressure, the main poppet is closed
by spring A.
T3-3-26
When Normal: Passage
Main Orifice Orifice
Sleeve Make-Up Valve Seat A Spring B
Poppet A B
HP
LP T176-03-03-012
Spring
Spring C Chamber Spring A Pilot Poppet
When Relieving:
Sleeve Main Poppet Orifice A Orifice B Seat Passage A Spring B
HP
LP T176-03-03-013
Spring Spring A Pilot Poppet
Chamber
When Operating Make-Up:
Make-Up Valve
HP
LP T1F3-03-03-021
Spring C
T3-3-27
Overload Relief Valve (Blade/Outrigger Rod Side)
(with Make-Up Function)
Relief Operation Make-Up Operation

1. Pressure in port HP (actuator circuit) acts on the 1. When pressure in port HP (actuator circuit)
pilot poppet through an orifice in the piston. decreases lower than port LP (hydraulic oil tank),
2. When pressure in port HP increases more than the sleeve moves to the right.
set-force of spring B, the pilot poppet is unseated 2. Hydraulic oil flows in port HP from port LP and
and pressure oil flows to port LP (hydraulic oil cavitation is prevented.
tank) through passage A and clearance around 3. When pressure in port HP increases more than
the sleeve. the specified pressure, the sleeve is closed by the
3. At this time, a pressure difference arises between force of spring C.
port HP and the spring chamber due to the
orifice.
4. If this pressure difference increases more than
set-force of spring A, the main poppet is unseated
so that pressure oil in port HP flows to port LP.
5. Thereby, the actuator circuit pressure decreases.
6. When the actuator circuit pressure decreases to
the specified level, the piston and main poppet
are seated by the force of spring A.
T3-3-28
During Normal Operation:
Make-Up Valve Main Poppet Sleeve Spring A Passage A Spring B
HP
LP
Orifice Piston Spring Pilot Spring C T107-02-05-019
Chamber Poppet
During Relief Operation:
Main Poppet Sleeve Spring A Passage A Spring B
HP
LP
Orifice Piston Spring Pilot T178-03-03-049
Chamber Poppet
During Make-Up Operation:
Sleeve
HP
LP
Spring C T178-03-03-050
T3-3-29
ANTI-DRIFT VALVE
The anti-drift valves are located in the boom cylinder
bottom and arm cylinder rod side circuits to reduce the
cylinder drift.
NOTE: The boom and arm anti-drift valves are

identical in construction.
Boom Cylinder
Blocking Operation
1. When the control lever (the spool) is in neutral,
the anti-drift valve (selector valve) is not shifted.
2. Therefore, the pressure oil in the boom cylinder
bottom (arm cylinder rod side) is applied to the
anti-drift valve check valve via the selector valve.
3. Consequently, the check valve is seated, blocking
the return oil circuit from the cylinder so that the
cylinder drift is reduced.
Releasing Operation
1. When rolling the arm in or lowering the boom, the
T176-03-03-028
pressure oil from the pilot valve shifts the anti-drift Anti-Drift Valve Anti-Drift Valve
valve (selector valve). (Selector Valve) (Check Valve)
2. The hydraulic oil in the check valve spring To
Pressure Oil Hydraulic
chamber is returned to the hydraulic oil tank via from Pump 1 Oil Tank Boom Cylinder
the orifice in the Selector valve.
3. Accordingly, the check valve is unseated, allowing
the return oil from the boom cylinder bottom side
(arm cylinder rod side) to flow to the spool.
From Pilot
Valve
To
Hydraulic
Oil Tank
T176-03-03-029
Anti-Drift Valve Anti-Drift Valve

(Selector Valve) (Check Valve)
T3-3-30
When Blocking:
Hydraulic
Oil Tank
Boom
Cylinder
To Pilot Valve
Selector Valve
Sleeve
Spring B
Seat
Spring A
Check Valve
To Spool
TCGB-03-03-008
When Releasing:
Hydraulic
Oil Tank
Boom
Cylinder
From Pilot Valve
Selector valve
Sleeve
Spring B Pressure Oil

from Pump
Seat
Spring A
Check Valve
To Spool
TCGB-03-03-009
T3-3-31
REGENERATIVE VALVE
The regenerative valves are located in the boom lower, 3. Then, the return oil from the cylinder bottom side
arm roll-in and bucket roll-in accelerating the cylinder flows into the rod side so that the return pressure
operating speeds, preventing the cylinders from oil is regenerated, increasing the cylinder
making a pose in movement, and improving machine operating speed.
controllability. 4. When the cylinder is fully stroked or digging loads
increase, the oil pressure in the cylinder bottom
NOTE: Operational principles of each regenerative circuit decreases more than the rod side, causing
valve are almost identical. Therefore, the the check valve to seat so that regeneration is
boom regenerative valve is used as an stopped.
example.
NOTE: Arm Regenerative Valve (Selector Valve)
Operation Operation
1. When the boom is lowered, the return oil from the The arm regenerative valve (selector
cylinder bottom side (the rod side in case of the Valve) is shifted by the pilot pressure oil
arm cylinder) is routed the check valve via from solenoid valve unit (SC) so that the
anti-drift valve and hole A on the spool. (Refer to return oil circuit from the cylinder rod side
T3-3-30 as for the operation of the anti-drift to the hydraulic oil tank is blocked. (Refer
valve.) to the SYSTEM / Control system group.)
2. At this moment, when the pressure oil in the
cylinder rod side (the bottom side in case of the
arm cylinder) is lower than the bottom side, the
check valve is unseated.
Pressure Oil Regenerative Boom 1

from Pump 1 Valve Spool Boom Cylinder
Hole A
From Boom 2 Spool

(Pressure Oil from Pump 2)
Anti-Drift Valve Check Anti-Drift Valve

(Selector Valve) Valve (Check Valve)
T1F3-03-03-022
T3-3-32
When Operating:
Boom 2 Boom 1
Spool Spool
Boom
Cylinder
Anti-Drift Valve
(Check Valve)
Hole A
Check
Valve
T16W-03-03-023
T3-3-33
FLOW RATE CONTROL VALVE
The flow rate control valve is located in the bucket and NOTE: The bucket flow rate control valve restricts
auxiliary circuits. When a combined operation is made, the bucket circuit oil flow when the bucket,
the flow rate control valve restricts the oil flow so that boom raise and arm roll-in operations are
the other actuators are given priority to operate. made simultaneously. The auxiliary flow
rate control valve restricts the auxiliary
circuit oil flow when a combined operation
When bucket (auxiliary) single operation is made: with the auxiliary and other front
1. The pressure oil from pump 1 acts on the check attachment is made. The bucket flow rate
valve in the poppet via port P1. control valve is used here as an example.
2. Normally, the selector valve is kept open so that
the pressure oil from pump 1 unseats the check
valve and flows into the main spool through the
selector valve.
3. Thereby, the poppet valve is opened, allowing the
pressure oil to flow to the bucket spool. Pressure Oil
Poppet Valve from Pump 1 To Hydraulic
Oil Tank
When the combined operation of the bucket
(auxiliary), boom raise, and arm roll-in is made:
1. When the boom raise and arm roll-in functions
are operated simultaneously, the selector valve is
shifted so that the bucket flow rate control valve in
Selector
the signal control valve is shifted by the boom Bucket
Valve
Cylinder
raise pilot pressure.
2. Then, the oil pressure behind the poppet valve
increases, and the force to close the poppet valve
appears.
3. Consequently, the opening clearance of the
poppet valve is reduced so that oil flow to the
bucket spool is restricted, allowing the pressure
oil to be routed to the high-pressure side of the T176-03-03-030
boom raise circuit. Boom Raise Pilot Pressure Oil
To Hydraulic
Pressure from Pump 1
Oil Tank
Poppet Valve
Selector
Valve Bucket
Cylinder
T176-03-03-031
T3-3-34
When Normal Operation:
Poppet Check Valve Spring A

Spring B
To Main Spool
To Hydraulic Oil
Tank
Pressure Oil P1 Selector

from Main Valve
Pump 1
Boom Raise
Pilot Pressure
To Main Spool
T176-03-03-019
Plug 2
When Oil Flow is Restricted:
Poppet Check Valve Spring A

Spring B
To Main Spool
To Hydraulic
Oil Tank
Selector
Pressure Oil
Valve
from Main
Pump 1 P1
Boom Raise
Pilot Pressure
To Main Spool
T176-03-03-020
Plug 2
T3-3-35
BYPASS SHUT-OUT VALVE
Bypass Shut-Out Valve
The bypass shut-out valve is located after the 4-spool
side circuit. When the blade/stabilizer is operated, the When Neutral:
bypass shut-out valve is shifted, blocking the neutral Spring Spool 4-Spool Side
passage in the 4-spool side circuit. Neutral Circuit
Operation
1. When the control levers are in neutral, the bypass
shut-out valve is not shifted. The pressure oil
from pump 1 returns back to the hydraulic oil tank
through the neutral passage in the 4-spool side
circuit.
2. When the blade/stabilizer is operated, the pilot
pressure from the pilot valve is routed to port SJ Return to
so that the bypass shut-out valve is shifted. Hydraulic
Oil Tank
3. Consequently, the neutral passage in the 4-spool
side circuit is blocked, allowing the pressure oil
from pump 1 to flow to the auxiliary control valve.
Port SJ T176-03-03-022
When Operating:
Spring Spool 4-Spool Side
Neutral Circuit
Return to
Hydraulic
Oil Tank
Port SJ T176-03-03-024
T3-3-36
Pilot Pressure from

Auxiliary and
Positioning
Bypass Shut-Out
SJ
Valve
Pump 1
Positioning TCEB-03-03-004
Control Valve
T3-3-37
AUXILIARY FLOW COMBINER VALVE
Auxiliary Flow Combiner Valve
The auxiliary flow combiner valve is located before the When Neutral:
4-spool side circuit. The auxiliary flow combiner valve Port SN
operates differently depending on whether a single or
combined operation is made. Spring B
To Auxiliary
Spool
NOTE: The auxiliary flow combiner valve operates Check Valve
only on the machines equipped with the
optional parts. Normally, port SN and port Pressure Oil
from Pump 1
SM are connected to the hydraulic oil tank.
Signal Operation
When the single front attachment operation is made,
the aux. flow combiner valve allows the pressure oil Spool
from pump 1 to flow to the aux. spool together with the
pressure oil from pump 2, increasing the attachment
operating speed.
1. When the front attachment is operated, the pilot Spring A

pressure oil is routed to port SM and port SJ so
that both the aux. flow combiner valve and
Port SM
bypass shut-out valve are shifted.
2. When the bypass shut-out valve is shifted, the
neutral circuit in the 4-spool side is blocked.
3. At this moment, the aux. flow combiner valve is
also shifted, allowing the pressure oil from the T176-03-03-021
4-spool side (pump 1) to flow to the aux. spool via
the aux. flow combiner valve. When Operating:
4. Therefore, pressure oil from both pumps 1 and 2 Port SN
is supplied to the attachment, increasing
Spring B
attachment operation speed.
To Auxiliary
Spool Check Valve
Pressure Oil
from Pump 1
Spool
Spring A
Port SM
T176-03-03-023
T3-3-38
Signal Control Pilot Pressure Oil from

Pressure Valve Positioning/Auxiliary
Reducing Valve
Auxiliary Flow
Combiner Control
Solenoid Valve
Auxiliary Flow
Combiner Valve
5-Spool Side SN SM 4-Spool Side
Auxiliary Spool
Neutral Circuit
Bypass Shut-Out
Valve
SJ
Pump 2 Pump 1
TCEB-03-03-005
NOTE: The pressure reducing valve and the

auxiliary flow combiner control solenoid
valve are installed only on the machines
T3-3-39
Combined Operation
Auxiliary Flow Combiner Valve
When the attachment and the boom, arm, bucket, or
travel functions are operated simultaneously, the Port SN
auxiliary flow combiner valve is not shifted. Thereby,
the specified operating speed of the boom, arm, Spring B
To Auxiliary
bucket, or travel function is ensured. Spool
However, the combined oil flow is supplied to the Check Valve
auxiliary circuit when the pilot pressure to port SN is
reduced by the pressure reducing valve. Pressure Oil
from Pump 1
1. When the front attachment is operated, the pilot
pressure oil is routed to port SM on the auxiliary
flow combiner valve.
2. When the boom, arm, bucket, or travel is
Spool
operated at the same time, the pilot pressure oil
from the signal control valve is routed to port SN.
3. The pressure oil from port SM acts on the
auxiliary flow combiner valve spool toward
opening direction. The pressure oil from port SN
Spring A
and spring A act toward the closing direction.
4. Since the force to close the spool is larger than
that to open the spool, the spool is kept closed. Port SM
5. When the pilot pressure to port SN is reduced by
the pressure reducing valve, the pilot pressure in
port SM overcomes the pilot pressure in port SN
and spring (A) force. Then, the auxiliary flow
T176-03-03-037
combiner valve is opened. Therefore, the
pressure oil from pump 1 and pump 2 are
combined and supplied together to the auxiliary
spool.
T3-3-40
Pilot Pressure Oil

from Signal Pilot Pressure Oil from
Control Valve Positioning/Auxiliary
Pressure
reducing valve
Auxiliary Flow
Combiner Control
Solenoid Valve
Auxiliary Flow
Combiner Valve
5-Spool Side SN SM 4-Spool Side
Neutral Circuit
Auxiliary Spool
Bypass Shut-Out
Valve
SJ
Pump 2 Pump 1
TCEB-03-03-006
NOTE: The pressure reducing valve and the

auxiliary flow combiner control solenoid
valve are installed only on the machines
T3-3-41
(Blank)
T3-3-42
COMPONENT OPERATION / Pilot Valve
OUTLINE
The pilot valve controls pilot pressure oil in order to
move the spool in control valve. The pilot valve outputs
pressure according to the control lever stroke by PPC
(Pressure Proportional Control Valve) function and
moves the spool in control valve.
The 4-port pilot valves for front attachment/swing is
standard.
The 2-port pilot valve is for travel.
• Front and Swing Pilot Valve

Port No. HITACHI ISO Standard
Standard
1 Boom Lower ←
2 Bucket Roll-Out ←
Right 3 Boom Raise ←
4 Bucket Roll-In ←
1 Right Swing Arm Roll-Out
2 Arm Roll-In Right Swing
Left
3 Left Swing Arm Roll-In
4 Arm Roll-Out Left Swing
Hydraulic Symbol
3 2
T
P
2 PT 4 1 3 1 PT 3 2 4
T566-03-05-002
4 1
T1F3-03-04-001
T3-4-1
• Travel Pilot Valve
Port No.
1 Travel
2 Plug
Hydraulic Symbol
P T T
T
P
P
1 2
T554-02-07-009
1 2
T1LA-03-04-001
1 2
T3-4-2
(Blank)
T3-4-3
OPERATION
• Front Attachment and Swing Pilot Valves Full Stroke Operation

(Pusher Stroke: E to F on the Diagram)
In Neutral (Pusher Stroke: A to B on the Diagram) 1. When the control lever is moved full stroke,
1. When the control lever is in neutral, spool (6) pusher (2) is moved downward until spring guide
completely blocks pressure oil from port P. The (3) comes in contact with the stepped section of
output port is open to port T via the notch on the casing.
spool (6) so that the output port pressure is equal 2. Then, spool (6) is directly pushed by the bottom
to pressure in the hydraulic oil tank. of pusher (2) at this moment. Accordingly, even if
2. When the control lever is moved slightly, cam (1) pressure in the output port increases, spool (6)
is tilted to push pusher (2). Pusher (2) is moved cannot move upward. Then, the output port is
downward together with spring guide (3) while kept connected to port P via the notch on spool
compressing return spring (5). (6).
3. Spool (6) is pushed by balance spring (4) and is 3. Therefore, pressure in the output port is
moved downward until clearance (A) becomes maintained at the same pressure in port P. The
zero. total lever stroke is decided by stroke C of the
4. While moving downward, the output port is kept pusher.
connected to port T so that pressure oil is not
routed to the output port.
E F
NOTE: The lever stroke moved until clearance (A)
Pilot
becomes zero, corresponds to the lever Pressure
play in the neutral position.
D
Operation Corresponding to Control Lever Stroke

(Pusher Stroke: C to D on the Diagram)
1. As the control lever is moved further, port P is
C
connected to the output port via spool (6),
increasing pressure in the output port.
2. The increase pressure in the output port acts on
surface B of spool (6), causing spool (6) to move A B Pusher Stroke
upward. T505-02-07-006
3. As long as this upward pressure force is lower
than balance spring (4) force, balance spring (4)
is not compressed. Therefore, port P is kept
connected to the output port so that output port
pressure continues to increase.
4. Then, the output port pressure increases further,
force to push spool (6) upward increases. When
this pushing force increases more than set-force
of balance spring (4), spool (6) is moved upward
while compressing balance spring (4).
5. As spool (6) is moved upward, the output port is
disconnected from port P. Thereby, pressure oil is
not supplied to the output port from port P,
stopping the pressure increase in the output port.
6. As described, balance spring (4) is compressed
by the same stroke as spool (6) is moved
downward. The output port pressure at this time
is equivalent to the pressure balancing with spring
force applied to spool (6).
T3-4-4
Pusher Stroke: A to B
3
4
5
Notch
Port T
（A） (Clearance A:0)
Port P
T577-03-04-002 T577-03-04-003
Output Port
Pusher Stroke: C to D Pusher Stroke: E to F
4 （C）
3
Port T
Notch
6
Port P
Port P
6
Surface B
T577-03-04-005
T577-03-04-004 Output Port
Output Port
1 - Cam 3 - Spring Guide 5 - Return Spring 6 - Spool

2 - Pusher 4 - Balance Spring
T3-4-5
• Travel Pilot Valve
Control Pedal-In Neutral (Pusher Stroke: A to B) Control Pedal-Full Stroke (Pusher Stroke: E to F)
1. When the control pedal is in neutral, spool (7) 1. When the control pedal is moved to full stroke,
blocks the pressure oil in port P completely. The pusher (2) is moved down until it comes into
output port is connected to port T through the contact with the top of plate (3).
passage in spool (7), so the pressure at output 2. Thereby, spool (7) is pressed directly by the
port becomes equal to the hydraulic oil tank bottom of pusher (2). As a result, notch (B) of
pressure. spool (7) does not close even if the pressure at
2. When the control pedal is moved slightly, cam (1) output port rises.
moves and pusher (2) and spring guide (4) move 3. As a result, the pressure at output port becomes
downward together, compressing return spring equal to the pressure at port P.
(6).
3. At this time, balance spring (5) pushes spool (7)
and spool (7) moves downward until clearance
(A) becomes ZERO.
4. While spool (7) moves downward, the output port
is connected to port T and the pressure oil does
not flow into the output port.
NOTE: The pedal stroke moved until clearance (A)

becomes zero, corresponds to the pedal Pilot Pressure D
play in the neutral position.
Control Pedal-Operated (Pusher Stroke: C to D

Metering) C
1. When the control pedal is moved further, the hole
on spool (7) is connected to notch (B).
A B Pusher Stroke
2. The pressure oil in port P flows into the output
port via the hole in spool (7) from notch (B), so T1F3-03-09-004
the pressure at output port increases.
3. The pressure at output port acts on the bottom of
spool (7), to push spool (7) upward.
4. If the acting force on spool (7) is smaller than the
spring force of balance spring (5), balance spring
(5) will not be pressed. As a result, as port P is
connected to the output port, the pressure at
output port increases continuously.
5. If the pressure at output port increases further,
the force to push up spool (7) increases. When
this force becomes larger than the spring force of
balance spring (5), spool (7) pushes balance
spring (5), and moves upward.
6. When spool (7) moves upward, notch (B) closes,
so the pressure oil does not flow into the output
port from port P. Thereby, the pressure at port P
stops raising.
7. Accordingly, the amount balance spring (5) is
compressed is equal to the amount spool (7) is
pressed down, so the balanced pressure between
the spring force and the force acting on spool (7)
becomes the pressure at output port.
T3-4-6
Pusher Stroke: A to B
3
4
5
Port T
6
(A)
Clearance (A): 0
Port P
Hole
7
Passage
T1LA-03-04-002
T1LA-03-04-003
Output Port
Pusher Stroke: C to D Pusher Stroke: E to F
2
3
Port T Port T
Notch (B) Notch (B)
Port P Port P
Hole
7 7
Output Port T1LA-03-04-004

Output Port T1LA-03-04-005
1 - Cam 3 - Plate 5 - Balance Spring 7 - Spool

2 - Pusher 4 - Spring Guide 6 - Return Spring
T3-4-7
(Blank)
T3-4-8
COMPONENT OPERATION / Electric Lever
OUTLINE
The electric lever outputs the signal according to the
electric lever operation to the option controller. The
option controller activates the solenoid valves for each
operation according to the electric lever operation.
Consequently, pressure oil from the pilot pump flows
to the spool ends in control valve and moves the
spools.
The electric levers are for auxiliary, positioning and
blade/outrigger.
1 2
• Auxiliary Electric Lever
Port No.
1 Auxiliary (Open)
2 Auxiliary (Close)
• Positioning Electric Lever

Port No.
1 Positioning Raise
2 Positioning Lower
T1MG-03-09-018
• Blade/Outrigger Electric Lever
Port No.
1 Outrigger Raise
2 Outrigger Lower
T1MG-03-09-012
T3-5-1
OPERATION
1. When the electric lever is operated, cam (5) and
arm (4) are tilted.
2. The arm (4) movement is transmitted to V
potentiometer (1) through pin (3) in arm (4) and
support (2) in potentiometer (1). Output
Output (Main)
3. Potentiometer (1) outputs the signal according to
Voltage
the support (2) tilt to the option controller.
NOTE: Potentiometer (1) outputs the main and sub
signals. Output
If one signal is faulty, the machine can (Sub)
operate due to the other.
Control Lever deg
Stroke
Operating Torque:
1. When the electric lever is operated, cam (5) is
tilted and pusher (6) is pushed down.
2. Pusher (6) compresses spring (7).
N⋅m
3. Therefore, torque when operating the electric
lever is obtained.
Operating
Torque
Control Lever deg T1MG-03-09-017

Stroke
T3-5-2
6
3
TCJB-03-05-001
1 - Potentiometer 3 - Pin 5 - Cam 7 - Spring

2 - Support 4 - Arm 6 - Pusher
T3-5-3
(Blank)
T3-5-4
COMPONENT OPERATION / Transmission
OUTLINE
The travel device consists of the travel motor, the
transmission, the front propeller shaft, the rear propel-
ler shaft, the front axle and the rear axle. The travel
motor is a variable displacement bent axis type axial
plunger motor. The motor is driven by the pressure oil
from the pump and rotates the transmission. A regula-
tor is provided on the travel motor in order to regulate
the torque, which is transferred to the transmission.
The travel modes (fast and slow) are selected at the
transmission by the pressure oil from the pilot pump.
Travel motor rotation is transferred to the propeller
shafts and axles.
Rear Axle
Rear Propeller Shaft
Front
Propeller Shaft
Travel Motor
Transmission
Front Axle
TCEB-01-02-001
T3-6-1
TRANSMISSION
The transmission consists of the shift interlock con- The travel speed reduction gear is controlled by
troller and the travel speed reduction gear. The shift pressure oil supplied from port B (fast speed) or port K
interlock controller prevents the travel speed mode (slow speed) so that either disc brake (15) or disc
switch from moving from the fast position to the slow clutch (13) is released and each gear is driven. The
position during travel operation. (Refer to the shift in- major components of the travel speed reduction gear
terlock control group.) The major components of the are final gears (6), carrier (5), planetary gears (14),
shift interlock controller are gearshift piston (1), relief ring gear (7), disc brake (15), disc clutch (13), shaft
valve (3) and rotary pump (4). (12), clutch piston (10), disc springs (9, 11), brake
piston (8) and accumulator (16). In addition, the travel
N sensor (2) is provided for travel speed check.
Travel Speed
Reduction Gear Shift Interlock Controller
Slow Fast
Speed Speed 1
K B
16
15 2
14
13
3
12
4
Travel Motor
11 5
10
6
9
Propeller Shaft
7
T21W-03-05-001
T3-6-2
9 11 12 15 13 14 5 4
10 8 7
TCEB-03-05-001
1- Gearshift Piston 5- Carrier 9- Disc Spring 13 - Disc Clutch

2- Travel N Sensor 6- Final Gear 10 - Clutch Piston 14 - Planetary Gear
3- Relief Valve 7- Ring Gear 11 - Disc Spring 15 - Disc Brake
4- Rotary Pump 8- Brake Piston 12 - Shaft 16 - Accumulator
T3-6-3
Slow Speed Selection
• Releasing Disc Clutch

1. When the travel speed mode switch is moved to 5. As disc brake (15) is kept applied, ring gear (7)
the slow position, the transmission changeover cannot rotate.
solenoid valve allows pressure oil to flow from the 6. Thereby, the rotation of the travel motor is trans-
pilot pump to port K. (Refer to the COMPONENT mitted to the propeller shaft via shaft (12), plane-
OPERATION / Others (Upperstructure) group.) tary gears (14), carrier (5) and final gears (6).
2. Pressure oil from port K is routed into the clutch 7. At this time, the input shaft speed (Travel motor
piston (10) chamber via gearshift piston (1). side) is reduced at the stages of planetary gears
3. Pressure oil pushes clutch piston (10) to the left (14) and final gears (6). Then, the output shaft
and disc clutch (13) is released. speed (propeller shaft side) is slower than the
4. When the slow mode is selected, no pressure oil input shaft speed (travel motor side).
is routed into brake piston (8). As brake piston (8) 8. Consequently, the output shaft rotates at the slow
is kept pushed to the right by disc spring (9), disc speed.
brake (15) remains applied.
Slow Speed
K
1
16
15
14
13
12
Travel Motor
5
11
10
Propeller Shaft
T21W-03-05-004
9 8 7
T3-6-4
Pilot Pressure
12 15 13 14 5
1
From Travel
Motor
9 11 10 8 7
TCEB-03-05-001
12 7
14
From Travel Motor
4
6
13
15
To Propeller Shaft
TCDB-03-05-001
1- Gearshift Piston 7- Ring Gear 10 - Clutch Piston 13 - Disc Clutch
5- Carrier 8- Brake Piston 11 - Disc Spring 14 - Planetary Gear
6- Final Gear 9- Disc Spring 12 - Shaft 15 - Disc Brake
T3-6-5
Fast Speed Selection
• Releasing Disc Brake

1. When the travel speed mode switch is moved to 5. Thereby, the travel motor, ring gear (7), planetary
the fast position, the transmission changeover gears (14) and carrier (5) rotate as one unit.
solenoid valve allows pressure oil to flow from the 6. Consequently, the input shaft speed (travel motor
pilot pump to port B. (Refer to the COMPONENT side) is reduced only at final gears (6) so that the
OPERATION / Others (Upperstructure) group.) output shaft (propeller shaft side) rotates at a fast
2. Pressure oil from port B is routed into the brake speed.
piston (8) chamber via gearshift piston (1) and the
check valve of accumulator (16).
3. Pressure oil pushes brake piston (8) to the left
and disc brake (15) is released.
4. When the fast mode is selected, no pressure oil is
routed into clutch piston (10). As clutch piston (10)
is kept pushed to the right by disc spring (11), disc
clutch (13) remains engaged.
Fast Speed
B 1
16
15
14
13
12
Travel Motor
5
11
10
6
9
Propeller Shaft
T21W-03-05-005
8 7
T3-6-6
Pilot Pressure 12 15 13 14 5
From Travel
Motor
9 11 10 8 7
TCEB-03-05-001
14
5
From Travel Motor
6
13
15
To Propeller Shaft
TCDB-03-05-002
1- Gearshift Piston 8 - Brake Piston 11 - Disc Spring 14 - Planetary Gear
5- Carrier 9 - Disc Spring 12 - Shaft 15 - Disc Brake
6- Final Gear 10 - Clutch Piston 13 - Disc Clutch 16 - Accumulator
7- Ring Gear
T3-6-7
Parking Brake
1. When the brake switch is turned to the P (parking

brake) position, the transmission changeover so-
lenoid valve blocks pressure oil from the pilot
pump. (Refer to the COMPONENT OPERATION /
Others (Upperstructure) group.)
2. Pressure oil acting on the clutch piston (10) and
brake piston (8) is routed to the hydraulic oil tank.
3. Therefore, clutch piston (10) and brake piston (8)
are moved by disc springs (11, 9) force to the right
so that disc clutch (13) is engaged and disc brake
(15) is applied.
4. Consequently, all gears are locked and shaft (12)
stops rotating.
15
13
12
11
10
T21W-03-05-001
T3-6-8
9 11 12 15 13
From Travel
Motor
10 8
TCEB-03-05-001
13
15
TCDB-03-05-003
8- Brake Piston 10 - Clutch Piston 12 - Shaft 15 - Disc Brake

9- Disc Spring 11 - Disc Spring 13 - Disc Clutch
T3-6-9
SHIFT INTERLOCK CONTROL
The shift interlock controller prevents the travel speed
mode switch from moving from the fast position to the
slow position during travel operation, and protects the
travel motor from being damaged. Although the travel
speed mode switch is moved from the fast position to
the slow position while traveling in the fast travel mode,
the machine continues to travel in the fast travel mode.
Then, after the travel speed is reduced to the gearshift
speed range (about 75 % of the maximum speed), the
transmission is automatically shifted to the slow travel
mode.
NOTE: The shift interlock controller does not pre-

vent the machine from running away while
traveling on a down slope. The travel motor
brake valve makes travel speed control on
a down slope.
1. As the travel speed is accelerated with the travel

speed mode switch in the fast position, the travel
motor rotation speed increases so that delivery
pressure from rotary pump (4) increases due to
pressure oil from port B.
2. When the delivery pressure of rotary pump (4)
overcomes the spring force of gearshift piston (1),
gearshift piston (1) is shifted.
3. Thereby, although the travel speed mode switch
is moved to the slow position in the fast travel
mode, as the travel motor continues to rotate at a
fast speed, the delivery pressure from rotary
pump (4) is kept at a high pressure.
4. Then, gearshift piston (1) remains in the shifted
position.
5. Consequently, although the travel speed mode
switch is in the slow position, brake piston (8) is
kept pushed to the left by pressure oil from port K.
The travel speed remains unchanged in the fast
speed mode.
6. After the machine travel speed decreases to the
gearshift speed range, gearshift piston (1) is re-
turned to the original position by the spring force
so that the machine travel speed mode is auto-
matically shifted.
7. Consequently, the travel motor is prevented from
running at an excessive speed.
T3-6-10
Spring Slow Fast

Speed Speed
K B
1
Travel Motor
8
T21W-03-05-006
1 - Gearshift Piston 4- Rotary Pump 8- Brake Piston
T3-6-11
SHOCK REDUCING FUNCTION
Accumulator (16) is provided for the fast speed side in
transmission. Accumulator (16) keeps pressure oil in
the fast speed side, makes time-lag for disc clutch (13)
and disc brake (15) operation and reduces shock to
the machine when shifting travel mode.
• Slow Speed → Fast Speed

1. When the travel speed mode switch is turned to
the slow mode, pressure oil from port K is routed
to the clutch piston (10) chamber.
2. At the same time, returning oil of the brake piston
(8) is routed to accumulator (16).
3. As the check valve in accumulator (16) blocks
returning oil, returning oil is routed to the orifice
side and reduced.
4. As returning oil pressure in brake piston (8) in-
creases, the force pushing brake piston (8) to the
left and that pushing clutch piston (10) to the right
occur.
5. Therefore, brake piston (8) and clutch piston (10)
are controlled not to operated suddenly.
6. When pressure in brake piston (8) decreases
slowly, brake piston (8) moves to the right due to
disc spring (9) and applies disc brake (15).
7. In addition, clutch piston (10) moves to the left
and releases disc clutch (13).
8. Consequently, when travel speed is shifted into
the fast mode, pressure to the travel motor is
prevented from increasing rapidly and the ma-
chine is protected from shock.
T3-6-12
Slow
Orifice Check Valve Speed
K
16
15
13
10
T21W-03-05-004
9 8
8- Brake Piston 10 - Clutch Piston 15 - Disc Brake 16 - Accumulator

9- Disc Spring 13 - Disc Spring
T3-6-13
DISCONNECT DEVICE
The disconnect device is activated when towing the

machine. When grease is filled into the disconnect
device from the grease fitting, the parking brake is
released.
Operation
1. When grease is filled from the grease fitting, the
piston moves to the left and pushes the pin.
2. The piston and pin push brake piston (8) and
clutch piston (10) to the left respectively.
3. Therefore, as disc brake (15) and disc clutch be-
come free, the parking brake is released.
4. Consequently, the transmission is neutral and the
machine can be towed regardless of travel speed.
Grease Fitting
WCEB-03-04-006
11 10 13 Grease 11 10 13
Fitting
9 8 Pin Piston 15 Grease 9 8 Pin Piston 15

T21W-03-05-015 T21W-03-05-016
8- Brake Piston 10 - Clutch Piston 13 - Disc Clutch 15 - Disc Brake

9- Disc Spring 11 - Disc Spring
T3-6-14
COMPONENT OPERATION / Axle
FRONT AXLE
The front axle consists of body (1), differential gear (2),
reduction gears (3) and steering cylinder (4). The front
axle functions to change the machine travel direction,
to support the machine weight, and to transfer the front
propeller shaft power to the wheels. The front axle is
controlled by the axle lock cylinders. When the axle
lock cylinders are released, the front axle is allowed to
oscillate so that the machine vibration is reduced dur-
ing traveling (auto-axle lock control). (Refer to the
SYSTEM / Control System group.)
Front Axle
Axle Lock
Cylinder
TCEB-01-02-001
View A 2
3
T1GL-03-05-020
4
3
T3-7-1
DIFFERENTIAL GEAR
The differential gear allows the right and left drive
wheels to rotate at different speeds each other when
the machine changes the travel direction, or when the
machine travels on uneven road surfaces.
Construction
1 2 3 4 5 2 6
4 8 TCEB-03-06-004
1 - Axle Shaft 3- Half Gear 5- Spider 7- Axle Shaft

2 - Side Gear 4- Idle Gear 6- Half Case 8- Ring Gear
T3-7-2
Function
• Purpose of Differential Gear

1. When the machine is steered, the rear wheels
move along the circular having its center point on
the extension line of the rear wheel drive shaft.
Therefore, the outer wheel must rotate faster than
the inner wheel.
2. Let study the case when the rear wheels are
driven by a propeller shaft via an axle having no
differential gear.
3. In this case, both outer and inner wheels rotate at
the same speed. If the machine is steered, the
outer wheel must move faster than the inner
wheel, in sliding and/or premature wearing of the
tire occurs. In addition, the axle will be twisted and
the constant transmission of driving force is not
allowed.
4. When a differential gear is installed, the outer
wheel can rotate at different speed from that of
the inner wheel so that the problem as mentioned
above does not occur.
Extension Line of Rear

Wheel Drive Shaft
When the Machine is Steered: When the Machine Travels on an

Uneven Road Surface:
T202-03-05-005
T3-7-3
• Basic Operational Principle of Differential Gear
The operational principle of differential gear is ex-
plained by using a pair of racks and a pinion gear.
W W W
1. When handle (C) is moved upward by distance
(H) while applying equal loads (W) onto both C
racks (A and B) respectively, both racks (A and B) C
move by distance (H) together with the pinion
gear. H
2. When handle (C) is moved upward without ap-
plying load (W) onto rack (B), the pinion gear is
moved upward while rotating along rack (A) to
which load (W) is kept applied. H H
3. Rack (B) to which no load is applied is moved
upward as the pinion gear rotates.
4. At this time, the moving distance of rack (B) is 2H
longer than the moving distance of the pinion gear
that rotates along rack (A).
5. The moving distance of rack (B) can be obtained Pinion
Rack (A) Rack (B)
as H + H = 2H. This is equal to the operational Pinion
principle of the differential gear.
T202-03-05-006
T3-7-4
• Operation of Differential Gear
1. Axle shafts (1, 7) are coupled to side gears (2)
through the spline joints. When equal loads are
applied to axle shafts (1, 7) on both side, or when
the machine is traveling straight on a flat surface,
idle gears (4) do not rotate. 8 Pinion
2. Half case (6) and half gear (3) are connected to Shaft
ring gear (8). As idle gears (4) mesh with side
gears (2) and mutual movement is kept stationary, 4
half case (6) and half gear (3) rotate together with
ring gear (8). 7
3. As mentioned above, as long as all parts are ro-
tating as one unit, differential gear function does
not work. Therefore, side gears (2), idle gears (4)
and spider (5) work as a joint connecting axle
2 1
shafts (1, 7). 2
4. When the machine is steered, uneven resistance
6
forces are applied to the driving wheels. De- 5 3
pending on the difference in resistance force ap-
plied to the inner and outer wheels, idle gears (4)
T202-03-05-007
start revolving along side gears (2) while rotating
around spider (5).
5. In case the resistance force applied to axle shaft
(1) is larger than that applied to axle shaft (7), idle
gears (4) revolve along side gears (2) in the same
direction as ring gear (8) rotates while rotating
around spider (5). Then, the rotation speed on 8 Pinion Shaft
axle shaft (1) is reduced. To the contrary, the ro-
tation speed on axle shaft (7) is increased so that
4
the differential gear function operates.
6. Supposing that ring gear (8) is driven by the pin- 7
ion shaft at the speed of 100, the both side driving
wheels rotate at the same speed as long as the
machine travel straight.
7. When the machine is steered and the travel
speed on the right side driving wheel is reduced to 2 2 1
90, the left side travel speed is increased by 10
(100-90) so that the machine is steered with the
6 5 3
left side driving wheel rotating at the speed of 110.
8. Consequently, when ring gear (8) rotates at the
speed of 100, the total rotation speed of both side
T202-03-05-008
wheels is kept constantly at 200 irrespective of
difference in speed between both side wheels.
T3-7-5
REDUCTION GEAR
The reduction gear is a planetary gear type one-stage Ring gear (5) is connected to ring gear support (4)
reduction gear that transfers the driving force from the through the spline joints. The ring gear (5) assembly
differential gear to the wheels. The brake is a wet type are secured to knuckle (1) with nut (9). Plate (11) and
multi disc brake. The major components are knuckle friction plate (10) are connected to hub (3) and ring
(1), piston (2), hub (3), ring gear support (4), ring gear gear (5) through the spline joints respectively.
(5), planetary carrier (6), shaft (7), planetary gear (8),
friction plate (10) and plate (11).
Construction
1 2 3 4 5
11 10 9
TCEB-03-06-002
1 - Knuckle 4 - Ring Gear Support 7 - Shaft 10 - Friction Plate

2 - Piston 5 - Ring Gear 8 - Planetary Gear 11 - Plate
3 - Hub 6 - Planetary Carrier 9 - Nut
T3-7-6
Brake Operation
1. When the brake pedal is depressed, pressure oil 4. Planetary gear (8) meshes with shaft (7) and ring
from the brake valve is routed into piston (2) gear (5). Thereby, as both ring gear (5) stop ro-
through the inner passage in knuckle (1). tating, planetary gear (8) stops rotating.
2. Pressure oil moves piston (2) to the right so that 5. Consequently, shaft (7) and planetary carrier (6)
friction plate (10) and plate (11) are pushed. stop so that the brake is applied.
3. Therefore, hub (3) ring gear (5) stop rotating.
NOTE: When the machine travels normally, the
disc brake is free as pressure oil to piston
(2) flows to the hydraulic oil tank.
1 2 3 4 5
11 10 9
TCEB-03-06-002

T3-7-7
STEERING CYLINDER
The steering valve operates the steering cylinder.
When the steering wheel is turned to either the right or
left, pressure oil from the steering valve is routed into
the steering cylinder. Then, the rod in steering cylinder
is moved so that the front wheels are steered to either
the right or left.
Tie Rod
Cylinder
Piston Rod
TCEB-03-06-007
T3-7-8
REAR AXLE
The rear axle consists of body (3), differential gear (1) NOTE: The rear axle operational principle is iden-
and a pair of reduction gears (2). The rear axle trans- tical to that of the front axle. In addition, the
fers the driving force from the rear propeller shaft to rear axle construction is common to differ-
the wheels while supporting the machine weight. ential gear (1). Therefore, only the con-
struction of reduction gears (2) are illus-
trated.
1
T1F3-03-05-016
T3-7-9
Reduction Gear
1 2 3 4 5
11 10 9
TCEB-03-06-009

T3-7-10
COMPONENT OPERATION / Travel Motor
OUTLINE
The travel motor consists of the motor section and The brake valve consists of the counterbalance valve,
brake valve. The motor section is rotated by pressure load check valves, check valves and shuttle valve and
oil from the main pump and transfers the motor rota- prevents the machine from running away.
tion to the transmission. The motor section consists of
the regulator, overload relief valve, pilot piston and NOTE: The make-up valve in control valve pre-
travel motor displacement control solenoid valve. The vents occurrence of cavitation in the motor
pilot piston and travel motor displacement control so- circuit. (Make-up function)
lenoid valve control the regulator by the signals from
motor driving oil pressure and MC.
The regulator controls the motor displacement angle
so that the motor is rotated at the displacement angle
in proportion to the pilot pressure oil.
The overload relief valves prevent surge pressure due
to overloads from occurring in the motor circuit.
Brake Valve Motor
Travel Motor Displacement

Pilot Piston
Counterbalance
Valve
Load Check Valve/

Check Valve
Overload
Relief Valve
TCJB-03-07-001
Regulator
T3-8-1
Component Layout
1 2 3 4
12 5
11
TCJB-03-08-006
10 9 8 7 6
1 - Pilot Piston 4 - Check Valve 7 - Orifice 10 - Load Check Valve

(Travel Forward Side)
2 - Travel Motor Displacement 5 - Travel Motor 8 - Overload Relief Valve 11 - Shuttle Valve
3 - Check Valve 6 - Servo Piston 9 - Check Valve 12 - Counterbalance Valve
T3-8-2
ROTOR SECTION
FV F
The rotor section consists of valve plate (1), rotor (2),
drive shaft (3) and plungers (4). When pressure oil is FR
4
routed to port AM on valve plate (1), pressure oil flows
into the half side of rotor (2) so that plungers (4) are
pushed. The component force (FV) of plunger pushing AM
force (F) rotates drive shaft (3). As drive shaft (3) ro-
tates, rotor (2) is also rotated. Then, when plunger (4)
1 3
is rotated up to port BM in sequence, pressure oil in
rotor (2) is returned to the hydraulic oil tank. Supplying
pressure oil to either port AM or BM can achieve for- 2
ward and reverse travel direction change.
BM
T216-03-05-015
1 2 3
TCJB-03-07-005
1- Valve Plate 2- Rotor 3- Drive Shaft 4- Plunger
T3-8-3
REGULATOR
The major components of regulator are travel motor NOTE: The motor circuit pressure is constantly
displacement control solenoid valve (1), spool (2), routed into the small chamber of servo
sleeve (3), piston (4), spring (5), bushing (6), collar (7), piston (11).
return spring (8), balance spring (9), pin (10), servo
piston (11), orifice (12) and pilot piston (13). Corre-
sponding to various signal pressures delivered to the
regulator, the regulator opens or closes the circuit to
servo piston (11) so that the tilt angle of rotor is ad-
justed and the travel motor rotation is controlled.
13 1 2 3
14
9
TCJB-03-08-001
12 11
Port A: Travel Reverse Side Port B: Travel Forward Side
T3-8-4
View A
A
13 14
5
Pilot Piston
6
10
11
12
TCJB-03-07-010
1 - Travel Motor Displacement 5 - Spring 9 - Balance Spring 12 - Orifice

2 - Spool 6 - Bushing 10 - Pin 13 - Pilot Piston
3 - Sleeve 7 - Collar 11 - Servo Piston 14 - Spring
4 - Piston 8 - Return Spring
T3-8-5
(Blank)
T3-8-6
Control Function of Regulator
Pressure oil routed to travel motor displacement con-

trol solenoid valve (1) and pilot piston (13) controls the
displacement angle of travel motor. Travel motor dis-
placement control solenoid valve (1) and pilot piston
(13) control pressure oil routed into the large chamber
of servo piston (11) in order to control the motor dis-
placement angle.
NOTE: Travel motor displacement control solenoid

valve (1) is the proportional solenoid valve
and controlled by the signal from MC (Main
Controller).
The regulator is controlled by the following two meth-

ods.
• Control by travel motor displacement control sole-
noid valve (1) Motor Dis-
When travel motor displacement control solenoid placement
Angle
valve (1) is shifted by the signal from MC, the motor
circuit pressure is routed to the regulator so that the
motor displacement angle is increased or decreased.
Then, the machine travels at the slow speed or fast
speed. (Travel motor displacement angle control)
(Superfine travel speed control) (Travel motor ex-
cessive speed rotation preventive control) (Refer to
the SYSTEM / Control System group.)
• Control by motor driving oil pressure Driving Oil
Pressure
When the motor driving oil pressure increases to
more than the set-pressure, the regulator increases
the motor displacement angle in order to increase
the power torque. Therefore, the maximum traction
power in improved. When the motor driving oil
pressure decreases to lower than the set-pressure,
the regulator decreases the motor displacement
angle in order to increase the motor rotation speed
so that the machine travels at the fast speed.
T3-8-7
Slow Speed (Large Displacement Angle) Selec-
tion
1. One pressure oil from port B or port A flows to the NOTE: Orifice (12) is equipped between the large
plunger through the valve plate. chamber of servo piston (11) and pilot pis-
The other pressure oil pushes to open the check ton (13).
valve and flows to spool (2) and the small cham- Therefore, pressure oil in the large cham-
ber of servo piston (11). ber of servo piston (11) is reduced and
2. When travel motor displacement control solenoid flows to the hydraulic oil tank gradually.
valve (1) moves upward due to the signal from Consequently, the displacement angle is
MC, pressure oil in the large chamber of servo smoothly changed and shock during travel
piston (11) flows to the hydraulic oil tank through speed change is reduced.
pilot piston (13) and spool (2).
3. Therefore, servo piston (11) moves downward
and the motor displacement angle increases.
4. Consequently, the motor rotates at slow speed.
(Superfine travel speed control, Travel motor ex-
cessive speed rotation preventive control)
13 From MC 1 2
Check Valve
B
Motor Circuit
Pressure
TCJB-03-08-002
12 11
T3-8-8
13
Hydraulic
Oil Tank
11
Motor Circuit
Pressure
12 TCJB-03-07-012
1 - Travel Motor Displacement 11 - Servo Piston 12 - Orifice 13 - Pilot Piston

2 - Spool
T3-8-9
Fast Speed (Small Displacement Angle) Selection
1. One pressure oil from port B or port A flows to the NOTE: Orifice (12) is equipped between the large
plunger through the valve plate. chamber of servo piston (11) and pilot pis-
The other pressure oil pushes to open the check ton (13).
valve and flows to spool (2) and the small cham- Therefore, pressure oil from pilot piston
ber of servo piston (11). (13) is reduced and flows to the large
2. When travel motor displacement control solenoid chamber of servo piston (11) gradually.
valve (1) moves downward due to the signal from Consequently, the displacement angle is
MC, pressure oil from port B or port A flows to the smoothly changed and shock during travel
large chamber of servo piston (11) through pilot speed change is reduced.
piston (13) and spool (2).
3. As for the pressure receiving area in servo piston
(11), as that in the large chamber is larger than
that in the small chamber, servo piston (11)
moves upward to the position where servo piston
(11) balances with balance spring (9) so that
travel motor displacement angle decreases.
4. Consequently, the motor rotates at fast speed.
(Travel motor displacement angle control)
13 From MC 1 2
Check Valve
B
Motor Circuit
Pressure
12 11 TCJB-03-08-003
T3-8-10
13
11
Motor Circuit
Pressure
12 TCJB-03-07-013
1 - Travel Motor Displacement 9- Balance Spring 13 - Orifice 14 - Pilot Piston

2 - Spool 11 - Servo Piston
T3-8-11
Slow Speed Selection (at Large Overload)
1. Pressure oil from port B or port A flows to pilot NOTE: Orifice (12) is equipped between the large
piston (13) through the shuttle valve. chamber of servo piston (11) and pilot pis-
2. When pressure at port B or port A increases at ton (13).
large overload, pressure acting on pilot piston Therefore, pressure oil in the large cham-
(13) also increases. ber of servo piston (11) is reduced and
3. When this pressure exceeds the spring (14) force, flows to the hydraulic oil tank gradually.
pilot piston (13) moves downward. Consequently, the displacement angle is
4. Pressure oil in the large chamber if servo piston smoothly changed and shock during travel
(11) flows to the hydraulic oil tank through pilot speed change is reduced.
piston (13).
5. Therefore, servo piston (11) moves downward
and the motor displacement angle increases.
6. Consequently, the motor rotates at slow speed.
7. When the motor load is large, the motor rotates at
slow speed so that the motor overload is pre-
vented.
Motor Driving
Oil Pressure 13
14
Motor Circuit B
Pressure
Shuttle Valve
TCJB-03-08-004
12 11
T3-8-12
13 14
Motor Driving
Hydraulic Oil Pressure
Oil tank
11
Motor Circuit
Pressure
12 TCJB-03-07-014
11 - Servo Piston 12 - Orifice 13 - Pilot Piston 14 - Spring
T3-8-13
OVERLOAD RELIEF VALVE
The motor is equipped with the overload relief valves
that prevents surge pressure from occurring in the
motor circuit.
Circuit Protection
1. When the circuit oil pressure increases to higher
than the set-pressure of overload relief valve, the
overload relief valve opens, surge pressure is re-
lieved to the lower pressure side so that the travel Overload Re-
lief Valve
motor is protected from being overloaded.
NOTE: When the motor runs faster than the oil

volume supplied from the pump, the coun-
terbalance valve is closed, and pressure in
the returning oil pressure from the motor
increases.
Counter-
balance
Valve
B A
TCJB-03-08-005
When Relieving:
To Housing
1 2 3 4 5 (Hydraulic Oil Tank)
Ａ B T1F3-03-05-035
1 - Spring 3 - Spring 4- Check Valve 5- Piston

2 - Poppet
T3-8-14
TRAVEL BRAKE VALVE
The travel brake valve is located on the head of travel
motor and consists of the counterbalance valve, check
valves and shuttle valve.
A
Counterbalance Valve:
Ensures smooth start and stop travel operation and
prevents the machine from running away when trav-
eling on a down slope.
Check Valve:
Blocks the return circuit from travel motor.
Shuttle Valve: A
Routes the travel motor driving high-pressure oil into
the pilot piston in regulator. TCJB-03-07-001
Cross Counterbalance Valve

Section A-A
B B
Check Valve Check Valve
Load Check Valve

Load Check Valve
Cross
Section B-B
A B TCJB-03-07-008
Shuttle Valve
T3-8-15
When Traveling: When Traveling on a Down Slope:
1. When pressure oil from the control valve is sup- 1. While traveling on a down slope, the machine
plied to port A, pressure oil diverges into two di- weight causes the travel to forcibly rotate so that
rections. the travel motor works as if it is a hydraulic pump.
2. The one oil flow opens check valve (6) and is 2. Therefore, when travel motor draws the hydraulic
routed to motor port AM and to counterbalance oil, oil pressures at port A and motor port AM de-
valve spool (1). crease. Then, spool (1) is moved to the left and
3. The other oil flow is routed onto the end of spool the returning oil flow from the travel motor is re-
(1) after passing through passage (7) and the in- duced.
side of spool (1). 3. Therefore, oil pressure at port BM increases and
4. The returning oil from the travel motor is routed to the brake force to the travel motor is developed.
spool (1) and check valve (3) via motor port BM. 4. As the returning oil flow is reduced and oil pres-
5. As both check valve (3) and spool (1) block the sure at port A increases again, spool (1) is moved
returning oil flow from the travel motor, pressure back to the right. Repetition of this operation (hy-
at port A increases. draulic brake) prevents the machine from running
6. When pressure at port A increases higher than away.
the spring (2) force, spool (1) is moved to the
right.
7. The returning oil from the travel motor flows to
passage (8) through the notch on spool (1).
8. The returning oil pushes to open load check valve
(4) and flows to port B. As pressure oil starts
flowing at this stage, the travel motor starts rotat-
ing.
9. When the accelerator pedal is returned to neutral,
spool (1) is returned to the original position by the
spring (2) force the circuit is closed so that the
travel motor stops rotating.
T3-8-16
When Traveling:
8 Notch 1 2
AM BM
TCJB-03-07-006
6 5 A B 4 3
When Traveling on a Down Slope:
AM BM
TCJB-03-07-006
1 - Spool (Counterbalance 3 - Check Valve 5 - Check Valve 7 - Passage

Valve)
2 - Spring 4 - Load Check Valve 6 - Load Check Valve 8 - Passage
T3-8-17
(Blank)
T3-8-18
COMPONENT OPERATION / Signal Control Valve
OUTLINE
The signal control valve is provided in the pilot circuit
between the pilot valve and control valve, and controls
pilot signal pressure to regulate the pumps and valves.
The major components of signal control valve are
shuttle valve, shockless valve, pump 1 flow rate
control valve, pump 2 flow rate control valve, bucket
flow rate control valve control spool and swing parking
brake release spool.
Pilot Valve Side
T178-03-06-016
Cross Section A-A
Shockless Valve
Bucket Flow Rate Control Valve

Control Spool
Pump 1 Flow Rate Control Valve Pump 2 Flow Rate Control Valve
Swing Parking Brake

Release Spool
T178-03-06-002
T3-9-1
PILOT PORT
Pilot Valve Side

PH
C
A
E
M
D
H
B
F
SB
PI G
Pilot Valve Side
K N
I
SH
J
DF
SA L
T178-03-06-016
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 Swing Shockless Valve (Left Pilot Valve) Arm Roll-Out Pilot Pressure
Port D Swing Shockless Valve (Left Pilot Valve) Arm Roll-In Pilot Pressure
Port E Swing Shockless Valve (Left Pilot Valve) Left Swing Pilot Pressure
Port F Swing Shockless Valve (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 - Plug
Port J - Plug
Port K Travel Shockless Valve (Travel Pilot Valve) Travel Reverse Pilot Pressure
Port L Travel Shockless Valve (Travel Pilot Valve) Travel Forward Pilot Pressure
Port M Blade/Outrigger Solenoid Valve Blade/Outrigger Pilot Pressure
Port N Auxiliary Solenoid Valve 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 Solenoid Valve Primary Pilot Pressure
Port PH Pilot Shut-Off Solenoid Valve Primary Pilot Pressure (Heat Circuit)
Port SH Swing Parking Brake Brake Release Pressure
Port DF Hydraulic Oil Tank Returning to Hydraulic Oil Tank
T3-9-2
Control Valve Side
3
1
Pressure Sensor 5
(Auxiliary)
13
2 4
SK SE
Pressure Sensor 8
(Swing)
14
Control 7
Valve Side
9
10 6
SN
SL
11
T1F3-03-06-003
12 SP
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 Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port 10 - Plug
Port 11 Control Valve Travel Reverse Pilot Pressure
Port 12 Control Valve Travel Forward Pilot Pressure
Port 13 - Plug
Port 14 - Plug
Port SE - Plug
Port SN - Plug
Port SP Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port SL - Plug
Port SK Control Valve Bucket Flow Rate Control Valve Control Pressure
2-Piece Boom Specification Machine

Port SP Positioning Solenoid Valve Pump 1 Control Pressure
T3-9-3
NOTE: Machine with front attachment (pulverizer 1

to 5 and crusher 1 to 5) attached.
Control Valve Side
14
Control
Valve Side
SN
T1F3-03-06-003
Control Valve Side

Port Name Connecting to Note
Port 14 Auxiliary Flow Combiner Contorl Solenoid Auxiliary Flow Combiner Valve Control
Valve Pressure
Port SN Pressure Reducing Valve Auxiliary Flow Combiner Valve Control
Pressure
NOTE: The auxiliary flow combiner control

solenoid valve and pressure reducing valve
are installed only on the machines
T3-9-4
(Blank)
T3-9-5
SHUTTLE VALVE
The shuttle valve selects pilot pressure to perform
each operation and routes pilot pressure to the
corresponding flow rate control valves and/or control
valve spools. The flow rate control valves and/or
control valve spools corresponding to each operation
are as follows:
Pump 1 Flow Pump 2 Flow Bucket Flow Swing

Rate Control Rate Control Rate Control Parking
Valve Valve Valve Control Brake
Spool Release
Spool
Boom Raise { { - {
Boom Lower { - - {
Arm Roll- Out { { - {
Arm Roll- In { { { {
Bucket Roll-In { - - {
Bucket Roll-Out { - - {
Right Swing - { - {
Left Swing - { - {
Travel { - - -
Blade/Outrigger - { - {
Auxiliary *{ { - {
Positioning
(2-Piece Boom { - - -
Only)
NOTE: *As for the machine with the front

attachment (pulverizer 1 to 5 and crusher 1
to 5) attached, the pump 1 flow rate control
valve is operated by pressure from the
auxiliary solenoid valve.
T3-9-6
Monoblock Boom / STD Specification
1 2 3 4 5 6 7 8 9 10 11 12 13 14
Travel Arm Swing Boom Bucket
15
Blade/ 16
Outrigger
17
Pump 1 Flow Pump 2 Flow Bucket Flow Swing Parking T21W-03-06-003

Rate Control Rate Control Rate Control Brake Release
Valve Valve Valve Spool Spool
1- Unused 6- Boom / Arm / Bucket / 11 - Boom / Arm / Bucket 16 - Swing / Blade /

Travel / Auxiliary / Outrigger / Auxiliary
Positioning
2- Travel 7 - Boom / Arm 12 - Boom / Arm / Bucket / Swing 17 - Blade / Outrigger /
/ Auxiliary Auxiliary
3- Travel 8- Boom 13 - Arm / Boom Raise / Swing /
Blade / Outrigger / Auxiliary
4- Boom / Arm / Bucket / 9- Arm / Boom Raise 14 - Bucket
Travel
5 - Arm 10 - Boom Raise / Arm / Travel / 15 - Swing
Swing / Blade / Outrigger /
Auxiliary
T3-9-7
Machine with Monoblock Boom and Optional Parts
6 10 12 13 16 17
Auxiliary
Auxiliary
Flow
Combiner
Control
Solenoid
Valve
Pump 1 Flow Rate Pump 1 Flow Rate Shuttle

Control Valve Control Valve Valve
Swing Parking Brake

Release Spool
T21W-03-06-002
Machine with 2-Piece Boom and Optional Parts

6
Positioning
Shuttle
Valve
Pump 1 Flow Rate Shuttle

Control Valve Valve
T21W-03-06-001
T3-9-8
Pilot Valve Side
T178-03-06-016
Cross 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- Unused 6- Boom / Arm / Bucket / 11 - Boom / Arm / Bucket 16 - Swing / Blade /

Travel / Auxiliary / Outrigger / Auxiliary
Positioning
2- Travel 7 - Boom / Arm 12 - Boom / Arm / Bucket / 17 - Blade / Outrigger /
Swing / Auxiliary Auxiliary
3- Travel 8- Boom 13 - Arm / Boom Raise / Swing /
4- Boom / Arm / Bucket / 9- Arm / Boom Raise 14 - Bucket
Travel
5 - Arm 10 - Boom Raise / Arm / Swing / 15 - Swing
T3-9-9
SHOCKLESS VALVE
The shockless valve is provided in the boom raise
Port A
circuit and functions during boom lowering operation. Spool Spring B
During Boom Raising Operation:

1. Boom raise pilot pressure is routed from port A
and acts on the spool.
2. Immediately after operation is started, low pilot
pressure flows into the spring B chamber through
clearance C between spool and housing. At the
same time, pilot pressure flows to port 1 through
inner passage 2.
3. When pilot pressure increases and pressure in Port 1 T1V1-03-06-003
the spring B chamber increases, the spool
pushes spring A and moves to the left.
4. As the spool is moved, port A is connected to port
1 and pressure in port 1 increase so that the
spool in control valve moves. Port A
Spring A Spool Spring B
Port 1 T1V1-03-06-002
T3-9-10
During Boom Raising Operation
Spring A Spool Port A
Inner Passage 2
Spring B
Port 1 T183-03-06-003
Spool Port A
Port 1 T183-03-06-004
Detail of Housing
Clearance C
Spool T1V1-03-06-008
T3-9-11
During Boom Lowering Operation (Shock
Reducing Operation)
1. When the boom is lowered, the return oil from the
Port A
boom raise spool in control valve is routed to port Spring A Spool Spring B
1.
2. As the spool blocks the oil passage between port
1 and port A, returning oil cannot flow directly to
port A.
3. Port 1 is connected to the spring A side in spool
via inner passage 1 and to the oil chamber via
inner passage 2.
4. Pressure oil in the oil chamber flows from
clearance C between spool and housing and
pressure in the oil chamber decreases. The spool Port 1 T1V1-03-06-004
is moved to the right by pressure acting on the
spring A side. Thereby, clearance C between
spool and housing is closed and pressure oil is
blocked.
5. When clearance C is closed, pressure in the oil Port A
Spring A Spool Spring B
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 spool in control valve returns slowly.
Port 1 T1V1-03-06-002
T3-9-12
During Boom Lowering Operation (Shockless
Operation)
Spring A Inner Passage 1 Spool

Port A
C
Inner Passage 2 Oil Chamber

Port 1 TCJB-03-09-004
Spool
Port A
Inner Passage 2 Oil Chamber

Port 1 TCJB-03-09-005
Detail of Clearance C
Housing
Spool T1V1-03-06-008
T3-9-13
PUMP 1 AND PUMP 2 FLOW RATE
CONTROL VALVES
The pump flow rate control valve delivers pump
control pressure Pi to the pump regulator in response
to pilot pressure from the pilot valve.
1. Pilot oil pressure from the pilot valve is routed into

the chamber A side in either the pump 1 or pump
2 flow rate control valve after being selected by
the shuttle valves in signal control valve.
2. The spool is moved to the left 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 spring
chamber. Thus, the spool is moved back until
pressure force balances with pilot pressure force
in the chamber A side so that pressure in port SA
or SB stops increasing.
NOTE: The pump 1 flow rate control valve

operates when the boom (raise or lower),
arm (roll-in or out), bucket (roll-in or out),
travel, auxiliary (machine with front
attachment (pulverizer 1 to 5, crusher 1 to
5) attached) and positioning functions are
operated.
The pump 2 flow rate control valve
operates when the boom (raise), arm
(roll-in or out), swing (right or left), blade /
outrigger and auxiliary functions are
operated.
T3-9-14
Ports SA, SB
Spool
Spring
To Hydraulic
Oil Tank
Chamber A
Shuttle Valve
Primary Pilot
Pressure
Pilot Pressure
From Pilot Valve
T1V1-03-06-005
T3-9-15
BUCKET FLOW RATE CONTROL VALVE
CONTROL SPOOL, SWING PARKING
BRAKE RELEASE SPOOL
Bucket Flow Rate Control Valve Control Spool:
NOTE: The spools above are identical in To Hydraulic Boom Raise Control
operational principle. Oil Tank Pilot Pressure
Spool Spring
1. The bucket flow rate control valve control spool is
shifted by arm roll-in control pilot pressure and
supplies boom raise control pilot pressure to the
bucket flow rate control valve in control valve.
T178-03-06-014
Arm Roll-In To Bucket Flow Rate
Control Pilot Control Valve
Pressure
2. The swing parking brake release spool is shifted Swing Parking Brake Release Spool:
by the boom, arm, bucket, swing or auxiliary To Hydraulic Primary Pilot
control pilot pressure and supplies primary pilot Oil Tank Pressure
pressure to the swing motor. Spool Spring
T178-03-06-014
Boom, Arm, To Swing
Bucket or Motor
Auxiliary Pilot
Pressure
T3-9-16
COMPONENT OPERATION / Steering Valve
OUTLINE
The steering valve is located between steering pump The overload relief valve is provided in the steering
and steering cylinders. The steering valve delivers valve. When the steering valve is in neutral (when no
pressure oil from the steering pump to the steering steering operation is performed), the overload relief
cylinders in proportion to the steering wheel operation. valve prevents the circuit pressure between steering
(Refer to the SYSTEM / Hydraulic System group.) cylinders and steering valve from being increased
The steering valve consists of the steering valve (orbit more than the set pressure by external force.
motor) and priority valve.
The steering valve delivers pressure oil from the
steering pump to the steering valve and accumulator
charging valve in proportion to the steering valve op-
eration. (Refer to the SYSTEM / Hydraulic System
group.)
Priority Valve
Steering Valve
Steering Wheel (Orbit Motor)
TCJB-03-10-002
T3-10-1
Component Layout
18 3
17
4
16
5
15 6
TCJB-03-10-012
14
13 12 11 10 9 8 7
1 - Make-Up Valve 6- Orifice 11 - Orifice 15 - Relief Valve

2 - Overload Relief Valve 7- Port EF 12 - Port T 16 - Orifice (Check Valve)
(To Accumulator Charging Valve) (To Hydraulic Oil Tank)
3 - Gerotor 8 - Spool 13 - Port L 17 - Spool
(To Steering Cylinder)
4 - Check Valve 9- Port P 14 - Port R 18 - Sleeve
(From Steering Pump) (To Steering Cylinder)
5 - Check Valve 10 - Spring
13 14 9
A A
12
TCJB-03-10-001
T3-10-2
Cross
Section A-A View C
16 5
B C
D D
17 18 3 D
TCJB-03-10-005 D
TCJB-03-10-004
Cross
Section E-E
11
E E
10 15
TCJB-03-10-006
Cross
Section D-D 1
F F
TCJB-03-10-008
F
F Cross
Section F-F 2
TCJB-03-10-003
TCJB-03-10-007
T3-10-3
STEERING VALVE
Construction
The steering valve consists of gerotor (1), drive (2), 1

sleeve (3), spool (4), pin (5), housing (6) and centering
springs (7).
When the steering wheel is rotated, spool (4) is rotated
4
and the oil passage is opened between spool (4) and
sleeve (3). Pressure oil from the steering pump is
routed into the steering cylinders via spool (4) and
sleeve (3). Centering springs (7) are provided in both
spool (4) and sleeve (3) so that sleeve (3) is returned
to neutral when the steering wheel is released. TCJB-03-10-013
8 3
Steering Wheel
T1F3-03-07-002
6 5 4 3 2 1
1 - Gerotor 3- Sleeve 5- Pin 7- Centering Spring

2 - Drive 4- Spool 6- Housing 8- Check Valve
T3-10-4
7 8
OPERATION
Sleeve (3), spool (4) are connected to drive (7) with pin
(5). The pin hole in spool (4) is the hole. When the
steering wheel (spool (4)) is rotated, a displacement
angle between spool (4) and sleeve (3) appears. The
steering wheel exact rotation is transferred only to
spool (4). Port P (from the steering pump) is connected
to port R or L (to the steering cylinders) via sleeve (3)
and spool (4).
T1F3-03-07-002
2 5 4 3
2 4
1 3
Port L
Port R
Hole
Port P
10
6
T1F3-03-07-004
1 - Housing 4 - Spool 7 - Drive 9 - Spacer
2 - Centering Spring 5 - Pin 8 - Gerotor 10 - Cap
3 - Sleeve 6 - Plate
T3-10-5
Left Steering:
1. When the steering wheel is turned counterclock- 4. When pressure oil from the steering pump is
wise, spool (4) is rotated. Then, pressure oil from routed through gerotor (8), gerotor (8) is rotated
the steering pump is routed as follow: counterclockwise. The rotation of gerotor (8) is
Port P → Sleeve (3) → Spool (4) → Sleeve (3) → transferred to sleeve (3) via drive (7) and sleeve
Housing (1) → Gerotor (8) (3) rotates counterclockwise.
2. Pressure oil from gerotor (8) is routed further as 5. When sleeve (3) is rotated by the same angle as
follow: spool (4) is rotated, the oil passage between
Housing (1) → Sleeve (3) → Spool (4) → Sleeve sleeve (3) and spool (4) is closed so that the
(3) → Port L → Steering Cylinders steering cylinder operation is stopped.
Then, the steering cylinders are operated so that 6. Accordingly, gerotor (8) is rotated in proportion to
the machine is turned to the left. rotation of the steering wheel. Therefore the
3. The returning oil from the steering cylinders flows steering cylinders are operated in proportion to
back to the hydraulic oil tank as follow: Housing rotation of the steering wheel.
(1) → Sleeve (3)→ Spool (4) → Sleeve (3) → Port
T
Port L Port R
Overload 章
Relief Valve
Make-Up
Valve
Port T
1 8
Hydraulic Port P
Oil Tank
Steering
Pump
4 2 3 TCJB-03-10-009
T3-10-6
Right Steering:
1. When the steering wheel is turned clockwise, T L R P
pressure oil from the steering pump as follows:
Port P → Port R → Steering Cylinders
The steering cylinders are operated so that the
front wheel is turned to the right.
2. The returning oil from the steering cylinder flows
back to the hydraulic oil tank via port L and port T.
T487-03-02-010
In Neutral:
T P
1. When the steering wheel is in neutral, pressure oil
from the steering pump is routed to port P on the 4
steering valve. As port P is blocked by spool (4),
pressure oil do not flow to the steering cylinders.
2. Then, the steering cylinders are inoperative.
When Steering Pump Stops (When Engine Stops): T487-03-02-011
1. When the steering wheel is turned to a certain

angle, spool (4) touches pin (5) so that drive (7) Check Valve
T
rotates.
2. Drive (7) rotates gerotor (8) and functions as the
hand pump to send oil to the steering cylinder.
3. Oil is inhaled up from the tank port via the check
valve. 4
4. As results, the steering operation is performed
even if the steering pump is completely stopped.
T1F3-03-07-002
5 7 8
T3-10-7
OVERLOAD RELIEF VALVE MAKE-UP VALVE
The overload relief valves are located in the steering The make-up valves are located in the steering valve.
valve and prevents the circuit oil pressure between If the circuit oil pressure between steering cylinders
steering cylinders and steering valve from increasing and steering valve decreases below pressure in the
more than the set pressure. hydraulic oil tank, the make-up valve draws the hy-
draulic oil through port T in order to prevent cavitation.
Operation:
1. In case an external force is applied in the left Operation:
steering direction, surge oil pressure is developed 1. If the circuit oil pressure between steering cylin-
in the circuit. ders and steering valve decreases below pres-
2. If the circuit pressure increases more than the set sure in the hydraulic oil tank, pressure oil from
pressure in the overload relief valve, the ball and port T moves the ball in the make-up valve up-
holder in the overload relief valve are moved upward and flows into the circuit between steering
ward so that pressure oil is routed to the hydraulic cylinders and steering valve.
oil tank via the oil passage around the holder. 2. When the circuit oil pressure between steering
3. When the circuit oil pressure decreases, the ball cylinders and steering valve increases, the ball is
and holder are moved downward by the spring moved downward by pressure oil and the
force and the overload relief valve is closed again. make-up valve is closed again.
Steering Cylinder Overload Relief

Valve
Spring
Holder
Ball
Orifice
Steering
Make-Up Valve
Valve
Ball
Port T
Hydraulic
Oil Tank
Steering Pump
TCJB-03-10-010
T3-10-8
PRIORITY VALVE
Construction:
The priority valve consists of relief valve (15), spool (9), Port P is connected to the steering pump. Chamber A
spring (12), orifice (8) and orifice (13). and the spring (12) chamber are connected to the
steering valve. In addition, the spring (12) chamber is
The illustration shows the spool (9) position when the connected to relief valve (15). Port EF is connected to
engine stops. Spool (9) is pushed to the right by spring the accumulator charging valve. Port T is connected to
(12). the hydraulic oil tank.
To Accumulator
Charging Valve
Spring Chamber EF Chamber A
12 13
P
Hydraulic Steering
15 Pump
Oil Tank
Steering Valve
TCJB-03-10-011
T3-10-9
OPERATION
When steering is in neutral:

1. Pressure oil from the steering pump flows to the
steering valve through chamber A, port P and the
outer circumference in spool (9).
2. When the steering valve is in neutral (the steering
wheel is not operated), pressure oil which flows to
the steering valve from chamber A is blocked by
the steering valve so that pressure in chamber A
increases.
3. Pressure oil from port P is divided into two direc-
tion through the inner passage in spool (9).
4. One pressure oil flows to chamber B through ori-
fice (8).
5. The other pressure oil flows to the steering valve
through orifice (13) and spring (12).
6. As pressure oil in spring (12) flows to the hydrau-
lic oil tank through the steering valve, the pres-
sure difference occurs due to orifice (13).
7. Therefore, pressure in spring (12) is lower than
that in chamber B.
8. When the pressure difference increases beyond
the force of spring (12), spool (9) moves to the left
by compressing spring (12)
9. Consequently, when the steering valve is in neu-
tral, pressure oil from the steering pump always
flows to the accumulator charging valve through
port EF.
T3-10-10
Steering Valve
Hydraulic
Oil Tank
Chamber A
13
12
Chamber B
9 P
Steering Pump TCJB-03-10-015
To Accumulator
Charging Valve
EF
12
Chamber B
13
9
P
8- Orifice 9- Spool 12 - Spring 13 - Orifice
T3-10-11
When steering is operated:
NOTE: Orifice D in the steering valve is a variable

orifice so that the open area becomes large
in proportion to the steering wheel rotation
speed.
1. The steering valve spool moves at the moment

when the steering wheel is turned, orifice S opens,
and pressure oil in the circuit between chambers
B and A in the priority valve and orifice C in the
steering valve flows to the gerotor.
2. As pressure oil flows to the gerotor, pressure in
the circuit between chambers B and A in the pri-
ority valve and orifice C in the steering valve de-
creases so that spool (9) moves to the right due to
the spring (12) force.
3. Spool (9) becomes stable at the position where
pressure oil in proportion to the orifice C open
area flows to the steering valve.
4. At this time, pressure oil from the steering pump
flows to the steering valve through spool (9) and
the accumulator charging valve through port EF
respectively.
gerotor through spool and sleeve in the steering
valve.
6. The gerotor delivers pressure oil while rotating as
a hydraulic motor. Pressure oil flows to the steer-
ing cylinder and the machine turns.
T3-10-12
Steering Cylinder
Gerotor
Spool Steering Valve
Orifice C
Sleeve
To Accumulator
Charging Valve
EF
Chamber A
12
Chamber B
Priority Valve
9- Spool 12 - Spring
T3-10-13
RELIEF VALVE
The relief valve prevents the circuit pressure between
priority valve and steering valve from increasing more
than the set pressure when the steering cylinder is at
the stroke end.
When steering cylinder is at stroke end:

1. Pressure oil to the steering valve is divided inside
the spool. One pressure oil flows to the gerotor.
2. The other pressure oil flows to the spring (12)
chamber through the inner passage.
3. When the steering cylinder reaches the stroke
end, pressure in port P increases. At the same
time, pressure in chamber B and the spring (12)
chamber increases.
4. When pressure in the spring (12) chamber
reaches the set pressure of relief valve (15), relief
valve (15) operates and pressure oil acting on the
spring (12) chamber flows to the hydraulic oil tank
from relief valve (15).
5. When relief valve (15) operates, pressure oil in
the spring (12) chamber flows to the hydraulic oil
tank. Therefore, the pressure difference between
the spring (12) chamber and chamber B occurs
due to orifice (13).
6. When the pressure difference overcomes the
spring (2) force, spool (9) moves to the left.
accumulator charging valve through port EF and
spool (9).
8. Therefore, when the steering cylinder is at the
stroke end, the relief valve makes pressure oil
flow to the accumulator charging valve.
T3-10-14
Gerotor
Spool
Inner
Passage To Accumulator
Charging Valve
EF
9
13
12
Chamber B
8
15
Hydraulic Steering TCJB-03-10-018

Oil Tank Pump
8- Orifice 12 - Spring 13 - Orifice 15 - Relief Valve

9- Spool
T3-10-15
(Blank)
T3-10-16
COMPONENT OPERATION / Brake Valve
OUTLINE
The brake valve is operated by the brake pedal and
MC (work brake control). (Refer to the SYSTEM /
Control System group.)
The brake valve delivers pilot oil pressure in proportion
to the brake pedal stroke and both the front and rear
wheel brakes are applied.
In addition, when the work brake control is enabled,
pilot pressure from solenoid valve unit (SF) shifts the
brake valve so that the brake is constantly applied.
Brake Pedal
Brake Valve
TCJB-03-11-001
T3-11-1
OPERATION
• When the brake pedal is operated:
Output Diagram: Range A to B (Neutral)

1. When brake pedal (1) is not stepped on, spool
(10) is pushed to the left by spring (12) via re-
tainer (11).
2. Therefore, piston (13) is moved to the left by
spool (10).
3. Spool (7) is pushed to the left by spring (9) via
retainer (8) together with the reaction force of D
spring (14). Pilot
4. Thereby, balance spring (6) is pushed to the left. Pressure
5. Push rod (2) and pilot piston (3) are pushed to the
left by return spring (5) and balance spring (6) via C
retainers (4, 15).
6. Accordingly, when in neutral, spools (7, 10) com-
A B Pedal Stroke
pletely block pressure oil flow from ports PA and
PB. Ports BA and BB are connected to port T T1F3-03-09-004
through the outer circumference around spools (7,
10). Thereby, oil pressure at ports BA and BB
becomes equal to that at port T.
7. When brake pedal (1) is slightly stepped on, push
rod (2) and pilot piston (3) are moved in so that
push rod (2), pilot piston (3) and retainers (4, 15)
move as one assembly and push return spring (5)
and balance spring (6).
8. As pressure at ports BA and BB is equal to that at
port T and the resultant spring force [springs (9,
12 and 14)] pushing spools (7, 10) to the left is
less than the balance spring (6) force, spools (7,
10) are moved to the right.
9. This condition is kept maintained until the notches
on spool (7, 10) are connected to ports BA and
BB.
T3-11-2
1 2 3 Port PP 4 5 6 Port BA 7 8 9 Port BB 10 11 12
T1F3-03-09-002
15 Port T 14 Port PA 13 Port PB
1 2 3 4 5 6 Notch 7 9 Notch 10 12
15 14
T1F3-03-09-002
Port PP Port BA Port BB

1 (to the rear wheel brakes) (to the front wheel brakes)
12
T1F3-03-09-003
2 6 7 Port PA 14 10 Port PB Port T
1- Brake pedal 5- Return Spring 9- Spring 13 - Plunger

2- Push Rod 6- Balance Spring 10 - Spool 14 - Spring
3- Pilot Piston 7- Spool 11 - Retainer 15 - Retainer
4- Retainer 8- Retainer 12 - Spring
T3-11-3
Output Diagram: Range C to D
1. When brake pedal (1) is further stepped on and

push rod (2) and pilot piston (3) are pushed, the
notches on spools (7, 10) are connected to ports
BA and BB respectively and pressure oil from
ports PA and PB flow to port BA and BB.
2. Oil pressure in ports BA and BB is routed into the D
inside of spools (7, 10) through each spool hole Pilot
so that spools (7, 10) are pushed to the left. Pressure
3. When the force pushing spools (7, 10) to the left
is smaller than the balance spring (6) force, bal- C
ance spring (6) is not compressed. Therefore,
spools (7, 10) do not move so that oil pressure in
A B Pedal Stroke
port BA and BB continues to increase.
4. When oil pressure in ports BA and BB increases T1F3-03-09-004
further, the force pushing spools (7, 10) to the left
increases. When this force overcomes the bal-
ance spring (6) force, spools (7, 10) compresses
balance spring (6) and move to the left.
5. When spools (7, 10) move to the left, the notches
are closed, no pressure oil flows to ports BA and
BB from ports PA and PB. Thereby, oil pressure in
ports BA and BB stops increasing.
6. As described above, balance spring (6) is com-
pressed by the stroke of spools (7, 10). During
this operation, spring force increases in propor-
tion to force to push spools (7, 10). Oil pressure
creating this force is equal to the oil pressure in
ports BA and BB.
T3-11-4
Port BA Port BB
1 2 3 Port PP 6 7 10
T1F3-03-09-002
Port T Port PA Port PB
Port BB Notch Port BB Notch

10 10
From Port PB Hole
T1F3-03-09-006 T1F3-03-09-005
1 - Brake Pedal 3- Pilot Piston 7 - Spool 10 - Spool

2 - Push Rod 6- Balance Spring
T3-11-5
• When the work brake is applied:
NOTE: The brake operates by using the same

mechanism as brake pedal (1) is stepped
on except that pilot oil pressure is routed
from port PP.
1. Pilot oil pressure from port PP is routed into the

pilot chamber in push rod (2) through the hole in
push rod (2).
2. Pressure oil to the pilot chamber acts on the head
of pilot piston (3).
3. When oil pressure overcomes the balance spring
(6) force, pilot piston (3) is moved to the right.
4. While compressing balance spring (6) via retainer
(15), pilot piston (3) moves pistons (7, 10) to the
right.
5. When spools (7, 10) are moved until the notch on
each spool is connected to ports PA and PB, oil
pressure from ports PA and PB flows into port BA
and BB.
6. Consequently, the brake is applied.
T3-11-6
1 2 3 Port PP 6 Port BA 7 Port BB 10
T1F3-03-09-002
15 Port T Port PA Port PB
2 Pilot Chamber Port PP 7 Notch 10 Notch
T1F3-03-09-002
Hole 3 15 6 Port PA Port PB
1 - Brake Pedal 3- Pilot Piston 7 - Spool 15 - Retainer

2 - Push Rod 6- Balance Spring 10 - Spool
T3-11-7
(Blank)
T3-11-8
COMPONENT OPERATION / Others (Upperstructure)
PILOT SHUT-OFF SOLENOID VALVE
Cross Section Z-Z
The pilot shut-off solenoid valve is the ON/OFF sole- Pilot Shut-Off
Solenoid Valve
noid valve.
The spool in pilot shut-off solenoid valve is shifted by
the pilot shut-off lever and turns on or off pilot pres- To Ports
T1 to T4
sure oil to the pilot valve and signal control valve.
To Ports A1
to A4
Port P
Spool
T1J1-03-07-011
Port HT
A1
P T1
T2
A2
A3
Z
T3
T4
A4
T1V1-03-07-011
A1 - Left Pilot Valve A4 - Plug T1 - Left Pilot Valve T3 - Blade / Outrigger / Auxiliary /
Positioning / Assist / Swing
Parking Brake Release So-
lenoid Valve
A2 - Right Pilot Valve HT - Signal Control Valve T2 - Right Pilot Valve T4 - Hydraulic Oil Tank
(Port PH) / Swing
Shockless Valve (Port
HT)
A3 - Blade / Outrigger / Auxiliary / P - Primary Pilot Pressure
Positioning / Assist / Swing
Parking Brake Release So-
lenoid Valve
T3-12-1
• Pilot Shut-Off Lever: LOCK Position Pilot Shut-Off Lever: LOCK Position
1. When the pilot shut-off lever is in the LOCK posi-
tion, the pilot shut-off relay is turned OFF and the Pilot Shut-Off
pilot shut-off solenoid valve is turned OFF. (Refer Solenoid Valve
to the SYSTEM / Electrical System group.)
To Hydrau-
2. As pressure oil from the pilot pump is blocked by lic Oil Tank
the spool in pilot shut-off solenoid valve, pressure
oil does not flow to ports A1 to A4.
3. Pressure oil from ports A1 to A4 flows to the hy-
From Pilot
draulic oil tank. Pump
4. Therefore, although the control lever is operated,
the pilot valve is not operated. From Port
A1 to A4
Spool
To Signal T1J1-03-07-011
Control Valve
Pilot Shut-Off Lever: UNLOCK Position

• Pilot Shut-Off Lever: UNLOCK Position
Pilot Shut-Off
1. When the pilot shut-off lever is in the UNLOCK Solenoid Valve
position, the pilot shut-off relay is turned ON and
To Hydrau-
the pilot shut-off solenoid valve is activated. (Re- lic Oil Tank
fer to the SYSTEM / Electrical System group.)
2. Therefore, the circuit to hydraulic oil tank is
blocked by the spool in pilot shut-off solenoid
valve. From Pilot
Pump
3. Pressure oil from the pilot pump flows to the ports
A1 to A4. To Port A1
4. Consequently, when the control lever is operated, to A4
the pilot valve is operated.
Spool
To Signal T1J1-03-07-001
Control Valve
T3-12-2
(Blank)
T3-12-3
TRANSMISSION CHANGEOVER SOLE-
NOID VALVE
The transmission changeover solenoid valve consists
of travel mode selector solenoid valve and pressure
reducing valve.
• Travel mode selector solenoid valve • Pressure Reducing Valve

When the travel speed mode switch is turned to the When pressure in the transmission increases, the
slow position, current from the slow speed selection pressure reducing valve restricts pressure and re-
relay shifts the solenoid valve. lease pressure in order to keep pressure in the cir-
Consequently, pressure oil from the pilot pump re- cuit to specification.
leases the disc clutch in transmission and applies
the disc brake so that travel speed is selected into
the slow speed.
When the travel speed mode switch is turned to the
fast position, current from the fast speed selection
relay shifts the solenoid valve.
Consequently, pressure oil from the pilot pump re-
leases the disc brake in transmission and activates
the disc clutch so that travel speed is selected into
the fast speed.
T3-12-4
Operation
Pressure reducing state:
• Pressure Reducing Valve Passage Spool Spring
1. Pressure oil from the pilot pump acts on the spool
end through the spool.
2. When pressure in the transmission (port K or B),
pressure acting on the spool end also increases.
3. As pressure acting on the spool end is larger than Pilot Pump
the spring force, the spool compresses the spring
and moves to the right.
4. Therefore, as port K or B is connected to the hy- Hydraulic
draulic oil tank, pressure in port K or B de- Oil Tank
creases.
5. At the same time, as the passage to spool end is
also connected to the hydraulic oil tank, pressure
decreases. K B T21W-03-09-008
6. As the spring force is larger than pressure acting

on the spool end, the spool moves to the left.
7. Pressure acting on the spool end increases again Transmission
and the spool moves to the right until pressure
balances with the spring force. Pressure increasing state:
8. These steps above are repeated so that pressure Passage Spool Spring
in the transmission is kept constant.
Pilot Pump
K B
T21W-03-09-009
Transmission
T3-12-5
Pressure Re-
• Slow speed selection ducing Valve
1. Pressure oil from port P flows to the travel mode
P
selector solenoid valve spool through the pres-
sure reducing valve.
the slow position, current from the slow speed
selection relay activates the solenoid valve and
shifts the spool.
3. Therefore, port P is connected to port K so that
pressure oil from port P flows to the slow side in
transmission through port K.
From Slow
4. Consequently, travel speed is selected into the Speed Selection
slow speed. Relay K B
Travel Mode Spool
Selector So-
lenoid Valve
Transmission T21W-03-09-004
• Fast speed selection

selector solenoid valve spool through the pres- Pressure Re-
sure reducing valve. ducing Valve
2. When the travel speed mode switch is turned to P
the fast position, current from the fast speed se-
lection relay activates the solenoid valve and
shifts the spool.
3. Therefore, port P is connected to port B so that
pressure oil from port P flows to the fast side in
transmission through port B.
4. Consequently, travel speed is selected into the From Fast
fast speed. Speed
Selection
Relay
K B
Travel Mode Spool
Selector So-
lenoid Valve
Transmission T21W-03-09-006
T3-12-6
• Parking Brake
Pressure Re-
selector solenoid valve spool through the pres- ducing Valve Spring B
Spring A
sure reducing valve.
P
the N (neutral) position or the brake switch is
turned to the P (parking brake) position, MC turns
the fast speed selection relay or slow speed se-
lection relay OFF so that the travel mode selector
solenoid valve is not shifted.
(Refer to the SYSTEM / Control System group.) Hydraulic
3. Therefore, the solenoid valve spool moves to the Oil Tank
position (neutral position) where spring A bal-
ances with spring B.
4. Pressure oil from port P is blocked by the sole-
noid valve spool. K B
Travel Mode Spool
5. Pressure oil from port K or B flows to the hydrau- Selector Sole-
lic oil tank through the solenoid valve spool. noid Valve
6. Consequently, as the disc clutch and disc brake Transmission T21W-03-09-005
are operated, the transmission stop rotating and

the parking brake is applied.
(Refer to the COMPONENT OPERATION /
Transmission group.)
T3-12-7
SOLENOID VALVE
The solenoid valve consists of the 3-spool solenoid
valve unit for pump and valve control, the auxiliary so-
lenoid valve unit (optional) for auxiliary flow rate con-
trol, and 2-spool solenoid valve for operate check
valve control on the blade / outrigger cylinder.
3-Spool Solenoid Valve Unit

Controls the control valve, brake valve and operate SC SF SI
check valve on the axle lock cylinder by the signal
from MC (main controller). (Refer to the SYSTEM /
Control System group.) The 3-spool solenoid valve
unit consists of proportional solenoid valves (SC, SF
and SI).
• SC: Control the arm regenerative valve and arm

2 flow rate control valve (switch valve) in
control valve
• SF: Control the brake valve
• SI: Control the operate check valve on the axle
lock cylinder TCGB-03-12-001
T3-12-8
Auxiliary Solenoid Valve Unit (for Auxiliary Flow
Rate Control) (Optional) Auxiliary Flow Auxiliary Flow Pressure Re-
The auxiliary solenoid valve unit consists of the auxil- Combiner Control Rate Control ducing Valve
iary flow combiner control valve, auxiliary flow rate Solenoid Valve Solenoid Valve
control solenoid valve and pressure reducing valve.
The auxiliary flow combiner control solenoid valve is
the ON/OFF solenoid valve. The auxiliary flow com-
biner valve in control valve is shifted by shifting the
option switch.
The auxiliary flow rate control solenoid valve is the
proportional solenoid valve. The auxiliary flow rate
control valve in control valve is shifted by the signal
from MC.
The pressure reducing valve reduces pressure of front
attachment/travel and supplies pressure to the auxil- TCJB-03-12-001
iary flow combiner valve. Therefore, during combined

operation of auxiliary and front attachment /travel, flow
rate to the auxiliary circuit is adjusted.
2-Spool Solenoid Valve for Blade/Outrigger Cylinder

2-Spool Solenoid Valve (for Blade/Outrigger Cyl-
inder) (Optional)
The 2-spool solenoid valve for blade/outrigger cylinder
is the ON/OFF solenoid valve. The 2-spool solenoid
valve opens the operate check valve for
blade/outrigger cylinder when the signal arrives from
the control switch.
T1F3-03-08-001
T3-12-9
Proportional Solenoid Valve
Controls by an electric current signal from MC and

outputs pressure in proportional to degree of the
electric current.
• When not energized (In neutral): • When energized:

1. Spring (2) pushes spool (1) to the right and output 1. Solenoid (3) pushes spool (1) to the left due to
port S is connected to tank port T. force in proportional to the electric current flowing
through solenoid (3).
2. Pilot pressure oil from port P flows into output
port S and pressure at output port S increases.
3. Pressure at output port S acts on step part a on
spool (1).
Because of difference in the pressure receiving
area between step part a, spool (1) is pushed to
the right.
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) moves back to the right side and the
passage between output port S and port P is
closed. As a result, pressure at output port S
stops increasing.
1 2 3
T S P
a
T107-02-07-005
1- Spool 2- Spring 3- Solenoid
T3-12-10
ON/OFF Solenoid Valve
The ON/OFF solenoid valve shifts the brake switch

and each control switch in order to shift pilot pressure.
• In Neutral State
Spool (1) is pushed to the right by spring (2).
Output port (S) is connected to tank port (T).
• In Operation
As solenoid (3) is activated, spool (1) moves 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
T3-12-11
TRAVEL SHOCKLESS VALVE
The travel shockless valve is located between the
travel pilot valve and the signal control valve. The
travel shockless valve prevents the travel spool from
quickly returning so that the occurrence of cavitation in
travel motor is reduced. In addition, the travel shock-
less valve is provided with two solenoid valves, one
each in the forward and the reverse circuits in order to
restrict travel operation. (Refer to the SYSTEM / Con-
trol System group.)
Travel Pilot Valve

NOTE: The procedures for travel forward opera-
tion are explained here.
• Shockless Function
Travel Shockless
1. Returning oil from the control valve flows to port Valve
B2 in the travel shockless valve through the sig-
nal control valve.
2. Returning flows to port T (hydraulic oil tank) Spool
through the orifice and outer circumference of
solenoid valve spool.
3. At this time, pressure difference occurs due to the Check
Valve
orifice.
4. Consequently, as the travel spool in control valve
is operated by the orifice slowly, the travel spool is
prevented from quick operation.
• Travel Operation Limit Function Hydraulic

1. When the solenoid valve is activated, the spool Oil Tank
moves to the right.
Orifice
2. The spool blocks pressure oil from port A2 com-
pletely. TCJB-03-12-003
3. Consequently, the machine cannot travel al-

though the travel reverse operation is done during
travel forward operation.
T3-12-12
ACCUMULATOR CHARGING VALVE Brake Valve
1
The accumulator charging valve is located between
the steering valve and the brake valve circuit. The ac- 2
cumulator charging valve functions to give the pres- 3
sure oil priority to flow to the brake circuit and simul-
taneously charges the accumulator in the brake circuit
with the pressure oil. (Refer to the SYSTEM / Hydrau- 13
lic System group.)
From Steering P
4
Valve
5
12
11
T N
6
10
9 8 7
TCJB-03-12-008
A B C
Cross Section A-A
9
10
8
7
T
11
12
A B C
Cross Section B-B Cross Section C-C
1 5
P From Steering
Valve
4
2
TCJB-03-12-012
1- Check Valve 5- Passage 9 - Passage 12 - Piston
2- Check Valve 6- Chamber A 10 - Spring 13 - Accumulator
3- Accumulator 7- Spool 11 - Pilot Piston 14 - Accumulator
4- Check Valve 8- Spring
T3-12-13
• Between pressure charging start and pressure
charging finish 14 Brake Valve
1. When pressure in the brake circuit (accumulator) 1
decreases, pressure in passage (5) also de-
creases. Pilot piston (11) and piston (12) move 2
downward due to the spring (10) force (upward as
illustrated in the circuit diagram.) 3
2. Therefore, as passage (9) is disconnected to port
13
T by pilot piston (11), pressure in passage (9) in-
creases gradually.
3. When pressure in passage (9) + spring (8) force 4
is lager than pressure in chamber A (6), spool (7) P 5
From Steering
moves downward (to the right as illustrated in the Valve
circuit diagram) and the circuit between port P
and port N is blocked.
12 6
4. Pressure oil from port P pushes to open check
valves (4, 1, 2) and flows to accumulators (14, 13, 11 7
T N
3) and the brake circuit.
10
5. Therefore, when pressure in the brake circuit de- 87
creases, pressure oil flows to the brake circuit by
priority. At the same time, the accumulator starts 9 TCJB-03-12-010
charging pressure.
6. These procedures are continued until accumula-
tors (14, 13, 3) become saturated (cut-out pres- 1- Check Valve 8- Spring
sure). 2- Check Valve 9- Passage
3- Accumulator 10 - Spring
4- Check Valve 11 - Pilot Piston
5- Passage 12 - Piston
6- Chamber A 13 - Accumulator
7- Spool 14 - Accumulator
T3-12-14
A B C
Cross Section A-A 9

10
8
7
T
N
11
12
A B C
5
1
P From Steering
Valve
4 TCJB-03-12-013

T3-12-15
• After pressure charging finish 14
1. Pressure in passage (5) acts on piston (12). Brake Valve
2. Pressure in accumulators (3, 13, 14) is blocked 1
and kept by check valves (2, 1, 4) respectively.
3. When the accumulator becomes saturated 2
(cut-out pressure), piston (12) moves upward due 3
to pressure in passage (5) (downward as illus-
trated in the circuit diagram). 13
4. As passage (9) is connected to port T (hydraulic
oil tank), pressure in passage (9) decreases.
5. Therefore, as pressure in chamber A (6) is larger
than pressure in passage (9) + spring (8) force, From Steering P 4
spool (7) moves upward (to the left as illustrated Valve
in the circuit diagram). 5
6. Consequently, pressure oil in port P flows to port 12
N (hydraulic oil tank). 6
11
7. These procedures are continued until the service T N
7
brake is applied (pressure in the brake circuit de- 10
creases). 8
9 TCJB-03-12-011

2- Check Valve 9- Passage
3- Accumulator 10 - Spring
4- Check Valve 11 - Pilot Piston
5- Passage 12 - Piston
6- Chamber A 13 - Accumulator
7- Spool 14 - Accumulator
T3-12-16
A B C
Cross Section A-A 9

10
8
7
T
N
11
12
A B C
5
1
P From Steering
Valve
4 TCJB-03-12-014

T3-12-17
HOSE RUPTURE VALVE
The hose rupture valve is installed to boom cylinder
(bottom side circuit), arm cylinder (bottom side circuit)
and positioning cylinder (2-piece boom) (bottom side
circuit).
When the hose of front attachment is damaged, the
hose rupture valve holds the front attachment and
prevents the front attachment from falling.
NOTE: The hose rupture valve in boom cylinder is

explained here.
• Control Lever: In Neutral

1. As pilot pressure Pi does not act on spool (2), 4. Therefore, poppet (6) is pushed downward by
spool (2) is pushed to the right by the spring (10) force (pressure of the spring (5) chamber +
force. spring (5) force).
2. One holding pressure of cylinder at port B acts on 5. Consequently, as holding pressure at port B is
poppet (6) and the other acts on spool (2) through blocked completely, the front attachment is held
passage C (9). and prevented from falling when the hose of front
3. Holding pressure through passage C (9) is attachment is damaged.
blocked by spool (2).
Although pressure oil in the spring (5) chamber
also acts on spool (2) through passage A (4),
pressure oil is blocked by spool (2) and does not
flow to passage B (8).
5 9 4
External Pressure Pi
Force
B
10 8 2
To Spool in Control T21W-03-10-004

Valve (To Hose of
Front Attachment)
2- Spool 5- Spring 8- Passage B 10 - Spring

4- Passage A 6- Poppet 9- Passage C
T3-12-18
10 11 1 2 3
Port Pi
9 5
8 Port B
Port A
T1V1-03-07-017
1- Relief Valve 4- Passage A 7- Orifice 10 - Spring

2- Spool 5- Spring 8- Passage B 11 - Orifice
3- Piston 6- Poppet 9- Passage C
T3-12-19
• During Boom Lowering Operation (Control Lever
Stroke: Less than Half-Stroke)
1. When the boom is lowered, pilot pressure Pi acts
on piston (3).
2. When the boom lower control lever is less than
half-stroke, piston (3) pushes spool (2) to the po-
sition where orifice (7) is opened.
3. Pressure oil in the spring (5) chamber is blocked
by spool (2) and poppet (6) is pushed downward.
4. Pressure oil from port B flows to the spool in con-
trol valve through passage C (9), orifice (7) and
passage B (8) and lowers the boom.
5. As oil flow rate through the spool in control valve
is reduced by orifice (7), the boom is lowered
slowly.
5 9 4
Pressure Pi
B
7 10 8 2 3
To Spool in Control Valve T21W-03-10-005

(To Hose of Front Attachment)
2- Spool 5- Spring 7 - Orifice 9 - Passage C

3- Piston 6- Poppet 8 - Passage B 10 - Spring
4- Passage A
T3-12-20
10 11 1 2 3
Pressure Pi
9 5
8 Port B
Port A
T1V1-03-07-015

T3-12-21
• During Boom Lowering Operation (Control Lever
Stroke: More than Half-Stroke)
1. When the boom lower control lever is more than
half-stroke, piston (3) pushes spool (2) to the po-
sition where passage (4) is connected to the hole
on spool (2).
2. Therefore, pressure oil in the spring (5) chamber
flows to passage B (8) through spool (2) from the
hole on spool (2).
3. At this time, a pressure difference between port B
and the spring (5) chamber occurs due to orifice
(7) and poppet (6) moves upward.
4. Consequently, returning oil from port B flows to
the spool in control valve through poppet (6) from
port A and lowers the boom.
5. As pressure oil in port B flows to port A directly, oil
flow rate through the spool in control valve in-
creases and boom lowering speed becomes fast.
5 4
Pressure Pi
B
7
A
10 8 2 3
To Spool in Control Valve T21W-03-10-006

(To Hose of Front Attachment)
2- Spool 4- Passage A 6- Poppet 8 - Passage B

3- Piston 5- Spring 7- Orifice 10 - Spring
T3-12-22
10 11 1 2 3
Pressure Pi
9 5
8 Port B
Port A
T1V1-03-07-016

T3-12-23
ACCUMULATOR
The accumulators are provided in the pilot circuits for
the brake valve. The accumulator is charged with
high-pressure nitrogen gas. Pressure oil from the pilot
pump compresses the nitrogen gas via the film. The
compressed nitrogen gas maintains oil pressure for
each operation circuit constant.
Nitrogen Gas
Film
T1F3-03-08-007
From Pilot Pump
T3-12-24
PILOT RELIEF VALVE
Pilot Relief
Valve
The pilot relief valve has a pilot filter incorporated.
Port P
The pilot relief valve functions to regulate pilot pump
pressure routed to port P to a set constant pressure.
Pilot Filter
T178-03-07-001
T3-12-25
(Blank)
T3-12-26
COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
The swing bearing sustains self weight of the upper- The internal gear of inner race (3) engages with the
structure and makes smooth swing. This bearing is a output shaft of swing reduction gear.
single-row shear ball-type bearing and consists of
outer race (1), inner race (3), balls (6), supports (5)
and seals (2, 4). Outer race (1) is bolted to the
upperstructure and inner race (3) is bolted to the
undercarriage.
T135-03-02-001
1 - Outer Race 3 - Inner Race 5 - Support 6 - Ball

2 - Seal 4 - Seal
T3-13-1
CENTER JOINT
The center joint is a 360° rotating joint. When the up- Pressure oil flows to each port on the body through the
perstructure is rotated, the center joint avoids twisting spindle. Then, pressure oil is routed to the travel mo-
of hoses and allows hydraulic oil to flow smoothly to or tors, transmission, front and rear wheel brakes, oper-
from the travel motors. The spindle is attached to the ate check valve (blade/outrigger), steering cylinders,
upperstructure and the body is bolted to the swing 2-spool solenoid valve (blade/outrigger), outrigger cyl-
center of undercarriage. inders and blade cylinders. The seal prevents oil leak-
age between spindle and body.
9 10 Spindle 1 2 3
11 4
15
8
5
14
7
12
13 Body 5
6
9
3
Seal
14
8
4
1
6
2
10
7
12 Seal
11
13
T1F3-03-10-001
1 - Port 7: Plug (To Hydraulic Oil Tank) 6- Port 8: To Steering Cylinder 11 - Port 14: Transmission Changeover
(Right Steering Side) Solenoid Valve (To Hydraulic Oil
Tank)
2 - Port 9: To Steering Cylinder (Left 7- Port 11: Plug (To Hydraulic Oil Tank) 12 - Port 12 To Rear Wheel Brake
Steering Side)
3 - Port 3: To Blade/Outrigger Cylinder 8- Port 5: To Travel Reverse Side 13 - Port 13: To Front Wheel Brake
Rod Side (Raise Side)
4 - Port 6: To Axle Lock Cylinder / 9- Port 2: To Travel Forward Side 14 - Port 4: Pilot Pressure to Operate
Make-Up Valve for Travel Motor Check Valve for Blade/Outrigger
Cylinder / To Transmission Change-
over Solenoid Valve
5 - Port 1: To Blade/Outrigger Cylinder 10 - Port 10: Pilot Pressure to Operate Check 15 - Port D: To Hydraulic Oil Tank
Bottom Side (Lower Side) Valve for Axle Lock Cylinder
T3-13-2
SLIP RING
The slip ring is installed on the spindle upper part of
center joint.
The slip ring is a joint which rotates 360°. When the
upperstructure rotates, it transmits the current to the
undercarriage while preventing the wiring from twist-
ing.
Also, it transmits the detected figures from sensors
installed on the undercarriage to the upperstructure.
Center Joint Slip Ring
Spindle
T1F3-03-10-015
T1F3-03-10-014
T3-13-3
(Blank)
T3-13-4
CYLINDER
The axle lock cylinders, outrigger cylinders and blade
cylinders are mounted on the chassis. Each cylinder
consists of the cylinder section and operate check
valve section.
Operate Check Valve Blade Cylinder
Operate Check Valve
Outrigger Cylinder
Operate Check Valve
Axle Lock Cylinder

TCEB-01-02-001
Operate Check Valve Operate Check Valve

(For Axle Lock Cylinder) (For Blade/Outrigger Cylinder)
TCJB-03-13-002
TCJB-03-13-003
T3-13-5
Operate Check Valve (Axle Lock Cylinder)
• When releasing the axle lock:

(Brake Switch: OFF)
1. When solenoid valve unit (SI) is shifted, pressure

oil from the pilot pump is routed into port P of the
operate check valve. Pressure oil acts on the pis-
ton and the piston is pushed to the right.
2. The piston pushes the poppet and check valve to
the right so that port A (axle lock cylinder) is con-
nected to port T (hydraulic oil tank).
3. Consequently, pressure oil in both right and left
axle lock cylinders can move freely between them
and to the hydraulic oil tank so that the axle lock
cylinders can oscillate.
NOTE: The reaction loads from the travel road

surface are absorbed by oscillation of both
right and left axle lock cylinders. (Refer to
T3-13-6
Front Axle
Axle Lock Cylinder
A A
Operate
Check Valve
T P P T
SI Solenoid Valve Unit
Hydraulic Oil Tank Pilot

From MC
Pump TCJB-03-13-007
Piston Check Valve Poppet
Operate
Check Valve
P
T A
Pilot Pump Axle Lock

Cylinder
Hydraulic
Oil Tank TCJB-03-13-005
T3-13-7
• When operating the axle lock:

(Brake Switch: P (Parking Brake), Axle Lock or
Auto Axle Lock position)
NOTE: When traveling at the brake switch in the

auto axle lock position, axle lock is re-
leased. (Auto Axle Lock Control) (Refer to
1. Pressure oil from the pilot pump is blocked by the

solenoid valve unit (SI) spool.
2. As long as the check valve is kept opened, oil
pressure in port A is equal to that in port T.
Thereby, the poppet and check valve in the oper-
ate check valve are moved to the left by spring
force.
3. Therefore, port A (axle lock cylinder) in the oper-
ate check valve is disconnected from port T (hy-
draulic oil tank).
4. Consequently, pressure oil is enclosed in the axle
lock cylinder so that the axle is locked.
T3-13-8
Front Axle
Axle Lock Cylinder
A A
Operate
Check Valve
T T
SI Solenoid Valve Unit
Hydraulic Pilot TCJB-03-13-008

Oil Tank Pump
Piston Check Valve Poppet Spring
Operate
Check Valve
T A
Axle Lock
Cylinder
Hydraulic
TCJB-03-13-004
Oil Tank
T3-13-9
Operate Check Valve (Blade/Outrigger Cylinder)
• When operating the blade/outrigger:
NOTE: When the blade/outrigger control switch is

operated, the 2-spool solenoid valve
(blade/outrigger) is shifted. (Refer to the
SYSTEM / Control System group.)
1. When the 2-spool solenoid valve for

blade/outrigger is shifted, pressure oil from the
pilot pump is routed to port P on the operate
check valve. As pressure oil acts on the piston,
the piston is moved to the left.
2. The piston pushes the poppet and check valve to
the left so that port V is connected to port C.
3. Then, pressure oil from pump 2 flows to either the
rod or bottom side of blade/outrigger cylinder via
port V and port C on the operate check valve so
that cylinder is extended or retracted.
T3-13-10
Blade/Outrigger
2-Spool Solenoid Valve Cylinder
C C
Operate
Check Valve
V V
P
Pilot Hydraulic
Pump Oil Tank
Pump 2 TCJB-03-13-009
Check Valve Poppet Piston
Hydraulic Oil Tank

C V
Blade/Outrigger
Cylinder
Pilot
Pump
Operate
Check Valve
C V
Check Valve Poppet Piston
Pump 2 TCJB-03-13-006
T3-13-11
(Blank)
T3-13-12
MEMO
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Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-29-831-1162
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INTRODUCTION

• Please refer to the other materials (operator’s

• Each page has a number, located on the center

Consecutive Page Number for Each Group

In this manual, the following safety alert symbol and • CAUTION:

Group 2 Component Layout

Group 3 Component Specifications

Type of Front-End Attachment Monoblock Boom 2-Piece Boom

ZX140W-3 (Standard CHASSIS, REAR OUTRIGGER)

Type of Front-End Attachment Monoblock Boom 2-Piece Boom

ZX140W-3 (FRONT BLADE REAR OUTRIGGER)

Type of Front-End Attachment Monoblock Boom 2-Piece Boom

ZX140W-3 (FRONT OUTRIGGER REAR BLADE)

Type of Front-End Attachment Monoblock Boom 2-Piece Boom

ZX140W-3 (FRONT OUTRIGGER REAR OUTRIGGER)

Type of Front-End Attachment Monoblock Boom 2-Piece Boom

Type of Front-End Attachment Monoblock Boom

Type of Front-End Attachment 2-Piece Boom

1 - Rear Camera 7- Air Cleaner 13 - Oil Cooler 19 - Auxiliary / Positioning Electric

1 - Blade Cylinder 4- Axle Lock Cylinder 6- Outrigger Cylinder 8- Transmission

• 2-Piece Boom • Monoblock Boom

Pump Device (Refer to T1-2-13.)

Travel Shockless Valve

Control Valve (Refer to T1-2-14.) 17

1 - MC (Main Controller) 3 - Fuse Box 5 - Option Controller 7 - Flasher

SWING DEVICE SIGNAL CONTROL VALVE

3-SPOOL SOLENOID VALVE UNIT SOLENOID VALVE UNIT

TRAVEL DEVICE FILTER

1 - Pressure Sensor 5 - Travel Mode Selector 9- Travel N Sensor 13 - Pilot Filter

Engine Stop System

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

Radiator Oil Cooler

Pilot Pump, Steering Pump

Auxiliary Control Valve

Swing Parking Brake

Front Attachment Pilot Valve

Travel Pilot Valve

Positioning / Auxiliary Electric Lever

Outrigger / Assist Electric Lever

Auxiliary Solenoid Valve Unit (Auxiliary Flow Rate Control) (Optional)

2-Spool Solenoid Valve (For Blade / Outrigger)

Signal Control Valve

Pilot Shut-Off Solenoid Valve

Pilot Relief Valve

Steering Valve (With Priority Valve)

Travel Shockless Valve

Transmission Changeover Solenoid Valve

Oil Cooler Bypass Check Valve

Bypass Check Valve

Travel Brake Valve

Standard Axle (Front, Rear)

Axle Lock Cylinder

Glow Plug Relay

• MC: Main Controller

Satellite Terminal Dr. ZX

CAN Bus Line

Steering Column ECM

NOTE: CAN (CAN Bus Line)

CAN bus line consists of two wires, CAN High and

Satellite Terminal Dr. ZX

Steering Column ECM

MC has the controls as follows.

NOTE: As for details on each control, refer to the