EC21OB/240B/290B PRIME SERVICE TRAINING

New Engine

This material is combined as below.

01_General
02_Engine
02-1_Engine(EC210B PRIME)
02-2_Engine(EC240B/EC290B PRIME)
03_Electric system
03-1_Elec sys
04_Power Transmission
04-1_Power Trans(EC210B PRIME)
04-2_Power Trans(EC240B/EC290B PRIME)
05_Brake System
06_Steering System
07_Frame & Undercarriage
08_Cab & Interior
09_Hydraulic
09-1_Hydraulic(EC210B PRIME)
09-2_Hydraulic(EC240B PRIME)
09-3_Hydraulic(EC290B PRIME)
09-4_Hydraulic(COMMON)

Picture text:
Overview(EC210B PRIME)

1. New Engine
- D6E EAE3(Tier 3): Serial number starts from 80001
- D6E EAE2(Tier 2): Serial number starts from 70001(CHW Production) and 35001(SHI Production)
I-EGR is not used in D6E EAE2 engine

2. Remote installation of filters

- Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room

3. Work mode refine

- Pump input power of H & G mode are increased to 5%

4. E-ECU(EMS2)
- Both Tier 3 and Tier 2 engines are use EMS2

5. Electric box & Battery connection

- Safety start relay removed
- Master switch removed

6. Fabricated counterweight

Picture text:
Overview(EC240B PRIME)

1. New Engine
- D7E EBE3(Tier 3):
- D7E EBE2(Tier 2): Serial number starts from 15001(CHW Production) and 35001(SHI Production)
I-EGR is not used in D7E EBE2 engine

2. Remote installation of filters

- Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room

3. Work mode refine

- Pump input power of H & G mode are increased to 5%

4. E-ECU(EMS2)
- Both Tier 3 and Tier 2 engines are use EMS2

5. Electric box & Battery connection

- Safety start relay removed
- Master switch removed

6. Fabricated counterweight

Picture text:
Overview(EC290B PRIME)

1. New Engine
- D7E EAE3(Tier 3): Serial number starts from 85001(CHW Production)
- D7E EAE2(Tier 2): Serial number starts from 17001(CHW Production) and 35001(SHI Production)
I-EGR is not used in D7E EAE2 engine

2. Remote installation of filters

- Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room

3. Work mode refine

- Pump input power of H & G mode are increased to 5%

4. E-ECU(EMS2)
- Both Tier 3 and Tier 2 engines are use EMS2

5. Electric box & Battery connection

- Safety start relay removed
- Master switch removed

6. Fabricated counterweight

Picture text:
Electronic control system overview

-EMS2
-WECU(MID142) is an option.

Picture text:
2 stage port relief valve change

New 2-stage port relief valve function

(1) Neutral
- When Hammer/Shear selection switch is off, relief valve maintains high pressure setting.

(2) Hammer(1 way)

- When Hammer selection switch is ON and X1 uses 1way, releif valve goes to low pressure setting due to
pilot pressure.

(3) Shear(2 way)

- When shear selection switch is ON and X1 uses 2way, releif valve goes to high pressure setting due to
pilot pressure off.

Picture text:
Double load check change

There have been some cases reported where the operating power of attachments (Arm, Bucket, and
Option) has been down and the operating speed of attachments has been slow. This is caused by the wear
of double load check valve.

1. The shape of double load check valve has been changed to improve the resistibility of wear.
2. The heat treatment to manufacture double load check valve been improved.

EC210B/EC240B PRIME
BKT:14578516
AM,OPT:14578517

EC290B PRIME
BKT:14589233
AM,OPT:14589234

Picture text:
Engine - D6E common rail engine

Picture text:
Engine specification

EC210B PRIME(KOR) : D6EEAE3(Tier3)

EC210B PRIME(CHI, INT) : D6EEAE2(Tier2)

IEGR unit is not installed in D6EEAE2 Engine

Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

No.of cylinder : 6 vertical in line type

Max. Power(fan not in operation) @1800rpm

-------------------------------------------------
EC210B PRIME :123kW(167PS)

Max. Torque(fan not in operation) @1350rpm

---------------------------------------------------
EC210B PRIME :730Nm

Bore X Stroke: 98mm X 126mm (3.85in X 4.96in)

Governor type: EMS2
Fuel injection: Common Rail Direct injection
Displacement: 5700cc (347.8 cu.in)

Picture text:
Main components

1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of
electronic features and to enhance reliability.

2.The IEGR(Jacobs system) creates a small second exhaust valve lift. This extra lift feeds exhaust gases
back into the cylinder during the inlet stroke to reduce NOx.

3. Common Rail
Whereas in conventional diesel engines injection pressure is generated for each injector individually, a
common rail engine stores the fuel under high pressure in a central container (common rail) and delivers it
to the individual injectors on demand. Benefits of common rail injection are reduced noise levels, stronger
performance, improved emission control and greater efficiency.

4.The new high-pressure solenoid diesel fuel injector.(BOSCH-CRIN 2nd Generation Injector)

Picture text:
External view(1)

1. Cam speed sensor

2. Coolant temp. sensor
3. Solenoid(IEGR)
4. Boost press. & temp. sensor
5. Waste gate actuator
6. Preheat unit
7. Injector
8. Rail pressure sensor
9. Engine oil press. sensor
10. Fuel Control Unit (PWM valve)-FCU
11. Fuel pressure sensor
12. PTO

Picture text:
External view(2)

1. Fuel feed pump

2. Water pump
3. Crank speed sensor
4. Water in fuel sensor
5. Engine oil level & temp. sensor
6. Ambient air temp. & press. sensor
7. Coolant level sensor
8. Starter

Picture text:
Electric circuit(EMS2)

Picture text:
Wire harness drawing

Picture text:
Fuel line

In conventional diesel engines injection pressure is generated for each injector individually. A direct
injection engine based on the common rail principle separates the two functions pressure generation and
injection by first storing the fuel under high pressure in a central container ("common rail") and delivering
it to the individual injection valves (injectors) only on demand. This way an injection pressure of up to
1,600 bar (23,200 psi) is available at all times, even at low engine speeds. The high pressure produces a
very fine atomisation of the fuel leading to better and cleaner combustion. Moreover, the fuel supply is
not dependent on the engine revolutions but can be optimised independently. The time and duration of
injection is not fixed (as in older conventional engines) but can be chosen independently for every
operation point in order to optimise combustion and emissions.

Benefits of the common rail principle compared to conventional engines are lower engine noise levels,
stronger performance and greater combustion efficiency leading to lower emissions and enhanced fuel
economy. Push "check result" button to see the actual measuring data on the machine for reference only.

Picture text: 1: Manual feed pump

2: Pre filter & water separator
3: Fuel feed pump 4: Fuel filter
5: Fuel pressure sensor(low)
6: Fuel control unit (PWM)
7: High pressure pump
8: Rail
9: Rail pressure sensor
10: Max. pressure limit valve
11: Injector
12: Thermostat valve
Water seperator

1: Manual feed pump

2: Manual nobe for thermostat valve
3: Pre filter & water separator
4: Water in fuel sensor
5: Water drain valve
6: Normal position(thermostat function)
7: Open position(Return fuel to tank)
8: Fuel warmer

L, M : For fuel warmer

N,O : For water in fuel sensor

Picture text:
Injector

The main injector components are:

Hole-type nozzle(c), hydraulic servo-system(b), solenoid valve(a).

The forces required to open and close the nozzle needle cannot be generated by the solenoid valve on its
own. The nozzle needle is therefore indirectly triggered via a hydraulic force-amplification system.

1. Injector closed
With the solenoid valve closed, the complete chamber volume and the rail are at the same pressure. The
nozzle needle is forced against its seat by a spring.

2-1. Solenoid ON
When the solenoid valve opens, fuel flows from the valve control cavity and into the fuel return.The feed
throttle prevents complete pressure equalization, and the pressure in the cavity drops.

2-2. Start of injection

Hydraulic servo spool move up side and the excess pressure in the chamber volume overcomes the spring
force and lifts the needle so that injection can start.

Picture text:
Rail

1. High pressure storage of injection system

2. Rail contains pressure relieve valve(a) and rail pressure sensor(b).
3. Pressure relief valve
- Pressure relieve valve is a mechaninical safety device, which opens at 1950 (-100) bar / 28,275 psi (
-1,450 psi) and protects the system concerning over pressure caused by any malfunction.
-If opened the rail pressure remains in the range of 650 - 850 bar (9,425~12,325 psi) (dependend on
speed and load). The engine keeps running but if necessary with decreased performance (limp home
mode)
-Under usual conditions the relief valve will not open during engine operation.
4. Rail pressure sensor
- Output signal goes to ECU and ECU controls FCU by using this signal.
- If any malfunction is detected, the ECU may force the pressure relief valve to open by putting over
pressure onto the system.

Picture text:
Fuel control unit (FCU)
FCU controlles filling of high pressure pumps. It is just delivered as much as needed to reach or keep the
rail pressure set-point.
This is an inverse proportional PWM valve. At the inside of valve, there are overflow valve and bleed-off
orifice.

Picture text:
IEGR(Jacobs system)
NOx reduction solution is provided by Internal Exhaust Gas Recirculation (IEGR) which is altering engine
valve lift. Jacobs IEGR reduces peak combustion temperatures and, therefore, reduces the formation of
Nitrogen Oxides (NOx) to levels acceptable to meet upcoming emissions standards.

Picture text: A: IEGR Solenoid

B: Control valve
C: Slave piston
D: Master piston
E: Connection passage
F: Bleed hole(1 mm, 0.04 in)
IEGR operation
1. IEGR consists of a solenoid valve, control valve, and master and slave pistons. These components are
assembled into a housing.
2.When the solenoid is de-energized, the control valves move down and the high-pressure oil is released
through the tops of the control valve bores.
3. When the IEGR is activated, the solenoid allows oil to pass to the control valve. The control valve moves
up and the check ball in the control valve is unseated, allowing oil to fill the master/slave piston circuit.
4.The oil pushes the master piston out, and when rocker motion pushes the master piston back, high
pressure is created which seats the check ball in the control valve.
5.Continued rocker motion causes the high-pressure oil to move the slave piston. The slave piston motion
causes the exhaust valves to open. As the rocker moves back down, the master piston follows, and the
slave piston moves up, allowing the valves to close again, ready for the next cycle. These cycles continue
as long as the brake solenoid is energized.

Picture text: 1: IEGR Solenoid

2: Bleed hole: 1 mm (0.04 in)
3: Slave piston
4: Master piston
5: Intake rocker arm
6: Exhaust rocker arm
7: Control valve
8: Oil supply line: 2~5 bar (29~73 psi)
Valve lash adjustment(1)
Allow the engine to cool down for at least 30 minutes before setting the valve clearance.
Engine oil temperature should be lower than 80 °C.
The clearance of the IEGR side must be set after setting other valves clearance.
Before adjusting the valve clearance, remove the IEGR unit first.
(a)Install the crankshaft rotating tool.
(b)Make No.1 cylinder to be overlapped.
(c)Adjust the valve marked black as shown in the next page.
(d)Rotate crankshaft 360 degree.
(e)Adjust the valve marked black as shown in the next page.

Picture text:
Valve lash adjustment(2)
-Install the protractor disk.
-Turn the adjusting screw clockwise till making contact with valve
-Turn the adjusting screw counter-colockwise up to the descripted angle.
(f) Inlet: 75 degree
(g)Exhaust: 120 degree.
-Tighten the lock nut(1).

Picture text:
Valve lash adjustment(3)

After adjusting inlet and exhaust, reassemble the IEGR unit. When reassembling, replace the o-ring on the
connection pipe between two IEGR valve blocks.
Now the No.6 piston is in overlapped condition.
(a)Adjust IEGR piston on the cylinder 1, 3 and 5 first.
(b)Turn the crank shaft 360 degree.
(c)Adjust the cylinder 2, 4, 6 accordint to following procedure.
-Install the clearance adjusting disk.
-Turn the adjusting screw(2) of the slave piston clockwise till making contact with exhaust valve.
-Turn the adjusting screw counter-colockwise up to 144 degree.
- Tighten the lock nut(1).

Picture text:
Engine protection function
SID42 : Fuel Control Unit(FCU)
PID164: Rail pressure sensor
SID1~6 : Injector
PPID435: Effective torque common rail
PSID96: Rail pressure system
PSID97: Pressure relief valve

Picture text:
Engine - D7D engine

Picture text:
Engine specification

Common Rail Direct Injection type

-------------------------------------
EC240B PRIME(KOR) : D7E EBE3(Tier3)
EC240B PRIME(CHI, INT) : D7E EBE2(Tier2)

EC290B PRIME(KOR) : D7E EAE3(Tier3)

EC290B PRIME(CHI, INT) : D7E EAE2(Tier2)

No IEGR function in Tier2 engine

Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

No.of cylinder : 6 vertical in line type
Bore X Stroke: 108mm X 130mm

Max. Power(fan not in operation)

EC240B PRIME :138kW(188PS)@2000rpm
EC290B PRIME :153kW(208PS)@1800rpm

Max. Torque(fan not in operation)

EC240B PRIME :870Nm@1350rpm
EC290B PRIME :965Nm@1350rpm

Governor type: EMS2

Displacement: 7146cc

Picture text:
Main components

1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of
electronic features and to enhance reliability.

2.The IEGR creates a small second exhaust valve lift. This extra lift feeds exhaust gas back into the
cylinder during the inlet stroke to reduce NOx.

3. Common Rail
Whereas in conventional diesel engines injection pressure is generated for each injector individually, a
common rail engine stores the fuel under high pressure in a central container (common rail) and delivers it
to the individual injectors on demand. Benefits of common rail injection are reduced noise levels, stronger
performance, improved emission control and greater efficiency.

4.The new high-pressure solenoid diesel fuel injector.

Picture text:
External view(1)

1. Cam speed sensor

2. Coolant temp. sensor
3. IEGR solenoid
4. Boost press. & temp. sensor
5. Waste gate actuator
6. Preheater unit
7. Injector
8. Rail pressure sensor
9. Engine oil pressure sensor
10. Fuel control unit
11. Fuel feed pressure sensor
12. PTO
13. Blowby gas control valve
14. Rail unit
15. Alternator
16. Oil cooler

Picture text:
External view(2)

1. Fuel feed pump

2. Water pump
3. Crank speed sensor
4. Water in fuel sensor
5. Engine oil level & temp. sensor
6. Ambient air temp. & press. sensor
7. Coolant level sensor
8. Starter

Picture text:
Electric circuit(EMS2)

Picture text:
Wire harness drawing

Picture text:
Valve lash adjustment(1)
Allow the engine to cool down for at least 30 minutes before setting the valve clearance.
Engine oil temperature should be lower than 80 °C.
The clearance of the IEGR side must be set after setting other valves clearance.
Before adjusting the valve clearance, remove the IEGR unit first.
(a)Install the crankshaft rotating tool.
(b)Make No.1 cylinder to be overlapped.
(c)Adjust the valve marked black as shown in the next page.
(d)Rotate crankshaft 360 degree.
(e)Adjust the valve marked black as shown in the next page.

Picture text:
Valve lash adjustment(2)

-Install the protractor disk.

-Turn the adjusting screw clockwise till making contact with valve
-Turn the adjusting screw counter-colockwise up to the descripted angle.
(f) Inlet: 90 degree
(g)Exhaust: 150 degree.
-Tighten the lock nut(1).

Picture text:
Valve lash adjustment(3)

After adjusting inlet and exhaust, reassemble the IEGR unit. When reassembling, replace the o-ring on the
connection pipe between two IEGR valve blocks.
Now the No.6 piston is in overlapped condition.
(a)Adjust IEGR piston on the cylinder 1, 3 and 5 first.
(b)Turn the crank shaft 360 degree.
(c)Adjust the cylinder 2, 4, 6 accordint to following procedure.
-Install the clearance adjusting disk.
-Turn the adjusting screw(2) of the slave piston clockwise till making contact with exhaust valve.
-Turn the adjusting screw counter-colockwise up to 144 degree.
- Tighten the lock nut(1).

Picture text:
Electric system
EC210B/240B/290B Prime

Picture text:
Key & Main fuse

- SW3301: Key switch

- 4-Slow blow fuse(140A, 80A, 30A, 30A)
- RE3101: Battery relay
- RE2501: Preheater relay

Picture text:
Alternator

B+ : Connection to Battery
B- : Ground
DFM : None
BS : Output check
15 : Ignition
L : Charge warning Lamp control
W : None

Picture text:
Electric Box

Picture text:
Fuse box

-Fuse1~Fuse30

Picture text:
Electronic control system schematic

For easy undersatading, if you click the line, the color will be changed.

Picture text:
Switch(Control lockout, Emergency, Auto/Manual)

1. Control lockout switch

2. Emergency switch
3. Auto/Manual switch

Picture text:
RPM Control SW

Input voltage is 24v and output voltage is 0.5~4.5V.

They have a shield ground to prevent noise at signal line.

Picture text:
Sensors(VECU)

1. Pilot pressure switch

-SE9111: Attachment
-SE9140: Travel
-SE9112: X1
-SE9140: Boom float

2. Hydraulic oil temperature sensor

Picture text:
Joystick 1 & 3 button

1. Semi-long joystick
- RH: Hammer or Power boost
- LH: Horn

2. 3-button joystick
-RH
5 : Boost
6 : Shear
7 : Hammer / Shear
-LH
5 : Horn
6 : Rotator
7 : Rotator

Picture text:
PWM Valve for P1, P2 & X1 Flow control

Rated current : 700 mA

Coil resisatnace: 17.5 ohms at 20 Celcius degree

Picture text:
VECU

Picture text:
VECU input & output

Picture text:
Engine speed and work mode control

**Comparing B-Series, Engine rpm and pump input power of H and G mode are increased(Work mode
refine).

In control system, we can have 10-step engine speed and 5 work-modes.

By rotating engine speed control switch, Engine rpm and work-mode is set at the same time. You can see
the specification at the next page.

This function allows the operator to select the engine speed and work mode according to working condition
and to optimise the machine performance and fuel efficiency.

Principle is simple. Excavator converts the mechanical power from engine to hydraulic power using
hydraulic pump. So engine power should be bigger than pump consuming power. If not, engine could be
stall or stop.

The V-ECU always receives the current engine speed from the E-ECU . It balances engine horsepower and
pump consuming power by changing output current to power-shift valve.(ESSPC: Engine Speed Sensing
Pump Control)

Power-shift valve is kind of proportional valve using PWM signal. By controlling power-shift valve, we can
change the swash plate angle and finally change pump flow rate. So system can keep pump torque
maintain lower than engine torque at the selected engine speed.

(1) In I (Idle)& F (Fine) mode, current is fixed at specified value regardless of engine load condition. That
means engine output is bigger enough compared to pump input power.

In P (Power max.), H (Heavy duty), G (General) mode,

(2) If engine is not loaded, it uses the specified current value at each engine speed.
(3) When engine is loaded, VECU increase the current of power-shift valve to decrease the consuming
power of pump.
Engine speed and work mode control(Without P)

**Comparing B-Series, Engine rpm and pump input power of G mode are increased(Work mode refine).

Picture text:
Automatic Return to Idle

When operator turns on the function auto-idle & does not use any joystick & pedal, engine speed
automatically goes down to I1 mode. This increase fuel economy and decrease noise. After engine has
decelerated, if the operator changes one of input signals, then engine speed return to the previous speed.

Default time delay is 5 second. This can be adjusted form 3 to 10 seconds by VCADS Pro.

Picture text:
Boost control

When the boost solenoid is activated, the limit of system pressure will be increased by 10%.

1. Travel only case

2. F-mode(Slow but strong)

3. One touch power boost for 1-button joystick

- RH joystick button=ON

4. One touch power boost for 3-button joystick

- Lower button=ON

Picture text:
Conflux cutoff

1. F-mode (slow but strong)

- EC210B/240B Prime : Boom-up, Arm-IN and Arm-OUT use only 1-pump flow.
- EC290B Prime: Boom-up, Arm-In and Arm-Out use only 1-pump flow.

Picture text:
Safe start & Stop

1. Safe start
- Key off --> ON
- Engine is stop condition(rpm=0)
- VECU request I2 to EECU & energize battery relay(RE3101)
**Whenever start the engine, default mode will be I2 regardless of initial position of rpm control switch to
prevent sudden engine rpm surge.

2. Releasing of Safe-start
- Position change on rpm control switch
- Any attach movement
- X3 operation(Safty lever up and LH joystick switch)

3. Safe stop
- Key ON --> OFF
- VECU send stop command to EECU
- EECU supply max. current to FCU to stop the fuel supply
- EECU Check rpm to recognize whether engine is stop or not.
- If engine stop, EECU transfer the operating data.
- EECU send message to VECU that VECU can cutoff power supply to EECU.
- VECU deenergize the battery relay(RE3101)

** Too much quick stop & start again without data saving time can cause serious damage to the
computer.

Picture text:
Emergency control

1. Emergency low
- Auto/Manual SW is in AUTO.
- IVS(Idle Validation SW) is off
- Communication error between VECU & EECU
- Engine speed fix in emergency low(I2)
- VECU supply emergency current

2. Emergency high
- Auto/Manual SW is in AUTO.
- IVS(Idle Validation SW) is ON
- Communication error between VECU & EECU
- Engine speed fix in emergency high(H)
- VECU supply emergency current

3. Emergency stop
- IVS(Idle Validation SW) is in STOP position.
- EECU lose electric power.
- Engine stop.

Picture text:
VECU in Manual

SW9103 is in Manual position.

IECU
- VECU status signal is off.
- Auto position signal is off .
- IECU recognize current situation with combination of above two signals.
- IECU do not produce corresponding error code.

EECU
- EECU goes to emergency mode because of no communication within VECU.

Pump control
- By using the resistance on the Elec. BOX, Power shift valve use constant current.

Travel speed in manual mode

- In manual mode, can change speed of travel.

Picture text:
Starter lock
(EC210B/EC240B/290B Prime)

1. Starter lock relay

- Key OFF --> ON
- Safety lever=Down
- If there is code-lock option, PIN conde shoud be matched.
- When key is in start position, RE3301 will be ON.

From now on, power can goes to the magnet of starter(MO3301).

2. Magnet on the starter will be off by EECU,

- When Engine is running.(RPM > 650)
- During 6 seconds after EECU checked engine running.(to prevent overunning of starter)
- During 2 seconds after EECU checked engine stop.(Confrimation of engine stop after starting failure)
- During 1 seconds after key position changed from START --> ON. ( To prevent an quick retry after
starting failure)

Picture text:
Travel speed & Travel alarm

1. High speed & Automatic down-shift

- Working mode is not in F-mode
- Travel pilot pressure signal=ON
- Speed selection SW=ON
- When above conditions are ok, MA4212 will be activated.

2. Travel alarm
- Travel alarm mute SW=OFF
- Travel pilot pressure signal=ON
- When above conditions are ok, RE4201 will be activated.

Picture text:
P-mode parameter

In the old version, Dataset2 was different according to the region machine used.
From this machine, VECU will have only 1 Dataset2 which has two specification. VECU can select one of
the specification according to the parameter setting.

Picture text:
Quick fit and rotator circuit

These two systems can be activated after lifting up the safety lever. Lifting safety lever activate RE9106.

Picture text:
X1 (1-switch + Pedal)

PAR(BFJ: X1 Flow contriol)=ON

** Before turn on above parameter, PWM9109 shoud be installed.

- X1 flow rate setting on IECU

- Control lock-out lever up, RE9106=ON

1. 1-Switch only
1-way (Hammer selection)
- When joystick- button=ON, MA9103=ON.
This option only can use hammer.
MA9117 & MA9118 are not installed.

2. 1-Switch+Pedal
1-way (Hammer selection)
- When joystick- button=ON, MA9103=ON.
-X1 Pedal forward
2-way(Shear selection)
- X1 Pedal forward
- X1 Peal reward
Joystick button can not be used for Shear

- X1 Conflux
- When SW9112=ON, MA9116=ON.

Picture text:
X1 (2-switch only)

PAR(BFJ: X1 Flow contriol)=ON

** Before turn on above parameter, PWM9109 shoud be installed.

- X1 flow rate setting on IECU

- Control lock-out lever up, RE9106=ON

- If 1-way (Hammer selection)

- When joystick- upper RH button=ON, MA9103=ON.
- When joystick- upper LH button=ON, MA9104=OFF.

- If 2-way (Shear selection)

- When joystick- upper RH button=ON, MA9103=ON.
- When joystick- upper LH button=ON, MA9104=ON.

- X1 Conflux
- When SW9112=ON, MA9116=ON.

Picture text:
I ECU

1) Layout
A : Central warning lamp
B : Coolant temp. & fuel Gauge
C : Warning indicator
D : MCD(Message Center Display)
E : Key button

2) Key OFF condition

3) Key ON (Booting operation)

Central warning lamp(2 times), gauge(all segment ON),all indicator lamp ON

4) Key OFF (Shutdown operation)

Picture text:
I ECU Electric Circuit

IA6: operating power.

IA5: power for an internal clock.

VECU VB16 terminal inform the position of auto/manual switch.

VA 34 terminal receives V-ECU status signal if V-ECU is normal.

IA1 ~ IA10 are the pin number of connector

Picture text:
MCD Operation

(1) : Normal condition

(2) : Anti-theft(Code-lock) condition
(3) : X1 condition
(4) : Error display

Picture text:
 0

Indicator Operation and Code Lock Test

(a) : Put 4-digit number!(This PIN code will be saved in the IECU)
(b) : Enter the PIN code through IECU(arrow & confirm buttons).
(c) : Push the confirm button more than 2 sec.

(d) : If the correct code is entered,Indicator Operation menu is displayed.

(e) : Alarm sound can be off by pushing confirm button.

Picture text:
Pop-up indicator

This is not a warning but just indication of activation.

Picture text:
X1 flow setting

You can select any number from 30 to 500 at flow setting screen.
But if you select number that is larger than actual maximum flow, the set value will not be changed as you
select.

For example, if you select 240 at EC210B, the set value will be changed to 200.

Picture text:
Wiper

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Radio & DC-DC converter

DC-DC Converter

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Care Track(Telematics)

The VCE telematics solution will contain three main services; Mapping and Tracking, Operational
Management, and Service Management. Within Mapping and Tracking services such as mapping of
machines, geo fence and location report will be included. Operational Management will contain
performance and utilization reports. Under Service Management service for the different machines
can be planned and followed up. Different alarms and error codes will be handled under service
management.

Service
- Machine position
- Instantaneous Machine data
- Geographical fence
- Location report
- Sanil Trail
- Machine Utilization Report
- Event Report
- Performance/Productivity Report
- Immobilizer
- Alarms & Warnings
- Error Codes
- Service Report
- Logged Machine Data, Complete Download
- Logged Machine Data, Partial Download
- Sleep Mode
- Work Shift
- Over the Air Programming

Picture text: 1. ECU_Wireless for GSM/GPS

2. Satellite modem
3. Antenna connection point for satellite modem
4. Antenna connection point for GSM/GPS
Power transmission

- Swing motor
- Travel motor
- Turning joint
- Swing Ring gear

Picture text:
Swing Motor(EC210B PRIME)

Motor
- Displacement : 121.6 cc/rev (7.4 cu.in/rev)
- Relief pressure : 285 kgf/cm^2 (27.9 MPa / 4,053 psi)
- Time delay : 5 +3 sec.

Picture text:
External view

Compare the circuit & port on the motor.

Picture text:
Sectional view

Rotary group consists of cylinder block and 9 piston assemblies located in the cylinder. Both ends of
cylinder block are supported by bearings. Piston assemblies are guided by return plate and spring so they
slide smoothly on the swash plate. Valve plate is pressed against the cylinder block surface by the
mechanical pressure of spring and hydraulic pressure working on the bushing.
Between the outer diameter of the cylinder block and housing a mechanical brake for parking is mounted.
The cover section has a relief valve for cushioning and an anti-cavitation valve to prevent cavitation and
rebound damping valve for smooth stoping.

Picture text:
Swing motor sectional view(2)
Gear box reduce the speed and increase torque using planetary gear.

Picture text:
 1

Relief valve operation

Most of brake force comes from this relief valve when we stop slewing.
Therefore we need smooth build-up of pressure for smooth braking.

(1) Closing position

(2) Low pressure relief
(3) Relief pressure increase by moving of piston
(4) Final stage of relief

Picture text:
 1

Rebound damping valve operation

(1) Neutral position

(2) Start of swing

(3) full swing

(4) Joystick return to the neutral. PA pressure goes high.

(5) PA will reach to relief valve set pressure and machine will stop.
In this point, PA=Relief set pressure and PB=Tank pressure.
There is pressure difference between PA & PB. That means rebound of machine.

(6) When machine starts rebound, PA pressure drops down.

If PA is lower than the spring force of damping valve, those two valves starts to return to original position.
But return speed is different because of small hole of front valve. This speed difference make gap between
two valves. This gap connects A & B ports. As result, PA & PB will be same for short time. That means
there is no force to rotate motor again.
Finally, this valve can stop the machine at the early stage of first rebounding.
During normal slewing, the port A & B must be disconnected at any case.

Picture text:
Parking brake operation

The slew brake is spring applied and hydraulically released. Friction plates are splined to cylinder block and
rotate with cylinder block. Mating plates are splined to motor casing.

1. When there is no SH signal, parking brake will be engaged by spring force.

2. When there is SH signal, primary pilot pressure(40 bar / 580 psi) goes to brake piston through PG and
push the brake piston against spring.

3. When there is no SH signal, Pilot pressure can not go to the brake chamber and oil in side of that
chamber shoud be drained. But there is only small hole for drain near to time delay valve. In the
beginning, oil pass through the orifice and go to tank, but pressure will be built up in front of the orifice
and push the valve. Now the valve blocks tank line. There is no flow to tank. That means there is no
pressure difference between front and rear side of valve. But the valve has return-spring at the rear side.
So the valve can return to initial position and open tank passage again. The oil from brake chamber can go
to tank again.

Open-close-open movement can delay the parking brake engaging time for 5 seconds.

Picture text:
Travel Motor
(EC210B PRIME)

- Travel motors
- Gear box

Picture text:
External view

*Circuit animation for travel motor

- Model name : EM140V

- Displacement(cc/rev): 82.4/140.5
- Relief pressure: 350 kgf/cm^2
- Speed changeover pressur: 260Kgf/cm^2

Gear box
- Gear ratio: 50.5

Picture text:
Sectional view

When you click the component on the circuit diagram, you can see the location of correspondent
component.

1. Load check valve

2. Counter-balance valve or Brake valve
3. Relief valve
4. Orifice
5. Speed changeover valve
6. Swash piston
7. Parking brake
8. Orifice

Picture text:
Travel motor Sectional view(2)

Travel motor gear box sectional view.

Picture text:
 1

Brake valve operation

1. Brake valve is now at neutral position.

2. The pressure of supply line goes high and this pressure applies to the backside of brake valve and then
pushes the brake valve against spring. So return side oil can go to tank.

3. When machine travels at the down slope, this can cause overrun. That means the amount oil of supply
line is less than expected. In this case we need brake function to control the machine from over-speed.

The pressure of supply line becomes low and the brake valve return to the neutral position. So we can
block the return line and slow down the machine speed. During this period, the relief valve help machine
to be driven smoothly.
(Low and high pressure relief)

Picture text:
 1

Speed changeover

1. When the pilot pressure at port P is disconnected, the spool moves upward by the spring force &
hydraulic force which is applied to the differential area between red section and yellow section. The oil in
chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so
the motor rotates at low speed.

2. When the pilot pressure at port P is connected, spool moves downward by the pressure at Pi. The
supply oil through check ball folws to the swash piston. Swash pisto pushs the swash plate and decrease
swash angle, so the motor rotates at high speed.

3. In this picture, the force by P port pressure acts against the force by supply pressure which is applied
on the differential area and spring. When the supply pressure reach to specified value, the force by supply
pressure and spring overcomes the force by Pi pressure. So the spool moves upward.
The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash
angle, so the motor rotates at low speed and high torque.

Picture text:
Power transmission(EC240B/EC290B PRIME)

- Swing motor
- Travel motor
- Turning joint
- Swing Ring gear

Picture text:
Swing System

- Swing motor
- Gear box
- Pinion
- Turning joint
- Swing Ring gear

Picture text:
External view

**Compare the circuit & port on the motor.

- Displacement(EC240B PRIME) : 148.5cc/rev

- Displacement(EC290B PRIME) : 169.4cc/rev
- Relief pressure : 270 kgf/cm^2(26.4 MPa)(3840psi)
- Time delay : 5+3 sec.

Gearbox
- Gear ratio : 24.487
- Oil : SAE NO. 90 (6.1 liter)

A,B : Main
M : Anti-cavitation
Dr : Case drain
PG : Brake releasing
SH : Brake pilot
PA,PB: Pressure checking
GI,L : Gear oil filling & Oil level checking
GO : Gear oil outlet

Picture text:
Sectional view(1)

Rotary group consists of cylinder block and 9 piston assemblies located in the cylinder. Both ends of
cylinder block are supported by bearings. Piston assemblies are guided by return plate and spring so they
slide smoothly on the swash plate. Valve plate is pressed against the cylinder block surface by the
mechanical pressure of spring and hydraulic pressure working on the bushing.
Between the outer diameter of the cylinder block and housing a mechanical brake for parking is mounted.
The cover section has a relief valve for cushioning and an anti-cavitation valve to prevent cavitation and
rebound damping valve for smooth stoping.

Picture text:
Sectional view(2)

Gear box reduce the speed and increase torque using planetary gear.

Picture text:
 1

Parking brake operation

The slew brake is spring applied and hydraulically released. Friction plates are splined to cylinder block and
rotate with cylinder block. Mating plates are splined to motor casing.

1. When there is no SH signal, parking brake will be engaged by spring force.

2. When there is SH signal, primary pilot pressure(40bar) goes to brake piston through PG and push the
brake piston against spring.

3. When there is no SH signal, Pilot pressure can not go to the brake chamber and oil in side of that
chamber shoud be drained. But there is only small hole for drain near to time delay valve. In the
beginning, oil pass through the orifice and go to tank, but pressure will be built up in front of the orifice
and push the valve. Now the valve blocks tank line. There is no flow to tank. That means there is no
pressure difference between front and rear side of valve. But the valve has return-spring at the rear side.
So the valve can return to initial position and open tank passage again. The oil from brake chamber can go
to tank again.

Open-close-open movement can delay the parking brake engaging time for 5 seconds.

Picture text:
Travel System(EC240B PRIME)

- Travel motors
- Gear box

Picture text:
External view

*Circuit animation for travel motor

- Model name : EM140V

- Displacement(cc/rev): 82.4/140.5

- Relief pressure: 350 kgf/cm^2

- Speed changeover pressur: 260Kgf/cm^2

Gear box
- Gear ratio: 59.05

Picture text:
Sectional view(1)

When you click the component on the circuit diagram, you can see the location of correspondent
component.

1. Load check valve

2. Counter-balance valve or Brake valve
3. Relief valve
4. Orifice
5. Speed changeover valve
6. Swash piston
7. Parking brake
8. Orifice

Picture text:
Sectional view(2)

Gear box reduce the speed and increase torque using planetary gear.

Picture text:
Travel system

- Travel motors
- Gear box

Picture text:
External view

*Circuit animation for travel motor

Travel motors
- Displacement: 104.6/166.3 cc/rev
- Relief pressure: 370 kgf/cm^2 (36.3 MPa)
- Speed changeover pressure: 265Kgf/cm^2(26.0 MPa)
- Brake release pressure: 8 kgf/cm^2(0.83MPa)

Gear box
- Gear ratio: 58.834
- Oil : SAE#90 Gear oil(6.2 liter)

Picture text:
Sectional view(1)

1. Pressure reducing valve for parking brake

2. Counter-balance valve or Brake valve
3. Relief valve
4. High speed set screw
5. Speed changeover valve
6. Swash piston
7. Parking brake

Picture text:
Sectional view(2)

Gear box reduce the speed and increase torque using planetary gear.

Picture text:
 1

Reducing valve operation

In order to release parking brake, system uses the pressure from main pressure of supply line. So we
need to decrease the pressure by using this valve.

(1) Supply pressure goes to brake chamber to release the brake.

(2) If the pressure of brake chamber exceed the specified value(spring tension), main pressure push the
valve to the right becasue of area difference of valve and disconnect passage between main pressure and
brake chamber. Therefore the parking pressure cannot exceed the setting pressure.

Picture text:
 1

Brake valve operation

1. Brake valve is now at neutral position.

2. The pressure of supply line goes high and this pressure applies to the backside of brake valve and then
pushes the brake valve against spring. So return side oil can go to tank.

3. When machine travels at the down slope, this can cause overrun. That means the amount oil of supply
line is less than expected. In this case we need brake function to control the machine from over-speed.

The pressure of supply line becomes low and the brake valve return to the neutral position. So we can
block the return line and slow down the machine speed. During this period, the orifice on the brake valve
help machine to be driven smoothly.

Picture text:
 1

Speed changeover

1. When the pilot pressure at port Pi is disconnected, the spool moves upward by the spring force &
hydraulic force which is applied to the differential area between red section and yellow section. The oil in
chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so
the motor rotates at low speed.

2. When the pilot pressure at port Pi is connected, spool moves downward by the pressure at Pi. The
supply oil through check ball folws to the swash piston. Swash pisto pushs the swash plate and decrease
swash angle, so the motor rotates at high speed.

3. In this picture, the force by Pi port pressure acts against the force by supply pressure which is applied
on the differential area and spring. When the supply pressure reach to specified value, the force by supply
pressure and spring overcomes the force by Pi pressure. So the spool moves upward.
The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash
angle, so the motor rotates at low speed and high torque.

Picture text: