System: Section 2

SECTION 2
SYSTEM
CONTENTS
Group 1 Control System
Outline .....................................................T2-1-1
Engine Control .........................................T2-1-2
Pump Control .........................................T2-1-12
Precise Swing Mode Control
(EX75UR-3 and EX75URLC-3) .............T2-1-16
Group 2 Front Control System

Outline .....................................................T2-2-1
Front Function Control..............................T2-2-2
Front Function Limit Control ...................T2-2-12
Group 3 Hydraulic System

Outline .....................................................T2-3-1
Pilot Circuit...............................................T2-3-2
Main Circuit ..............................................T2-3-4
Group 4 Electrical System

Outline .....................................................T2-4-1
Power Circuit
(Key Switch:OFF) ...................................T2-4-2
Bulb Check Circuit....................................T2-4-4
Preheat Circuit .........................................T2-4-6
Starting Circuit
(Key Switch:Start)...................................T2-4-8
Charging Circuit
(Key Switch:ON) ...................................T2-4-12
Surge Voltage
Prevention Circuit .................................T2-4-16
Accessory Circuit ...................................T2-4-18
Engine Stop Circuit.................................T2-4-20
152T-2-1
(Blank)
152T-2-2
SYSTEM / Control System
OUTLINE
A microcomputer built-in main controller (MC) is pro- NOTE: On EX75UR-3, front control and the follow-
vided to control machine operation. ing control below are performed. (Refer to
The MC receives sensing signals from the engine Front Control System group in this section.)
speed control sensors and other various sensors and
switches. Then, the MC processes these signals and
sends out control signals to actuate the EC motor and
pump control solenoid valve, by which engine and
pump operations are controlled.
Besides this control system, the EX75UR-3 and
EX75URLC-3 have the precise swing mode control
system and the front function control system (Refer to
Front Control System group in this section).
Input Signals Output Signals
⋅ EC Sensor →
⋅ Engine Control Dial → →EC Motor ⋅ Engine Speed Control
⋅ Engine Speed Control Sensor → (Engine Control) ⋅ E Mode Control
(Accelerator/Engine Speed Control Lever) ⋅ Auto-Idle Control
⋅ Pressure Switches (Travel, Front/*Swing) → MC ⋅ Engine Learning Control
⋅ Auto-Idle Switch →
⋅ Engine Learning Plug/Plug Receptacle → →Pump Control ⋅ Pump Displacement Angle
⋅ E Mode Switch → Solenoid Valve Control
⋅ Key Switch → (Pump Control)
⋅ Precise Swing Mode Switch →Swing Relay →Swing Solenoid Valve →Precise Swing Mode Control
NOTE: *The EX75UR-3 and EX75URLC-3 only.
T2-1-1
ENGINE CONTROL
The engine control system is grouped as follows:
• Normal Engine Speed Control

• E Mode Control
• Auto-Idle Control
• Engine Learning Control
Engine Control System Layout

EX60-5:
Pressure Switch (Travel) Pressure

Switch
Engine Learning (Front)
Plug/Receptacle
Key Switch
EC Sensor
Engine Control
Dial
Governor
EC Motor
Auto-Idle Switch
Pump Control
Solenoid Valve
E Mode Switch
Travel Mode Switch

T152-02-01-007
T2-1-2
Engine Control System Layout
EX75UR-3 and EX75URLC-3:
Pressure Switch (Swing)

Switch
(Front)
Learning
Plug/Plug
Receptacle
Key Switch
Accelerator EC Sensor
Engine
Speed Con-
trol Lever
EC Motor
Engine Speed Control

Sensor
Auto-Idle Switch
Pump Control
Solenoid Valve
E Mode Switch
T192-02-01-001
T2-1-3
• EX60-5:
Function: To control engine speed in proportion to
the angle of the engine control dial turned.
Operation: The engine control dial outputs signals,

which are in proportion to the angle of the
engine control dial turned, to the MC.
Consequently, the MC moves the gover-
nor lever by actuating the EC motor to
control the engine speed.
The EC sensor feeds back EC motor’s ro-
tational position to the MC, allowing the
MC to confirm that the EC motor is operat-
ing as the MC commands.
EC Sensor
Engine Control Dial
EC Motor
T152-02-01-001
T2-1-4
• EX75UR-3 and EX75URLC-3:
Function: To control engine speed in proportion to

the accelerator or engine speed control
lever stroke.
The engine speed control lever sets the
slowest accelerator control engine speed.
Accordingly, the engine speed from the
slowest speed set by the engine speed
control lever to the fast speed set by the
governor lever full stroke can be con-
trolled by the accelerator.
Operation: In proportion to the accelerator or engine

speed control lever stroke, signals from
the engine speed control sensor enter the
MC. Thereby, the MC drives the EC motor.
Consequently, the MC motor moves the
governor lever to control the engine
speed. The EC sensor feeds back the EC
motor’s rotational position to the MC, al-
lowing the MC motor to correctly operate.
Accelerator
EC Sensor
Engine
Speed Con-
trol Lever
EC Motor

Sensor
T192-02-01-002
T2-1-5
E Mode Control
• EX60-5:
Function: To increase fuel efficiency by lowering the
engine speed to 1800 min-1.
Operation: When the E mode switch is turned ON, the

E mode switch emits a signal to the MC.
Consequently, the MC moves the gover-
nor lever by actuating the EC motor to
lower the engine speed to 1800 min-1.
EC Sensor
EC Motor
E Mode Switch
T152-02-01-002
T2-1-6
• EX75UR-3 and EX75URLC-3
Function: To increase fuel efficiency by reducing Engine Speed

the engine speed at the specified rate.
When the E mode
Operation: When the E mode switch is turned ON, switch is turned OFF:
the MC drives the EC motor to reduce the
maximum engine speed at the specified
rate so that the engine runs slower than
the normal control speed. The engine
speed in the E mode is also controlled in
proportion to the accelerator or engine When the E mode
switch is turned ON:
speed control lever stroke (signal value
from the engine speed control sensor). Minimum Speed Maximum Speed
T191-02-01-003
Accelerator
EC Sensor
Engine Speed
Control Lever
Governor Lever
EC Motor

Sensor
E Mode Switch
T192-02-01-003
T2-1-7
Auto-Idle Control
Function: To increase fuel efficiency and to de-
crease noise by lowering the engine
speed to 1200 min-1 when all control levers
are in neutral.
Operation: With the auto-idle switch turned ON, the

MC moves the governor lever by actuating
the EC motor to lower the engine speed to
1200 min-1 approximately four seconds af-
ter all control levers are returned to neutral,
i.e. approximately four seconds after the
travel, front, and swing pressure switches
are turned OFF.
EX60-5:
Pressure Switch Pressure Switch

(Travel) （Front/Swing）
EC Sensor
EC Motor
Auto-Idle
Switch
T152-02-01-003
T2-1-8

Switch
(Front)
Accelerator
EC Sensor
Engine Speed
Control Lever
EC Motor

Sensor
Auto-Idle Switch
T192-02-01-004
T2-1-9
Engine Learning Control
Purpose: To have the MC learn the governor lever IMPORTANT: Be sure to perform the engine learn-
stroke ends where the governor lever ing control after:
comes into contact with the stoppers. • The engine, engine control cable,
or EC motor has been removed or
Operation: If the engine learning plug is connected to replaced.
the engine learning plug receptacle (to • The MC has been replaced.
perform the engine learning control), the (Refer to the Troubleshooting book
MC actuates the EC motor. for the engine learning control pro-
Consequently, the EC motor moves the cedure.)
governor lever from the idle position to full (NOTE: The engine learning control
stroke position and then to the engine stop does not need to be performed after
position. Meanwhile, the EC sensor emits the batteries have been replaced.)
signals for the full stroke position and en-
gine stop position to MC.
Subsequently, the MC stores these en-
gine stop and full stroke governor lever
positions in its memory.
EX60-5:
Engine Learning
Plug/Receptacle
Key Switch
EC Sensor
Stop Full
EC Motor Governor Lever
T152-02-01-004
T2-1-10
Engine Learning Plug/

Plug Receptacle
Key Switch
EC Sensor
Stop Full
EC Motor Governor Lever
T192-02-01-005
T2-1-11
PUMP CONTROL
Pump Displacement Angle Shift Control
(E-P Control)
• EX60-5:
Function: To shift the pump displacement angle in
accordance with current status of E mode
switch, travel mode switch, and ongoing
operation (i.e. the status of the pressure
switches) combination. (Refer to E Mode
Control on page T2-1-6.)
Operation: Signals from the E mode switch, travel

mode switch, and the pressure switches
(Travel and Front/Swing) enter the MC.
Consequently, the MC turns ON or OFF
the pump control solenoid valve in accor-
dance with the status of these switches.
If the pump control solenoid valve is
turned ON, the pump displacement angle
will be decreased to the minimum. If the
pump control solenoid valve is turned OFF,
the pump displacement angle will be in-
creased to the maximum. (Refer to the
PUMP DEVICE Group, the COMPONENT
OPERATION Section.)
Output Signals from

Input Signals to MC
MC
Remarks
E Mode Travel Mode Pressure Switch Pump Control Sole-
Switch Switch Travel Front/Swing noid Valve
OFF Slow Speed OFF OFF ON
(For Standard Mode ON ON
Operation) ON OFF ON
ON ON
Fast Speed OFF OFF ON
Mode ON ON Pump Control Solenoid
ON OFF OFF Valve
ON OFF ON: Minimum Pump Dis-
ON Slow Speed OFF OFF OFF placement Angle
(For E Mode Mode ON OFF OFF: Maximum Pump
Operation) ON OFF ON Displacement Angle
ON ON
Fast Speed OFF OFF OFF
Mode ON OFF
ON OFF OFF
ON OFF
T2-1-12
Pressure Switch（Travel） Pressure Switch

（Front/Swing）
E Mode Switch Pump Control

Solenoid Valve
Travel Mode Switch

T152-02-01-005
T2-1-13
• EX75UR-3 and EX75URLC-3
Function: The pump displacement is controlled into Operation: When receiving signals from the E mode
two stages depending on the E mode switch and pressure switches (travel,
switch selected position and machine op- front, and swing), the MC activates or de-
erating conditions. (Refer to E Mode Con- activates the pump control solenoid valve
trol on page T2-1-7.) to control the pump displacement depend-
ing on the signal status. When the pump
control solenoid valve is activated, the
pump displacement is reduced, deacti-
vated the pump displacement is in-
creased to the maximum. (Refer to pages
for COMPONENT OPERATION/Pump
Device.)
Input Signal to MC Output Signal From MC Remarks

E Mode Pressure Switch Pump Control Solenoid
Switch Travel Front⋅Swing Valve
OFF ON Pump Control Solenoid
OFF Valve
OFF ON ON
(Normal Mode) ON: Minimum Pump
OFF OFF
ON Displacement An-
ON OFF gle
OFF OFF OFF: Maximum Pump
OFF
ON OFF Displacement Angle
ON (E Mode)
OFF OFF
ON
ON OFF

Switch
(Front)
E Mode Switch
Pump Control
Solenoid Valve
T192-02-01-006
T2-1-14
Travel Speed Mode Shift Control (EX60-5)
Function: To shift the travel speed mode to the fast Consequently, the travel motor rotates at
or slow speed mode. slow speed.
Operation: Pump displacement angle determines the when the travel mode switch is turned to
travel speed mode. the ( ) position, the pump control sole-
When the travel mode switch is turned to noid valve is turned OFF, shifting the
the ( ) position, the pump control so- pump displacement angle to the maximum,
lenoid valve is turned ON, shifting the thus increasing the pump flow rate. Con-
pump displacement angle to the minimum, sequently, the travel motor rotates at fast
thus decreasing the pump flow rate. speed.
Input Signal from MC Output Signal from MC

Travel Mode Switch Pump Control Solenoid Remarks
Valve
Slow Mode ON (Minimum Pump Dis- Decreasing the pump
placement Angle) flow rate.
Fast Mode OFF (Maximum Pump Dis- Increasing the pump
placement Angle) flow rate.
Pump Control
Solenoid Valve
Travel Mode Switch

T152-02-01-006
T2-1-15
PRECISE SWING MODE CONTROL
(EX75UR-3 and EX75URLC-3)
Function: To improve controllability during com-
bined operations of the swing and front
functions.
Operation: When the precise swing mode switch is

turned ON, the swing relay is activated so
that the solenoid valve in the swing mode
selector valve is shifted, moving the spool
position.
Thereby, the swing pilot pressure is led to
control valve 2 from control valve 1, open-
ing the swing motor circuit via control
valve 2, allowing pressure oil from main
pump 2 to drive the swing motor, and
causing the swing motor to rotate slowly.
Consequently, the different pumps control
the operation of front attachment and
swing in order to improve controllability
during the combined operation of front at-
tachment and swing.
NOTE: Because the main pump 2 delivery flow rate
is less than that of the main pump 1, the
swing speed becomes slow in the precise
swing mode.
T2-1-16
Pilot Valve
Shuttle Valve
From Swing Relay
Spool
From Pilot Pump
Solenoid Valve
Selector Valve
Swing Parking
Break Release Pressure
Swing
Mode
Selector
Valve A
A B C D
To Control To Control
Valve 1 Valve 2
Control Valve 2
Swing Motor
A B
Control Valve 1
Main Pump 2 Main Pump 1 T195-02-01-001
T2-1-17
(Blank)
T2-1-18
SYSTEM / Front Control System
OUTLINE
Front control is performed on the EX75UR-3 only.
A micro computer built-in auto-MARCCINO control unit
is used to control the front function. Sensing signals
from various sensors and switches enter the auto-
MARCCINO control unit. After being processed in the
logic circuit, the control signals from the auto-
MARCCINO control unit are sent to the 7-spool sole-
noid valve and emergency stop solenoid valve, control-
ling the front functions.
Input Signal Output Signal
⋅ Pilot Pressure Sensor (Boom Raise,

Arm Roll-Out, Right Offset, and Left Offset) → →7-Spool Solenoid ⋅ Automatic Work Range
⋅ Angle Sensor (Boom, Arm, and Offset) → Valve Restriction Control
⋅ Left Offset Switch → (Front Function ⋅ Cab Collision Prevention
⋅ Right Offset Switch → Control) Control
⋅ Work Range Restriction Cancel Switch ⋅ Auto-MARCCINO
Auto-MARCCINO Mode Switch → Auto- Control
⋅ Height Limit Switch → MARCCINO →Emergency Stop ⋅ Front Limit Control
⋅ Depth Limit Switch → Solenoid Valve
⋅ Offset Limit Switch → Control Unit →7-Spool Solenoid
⋅ Absolute/Relative Distance Selector → Valve (Front Function
⋅ Monitor Selection Switch → Limit Control)
⋅ Zero-Point Set Switch → →System Monitor ⋅ Distance Indication
⋅ Collision Prevention System Emergency (Display Control) Control
Deactivation Switch → ⋅ System Failure Indicator
⋅ Emergency Redundant Switch → Control
T2-2-1
FRONT FUNCTION CONTROL
The following systems fall into the front function con-
trol:
• Automatic Work Range Restriction Control

• Cab Collision Prevention Control
• Auto-MARCCINO Control Control
Am Roll-Out Boom Raise Left Offset Right Offset

Pilot Pressure Pilot Pressure Pilot Pressure Pilot Pressure
Sensor Sensor Sensor Sensor
Boom Angle Sensor

P/V P/V P/V
Arm Angle Sensor
Offset Angle Sensor
7-Spool Solenoid Valve

Left Offset Switch (3)
Boom Raise Deceleration

Right Offset Switch (4)
Boom Lower Deceleration
Arm Roll-In Deceleration

Work Range Restriction
Cancel Switch (5) Auto-MARCCINO Arm Roll-Out Acceleration
Auto-MARCCINO Mode Switch (1) Control Unit
Right Offset Acceleration
Height Limit Switch (9)

Left Offset Deceleration
Depth Limit Switch (10)

Left Offset Acceleration
Offset Limit Switch (11)

Emergency Stop Solenoid Valve
Absolute/Relative Distance Selector (7)

System Monitor (2)
Monitor Selection Switch (8)
Zero-Point Set Switch (6)
Collision Prevention System Emergency

Deactivation Switch (12)
Emergency Redundant Switch (13)
T191-02-02-007
T2-2-2
Cab Inside
System Monitor
2 3 4
8
6
9
11 10 M191-01-052
M191-01-038
Seat Left-Rear Side

Seat Right-Front Side
13
12
T191-02-02-001
M191-01-037
1 - Auto-MARCCINO Mode 5 - Work Range Restriction 8 - Monitor Selection Switch 11 - Offset Limit Switch
Switch Cancel Switch
2 - System Monitor 6 - Zero-point Set Switch 9 - Height Limit Switch 12 - Collision Prevention Sys-
tem Emergency Deactiva-
tion Switch
3 - Left Offset Switch 7 - Absolute/Relative Distance 10 - Depth Limit Switch 13 - Emergency Redundant
Selector Switch
4 - Right Offset Switch
T2-2-3
Automatic Work Range Restriction Control
Function: To automatically stop the front movement Operation: The boom angle sensor (height/depth
at the specified positions set by the height limit) or offset angle sensor (offset limit)
limit switch for the boom tip height, depth checks the front movement limit set
limit switch for the boom tip depth, and positions and the auto-MARCCINO
offset limit switch for the left offset control unit stores the data. During
amount. operation, when the front attachment
approaches the movement limit set
position, the auto-MARCCINO control
unit magnetizes the 7-spool solenoid
valve unit (boom raise deceleration
/boom lower deceleration/left offset
deceleration) to block pilot pressure,
causing the front movement to stop.
7-Spool Solenoid Valve Unit
Boom Angle Sensor

Offset Angle Sensor

Depth Limit Switch Arm Roll-In Deceleration
Auto-MARCCINO
Offset Limit Switch Control Unit Arm Roll-Out Acceleration

Height Limit Switch
T191-02-02-009
T2-2-4
Work Range Restriction:
• Height Restriction
M190-05-031
• Depth Restriction
M190-05-032
• Offset Restriction
M190-05-034
T2-2-5
Cab Collision Prevention System
Function: If the bucket enters the set range for de- Operation: The boom, arm and offset angle sensors
celeration, medium deceleration, or stop, detect the front attachment position and
the front function is automatically decel- send signals to the auto-MARCCINO con-
erated or stopped to prevent the bucket trol unit. If the bucket enters the set range,
from hitting the cab. the auto-MARCCINO control unit acti-
vates the 7-spool solenoid valve unit by
which the pilot pressure is reduced or
blocked to reduce operating speed of the
front attachment or to stop the front func-
tion.

Boom Angle Sensor

Arm Angle Sensor
Auto-MARCCINO
Control Unit Arm Roll-Out Acceleration
Offset Angle Sensor
T191-02-02-010
T2-2-6
Cab Collision Prevention Control Range:
Unit: mm
NOTE: 1 mm=0.03937 in
Arm Deceleration
Boom Deceleration
Arm Medium Deceleration
Boom Medium Deceleration
Boom and Arm Stop Position
T192-02-02-001
Offset Stop Position
Offset Medium Deceleration
Offset Deceleration
Border Line Prohibiting Boom and Arm

Movement from the Front
T192-02-02-002
T2-2-7
Auto-MARCCINO Control
• Arm Keep-Off Control
Function: When the cab collision prevention system The sensing signals from these sensors
is activated, if the bucket enters the stop are delivered to the auto-MARCCINO
range set in the bucket/cab collision pre- control unit. If the boom is operated with
vention system and the boom is raised the bucket in the arm keep-off range, the
during excavation work for example, the auto-MARCCINO control unit activates
boom function may be stopped. To pre- the arm roll-out acceleration/arm roll-in
vent this inconvenience, with the auto- deceleration sections in the 7-spool sole-
MARCCINO mode switch ON, the arm is noid valve unit. The 7-spool solenoid
controlled so that the bucket does not en- valve unit regulates the arm pilot pressure
ter the stop range even if the boom is to move the control valve spool so that
raised after the bucket enters the arm the arm is rolled out. Then, the bucket is
keep-off range. The arm is operated moved along the arm keep-off range bor-
along the arm keep-off range border line der.
so that the bucket cannot approach the
cab further. NOTE: How much the arm is rolled out (arm roll-
Operation: The boom angle sensor, arm angle sen- out control signal to the 7-spool solenoid
sor and offset angle sensor detect the valve unit) is determined by how much the
front attachment position. The boom raise boom is raised (boom raise pilot pressure
pilot pressure sensor checks how the sensor) and how much the bucket enters
boom is operated. the arm deceleration range.
Arm Roll-Out Boom Raise Left Offset Right Offset

P/V P/V P/V

Boom Angle Sensor

Arm Angle Sensor

Offset Angle Sensor Auto-MARCCINO
Auto-MARCCINO Mode Switch

T191-02-02-011
T2-2-8
Unit: mm
NOTE: 1 mm=0.03937 in
Arm Deceleration
Boom Deceleration
Arm Keep-Off Border Line
Stop Position
T192-02-02-003
T2-2-9
• Offset Control by Offset Switch
Function: Offset operation can be performed by
pressing the offset switch with the auto-
MARCCINO mode switch ON.
Operation: The signal from the offset switch is deliv-

ered to the auto-MARCCINO control unit.
Then, the auto-MARCCINO control unit
activates the left offset acceleration/right
offset acceleration sections in the 7-spool
solenoid valve unit. The 7-spool solenoid
valve unit feeds the specified pilot pres-
sure to the control valve to move the off-
set spool, by which offset operation is per-
formed.

P/V P/V P/V
Left Offset Switch Boom Lower Deceleration

Right Offset Switch
Auto-MARCCINO
Auto-MARCCINO Mode Switch
T191-02-02-012
T2-2-10
(Blank)
T2-2-11
FRONT FUNCTION LIMIT CONTROL
Function: In case the front operation system fails, all Function: The signals from sensors and switches for
functions are deactivated. the front attachment are sent to the auto-
NOTE: In case the front operation system fails, the MARCCINO control unit. In case the abnor-
system failure indicator is turned on and the mal signals are sent, the auto-MARCCINO
fault code corresponding to faulty places control unit actuates the 7-spool solenoid
displayed on the LCD monitor. valve or emergency stop solenoid valve ac-
cording to abnormal conditions. When limit-
ing part of front operations, the auto-
MARCCINO control unit actuates the 7-spool
solenoid valve to limit the operation of related
actuators. When limiting all the operations,
the auto-MARCCINO control unit actuates
the emergency stop solenoid valve to reduce
the pilot relief pressure. (Refer to COMPO-
NENT OPERAATION / Others
(Upperstructure).) Therefore, all the opera-
tions are inoperable.
T2-2-12

Boom Angle Sensor
Arm Angle Sensor

P/V P/V P/V
Offset Angle Sensor
Left Offset Switch

Right Offset Switch

Auto-MARCCINO
Auto-MARCCINO Mode Switch Control Unit Arm Roll-Out Acceleration
System Monitor
Emergency Deactivation Switch
Emergency Evacuation Switch
T191-02-02-013
T2-2-13
DISPLAY CONTROL
• Distance Indication Control Operation: The sensing signals from the boom angle
• System Failure Indication Control sensor, arm angle sensor, and offset an-
gle sensor enter the Auto-MARCCINO
Distance Indication Control control unit.
Function: The bucket tip location monitor system The auto-MARCCINO control unit calcu-
displays the height, depth, and offset lates the bucket tip location using signals
amount of the bucket in both absolute and sent from each sensor and displays the
relative distances. result on the system monitor in response
The absolute distance is the bucket tip lo- to instruction from the corresponding
cation measured from the reference point switch.
set previously. The relative distance is the
bucket tip location measured from the
zero-set point set by the zero-point set
switch.
Boom Angle Sensor
Arm Angle Sensor
Offset Angle Sensor
Auto-MARCCINO
Absolute/Relative Distance Selector Control Unit
Monitor Selection Switch
Zero-Point Set Switch

System Monitor
T191-02-02-008
T2-2-14
Bucket Tip Location Display:
• Absolute Distance Display
Reference
Line
Zero-
Point
Reference Point
M190-05-024 M190-05-025
• Relative Distance Display
Zero-
Point
Zero-Point
M190-05-026 T191-02-02-002
Zero-
Point
T191-02-02-003
A - Height C - Reach D - Right Offset E - Left Offset

(shown with − (minus))
B - Depth C' - Reach
(shown with − (minus)) (shown with − (minus))
T2-2-15
System Failure Indicator Control
Function: In case the front operation system fails, the

Liquid
system failure indicator is turned on and the Crystal
fault code corresponding to faulty places is Display
displayed on the LCD monitor.
Operation: The signals from sensors and switches for the

front attachment are sent to the auto-
MARCCINO control unit. In case the abnormal
signals are sent, the auto-MARCCINO control
unit turns on the system failure indicator, and
the fault code corresponding to places is dis-
played on the LCD monitor.
M191-01-052
System Failure Indicator
T2-2-16

Boom Angle Sensor
Arm Angle Sensor

P/V P/V P/V
Offset Angle Sensor
Left Offset Switch

Right Offset Switch

Auto-MARCCINO
Auto-MARCCINO Mode Switch Control Unit Arm Roll-Out Acceleration
System Monitor
Emergency Deactivation Switch
Emergency Evacuation Switch
T191-02-02-013
T2-2-17
(Blank)
T2-2-18
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system is broadly divided into two cir-
cuits, the main circuit and the pilot circuit.
Pilot Circuit:
Power Source Controller Pilot Circuit

Pilot Pumps → Pilot Valves → Operation Control Circuit
Pump Regulators Pump Control Circuit
Solenoid Valve Unit Valve Control Circuit
Signal Control Valve Swing Parking Brake Release Circuit
Pilot Shut-Off Valve Hydraulic Oil Heat Circuit
Swing Solenoid Valve Precise Swing Mode Control Circuit
(EX75UR-3, EX75URLC-3)
Main Circuit:
Power Source Controller Actuator

Main Pumps → Control Valves 1 → Motors
Main Pumps Cylinders
Main Pumps Control Valves 2 Front Attachmens (Optional)
T2-3-1
PILOT CIRCUIT
Pressurized oil from the pilot pump is supplied to the • Valve Control Circuit (Refer to the COMPONENT
following circuits. OPERATION / Control Valve group.)
By opening/closing of the signal pilot circuit, pilot
• Operation Control Circuit (Refer to the COMPO- pressure oil shifts the flow combiner valve spool
NENT OPERATION / Control Valve group) and main relief valve pressure setting.
Pressurized oil from the pilot pump is regulated at
the pilot valve to operate the control valve spools. • Swing Parking Brake Release Circuit (Refer to the
The shockless valve are provided to provided to COMPONENTS OPERATION / Swing Device
prevent the control valve spools from abrupt mov- group.)
ing. When the signal pilot circuit (front attach-
ment/swing) is closed, the swing parking brake is
• Pump Control Circuit(Refer to the COMPONENT released.
OPERATION / Pump Device group.)
In response to the pump control solenoid valve, • Hydraulic Oil Heat Circuit (Refer to the COMPO-
pilot pressure oil regulates the pump swash plate NENTS OPERATION / Others (Upperstructure)
angle to control the maximum pump flow rate. group.)
When the pilot shut-off valve is closed, the pilot
• Precise Swing Mode Control Circuit (Refer to the pressure oil is routed to the shockless valve. Hy-
SYSTEM / Control System group.): EX75UR-3, draulic oil is heated at it flow through the orifice in
EX75URLC-3 the shockless valve.
The spools at the control valve 2 are switched by
the swing solenoid valve to reduce the swing
speed.
T2-3-2
Left Pilot Right Pilot

Valve Valve
Operation Control Circuit
Pilot Shut-Off Shockless Valve

Valve
Hydraulic Oil
Heat Circuit Swing Parking
Swing Motor
Brake Releace
Circuit
Valve Control
Circuit
Control Valve
Pump Control
solenoid Valve
Pump Control Circuit
Precise Swing Mode

Swing Solenoid Valve
Control Circuit
Only EX75UR-3 and EX75URLC-3
Relief Pilot Filter Pilot Pump

Valve
T2-3-3
MAIN CIRCUIT
• EX60-5:
Main pump 1 draw hydraulic oil from the hydraulic oil
tank and discharge pressure oil to the control valve.
Pressure oil from main pump 1 rear port enters the 4-
spool control valve block and is routed to the right
travel, bucket, boom 1, and arm 2 spool sections.
Pressure oil from main pump 1 front port enters the 5-
spool control valve block and is routed to the swing,
arm 1, boom 2, aux. and left travel spool sections.
When a control valve spool is shifted, the pressure oil
is routed to the corresponding cylinder or motor, actu-
ating it. Return oil from the motors and cylinders is re-
turned to the control valve spools, and then combined
in the control valve. Subsequently the combined return
oil is returned to the hydraulic oil tank after it is cooled
in the oil cooler.
In addition, if the temperature of the return oil is rela-
tively low (viscosity is high), oil resistance through the
coil cooler is high. In this case, the bypass check valve
opens, bypassing the oil cooler to directly return hy-
draulic oil to the hydraulic oil tank.
T2-3-4
4-Spool Section
Left Travel Motor Right Travel Motor
Right Travel
Left
Travel
Auxiliary Bucket
Bucket Cylinder
Boom 2 Boom 1
Arm Boom
Cylinder Cylinder
Arm 1 Arm 2
Swing Motor
Bypass
Swing Check
Calve
Oil Flow
Combining
Passage
5-Spool Section Control Valve
Oil Cooler
（Rear Port） Hydraulic Oil Tank
（Front Port）
Main Pump 1
Pilot Pump
T152-02-02-001
T2-3-5
Main pump draw hydraulic oil from the hydraulic oil
tank and discharge pressure oil to the control valve.
Pressure oil from main pump 1 rear port enters the 4-
spool control valve 1 block and is routed to the right
travel, bucket, boom 1, and arm 2 spool sections.
Pressure oil from main pump 1 front port enters the 5-
spool control valve 1 block and is routed to the swing,
arm 1, boom 2, offset (EX75URLC-3: aux.) and left
travel spool sections.
Pressure oil from main pump 2 enters control valve 2
block and is routed to the swing (when presice swing
mode is selected) and blade (EX75URLC-3: Aux.)
spool sections.
When a control valve spool is shifted, the pressure oil
is routed to the corresponding cylinder or motor, actu-
ating it. Return oil from the motors and cylinders is re-
turned to the control valve spools, and then combined
in the control valve. Subsequently the combined return
oil is returned to the hydraulic oil tank after it is cooled
in the oil cooler.
In addition, if the temperature of the return oil is rela-
tively low (viscosity is high), oil resistance through the
coil cooler is high. In this case, the bypass check valve
opens, bypassing the oil cooler to directly return hy-
draulic oil to the hydraulic oil tank.
T2-3-6
NOTE: EX75UR-3 is illustrated here.
Left Travel Motor

Right Travel Motor
Control Valve 1 (4-Spool Section)

Blade
Cylinder
Control
Valve 2 Blade
Travel Travel
Left Right
Offset
Cylinder Bucket Bucket
Cylinder
Offset
Boom 2
Boom 1
Arm
Cylinder
Hydraulic Oil Tank
Arm 1 Boom
Cylinder
Arm 2
Swing Oil Flow

Combining
Swing Motor Passage
(5-Spool Section)
Hydraulic
Rear Port Oil Tank
Front
Port
Bypass Check
Valve
Main Main
Pump 2 Pump 1
T192-02-03-002
T2-3-7
Combined Operation Circuit
• Travel/Swing or Front Function Combined

Operation
When a front function or swing function is
operated while traveling, the operated swing or
front attachment spool blocks the swing/front att.
pilot signal circuit, raising the pilot pressure in
that circuit. Consequently, the flow combiner
valve is shifted.
Subsequently, pressure oil from main pump 1
(rear port) flows into the right travel motor via
the travel right spool. It also flows to the left
travel motor via the flow combiner valve and the
travel left spool, securing straight travelability.
In addition, pressure oil from main pump 1 (rear
port) does not flow to the bucket, boom 1, and
arm 2 spools which are located downstream of
the travel right spool in the 4-spool block.
Pressure oil from main pump 1 (front port)
actuates swing, arm, boom, and bucket
functions.
NOTE: The drawing on the next page illustrates

travel/bucket combined operation (EX60-5).
T2-3-8
Swing/Front Att.
Pilot Signal Circuit
Left Travel Motor Right Travel Motor
Flow
Combiner
Valve
Travel(R)
Travel(L)
Bucket Bucket
Cylinder
Boom 2 Boom 1
Arm Boom
Cylinder Cylinder
Arm 1 Arm 2
Swing Motor
Swing
Control Valve
（Rear Port）
（Front Port）
Main Pump1 Pilot Pump T152-02-02-003
T2-3-9
• Swing/Boom Raise Combined Operation
In swing/boom raise combined operation, the
pilot pressure shifts the swing and boom 1 and
2 spools.
Pressure oil from main pump 1 (rear port) flows
into the boom cylinder bottom via the parallel
passage and boom 1 spool.
Pressure oil from main pump 1 (front port) flows
to the swing motor via the swing spool. It also
flows to the boom cylinder bottom via the
parallel passage and boom 2 spool.
At the start of the combined operation, pressure
oil flows to the boom cylinder on which smaller
load is applied, raising the boom first. As swing
motor starts rotating, the load applied to the
swing motor becomes smaller, more pressure
oil flows to the swing motor, increasing
upperstructure rotation speed. By the above
operation, swift truck loading operation can be
performed.
T2-3-10
NOTE: EX60-5 is illustrated here.
Parallel
Passage
Boom 2 Boom 1
Boom
Cylinder
Swing Motor
Swing
Parallel
Passage
（Rear Port）
（Front Port）
Main Pump 1 T152-02-02-004
T2-3-11
(Blank)
T2-3-12
SYSTEM / Electrical System
OUTLINE
The electrical circuit is classified into the main circuit, the • Engine Stop Circuit
control circuit, and monitor circuit. The circuit to stop the engine with EC motor.
• Main Circuit (MC, EC motor)
Engine/accessory circuits
• Control Circuit
Engine/pump/valve control circuit consisting of switch
box, sensors, pressure switches, MC(Main Controller),
and actuators such as solenoid valves.
• Monitor Circuit
Circuit that indicates machine operating conditions,
consisting of sensors and switches.
In this section, main constituents and their functions of

the main circuit are described.
• Power Circuit
The power source of all electrical circuits on this
machine.
(Key switch, battery, fuses (fuse box, fusible
links), battery relay)
• Bulb Check Circuit

The circuit to check if any indicator bulbs have
blown.
(Key switch, battery relay, fuses, MC)
• Preheat Circuit
The circuit to help the engine start in cold
weather.
(Key switch, QHS controller, air heater relay, air
heater, coolant temperature sensor)
• Engine Start Circuit

The circuit to start the engine.
(Key switch, starter, starter relay)
• Charging Circuit
The circuit to supply electricity to the battery to
replenish consumed (discharged) electricity.
(Alternator, (regulator))
• Surge Voltage Prevention Circuit

The circuit to prevent surge voltage from being
generated when the engine is stopped.
(Load dump relay)
• Accessory Circuit
The circuit activate the accessories while the key
switch is in the ON position.
(Key switch, battery relay, fuses, MC)
T2-4-1
POWER CIRCUIT (Key Switch: OFF)
The battery negative terminal is grounded to the vehicle
frame. With the key switch turned in the OFF position,
electrical current from the battery positive terminal flows
as follows:
• EX60-5:
→Air Heater Relay (Power Source)
→Key Switch Terminal B Terminal #1→ Radio (back-up power source)
Battery→Fusible Link →Load Dump Relay Monitor (back-up power source)
→Fuse Box → Terminal #2→ MC power source
Terminal #3→ MC (EC Motor)
Terminal #20→ Air conditioner unit
Load Dump Key Switch

Fusible Relay Ｂ G1 G2 ACC M S
Link OFF
ACC
ＯＮ
ＳＴＡＲＴ
Battery
Battery
Relay
20
Fuse
Box
Air Conditioner Unit
Fuse 1 2 ３
Box
Radio, Monitor
MC
MC
Auto Lubrication Device

（Optional）
Air Heater
Relay
T152-02-03-001
T2-4-2
→ Air Heater Relay (Power Source)

Battery → Fusible Link → Key Switch Terminal B
→ Load Dump Relay Terminal No.1 → Optional
→ Fuse Box Terminal No.2 → MC (Power Source)
→
Terminal No.3 → MC (EC Motor)
Terminal No.4 → Radio (Backup Power Source)
Key Switch
Fusible Link
Battery
Load Dump
Relay
Battery
Relay
Fuse Box
To the monitor Radio
Fuse Box
MC (EC Motor)
MC
Optional
Air Heater
Air Heater Relay T192-02-04-001
T2-4-3
BULB CHECK CIRCUIT
• EX60-5:
When the key switch is turned to the ON position,
terminal B is connected to terminals ACC and M inside
the key switch.
Because electrical current from terminal M energizes
the battery relay, electrical current from the battery is
routed to the monitor via the battery relay and fuse No.
6. Consequently, the monitor checks if any indicator
bulbs have been blown.
With the key switch turned to the ON position,
electrical current is also routed to the work light,
washer, wiper, and air heater/air conditioner circuits,
making these functions operable.
Key Switch
䌂 G1 G2 ACC M ST
OFF
ACC
䌏䌎
䌓䌔䌁䌒䌔
Battery
Battery
Relay
11 12 13
Fuse
Box
Hydraulic Oil Relay

Washer Relay,
Wiper Circuit
Heater/Air Conditioner
Unit 6
Fuse
Box
Monitor
T152-02-03-003
T2-4-4
With the key switch ON, terminal B is connected to
terminals BR and ACC inside the key switch.
Electrical current from terminal BR enters the MC via
fuse NO.16. At this time MC checks if any indicator
bulbs are burned out.
Key Switch
Battery
Fuse Box
Key Switch ON Signal
MC
T192-02-04-002
T2-4-5
PREHEAT CIRCUIT
• EX60-5:
When the key switch is turned to the ON or START In addition, the preheat indicator comes on while the
position, current from key switch terminal M turns on air heater relay is turned on as the QHS controller
the battery relay. terminal No. 4 is grounded for that time period.
Electrical current from the battery relay is routed to
QHS (Quick Heat System) controller terminal No. 7 via
the fuse box terminal No. 6. The QHS controller
calculates heating time (1 to 15 seconds) using signal
from the coolant temperature sensor, and outputs
electrical current from terminal No. 5 to turn on the air
heater relay for the calculated time period. While the
air heater relay is turned on, current from the battery
activates the air heater.
Key Switch
Ｂ G1 G2 ACC M ST
OFF
ACC
ＯＮ
ＳＴＡＲＴ
Battery
Battery
Relay
Fuse 6
Box
Air Heater Air Heater Relay
5
QHS
1
Controller
7
Coolant Temperature Sensor
2
4
Power Source
3 Glow Signal
T152-02-03-004
T2-4-6
With the key switch turned ON or START, the current
from key switch terminal BR energizes the battery
relay. Then, the current from the battery relay flows to
QHS (quick heat system) controller terminal No.7 via
fuse box terminal No.8 .
The QHS controller computes the time period (for 1 to
15 seconds) depending on signals the QHS controller
receives from the coolant temperature sensor to hold
the air heater relay ON. Therefore, during that period,
the air heater is operated by the battery current.
As long as the air heater relay is ON, QHS controller
terminal No.4 is grounded, allowing the preheat
indicator to stay ON.
Key Switch
Battery
Battery Relay
Fuse Box
Air Heater Air Heater Relay
Coolant Temperature Sensor 7
QHS Controller
Preheat
Indicator
T192-02-04-003
T2-4-7
STARTING CIRCUIT
(KEY SWITCH: START)
• EX60-5:
When the key switch is turned to the START position,
terminal B is connected to terminals M and ST inside
the key switch. Battery power is routed to the starter
relay 1 and starter terminal B via the battery relay as
the electrical current from terminal M energizes the
battery relay. Key switch terminal ST connects to the
starter relay terminal C, energizing the starter relay coil
to close the starter relay. Consequently, electrical
current flows to starter terminal S, turning on the relay
inside the starter.
Electrical current from terminal M flows to the MC as a
signal that the key switch is in the ON or START
position. Upon receiving this signal, the MC actuates
the EC motor to move the governor lever.
Key Switch
Ｂ G1 G2 ACC M ST
OFF
ACC
ＯＮ
ＳＴＡＲＴ
Starter
B
S
s
B
Starter ACC
E Relay
C
N
N
ACG
BAT
R
B7
L
MC
IC Regulator
Alternator
T152-02-03-005
T2-4-8
When the key switch turned to START, terminal B is
connected to terminals BR, R2, and C inside the key
switch. The current from terminal BR energizes the
battery relay so that the battery current is routed to
terminals B on the starter and starter relay. Since key
switch terminal C is connected to starter relay terminal
C, the current flows through the starter relay coil,
turning the starter relay ON. Then, the current is routed
to starter terminal S by which the inside starter relay is
turned ON, causing the starter to rotate.
The current from terminal BR is also routed to the MC
instructing that the key switch is in either the ON or
START position. Upon receiving this signal, the MC
activates the EC motor to operate the governor lever.
Key Switch
Battery
To the MC (Key Switch ON Signal)

Battery
Relay
Starter
Starter Relay
C
T192-02-04-004
T2-4-9
Starter Relay Operation
• When the key switch is turned to the START • After the engine starts, the alternator starts
position, key switch terminal B is connected to generating electric current, causing voltage to
terminal ST so that current is routed to the base in increase at starter relay terminal N.
transistor (Q2) through resistance R4 in the When this voltage reaches between 21 to 22
starter relay. Then, transistor (Q2) is turned ON, volts, Zener diode Z is turned on. Consequently,
allowing current to flow to coil (L) in the starter transistor Q1 is turned on, disconnecting
relay. Therefore, starter terminal B is connected to electrical current to transistor Q2 (OFF).
terminal C, rotating the starter. At this point, continuity between starter
terminals B and S is cut, turning off the starter.
In addition, C1 in the drawing is a capacitor to stabilize

operating voltage. Also, D4 is a diode provided to
protect the circuit in case the battery terminals are
connected in reverse.
Starter Relay
C B
R4 D3
(1)
L
S
R3 (2)
(1)
S
To alternator R2 Z
N Q2 M B
terminal N Q1 M
(2)
C1 C Starter
E
D4
12 V
B
ST Battery
12 V
Key Switch
T107-04-04-003
T2-4-10
(Blank)
T2-4-11
CHARGING CIRCUIT
(KEY SWITCH: ON)
• EX60-5:
The key switch automatically returns to the ON position
upon releasing it after the engine starts. With the key
switch in the ON position, terminal B is connected to
terminals ACC and M inside the key switch. For this
reason, the battery relay remains ON.
As the engine runs, the alternator rotates, generating

electrical current. Electrical current from alternator
terminal BAT flows to the batteries via the battery relay,
re-charging the batteries. Also, electrical current from
terminal L flows to the monitor, turning the alternator
indicator OFF.
Key Switch
Ｂ G1 G2 ACC M ST
OFF
ACC
ＯＮ
ＳＴＡＲＴ
Battery
Battery
Relay
ACG
BAT
5
IC Regulator
Alternator Monitor
T152-02-03-006
T2-4-12
The key switch automatically returns to the ON position As the engine runs, the alternator rotates, generating
upon releasing it after the engine starts. With the key electricity. Electrical current from alternator terminal
switch in the ON position, terminal B is connected to BAT flows to the batteries via the battery relay,
terminals ACC and BR inside the key switch. For this recharging the batteries. Electrical current from
reason, the battery relay remains ON. terminal L flows to the Monitor, turning the alternator
indicator OFF.
Key Switch
Battery
Battery Relay
B1
Starter Input Voltage from

Alternator
MC
Starter Relay
Alternator
T192-02-04-005
T2-4-13
Power Generation
The alternator consists of field coil FC, stator coil SC Consequently electrical current flows through field coil
and diode D. FC, further magnetizing the rotor. This in turn causes
The regulator consists of transistors T1 and T2, Zener an increase of generating voltage, resulting in an
diode ZD and resistance R1 and R2. increase of electrical current flowing through field coil
Alternator terminal B connects as follows: FC. Repeating the above described cycle, generating
voltage further increases to charge the batteries.
(R)→R1→Base B of TransistorT1
B→R→RF
FC→(F)→Collector C of TransistorT1
While the battery relay is turned ON, the battery

voltage acts on base B of transistor T1, connecting
collector C and emitter E. In other words, the
grounding side of field coil FC is grounded through
transistor T1.
At first, no current flows through field coil FC. As the
rotor starts rotating, alternating voltage is generated
in stator coil SC by rotor’s remanent excitation field.
Alternator Regulator
B R L
Battery Relay RF (R) R3 R4 R5
R6
D
ZD
R2
Battery SC B
E
R1 C
T2
FC B
D1 C E
T1
(F)
(E)
E
T157-04-02-008
T2-4-14
Regulator Operation
When generating voltage exceeds the set voltage of

Zener diode ZD, electrical current flows to base B of
transistor T2, connecting collector C and emitter E.
Consequently, electrical current flowing to base B of
transistor T1 is cut, turning OFF transistor T1. As a
result, electrical current flow to field coil FC is cut,
decreasing the generating voltage of stator coil SC.
When the voltage applied to Zener diode ZD drops to

a value lower than the set voltage of Zener diode ZD,
transistor T2 is turned OFF and transistor T1 is turned
ON, routing electrical current to stator coil SC to
increase generating voltage.
Repeating the above operations, alternator generating
voltage is kept constant.
BS RF
R3 R4 R5
R6
ZD
R2
Battery SC B
A E
C
T2
FC B
R1
C E
D1 T1
(F)
(E)
E
T157-04-02-009
T2-4-15
SURGE VOLTAGE PREVENTION CIRCUIT
• EX60-5
When the key switch is turned OFF to stop the engine, While the batteries are being charged, generated
the battery relay is turned off as electrical current from electrical current from alternator terminal L is routed to
key switch terminal M is cut. Immediately after the key monitor terminal No. 5, turning on an output transistor
switch was turned OFF, the engine is still running, provided between monitor terminals No. 5 and No. 20.
causing the alternator to continue generating. Since Consequently, electrical current flows to the excitation
the generated current does not flow to the batteries, circuit in the load dump relay, activating the load dump
surge voltage rises in the circuit, possibly damaging relay. For this reason, the battery relay is excited by
electronic components and parts such as the controller. electrical current from the batteries via the load dump
The surge voltage prevention circuit is provided to relay after the key switch is turned off until the
protect the electronic components from being alternator stops generating current.
damaged.
Load Dump Key Switch

Relay B G1 G2 ACC M ST
OFF
ACC
ＯＮ
START
Battery
Battery
Relay
ACG
BAT
IC Regulator 5 20
Alternator
Monitor
T152-02-03-007
T2-4-16

When the key switch is turned OFF to stop the engine, As long as the alternator continues to generate, the
electrical current from key switch terminal BR is cut, generated current is routed to terminal B1 on the MC
opening the battery relay OFF. However, even if the from terminal L on the alternator, turning the output
key switch is turned OFF, the engine cannot stop soon, transistor connected to the MC terminal A16 ON.
causing the alternator to continue generating. Once the Accordingly, the battery current flows to excitation
battery relay is opened, the generated current does not circuit in the load dump relay, and the load dump relay
flow to the batteries, developing surge voltage in the is kept closed. Therefore, even if the key switch is
circuit, possibly damaging electronic components and turned OFF while the engine is running, the battery
parts such as the controller. Thus, the surge voltage current continues to excite the battery relay so that the
prevention circuit is provided to protect the electronic battery relay is not turned OFF until the alternator
components and parts from being damaged. stops generating current.
Key Switch
Battery
Load
Battery Dump
Relay Relay
B1 A16
MC
Alternator
T192-02-04-006
T2-4-17
ACCESSORY CIRCUIT
• EX60-5:
When the key switch is turned to the ACC position,
terminal B is connected to terminal ACC in the key
switch.
Electrical current from terminal ACC flows to the horn
relay, radio and cab light, activating them.
Key Switch
Ｂ G1 G2 ACC M ST
OFF
ACC
ＯＮ
ＳＴＡＲＴ
Battery
15 16 18 19
Fuse
Box
Horn Relay
Radio
Cab Light
Starter Relay
Aux.
T152-02-03-002
T2-4-18

When the key switch is turned to the ACC position, terminal
B is connected to terminals BR and ACC in the key switch.
Electrical current from terminal BR energizes the battery

relay, allowing the battery current to flow to the swing relay,
pump control solenoid valve, wiper, heater/air conditioner,
horn, and the monitor. The current from terminal ACC flows
to the work light relay, radio, and cab light circuits and
activates accessories connected to each circuit.
Key Switch
Battery
IC/U Relay
(Only EX75UR-3 )
Fuse Box
Horn
Work Light Relay
Wiper
Radio
Auxiliary
Cab light
Heater/Air Conditioner
Monitor
Emergency Redundant Switch
Fuse Box
Swing Relay,
Pump Control
Optional Solenoid Valve
Optional
MC
T192-02-04-002
T2-4-19
ENGINE STOP CIRCUIT
• EX60-5:
When the key switch is turned from the ON position to
the OFF position, the signal indicating that the key
switch is in the ON position is cut.
Consequently, the MC actuates the EC motor to stop
the engine.
Key Switch
Ｂ G1 G2 ACC M ST
OFF
ACC
ＯＮ
ＳＴＡＲＴ
Battery
2 3 5
D1 A13 B7
MC
T152-02-03-008
T2-4-20
When the key switch is turned from ON position to the
OFF position, the signal current flowing from terminal
BR to the MC and indicating that the key switch is in
the ON position is cut. Consequently, the MC actuates
the EC motor to stop the engine.
Key Switch
Battery
A13 B7
MC
EC Motor
T192-02-04-007
T2-4-21
(Blank)
T2-4-22

System: Section 2

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SECTION 2

Group 2 Front Control System

Group 3 Hydraulic System

Group 4 Electrical System

Input Signals Output Signals

NOTE: *The EX75UR-3 and EX75URLC-3 only.

• Normal Engine Speed Control

Engine Control System Layout

Pressure Switch (Travel) Pressure

Travel Mode Switch

Pressure Switch (Swing)

Engine Speed Control

Operation: The engine control dial outputs signals,

Engine Control Dial

Function: To control engine speed in proportion to

Operation: In proportion to the accelerator or engine

Engine Speed Control

Operation: When the E mode switch is turned ON, the

Function: To increase fuel efficiency by reducing Engine Speed

Engine Speed Control

Operation: With the auto-idle switch turned ON, the

Pressure Switch Pressure Switch

EX75UR-3 and EX75URLC-3:

Pressure Switch (Swing)

Engine Speed Control

EC Motor Governor Lever

EX75UR-3 and EX75URLC-3:

Engine Learning Plug/

EC Motor Governor Lever

Operation: Signals from the E mode switch, travel

Output Signals from

Pressure Switch（Travel） Pressure Switch

E Mode Switch Pump Control

Travel Mode Switch

Input Signal to MC Output Signal From MC Remarks

Pressure Switch (Swing)

Input Signal from MC Output Signal from MC

Travel Mode Switch

Operation: When the precise swing mode switch is

From Swing Relay

Main Pump 2 Main Pump 1 T195-02-01-001

Input Signal Output Signal

⋅ Pilot Pressure Sensor (Boom Raise,

• Automatic Work Range Restriction Control

Am Roll-Out Boom Raise Left Offset Right Offset

Boom Angle Sensor

Arm Angle Sensor

Offset Angle Sensor

7-Spool Solenoid Valve

Boom Raise Deceleration

Boom Lower Deceleration

Arm Roll-In Deceleration

Height Limit Switch (9)

Depth Limit Switch (10)

Offset Limit Switch (11)

Absolute/Relative Distance Selector (7)

Zero-Point Set Switch (6)

Collision Prevention System Emergency

Emergency Redundant Switch (13)

Seat Left-Rear Side

7-Spool Solenoid Valve Unit

Boom Angle Sensor