3600-Operational Principle

SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications ........................................... T1-1-1
Working Range (Loading Shovel) ............. T1-1-2
Group 2 Component Layout

Main Components .................................... T1-2-1
Control Valve ............................................ T1-2-4
Under Carrige ........................................... T1-2-6
Travel Device............................................ T1-2-7
Swing Device............................................ T1-2-8
Electrical Components.............................. T1-2-9
Pilot Piping ............................................. T1-2-26
Fast Filling Device .................................. T1-2-28
Group 3 Component Specifications

Engine ...................................................... T1-3-1
Engine Accessories .................................. T1-3-3
Hydraulic Devices..................................... T1-3-3
Electrical Equipment................................. T1-3-7
Filter ......................................................... T1-3-8
Others ...................................................... T1-3-8
18MT-1-1
(Blank)
18MT-1-2
GENERAL / Specifications
SPECIFICATIONS
A C
J I
H G
T18M-01-01-001
Model EX3600-6 Hydraulic Excavator

Type of Front-End Attachment Loader Front Backhoe Front
3 3
Bucket Capacity (Heaped) PCSA 21.0 m (27.5 yd ) PCSA 22.0 m3 (28.8 yd3)
Operating Weight 361000 kg (795900 lb) 359000 kg (791500 lb)
Cummins QSK60-C
Engine
1450 kW/1800 min-1 (1971 PS/1800 rpm)
A: Overall Width 9420 mm (30 ft 11 in)
B: Cab Height ∗7830 mm (25 ft 8 in)
C: Rear End Swing Radius 6780 mm (22 ft 3 in)
D: Minimum Ground Clearance ∗905 mm (2 ft 12 in)
E: Counterweight Clearance ∗2440 mm (8 ft 0 in)
F: Overall Width of Upperstructure 8360 mm (27 ft 5 in)
G: Undercarriage Length 8700 mm (28 ft 7 in)
H: Undercarriage Width 6770 mm (22 ft 3 in)
I: Sprocket Center to Idler Center 6660 mm (21 ft 10 in)
J: Track Shoe Width 1270 mm (4 ft 2 in) (Grouser shoe)
Ground Pressure 189 kPa (1.93 kgf/cm2, 27.4 psi) 188 kPa (1.92 kgf/cm2, 27.3 psi)
Swing Speed 3.2 min-1 (rpm)
Travel Speed (Fast/Slow) 2.2/1.7 km/h (4.9/3.8 mph)
Gradeability 31° (tanθ = 0.60)
NOTE: ∗ The dimensions do not include the height of the shoe lug.
T1-1-1
WORKING RANGE
Loading Shovel
C B
T18M-01-01-002
Category
Loading Shovel
Item
A: Minimum Digging Distance 5850 mm (19 ft 2 in)
B: Minimum Level Crowding Distance 8870 mm (29 ft 1 in)
C: Level Crowding Distance 5050 mm (16 ft 7 in)
D: Maximum Digging Reach 15220 mm (49 ft 11 in)
E: Maximum Cutting Height ∗16300 mm (53 ft 6 in)
F: Maximum Dumping Height ∗10990 mm (36 ft 1 in)
G: Maximum Digging Depth ∗3910 mm (12 ft 10 in)
NOTE: ∗ The dimensions do not include the height of the shoe lug.
T1-1-2
WORKING RANGE
Backhoe
B
A
T18M-01-01-003
Category
Backhoe
Item
A: Maximum Digging Reach 18190 mm (59 ft 8 in)
B: Maximum Digging Reach (on grond) 17610 mm (57 ft 9 in)
C: Maximum Digging Depth 8580 mm (28 ft 2 in)
D: Maximum Cutting Height 17690 mm (58 ft 1 in)
E: Maximum Dumping Height 11590 mm (38 ft 0 in)
T1-1-3
(Blank)
T1-1-4
GENERAL / Component Layout
MAIN COMPONENTS
Overall 2 3 4 5
6
1 7
8
9
10
11
12
13
14
15
16
41 40
42
17
43
39 18
41 38
42
19
20
2 3
37 21
36 22
35 23
34 24
33 25
32 26
4 31 27
1
30 28
T18M-01-02-001
29
1 - Bucket 12 - Control Valve (4 Used) 23 - Fast Filling Device 34 - Adjuster Cylinder (2 Used)
(Refer to T1-2-4) (Refer to T1-2-28)
2 - Arm 13 - Air Cleaner (2 Used) 24 - Water Tank 35 - Front Idler (2 Used)
3 - Boom 14 - Muffler 25 - LTA Cooler (2 Used) 36 - Electrical Equipment box
Radiator (2 Used) (Refer to T1-2-14)
Radiator Fan Motor
(4 Used)
4 - Boom Cylinder (2Used) 15 - Battery (4 Used) 26 - Travel Brake Valve 37 - Fuel Tank
(4 Used)
5 - Cab (Refer to T1-2-10) 16 - High Pressure Strainer 27 - Travel Device (2 Used) 38 - Washer Tank
(8 Used)
6 - Lubricator, Grease Tank 17 - Relay Box 28 - Drive Tumbler (2Used) 39 - Emergency Escape Unit
7 - Oil Cooler (4 Used) 18 - Pump Transmission Oil 29 - Track (2 Used) 40 - Level Cylinder (LD Only)
Filter (2 Used)
8 - Swing Device (4 Used) 19 - Pump Device 30 - Lower Roller (16 Used) 41 - Arm Cylinder
9 - Oil Cooler Fan Motor 20 - Engine (Refer to T1-2-16) 31 - Accumulator (2 Used) 42 - Bucket Cylinder (2 Used)
(2 Used) (For Adjuster)
10 - Center Joint 21 - Engine Oil Reserve Tank 32 - Upper Roller (6 Used) 43 - Dump Cylinder (2 Used)
(LD Only)
11 - Hydraulic Tank 22 - Air Fan 33 - Air Conditioner
Compressor Unit
NOTE: LD: Loading Shovel
BH: Back Hoe
T1-2-1
Engine and Pump Components
3 6
2 4
1 5
5 10 9 8 7
13
12 11 1
T18M-01-02-002
1 - Main Pump 1 (Transmission Side) 3- Radiator Fan Motor Drive 5- Main Pump 7 9- Generator
Main Pump 2 Pump (Transmission Side) 10 - Oil Filter (4 Used)
(Pump Tip Side) (Transmission Side) Main Pump 8 11 - CUMMINS ECM
Pump Transmission Oil Circulation Oil Cooler Fan Motor Drive (Pump Tip Side) 12 - Fuel Filter (3 Used)
Pump (Pump Tip) Pump (Pump Tip Side) Pilot Pump (Pump Tip) 13 - Coolant Filter (2 Used)
2- Main Pump 3 (Transmission Side) 4 - Main Pump 5 6 - Water Tank
Main Pump 4 (Pump Tip Side) (Transmission Side) 7 - LTA Cooler (2 Used)
Air Conditioner Compressor Drive Main Pump 6 8 - Radiator (2 Used)
Pump (Pump Tip) (Pump Tip Side)
Air Fan
Motor Drive Pump
(Pump Tip)
T1-2-2
(Blank)
T1-2-3
CONTROL VALVE
NOTE: This drawing indicates the arrangement

viewed from the base machine front.
Control Valve 4 (Upper-Right) Control Valve 2 (Upper-Left)
1 2 3 4 23 24 25 26 27 28 29 30 31
14 15 16 17 38 39 40 41 42
13
18
12 11
32
5 6 7 8 9 10 33 34 35 36 37
19 20 21 22 43 44 45 46 47 48
Control Valve 3 (Lower-Right) Control Valve 1 (Lower-Left)
T146-01-03-013
T1-2-4

1 - Overload Relief Valve (Boom Raise) 23 - Main Relief Valve
2 - Make-Up Valve (Boom Raise) 24 - Overload Relief Valve (LD: Bucket Close)
3 - Overload Relief Valve 25 - Overload Relief Valve (LD: Bucket Close)
(LD: Bucket Tilt-Out, BH: Bucket Roll-Out) 26 - Overload Relief Valve (LD: Arm Extend, BH: Arm Roll-In)
4 - Make-Up Valve (LD: Bucket Tilt-Out, BH: Bucket Roll-Out) 27 - Make-Up Valve (LD: Arm Extend, BH: Arm Roll-In)
5 - Make-Up Valve (BH: Arm Roll-In) 28 - Overload Relief Valve (LD: Bucket Tilt-In, BH: Bucket Roll-In)
6 - Overload Relief Valve (BH: Arm Roll-In) 29 - Make-Up Valve (LD: Bucket Tilt-In, BH: Bucket Roll-In)
7 - Make-Up Valve (Boom Lower) 30 - Overload Relief Valve (Boom Raise)
8 - Overload Relief Valve (Boom Lower) 31 - Make-Up Valve (Boom Raise)
9 - Make-Up Valve (LD: Bucket Tilt-In, BH: Bucket Roll-In) 32 - Make-Up Valve (LD: Bucket Open)
10 - Overload Relief Valve (LD: Bucket Tilt-In, BH: Bucket Roll-In) 33 - Overload Relief Valve (LD: Bucket Open)
11 - Main Relief Valve 34 - Make-Up Valve (LD: Arm Retract, BH: Arm Roll-Out)
35 - Overload Relief Valve (LD: Arm Retract, BH: Arm Roll-Out)
36 - Make-Up Valve (LD: Bucket Tilt-Out, BH: Bucket Roll-Out)
37 - Overload Relief Valve
(LD: Bucket Tilt-Out, BH: Bucket Roll-Out)

12 - Main Relief Valve 38 - Main Relief Valve
13 - Overload Relief Valve (Boom Raise) 39 - Overload Relief Valve (LD: Arm Retract, BH: Arm Roll-Out)
14 - Make-Up Valve (Boom Raise) 40 - Make-Up Valve (LD: Arm Retract, BH: Arm Roll-Out)
15 - Overload Relief Valve (Left Swing) 41 - Overload Relief Valve (Boom Raise)
16 - Make-Up Valve (Left Swing) 42 - Make-Up Valve (Boom Raise)
17 - Overload Relief Valve (LD: Bucket Tilt-In, BH: Bucket Roll-In) 43 - Make-Up Valve (LD: Arm Extend, BH: Arm Roll-In)
18 - Make-Up Valve (LD: Bucket Tilt-In, BH: Bucket Roll-In) 44 - Overload Relief Valve (LD: Arm Extend, BH: Arm Roll-In)
19 - Make-Up Valve (Right Swing) 45 - Make-Up Valve (LD: Bucket Tilt-In, BH: Bucket Roll-In)
20 - Overload Relief Valve (Right Swing) 46 - Overload Relief Valve (LD: Bucket Tilt-In, BH: Bucket Roll-In)
21 - Make-Up Valve (LD: Arm Extend, BH: Arm Roll-In) 47 - Make-Up Valve (Boom Lower)
22 - Overload Relief Valve (LD: Arm Extend, BH: Arm Roll-In) 48 - Overload Relief Valve (Boom Lower)

BH: Backhoe
T1-2-5
UNDER CARRIAGE
Front Side 1
T18G-01-02-002
View A
1- Adjuster Cylinder
2- Center Joint 4
3- Accumulator (For Adjuster)
4- Manifold
5- Reducing Valve
6- Relief Valve
6 5 T18M-01-02-017
T1-2-6
TRAVEL DEVICE
Rear Side
Front Side
Travel Mode Change Line
Travel Mode
Change Line
2
Rear Side Front Side
3
T146-01-03-030
1 Drain Line
1 - Travel Motor 2 - Brake Valve 3 - Travel Reduction Gear
T1-2-7
SWING DEVICE
1
3
T18G-03-02-001
1 - Swing Motor 2 - Relief Valve 3 - Make-Up Valve
T1-2-8
ELECTRICAL COMPONENTS
Left Frame
11
10
2
9
8 5
7
7 6
T18M-01-02-003
1- Work Light (2 Used) 4- Fuel Level Switch 7- Work Light 10 - Horn

(On the Cab) (Fuel Gauge) (Left-Frame Front)
2- Air Conditioner Unit 5- Fuel Level Switch 8- A/C Condenseｒ(3 Used) 11 - Wiper Motor
(3 Used) (Fuel Indicator) Condenser Fan Motor
(6 Used)
3- Fuel Tank 6- Electrical Equipment Box 9- Receiver Dryer Control
(Refer to T1-2-4) Pressure Switch (3 Used)
T1-2-9
Cab Inside
1
2
T18M-01-02-004 T18G-01-02-053
29 3 4 5
28 6
27 7
8
26 9
25 10
24
11
23
22 12
21 13
20
14
T18M-01-02-005
19 18 17 16 15 13
1 - Monitor Display 9 - Dome Light Switch 16 - Travel Speed Switch 23 - Air Conditioner Control
(Front)
2 - Hour Meter 10 - Entrance Light Switch 17 - Maintenance Switch 24 - Wiper/Washer Switch
3 - Left Control Lever/Horn 11 - Auto-Idle Switch 18 - Work Light Switch 25 - Wiper Interval Switch
Switch
4 - Right Control Lever/Horn 12 - Fast Filling System Switch 19 - Engine Stop Switch 26 - Display Contrast Switch
Switch
5 - Pilot Control Shutoff Lever 13 - Auxiliary 20 - Radio 27 - Key Pad
6 - Emergency Switch 14 - Key Switch 21 - Air Conditioner Control 28 - Engine Warning Lamp
(Rear) (Yellow)
7 - Engine Control Dial 15 - Buzzer Stop Switch 22 - Air Conditioner Control 29 - Engine Stop Lamp (Red)
(Side)
8 - Engine Start Switch
T1-2-10
3 T18M-01-02-006
1 - Monitor Display 2 - IDU 3 - ELU
T1-2-11
T18G-01-02-030
1
M18M-01-007
2 3 4 5 6 7
10
T18G-01-02-026
13 12 11
Layout of Power Source Terminal T146-01-03-023C
1 - Fuse Box (Cab) 5- Data Link Connector 9- DC/DC Converter 13 - Controller

(Auxiliary) (View Camera)
2 - DC/DC Converter 6 - Data Link Connector 10 - Power Source Terminal
(ECM)
3 - Cigar Lighter 7 - Data Link Connector (DLU) 11 - DLU
4 - ORBCOMM (Option) 8 - Buzzer 12 - Data Link Connector
(MMS)
T1-2-12
(Blank)
T1-2-13
Electrical Equipment Box
T18M-01-02-003
10 11 12 13
5
Relay
Arrangement
(Refer to T1-2-15)
4
3
T18M-01-02-007
1 - Fuse Box2 5 - Auto Lubricator Interval 9- Fault code INC/DEC 13 - Box Light
Switch Switch
2 - Fuse Box 1 6 - Engine Fault Indicator 10 - HMU
3 - Fuse Box 4 7 - MC 11 - CSU
4 - Fuse Box 3 8 - Engine Diagnostic Switch 12 - Limit Switch (Box Light)
T1-2-14
Relay Arrangement in Electrical Equipment Box
1 2 3 4 5 6 7
8
9
10
11
40
12
39 13
38 14
37 15
16
36
35 17
18
34
19
33 20
21
22
23
24
25
26
32 31 30 29 28 27
T18M-01-02-007
1 - Wiper Relay 3（Low (L5) 11 - Work Light Relay 3 (3) 21 - Washer Motor Relay (21) 31 - ELU PWM Power (26)
Speed Control) (Upper Cab Work Relay 1 （Key ON
Light (L)(R)) Signal）
2 - A/C Main Relay (L6) 12 - Work Light Relay 4 (4) 22 - A/C Fan Relay (Front) (22) 32 - ELU Pilot Solenoid (25)
(Front) (Right Frame Front Relay
Work Light (L)(R))
3 - Air Horn Compressor (L1) 13 - Work Light Relay 5 (5) 23 - A/C Fan Relay (Side) (23) 33 - Air Horn Compressor (17)
Relay (L1) (Engine Frame Rear Relay (L2)
Work Light (L)(R))
4 - Air Horn Compressor (L2) 14 - Work Light Relay 6 (6) 24 - A/C Fan Relay (Rear) (24) 34 - Air Horn Compressor (18)
Relay (R1) (Option) (Center L/R Side Relay (R2) (Option)
Work Light)
5 - Wiper Relay 1（Low (L3) 15 - Entrance Light Relay (7) 25 - Sliding Fold-In Ladder (32) 35 - Horn Relay (19)
Speed Control） Alarm and Flash Light
Relay 2
6 - Wiper Relay 2（Low (L4) 16 - Maintenance Light (8) 26 - Sliding Fold-In Ladder (31) 36 - Wiper Relay 4 (20)
Speed Control） Relay (Engine Room) Alarm and Flash Light （Hi Speed Control）
Relay 1
7- A/C Main Relay (Side) (L7) 17 - Fast Filling Panel (13) 27 - Engine Oil Reserve (30) 37 - Maintenance Light (9)
Position Relay (Store Tank Pumping Unit Relay (Pump Room
Signal) Relay and Radiator Room)
8 - A/C Main Relay (L8) 18 - Delayed Power Off (14) 28 - Sliding Fold-In Ladder (29) 38 - Maintenance Light (10)
(Rear) Relay Relay Relay (Cab Bed)
9 - Work Light Relay 1 (1) 19 - Travel Speed Select (15) 29 - ELU PWM Power (28) 39 - Maintenance Light (11)
(Left Frame Front Relay Relay 3 (Emergency Relay (Control Valve
Work Light (L)) Switch Signal) and Oil Cooler Room)
10 - Work Light Relay 2 (2) 20 - Fast Filling Device (16) 30 - ELU PWM Power (27) 40 - Charge Signal Relay (12)
(Left Frame Front Relay Relay 2 （Gate Lock
Work Light (R)) Switch Signal）
NOTE: Numbers in parentheses correspond to the
numbers used in the electric circuit
diagram.
T1-2-15
Engine Frame (1)
1
1
4
10
9 8 7 6 5 T18M-01-02-008
1 - Engine Stop Switch 4 - Fast Filling Proximity 7 - Travel Mode Solenoid 9- Fast Filling Pressure
(4 Used) Switch Valve Sensor
2 - Battery (4 Used) 5 - Travel Alarm 8 - Reducing Valve 10 - Sliding Fold-In Ladder Limit
(Travel Mode Selection) Switch
3 - Relay Box 6 - Fast Filling panel Control
(Refer to T1-2-18) Solenoid Valve
T1-2-16
Engine Frame (2)
2
3
1
1 4, 7
5
11 10 9 8 6
12
13
15 14
T18M-01-02-009
1 - Air Cleaner Restriction 5 - Coolant Temperature 9 - Alternator (Cummins) 13 - Pump Transmission Oil
Switch (4 Used) (Radiator In) Temperature Switch
2 - Coolant Level Switch 6 - Coolant Temperature 10 - Prelude Pressure Switch 14 - Contamination Sensor
(For Warning Indicator) (LTA Middle) (8 Used)
3 - Coolant Level Switch 7 - Coolant Temperature 11 - Engine Speed Sensor 15 - Starter Motor (2 Used)
(For Level Indicator) (LTA Out) （Cummins）
4 - Coolant Temperature 8 - Coolant Temperature 12 - Pump Transmission Level
Sensor (LTA In) (Radiator Out) Switch
T1-2-17
Relay Box
1
T18M-01-02-010
6
25
24
23
7
8
22 9
21 10
11
20
12
19
13
18 17 16 15 14 T18M-01-02-011
1- Battery Relay (3 Used) 8- Engine Oil Reserve Tank 14 - Fusible Link5 (75A) 20 - Starter Relay (Lower)
System Relay 2 (Fuse Box)
2- Fusible Link 10A (Engine 9 - Fusible Link6 (75A) 15 - Fusible Link4 (75A) 21 - Engine Pre-lube Relay
Oil Reserve Tank Valve) (Fuse Box) (Fuse Box)
3 - Fusible Link 30A 10 - Fusible Link7 (45A) 16 - Fusible Link3 (75A) 22 - Circuit Breaker
(Zener Diode) (Option) (Fuse Box)
4 - Fusible Link 5A (IDU 11 - Fusible Link8 (75A) 17 - Fusible Link2 (75A) 23 - Fusible Link 250A (Sliding
Pre-lube Signal) (Starter Relay) (Fuse Box) Fold-In Ladder Motor
(Rear))
5- Safety Relay 12 - Fusible Link9 (45A) 18 - Fusible Link1 (75A) 24 - Fusible Link 250A (Sliding
(ECM Main Power) (Fuse Box) Fold-In Ladder Motor
(Front))
6- Engine Pre-lube Timer 13 - Fusible Link10 (75A) 19 - Starter Relay (Upper) 25 - Fusible Link 400A (Engine
(Sliding Fold-In Ladder Pre-lube Relay)
Relay)
7- Engine Oil Reserve Tank
System Relay 1
T1-2-18
EHC Valve (For Electric Lever Control)
EHC Valve (Left Side) EHC Valve (Right Side)
1 5 9 13
2 6 10 14
3 7 11 15
4 8 12 16
T18M-03-04-001
T18M-03-04-002
1- Right Travel Forward 5- Arm Retract 9- Boom Raise 13 - Arm Extend

2- Right Travel Reverse 6- Bucket Open 10 - Left Swing 14 - Bucket Tilt-Out
3- Left Travel Forward 7- Bucket Close 11 - Right Swing 15 - Boom Lower
4- Auxiliary 8- Left Travel Reverse 12 - Bucket Tilt-In 16 - Auxiliary
T1-2-19
EHC Valve (For Main Pump Control)
8 1
7 2
6 3
5 4
T18M-03-07-005
1 - Main Pump Displacement 3 - Radiator Fan Control 5 - Auxiliary 7 - Power Decrease Control
Control (No.4 Main Pump)
2 - Main Pump Displacement 4 - Oil Cooler fan Control 6 - Main Pump Displacement 8 - Power Increase Control
Control (No.3 Main Pump) Control (No.1, 2, 5, 6, 7, 8
Main Pump)
T1-2-20
Sliding Fold-In Ladder
2
View A
3 4 5 6
10
T18M-01-02-019
1 - Valve Unit 4- Limit Switch 7- Lock Lever 9- Sliding Fold-In Ladder

(Storage Slowdown) Cylinder
2 - Motor Pump Unit 5 - Limit Switch 8- Limit Switch (Lock Lever) 10 - Sliding Fold-In Ladder
(Expansion Slowdown) Beacon/Alarm
3 - Limit Switch 6 - Limit Switch
(Storage Detection) (Expansion Detection)
T1-2-21
Valve Unit (For Sliding Fold-In Ladder)
3 4
2
5
1 7 6
T18M-01-02-018
1- Main Relief Valve 3- Solenoid 1 5- Valve 7- Solenoid 3

2- Over Load Relief Valve 4- Solenoid 2 6- Over Load Relief Valve
(For Cylinder Rod side) (For Cylinder Bottom side)
T1-2-22
Right Frame
1 4
5
6
7
12
11
10
T18M-01-02-012
9
1- Work Light (2 Used) 4- Hydraulic Oil Tank Pressure 7- Hydraulic Oil Level Switch 10 - Valve Limit Switch (2 Used)
(Right-Frame Front) Release Valve 2 (Level Warning Indicator) (Return Pipe Line)
2 - Out side Temperature 5 - Electric Pump 8 - Hydraulic Oil Temperature 11 - Engine Stop Switch
Sensor (Maintenance Work) Sensor (Hydraulic Oil (Oil Cooler Room)
(Optional) Temperature Gauge)
3- Work Light 6 - Hydraulic Oil Level Switch 9 - Valve Limit Switch (2 Used) 12 - Lubricator
(Right-Frame Right) (Level Check Indicator) (Suction Pipe Line)
(Optional)
T1-2-23
Contamination Sensor Layout
Main Pump Swing Motor, Travel Motor
Rear Side
3 4
2
1
T146-01-03-020
5
7
6
8
Front Side
T146-05-02-048
View A View B
9 10
12 13
11
Center Joint
T18M-01-02-014
T18M-01-02-013
1 - Contamination Sensor 5 - Contamination Sensor 8 - Contamination Sensor 11 - Contamination Sensor

(Main Pump 4) (Main Pump 7) (Main Pump 2) (Travel Motor)
(Main Pump 3) (Main Pump 8) (Right Side Rear Swing (Left Side Front Swing
Motor) Motor)
(Main Pump 6) (Main Pump 1) (Left Side Rear Swing (Right Side Front Swing
Motor) Motor)
4 - Contamination Sensor
(Main Pump 5)
T1-2-24
LEDs for Contamination Sensor Amplifier
2 4 6 7
1 3 5 8
Auxiliary
Auxiliary 9 11 13
10 12
T146-05-02-049
T18M-01-02-007
1 - Main Pump 1 5 - Main Pump 5 8 - Main Pump 8 11 - Right Side Front Swing
Motor
2 - Main Pump 2 6 - Main Pump 6 9 - Left Side Front Swing 12 - Right Side Rear Swing
Motor Motor
3 - Main Pump 3 7 - Main Pump 7 10 - Left Side Rear Swing 13 - Travel Motor
Motor
4 - Main Pump 4
T1-2-25
PILOT PIPING
Control Valve Panel (Rear)
2 3
6
5 4
T18M-01-02-015
10 11
12
15 13
14 (Backside)
T18M-01-02-016

BH: Backhoe
1- EHC Valve (For Electric 5- Arm Priority Selector Valve 9- D.Q.R Valve 2 13 - Pilot Pressure Control
Lever Control) (LD: Extend, BH: Roll-In) Valve (Adjuster)
2 - Control Valve 2 6 - Gate Lock Solenoid Valve 10 - Swing Motor (2 Used) 14 - Relief Valve (Adjuster)
(Upper-Left)
3 - Control Valve 4 7- Control Valve 1 11 - Center Joint 15 - Reducing Valve (Adjuster)
(Upper Right) (Lower-Left)
4 - Control Valve 3 8 - D.Q.R Valve1 12 - Accumulator (3 Used)
(Lower-Right) (Pilot Pressure)
T1-2-26
Lubricator Panel
Grease Tank 4
1
6
2
5
3
T146-01-03-026
T18M-03-07-002
T18M-03-07-001 T18M-03-07-006
1- Pressure Switch 3- Auto-Lubrication ON/OFF 5 - Auto-Lubrication Pump 7- Auto-Lubrication Interval

(Auto-Lubrication) Switch Switch
2 - Pressure Switch 4 - Vent Valve 6- Auto-Lubrication Solenoid
(Manual Lubrication) Valve 1
T1-2-27
FAST FILLING DEVICE
1 2
T18M-03-07-004
4 5 6 7 8 9 10 11
22
21 12
13
20 19 18 17 16 15 14 T18M-03-07-003
1 - Lift Cylinder (2 Used) 7 - Engine Oil Reserve Tank 13 - Auxiliary 18 - Gear Oil
Filling System Power (Front Left Side Swing
Switch Device)
2 - Fast-Filling Panel 8 - Engine Oil Reserve Tank 14 - Pump Transmission Oil 19 - Coolant
Filling System Control (Radiator Engine Side)
Switch
3 - Proximity Switch 9 - Engine Oil Out 15 - Grease 20 - Fuel
(Reserve Tank)
4 - Fuel Fill Indicator 10 - Engine Oil 16 - Gear Oil (Rear-Right) 21 - Coolant
(Engine Oil Pan) (Radiator Outside)
5 - Engine Oil Reserve Tank 11 - Hyd. Oil 17 - Gear Oil (Left-Right) 22 - Engine Oil In
Fill Indicator (Reserve Tank)
6 - Engine Oil Reserve Tank 12 - Gear Oil (Front Right Side
Shut-off Valve Open Swing Device)
Indicator
T1-2-28
ENGINE
Manufacturer .................................................... CUMMINS ENGINE COMPANY, Inc

Model................................................................ QSK60-C
Type.................................................................. Diesel, 4 cycle, 60° V, water-cooled,
direct injection type (With turbocharger and aftercooler)
Cyl. No.-bore × stroke ...................................... 16-159×190 mm (16-6.3×7.5 in)
Piston displacement ......................................... 60 L
Rated output (Gross)........................................ 1450 kW/1800 min-1 (1791 PS/1800 rpm)
Compression ratio ............................................ 14.5
Weight .............................................................. Dry: 8170 kg (18012 lb), Wet: 8570 kg (18893 lb)
Firing order ....................................................... 1R-1L-3R-3L-2R-2L-5R-4L-8R-8L-6R-6L-7R-7L-4R-5L
Rotation direction ............................................. Counterclockwise (Viewed from flywheel side)
Overall length × width × height......................... 2717×1589×1970 mm (107×63×78 in)
Cooling System
Thermostat ................................................... Engine line: Cracking temp: 82 °C (180 °F)
Full open temp: 94 °C (201 °F)
Aftercooler line: Cracking temp: 46 °C (115 °F)
Full open temp: 57 °C (135 °F)
Water pump .................................................. Centrifugal type
Coolant capacity ........................................... 140 L (37.0 US gal) (engine line only)
34 L (9.0 US gal) (after cooler line only)
61 L (16.1 US gal) (reserve tank only)
Lubrication System
Type.............................................................. Screw pump
Oil filter ......................................................... Paper element, spin-on type for full-flow and bypass filters
Lubrication oil capacity ................................. 261 L (69.0 US gal) (High),
231 L (61.0 US gal) (Low) (Oil pan only)
284 L (75 US gal) (High) (reserve tank only)
Starting System
Manufacturer ................................................ DELCO-REMY
Model............................................................ 50MT-400
Voltage⋅Output.............................................. DC24 V 9 kW×2
Auxiliary Ignition System

Type.............................................................. Ether
Engine Stop System

Stop method ................................................. Cummins electronic control
Alternator
Manufacturer ................................................ PRESTOLITE
Type.............................................................. AC generator with diode rectifier
Voltage⋅Output.............................................. DC24 V⋅140 A
Supercharging System
Manufacturer ................................................ HOLSET
Type.............................................................. Exhaust-gas driven type
Performance
Fuel consumption ratio ................................. 207 g/kW⋅hr (152 g/PS hr) at rated output
Injection timing.............................................. Variable (MCRS electronic control)
-1
Max. output torque (Gross) .......................... 8364 N⋅m (836 kgf⋅m, 6042 lbf⋅ft)/1500 min
-1
No load speed .............................................. 1900±30 min
T1-3-1
Engine Performance Curve
Test Conditions: The engine operating with fuel system, water pump, and 3.7 kPa (381 mmAq) inlet air restric-
tion with 148.1 mm inner diameter, and with 6.8 kPa (693 mmAq) exhaust restriction with 247.4
mm inner diameter; not included are alternator, fan, optional equipment and driven compo-
nents.
Curves shown above represent gross engine performance capabilities obtained and corrected in accordance
with SAE J1995 conditions of 100 kPa (10200 mmAq) barometric pressure [91 m (300 ft.) altitude] 25 °C (77F)
inlet air temperature, and 1kPa (102 mmAq) water vapor pressure with SAE No.2 diesel fuel.
Torque
(N⋅m)
9000
Peak Torque
-1
8364 N⋅m at 1500 min
8000
7000
6000
5000
Horse Power
Rated (kW)
-1
1450 kW at 1800 min
4000 1600
1400
1200
1000
800
600
400
Fuel Consumption
Ratio 200
(gm/kW-hr)
210 0
200
600 800 1000 1200 1400 1600 1800 2000 T18M-01-03-001
-1
Engine Speed (min )
T1-3-2
ENGINE ACCESSORIES
Radiator Assembly
Type.............................................................. Radiator/Inter-cooler tandem type assembly
Weight .......................................................... 1330 kg (2932 lb)
Radiator After-cooler
Fin type......................................................... Plate fin Plate fin
Capacity........................................................ 88 L (23 US gal) 88 L (23 US gal)
Fuel Cooler
Weight .......................................................... 1.2 kg (2.7 lb)
Fin Type ........................................................ Wavy fin
Capacity........................................................ 0.5 L (0.13 US gal)
Battery
Capacity........................................................ 176 Ah (5 hours)
Voltage.......................................................... 12 V
Weight .......................................................... 66 kg (146 lb)
HYDRAULIC DEVICES
Pump Device
Type.............................................................. Spur gear
Gear speed ratio
(Engine: Main pump) .................................. 1 : 1.02
(Engine: Fan motor drive pump)................. 1 : 1.109
Main Pump (MP1 to 8)

Model............................................................ K3V280DTH150R
Type.............................................................. Variable displacement swash plate type plunger pump:
regulator attached type
Max. flow (Theoretical value) ....................... 514 L/min (136 US gpm)×2
Transmission Oil Cooling Pump (Top of MP1 and MP2)

Air Fan Motor Drive Pump (Top of MP5 and MP6)
Model............................................................ KFP3225CFMSS
Type.............................................................. Gear pump
Max. flow (Theoretical value) ....................... 46 L/min (12.1 US gpm)
Air Conditioner Compressor Drive Pump (Top of MP3 and MP4)

Model............................................................ KFP3245CFMSS
Type.............................................................. Gear pump
Max. flow (Theoretical value) ....................... 82.7 L/min (21.8 US gpm)
PILOT PUMP
Model............................................................ KFP4163CFMSS
Type.............................................................. Gear pump
Max. flow (Theoretical value) ....................... 115.8 L/min (30.6 US gpm)
T1-3-3
Fan Motor Drive Pump
(Pump Transmission Side: for Radiator Fan Motor Drive)
(Pump Top End Side: for Oil Cooler Fan Motor Drive)
Model............................................................ K3V180DTH100L
Type.............................................................. Variable displacement swash plate type plunger pump:
Regulator attached type
Max. flow (Theoretical value) ....................... 367 L/min (96.8 US gpm)
Pump Transmission Oil Cooler

Weight .......................................................... 5.7 kg (12.6 lb)
Capacity........................................................ 3.0 L (0.79 US gal)
Control Valve
Model............................................................ KVS-1000
Type.............................................................. Pilot pressure operated type (4-spool+3-spool)
Main relief pressure...................................... 29.4 MPa (300 kgf/cm2, 4270 psi) @200 L/min (52.8 US gpm)
Overload relief pressure ............................. 31.4 MPa (320 kgf/cm2, 4550 psi) @300 L/min (4270 US gpm)
(Boom, Arm, Bucket, Bucket open (LD))
15.7 MPa (160 kgf/cm2, 2275 psi) @440 L/min (116 US gpm)
(Bucket close (LD))
Swing Device
Type.............................................................. Two-stage planetary reduction type
Swing Motor
Model............................................................ MX750
Type.............................................................. Swash-plate type, fixed displacement plunger motor
Swing Brake Valve

Type.............................................................. Non counter balance valve type
Relief pressure ............................................. 29.4 MPa (300 kgf/cm2, 4270 psi)
Swing Parking Brake

Type.............................................................. Multiple-wet-plate negative type
Cracking pressure for release ...................... 2650 kPa (27 kgf/cm2, 384 psi)
Travel Device
Type.............................................................. Two-stage planetary reduction gear, one-stage spur gear
Travel Motor
Model............................................................ MB750BOV
Type.............................................................. Swash-plate type, variable displacement plunger motor
Travel Parking Brake

Type.............................................................. Multiple-wet-plate negative type
Cracking pressure for release ...................... 2.6 MPa (27 kgf/cm2, 384 psi)
Travel Brake Valve

Model............................................................ VBR-12ST
Type.............................................................. Counter balance valve type
Relief pressure ............................................. 29.4 MPa (300 kgf/cm2, 4270 psi)
T1-3-4
Oil Cooler Fan Motor
Model............................................................ A2F125/6.1
Type.............................................................. Bent-axis type, fixed displacement plunger motor
Oil Cooler
Weight .......................................................... 300 kg
Core Type ..................................................... Plate fin
Air-tight testing pressure .............................. 98 kPa (10 kgf/cm2, 142 psi)
Radiator Fan Motor, Air Fan Motor

Model............................................................ M5BF-045
Type.............................................................. Bent-axis type, fixed displacement plunger motor
Air Conditioner Compressor Drive Motor

Model............................................................ MSF-46
Type.............................................................. Swash-plate type, fixed displacement plunger motor
Cylinder
(Loader Front) .............................................. Boom Arm Level
Rod dia. ........................................................ 260 mm (10.24”) 220 mm (8.66”) 260 mm (10.24”)
Cylinder bore ................................................ 360 mm (14.17”) 300 mm (11.81”) 360 mm (14.17”)
Stroke ........................................................... 2555 mm (8’ 5”) 2335 mm (7’ 8”) 930 mm (3’ 1”)
Fully retracted length.................................... 4775 mm (15’ 8”) 3765 mm (12’ 4”) 2425 mm (7’ 11”)
Plating thickness .......................................... 30 µm (1.18 µin) 30 µm (1.18 µin) 30 µm (1.18 µin)
or more or more or more
Bucket Dump
Rod dia. ........................................................ 200 mm (7.87”) 130 mm (5.12”)
Cylinder bore ................................................ 280 mm (11.0”) 225 mm (8.86”)
Stroke ........................................................... 2285 mm (7’ 6”) 595 mm (1’ 11”)
Fully retracted length.................................... 3850 mm (12’ 8”) 1360 mm (4’ 6”)
Plating thickness .......................................... 30 µm (1.18 µin) 30 µm (1.18 µin)
or more or more
(Backhoe Front)............................................ Boom Arm Bucket

Rod dia. ........................................................ 260 mm (10.24”) 220 mm (8.66”) 180 mm (7.09”)
Cylinder bore ................................................ 360 mm (14.17”) 300 mm (11.81”) 280 mm (11.0”)
Stroke ........................................................... 3150 mm (10’ 4”) 2530 mm (8’ 4”) 2285 mm (7’ 6”)
Fully retracted length.................................... 4700 mm (15’ 5”) 3940 mm (12’ 11”) 3850 mm (12’ 8”)
Plating thickness .......................................... 30 µm (1.18 µin) 30 µm (1.18 µin) 30 µm (1.18 µin)
or more or more or more
(Lift Cylinder) ................................................ Fast Filling Device Sliding Fold-In Ladder

Rod dia. ........................................................ 30 mm (1.18”) 40 mm (1.57”)
Cylinder bore ................................................ 50 mm (1.97”) 65 mm (2.56”)
Stroke ........................................................... 175 mm (6.89”) 880 mm (34.65”)
Fully retracted length.................................... 375 mm (14.76”) 1160 mm (45.67”)
Plating thickness .......................................... 30 µm (1.18 µin) 30 µm (1.18 µin)
T1-3-5
EHC Valve
For Main Pump Control
Application ........................SA: Flow Cutoff Control SB: Radiator Fan Motor Speed Control
SC: Flow Cutoff Control SD: Power Increase Control
SE: Power Decrease Control SF: Positive Control
SH: Oil Cooler Fan Motor Speed Control SI: Auxiliary
For Electric Lever Control (Left Side)

Application ........................SA: Bucket Open Control SB: Bucket Close Control
SC: Arm Retract Control SD: Right Travel Forward Control
SE: Right Travel Reverse Control SF: Left Travel Forward Control
SH: Left Travel Reverse Control SI: Auxiliary
For Electric Lever Control (Right Side)

Application ........................SA: Bucket Tilt-Out Control SB: Boom Lower Control
SC: Arm Extend Control SD: Boom Raise Control
SE: Left Swing Control SF: Right Swing Control
SH: Auxiliary SI: Bucket Tilt-In Control
Travel Mode Selection Solenoid Valve

Max. input flow.............................................. 60 L/min (15.8 US gpm)
Fast Filling Panel Control Solenoid Valve

Gate Lock Solenoid Valve

Reducing Valve (Travel Mode)

Secondary pressure ..................................... 2.75±0.15 MPa (28±1.5 kgf/cm2, 398±21 psi)
Reducing Valve (Adjuster)

Secondary pressure ..................................... 2.35±0.49 MPa (240±5 kgf/cm2, 3410±71 psi)
Pilot Pressure Control Valve (Adjuster)

Cracking pressure ........................................ 11.8 MPa (120±10 kgf/cm2, 1710±142 psi)
DQR Valve
Control pressure........................................... 4 MPa (40 kgf/cm2, 569 psi)
T1-3-6
ELECTRICAL EQUIPMENT
Coolant Level Switch (For Level Indicator and Warning Indicator)
Type.............................................................. Capacitance switch
Air Filter Restriction Switch

Operating pressure....................................... 6.2±0.6 kPa (635±58 mm H2O)
Fuel Level Sensor (For Warning)

Type.............................................................. Float type
Fuel Level Switch (For Fast Filling System Fuel Fill Indicator,
Engine Oil Reserve Tank Level Check Switch)
Type.............................................................. Capacitance type
Pump Transmission Oil Level Switch (For Warning)

Type.............................................................. Capacitance type
Hydraulic Oil Level Switch (For Warning)

Type.............................................................. Float switch
Atomospherical Temperature Sensor (For Cab Front, Radiator Front and Oil Cooler Front)
Coolant Temperature Sensor (For Radiator Inlet and Radiator Outlet)
Hydraulic Oil Temperature Sensor (For Hydraulic Oil Tank, Oil Cooler Outlet and
Main Pump Transmission)
Operating temperature ................................. -30 to 120 °C (-21 to 248 °F)
Main Pressure Sensor (For Arm Cylinder Bottom, Arm Cylinder Rod and Radiator Fan Motor Inlet)
Operating pressure....................................... 34.3 MPa (350 kgf/cm2, 4987 psi)
Drain Pressure Sensor (For Oil Cooler Inlet, Swing Motor and Main Pump P1 To 8)
Operating pressure....................................... 4.9 MPa (49 kgf/cm2, 712 psi)
Pilot Pressure Sensor (EHC Valve and Travel Alarm)

Voltage/Pressure:
When levers are in neutral position ............ 1.3 V or less / 0.98 MPa (10 kgf/cm2, 142 psi) or less
When lever is operated............................... 3.7 V or more / 3.92 MPa (40 kgf/cm2, 570 psi) or more
Pressure Switch (Grease) (Auto Lubrication Circuit)

Operating temperature ................................. 17.6 MPa (180 kgf/cm2, 2559 psi)
Pressure Switch (Grease) (Manual Lubrication Circuit)

Operating temperature ................................. 23.5 MPa (240 kgf/cm2, 3410 psi)
Control Lever (Front Attachment • Swing)

Model............................................................ S90JAM-YQ-21R2G-7737B
Mechanical control angle.............................. XY Axis ±15° to ±20°
Control force ................................................. XY Axis About 1.5 N to 5 N
All resistance ................................................ 2 kΩ±15 %
T1-3-7
Control Lever (Front Attachment • Swing)
Model............................................................ S90JAM-YQ-21R2G-7737B
Mechanical control angle.............................. XY Axis ±15° to ±20°
Control force ................................................. XY Axis About 1.5 N to 5 N
All resistance ................................................ 2 kΩ±15 %
Control Lever (Travel, Bucket Open/Close)

Model............................................................ ERUP2-10-002
Mechanical control angle.............................. ±12.4°
Neutral detection angle ................................ ±3°
Control force ................................................. About 6.5 N to 15 N
Output voltage .............................................. 0.75 to 4.75 V
Accelerator Sensor
Resistance.................................................... 5 kΩ±20 %
Output........................................................... 0.4±0.1 V @Slow idle
4.4±0.1 V @Fast idle
Pump Unit (For Sliding Fold-In Ladder)

Model............................................................ DU2.5NC424
Maximum output ........................................... 2.4 kW
FILTER
Suction filter...................................................... 177 Micron
High pressure strainer...................................... 95 Micron
Full-flow filter .................................................... 10 Micron
Bypass filter...................................................... 5 Micron
Drain filter ......................................................... 10 Micron
Pilot filter........................................................... 10 Micron
Pump transmission filter................................... 105 Micron
OTHERS
Lubrication Device
Manufacturer ................................................ LINCOLN
Capacity........................................................ 200 L (53 US gal)
Maximum pressure....................................... 39.2 MPa (400 kgf/cm2, 5690 psi)
Displacement737 cm3/min (45 in3/min)
T1-3-8
Air Conditioner
Refrigerant.................................................... R134a
Cooling ability ............................................... 4320 kcal/h
Heating ability ............................................... 3323 kcal/h
Refrigerant quantity ...................................... 1400±50 g
Compressor quantity
• After replacement of the compressor,
high pressure hose, condenser,
receiver tank, liquid hose, or air
conditioner unit............................................ 220 cm3 (0.23 US qt)
• After replacement of the low
pressure hose ............................................. 100 cm3 (0.11 US qt)
Air Bleeding Pump (For Hydraulic Oil Tank) (Optional)

Manufacturer ................................................ SAWAFUJI ELECTORIC CO., LTD
Model............................................................ GP-25
Voltage.......................................................... DC24 V
Current.......................................................... 10 A
Max. flow ...................................................... 60 L/min (15.8 US gpm)
T1-3-9
(Blank)
T1-3-10
SECTION 2
SYSTEM
CONTENTS
Group 1 Controller Group 4 Hydraulic System
Outline ...................................................... T2-1-1 Outline ...................................................... T2-4-1
MC: Main Controller.................................. T2-1-2 Main Circuit............................................... T2-4-2
ELU: Electric Lever Control Unit ............... T2-1-8 Pilot Circuit ............................................. T2-4-14
IDU: Information Display Unit ............... T2-1-14 Oil Cooler Fan Motor Circuit ................... T2-4-20
ECM: Engine Control Module Radiator Fan Motor Circuit...................... T2-4-20
(Engine Controller).............................. T2-1-20 Air Fan Motor Circuit ............................... T2-4-20
DLU: Data Logging Unit.......................... T2-1-22 Air Conditioner Compressor Motor
CSU: Contamination Sensing Unit ........ T2-1-24 Circuit ................................................... T2-4-20
HMU: Hydraulic System Monitoring Unit Pump Transmission Oil Cooler Circuit .... T2-4-20
(Pump/Swing Motor Drain Pressure Travel-Shock Absorber/Travel Stop
Monitoring) ...................................... T2-1-26 Circuit ................................................... T2-4-21
Group 2 Control System Group 5 Electrical System

Engine Control.......................................... T2-2-2 Power Source Circuit (Key Switch: OFF) .. T2-5-2
Pump Control ......................................... T2-2-10 Accessory Circuit (Key Switch: ACC) ........ T2-5-4
Fast-Filling Panel Lower Control............. T2-2-16 Engine Start Circuit (Key Switch: ON) ....... T2-5-6
Sliding Fold-In Ladder Control ................ T2-2-18 Charging Circuit ...................................... T2-5-12
Auto-Lubrication Control......................... T2-2-22 Engine Stop Circuit ................................. T2-5-28
Radiator Fan Motor Speed Control ......... T2-2-26 Surge Voltage Protection Circuit ............. T2-5-34
Oil Cooler Fan Motor Speed Control....... T2-2-28
Wiper Control ......................................... T2-2-30
Travel Mode Control ............................... T2-2-32
Group 3 ELU System

Outline ...................................................... T2-3-1
Pilot Control Shutoff Control ..................... T2-3-2
Pump Control ........................................... T2-3-4
Cushion Cylinder End Travel Regulation
Control .................................................. T2-3-6
Swing Stop Control ................................... T2-3-8
18MT-2-1
(Blank)
18MT-2-2
SYSTEM / Controller
OUTLINE
Controllers are arranged by function. They are con-

nected through CAN for monitoring all machine oper-
ating conditions including the engine, and for indicating
operating information on the display in the cab.
• MC: Main Controller

• ELU: Electric Lever Control Unit
• IDU: Information Display Unit
• ECM: Engine Control Module
• DLU: Data Logging Unit
• CSU: Contamination Sensing Unit
• HMU: Hydraulic System Monitoring Unit
∗MMS: Modular Mining System
ECM(C2) ECM(C1) ECM(P)
Service
J1939-CAN
Tool
GPS antenna
DLU
Orbcumm
Ke-CAN
(Option)
IDU ELU MC
MMS
COMM. UNIT MMS
Option
Option
Display
CAN
Keypad
HMU CSU
T18M-02-01-001
T2-1-1
SYSTEM / Controller
MC: MAIN CONTROLLER
Functions
• Auto-Idle Control • Auto-Lubrication Control

When all control levers are in neutral and auto-idle MC activates the auto-lubrication solenoid valve at
switch is ON, MC send auto-idle signal to ECM. intervals set by the auto-lubrication interval switch to
ECM reduce the engine speed to auto-idle speed. lubricate front joint pins, swing bearing, and center
joint.
• Power Increase Control
When the engine speed is between 1800 to 1900 • Oil Cooler Fan Control
min-1, and MC receives lever control signal from ELU, MC controls the oil cooler fan speed select solenoid
MC controls the power increase solenoid valve to valve in response to signal from hydraulic oil tem-
deliver pilot pressure oil to Pz port of the pump perature sensor to change the oil cooler fan motor
regulator, thus increasing pump absorption horse- speed at four stages.
power.
• Radiator Fan Control
• Power Decrease Control MC controls the radiator fan speed select solenoid
When engine speed is less than 1650 min-1 or ECM valve in response to signal from radiator inlet tem-
send the engine protection signal or MC receives perature sensor to change the radiator fan motor
lever control signal from ELU, MC controls the power speed at three stages.
decrease solenoid valve to deliver pilot pressure oil When ambient temperature of the radiator front cer-
to Pf port of pump regulator, thus decreasing pump tain limit over, the MC execution this control with
absorption horsepower. using the signal from LTA outlet temperature sensor.
• Fast-Filling Panel Lower Control

When the fast-filling switch is turned ON with the pi-
lot control shutoff lever OFF, MC activates the
fast-filling solenoid valve to supply pressure oil from
pilot pump to lift cylinder, thus lowering the fast-filling
panel.
When the pilot control shutoff lever is ON (locked),
MC controls that the fast-filling panel does not lower.
T2-1-2
SYSTEM / Controller
Pilot Control Shutoff

Lever Limit Switch To IDU, DLU
MC
Auto-Idle
Switch
ELU
Engine Speed Sensor
Fast-Filling Switch
ECM
Fast-Filling Fast-Filling
Panel Position Solenoid Power Increase
Monitor Switch Valve Solenoid Valve
To ELU
Power Decrease
Solenoid Valve
Pressure Switch 1
Auto-Lubrication
(Auto-Lubrication) Solenoid Valve
Oil Cooler Fan

Speed Select
Solenoid Valve
Pressure Switch 2
(Manual Lubrication)
Auto-Lubrication
Interval Switch
Radiator Fan
3 min. Speed Select
5 min. Solenoid Valve
J193
15 min.
LTA Outlet Temperature
Sensor
Hydraulic Oil Temperature Sensor Radiator Inlet Temperature

Sensor
Power Increase Pressure Sensor Oil Cooler Fan Control

Pressure Sensor
Power Decrease Pressure Sensor

Radiator Fan Control
Pressure Sensor
T18M-02-01-002
T2-1-3
SYSTEM / Controller
• Wiper Control
MC operates the wiper at slow speed, fast speed or
intermittently in response to wiper switch positional
signal. In the intermittent mode, the wiper operates
at intervals set by the interval switch.
• Power Delay Shutoff Control

MC shuts off the exciting current at the power shutoff
delay relay at the lapse of certain period (Settable
from 15 second to 10 minute) after turn-ON of the
key switch. As a result, the battery relay is turned
OFF to shut off the current from battery.
Time setting can be perform on the monitor display.
• Fuel Level Measurement

MC receives signal from the fuel level sensor and
fuel level switch, then transmits the detected data
from the sensor to IDU through CAN. IDU outputs
the detected data to the display. (Refer to Section
“IDU meter Indication”.)
• Motion Alarm Control

MC receives signal from travel pilot pressure sensor,
and sounds travel alarm when the received signal
reaches the setting or higher, which indicates that
the machine is traveling.
T2-1-4
SYSTEM / Controller
Wiper Motor
MC
Wiper Relay 2
Key Switch
Washer Switch Fuse #75

Wiper Switch
・OFF Fuse #76
・INT.
・LOW
・HIGH Wiper Relay 4
From Battery
From Key Switch
Wiper
Fuse Fuse Relay 1
#77 #21
Washer Mo-
tor Relay Wiper
Relay 3
Washer Motor
Warning Light LED Red
Wiper Warning Light LED Yellow

Interval
Switch Power Decrease
• 25 sec. Solenoid Valve
• 20 sec.
• 15 sec.
• 10 sec.
• 5 sec.
Fuel Level Sensor
Battery
Travel Pilot Pressure Sensor
Power Shot-off
Delay Relay
Travel Alarm
Fuel Level Switch (Hi)
Fuel Level Switch (Low) To IDU, DLU
CAN
Monitor
IDU
Display
Power Shot-off T18M-02-01-003

Delay Time Setting
(15 second to
10 minute)
T2-1-5
SYSTEM / Controller
• Alarm Judgment
MC passes the following judgment.
1.Hydraulic oil level

2.Air cleaner filter clogging (LED Yellow)
3.Alternator operation
4.Pump transmission oil level
5.Emergency switch status (ON/OFF)
6.Valves opening/closing
7.MC turns ON warning light LED red or LED yellow
according to judgment.
At the same time, IDU turns on warning light on
the monitor display in response to information
through CAN.
NOTE: IDU also sounds buzzer, if judgment the
hydraulic oil level, pump transmission oil
level or hydraulic oil tank valve are abnor-
mal.
• Failure Diagnosis
Failure diagnosis is carried out through sensors
connected to MC.
Failure information is transmitted to DLU and IDU via
CAN.
DLU logs failure information.
IDU indicates failure information on the display.
T2-1-6
SYSTEM / Controller
Air Release
Solenoid Valve
Alternator
Line
Key Switch Air Cleaner Switch
ON Signal MC
Line
3 2 1
6 5 4
Valve Limit
Switch
(Return, Upper)
Valve Limit Switch
(Return,
Lower) Valve Limit
Switch
(Suction L)
Valve Limit
Switch
(Suction R)
to ECM
(Key ON)
Warning Light LED Red
Warning Light LED Yellow

Hydraulic Oil
Level Switch
To IDU, DLU
Hydraulic Oil Level

Alarm Switch CAN
1 - Emergency Switch
Charge
(Cab)
2 - Emergency switch
(Radiator Room)
(Engine Room (Front))
Pump Transmission
Oil Level Alarm
Switch (Engine Room (Rear))
(Pump Room)
Engine Speed (Oil Cooler Room)
Sensor
T18M-02-01-004
T2-1-7
SYSTEM / Controller
ELU: Electric Lever Control Unit
Functions
• Pilot Control Shutoff Valve Selection
Actuates or stops the lever lock solenoid by select-
ing the pilot control shutoff valve relay with the pilot
control shutoff lever limit switch to deliver or shuts off
pilot pressure oil to control solenoid valve.
• Pilot pressure Control By Control Valve

ELU transmits signal to the control solenoid valve in
response to signal from electric control lever. The
control solenoid valve delivers pilot pressure oil to
D.Q.R (Dual Quick Response) valve in response to
signal.
Pump control functions

• Positive Control
ELU transmits signal to the positive control valve
according to the control lever stroke.
The positive control valve delivers pilot pressure oil
to the pump regulator in response to signal so as to
control the pump displacement angle.
T2-1-8
SYSTEM / Controller
Pilot Control Shutoff CAN

Lever Limit Switch MC To IDU, DLU
Pilot Control
ELU Shutoff Relay
Front/Swing Con- Lever Lock Solenoid
trol Lever
EHC Valve (For Elec-

tric Lever Control)
Arm Retract
Travel Control (※Extend)
Lever Solenoid Valve
Swing Right So-
lenoid Valve
Bucket Open So-
lenoid Valve
(Loader Front Only)
Bucket Close So-
lenoid Valve
(Loader Front Only)
Boom Raise
Solenoid Valve
Bucket Tilt-Out
Solenoid Valve
Cushion Cylinder End
Pressure Sensor Travel Reverse
Solenoid Valve (R)
Arm Extend
(※Retract)
Solenoid Valve
Travel Forward
Solenoid Valve (L)
Travel reverse
Sliding Fold-In Ladder Storage Solenoid Valve (L)
Detection Limit Switch
Boom Lower
Solenoid Valve
Fast-Filling Panel Position Travel Forward EHC Valve

Detection Switch Solenoid Valve (R) (For Main Pump
Control)
Bucket Tilt-in
Solenoid Valve Main Pump Dis-
placement Control
Swing Left (No.1,2.5,6,7,8
Solenoid Valve Main Pump)
Main Pump Dis-
placement Control
(No.3 Main Pump)
Main Pump Dis-
placement Control
(No.4 Main Pump)
T18M-02-01-005
※: For Back-hoe Front
T2-1-9
SYSTEM / Controller
• Cushion Cylinder End Travel Limit Control
When the cushion cylinder reaches its stroke end
during travel, ELU receives signal from the cushion
cylinder end pressure sensor. Then, ELU stops
travel control which operated direction.
When travel is reversed and the cushion cylinder
leaves from the stroke end, travel control resume.
• Swing Stop Control

ELU deactivates swing lever control signal in re-
sponse to signal from the concentrated fast-filling
panel position detection switch or sliding fold-in
ladder storage detection limit switch. As a result,
swing stops.
• Auto-Idle Command
When electrical control lever is in neutral, ELU
sends its signal to MC.
MC controls ECM to decrease the engine speed
down to auto-idle speed.
• Failure Diagnosis
Diagnoses failure of sensors connected to ELU, and
detects stick phenomena in control solenoid valve.
When receiving stick signal from the control sole-
noid valve or control lever/pedal, the lever lock so-
lenoid valve is deactivated, thus stopping control
automatically.
Failure information is transmitted through CAN to
DLU and IDU.
DLU logs failure information.
IDU outputs failure information to the display.
T2-1-10
SYSTEM / Controller

Pilot Control
ELU Shutoff Relay
Front/Swing Lever Lock Solenoid
Control Lever

tric Lever Control)
Arm Retract
Swing Right So-
lenoid Valve
Bucket Open So-
lenoid Valve
(Loader Front Only)
Bucket Close So-
lenoid Valve
(Loader Front Only)
Boom Raise
Solenoid Valve
Bucket Tilt-Out
Solenoid Valve
Pressure Sensor Travel Reverse
Solenoid Valve (R)
Arm Extend
(※Retract)
Solenoid Valve
Travel Forward
Solenoid Valve (L)
Travel reverse
Sliding Fold-In Ladder Storage Solenoid Valve (L)
Boom Lower
Solenoid Valve
Fast-Filling Panel Position Travel Forward EHC Valve

Detection Switch Solenoid Valve (R) (For Main Pump
Control)
Bucket Tilt-in
Solenoid Valve Main Pump Dis-
placement Control
Main Pump Dis-
placement Control
(No.3 Main Pump)
Main Pump Dis-
placement Control
(No.4 Main Pump)
T18M-02-01-005
T2-1-11
SYSTEM / Controller

Pilot Control
ELU Shutoff Relay
Front/Swing Con- Lever Lock Solenoid
trol Lever

tric Lever Control)
Arm Retract
Swing Right So-
lenoid Valve
Pilot Pressure Sensor Bucket Open So-
Travel Reverse (R) lenoid Valve
(Loader Front Only)
Bucket Close So-
Bucket Tilt-Out lenoid Valve
(Loader Front Only)
Bucket Close
Boom Raise
(Loader Front Only)
Solenoid Valve
Bucket Open
(Loader Front Only) Bucket Tilt-Out
Solenoid Valve
Swing Right
Travel Reverse
Solenoid Valve (R)
Boom Raise
Arm Extend
Arm Retract (※Retract)
(※Extend) Solenoid Valve
Travel Forward
Bucket Tilt-In Solenoid Valve (L)
Travel Forward (R) Travel reverse

Solenoid Valve (L)
Swing Left Boom Lower
Solenoid Valve
Travel Reverse (L)
Travel Forward EHC Valve
Solenoid Valve (R) (For Main Pump
Travel Forward (L) Control)
Bucket Tilt-in
Boom Lower Solenoid Valve Main Pump Dis-
placement Control
Arm Extend
(※Retract)
Main Pump Dis-
placement Control
(No.3 Main Pump)
Main Pump Dis-
placement Control
(No.4 Main Pump)
T18M-02-01-006
T2-1-12
SYSTEM / Controller
(Blank)
T2-1-13
SYSTEM / Controller
IDU: Information Display Unit
Functions
IDU is designed for data entry by the keypad, and
data display.
• Displaying METERS
IDU receives meter data from controllers (MC, ECM
and DLU) through CAN.
IDU indicates the meter data on the display.
• Display Items
1- Hydraulic Oil Temperature
2- Engine Coolant Temperature
3- Engine Speed
4- Engine Oil Pressure
5- Engine Oil Temperature
6- Battery Voltage
7- Fuel Level Keypad
T18G-02-01-108
8- Atmospheric Temperature
1 2 3
7 6 T18M-02-01-007
Display
T2-1-14
SYSTEM / Controller
Display Data Flow
1- Hydraulic Oil Temperature

Hydraulic Oil Temperature Sensor → MC → ke-CAN → IDU
2- Engine Coolant Temperature
Coolant Temperature Sensor → ECM → CAN (J1939) → DLU → ke-CAN → IDU
3- Engine Speed
Engine Speed Sensor → MC → ke-CAN → IDU
4- Engine Oil Pressure
Engine Oil Pressure Sensor → ECM → CAN (J1939) → DLU → ke-CAN → IDU
5- Engine Oil Temperature
Engine Oil Temperature Sensor → ECM → CAN (J1939) → DLU → ke-CAN → IDU
6- To Battery Voltage A
Power Source → DLU → ke-CAN → IDU
7- Fuel Level
Fuel Level Sensor → MC → ke-CAN → IDU
Fuel Level Switch → MC → ke-CAN → IDU
8- Atmospheric Temperature
Atmospheric Temperature Sensor → DLU → ke-CAN → IDU
T2-1-15
SYSTEM / Controller
ECM (C2)
Engine Coolant ECM (C1)
Temperature Sensor
ECM (P) DLU IDU
J1939
CAN
Engine Oil Pressure Sensor
Engine Oil
Temperature Sensor
ke-CAN
Atmospheric Temperature Sensor
ke-CAN
Engine Speed Sensor
MC
Hydraulic Temperature Sensor
ke-CAN
Fuel Level Sensor
Fuel Level Switch 1
Fuel Level Switch 2
Display
ELU
Keypad T18M-02-01-008
T2-1-16
SYSTEM / Controller
• Fault Code Indication • Maintenance Log Output/Maintenance Record
IDU indicates fault codes on the display in response Indicates the log of replacement, including hour
to abnormality signal from controllers through CAN. meter reading, number of maintenance times, and
remaining hours to next maintenance.
• Failure Information Indication Indicates a list of maintenance items, so select the
IDU indicates failure information on the display by concerned item to log the replacement data.
entering data using the keypad.
Setting Intervals And Warning ON/OFF
• Buzzer Output Set intervals of replacement items individually.
IDU sounds buzzer in response to the specific alarm Can set alarm ON/OFF of all replacement items at a
signal from controllers through CAN. time.
• Status Indication • Life Data Display

IDU indicates temperature and pressure data etc. on IDU receives cumulative information, including cu-
the display in response to signal from controllers mulative engine running hours and machine oper-
through CAN. ating hours, from DLU through CAN, and indicates it
on the display.
• Automatic Snapshot Indication
At the occurrence of warning, automatically logs • Property (Machine Information) Indication
temperature and pressure data for five minutes be- Indicates the property of the machine, including
fore warning and one minute after warning. controller configuration, hardware and software
The log can be later checked using the keypad. (version).
• Manual Snapshot Indication

Any temperature and pressure data can be checking
manually when necessary. The date can be record
and later checked.
• Maintenance Log
Maintenance warning output
Alert to the replacement of air filters, engine oil and
hydraulic oil on the display at every preset interval.
T2-1-17
SYSTEM / Controller
• Starting Processing and Check
IDU processes the following at the start of operation.
• Memory check
• Buzzer Check
• System configuration check: Checks controllers
connected to CAN network.
• Level check: Checks coolant, engine oil, and hy-
draulic oil levels
• Electric control lever check: Checks control levers
for neutral position, model name setting, front
setting and multi lever.
• Maintenance warning: Alerts to items required to
be maintained.
• Other Settings
IDU can set and change the following items.
• Maintenance settings: Sets change interval and
hours of consumable parts.
• Snapshot settings: Format a record date of man-
ual snapshot.
• Time settings: Sets world standard time, local
standard time and time difference.
• Working light off delay time settings: Set up the
delay time of working light off from the setting
time.
T2-1-18
SYSTEM / Controller
(Blank)
T2-1-19
SYSTEM / Controller
ECM: Engine Control Module
(Engine Controller)
Functions
• Fuel Injector Control
ECM operates the fuel injector in response to signal
from the accelerator sensor, engine crank angle
sensor, boost pressure sensor and common rail
pressure sensor in order to control the engine.
• Low Temperature Starting Control

ECM excitation the ether solenoid valve in response
to signal from the engine inlet air temperature sensor
to improve engine starting ability.
• Auto-Idle Control
ECM operates the fuel injector in response to signal
from MC in order to reduce the engine speed down
to the auto-idle speed.
• Failure Diagnosis Control

When ECM receives erratic data from the
accelerator sensor, engine crank angle sensor,
boost pressure sensor and common rail pressure
sensor, ECM controls the fuel injector to adjust the
engine speed, fuel injection quantity and engine stop.
Also, failure is indicated by warning light (lighting
and blinking).
T2-1-20
SYSTEM / Controller
ECM (C2)
ECM (C1) Fuel Injector
ECM (P)
Accelerator Sensor
Engine
Engine Crank Angle Sensor Maintenance
Indicator
Engine Stop
Boost Pressure Sensor Indicator
Engine
Warning Light
Common Rail Pressure Sensor
Ether Solenoid
Valve
Engine Failure Diagnosis Switch
Engine Inlet Air
Temperature
Sensor
Engine Failure Code INC / DEC Switch
MC
T18M-02-01-009
T2-1-21
SYSTEM / Controller
DLU: Data Logging Unit
Functions
• Monitor System • MMS Communication (Option)
DLU monitors communication with connected units, Communicates with the mine management system
and logs abnormality if any. -- MMS (Modular Mining System).
Sends warning information to MMS in real time at
• Operating Hour Control the occurrence of warning.
DLU incorporates the internal clock and GPS
receiver. • Satellite Communication (Orbcumm) (Option)
The internal clock is corrected to the standard time, Can change the starting and finishing times of daily
using the GPS receiver. data, using the palm or the display in the cab.
Log data from DLU is transmitted to the Orbcumm
• Basic Data Retrieval terminal.
Retrieves data for ECM through CAN (J-1939) line
then transmitted to the ke-CAN line.
• Warning Detection
Logs warning information with stamped time.
• Operating Condition Detection

Processes operating data every 30 minutes.
• Snapshot
At each occurrence of warning, logs operating data
every one second for five minutes before warning
and one minute after warning.
Logs only one type of snapshot data a day even
when the same warning occurs several times a day.
• Service Tool Communication

Can communicate with the palm or a personal
computer.
• Parameters Setting
Sets parameters in DLU, using the palm.
T2-1-22
SYSTEM / Controller
Service Orbcomm
Tool (Option)
ECM (C2)
ECM (C1)
ECM (P)
DLU IDU
CAN
(J-1939)
y Internal Clock
y GPS
Ke-
CAN
Ke-
CAN
Ke-CAN
ELU MC
MMS
COMM.
Unit
MMS
Keypad
(Option)
Display
T18M-02-01-010
T2-1-23
SYSTEM / Controller
CSU: Contamination Sensing Unit
Functions
CSU senses the amount of contaminant (metal
particles) with contamination sensors provided in the
drain circuits for main pumps, swing motors and drain
circuit.
Also, sends detection signals from all contamination
sensors to CAN at a cycle of one second.
If any resistance in contamination sensors is lowered
than the specified level, CSU turns ON the warning
light LED yellow.
IDU receives this signal, and indicates the warning
on the display.
At the same time, DLU logs it.
T2-1-24
SYSTEM / Controller
CSU
(Power Consumption: MAX 1A)
Contamination
Sensor
B
Main Pump P1 W
CH1
D/O (Open Collector) Warning light LED Yellow
•GND (0V) Output at Warning
B
Main Pump P2 W
CH2 MAIN POWER From Battery
MAIN POWER GND
B
Main Pump P3 W CAN
CH3
CAN_A To IDU, DLU
B
Main Pump P4 W Contamination
CH4
Sensor
B
W Swing Motor
CH17 (Left, Front)
B
Main Pump P5 W CH5
B
W Swing Motor
CH18 (Left, Rear)
B
Main Pump P6 W B
CH6
W Swing Motor
CH19
(Right, Front)
B
W B
Main Pump P7 CH7 Swing Motor
CH20 W
(Right, Rear)
B B
Main Pump P8 W W Travel Motor
CH8 CH21 (C/J)
T18M-02-01-011
T2-1-25
SYSTEM / Controller
HMU: Hydraulic System Monitoring Unit
(Pump/Swing Motor Drain Pressure
Monitoring Unit)
Functions
For monitoring, HMU receives hydraulic drain
pressure data from drain pressure sensors provided
in drain circuits for main pumps and four swing
motors.
If peak drain pressure is increased to the specified
level or higher, and its frequency exceeds the
specified times, HMU sends signal together with
temperature and pressure sensor frequency data to
DLU through CAN.
At the same time, DLU logs the frequency of
abnormality.
IDU indicates the temperature and pressure sensor
frequency data on the monitor display through CAN.
T2-1-26
SYSTEM / Controller
HMU
SENSOR_5V
GND CAN
Drain Pressure
Sensor
To IDU, DLU
Main Pump P1
Main Pump P2 Oil Cooler Outlet

Temperature Sensor
(Front)
Oil Cooler Outlet
Temperature Sensor
Main Pump P3 (Rear)
Oil Cooler Front Air
Temperature Sensor
(Front)
Main Pump P4 Oil Cooler Front Air
Temperature Sensor
(Rear)
Oil Cooler Inlet Pressure
Main Pump P5 Sensor (Front)
Oil Cooler Inlet Pressure

Sensor (Rear)
Main Pump P6
Main Pump P7
Main Pump P8
Swing Motor
(Left, Front)
Swing Motor
(Left, Rear)
Swing Motor
(Right, Front)
Swing Motor
(Right, Rear)
T18M-02-01-012
T2-1-27
SYSTEM / Controller
(Blank)
T2-1-28
SYSTEM / Control System
OUTLINE
Signals from any of various sensors and switches en-

ter MC (Main Controller), and ECM (Electronic Control
Module).
MC, ECU, and ECM process signals and activate so-
lenoid valves and relays so that the engine, pumps,
radiator fan motor, oil cooler fan motor, and wipers are
controlled in response to signals.
In addition, travel mode control as well as swing stop
control (while lowering the sliding fold-in ladder or op-
erating the Fast-Filling system) are carried out by the
electric and hydraulic combined circuits.
MC
Input Output Control
Lever control signal from ELU Power increase solenoid valve Pump control (power increase control)
Engine speed sensor Power decrease solenoid valve Pump control (power decrease control)
Hydraulic oil temperature sensor Oil cooler fan speed select Oil cooler fan motor speed control
solenoid valve
Wiper switch Wiper relay 1 Wiper control
Interval switch Wiper relay 3
Wiper relay 4
Coolant temperature sensor Radiator fan speed select sole- Radiator fan motor speed control
(Radiator inlet) noid valve
Coolant temperature sensor
(LTA outlet)
Air temperature sensor
(Radiator front)
ECM
Accelerator sensor Fuel Injector Engine control (engine speed control)
Crank revolution sensor
Engine inlet air temperature sen- Fuel Injector Engine control (low temperature start
sor Ether Solenoid Valve control)
Auto-idle signal from MC Fuel Injector Engine control (auto-idle control)
Radiator inlet temperature sen- Fuel Injector Engine control
sor (engine protection control)
Engine inlet air temperature sen-
sor
Engine oil pressure sensor
Coolant level sensor
Coolant pressure sensor
Fuel temperature sensor
Engine control dial
T2-2-1
ENGINE CONTROL
Engine Speed Control
Function: Controls the engine speed and output
torque in response to signals from engine
control dial and engine loads.
Operation:
1. When the engine control dial is activated, the en- 4. ECM judges the current engine loading status,
gine control dial sends electrical signals to ECM thus control the fuel injector to the most appropri-
according to the operating stroke. ate injection quantity.
2. ECM operates the fuel injector in response to sig- 5. The detected data from the crank revolution
nals in order to control the engine speed. sensor is transmitted to IDU via DLU through
3. At the same time, ECM receives signals from the CAN line.
crank revolution sensor.
Crank Revolution Sensor

IDU
Fuel Injector
J1939-CAN
Engine Control Dial

DLU ECM
Ke-CAN
T18M-02-02-001
T2-2-2
(Blank)
T2-2-3
Low Temperature Start Control
Function: Warms up the intake air when the intake
air temperature is low (-5°C (23°F) or
lower) by injection the ether into the intake
manifold to improve the engine starting
ability.
Operation:
1. When the key switch is turned ON position, en-
gine inlet air temperature sensor send electrical
signal to ECM.
2. Press the engine start switch, though, intake air
temperature is low (-5°C(23°F) or lower), ECM
excitation the ether solenoid valve and rotate the
starter motor.
3. ECM degauss the ether solenoid valve, when
electrical signal from the crank revolution sensor
500 min-1 and above.
4. With the ether into the intake air, improvement the
engine ignition performance.
5. When engine dose not start, press the engine
stop switch then press the engine start switch
again.
T2-2-4
Engine Intake Air Temperature Sensor

Ether Bottle
Ether Solenoid Valve
Ether Line
Intake Manifold
Key ON Signal Fuel Injector
Engine Start Switch ECM
Engine Stop Switch
Starter Monitor T18M-02-02-002
T2-2-5
Auto-Idle Control
Function: Reduces fuel consumption and noise level
by decreasing the engine speed when all
control levers are in neutral with the
auto-idle switch ON.
Operation:
1. MC receives signals from the auto-idle switch and
control signals (front/swing, and travel) from ELU.
2. MC send signal to ECM when lever control signal
from ELU becomes zero with the auto-idle switch
ON.
3. ECM reduce the engine speed to the auto-idle
speed of 1400±50 min-1 (rpm) by control the fuel
injector at the lapse of about three seconds after
receiving signals from MC.
4. The crank revolution sensor check the engine
speed and send signal to ECM. Then, ECM can
recognize that the engine speed is reduced to the
auto-idle speed.
5. MC send auto-idle mode signals to IDU via CAN.
Then, IDU display the auto-idle icon on to the
monitor display.
6. When the control lever is operated and MC re-
ceive lever control signal from ELU, MC stop
sending signal to ECM.
Then, ECM increase the engine speed to the
speed set by the fuel lever.
NOTE: In case signals from the accelerator sensor

are lower than the auto-idle speed of
1400±50 min-1 (rpm), the auto-idle control is
inoperative.
T2-2-6
Lever Control
Signal/Front & Swing
MC
ELU Engine Control Dial
D/0（24V） 1 Crank Revolution Sensor
Fuel Injector
D/0（24V） 2
Lever Control
Signal/Travel
Auto-Idle Switch
Ke-CAN IDU Signal (Pilot Display)

[Output]
y Auto-Idle Mode Signal
T18M-02-02-003
T2-2-7
Engine Protection Control
Function: When ECM detects a malfunction, the en-

gine protection control starts in order to
prevent the engine from damage.
Operation:
1. When ECM receives the malfunction signals be-
low from each sensor, ECM sends the information
to CAN.
• Coolant temperature (High)
• Engine Intake air temperature (High)
• Engine oil pressure (Low)
• Coolant level (Low)
• Fuel temperature (High)
• Clank case pressure (High)
• Coolant pressure (Low)
• Engine oil temperature (High)
2. ECM reduces fuel injection amount of the injector
and decreases the engine speed.
3. MC receives the information of engine malfunc-
tion by using CAN.
MC stop the signal to the power increase solenoid
valve and sends the signal to the power decrease
solenoid valve. Therefore, the pump displacement
angle is reduced and the pump load decreases.
T2-2-8
Engine Intake Air Temperature Sensor

Fuel Injector
Intake Manifold
ECM
ENG.
Sensors
J1939-CAN ・Coolant Temperature Sensor
・Engine Oil Pressure Sensor
・Coolant Level Sensor
・Fuel Temperature Sensor
DLU ・Clank Case Pressure Sensor
・Coolant Pressure Sensor
・Engine Oil Temperature Sensor
Ke-CAN
MC
P8 P6 P4 P2
P7 P5 P3 P1
Pilot Pump Power Increase Power Decrease T18M-02-02-010
Solenoid Valve Solenoid Valve
T2-2-9
PUMP CONTROL
Power Increase Control (Speed Sensing)
Function: Controls the pump flow rate according to

variations in engine speed to efficiently
utilize engine output.
Operation:
1. The engine speed sensor convert the engine
speed into electrical signal, and send this signal
to MC.
2. When the engine speed is between 1600 and
1750 min-1 and MC receives lever control signal
(front/swing or travel) from ELU, MC sends elec-
trical signal to the power increase solenoid valve
in proportion to the engine speed.
3. The power increase solenoid valve deliver pilot
pressure oil in response to this signal to the main
pump regulator, thus increasing the pump driving
power.
4. Accordingly, the pump flow rate and hydraulic
actuator speed increase. (Refer to COMPONENT
OPERATION/Pump Device group.)
5. As the pump driving power increase, the engine
load increase, so that the engine speed de-crease.
This regulator operation continues until the
en-gine speed decrease to 1600 min-1.
T2-2-10
EHC Valve
(For Main Pump Control)
Power Increase
Solenoid Valve
ELU
Lever Control Sig- Lever Control

nal/Front & Swing Signal/Travel
MC
Pilot
Power Increase Pump
Solenoid Valve
Engine Speed Engine

Sensor
T18M-02-02-004
T2-2-11
Power Decrease Control
Function: Reduces the main pump driving power

when the engine speed is 1650 min-1 or
slower to protect the engine from being
overloaded.
Operation:
1. The engine speed sensor convert the engine
speed into electrical signal and send the signal to
MC.
2. When the engine speed is less than 1650 min-1 or,
MC receive lever neutral signal (front/swing or
travel) from ELU, MC send signal to the power
decrease solenoid valve to change over the
power decrease solenoid valve.
3. As the power decrease solenoid valve is changed
over, pilot pressure oil from the pilot pump is de-
livered to the main pump regulator, thus de-
creasing the pump driving power. (Refer to
COMPONENT OPERATION/Pump Device group.)
4. As the pump driving power decrease, the engine
load is reduced, thus increasing the engine speed.
Thereby, the engine is protected from being
overloaded.
5. After the engine speed increase 1750 min-1 or
higher, MC stop signal to the power decrease
solenoid valve, so that normal operation resume.
T2-2-12
EHC Valve
Power Decrease
Solenoid Valve
ELU
Lever Neutral Sig- Lever Neutral

MC
Pilot
Power Decrease Pump
Solenoid Valve
Engine Speed Engine

Sensor
T18M-02-02-004
T2-2-13
Power Decrease Control (With control levers in
neutral or at start of operation)
Function: Always activates the power decrease

control system when control levers are in
neutral to prevent the initial decrease in
engine speed caused by shifting the con-
trol levers.
Operation:
1. When the control levers are in neutral, lever con-
trol signals (front/swing and travel) from ELU to
MC become zero. At the lapse of 0.5 second, MC
send signal to the power decrease solenoid valve
to change over the solenoid valve.
2. When the power decrease solenoid valve is
changed over, pilot pressure oil is delivered to the
main pump regulator, thus decreasing the pump
drive power. (Refer to COMPONENT OPERA-
TION/Pump Device group.)
In this control, the power increase solenoid valve
is deactivated, so that power increase control is
not carried out.
3. When the control levers are shifted, MC receives
lever control signals (front/swing or travel) from
ELU. At the lapse of 0.5 second, MC gradually
turns OFF the power decrease solenoid valve,
thus stopping power decrease control.
4. As power decrease control is activated for 0.5
second at the start of lever shifting, the initial de-
crease in engine speed can be prevented.
When the power decrease solenoid valve is de-
activated, and the engine speed is 1800 min-1 or
higher, the power increase solenoid valve is acti-
vated, thus carrying out power increase control.
T2-2-14
EHC Valve
Power Decrease
Solenoid Valve
ELU
Lever Neutral Sig- Lever Neutral

MC
Pilot
Power Decrease Pump
Solenoid Valve
Engine Speed Engine

Sensor
T18M-02-02-004
T2-2-15
FAST-FILLING PANEL LOWER CONTROL
Function: Prevents the Fast-Filling panel from low-
ering for safety while the pilot control
shutoff lever is ON (levers operative).
When the Fast-Filling panel is lowered,
swing is inoperative. Refer to Swing Stop
Control group.
Operation:
• Pilot control shutoff lever: OFF • Pilot control shutoff lever: ON
1. When the pilot control shutoff lever limit switch 1. When the pilot control shutoff lever limit switch
opens, MC makes connection to the ground cir- closes, MC causes the ground circuit of the
cuit for Fast-Filling relay. Fast-Filling relay to shut off.
2. Under this condition, when the Fast-Filling switch 2. Even if the Fast-Filling switch is turned ON under
is ON, electric current from MC excites the this condition, the Fast-Filling relay is not excited,
Fast-Filling relay. thus preventing the Fast-Filling panel from low-
3. Electric current from the battery flows to the ering.
Fast-Filling solenoid valve via the Fast-Filling re-
lay, activating the Fast-Filling solenoid valve. IMPORTANT: Even if the pilot control shutoff limit
4. Pilot pressure oil from the Fast-Filling solenoid switch is closed while the
valve flows to the lift cylinder bottom end to lower Fast-Filling panel is lowering or
the Fast-Filling panel. when lowered fully, MC causes the
5. When the Fast-Filling panel is lowered out of the Fast-Filling solenoid valve to oper-
detection range of the detection switch, MC ate continuously.
causes the alarm LED to light red, and sends At the same time, MC sends signals
signals to IDU through CAN to indicate the warn- to IDU through CAN to sound
ing on the display. buzzer.
6. At the same time, MC stops voltage signal to ELU,
deactivating swing. (Refer to Swing Stop Control
group.)
T2-2-16
Fast-Filling Switch
Fast-Filling Relay
MC
Fast-Filling
Solenoid Valve
Power Source for 24V

D/I (Max. 200mA)
Pilot Pump
D/O (O/C)
(Max.100mA)
Key Switch D/I (24V)

ON Signal

Lever Limit Switch
ON (Lever Control Available)
OFF (Lever Control Unavailable)
To ELU [Lever Control
D/I
(Available/Unavailable)]
D/I (24V)
Fast-Filling Panel
Position Detection
Switch Relay
Fast-Filling Panel
Position Detection Switch
D/I
D/I (24V)
To ELU (Refer to Swing
Stop Control group.)
Alarm LED Red D/O (24V)

(Max. 1.6A for SOL
and LAMP)
IDU (Information Display Controller)
CAN
(Output)
y Fast-Filling Panel Position Signal
y Buzzer Signal
Lift Cylinder
T18M-02-02-009
T2-2-17
SLIDING FOLD-IN LADDER CONTROL
Purpose: Controls not to operate the sliding fold-in
ladder when the gate lock lever is turned ON
(the control lever can be operated) for safety.
In addition, before the sliding fold-in ladder
cylinder reaches the stroke end, operating
speed decreases in order to protect the
sliding fold-in ladder.
Operation:
• Extending Sliding Fold-In Ladder
1. When the gate lock switch is OFF and the extend
switch is pushed, the ground circuits in sliding
fold-in ladder relays 2 and 3 are connected.
2. As sliding fold-in ladder relays 2 and 3 are excited,
sliding fold-in ladder motors 1 and 2 are also ex-
cited and the battery power operates sliding
fold-in ladder pump units 1 and 2.
3. At the same time, Sol. b in sliding fold-in ladder
solenoid valve 1 is excited and the spool is
switched.
NOTE: Although current flows to Sol. a, as the
ground is not connected (electric potential
difference: 0), Sol. a is not excited.
4. When pressure oil from sliding fold-in ladder
pump units 1 and 2 flows to the rod side of sliding
fold-in ladder cylinder through orifice A and sliding
fold-in ladder solenoid valve 3, the sliding fold-in
ladder is extended.
5. When the sliding fold-in ladder is extended half-
way, limit switch 2 for extend stroke end control is
turned ON and sliding fold-in ladder solenoid
valve 3 is connected to the ground circuit.
6. Therefore, as sliding fold-in ladder solenoid valve
3 is excited and the spool moves, the hydraulic
circuit is blocked.
7. As pressure oil from sliding fold-in ladder pump
units 1 and 2 flows to the sliding fold-in ladder
cylinder through only orifice A, sliding fold-in lad-
der cylinder speed becomes slow.
T2-2-18
From Battery
Sliding Fold-In
Ladder Cylinder
Sliding Fold-In
Ladder Relay 1
Sliding Fold-In Sliding Fold-In Holding Valve

Ladder Relay 2 Ladder Relay 3 Sliding Fold-In Holding
Ladder Relay 4 Valve
Storage Switch
Extend
Switch Sliding Fold-In
Sliding Fold-In Ladder Solenoid
Ladder Pump Valve 1
Unit 2
Sol. b
Orifice A
Sliding Fold-In
Ladder Pump
Unit 1 Sol. a
Sliding Fold-In
Ladder Solenoid
Valve 3
Limit Switch 1 Limit Switch 2 Sliding Fold-In
(For Expansion(For Expansion Ladder Solenoid
Detection) Slowdown Control) Valve 2
Stop Valve
Limit Switch 3 (Normally Closed)
Limit Switch 3
(For Storage (For Storage
Slowdown Control) Detection)
Air Conditioner
Motor
Limit Switch 5
(For Lock Lever)
Pilot Air Conditioner
Pump Compressor Drive
MC 76-58 Pump
76-19

Limit Switch
From Battery
76-58 ELU
T18M-02-02-012
T2-2-19
• Storage of Sliding Fold-In Ladder
1. When the gate lock switch is OFF and the storage 10. At the same time, sliding fold-in ladder solenoid
switch is pushed, the ground circuits in sliding valve 2 is also excited and the spool moves.
fold-in ladder relays 2 and 3 are connected. 11. As pressure oil from the pilot pump and the air
2. As sliding fold-in ladder relays 2 and 3 are excited, conditioner compressor drive pump is supplied to
sliding fold-in ladder motors 1 and 2 are also ex- the bottom side of sliding fold-in ladder cylinder
cited and the battery power operates sliding and the pushing force of sliding fold-in ladder
fold-in ladder pump units 1 and 2. cylinder increases, the sliding fold-in ladder is
3. At the same time, Sol. a in sliding fold-in ladder stored safely.
solenoid valve 1 is excited and the spool is
switched. NOTE: While limit switch 4 for storage detection is
turned ON, when the engine starts, sliding
NOTE: Although current flows to Sol. b, as the fold-in ladder solenoid valve 2 is excited
ground is not connected (electric potential automatically.
difference: 0), Sol. b is not excited. At the same time, pressure oil from the pilot
4. When pressure oil from sliding fold-in ladder pump and the air conditioner compressor
pump units 1 and 2 flows to the bottom side of drive pump is supplied to the bottom side of
sliding fold-in ladder cylinder, the sliding fold-in sliding fold-in ladder cylinder. Although the
ladder is stored. machine moves, the sliding fold-in ladder is
5. When the sliding fold-in ladder is stored halfway, fixed and does not move.
limit switch 3 for storage stroke end control is
turned ON and Sol. a in sliding fold-in ladder so-
lenoid valve 1 is demagnetized.
6. Therefore, as sliding fold-in ladder solenoid valve
1 is neutral, the hydraulic circuit is blocked.
7. As pressure oil from only sliding fold-in ladder
pump unit 2 flows to the sliding fold-in ladder cyl-
inder, sliding fold-in ladder cylinder speed be-
comes slow.
8. When the sliding fold-in ladder is stored com-
pletely and limit switch 5 for manual lock detection
is turned ON, current flows to two terminals in
MC.
9. Therefore, MC releases the swing operation lock.
T2-2-20
From Battery
Sliding Fold-In
Ladder Cylinder
Sliding Fold-In
Ladder Relay 1
Sliding Fold-In Sliding Fold-In Holding Valve

Ladder Relay 2 Ladder Relay 3 Sliding Fold-In Holding
Ladder Relay 4 Valve
Storage Switch
Extend
Switch Sliding Fold-In
Sliding Fold-In Ladder Solenoid
Ladder Pump Valve 1
Unit 2
Sol. b
Orifice A
Sliding Fold-In
Ladder Pump
Unit 1 Sol. a
Sliding Fold-In
Ladder Solenoid
Valve 3
Limit Switch 1 Limit Switch 2 Sliding Fold-In
(For Expansion(For Expansion Ladder Solenoid
Detection) Slowdown Control) Valve 2
Stop Valve
Limit Switch 3 (Normally Closed)
Limit Switch 3
(For Storage (For Storage
Slowdown Control) Detection)
Air Conditioner
Motor
Limit Switch 5
(For Lock Lever)
Pilot Air Conditioner
Pump Compressor Drive
MC 76-58 Pump
76-19

Limit Switch
From Battery
76-58 ELU
T18M-02-02-013
T2-2-21
AUTO LUBRICATION CONTROL
Function: To automatically grease the front attach-
ment joint pins, the swing bearing, and the
center joint at preset intervals.
Operation:
• Auto Lubrication
1. When the auto lubrication switch is set to the
AUTO position, current from terminal 76-13 of MC
is grounded via the auto lubrication switch so that
MC recognizes that the auto lubrication switch is
in the AUTO position.
2. Current from terminal 48-18 on MC flows to the
auto lubrication solenoid valve 1 at intervals pre-
set by the auto lubrication interval switch in order
to activate the auto lubrication solenoid valve 1.
3. Pressure oil from the pilot pump is routed to the
vent valve and grease pump drive motor via the
reducing valve to activate the grease pump.
4. As pilot pressure oil enters the vent valve, the
vent valve is closed to block the return circuit from
the grease pump to the grease tank.
As a result, grease is delivered to the front at-
tachment lubrication circuit.
5. Grease pressure in the front attachment lubrica-
tion circuit is routed to the pressure switch 1.
When grease pressure in the front attachment
lubrication circuit increases up to the set pressure
(17.7 MPa) or higher by the pressure switch 1, the
pressure switch 1 is turned ON, grounding the
terminal 48-38 on MC via the pressure switch 1.
Thereby, MC detects the increase in grease
pressure in the front attachment lubrication circuit.
6. MC turns ON the warning LED red, and sends
signals to IDU through CAN to indicate the warn-
ing on the display.
7. Also, MC activates the auto lubrication solenoid
valve for 150 seconds at the preset intervals for
intermittent lubrication.
T2-2-22
Auto Lubrication
Switch
MC
Pressure Switch 1 76-13

(For Auto Lubrication)
48-38
76-26
Warning LED Red

Pressure Switch 2
(For Manual Lubrication)
CAN IDU
Auto Lubrication
Interval Switch
76-57 48-18
3 Min.
5 Min.
10 Min.
15 Min.
76-6
76-18
76-5
Key On Signal(No.15 Fuse) 76-71
Engine Speed Sensor 1 48-30

48-42
Pilot
Pump
Center Joint & Swing Bearing

Lubrication Circuits
Front Attachment
Lubrication Circuit
Grease Pump
Hose Reel Circuit
Vent Valve
Grease Tank Reducing Auto Lubrication

Valve Solenoid Valve T18M-02-02-005
T2-2-23
• Manual Lubrication
1. When the auto lubrication switch is set to the
MANUAL position, MC maintains the auto lubrica-
tion solenoid valve 1 and 2 ON. This causes the
grease pump to discharges grease, allowing the
use of a grease gun.
2. The pressure switch 3 checks if manual lubrica-
tion is made normally. When lubrication circuit
pressure increases up to 23.5 MPa or higher, the
pressure switch 3 is turned ON.
3. Current from the terminal #48-38 of MC is
grounded through the pressure switch 3 to allow
MC to detect abnormality.
4. Current from the terminal #48-18 of MC is shut off
to turn OFF the auto lubrication solenoid valve 1
and to stop the grease pump.
NOTE: In manual lubrication mode, the warning

LED (red) is kept ON, and the warning is
indicated on the display at all times.
When a grease gun is not used, the grease
pump does not work as pressure in the lu-
brication circuit increases.
T2-2-24
Auto Lubrication
Switch
MC
Pressure Switch 1 76-13

(For Auto Lubrication)
48-38
76-26
Warning LED Red

Pressure Switch 2
(For Manual Lubrication)
CAN IDU
Auto Lubrication
Interval Switch
76-57 48-18
3 Min.
5 Min.
10 Min.
15 Min.
76-6
76-18
76-5
Key On Signal(No.15 Fuse) 76-71
Engine Speed Sensor 1 48-30

48-42
Pilot
Pump
Center Joint & Swing Bearing

Lubrication Circuits
Front Attachment
Lubrication Circuit
Grease Pump
Hose Reel Circuit
Vent Valve
Grease Tank Reducing Auto Lubrication

Valve Solenoid Valve T18M-02-02-005
T2-2-25
RADIATOR FAN MOTOR SPEED CON-
TROL
Function: Controls the radiator fan motor speed at First Speed Conditions:
three steps to maintain the engine coolant Coolant temperature is 80°C (176°F) or lower, and
and intake air temperatures in the proper intake air temperature is 44°C (111°F) or lower.
temperature range.
Second Speed Conditions:
Operation: Coolant temperature is 85°C (185°F) or higher, or in-
1. The radiator inlet temperature sensor (for radiator take air temperature is 49°C (120°F) or lower.
fan motor speed control) and LTA outlet tem-
perature sensors electrical signals to MC de- Third Speed Conditions:
pending on the detected temperatures. Coolant temperature is 90°C (194°F) or higher, or in-
2. MC controls the radiator fan motor speed control take air temperature is 49°C (120°F) or higher.
solenoid valve according to the delivered signals
in order to deliver pilot pressure oil to the radiator Radiator Fan Motor Speed
fan drive pump regulator. (Refer to COMPONENT
Pilot Pressure from Radiator Fan
OPERATION/Pump Device group for regulator
Solenoid Valve Motor Speed
operation.)
(Current from ECU) (min-1)
3. Thus, the delivery flow rate from the radiator fan
drive pump is controlled, adjusting the radiator fan First 3.51 MPa (36 kgf/cm2) 400
motor speed. [400 mA]
4. The detected data from the radiator inlet tem- Second 1.65 MPa (17 kgf/cm2) 1150
perature sensor and LTA outlet temperature sen- [270 mA]
sor is transmitted to IDU. Third 0 MPa (0 kgf/cm2) 1530
[50 mA]
NOTE: The listed radiator fan motor speeds are

those at the rated engine speed (1800
min-1).
NOTE: In case the radiator inlet temperature sen-
sor or LTA outlet temperature or radiator
front air temperature sensor becomes ab-
normal, fan speed is fixed at third speed.
T2-2-26
EHC Valve
（For Main Pump Control）
Radiator Fan Speed

Radiator Fan Motor Switch Solenoid Valve
Radiator Fan Motor Drive Pump
Radiator Fan Speed

Switch Solenoid Valve
Pump Transmission
Engine
Radiator Inlet Temperature

Sensor
LTA Outlet Temperature
Sensor MC
Radiator Front Air

Temperate Sensor
CAN
IDU
T18M-02-02-011
T2-2-27
OIL COOLER FAN MOTOR SPEED CON-
TROL
Function: Controls the oil cooler fan motor speed at Oil Cooler Fan Motor Speed Vs. Hydraulic Oil Temperature
four steps to maintain the hydraulic oil
Hydraulic Oil Pilot Oil Pressure from Oil Cooler Fan
temperature in the proper temperature
Temperature Solenoid Valve Motor Speed
range.
(°C) (Current: From MC) (min-1)
Operation: 59°C (120 °F) 3.54 MPa 290
1. The hydraulic oil sensor (oil cooler fan motor or Lower (36.1 kgf/cm2)
speed control) sends signals to MC depending on [400 mA]
oil temperature, 60 to 69 °C 1.74 MPa 760
2. MC controls the oil cooler fan motor speed control (122 to 156 °F) (17.7 kgf/cm2)
solenoid valve in response to the received signals [280 mA]
to deliver pilot pressure oil to the oil cooler fan 70 to 79 °C 1.39 MPa 950
drive pump regulator. (Refer to COMPONENT (158 to 207 °F) (14.2 kgf/cm2)
OPERATION/Pump Device group for regulator [257 mA]
operation.) 80 °C (176 °F) 0 MPa 1260±50
3. As a result, the delivery flow rate from the oil or Higher (0 kgf/cm2)
cooler fan drive pump is controlled, adjusting the [50 mA]
oil cooler fan motor speed.
4. The detection data from the hydraulic oil tem- NOTE: The listed oil cooler fan motor speeds are
perature sensor is sent to IDU through CAN. those at the rated engine speed (1800
min-1).
T2-2-28
Oil Cooler Fan Motor EHC Valve

Oil Cooler Fan

Oil Cooler Fan Speed Select
Drive Pump Solenoid Valve
Oil Cooler Fan

Speed Select
Solenoid Valve
Pump Transmission
Engine
Hydraulic Oil
Temperature Sensor
MC
IDU
CAN T18M-02-02-007
T2-2-29
WIPER CONTROL
Intermittent Operation
Function: Operates the wiper at intervals set by the Fast Speed Operation
wiper intermittent switch.
Function: Operates the wipers at fast speed.
Operation:
1. The wiper intermittent switch sends electric sig- Operation:
nals to MC at the set intervals. 1. When the wiper switch is set to the HIGH position,
2. When the wiper switch is set to the INT. position, MC receives electrical signals.
MC receives electrical signals. 2. MC sends current from the terminal #48-16 to turn
3. MC sends current from the terminal #48-4 of MC ON the wiper relay 3.
to turn ON the wiper relay 1 for about one second 3. As the wiper relay 3 is turned ON, current from
at intervals set by the interval switch. fuse #76 flows, activating the wiper motor at fast
4. As the wiper relay 1 is turned ON, current from speed.
fuse #75 causes the wiper motor to run one turn
at slow speed. Washer Operation
Slow Speed Operation Function: Starts the washer, and operates the wiper
at slow speed.
Function: Operates the wiper at slow speed.
Operation:
Operation: 1. When the washer switch is pressed, the washer
1. When the wiper switch is set to the LOW position, motor relay is turned ON and electrical signals
MC receives electrical signals. from the terminal #48-40 of MC are grounded.
2. MC sends current from the terminal #48-4 of MC 2. When the washer motor relay is turned ON, cur-
to turn ON the wiper relay 1. rent from fuse #77 causes the washer motor to
3. As the wiper relay 1 is turned ON, current from run, thus spraying washer fluid.
fuse #75 flows, activating the wiper motor at slow At the same time, the wiper relay 1 is turned ON
speed. to operate the wiper motor at slow speed.
3. The wiper motor runs continuously for five sec-
onds at slow speed after releasing the washer
switch.
T2-2-30
Wiper Motor
Wiper Relay 2
From Battery
Fuse #75
Fuse #76
Key Switch ON
Signal
Wiper Relay 4
76-71
Washer Switch
Wiper Switch 76-59

・OFF
・INT. 76-47
･LOW 48-4
76-68
・HIGH Wiper Relay 1
48-40
From Battery
From Key MC
Switch
Fuse Fuse
#77 #21
48-16
Wiper Relay 3
Washer
Motor Relay
Washer Motor
Interval Switch
・25 sec
76-68
・20 sec
･15 sec 76-35
・10 sec
・5 sec 76-59
T18G-02-01-026
T2-2-31
TRAVEL MODE CONTROL
Function: Selects fast or slow travel speed by ad-
justing the travel motor displacement an- Travel Mode
gle with the travel mode switch. Switch
Travel Mode Switch Circuit
When the travel mode switch is OFF (slow), current

from fuse #22 does not flow to the travel mode relay,
causing the relay to contact the terminal #4.
At this time, IDU indicates the slow travel mode mark
LED Power
on the display. Source
When the travel mode switch is ON (fast), current

from fuse #21 is grounded via the travel mode switch, Key Switch
ON Signal
causing the relay to contact the terminal #5.
As the travel mode solenoid valve circuit is grounded, Fuse #22
the travel mode solenoid valve is activated.
At the same time, IDU indicates the fast travel mode
mark on the display.
Travel Mode
Relay
IDU
Fuse #44
From Battery
Indicate Fast
Travel Mode
Travel Mode
Solenoid
From Pilot Pump Valve
To Travel Mode
Switch Valve
T18G-02-01-027
T2-2-32
(Blank)
T2-2-33
Operation
• Slow Mode Operation

When the travel mode switch is OFF (slow), the Accordingly, the system pressure oil from the
travel mode solenoid valve is deactivated. Then, control valve is routed to the slow tilt piston side,
the pilot pressure acts on the spool ends in the maximizing the travel motor displacement angle
travel mode switch valve after being reduced by so that travel speed becomes slow. The pilot
the reducing valve to the reducing valve set pres- pressure is also routed to the parking brake to
sure. However, the spool in the travel mode release the brake. (Refer to the COMPONENT
switch valve does not move as the travel mode OPERATION / Travel Device group.)
switch valve set pressure is higher than the re-
duced pilot oil pressure.
Reducing Valve
Travel Mode
Solenoid
Travel Mode
Valve
Switch
Center Joint
Pilot
Pump
From the control valve From the control valve
Travel Mode Travel Mode

Switch Valve Switch Valve
Tilt Piston
Parking Brake Parking Brake

Left Travel Motor Right Travel Motor T141-02-01-008C
T2-2-34
• Fast Mode Operation
When the travel mode switch is ON (fast), the Accordingly, the system pressure oil from the
travel mode solenoid valve is activated so that the control valve is routed to the fast tilt piston side,
pilot pressure is routed to the spring side in the minimizing the travel motor displacement angle
reducing valve. Then, the pilot pressure acts on so that travel speed becomes fast. The pilot
the spool ends in the travel mode switch valve pressure is also routed to the parking brake, re-
without being reduced by the reducing valve. As leasing the brake.
the pilot pressure is not reduced, the spool in the
travel mode switch valve is shifted.
Travel Mode Reducing Valve

Solenoid Valve
Travel Mode
Switch
Center Joint
Pilot Pump
From the control valve From the control valve
Travel Mode Travel Mode

Switch Valve Switch Valve
Tilt Piston
Parking Brake Parking Brake
Left Travel Motor Right Travel Motor T141-02-01-007C
T2-2-35
(Blank)
T2-2-36
SYSTEM / ELU System
OUTLINE
ELU (Electric Lever Control Unit) receives signals from

the control lever, sensors and switches. ELU makes
arithmetic operation to control pumps and control cir-
cuits by activating solenoid valves and relays.

Pilot Control Shutoff Lever Limit Switch Pilot Control Shutoff Lever Solenoid Pilot Control Shutoff Control
Valve
Control Lever Signal Main Pump Displacement Control So- Positive Control
lenoid Valve (For No.1, 2, 5, 6, 7, 8 Main
Pump)
Control Lever Signal (Left Travel) Travel Forward Solenoid Valve Cushion Cylinder End
Control Lever Signal (Right Travel) Travel Reverse Solenoid Valve Travel Regulation Control
Main Pump Displacement Control So-
lenoid Valve (For No.1, 2, 5, 6, 7, 8 Main
Pump)
Control Lever Signal (Swing) Swing Solenoid Value (Left/Right) Swing Stop Control
Sliding Fold-In Ladder Storage
Fast Filling Panel Position Detection
Switch
T2-3-1
SYSTEM / ELU System
PILOT CONTROL SHUTOFF CONTROL
Function: Activates the pilot control shutoff solenoid
valve with the pilot control shutoff lever limit Ke-CAN
switch to deliver pressure oil from the pilot
pump to the pilot circuit. ELU IDU
Operation:
1. With the key switch in ON position, when the pilot
control shutoff limit switch is turned ON, electric Pilot Pressure Sensor
current from the key switch terminal M flows to
ELU and MC through fuse #20 in the fuse box To Pilot Circuit
(cab) and pilot control shutoff lever limit switch to
excites the pilot control shutoff relay at the same Pilot Control
Shutoff Relay
time.
2. ELU and MC recognize pilot control shutoff re-
lease signals respectively, and send them to IDU Pilot Control
through CAN. Shutoff Solenoid
3. When ELU recognizes pilot control shutoff release Valve
signal, ELU outputs voltage signal.
4. The voltage signal from ELU goes to the pilot
control shutoff solenoid valve through the pilot
control shutoff relay.
Pilot Pump
5. As a result, the pilot control shutoff solenoid valve
is activated, delivering pressure oil from the pilot
pump to the pilot circuit.
Pilot Control
Shutoff Lever MC
Limit Switch
Fuse #20 in
Fuse Box (Cab)
Key Switch T18G-02-01-007
T2-3-2
SYSTEM / ELU System
(Blank)
T2-3-3
SYSTEM / ELU System
PUMP CONTROL
Positive Control
Function: Adjusts pump delivery flow according to
control lever stroke for efficient use of en-
gine horsepower.
Operation:
1. When moving the control lever, ELU receives
signal according to control lever stroke.
2. ELU sends electric signal current to the positive
control valve according to control lever stroke.
3. The Main Pump Displacement Control Solenoid
Valve (For No.1, 2, 5, 6, 7, 8 Main Pump) delivers
pilot pressure oil to the main pump regulator ac-
cording to control lever stroke to control the pump
flow rate.
4. As a result, delivery flow from each pump is
regulated to 100 to 500 L/min.
5. ELU detects pilot pressure from the Main Pump
Displacement Control Solenoid Valve (For No.1, 2,
5, 6, 7, 8, Main Pump) to the pump regulator, and
sends the detected value to IDU through Ke-CAN.
T2-3-4
SYSTEM / ELU System
EHC Valve (For Main

Pump Control)
Main Pump Displacement Front Travel

Control Solenoid Valve (For
No.1, 2, 5, 6, 7, 8 Main Pump)
IDU ELU
Ke-CAN
Main Pump Displacement

Control Solenoid Valve (For
No.1, 2, 5, 6, 7, 8 Main Pump)
Pilot Pump
Pilot Pressure
Sensor
Regulator
P8 P6 P4 P2
P7 P5 P3 P1
Pump Transmission
Engine
T18M-02-03-001
T2-3-5
SYSTEM / ELU System
CUSHION CYLINDER END TRAVEL
REGULATION CONTROL
Function: Protects track links and shoes from ab-
normal tension and shocks due to earth
and stone caught during travel.
Operation: Travel Regulation Control

1. When the cushion cylinder approaches its stroke As cushion cylinder rod
Travel regulation
end during traveling forward, ELU receives signal approaches stoke end
from the cushion cylinder end pressure sensor. Left forward¯ Right forward ¯
2. ELU stops electric signal current to the travel 1 Forward (↑↑)
Left reverse{ Right reverse {
forward solenoid valve, Main Pump Displacement Left forward¯ Right forward {
Control Solenoid Valve (For No.1, 2, 5, 6, 7, 8 2 Spin right (↑↓)
Left reverse{ Right reverse ¯
Main Pump), but delivers electric signal current to Left forward{ Right forward ¯
only the corresponding travel reverse solenoid 3 Spin left (↓↑)
Left reverse¯ Right reverse {
valve. In addition, ELC sends the detected value Left forward{ Right forward {
from the cushion cylinder end pressure sensor 4 Reverse (↓↓)
through Ke-CAN. Left forward{ Right forward {
3. As a result, the travel forward solenoid valve and 5 Turn left (↓↓)
D.Q.R valve, stop, and the travel spool in the Left forward¯ Right forward {
control valve returns into the neutral position to 6 Turn right (↓↓)
stop positive control. Left forward{ Right forward {
4. For traveling reverse, ELU sends electric signal 7 Turn right (↓↓)
Left reverse{ Right reverse ¯
current to the travel reverse solenoid valve, so Left forward{ Right forward ¯
that the travel reverse solenoid valve is activated 8 Turn left (↓↑)
to deliver pilot pressure oil to D.Q.R valve 1 to
activate it. ↑: Forward {: Control enabled
5. D.Q.R valve 1 delivers pilot pressure oil to the ↓: Reverse ¯: Control disabled
control valve to move the spool into the travel
reverse position.
6. During traveling reverse, when the cushion cyl-
inder rod leaves from the stroke end, ELU does
not receive signal from the cushion cylinder end
pressure sensor. So, travel control, positive con-
trol resume.
T2-3-6
SYSTEM / ELU System
IDU
Ke-CAN
ELU
Left Travel Lever
Right Travel Lever
D.Q.R Valve1
D.Q.R Valve2

Pressure Sensor
Travel Forward
(Right)
Travel Reverse
(Right)
Travel Forward
(Left)
Travel Forward Travel Forward Travel Reverse
Travel Reverse Solenoid Valve (Right) Solenoid Valve (Left) Solenoid Valve (Left)
(Left)
Travel Reverse
Solenoid Valve (Right)
Main Pump Displacement Control Solenoid

Valve (For No.1, 2, 5, 6, 7, 8 Main Pump)
Regulator
P8 P6 P4 P2
P7 P5 P3 P1
Pump Transmission
Engine
T18M-02-03-003
T2-3-7
SYSTEM / ELU System
SWING STOP CONTROL
Function: Stops swing operation when the fast-filling
panel or sliding fold-in ladder is lowered fro
protection against damage.
Operation:
1. With the fast-filling panel or sliding fold-in ladder
lowered, ELU receives voltage signal (0 v) from
the fast-filling panel position detection switch or
storage detection limit switch.
2. Under this condition, when attempting to make
swing operation, ELU judges that signal from the
control lever is inactive, disabling swing operation.
At the same time, swing stop signal is sent to IDU
through Ke-CAN.
3. When the fast-filling panel and sliding fold-in
ladder are stored, ELU receives 24 V voltage
signals from the fast-filling panel position detec-
tion switch and storage detection limit switch,
enabling swing operation.
T2-3-8
SYSTEM / ELU System
Swing
MC
IDU
Ke-CAN
ELU Sliding Fold-In Ladder Storage Detection Limit Switch
Fast-Filling Panel Position

Detection Switch
Swing (Right)
Swing (Left)
T18M-02-03-004
T2-3-9
SYSTEM / ELU System
(Blank)
T2-3-10
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system consists of the main circuit, pilot

circuit, radiator fan motor circuit, oil cooler fan motor
circuit, air conditioner compressor circuit, and pump
transmission oil cooler circuit.
• Main Circuit • Pump Transmission Oil Cooler Circuit

Controls pressure oil from the main pumps by the Transmission oil from the pump transmission oil cir-
control valves to actuate the hydraulic cylinders and culation pump is routed to the pump transmission
motors. oil cooler.
• Pilot Circuit • Travel-Shock Absorber / Travel Stop Circuit

Supplies pressure oil from the pilot pump to the Absorbs external loads applied to the front idlers to
control circuit, travel mode selection circuit, travel reduce shock loads and suspends travel function if
parking brake release circuit, swing parking brake an excessive load is applied.
release circuit, radiator fan motor speed control cir-
cuit, oil cooler fan motor speed control circuit, pump
control circuit, fast-filling panel control circuit, air fan
drive circuit and auto-lubrication control circuit.
• Radiator Fan Motor Circuit

Supplies pressure oil from the radiator fan drive
pump to drive the radiator fan motor.
• Oil Cooler Fan Motor Circuit

Supplies pressure oil from the oil cooler fan drive
pump to drive the oil cooler fan motor.
• Air Conditioner Compressor Motor Circuit

Supplies pressure oil from the air conditioner
compressor drive pump to drive the air condi-
tioner compressor motor.
T2-4-1
MAIN CIRCUIT
Suction Circuit
Four main pump units are arranged in tandem for a
total of 8 main pump units are installed on this ma-
chine. The suction manifold is connected to the hy-
draulic oil tank by two suction pipes. The main
pumps draw hydraulic oil through the suction mani-
fold. Six filters are located in the suction section of
the hydraulic oil tank.
Main Pump Front View
MP3 (Transmission Side) MP5 (Transmission Side)

MP4 (Pump Tip Side) MP6 (Pump Tip Side)
MP7 (Transmission Side)

MP1 (Transmission Side) MP8 (Pump Tip Side)
MP2 (Pump Tip Side)
MP1 MP3 MP5 MP7
MP2 MP4 MP6 MP8
Suction Filter
Hydraulic Oil Tank
Suction Manifold
T146-02-02-002
T2-4-2
(Blank)
T2-4-3
Delivery Circuit
Hydraulic oil delivered from the 8 main pump units is

routed to the 4 control valve units via the high pres-
sure strainer. One check valve is located in each de-
livery circuit between the main pumps and the con-
trol valves, preventing the main pumps from being
damaged when pressure oil flows in reverse.
Each control valve receives hydraulic oil from the
main pumps as follows:
• Control Valve 1 (Lower-Left)

Main Pumps 1 and 3
• Control Valve 2 (Upper-Left)
Main Pumps 2 and 4
• Control Valve 3 (Lower-Right)
Main Pumps 6 and 8
• Control Valve 4 (Upper-Right)
Main Pumps 5 and 7
T2-4-4
Check Valve
High Pressure Strainer
MP7 MP5 MP3 MP1
MP8 MP6 MP4 MP2


T146-02-02-001
T2-4-5
Return Circuit
Return oil from control valve 2 and 4 flows back to

the hydraulic oil tank through the oil coolers and
full-flow filters. When the hydraulic oil temperature is
low (high viscosity), oil flow resistance in the oil
coolers increases. Therefore, the lower pressure re-
lief valves open so that hydraulic oil bypasses the oil
cooler and flows through only the full-flow filters and
back to the hydraulic oil tank. Return oil from control
valve 3 is directly routed to the hydraulic oil tank af-
ter passing through the full-flow filters.
Return oil from control valve 1 is routed to the hy-

draulic oil tank after passing through the bypass filter,
or low pressure relief valve and full-flow filter.
Return oil from the radiator fan motors (4 used) and

the oil cooler fan motors (2 used) is also routed into
the return oil circuit from control valve 1, causing
more oil to flow than other return oil circuits. There-
fore, two low pressure relief valve units are provided
in this circuit.
In addition, the return oil circuit from control valve 1

is connected to the swing motor make-up circuit. The
oil pressure in the return circuit is maintained to 0.24
MPa (2.5 kgf/cm2, 36 psi) by the low pressure relief
valve in the circuit. Consequently, if hydraulic oil in
the swing motor is not sufficiently supplied, the
make-up valves open easily.
(Refer to the COMPONENT OPERATION / Swing
Device group.)
T2-4-6
Radiator Fan Motor
Oil Cooler
Fan Motor
Swing Motor Make-Up Valve
Bypass Filter
Low Pressure
Relief Valve
Oil Cooler
Hydraulic Oil Tank T146-02-02-003
Full-Flow Filter
T2-4-7
Single Operation Circuit
• When the boom is raised, all control valves are

used to supply hydraulic oil to the two boom cylin-
ders. When the boom is lowered, control valve 2
and 3 are not used.
• When the arm (BH) is rolled in, all control valves
are used to supply hydraulic oil to the arm cylinder.
Control valves 1 and 2 are used to roll out the arm
(BH).
When the arm (LD) is extended, control valves 1, 2
and 3 are used to supply hydraulic oil to the arm
cylinder. Control valves 1 and 2 are used to retract
the arm (LD).
• When the bucket is rolled in (or tilted in), all control
valves are used to supply hydraulic oil to the two
bucket cylinders. Control valves 2 and 4 are used to
roll out (or tilt out) the bucket.
• To open or close the bucket (LD only), control valve
2 is used to supply hydraulic oil to the two bucket
dump cylinders.
• When swinging the upperstructure, control valve 3
is used to supply hydraulic oil to the 4 swing mo-
tors.
• When traveling the machine, control valve 1 supply
hydraulic oil to the two left travel motor units, and
control valve 4 supplies hydraulic oil to the two right
travel motors.

BH: Backhoe
T2-4-8

BH: Backhoe
Arm Arm Cyl- Level
Boom Bucket Cylinder inder Bucket Cylinder Boom
Dump Cylinder (LD) Cylinder Cylinder (LD, BH) (BH) Cylinder (LD) Cylinder
Swing Motor
Travel Motor (Right)

Travel Motor (Left)
Control
Valve 3
Control
Valve 1
Boom Arm Left Bucket Swing Boom

Travel Tilt-In / Raise
Bucket Arm Control
Roll-In Extend (LD) Valve 4
Arm
Control Roll-In (BH)
Valve 2
Arm Bucket Arm Roll-In

T146-02-02-004
Bucket (BH)
Right Boom
Bucket
Boom Raise Travel
Open / Close
(LD only)
T2-4-9
Combined Operation Circuit
• When the travel and front attachment functions are

operated simultaneously, control valve 1 supplies
hydraulic oil to the left travel motors. Control valve 4
supplies hydraulic oil to the right travel motors, re-
spectively.
The travel spools in the two control valves are at

the farthest upstream location in the circuit. As no
parallel circuit is provided, when the travel function
is operated, the remaining control valves 2 and 3
are used to operate the front attachment and swing
functions .
T2-4-10

BH: Backhoe
Arm Arm Cyl- Level
Boom Bucket Cylinder inder Bucket Cylinder Boom
Dump Cylinder (LD) Cylinder Cylinder (LD, BH) (BH) Cylinder (LD) Cylinder
Swing Motor
Travel Motor (Right)

Travel Motor (Left)
Control
Valve 3
Control
Valve 1
Boom Arm Left Bucket Swing Boom

Travel Tilt-In / Raise
Arm
Bucket Control
Extend (LD)
Roll-In Valve 4
Arm
Roll-In (BH)
Control
Valve 2
Arm Bucket T146-02-02-005
Boom Bucket Bucket Arm

Open / Right Boom
Raise Travel Roll-In
Close (BH)
(LD only)
T2-4-11
• Arm Extend (LD), Arm Roll-In (BH) Single Operation
When arm extend (LD) or arm roll-in (BH) operation
is made, the pilot pressure oil from the pilot valve
shifts the arm spools in all control valves and the
arm priority selector valve. (The LD has no arm
spool in control valve 4.)
• Combined Operation of Bucket Roll-In (BH) / Tilt-In

(LD)and Arm Roll-In (BH) / Extend (LD)
When combined operation of bucket roll-in (or tilt-in)
and arm roll-in (or extend) is made, the arm roll-in
(or extend) pilot pressure oil shifts the arm priority
selector valve so that the bucket roll-in (or tilt-in) pi-
lot pressure oil is not routed to control valve 3. Ac-
cordingly, the spool in control valve 3 is shifted to
the arm roll-in (or extend) side. Then, the arm roll-in
(or extend) is operated prior to bucket roll-in (or
tilt-in).

BH: Backhoe
T2-4-12
From EHC Valve From EHC Valve NOTE: The following diagram shows the
(For Electric Lever Control) (For Electric Lever Control) combined operation of bucket roll-in
Arm Extend (LD)/Roll-In (BH) Bucket Tilt-In (LD)/Roll-In (BH) (or tilt-in) and arm roll-in (or extend).
Solenoid Valve Solenoid Valve
Control Valve 1
Arm Priority
Selector Valve
Control Valve 2
Control Valve 3
Control Valve 4
(Only BH Circuit)
T18M-02-04-001
T2-4-13
PILOT CIRCUIT
Pressure oil from pilot pumps on left and right engines
is used for the following circuits:
• Operation Control Circuit

• Pump, Radiator Fan Motor, and Oil Cooler Fan Mo-
tor Control Circuits (Refer to SYSTEM/Control Sys-
tem.)
• Travel Mode Control Circuit (Refer to the SYS-
TEM/Control System and COMPONENT OPERA-
TION/Travel Device.)
• Travel Parking Brake Release Circuit (Refer to
COMPONENT OPERATION/Travel Device.)
• Swing Parking Brake Release Circuit (Refer to
COMPONENT OPERATION/Swing Device.)
• Fast-Filling Panel Control Circuit (Refer to SYS-
TEM/Control System.)
• Auto Lubrication Circuit (Refer to SYSTEM/Control
System.)
Three accumulator units are installed in the pilot circuit

so that hydraulic oil is supplied in the pilot circuit for a
period of time after the engine has been stopped. The
pilot pressure in the pilot circuit is constantly main-
tained to the set-pressure of 3.9 MPa (40 kgf/cm2, 568
psi) by the pilot relief valve.
T2-4-14
D.Q.R Valve (Upper) D.Q.R Valve (Lower)
Operation Control Circuit
EHC Valve
(For Electric Lever
Control) (Right)
Accumulator
Pilot Control
EHC Valve
Shutoff Lever Swing Parking Brake Release Circuit
(For Electric Lever
Solenoid Valve
Control) (Left)
Auto Lubrication Circuit
Pump/Radiator Fan Motor/Oil

Cooler Fan Motor Control Circuit
EHC Valve
(For Main Pump
Control) Travel Parking Brake
Release Circuit
Pilot Relief
Valve
Pilot
Filter
Fast-Filling Panel Travel Mode
Control Circuit Control Circuit
Pilot Pump (Left)

P7
P8
T18M-02-04-002
T2-4-15
Operation Control Circuit
The operation control circuit consists of two lines as

described below.
Pressure oil from the left and right pilot pumps is de-
livered to the control solenoid valve via pilot check
valve and pilot control shutoff lever solenoid valve.
When moving the control lever, the control solenoid
valve is activated, and pressure oil from the pilot
pump serves as signal pressure to D.Q.R valve.
(Refer to SYSTEM/Control System.)
D.Q.R Valve Line:

Pressure oil from the pilot pump is delivered to D.Q.R
valve.
When D.Q.R valve is operated by signal pressure
from the control solenoid valve, pressure oil from the
pilot pump is routed to the spool end in the control
valve to operate the control valve.
T2-4-16
Control Lever
Travel Travel Bucket Bucket
Arm Swing Bucket Boom (Left) (Right) Open Close
ELU
Control Signal to the each

Solenoid Valve of the EHC
D.Q.R Valve (Left) Valve (For Electric Lever D.Q.R Valve (Right)
Control)
To Control Valve
Spools
To Control Valve
Spools
Control
Signal from
ELU
EHC Valve (For Electric Lever Control) (Left)
EHC Valve (For Electric Lever Control) (Right)
Pilot Control Shutoff Lever

Solenoid Valve
Pilot Check
Valve
Pilot Valve T18M-02-04-003
T2-4-17
1. When moving the control lever, ELU receives
signals according to the control lever stroke.
2. ELU activates the solenoid valve of the EHC
valve in response to these signals, generating
hydraulic pressure. This hydraulic pressure is
routed to D.Q.R valve to move its spool.
3. When the D.Q.R spool is moved, hydraulic pres-
sure is generated according to the D.Q.R spool
movement (stroke). The hydraulic pressure is
rooted to the spool in the control valve, moving
the spool until the hydraulic pressure is balanced
with spring force.
Accordingly, the control valve spool is controlled
by pilot pressure oil through D.Q.R valve, not by
pilot pressure oil through the control solenoid
valve.
4. When the control valve spool is moved, main
pressure oil from the control valve is delivered to
respective motors and/or cylinders to activate
them.
5. Return oil from the control valve is routed to the
hydraulic oil tank via the other oil port in the
D.Q.R valve.
(Refer to COMPONENT OPERATION/D.Q.R
Valve.)
T2-4-18
Hydraulic Lines
Control Lever
D.Q.R Valve
Spool
Port T
ELU
Port P
Pilot
Pump
From Pilot Control Actuator
Shutoff Lever
Solenoid Valve
Control Valve
Spring
Solenoid Valve of
the EHC Valve
Spool Main
Hydraulic Oil
Pump
Tank
T18G-02-02-002
T2-4-19
OIL COOLER FAN MOTOR CIRCUIT AIR CONDITIONER COMPRESSOR MO-
TOR CIRCUIT
Supplies pressure oil from the oil cooler fan drive
pump to drive the oil cooler fan motor. Supplies pressure oil from the air conditioner com-
pressor motor drive pump to drive the air conditioner
compressor drive motor.
RADIATOR FAN MOTOR CIRCUIT
PUMP TRANSMISSION OIL COOLER CIR-
Supplies pressure oil from the radiator fan drive pump CUIT
to drive the radiator fan motor.
The pump transmission oil circulation pump draws oil
from the pump transmission via the filters. Then, the
AIR FAN MOTOR CIRCUIT pressure oil is routed to the pump transmission oil
cooler and is returned to the pump transmission after
Supplies pressure oil from the air fan drive pump to being cooled.
drive the air fan motor.
Oil Cooler Fan

Drive Pump
Oil Cooler Air Conditioner Compressor

Radiator Fan Fan Motor Drive Motor
Drive Pump
Air Conditioner Compressor
Drive Pump
Air Fan Motor Pump Transmission Oil
Circulation Pump
Air Fan Motor

Drive Pump
MP8 MP6 MP4 MP2
MP7 MP5 MP3 MP1 Pump Transmission

Oil Filters
Pump Transmission
Engine
Pump Transmis-
sion Oil Cooler
Radiator Fan Motor T18M-02-04-004
T2-4-20
TRAVEL SHOCK ABSORBING / TRAVEL
STOP CIRCUIT
Purposes Operation
Protects the front idlers from shocks. • When subjected to ordinary shocks:
Depending on shocks to the front idlers, the travel When moving the travel lever, ELU activates the
shock absorbing/travel stop circuit functions as fol- control solenoid valve (refer to Operation Circuit.)
lows. Pilot pressure is routed to D.Q.R valve via the
• When subjected to ordinary shocks: control solenoid valve. Thereby, pilot pressure oil
The accumulators works to absorb shocks. from the pilot pump is routed to the travel spool in
• When subjected to excessive shocks the control valve via D.Q.R valve, thus moving the
Refer to CONTROL SYSTEM/Cushion Cylinder travel spool to open the travel port. Then, pres-
End Travel Limit Control. sure oil from the main circuit is delivered to left
and right travel motors, causing the machine to
travel. At the same time, pressure oil from the
main circuit is pressure-reduced by the pres-
sure-reducing valve, and is delivered to the
cushion cylinder.
When the front idler is subjected to shocks, the
cushion piston is pushed to deliver hydraulic oil
from behind the cushion piston into accumulators.
Then, bladders in accumulators are contracted to
absorb shocks.
Cushion Piston
Travel Stop Valve

Cushion Cylinder
Relief Valve
Pressure-Reducing
Cushion Cylinder End Valve
Pressure Sensor
Pilot Pump
T18M-02-04-005
Travel Spool in
Control Valve Center Joint Pilot Pressure
Select Valve
T2-4-21
(Blank)
T2-4-22
SYSTEM / Electric System
OUTLINE
The electrical system roughly falls into three sections:

main circuit, control circuit, and monitor circuit.
• Main Circuit
Engine and accessory circuit
• Control Circuit
Machine operation control circuit
(Refer to the SYSTEM section.)
• Monitor Circuit
Machine operation status indication circuit
(Refer to electrical circuit diagrams.)
Functions and construction of the main circuits will be

explained below.
• Main Circuits
• Power Source Circuit: Supplies electric power to

all electrical systems on the machine.
• Accessory Circuit: Operates with the key switch in

the ACC position.
• Engine Start Circuit: Cranks the starter to start the

engine.
• Charging Circuit: Recharges batteries, and

supplies current, generated by the alternator, to
operate all the electrical components.
• Engine Stop Circuit Using Emergency Engine

Stop Switch, Limit Switch and Engine Stop Switch:
Stops the engine, and prevents the engine from
restarting.
• Surge Voltage Prevention Circuit: Protects

electrical equipment from surge voltage
developed at stops of the engine.
T2-5-1
POWER SOURCE CIRCUIT
(Key Switch: OFF)
Negative terminal (−) of battery is connected to the
machine. With the key switch OFF, electric current
flows as follows.
Battery relays (1,2,3) terminal A
Fusible link #1 → Fuse box 1

Battery → Fuse box 3
Fusible link 9 → ECM power connector terminal A,C,D
Fusible link 10 → Sliding fold-in ladder relay (2) terminal #3
Sliding fold-in ladder relay (3) terminal #3
Fusible link (250 A) → Sliding fold-in ladder motor (2)
Fusible link (250 A) → Sliding fold-in ladder motor (1)
Fuse #1 → MC (Main power source)

Fuse #2 → Delayed power off relay terminals #1 and #3
Fuse box 1 → Fuse #4 → MMS communication unit (Main power source)(option)
Fuse #5 → HMU (Main power source)
Fuse #6 → Air horn compressor relay (L1) terminal #3
Fuse #7 → Air horn compressor relay (R1) terminal #3
Fuse #8 → Sliding fold-in ladder relay (1) terminal #3
Sliding fold-in ladder alarm/flash light (1) terminal #12
Fuse #9 → Limit switch (box light switch) (electrical equipment box door inside)
Fuse #10 → Fuse box (cab)
Fuse #11 → C/U main power engine terminal #1 (option)
Fuse #12 → C/U (Ke-CAN) terminal A (option)
Fuse #1 → Key switch terminal B

Fuse #2 → ELU (Main power source)
Fuse box → Fuse #3 → IDU (Main power source)
(cab) Fuse #4 → DLU (Main power source)
Fuse #5 → ORBCOMM terminal #2 (Main power source) (option)
Fuse #5 → Radio (Backup power source)
Fuse box 3 → Fuse #55 → ECM (Datalink)
NOTE: The fluorescent light in the electrical

equipment box is enabled even when
the engine is OFF.
T2-5-2
Limit Switch Fuse Box

LED (Cab)
(Box light switch)
To MC Delayed Power OFF

Relay Terminals Sliding Fold-In Ladder To ELU
#1 and #3 Relay (1) Terminal #3 To IDU
To MMS
Communication Sliding Fold-In Ladder Relay To DLU
Unit Alarm Flash Light (1) #12 ORBCOMM
To HUM Air Horn Compressor C/U Main Power Source Terminal #2 (Option)
Relay (L1) Terminal #3 Terminal #1 (Option)
Air Horn Compressor To Radio
Relay (R1) Terminal #3
C/U (Ke-CAN)
Terminal #1
(Option)
Fuse Box 1 Key Switch

ECM
(Datalink)
Fuse Box 3
Sliding Fold-In Ladder Relay (2)
Sliding Fold-In Ladder Relay (3)

Fusible Link #9
Fusible Link 1
Fusible Link #10
Fusible Link (250A)
Fusible Link (250A)
Battery Relay 1
Battery Relay 2
Battery Relay 3
Battery
Sliding Fold-In Sliding Fold-In
Ladder Motor 1 Ladder Motor 2
T18M-02-05-001
T2-5-3
ACCESSORY CIRCUIT
(Key Switch: ACC)
1. When key switch is set to ACC position, terminal
B in key switch connects to ACC terminal.
2. Current from ACC terminal flows to fuses #13,14,
15 and 16 in fuse box (cab).
3. Current through fuse #13 flows to radio to power.
4. Current through fuse #14 excites air horn
compressor relays L2 and R2, and horn relay.
5. At the same time, current flows through air horn
compressor relays L2 and R2 to excite them.
6. Current from each relay powers the horn and horn
compressor.
7. Current through fuse #15 flows to cigarette lighter
to power.
8. Current through fuse #16 flows to terminal (1) to
power.
T2-5-4
Fuse Box 1
Fuse #7
Fuse #6 Fuse Box
(Cab)
Fuse Box 1
Fuse #10
Air Horn Key Switch

Compressor Relay (L2) To Radio
Air Horn
Compressor Relay (L1)
Cigarette Lighter
Fusible Link 1
Power Source
Terminal (1)
Air Horn Air Horn

Compressor Relay (R2) Compressor Relay (R1)
Horn Relay
Horn Switch
Horn (R) Horn (L)
Air Horn
Compressor (R1) Air Horn
Compressor (L1)
Battery
Horn Pressure
Horn Pressure Switch (L1)
Switch (R1)
Horn Pressure
Horn Pressure Switch (L2)
Switch (R2)
T18M-02-05-002
T2-5-5
ENGINE START CIRCUIT
Voltage to Applied to Starter
1. When key switch is turned ON, current from key

switch terminal M excites battery relays 1 to 3
through fuse #11 in fuse box (cab) and fuse #26 in
fuse box 2.
2. With battery relays 1 to 3 excited, current from
battery flows to terminal B of starter via battery
relays 1 to 3.
3. In addition, cuurent from terminal M through fuse
#12 in the fuse box (cab), emergency switches 1
to 6, valve limit switches (return-U, return-L) flows
to the engine start switch through the valve limit
switches (suction-L, suction-R) respectively.
4. In addition, cuurent from valve limit switches
(suction-L, suction-R) flows to ECM through the
engine start switch. switches
Therefore, the fuel injection pump can be
controlled by the governot and the engine can
start.
T2-5-6
Air Release
ECM Solenoid
Valve
Emergency Switch 1 to 6
Valve Limit Valve Limit Valve Limit Valve Limit

Engine Stop Switch Switch Switch Switch
Switch (Suction-R) (Suction-L) (Return-L) (Return-U)
Alternator
Prelube
Starter (1)
Timer Relay
(Upper)
Engine Start
Switch
Starter (2)
(Lower) Fuse Box 3
Fuse #47
Fusible Link 4 Fuse Box 2

Fuse #26
Battery Relay 1
Circuit Braker
(250A) Battery Relay 2
Battery Relay 3
Fuse Box
(Cab)
From Battery
Key Switch
T18M-02-05-003
T2-5-7
Starting Engine
• Engine Prelube Circuit

1. When the engine start switch is pused, cuurent
from terminal M in the key switch flows to terminal
#3 in the prelube timer through the engine start
switch and operates the prelube timer.
2. Cuurent from terminal #6 in the prelube timer
excites the prelube relay.
3. As the prelube relayis excited, cuurent from the
battery flows to the prelube motor and IDU
through battery relays (1, 2) and the prelube relay.
4. The prelube motor rotates and the engine oil
pressure increases.
5. At the same time, IDU lights PRELUB on the
display.
Display
6. When the engine oil pressure increases, the M18M-01-009
prelube pressure switch is turned OFF.

Consequently, cuurent from terminal #4 in the
prelube timer relay is blocked and the prelube
timer relay stops flowing cuurent from terminal #6
to the prelube relay.
7. When cuurent from terminal #6 in the prelube
timer relay stops, the excited current to the
prelube
prelube relay is cut and the prelube relay is turned T18N-02-05-018
OFF. Consequently, cuurent from the battery is

blocked and the prelube motor is stopped.
8. At the same time, IDU turns off PRELUB on the
display.
T2-5-8
From Key Switch

Engine Start Terminal M
Switch
Prelube Timer
Relay
Prelube Pressure
Switch
To IDU
Prelube
Relay
From
Battery
Prelube
Motor
Starter Relay (Upper)
Starter Relay (Lower)
T18M-02-05-004
To Safety
Relay
T2-5-9
• Engine Start Circuit 9. As the engine oil reserve pump unit relay is
After the prelube operation, the prelube timer excited, current from fusibel link 4 to the engine oil
relay flows the excited current to the starter relay reserve pump unit is blocked. Therefore, the
and starts the engine in the followings. engine oil reserve pump unit is turned OFF.
10. When the engine spood becomes 500 min-1 or
1. Voltage from the batter has already been applied more, the crank speed sensor sens the signal to
to terminals B in starters (1) (upper) and (2) ECM.
(lower). Therefore, when current flows to 11. ECM excites the safety relay.
terminals S in starters (1) (upper) and (2) (lower), 12. As the safety relay is excited, the ground circuits
starters (1) (upper) and (2) (lower) can rotate right in starter relays (upper) and (lower) are blocked.
away. Therefore, cuurent exciting starter relays (upper)
2. When the prelube operation, current from terminal and (lower) is blocked.
#5 in the prelube timer flows and excites starter 13. Therefore, as currrent to terminals S in starters (1)
relays (upper) and (lower) at the same time. (upper) and (2) (lower) excites is cut, starters (1)
3. Current from the battery flows to terminals S in (upper) and (2) (lower) are stopped.
starters (1) (upper) and (2) (lower) through battery
relays (1, 2) and starter relays (upper) and (lower)
respectively.
4. Current to terminals S in starters (1) (upper) and
(2) (lower) excites the starter coil connects
terminal B to terminal M. Consequently, when the
starter rotates, the pinion gear meshes with the
ring gear in the engine while rotating in order to
start the engine.
5. When the engine starts, the alternator starts
generating.
6. Current from terminal AC in the alternator excites
the charge relay.
7. As the charge relay is excited, the ground circuit
between charge SIG relay and engine oil reserve
pump unit relay is connected. Therefore, charge
SIG relay and engine oil reserve pump unit relay
are excited.
8. As the charge SIG relay is excited, current from
terminal M in the key switch to MC is blocked.
Therefore, MC detects that the engine starts.
T2-5-10
From Key Switch

Engine Start Terminal M
Switch
Prelube Timer
Charge SIG Relay
Starter Relay (Upper)
Engine Oil Reserve

Fuse Box 3 Pump Unit Relay
Starter Relay (Lower)
Fuse #59
Charge Relay Engine Oil Reserve

Safety Relay Pump Unit Switch
From
EHU
Fusible
Link 4 Fuse Box 2
Fuse #40
Alternator ECM Fuse Box 2

Battery Relay (1)
Fuse #26
Battery Relay (2)
Battery Relay (3)
Crank Speed
Sensor
Fuse Box
(Cab)
Starter (1)
(Upper) From Battery
Key Switch
Starter (2)
(Lower)
T18M-02-05-006
T2-5-11
CHARGING CIRCUIT
(KEY SWITCH AT ON POSITION)
1. When key switch is at ON position, terminal B 5. At the same time, current from terminal (sub) is
connects to ACC and terminal M in the key routed to each circuit via fusible link, fuse boxes 1
switch. to 4, and fuse box (cab).
2. Current from key switch terminal M is routed to
battery relays 1 to 3 via fuse #11 in fuse box (cab)
and fuse #26 in fuse box 2, thus keeping battery
relay ON.
3. When engine starts, alternator starts rotating,
generating electricity.
4. Current from alternator terminal B is routed to
battery via circuit braker (200A), terminal (sub),
battery relays (1) and (2), and terminal (main),
thus charging battery.
Terminal Connected to Remarks

Terminal (main) Fusible link 1 -
Fusible link 9 ECM
Sliding fold-in ladder relay (2) Folding stairway circuit ground
signal
Sliding fold-in ladder motor 1 Power source
Sliding fold-in ladder motor 2 Power source
Terminal (Sub) Fusible link 2 -
Fusible link 3 -
Fusible link 4 -
Fusible link 5 -
Fusible link 6 -
T2-5-12
To 2-5-15, -17, -19、& -21
Fusible Link
Terminal (Main)
Fusible Link 9
Terminal
(Sub)
Circuit Braker
(200A)
Battery Relay 1
Battery Relay 2
Battery Relay 3
From
Alternator
Terminal B
From Key Switch
Terminal M
Sliding Fold-In
Ladder Relay (2)
Sliding Fold-In
Ladder Relay (3)
ECM
Battery
Sliding Fold-In Sliding Fold-In

Ladder Motor 2 Ladder Motor 1
T18M-02-05-008
T2-5-13
Fusible link Fuse box Connected to Remarks

#1 Fuse box 1 #1 MC terminals #76-55 Main power source
#2 Delayed power off terminal #1 Ground circuit
#4 MMS communication unit (option) terminal B Main power source
#5 HMU triminals #76-55 Main power source
#6 Air horn compressor relay (L1) terminal #3 Power source
#7 Air horn compressor relay (R1) terminal #3 Power source
#8 Sliding fold-in ladder relay (1) terminal #3 Power source
Sliding fold-in ladder alarm terminal #12 Power source
#9 Limit switch (fluorescent light switch) terminal #2 Power source
#10 Fuse box (cab) −
#11 C/U engine (L) (option) terminal #1 Main power source
C/U engine (R) (option) terminal #1 Main power source
#12 C/U Ke-CAN (option) terminal A Main power source
Fuse box 3 #55 ECM Data link
Input to Fuse Connected to Remarks

Fuse box 1 Fuse box (cab) #1 Key switch terminal B Main power source
Fuse #10 #2 ELU terminals #76-55, #76-56, #76-77 Main power source
#3 IDU terminal CN1-55 Main power source
#4 DLU terminals #76-13, #76-26 Main power source
#5 ORBCOMM (option) terminal #2 Main power source
#6 Radio terminal #1 Backup
T2-5-14
Fuse Box (Cab)
Key Switch
To Horn Circuit
Cigarette Lighter
Power Source
Terminal (1)
See T2-5-21
Fuse Box 3
See T2-5-19
See T2-5-17 Fuse Box 1
To T2-5-13
T18M-02-05-009
T2-5-15

#2 Fuse box 2 #31 A/C main relay (front) terminal #3 Power source
#32 A/C main relay (side) terminal #3 Power source
#33 A/C main relay (rear) terminal #3 Power source
Fuse box 4 #69 Maintenance light relay 3 terminal #3 Power source
#70 Maintenance light relay 4 terminal #3 Power source
#3 Fuse box 2 #30 Travel alarm terminal A Power source
#34 A/C fan relay (front) terminal #3 Power source
#35 A/C fan relay (side) terminal #3 Power source
#36 A/C fan relay (rear) terminal #3 Power source
Fuse box 3 #48 Power source terminal 1 Power source
#49 DC/DC converter terminal 1+IN Power source
#50 DC/DC converter terminal 2+IN Power source
Fuse box 4 #73 Entrance light relay 1 terminals #1, #3 Power source
T2-5-16
Fuse Box 2
Fuse Box 3
Fuse Box 4
See
T2-5-19
See
T2-5-21 See
T2-5-15
To T2-5-13
T18M-02-05-010
T2-5-17

#4 Fuse box 2 #37 DLU service tool terminal J Power source
#38 ORBCOMM (option) terminal #1 Power source
#39 MMS communication unit (option) terminal A Power source
Fuse box 3 #44 Travel speed switch relay terminal #3 Power source
#45 Sliding fold-in ladder relay 4 terminal #1,3 Power source
#46 Dome LED light Power source
(cab/F, R) terminal #2
#47 Emergency switch 1 terminal #8 Power source
#53 ELU PWM power relay (1) terminal #3 Power source
ELU terminal #48-1 Solenoid power source
#59 Engine oil reserve pump unit relay terminal #1,3 Power source
#60 Oil pump Power source
Fuse box 4 #67 Maintenance light relay 1 terminal #1,3 Power source
#68 Maintenance light relay 2 terminal #3 Power source
#77 Washer motor relay terminal 3 Power source
#78 Centralized lubrication system relay terminal #3 Power source
#79 CSU terminal #9 Main power source
T2-5-18
Fuse Box 2
Fuse Box 3
Fuse Box 4
See See
T2-5-21 T2-5-17 See
T2-5-15
To T2-5-13
T18M-02-05-011
T2-5-19

#5 Fuse box 4 #61 Work light relay 1 terminals #1, #3 Power source
#62 Work light relay 2 terminal #3 Power source
#6 Fuse box 3 #41 Seat suspension air compressor terminal #2 Power source
#51 MC terminal #48-12 Solenoid power source
#52 MC terminal #48-13 PWM power source
Fuse box 4 #75 Wiper motor circuit breaker 1 (10A) / motor (L) Power source
#76 Wiper motor circuit breaker 2 (20A) / motor (H) Power source
T2-5-20
Fuse Box 3
Fuse Box 4
See
T2-5-19
See T2-5-17
See T2-5-15
T18M-02-05-012
To T2-5-13
T2-5-21
ENGINE STOP CIRCUIT
Engine Stopping with Emergency Switch
1. When emergency switches 1 to 6 which provided

at several location on the machine are set to the
emergency stop position, current from terminal M
in the ley switch to ECM is blocked.
2. ECM controls the electronic governot in the
engine and stop supplying fuel.
3. Therefore, the engie stops.
4. Simultaneously, current to engine start switch is
shut off, disabling the engine.
5. Only when emergency switch 1 in cab is set to the
emergency stop position, air release solenoid
valve on the hydraulic oil tank work to release the
pressure inside the tank.
NOTE: Figure in T2-5-23 shows the status when

the emergency switch 1 is set to the
emergency stop position.
T2-5-22
Air Release
Solenoid Valve
ECM
Emergency Switch 2 to 6 Emergency
Switch 1 (Cab)
Engine Stop Valve Valve Valve Limit

Limit Switch Limit Switch Switch
Switch (Suction-R) (Suction-L) (Return-U)
Valve
Limit Switch
(Return-L)
Alternator
Starter (1)
(Upper)
Engine
Prelube Timer
Start Switch
Starter (2)
(Lower)
Fuse Box 3
Fuse #47

Fuse #26
Battery Relay 1
Circuit Braker
Battery Relay 3
Fuse Box
(Cab)
From Battery
Key Switch
T18M-02-05-013
T2-5-23
Engine Stopping with Valve Limit Switch
1. The valve limit switch is provided to the butterfly

valves in suction pipe and return pipe. When the
butterfly valves is closed, as the valve limit switch
is turned OFF, current from terminal M in the ley
switch to ECM is blocked.
4. At the same time, current to the engine start
switch is shut off, disabling the starter motor.
Therefore, the engine cannot start.

the valve limit switch (return-U) is OFF.
T2-5-24
Air Release
Solenoid Valve
ECM
Switch 1 (Cab)

Valve
Limit Switch
(Return-L)
Alternator
Starter (1)
(Upper)
Engine
Prelube Timer
Start Switch
Starter (2)
(Lower)
Fuse Box 3
Fuse #47

Fuse #26
Battery Relay 1
Circuit Braker
Battery Relay 3
Fuse Box
(Cab)
From Battery
Key Switch
T18M-02-05-014
T2-5-25
Engine Stopping with Engine Stop Switch
1. When the engine stop switch is pushed, current

from terminal M in the ley switch to ECM is
blocked.

the engine stop switch is pressed.
T2-5-26
Air Release
Solenoid Valve
ECM
Switch 1 (Cab)

Valve
Limit Switch
(Return-L)
Alternator
Starter (1)
(Upper)
Engine
Prelube Timer
Start Switch
Starter (2)
(Lower)
Fuse Box 3
Fuse #47

Fuse #26
Battery Relay 1
Circuit Braker
Battery Relay 3
Fuse Box
(Cab)
From Battery
Key Switch
T18M-02-05-015
T2-5-27
SURGE VOLTAGE PROTECTION CIRCUIT
When stopping the engine by turning key switch OFF, 5. When key switch is set to ACC or OFF position,
current from key switch terminal M to battery relay current from fuse #15 to MC is shut off. As a result,
terminal S is shut off, causing battery relay to turn OFF. about 180 seconds later, MC turns delayed power
When key switch is turned OFF, the engine still coasts off relay OFF (shutting off ground circuit).
for a while, causing the alternator to generate
6. After key switch is turned OFF, delayed power off
electricity. In this case, with the battery relay OFF, the
relay is kept ON for about 60 seconds so that
generated current from alternator terminal B does not
current from fuse #2 keeps battery relay ON.
flow to battery via battery relay terminal B, thus
Consequently, the generated current from
developing surge voltage (voltage buildup) in the
alternators terminal B flows to battery to prevent
circuit. To protect electric equipment, such as MC,
the occurrence of surge voltage in the circuit.
from surge voltage, the surge voltage protection circuit
is provided.
1. Current from battery flows normally to delayed

power off relay terminals #1 and #3. When key
switch is at ON position, current from key switch
terminal M flows to fuses #15 and #26.
2. Current from fuse #26 flows to battery relay
terminal S. Current from fuse #15 flows to MC.
MC recognizes it as power-on.
3. When current flows to MC, MC grounds the
current flowing from delayed power off relay
terminal #2 to MC terminal #48-9, thus turning ON
delayed power off relay.
4. Current from delayed power off relay terminal 35
flows to battery relay terminal S. When battery
relay is turned ON, current from alternators
terminal B is charged in the battery.
T2-5-28
Fuse Box (Cab)
Fuse #11
Fuse #1
Key Switch
Fuse Box 1
Fuse #2
Delayed Power Off

Relay Fuse Box 2 Fuse #15
Fuse #26 Fuse #10
MC Fusible Link 1
Battery Relay 1
Battery Relay 2
Battery Relay 3
Alternator
Battery
T18M-02-05-016
T2-5-29
(Blank)
T2-5-30
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 5 D.Q.R Valve
Main Pumps And Fan Motor Drive Port Layout ............................................... T3-5-2
Pump ........................................................ T3-1-2 Construction ............................................. T3-5-3
Gear Pump (Pilot Pump, Air Conditioner Operation .................................................. T3-5-4
Compressor Drive Pump, Pump
Transmisson Oil Pump And Air Fan Group 6 Travel Device
Motor Drive Pump) ................................. T3-1-29 Outline ...................................................... T3-6-1
Contamination Sensor ............................ T3-1-30 Travel Motor.............................................. T3-6-2
Travel Mode Control ................................. T3-6-4
Group 2 Swing Device Brake Valve............................................... T3-6-6
Outline ...................................................... T3-2-1 Parking Brake ........................................... T3-6-8
Swing Motor ............................................. T3-2-2 Travel Reduction Gear .............................. T3-6-9
Valve Unit ................................................. T3-2-4
Swing Parking Brake ................................ T3-2-6 Group 7 Others (Upperstructure)
Swing Reduction Gear.............................. T3-2-7 Auto-Lubrication System ........................... T3-7-1
Air Conditioning System............................ T3-7-2
Group 3 Control Valve Fast-Filling System ................................... T3-7-4
Outline ...................................................... T3-3-1 Oil Cooler Fan Motor................................. T3-7-5
Hydraulic Circuit ....................................... T3-3-4 Radiator Fan Motor And Air Fan Motor...... T3-7-6
Main Relief Valve...................................... T3-3-6 Accumulator.............................................. T3-7-7
Overload Relief Valve ............................... T3-3-6 EHC Valve (For Pump Control) ................. T3-7-8
Make-Up Valve ......................................... T3-3-7
Group 8 Others (Undercarriage)
Group 4 Control Equipment Swing Bearing........................................... T3-8-1
Outline ...................................................... T3-4-1 Adjuster Cylinder ...................................... T3-8-2
Electric Lever............................................ T3-4-2 Accumulator.............................................. T3-8-2
EHC Valve (For Electric Lever Control) .... T3-4-4 Center Joint .............................................. T3-8-4
18MT-3-1
(Blank)
18MT-3-2
COMPONENT OPERATION / Pump Device
OUTLINE
The pump device consists of the main pumps (8 used),

fan motor drive pumps (2 used), and transmission.
Each gear pump is splined to the tip side of main
pumps. The engine power is transmitted to each
pump unit through the transmission via the gear
trains.
View A (Pump Front View)
Fan Motor Drive Pump Main Pump (5 and 6)
Base Machine Base Machine (Oil Cooler and Radiator Air Fan Motor Drive
Rear Left Fan Motors) Pump
Base Machine Base Machine

Right Front
Engine
Main Pump (3 and

4) Air Conditioner
Compressor Drive
Pump
View A
T18M-03-01-002
Main Pump (1 and 2), Main Pump (7 and 8),

Pump Transmission Pilot Pump
Oil Pump
T146-05-07-010
Gear Pump (Pilot Pump, Main Pump

Air Conditioner Compressor Drive
Pump, Pump Transmission Oil Pump
and Air Fan Motor Drive Pump)
T146-03-01-002
T3-1-1
MAIN PUMP AND FAN MOTOR DRIVE
PUMP
NOTE: The main pump and the fan motor drive

pump are identical to each other except
that they have different delivery flow rates
and slightly different regulator construction.
The main pump and the fan motor drive pump are The shaft is splined to the cylinder block in which
swash plate type variable displacement plunger plungers are installed. The engine power is transmit-
pumps. Four main pump groups and one fan motor ted to the shaft via the transmission. When the shaft is
drive pump group are installed on this machine. Each rotated, the cylinder and plungers are rotated. The
pump group consists of two pumps located on one plungers slide along the surface of the shoe plate
shaft in tandem. Therefore, eight (8) main pump while reciprocating in the cylinder block bores due to
units and two (2) fan motor drive pump units are inclination of the swash plate. Thereby, hydraulic oil is
mounted on this machine in total. drawn and discharged by this plunger reciprocation.
The main pumps supply high pressure oil to the main
hydraulic circuit. The fan motor drive pumps supply
pressure oil to the radiator fan motor and the oil cooler
fan motor.
Shaft Servo Piston Servo Piston
Shoe Plate
T146-03-01-003
Shoe Plate Swash Plate Plunger Cylinder Valve Plate Valve Plate Cylinder Plunger Swash Plate
Block Block
T3-1-2
Flow Rate Control Operation (Main Pump and
Fan Motor Drive Pump)
The pump flow rate is controlled by changing the tilt

angle of the swash plate which changes the plunger
strokes. Pressure oil from the regulator moves the
servo piston. The tilt angle of the swash plate con-
nected to the servo piston is changed in conjunction
with movement of the servo piston.
Servo Piston
Shaft
Valve Plate
Cylinder Block
Plunger
T117-02-01-003C
Swash Plate
T3-1-3
Regulator Operation
• Torque Constant Control (Main Pump and Fan • Power Reducing Control (Main Pump Only)
Motor Drive Pump) Reduces pump driving power by routing power
Controls the pump flow rate depending on the reducing control pressure (Pf) from the power
pump delivery pressure in order to maximize reducing solenoid valve to reduce the swash
utilization of the engine horsepower efficiently. plate angle to the minimum when the engine
The control includes the following two operations: speed slows to 1650 min-1 or less. (Refer to the
(1) Overload Prevention Operation pages for Pump Control in the SYSTEM / Control
As the pump delivery pressure increases, the System group.)
swash plate angle is reduced to reduce the • Power Increasing Control (Main Pump Only)
pump flow rate. Increases pump driving power by routing power
(2) Flow Rate Recover Operation increasing control pressure (Pz) from the power
As the pump delivery pressure decreases, the increasing solenoid valve to increase the swash
swash plate angle is increased to increase plate angle when the engine speed increases to
the pump flow rate. 1800 min-1 or more. (Refer to the pages for Pump
• Flow Rate Control (Main Pump and Fan Motor Control in the SYSTEM / Control System group.)
Drive Pump) • Smaller Swash Angle (Flow Rate) Signal Priority
Routes flow control oil pressure (Pi) from propor- Control
tional solenoid valve on the EHC Valve (SF) to When more than one signals are given, the pump
change the swash plate angle so that the pump is driven by the smallest swash angle signal over
flow rate is controlled in response to the control other signals.
lever operation.
NOTE: The symbols in ( ) behind the component
NOTE: The fan motor drive pump flow rate is con- names correspond to the ones used in the
trolled by routing the pilot pressure oil from hydraulic circuit diagrams. In addition, the
proportional solenoid valve on the EHC regulator port symbols correspond to the
Valve (SH and SB) as flow rate control ones in the hydraulic circuit diagrams as
pressure (Pi) to change the swash plate shown in the following table.
angle. Symbols in Hydraulic Circuit
Regulator Port Symbols
Diagram
Pi i1 to i8
Pf j1 to j8
Pz k1 to k8
Psv p1 to p8
Pf Psv Pz
Pi
Pi
Pz Psv T117-02-01-004C
P- Pump Delivery Pressure Pf - Power Reducing Control Pressure
(From Proportional Solenoid Valve on the EHC Valve (SE))
Psv - Pump Servo Assist Pressure (From Pilot Pump) Pz - Power Increasing Control Pressure
(From Proportional Solenoid Valve on the EHC Valve (SD))
Pi - Flow Rate Control Pressure
(From Proportional Solenoid Valve on the EHC Valve (SF))
T3-1-4
(Blank)
T3-1-5
Positions of Cross Sections (Main Pump)
A
B
A B T146-03-01-004C
Cross Section A-A

1 2 3 4 5 6 7 8 9 10 11
Pi
14 13 12
T117-02-01-006C
1- Inner Spring 5- Pin 9 - Pin 12 - Feedback Lever

2- Sleeve 6- Pin 10 - Pilot Piston 13 - Pin
3- Spool 7- Lever 1 11 - Spring 14 - Servo Piston
4- Pin 8- Hole
T3-1-6
Cross Section B-B
15 16 17 18 19 20 21 22 23
Pz
Pf
24
T117-02-01-007C
15 - Piston 18 - Pin 21 - Outer Spring 23 - Piston

16 - Compensation Piston 19 - Hole 22 - Inner Spring 24 - Pin
17 - Lever 2 20 - Compensation Piston
T3-1-7
Positions of Cross Sections (Fan Motor Drive
Pump)
A
B
A B T146-03-01-004C
Cross Section A-A

1 2 3 5 6 25 7 8 9 10 11
Pi
14 13 12
T146-03-01-008C
1 - Inner Spring 5- Pin 9 - Pin 12 - Feedback Lever

2 - Sleeve 6- Pin 10 - Pilot Piston 13 - Pin
3 - Spool 7- Lever 1 11 - Spring 14 - Servo Piston
8- Hole 25 - Pin
T3-1-8
Cross Section B-B
15 16 17 18 19 20 21 22
24
T146-03-01-005C
15 - Piston 18 - Pin 20 - Compensation Piston 22 - Inner Spring

16 - Compensation Piston 19 - Hole 21 - Outer Spring 24 - Pin
17 - Lever 2
T3-1-9
Link Mechanism (Main Pump)
• Movement of pilot piston (10) is transmitted to • Therefore, when either lever 1 (7) or lever 2 (17)
lever 1 (7) via pin (9) and lever 1 (7) rotates is rotated, pin (5) comes in contact with the hole
around pin (4) (secured in the support plug). fringe of the rotated lever. Then, feedback lever
• Movement of compensation rod (20) is transmit- (12) rotates around pin (13) located on servo pis-
ted to lever 2 (17) via pin (24) and lever 2 (17) ton (14).
rotates around pin (18) (secured in the housing). • When servo piston (14) moves, feedback lever
• Pin (5) is installed in feedback lever (12) and both (12) is moved via pin (13).
ends of pin (5) are inserted into holes on lever 1 • At this time, when lever 1 (7) and lever 2 (17) do
(7) and lever 2 (17). not move, feedback lever (12) rotates around pin
(5).
Note:: : Decreasing Swash Angle

18
24 : Increasing Swash Angle
17
Housing 19
12
20
6
5
7
8
4
9
3 Support Plug
13
10
14
T117-02-01-009CCC
3- Spool 7- Lever 1 12 - Feedback Lever 18 - Pin

4- Pin 8- Hole 13 - Pin 19 - Hole
5- Pin 9- Pin 14 - Servo Piston 20 - Compensation Rod
6- Pin 10 - Pilot Piston 17 - Lever 2 24 - Pin
T3-1-10
Link Mechanism (Fan Motor Drive Pump)
• Movement of pilot piston (10) is transmitted to • Therefore, when either lever 1 (7) or lever 2 (17)
lever 1 (7) via pin (9) and lever 1 (7) rotates is rotated, pin (5) comes in contact with the hole
around pin (25) (secured in the support plug). fringe of the rotated lever. Then, feedback lever
• Movement of compensation rod (20) is transmit- (12) rotates around pin (13) located on servo pis-
ted to lever 2 (17) via pin (24) and lever 2 (17) ton (14).
rotates around pin (18) (secured in the housing). • When servo piston (14) moves, feedback lever
Pin (5) is installed in feedback lever (12) and both (12) is moved via pin (13).
ends of pin (5) are inserted into holes on lever 1 • At this time, when lever 1 (7) and lever 2 (17) do
(7) and lever 2 (17). not move, feedback lever (12) rotates around pin
(5).
Note:: : Decreasing Swash Angle

18
: Increasing Swash Angle
24
Housing
17
19
20 12
6
5
7
8
25
9
3
Support Plug
13
10
14
T142-02-01-005C
3- Spool 8- Hole 13 - Pin 19 - Hole

5- Pin 9- Pin 14 - Servo Piston 20 - Compensation Rod
6- Pin 10 - Pilot Piston 17 - Lever 2 24 - Pin
7- Lever 1 12 - Feedback Lever 18 - Pin 25 - Pin
T3-1-11
Constant Torque Control (Main Pump and Fan
Motor Drive Pump)
• Overload Prevention Operation
NOTE: The illustration on the right page shows the 6. As servo piston (14) moves, feedback lever (12)
main pump link mechanism. The fan motor is moved via pin (13). Since compensation rod
drive pump link mechanism is identical to (20) and lever 2 (17) do not move, feedback lever
the main pump link mechanism. (12) is rotated around pin (5) counterclockwise,
moving spool (3) to the left. Then, when the
notches on spool (3) and sleeve (2) close the
1. When pump delivery pressure (P) increases from
pressure oil passage to the large chamber of
P1 to P2, compensation piston (16) pushes
servo piston (14), servo piston (14) stops moving.
compensation rod (20) to the right until pushing
force balances with outer spring (21) and inner
7. With the above operation, the pump flow rate de-
spring (22).
creases from Q1 to Q2, reducing the pump loads.
2. Compensation rod (20) moves lever 2 (17) via
pin (24). Lever 2 (17) rotates around pin (18) (se-
cured in the housing) counterclockwise.
3. As pin (5) installed in feedback lever (12) is in-

serted into hole (19) on lever 2 (17), feedback
lever (12) is rotated around pin (13) by lever (2) Q
(17) clockwise, moving spool (3) to the right. (Flow Rate) Pressure Increase
4. When spool (3) is moved, pump delivery pres- Q1 Flow Rate Decrease
sure oil is routed into the large chamber of servo Q2
piston (14) through spool (3). Although the same
pressure oil is routed into the small chamber,
servo piston (14) moves to the right due to the
difference in pressure receiving area between the
servo piston ends.
P1 P2 P(Delivery Pressure)
5. As servo piston (14) moves, the pump swash an-
gle is reduced so that the pump flow rate is re-
duced.
T3-1-12
1 2 16 3 17 18 5 19 20 21 22
Pz
Pf
Small Chamber Pressure

Large Chamber
P2
14 13 12 24
18
24 T117-02-01-010C
17
Housing 19
12
20
14
13
T117-02-01-009C
1 - Spring 12 - Feedback Lever 17 - Lever 2 21 - Outer Spring
2 - Sleeve 13 - Pin 18 - Pin 22 - Inner Spring
3 - Spool 14 - Servo Piston 19 - Hole 24 - Pin
5 - Pin 16 - Compensation Piston 20 - Compensation Rod
T3-1-13
• Flow Rate Recover Operation
NOTE: The illustration on the right page shows the 6. As servo piston (14) moves, feedback lever (12)
main pump link mechanism. The fan motor is moved via pin (13). Since compensation rod
drive pump link mechanism is identical to (20) and lever 2 (17) do not move, feedback lever
the main pump link mechanism. (12) is rotated around pin (5) clockwise, moving
spool (3) to the right. Then, when the notches on
1. When pump delivery pressure (P) decreases spool (3) and sleeve (2) close the return oil pas-
from P2 to P1, compensation piston (16) returns sage to the hydraulic oil tank from the large
along with compensation rod (20) to the left until chamber of servo piston (14), servo piston (14)
the decreased pushing force balances with outer stops moving.
spring (21) and inner spring (22).
7. With the above operation, the pump flow rate in-
2. Compensation rod (20) moves lever 2 (17) via creases from Q2 to Q1.
pin (24). Lever 2 (17) rotates around pin (18) (se-
cured in the housing) clockwise.
3. As pin (5) installed in feedback lever (12) is in-

serted into hole (19) on lever 2 (17), feedback
lever (12) is rotated around pin (13) by lever (2)
(17) counterclockwise, moving spool (3) to the
left. Q
(Flow Rate)
4. When spool (3) is moved, the large chamber of Flow Rate Increase
Q1
servo piston (14) is connected to the hydraulic oil Pressure Decrease
Q2
tank through spool (3). Since the pump delivery
servo piston (14) moves to the left.

gle increases so that the pump flow rate in-
P1 P2 P (Delivery Pressure)
creases.
T3-1-14
2 16 3 17 18 19 5 20 21 22 Pz
Pf
Large Chamber Small Chamber Pressure

P2
14 13 12 24
Housing 18 T117-02-01-011C
24
17
19
20
12
14
13
T117-02-01-009C
2- Sleeve 13 - Pin 18 - Pin 21 - Outer Spring
3- Spool 14 - Servo Piston 19 - Hole 22 - Inner Spring
5- Pin 16 - Compensation Piston 20 - Compensation Rod 24 - Pin
12 - Feedback Lever 17 - Lever 2
T3-1-15
Flow Rate Control (Main Pump)
• Flow Rate Increase Operation
1. When a control lever is operated, flow rate con- 6. As servo piston (14) moves, feedback lever (12)
trol pressure Pi acts on pilot piston (10). As pres- is moved via pin (13). Since pilot piston (10) and
sure Pi increases, pilot piston (10) is moved to lever 1 (7) do not move, feedback lever (12) is
the right until pilot piston (10) balances with rotated around pin (5) clockwise, moving spool
spring (11) force. (3) to the right. Then, when the notches on spool
(3) and sleeve (2) close the return oil passage to
2. Pilot piston (10) moves lever 1 (7) via pin (9). the hydraulic oil tank from the large chamber of
Lever 1 (7) rotates around pin (4) (secured in the servo piston (14), servo piston (14) stops moving.
support plug) counterclockwise.
7. With the above operation, the pump flow rate in-
3. As pin (5) installed in feedback lever (12) is increases in proportion to the control lever stroke
serted into hole (8) on lever 1 (7), feedback lever (Pi pressure increase).
(12) is rotated around pin (13) by lever 1 (7)
counterclockwise, moving spool (3) to the left.
NOTE: Refer to the SYSTEM / Hydraulic System
(Pilot Circuit) group.
4. When spool (3) is moved, the large chamber of
servo piston (14) is connected to the hydraulic oil
5. As servo piston (14) moves, the pump swash an- Q

gle increases so that the pump flow rate in-
(Flow Rate)
creases.
Pi (Flow Rate
Control Pressure)
T3-1-16
2 3 4 7 8 5 10 11
Pi
14 13 12 9
Housing T117-02-01-012C
12
7
8
4
Support Plug
14
13
10
T117-02-01-009C
2 - Sleeve 5 - Pin 9 - Pin 12 - Feedback Lever

3 - Spool 7 - Lever 1 10 - Pilot Piston 13 - Pin
4 - Pin 8 - Hole 11 - Spring 14 - Servo Piston
T3-1-17
• Flow Rate Decrease Operation
1. When a control lever is returned and flow rate 6. As servo piston (14) moves, feedback lever (12)
control pressure Pi is reduced, pilot piston (10) is is moved via pin (13). Since pilot piston (10) and
moved to the left until pilot piston (10) balances lever 1 (7) do not move, feedback lever (12) is
with spring (11) force. rotated around pin (5) counterclockwise, moving
spool (3) to the left. Then, when the notches on
2. Pilot piston (10) moves lever 1 (7) via pin (9). spool (3) and sleeve (2) close the pressure oil
Lever 1 (7) rotates around pin (4) (secured in the passage to the large chamber of servo piston
support plug) clockwise. (14), servo piston (14) stops moving.
3. As pin (5) installed in feedback lever (12) is in- 7. With the above operation, the pump flow rate de-
serted into hole (8) on lever 1 (7), feedback lever creases in proportion to the control lever stroke
(12) is rotated around pin (13) by lever 1 (7) (Pi pressure decrease).
clockwise, moving spool (3) to the right.
NOTE: Refer to the SYSTEM / Hydraulic System
4. When spool (3) is moved, pump delivery oil
pressure (P) is routed into the large chamber of
servo piston (14) through spool (3). Although the
same pressure oil is routed into the small cham-
ber, servo piston (14) moves to the right due to
the difference in pressure receiving area between
the servo piston ends.

duced.
Q
(Flow Rate)
Pi (Flow Rate
Control Pressure)
T3-1-18
2 3 4 7 5 8 10 11
Pi
14 13 12 9
Housing T117-02-01-013C
12
7
8
4
Support Plug
14
13
10
T117-02-01-009C
2 - Sleeve 5 - Pin 9 - Pin 12 - Feedback Lever

3 - Spool 7 - Lever 1 10 - Pilot Piston 13 - Pin
4 - Pin 8 - Hole 11 - Spring 14 - Servo Piston
T3-1-19
Flow Rate Control (Fan Motor Drive Pump)
• Flow Rate Decease Operation (Fan Motor: Slow)
1. Flow rate control pressure Pi from proportional 6. As servo piston (14) moves, feedback lever (12)
solenoid valve on the EHC valve (SH, SB) acts is moved via pin (13). Since pilot piston (10) and
on the end face of pilot piston (10). When flow lever 1 (7) do not move, feedback lever (12) is
rate control pressure Pi increases, pilot piston rotated around pin (5) counterclockwise, moving
(10) is moved to the right until pilot piston (10) spool (3) to the left. Then, when the notches on
balances with spring (11) force. spool (3) and sleeve (2) close the pressure oil
passage to the large chamber of servo piston
2. Pilot piston (10) moves lever 1 (7) via pin (9). (14), servo piston (14) stops moving.
Lever 1 (7) rotates around pin (4) (secured in the
support plug) counterclockwise. 7. With the above operation, as flow rate control
pressure Pi from proportional solenoid valve on
3. As pin (5) installed in feedback lever (12) is in- the EHC valve (SH, SB) increases, the pump flow
serted into hole (8) on lever 1 (7), feedback lever rate is reduced.
clockwise, moving spool (3) to the right. NOTE: Refer to the SYSTEM / Hydraulic System
4. When spool (3) is moved, pump delivery pres-
sure oil (P) is routed into the large chamber of
servo piston (14) through spool (3). Although the
ber, servo piston (14) moves to the right due to Q
the difference in pressure receiving area between (Flow Rate)
the servo piston ends.

gle decreases so that the pump flow rate de-
creases.
Pi (Flow Rate
Control Pressure)
T3-1-20
2 3 7 25 5 8 10 11
Pi
14 13 12 9
Housing T146-03-01-006C
12
7
25
9
3 Support Plug
13
10
14
T142-02-01-005C
2 - Sleeve 7 - Lever 1 10 - Pilot Piston 13 - Pin
3 - Spool 8 - Hole 11 - Spring 14 - Servo Piston
5 - Pin 9 - Pin 12 - Feedback Lever 25 - Pin
T3-1-21
• Flow Rate Increase Operation (Fan Motor: Fast)
1. Flow rate control pressure Pi from proportional 6. As servo piston (14) moves, feedback lever (12)
solenoid valve of the EHC valve (SH, SB) is acts is moved via pin (13). Since pilot piston (10) and
on the end face of pilot piston (10). When flow lever 1 (7) do not move, feedback lever (12) is
rate control pressure Pi decreases, pilot piston rotated around pin (5) clockwise, moving spool
(10) is moved to the left until pilot piston (10) bal- (3) to the right. Then, when the notches on spool
ances with spring (11) force. (3) and sleeve (2) close the return oil passage to
the hydraulic oil tank from the large chamber of
2. Pilot piston (10) moves lever 1 (7) via pin (9). servo piston (14), servo piston (14) stops moving.
Lever 1 (7) rotates around pin (25) (secured in
the support plug) clockwise. 7. With the above operation, the pump flow rate in-
creases in proportion to the decrease of flow rate
3. As pin (5) installed in feedback lever (12) is in- control pressure Pi from proportional solenoid
serted into hole (8) on lever 1 (7), feedback lever valve of the EHC valve (SH, SB).
counterclockwise, moving spool (3) to the left. NOTE: Refer to the SYSTEM / Hydraulic System
servo piston (14) is connected to the hydraulic oil

gle increases so that the pump flow rate in- (Flow Rate)
creases.
Pi (Flow Rate
Control Pressure)
T3-1-22
2 3 5 7 25 8 9 10 11
Pi
14 13 12
Housing T146-03-01-007C
12
7
25
3 9
Support Plug
13
10
14
T142-02-01-005C
2 - Sleeve 7 - Lever 1 10 - Pilot Piston 13 - Pin

3 - Spool 8 - Hole 11 - Spring 14 - Servo Piston
5 - Pin 9 - Pin 12 - Feedback Lever 25 - Pin
T3-1-23
Power Decrease Control (Main Pump Only)
1. Power decrease control pressure (Pf) from pro- 6. As servo piston (14) moves, feedback lever (12)
portional solenoid valve of the EHC valve (SE) is moved via pin (13). Since compensation rod
acts on the end face of piston (15). Then, piston (20) and lever 2 (17) do not move, feedback lever
(15) moves compensation piston (16) and com- (12) is rotated around pin (5) counterclockwise,
pensation rod (20) to the right until they balance moving spool (3) to the left. Then, when the
with outer spring (21) and inner spring (22) force. notches on spool (3) and sleeve (2) close the
pressure oil passage to the large chamber of
2. Compensation rod (20) moves lever 2 (17) via servo piston (14), servo piston (14) stops moving.
pin (24). Lever 2 (17) is rotated around pin (18)
(secured in the housing) counterclockwise. 7. With the above operation, when power decrease
control pressure (Pf) is routed, the pump flow
3. As pin (5) installed in feedback lever (12) is in- rate and pressure curve (P-Q curve) varies as il-
serted into hole (19) on lever 2 (17), feedback lustrated below. Therefore, constant torque con-
lever (12) is rotated around pin (13) by lever 2 trol (overload prevention operation and flow rate
(17) clockwise, moving spool (3) to the right. recover operation) is performed in conformity
with the varied P-Q curve.
4. When spool (3) is moved, pump delivery pres-
sure oil (P) is routed into the large chamber of NOTE: Refer to the SYSTEM / Hydraulic System
servo piston (14) through spool (3). Although the (Pilot Circuit) group.
ber, servo piston (14) moves to the right due to
the difference in pressure receiving area between
the servo piston ends. Q
(Flow Rate)

duced.
P(Pressure)
T3-1-24
15 2 16 3 17 18 5 19 20 21 22 Pz
Pf
14 13 12 24
Housing 18 T117-02-01-014C
24
17
19
20
12
3 Support Plug
14
13
T117-02-01-014
2- Sleeve 13 - Pin 17 - Lever 2 21 - Outer Spring
3- Spool 14 - Servo Piston 18 - Pin 22 - Inner Spring
5- Pin 15 - Piston 19 - Hole 24 - Pin
12 - Feedback Lever 16 - Compensation Piston 20 - Compensation Rod
T3-1-25
Power Increase Control (Main Pump Only)
1. When power increase control pressure (Pz) from 6. As servo piston (14) moves, feedback lever (12)
proportional solenoid valve of the EHC valve is moved via pin (13). Since compensation rod
(SD) increases, piston (23) moves compensation (20) and lever 2 (17) do not move, feedback lever
rod (20) to the left until it balances with pump de- (12) is rotated around pin (5) clockwise, moving
livery pressure (P) acting on compensation piston spool (3) to the right. Then, when the notches on
(16). spool (3) and sleeve (2) close the return oil pas-
sage to the hydraulic oil tank from the large
2. Compensation rod (20) moves lever 2 (17) via chamber of servo piston (14), servo piston (14)
pin (24). Lever 2 (17) is rotated around pin (18) stops moving.
(secured in the housing) clockwise.
7. With the above operation, when power increase
3. As pin (5) installed in feedback lever (12) is in- control pressure (Pz) is routed, the pump flow
serted into hole (19) on lever 2 (17), feedback rate and pressure curve (P-Q curve) varies as il-
lever (12) is rotated around pin (13) by lever 2 lustrated below. Therefore, constant torque con-
(17) counterclockwise, moving spool (3) to the trol (overload prevention operation and flow rate
left. recover operation) is performed in conformity
with the varied P-Q curve.
servo piston (14) is connected to the hydraulic oil NOTE: Refer to the SYSTEM / Hydraulic System
tank through spool (3). As pump delivery oil pres- (Pilot Circuit) group.
sure (P) is routed into the small chamber, servo
piston (14) moves to the left.

gle increases so that the pump flow rate in- (Flow Rate)
creases.
P(Pressure)
T3-1-26
2 16 3 17 18 19 5 20 21 22 23 Pz
Pf
14 13 12 24
Housing 18 T117-02-01-015C
24
17
19
20
12
3 Support Plug
14
13
T117-02-01-014
2- Sleeve 13 - Pin 18 - Pin 22 - Inner Spring
3- Spool 14 - Servo Piston 19 - Hole 23 - Piston
5- Pin 16 - Compensation Piston 20 - Compensation Rod 24 - Pin
12 - Feedback Lever 17 - Lever 2 21 - Outer Spring
T3-1-27
Smaller Swash Angle (Flow Rate) Signal Priority
Control (Main Pump Only)
When both pump flow rate increase and decrease

signals arrive at the same time, this regulator oper-
ates with priority given to the flow rate decrease sig-
nal.
T3-1-28
GEAR PUMP (PILOT PUMP, AIR CONDI-
TIONER COMPRESSOR DRIVE PUMP,
AND PUMP TRANSMISSION OIL PUMP,
AIR FAN MOTOR DRIVE PUMP) Suction Port
The pilot pump, air conditioner compressor drive Driven Gear Drive Gear
pump, pump transmission oil pump and air fan motor
drive pump are of gear type pump. Each gear pump is
splined to the tip of the main pump shaft. When the
shaft rotates, the drive gear is rotated, driving the
driven gear. Hydraulic oil drawn into the pump fills the
spaces enclosed by the gear teeth and housing and is
delivered to the outlet as the gears rotate.
Housing
Delivery Port
T137-02-03-005C
Gear Pump (Pilot Pump,

Main Pump
Air Conditioner Compressor Drive Pump,
Pump Transmission Oil Pump and Air Fan
Motor Drive Pump)
T146-03-01-002
T3-1-29
CONTAMINATION SENSOR
One contamination sensor is located in each main

pump (8 used). The sensor detects the failed pump by
measuring changes in current through hydraulic oil
when contaminated.
If metal particles are present in the hydraulic oil, the

metal particles are attracted by the magnet on the
sensor, reducing the current returning from terminal
#2 of the contamination sensor. CSU (Contamination Contamination T118-05-02-002C
Sensing Unit) sends signals to IDU (Information Dis- Sensor
play Unit) after identifying the returning current so that
Terminal #2 Terminal #1
IDU lights the pump contamination indicator (on the
monitor in the cab).
Location of the failed pump can be identified by

checking which of the indicator lights located on the
CSU, turn ON or alarm check display on the monitor
in the cab.
Magnet
T18G-03-01-017
T3-1-30
COMPONENT OPERATION / Swing Device
OUTLINE
The swing device consists of the valve unit, swing The swing motor is driven by pressure oil from the
motor, and swing reduction gear. pump and transmits its output to the reduction gear.
The reduction gear converts the swing motor output to
slow large torque and outputs it from the shaft. The
valve unit protects the swing circuit from being over-
loaded.
Valve Unit
Swing Motor
Swing Reduction Gear
T18G-03-02-001
T3-2-1
SWING MOTOR
The swing motor is a swash plate type axial plunger Shoe (2) is crimped on plunger (5) which is inserted
motor. The major parts of the swing motor are shaft into rotor (6). Rotor (6) is splined to shaft (4). The
(4), swash plate (3), shoe (2), plunger (5), rotor (6), parking brake is a wet-type multi-disc brake, consist-
valve plate (7), housing (1), and the parking brake. ing of friction plates (8) and plates (9).
6 1
5
2
W117-02-04-005C
1 - Housing 4 - Shaft 6 - Rotor 8 - Friction Plate

2 - Shoe 5 - Plunger 7 - Valve Plate 9 - Plate
3 - Swash Plate
T3-2-2
Operational Principle
Swing speed varies depending on the amount of oil

delivered to the swing motor from the pump. When
pressure oil is routed to port A, the plungers are
pushed so that the shoes slide along the swash
plate, developing rotational force. This rotational
force is transmitted to the swing reduction gear via
the shaft. The return oil from the swing motor flows
back to the hydraulic oil tank from opposite port B. If
pressure oil is delivered from port B, the motor ro-
tates in the opposite direction.
Plunger
Shoe
T115-02-03-003C
Shaft
T3-2-3
VALVE UNIT
The valve unit consists of relief valve (2) and make-up

valves (1).
Relief Valve Make-up Valve

The relief valve prevents the swing circuit oil pres- When the swing motor is driven by inertia force of
sure from increasing over the set-pressure when the upperstructure when stopping swing operation,
starting or stopping swing operation. the swing motor is rotated more than the stroke
driven by pressure oil from the pump, causing cavi-
1. When oil pressure at port AV (BV) increases, oil tation in the swing motor. The make-up valve draws
pressure is routed into piston chamber (9) hydraulic oil from port M (return circuit) into the
through orifice (3) on main poppet (4) and acts swing circuit if oil pressure at port AV (BV) is reduced
on pilot piston (7). so that occurrence of cavitation is prevented.
2. When pressure force overcomes spring (8) force,
pilot piston (7) moves to the right, reducing oil
pressure in piston chamber (9).
3. Differential pressure arises between the front and
rear of main poppet (4). Therefore, if pressure
force at the front of main poppet (4) overcomes
spring (5) force and pressure force at the rear of
main poppet (4), main poppets (4) is unseated,
allowing pressure oil to flow from port AV (BV) to
the hydraulic oil tank.
4. When pilot piston (7) is moved full stroke, differ-
ential pressure between the front and rear of
main poppet (4) disappears so that main poppet
(4) is seated.
5. Then, when oil pressure at port AV (BV) in-
creases further, pressure oil in piston chamber
(9) moves piston (6) to the left, increasing spring
(5) force.
6. When piston (6) reaches the stroke end, spring
(5) force stops increasing.
7. Then, when oil pressure at port AV (BV) in-
creases more than spring (5) force, main poppet
(4) is unseated again, allowing pressure oil to
flow from port AV (BV) to the hydraulic oil tank.
8. As described above, main poppet (4) is unseated
in two stages so that shock loads in the circuit
are reduced.
T3-2-4
Make-up Circuit
Port AV (BV) To Hydraulic Oil Tank T117-02-02-003C
Relief Valve
3 4 5 6 7 8
Port AV (BV)
To Hydraulic Oil Tank 9 T117-02-02-004C
Make-up Valve
10 11
Make-up Circuit
Port AV (BV) T117-02-02-005C
1 - Make-up Vale 4 - Main Poppet 7 - Pilot Piston 10 - Poppet

2 - Relief Valve 5 - Spring 8 - Spring 11 - Spring
3 - Orifice 6 - Piston 9 - Piston Chamber
T3-2-5
SWING PARKING BRAKE
The swing parking brake consists of coupling (4), fric- When the pilot control shut-off lever is placed in the
tion plates (5), plates (6), piston (2), and springs (1). UNLOCK position, the brake release oil pressure is
Coupling (4) is splined to shaft (3). Plates (6) are routed into the piston chamber. Therefore, piston (2)
splined to coupling (4). Friction plates (5) are splined is raised against spring (1). Then, friction plates (5)
to casing (7). When the pilot control shut-off lever is are released from plates (6), allowing shaft (3) to ro-
placed in the LOCK position, the brake release oil tate.
pressure is not routed into the piston chamber.
Therefore, piston (2) is pushed by springs (1), locking
friction plates (5) and plates (6) together so that shaft
(3) does not rotate.
1 2 3 4
Piston Chamber
Brake Release
6 Pressure (From
Lever Lock Solenoid
Valve)
T144-03-02-002
1 - Spring 3 - Shaft 5 - Friction Plate 7 - Housing

2 - Piston 4 - Coupling 6 - Plate
T3-2-6
SWING REDUCTION GEAR
The swing reduction gear is a two stage planetary

gear type. The swing motor shaft rotates first stage
sun gear (7). This rotation is transmitted to second
stage sun gear (5) after the rotation speed is reduced
between first stage planetary gear (1) and carrier (6).
Rotation of second stage sun gear (5) is transmitted
to shaft (3) after rotation speed is reduced between
second stage planetary gear (2) and carrier (4).
6 1
5
2
W18G-02-06-004
1 - First Stage Planetary Gear 3 - Shaft 5 - Second Stage Sun Gear 7 - First Stage Sun Gear
2 - Second Stage Planetary Gear 4 - Second Stage Carrier 6 - First Stage Carrier
T3-2-7
(Blank)
T3-2-8
COMPONENT OPERATION / Control Valve
OUTLINE
The control valve controls the main hydraulic circuit oil

pressure and flow direction. The four control valve
units are equipped with one relief valve each. The
control valve consists of four valve sections, the major
components of which are overload relief valves,
make-up valves, and spools. All spools are operated
by hydraulic pilot pressure.
T3-3-1
Valve Location
NOTE: This illustration shows the control valve lo-

cation viewed from the front of the ma-
chine.
Control Valve 4 (Upper Right) Control Valve 2 (Upper Left)

1 2 3 4 Main Relief 8 9 10 11
Valve Overload Relief Valve
Overload
Relief Valve
Makeup
Valve
Makeup
Valve
12 13 14 15
5 6 Over-
load
Relief
7 Valve
Main Relief Overload Re-

Valve lief Valve
Overload Main Relief
Relief Valve Valve
Makeup
Valve
Overload
Relief Valve
Control Valve 3 (Lower Right) Control Valve 1 (Lower Left)
T18M-03-03-001

1- Arm Section (BH only) 8- Bucket Open/Close Section (LD only)
2- Boom Section 9- Arm Section
3- Bucket Section 10 - Bucket Section
4- Right Travel Section 11 - Boom Section

5 - Boom Raise Section 12 - Left Travel Section
6 - Swing Section 13 - Arm Section
7 - Bucket Tilt-In/ Arm Extend (LD), Arm Retract (BH) Section 14 - Bucket Section
15 - Boom Section

BH: Backhoe
T3-3-2
Pilot Port Location
NOTE: This illustration shows the control valve lo-

cation viewed from the front of the ma-
chine.
1 2 3 4 15 16 17 18
23 24 25 26
9 10
11
21 22
5 6 7 8
19 20
12 13 14 27 28 29 30
T18M-03-03-001

1- Arm Roll-Out (BH only) 15 - Bucket Close (LD only)
2- Boom Raise 16 - Arm Extend (LD), Arm Roll-In (BH)
3- Bucket Roll-Out 17 - Bucket Tilt-In
4- Right Travel, Reverse 18 - Boom Raise
5- Arm Roll-In (BH only) 19 - Bucket Open (LD only)
6- Boom Lower 20 - Arm Retract (LD), Arm Roll-Out (BH)
7- Bucket Tilt-In 21 - Bucket Roll-Out
8- Right Travel, Forward 22 - Boom Lower

9- Boom Raise 23 - Left Travel, Reverse
10 - Left Swing 24 - Arm Retract (LD), Arm Roll-Out (BH)
11 - Bucket Tilt-In 25 - Bucket Roll-Out
12 - Auxiliary (Not Used) 26 - Boom Raise
13 - Right Swing 27 - Left Travel, Forward
14 - Arm Extend (LD), Arm Roll-In (BH) 28 - Arm Extend (LD), Arm Roll-In (BH)
29 - Bucket Tilt-In
30 - Boom Lower
BH: Backhoe
T3-3-3
HYDRAULIC CIRCUIT
Parallel Circuit
Right Travel
Parallel Circuit
Arm Bucket Boom
Arm Control Valve 3 (Lower Right) Control Valve 1(Upper Left)

Bucket
(BH Only) Open/Close
Boom (LD Only)
Bucket
Parallel Circuit
Boom Raise Bucket Tilt-In/ Left Travel Bucket
Arm Boom
Swing Arm Extend (LD),
Arm Roll-In (BH)
Parallel Circuit
High Pressure
Strainer
MP7 MP5 MP3 MP1
MP8 MP6 MP4 MP2
MP3 (Pump Transmission Side) MP5 (Pump Transmission Side)

MP4 (Tip Side) MP6(Tip Side)
MP1 (Pump Transmission Side) MP7 (Pump Transmission Side)

MP2 (Tip Side) MP8 (Tip Side)
T146-02-02-001
T3-3-4
Four control valve units control pressure oil from eight The control valve circuit consists of a tandem circuit
main pump units as follows: and a parallel circuit. As the parallel circuit is provided,
• Control Valve 1 (Lower Left)： cylinder and motor combined operations are operable.
Controls pressure oil from main pumps 1 and 3. The parallel circuits are provided in the control valve
• Control Valve 2 (Upper Left)： sections as follows:
Controls pressure oil from main pumps 2 and 4. • Control Valve 1 (Lower Left)：
• Control Valve 3 (Lower Right)： Arm, bucket, and boom sections
Controls pressure oil from main pumps 6 and 8. • Control Valve 2 (Upper Left)：
• Control Valve 4 (Upper Right)： Boom, bucket, arm, and bucket open/close (LD
Controls pressure oil from main pumps 5 and 7. only) sections
• Control Valve 3 (Lower Right)：
When the spools are in neutral (the control levers are Boom raise and swing sections
in neutral), pressure oil from the main pumps flows • Control Valve 4 (Upper Right)：
back to the hydraulic oil tank through the neutral pas- Bucket and boom sections
sages.
When the spools are operated (the control levers are The main relief valves prevent oil pressure in the main
operated), pressure oil from the main pumps flows to circuits (between the main pumps and cylinders
the cylinder(s) and/or motor(s) through the spool(s). and/or motors) from rising over the set-pressure.
The overload relief valves prevent the occurrence of
surge pressure in the actuator circuit (between the
control valves and cylinders and/or motors) due to
external loads.
T3-3-5
MAIN RELIEF VALVE OVERLOAD RELIEF VALVE
The main relief valve is located between port P (pump The overload relief valve is located between port T
port) and port T (tank port) to prevent the main circuit (tank port) and the cylinder and/or motor port and
oil pressure from rising over the set-pressure. Pres- prevents the occurrence of surge pressure in the ac-
sure oil in port P acts on pilot poppet (7) through ori- tuator circuit due to external loads. Operational princi-
fice (2) in main poppet (1) and orifice (6) in sleeve (5). ple of the overload relief valve is the same as that of
If oil pressure increases over the set-pressure by the main relief valve.
spring (8), pilot poppets is unseated, allowing a small
amount of pressure oil to flow to port T through the
clearance around the outer diameter of sleeve (9). At
this time differential pressure is developed between
port P and spring chamber (4) due to orifice (2). Then,
when differential pressure increases and pressure
force pushing main poppet (1) to the right overcomes
spring (3), main poppet (1) is unseated so that pres-
sure oil at port P flows directly to port T. When oil
pressure in port P is reduced, main poppet (1) is
re-seated by spring (3).
NOTE: The main relief valve and overload relief

valve are identical in form.
1 2 3 4 5 6 7 8
Port P
Port T
T145-02-03-001C
1 - Main Poppet 3 - Spring 5 - Sleeve 7 - Pilot Poppet

2 - Orifice 4 - Spring Chamber 6 - Orifice 8 - Spring
9 - Sleeve
T3-3-6
MAKE-UP VALVE
The make-up valve is located between port T (tank

port) and the cylinder and/or motor port and draws
hydraulic oil from port T when oil pressure in the main
circuit is reduced to lower than the hydraulic oil tank
pressure.
Oil pressure in the cylinder and/or motor port acts on
poppet (1). Then, poppet (1) is seated onto sleeve (2)
so that pressure oil cannot flow to port T. When oil
pressure in the cylinder and/or motor port is reduced
to lower than the hydraulic oil tank pressure, oil pres-
sure in port T opens poppet (1). Therefore, pressure
oil flows from port T to the cylinder and/or motor port,
preventing the occurrence of cavitation. When oil
pressure in the cylinder and/or motor port increases
again, poppet (1) is re-seated by oil pressure acting
on poppet (1) and spring (3) force.
1 2 3
Cylinder and/or
Motor Port
Port T
T145-02-03-002C
1 - Poppet 2 - Sleeve 3 - Spring
T3-3-7
(Blank)
T3-3-8
COMPONENT OPERATION / Control Equipment
OUTLINE
On the existing machines, spools in control valves are

moved by pilot pressure oil from the pilot valves, or
through quick valves.
On this machine, spools in control valves are moved by
electric lever, ELU and EHC valve (for electric lever
control).
D.Q.R Valve
This Machine
Electric Lever
Spool
Port T
ELU Port P
Pilot
Pump Actuator
From Pilot Control Shutoff
Control Valve
Spring
EHC Valve
(For Electric Lever Control)
Spool Main Pump Hydraulic Oil Tank T18G-02-02-002
Existing Machine Quick Valve
Spool
Port T
Port P
Pilot Valve
Pilot
Pump Actuator
Control Valve
Spring
Output Port
T118-03-04-002C
Spool Main Pump Hydraulic Oil Tank
T3-4-1
ELECTRIC LEVER
When moving the electric lever, command current is

sent from the controller to ELU according to lever
stroke.
Boom, Arm, Bucket, Swing
15 to 20° 15 to 20°
-
+
Controller
To ELU X
T18G-03-04-001
Travel, Bucket Open/Close 12.4°±1° 12.4°±1°
Controller
To ELU
T18G-03-04-002
T3-4-2
Boom, Arm, Bucket, Swing
90%±2%
Short Zone
About 3°
Output Voltage Ratio

50%±1.5%
10%±2%
Center
±15° to ±20°
Mechanical Control Angle
2 (Red)
1 (Yellow) 3 (Green)
Short Zone 4 (White) Short Zone
Resistor for Calibration Resistor for Calibration
30°±5°
Electrical Turning Angle
Total Resistance 2kΩ±15%
+ Direction on XY Axis
T18G-03-04-003
Travel, Bucket Open/Close

(Control Curve 25±5°C)
Control Torque Output Voltage

N⋅m v
100
16.0 VOUT
15.3±1.5 80±7.5
Output
12.0 50±5
Voltage
Ratio
20±7.5
8.0 0
5.5±1.0 12.4±1 0 12.4±1 deg
4.0 T18M-03-04-004
Neutral Switch Voltage

0
12.4±1 0 12.4±1 deg
T18M-03-04-003
deg
T18G-03-04-006
T3-4-3
EHC VALVE (FOR ELECTRIC LEVER
CONTROL)
EHC valve consists of proportional solenoid valves (8

used).
EHC Valve (Left Side) EHC Valve (Right Side)
1 5 9 13
2 6 10 14
3 7 11 15
4 8 12 16
T18M-03-04-001 T18M-03-04-002
1- Right Travel Forward 5- Arm Retract 9- Boom Raise 13 - Arm Extend

2- Right Travel Reverse 6- Bucket Open 10 - Left Swing 14 - Bucket Tilt-Out
3- Left Travel Forward 7- Bucket Close 11 - Right Swing 15 - Boom Lower
4- Auxiliary 8- Left Travel Reverse 12 - Bucket Tilt-In 16 - Auxiliary
T3-4-4
Proportional Solenoid Valve
The proportional solenoid valve is excited by a cur- The increased oil pressure acts on stepped flanges
rent signal from ELU and delivers pressure oil in (a) on spool (1). The right side flange has a larger
proportion to the current signal value. diameter so that spool (1) is pushed to the right.
When oil pressure force to push spool (1) to the
• When in neutral: right overcomes solenoid (3) force pushing spool to
Spool (1) is pushed to the right by spring (2) force so the left, spool (1) is moved back to the right, closing
that output port (S) is connected to hydraulic oil tank the oil passage from port (P) to output port (S). Then,
port (T3). the pressure at output port (S) stops increasing.
• When excited:
Solenoid (3) pushes spool (1) to the left in proportion
to the current value flowing through solenoid (3).
Then the pilot pressure oil flows to output port (S)
from port (P), increasing oil pressure at output port
(S).
T3 S P 1 2 3
a
T107-02-07-005C
1 - Spool 2 - Spring 3 - Solenoid
T3-4-5
(Blank)
T3-4-6
COMPONENT OPERATION / D.Q.R Valve
OUTLINE
The D.Q.R (Dual Quick Response) valve improves the Then, the control valve spools are moved by the
response characteristics of the control valve spool pressure oil routed from the pilot pump directly to the
when the control lever is operated. A large amount of control valve spool ends through the D.Q.R valve.
the pilot pressure oil is required to move the spools in
the maximum 4 units of the control valves. Therefore,
the secondary pilot pressure oil from the EHC valve
operates the D.Q.R valve.
EHC Valve
(For Electric Lever)
D.Q.R Valve1
D.Q.R Valve2
T18M-03-05-001
T3-5-1
PORT LAYOUT
D.Q.R Valve 1 (Upper Side) D.Q.R Valve 2 (Lower Side)
16
32
15
31
14
1 30
13 17
2 29
12 18
28
3
11 19
27
4
10 20
26
5
21
6
22
7
23
T18M-03-05-003
T18M-03-05-002
24 25
8 9
1 - Right Travel Forward Port 9 - Port P 17 - Boom Raise Port 25 - Port P

(From the EHC valve) (From the pilot pump) (From the EHC valve) (From the pilot pump)
2 - Right Travel Reverse Port 10 - Arm Retract Port 18 - Left Swing Port 26 - Arm Extend Port
(From the EHC valve) (To the control valve) (From the EHC valve) (To the control valve)
3 - Left Travel Forward Port 11 - Bucket Open Port 19 - Right Swing Port 27 - Bucket Tilt-Out Port
4 - Left Travel Reverse Port 12 - Bucket Close Port 20 - Bucket Tilt-In Port 28 - Boom Lower Port
5 - Bucket Close Port 13 - Left Travel Reverse Port 21 - Boom Lower Port 29 - Bucket Tilt-In Port
6 - Bucket Open Port 14 - Left Travel Forward Port 22 - Bucket Tilt-Out Port 30 - Right Swing Port
7 - Arm Retract Port 15 - Right Travel Reverse Port 23 - Arm Extend Port 31 - Left Swing Port
8 - Port T 16 - Right Travel Forward Port 24 - Port T 32 - Boom Raise Port
(To the hydraulic oil tank) (To the control valve) (To the hydraulic oil tank) (To the control valve)
T3-5-2
CONSTRUCTION
The D.Q.R valve consists of the 7 units of adapters, NOTE: The following figure shows the valve status
spools, and springs. when the control levers are in neutral.
A A A A A A A
A A A A A A A
Signal Port
(From the EHC valve)
Adapter
Spool
Port T
(To the hydraulic oil tank)
Output Port
(To the control valve
spool ends)
Plug
Port P Spring
(From the pilot pump)
Plug
Cross Section
T18M-03-05-004
A to A
T3-5-3
OPERATION
In Neutral
The spool in the D.Q.R valve is kept raised with the When the control lever is returned to neutral, the
spring so that the pressure oil passage from port P is signal pressure oil is not supplied to the D.Q.R valve
fully blocked. As the output port is connected to port T, from the EHC valve, allowing the D.Q.R valve spool
pressure in the output port equals that in the to be raised by the spring force. Then, the output port
hydraulic oil tank. Accordingly, the control valve is connected to port T so that the returning pilot
spools are kept in the neutral position. pressure oil from the control valve flows back to the
hydraulic oil tank from port T via the D.Q.R valve
In Operation spool. Therefore, the control valve spools are
When a control lever is operated, the signal pressure returned to the neutral position.
oil from the EHC valve is routed into the D.Q.R valve
in response to the control lever strokes, lowering the
spool. Therefore, a large amount of the pilot pump
pressure oil from port P passes through the notch on
the spool and flows into the output port, increasing
pressure in the output port. In addition, the pressure
oil in the output port is also routed to the spring
chamber via the passage in the spool.
As the spool section area on which pilot pressure
from the EHC valve acts and that in the spring
chamber are equal, the spool is raised until pressure
in the spring chamber [spring force which is
2
equivalent to 0.15 MPa (1.5 kgf/cm , 21 psi) plus
output port pressure] balances with the oil pressure
from the EHC valve. On this account, large amount of
the pilot pump pressure oil, in response to the signal
pilot pressure from the EHC valve, is supplied to the
control valve from the D.Q.R valve output port.
T3-5-4
D.Q.R Spool Position When Control Lever is in D.Q.R Spool Position When Control Lever is
Neutral: Operated:
Signal Pressure Oil Port

(From the EHC Valve)
Spool
Output Port
Spool
(To the control valve spool)
Port T
(To the
hydraulic
oil tank)
Passage
Output Port
Port P
(From the
Port P Notch
EHC Valve)
Spring T18B-03-05-003C Spring T18B-03-05-004C
Spool
Output Port
Port P
T18B-03-05-005C
Spring (Set Pressure: 0.15 MPa Spring Chamber

2
(1.5 kgf/cm , 21 psi))
T3-5-5
(Blank)
T3-5-6
COMPONENT OPERATION / Travel Device
OUTLINE
Two travel motor units are located on both right and

left travel devices. The brake valve is installed sepa-
rately from the travel motor. Two brake valve units are
located on both the right and left sides. The travel
motor is driven by pressure oil from the pump and
transmits rotation to the travel reduction gear. The
travel reduction gear converts the motor rotation to a
slow large torque and rotates the drive tumbler. The
brake valve protects the travel circuit from being over-
loaded and prevents the occurrence of cavitation.
Travel Motor
Brake Valve
Rear Side
Front Side
Travel
Reduction
Gear
Travel Mode Change Line
Travel Mode
Change Line
Brake Valve
Rear Side Front Side
Travel
Reduction
Gear T146-01-03-030
Travel Motor
Drain Line
T3-6-1
TRAVEL MOTOR
The travel motor is a swash plate type variable dis-

placement axial plunger motor, equipped with parking
brake (8) and a travel mode control valve. The major
parts of the travel motor are shaft (1), swash plate (2),
shoes (7), plungers (4), rotor (3) valve plate (5) and
housing (6). Shoe (7) is crimped onto plunger (4)
which is inserted into the bore of rotor (3). Rotor (3) is
splined to shaft (1).
2 3 4 5 8
T115-03-02-002C
7 6
1 - Shaft 3 - Rotor 5 - Valve Plate 7 - Shoe

2 - Swash-Plate 4 - Plunger 6 - Housing 8 - Parking Brake
T3-6-2
Operational Principle
Travel speed varies depending on both the amount
of oil supplied from the pump and the swash plate
angle. When pressure oil is routed to port A on the
valve plate, pressure oil enters one half of the rotor,
pushing the plungers. Then, the plunger pushes the
shoe against the swash plate. As the swash plate is
tilted, the shoe slides along the plate along the plate
surface, causing the rotor to rotate. This rotation is
transmitted to the reduction gear via the shaft. As
the rotor rotates, the plunger reaches port B return-
ing pressure oil to the hydraulic oil tank. Whether
forward travel or reverse travel depends on whether
pressure oil is supplied to port A or port B.
Rotor Valve Plate

Port B Port A
Shaft
T115-03-02-003C
Plate Shoe Plunger
T3-6-3
TRAVEL MODE CONTROL
Slow Speed Mode

Ports PA and PB of the travel mode control valve are Then, the main hydraulic pressure oil is routed from
connected to the travel main hydraulic circuit. When port P to port SA through the notch on the spool and
travel operation either forward or reverse is made, acts on the slow speed side tilt piston, increasing the
main hydraulic pressure oil passes through port PA swash plate angle to the maximum. Accordingly, the
or PB, pushes the shuttle, and enters port P. When travel speed is changed to the slow speed mode.
the travel mode switch is turned OFF (slow mode), Hydraulic oil in the fast speed side tilt piston is
the pilot pressure oil is routed to port PS of the travel routed to port DR via port SB and the passage in the
mode control valve after being reduced to 3.2 MPa spool and flows back to the hydraulic oil tank. (Refer
2
(33 kgf/cm , 398 psi). As long as the pilot oil pres- to the SYSTEM / Control System group.)
sure stays at 3.2 MPa (33 kgf/cm2, 398 psi), the
spring force is higher so that the spool is pushed to
the right.
From Reducing Valve

2
Spool (2.75 MPa (28 kgf/cm , 398 psi))
DR SA SB PS
Travel Mode
Control Valve
P
Spring
PA PB
Shuttle
W117-03-02-005
From Port SA To Port SB
Tilt Piston Tilt Piston

(Slow Speed Side) (Fast Speed Side)
T118-03-06-002C
T3-6-4
Fast Speed Mode
When the travel mode switch is turned ON (fast Hydraulic oil in the slow speed side tilt piston is routed
mode), the pilot pressure oil is routed to port PS of to port DR via port SA and the passage in the spool
the travel mode control valve without being reduced. and flows back to the hydraulic oil tank. (Refer to the
Then, the pilot oil pressure force overcomes the SYSTEM / Control System group.)
spring force so that the spool is pushed to the left.
Then, the main hydraulic pressure oil is routed from
port P to port SB through the notch on the spool and
acts on the fast speed side tilt piston, reducing the
swash plate angle to the minimum. Accordingly, the
travel speed is changed to the fast speed mode.
From Reducing Valve

2
Spool (2.75 MPa (28 kgf/cm , 398 psi))
DR SA SB PS
Travel Mode
Control Valve
P
Spring
PA PB
Shuttle
W117-03-02-007
To Port SA From Port SB
T118-03-06-002C
T3-6-5
BRAKE VALVE
The brake valve consists of counterbalance valve (10)

and relief valve (11).
When Traveling Circuit Protection

When pressure oil from the control valve is routed to If oil pressure in the circuit increases over the
port AV, pressure oil flows into port AM after passing set-pressure, relief valve (11) opens to relieve high
through spool (5) and opening check valve (4). On pressure to the lower pressure side, protecting the
the other hand, the return oil from port BM is blocked travel motor from being overloaded. In addition, relief
by check valve (6) and spool (5) so that it cannot valve (11) buffers shock pressure developed by iner-
flow to port BV. Accordingly, oil pressure in port AV tia force of the machine when stopping traveling.
increases gradually and is routed into chamber (1) When the travel motor draws hydraulic oil like a
through orifice (3), moving spool (5) to the right. pump. Check valve (4 or 6) opens to prevent the oc-
Consequently，the return oil from port BM flows to currence of cavitation (makeup operation) in the cir-
port BV through the notch on spool (5), allowing the cuit.
travel motor to rotate.
When Descending Slope

While traveling down slope, the travel motor is forci-
bly rotated by the machine weight, causing the motor
to draw oil like a pump. When pressure oil in port AM
is drawn into the travel motor, oil pressure in port AV
and chamber (1) decreases. Therefore, spool (5) is
moved to the left, restricting oil flow from port BM to
port BV so that the travel motor is broken. Once oil
flow from port BM to port BV is restricted, oil pres-
sure in port AV increases again, moving spool (5) to
the right. Then, the machine is prevented from run-
ning away due to this repetition of hydraulic oil brak-
ing operation.
T3-6-6
1 2 3 4 AV 5 BV 6 7 8 9
10
AM BM
11 11
T115-03-02-006
3 7
AV BV
4 6
Left Travel Right Travel

Brake Valve Brake Valve
AM BM
From
Reducing
Valve
Left Travel Motor Right Travel Motor T146-03-06-001
1 - Chamber 4 - Check Valve 7 - Orifice 10 - Counterbalance Valve

2 - Spring 5 - Spool 8 - Spring 11 - Relief Valve
3 - Orifice 6 - Check Valve 9 - Chamber
T3-6-7
PARKING BRAKE
The parking brake consists of coupling (3), friction When the pilot control shut-off lever is in the UNLOCK
plates (1), center plates (2), piston (4), and springs (5). position, the pilot pressure oil is routed to port PB.
Coupling (3) is splined to the shaft. Center plates (2) Then, the pilot oil pressure pushing piston (4) against
are splied to coupling (3). Friction plates (1) are spring (5), freeing friction plates (1) and plates (2)
splined to casing (6). Friction plates (1) and center from each other allowing the shaft to rotate.
plates (2) are places alternately one by one. When the
pilot control shut-off lever is in the LOCK position, the
NOTE: Piston (4) has a thread hole. In emergency,
pilot pressure oil is not routed to port PB. Then, fric-
install a bolt (M16 × 70 mm long) into pis-
tion plates (1) and plates (2) are pushed together by
ton (4) through the plug hole on cover (7).
spring (5) via piston (4), preventing the shaft from ro-
Then, pull the bolt to raise piston (4)
tating.
against springs (5) so that the parking
brake will be released manually.
1 2
Shaft
Plug
Threads
PB
T115-03-02-008C
Pilot Pressure Oil
6 5
1 - Friction Plate 3 - Coupling 5 - Spring 7 - Cover

2 - Center Plate 4 - Piston 6 - Casing
T3-6-8
TRAVEL REDUCTION GEAR
The travel reduction gear consists of one stage reduc- Rotation of first stage sun gear (4) is transmitted to
tion spur gear and two stage reduction planetary gear. second stage sun gear (2) after the second stage re-
The total reduction gear ratio is 139.17 : 1. Motor shaft duction takes place between first stage planetary gear
(5) rotates spur gear (7) via pinion gear (6). After the (8) and first stage carrier (3). Rotation of second stage
first stage reduction takes place between pinion gear sun gear (2) is transmitted to shaft (10) after the third
(6) and spur gear (7), shaft (5) rotates first stage sun stage reduction takes place between second stage
gear (4). planetary gear (9) and second stage carrier (1).
1 2 3 4 5
T145-03-01-001
10 9 8
1 - Second Stage Carrier 4 - First Stage Sun Gear 7 - Spur Gear 9 - Second Stage Planetary Gear
2 - Second Stage Sun Gear 5 - Shaft 8 - First Stage Planetary Gear 10 - Shaft
3 - First Stage Carrier 6 - Pinion Gear
T3-6-9
(Blank)
T3-6-10
COMPONENT OPERATION / Others (Upperstructure)
AUTO-LUBRICATION SYSTEM
The auto-lubrication system automatically lubricates the The auto-lubrication mode switch has three positions:
front attachment pins, swing bearing, and center joint. Auto / Off / Manual. When the switch is in the Auto
The major components of this system are a grease position, greasing is automatically performed at the
pump, auto-lubrication solenoid valve, vent valve, interval set by the auto-lubrication interval switch.
auto-lubrication interval switch, auto-lubrication mode When the switch is in the OFF position, greasing is
switch, pressure switch (Auto Lubrication) and pressure not performed. When the switch is in the Manual posi-
switch (Manual Lubrication). tion, the auto-lubrication system is deactivated. How-
ever, greasing can be performed using a grease gun.
NOTE: Refer to the SYSTEM / Control System

group for the system operation.
Lubricator Panel (Right Frame) Grease Tank

Vent Valve
Pressure Switch Auto-Lubrication
(Auto Lubrication) Solenoid Valve
Grease
Pressure Switch
Pump
Auto-Lubrication
ON/OFF Switch
T18M-03-07-002
T146-01-03-026
Auto-lubricat
ion Interval
Switch
T18M-03-07-006
T18M-03-07-001
T3-7-1
AIR CONDITIONING SYSTEM
The air conditioning system consists of an air condi- When the air conditioner (the cooling system) is oper-
tioner compressor drive pump (Refer to the GEN- ated, the compressor clutch is engaged to operate the
ERAL /Component Layout group.), compressor drive compressor. When the heating system is operated,
motor (4), air conditioner units (1, 2, and 3), com- the compressor clutch is disengaged so that the com-
pressors (5, 6, and 7), condensers (8, 9, and 10), re- pressor doesn’t operate. During dehumidifying and
ceiver dryers (11, 12, and 13), hot water outlet (14), heating operation, both the cooling and heating sys-
and hot water return port (15). Compressor drive mo- tems are operated.
tor (4) is driven by pressure oil from the air conditioner
compressor drive pump when the engine is running.
14
13 1 View A
2 15
12
3
11
4
10
9
8
7
6
5
T18M-03-07-007
1 - Front Air Conditioner 5 - Compressor 9 - Condenser 13 - Receiver Dryer

(Rear Air Conditioner) (Side Air Conditioner) (Rear Air Conditioner)
2 - Side Air Conditioner 6 - Compressor 10 - Condenser 14 - Hot Water Outlet
(Front Air Conditioner) (Front Air Conditioner)
3 - Rear Air Conditioner 7 - Compressor 11 - Receiver Dryer 15 - Hot Water Return Port
(Side Air Conditioner) (Front Air Conditioner)
4 - Compressor Drive Motor 8 - Condenser (Rear Air 12 - Receiver Dryer
Conditioner) (Side Air Conditioner)
T3-7-2
Cooling Operation
The cooling circuit consists of compressor (10), con- • Thermo Sensor Tube (4):
denser (1), receiver dryer (9), expansion valve (3), Checks air temperature after passing through
evaporator (5), thermistor (6), thermo sensor tube evaporator (5) and adjusts the orifice on expan-
(4), and blower fan (2). The circuit is charged with sion valve (3) in response to air temperature
refrigerant. Air from the fresh and /or circulation air change to control the refrigerant flow.
inlet is sent to evaporator (5) by blower fan (2). As • Thermistor (6):
evaporator (5) is cool, air is cooled while passing Stops the compressor if temperature on the fin
through evaporator (5). Then, the cooled air is sent surface of evaporator (5) falls lower than 0 °C.
into the cab through the vents. • Blower Fan (2):
Each component functions as follows: Sends air from the fresh and/or circulation air inlet
• Compressor (10): to evaporator (5).
Draws and compresses refrigerant from the low
pressure circuit (between evaporator (5) and Heating Operation
compressor (10)), then sends it to condenser (1). During heating operation, valve (8) is opened so that
(Refrigerant generates heat when compressed.) high temperature engine coolant circulates through
• Condenser (1): heater (7). Air from blower fan (2) is warmed as it
Cools hot refrigerant. passes through heater (7) and is sent into the cab
• Receiver Dryer (9): from the vents.
Removes moisture from refrigerant and stores re-
frigerant. Dehumidifying and Heating
• Expansion Valve (3): During dehumidifying and heating, the cooling and
Atomizes high pressure liquid refrigerant into low heating systems are operated at the same time. Air
pressure gas via an orifice. from blower fan (2) is cooled and dehumidified at
• Evaporator (5): evaporator (5) then, air is warmed at heater (7) be-
Vaporizes refrigerant to absorb heat from atmos- fore being sent into the cab.
phere.
1 2 3 4 5 6
Fresh Air Inlet Vent
Air
Conditioner
Fresh/Circulation
Fan Air Changeover
Damper
Circulation Air Inlet
Air Mix 8 7
Damper
10 9 From Hot Water To Hot Water

Outlet Return Port
T117-02-05-002C
1 - Condenser 4 - Thermo Sensor Tube 7 - Heater 9 - Receiver Dryer

2 - Blower Fan 5 - Evaporator 8 - Valve 10 - Compressor
3 - Expansion Valve 6 - Thermistor
T3-7-3
FAST-FILLING SYSTEM
Refilling coolant, hydraulic oil, fuel, engine oil, swing

device gear oil, pump transmission oil and grease can
be achieved through this system. The major compo-
nents of this system are the fast-filling switch,
fast-filling panel, fast-filling solenoid valve, lift cylin-
ders and proximity switch.
(Refer to the SYSTEM / Control System group.)
Lift Cylinder Fast-Filling Panel
Proximity Switch T18M-03-07-004
Filler Port Layout on Fast-Filling Panel (View A)

Engine Oil Reserve Engine Oil Reserve Engine Oil Reserve
Engine Oil Reserve Tank Shut-off Valve Tank Filling System Tank Filling System
Tank Fill Indicator Open Indicator Power Switch Control Switch
Fuel Fill Indicator Engine Oil Out Engine Oil

(Reserve Tank) (Engine Oil Pan)
Engine Oil In
(Reserve Tank)
Hyd. Oil
Coolant
(Radiator Outside) Gear Oil (Front Right
Side Swing Device)
Fuel
Auxiliary
Pump Transmission Oil
T18M-03-07-003
Coolant Gear Oil Gear Oil Gear Oil Grease
(Radiator En- (Front Left Side (Left-Right) (Rear-Right)
gine Side) Swing Device)
T3-7-4
OIL COOLER FAN MOTOR
The oil cooler fan motor and the radiator fan motor are
an inclined-shaft type, fixed displacement axial
plunger motor. The operating principle of this motor is
the same as the travel motor. (Refer to the Travel De-
vice section in this manual.)
Drive Disc
Rotor
W118-02-09-002C
T3-7-5
RADIATOR FAN MOTOR, AIR FAN MOTOR
The fan motor, a vane motor is operated by pressure

oil from the fan pump and rotates the fan.
The fan motor consists of cap end (1), cartridge (2),
plate (3), bearing (4), housing (5) and shaft (6).
2 3 4 5 6
W18M-02-09-012
1- Cap End 3 - Plate 5 - Housing 6- Shaft

2- Cartridge 4 - Bearing
T3-7-6
ACCUMULATOR
The accumulator is provided in the pilot circuit to

buffer fluctuations in oil pressure, and to maintain the
pilot pressure for a short time period after the engine
is stopped.
The accumulator mainly consists of body (5), holder
(4), bladder (2), which encloses nitrogen gas (N2), 6
1
and poppet (1).
• Pressure oil from the pilot pump enters into the

accumulator via port A. Pilot pressure Nitrogen Gas
compresses the nitrogen gas in bladder (2) until 5 (N2)
2
they balance against each other.
4
• When pressure supply is stopped due to engine
stall or any other reasons, bladder (2) starts
expanding, supplying accumulated oil into the Pilot Pressure Oil
pilot circuit via port A. 3
T105-02-10-003C
1 - Poppet 4 - Holder
2 - Bladder 5 - Body
3 - Oil Port 6 - Gas Plug
T3-7-7
EHC VALVE (FOR MAIN PUMP CONTROL)
The EHC valve consists of proportional solenoid

valves (8 used).
In the Pump Room
8 1
7 2
6 3
5 4
T18M-03-07-005
1 - Main Pump Displacement 3 - Radiator Fan Control 5 - Auxiliary 7 - Power Decrease Control
Control (No.4 Main Pump)
2 - Main Pump Displacement 4 - Oil Cooler fan Control 6 - Main Pump Displacement 8 - Power Increase Control
Control (No.3 Main Pump) Control (No.1, 2, 5, 6, 7, 8
Main Pump)
T3-7-8
Proportional Solenoid Valve
The proportional solenoid valve is excited by a cur- The increased oil pressure acts on stepped flanges
rent signal from ELU and MC delivers pressure oil in (a) on spool (1). The right side flange has a larger
proportion to the current signal value. diameter so that spool (1) is pushed to the right.
When oil pressure force to push spool (1) to the
• When in neutral: right overcomes solenoid (3) force pushing spool to
Spool (1) is pushed to the right by spring (2) force the left, spool (1) is moved back to the right, closing
so that output port (S) is connected to hydraulic oil the oil passage from port (P) to output port (S).
tank port (T3). Then, the pressure at output port (S) stops in-
• When excited: creasing.
Solenoid (3) pushes spool (1) to the left in propor-
tion to the current value flowing through solenoid (3).
Then the pilot pressure oil flows to output port (S)
from port (P), increasing oil pressure at output port
(S).
T3 S P 1 2 3
a
T107-02-07-005C
1 - Spool 2 - Spring 3 - Solenoid
T3-7-9
(Blank)
T3-7-10
COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
The swing bearing supports the upperstructure on the

undercarriage and allows the upperstructure to rotate
smoothly. The swing bearing is a three-row-roller type
bearing, consisting of retaining ring (7), support ring
(8), nose ring (4), three types of rollers (1, 2, and 6),
and seals (3 and 5).
Retaining ring (7) and support ring (8) are bolted to
the upperstructure. Nose ring (4) is bolted to the un-
dercarriage. The internal gear on the nose ring
meshes with the swing reduction gear shaft teeth.
1 2 3
6 5
T115-03-03-001C
1 - Radial Roller 3 - Seal 5 - Seal 7 - Retaining Ring

2 - Support Roller 4 - Nose Ring 6 - Retaining Roller 8 - Support Ring
T3-8-1
ADJUSTER CYLINDER
The adjuster cylinder consists of two single-acting pis-

tons. The front section is a cushion piston to absorb
shock loads. The rear section is an adjustment piston
to adjust track sag.
The cushion piston stores pressure oil in the piston
chamber connected to the accumulator. When the
cushion piston is pushed by an external load, pres-
sure oil in the piston chamber flows into the accumu-
lator, absorbing the shock load. The adjustment piston
is moved by grease supplied into the piston chamber
to adjust track sag.
Grease Hydraulic Oil
Rear Front Side

Side (Front Idler
(Travel Side)
Device
Side)
T146-03-08-001
Adjustment Piston Piston Chamber Cushion Piston
ACCUMULATOR
The accumulator consists of the shell, bladder, gas

valve, and oil port assembly. Hydraulic oil is filled in-
side the shell. High pressure nitrogen gas is enclosed
in the bladder. The bladder contracts until the gas
pressure balances with hydraulic oil pressure routed
into the accumulator through the oil port assembly.
Oil Port Assembly Shell Bladder Gas Valve
T115-03-03-003C
T3-8-2
Shock Absorbing / Travel Stop Operation
The main pressure oil from the right travel forward If the external load increases further, relief valve (4)
circuit is routed into the accumulators (3) and both relieves and the cushion piston is moved backward
right and left adjuster cylinders (6) after being re- full stroke, shifting travel stop pilot valve (9). When
duced at reducing valve (2). When an external load travel stop pilot valve (9) is shifted, pressure oil from
is applied to the front idler, the cushion piston is the adjuster cylinder shifts pilot pressure switch valve
pushed so that pressure oil in the piston chamber (8). Therefore, the signal pilot pressure oil is routed to
flows into accumulators (3). Then, the bladder in the the travel pilot pressure cut-off valve trough pilot
accumulator contracts to absorb the external load. pressure switch valve (8), stopping the travel function.
From Right Adjuster Cylinder
1
Drain
From
3 Right Adjuster Cylinder
2 Pilot Oil Pressure

to Travel Motor
4
5 8
Right Travel Forward Circuit
Drain Circuit
Pilot Circuit 7 T115-03-03-004
Pilot Circuit 1 2
To Travel Pilot Pres-
sure Cut-Off Valve
3
8 4
9 6
1 - Center Joint 4 - Relief Valve 6 - Adjuster Cylinder 8 - Pilot Pressure Switch Valve
2 - Reducing Valve 5 - Stop Valve 7 - Grease Fitting 9 - Travel Stop Pilot Valve
3 - Accumulator
T3-8-3
CENTER JOINT
The center joint is a 360 ° rotating joint. When the

upperstructure rotates, the center joint eliminates
twisting of hoses and allows hydraulic oil to flow to or
from the travel motors. The spindle is secured to the
undercarriage with four bolts, and the body is secured
to the upperstructure. Pressure oil flows into the spin-
dle via oil ports on the body. Then, pressure oil is
routed into the right and left travel motors via oil ports
on spindle. Seals are located between the spindle and
body, preventing oil leaks from the oil ports.
Seal
Body
Spindle
T145-03-02-001C
T3-8-4

3600-Operational Principle

Uploaded by

Copyright:

Available Formats

You might also like

3600-Operational Principle

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

3600-Operational Principle

Uploaded by

Copyright:

Available Formats

SECTION 1

Group 2 Component Layout

Group 3 Component Specifications

Model EX3600-6 Hydraulic Excavator

NOTE: This drawing indicates the arrangement

Control Valve 4 (Upper-Right) Control Valve 2 (Upper-Left)

Control Valve 4 (Upper-Right) Control Valve 2 (Upper-Left)

Control Valve 3 (Lower-Right) Control Valve 1 (Lower-Left)

NOTE: LD: Loading Shovel

Travel Mode Change Line

Rear Side Front Side

1 - Travel Motor 2 - Brake Valve 3 - Travel Reduction Gear

1- Work Light (2 Used) 4- Fuel Level Switch 7- Work Light 10 - Horn

1 - Monitor Display 2 - IDU 3 - ELU

Layout of Power Source Terminal T146-01-03-023C

1 - Fuse Box (Cab) 5- Data Link Connector 9- DC/DC Converter 13 - Controller

EHC Valve (Left Side) EHC Valve (Right Side)

1- Right Travel Forward 5- Arm Retract 9- Boom Raise 13 - Arm Extend

1 - Valve Unit 4- Limit Switch 7- Lock Lever 9- Sliding Fold-In Ladder

1- Main Relief Valve 3- Solenoid 1 5- Valve 7- Solenoid 3

Main Pump Swing Motor, Travel Motor

1 - Contamination Sensor 5 - Contamination Sensor 8 - Contamination Sensor 11 - Contamination Sensor

NOTE: LD: Loading Shovel

1- Pressure Switch 3- Auto-Lubrication ON/OFF 5 - Auto-Lubrication Pump 7- Auto-Lubrication Interval

Manufacturer .................................................... CUMMINS ENGINE COMPANY, Inc

Auxiliary Ignition System

Engine Stop System

Main Pump (MP1 to 8)

Transmission Oil Cooling Pump (Top of MP1 and MP2)

Air Conditioner Compressor Drive Pump (Top of MP3 and MP4)

Pump Transmission Oil Cooler

Swing Brake Valve

Swing Parking Brake

Travel Parking Brake

Travel Brake Valve

Radiator Fan Motor, Air Fan Motor

Air Conditioner Compressor Drive Motor

(Backhoe Front)............................................ Boom Arm Bucket

(Lift Cylinder) ................................................ Fast Filling Device Sliding Fold-In Ladder

For Electric Lever Control (Left Side)

For Electric Lever Control (Right Side)

Travel Mode Selection Solenoid Valve

Fast Filling Panel Control Solenoid Valve

Gate Lock Solenoid Valve

Reducing Valve (Travel Mode)

Reducing Valve (Adjuster)

Pilot Pressure Control Valve (Adjuster)

Air Filter Restriction Switch

Fuel Level Sensor (For Warning)

Pump Transmission Oil Level Switch (For Warning)

Hydraulic Oil Level Switch (For Warning)

Pilot Pressure Sensor (EHC Valve and Travel Alarm)

Pressure Switch (Grease) (Auto Lubrication Circuit)

Pressure Switch (Grease) (Manual Lubrication Circuit)

Control Lever (Front Attachment • Swing)

Control Lever (Travel, Bucket Open/Close)

Pump Unit (For Sliding Fold-In Ladder)

Air Bleeding Pump (For Hydraulic Oil Tank) (Optional)