KOBELCO Baie ACE? SK450-VI - SK480-VI TRAINING TEXT SK4g0LC-VI KOBELCO CONSTRUCTION MACHINERY ca. oe Book code No. S6LS00613ZE0110. 1 CONTENTS GENERAL DIM SPECIFICATION ENGINE SPECIFICATION DRIVING UNIT 4.1 LOCATION OF OPERATOR CONTROLS 4.2 DIAGNOSIS LAMP SIONS AND WEIGHTS 4.8 ADJUSTMENT OF PILOT VALVE (CONTROL LEVER) HEIGHT LAYOUT OF COMPONENTS 1 LAYOUT OF ELECTRIC COMPONENTS AND HARNESS 6.2 HARNESS CONNECTION 5.8 CONTROLLER ASSY, 5.4 CONTROLLER AND OTHERS SUMMARY OF MECHATRO CONTROL SYSTEM 6.1 MECHATRO CONTROL SYSTEM IN GENERAL (for EU) 6.2 PUMP CONTROL, 6.3 BUCKET CONFLUX CONTROL, 6.4 CONFLUX CONTROL FOR BOOM RAISE 6.5 RECIRCULATION CONTROL AT LIGHT LOAD ARM IN 6.6 ARM IN RECIRCULATION CUT AND CONFLUX CONTROL 6.7 ARM OUT CONFLUX CONTROL 68 TRAVEL STRAIGHT CONTROL 6.9 SWING PRIORITY CONTROL HYDRAULIC CIRCUIT AND CONPONE 7.1 COMPONENTS SPECIFICATION 7.2 NEUTRAL CIRCUIT 7.8 TRAVEL CIRCUIT 7.4 BUCKET CIRCUIT 7.6 BOOM CIRCUIT 7.6 SWING CIRCUIT 7.7 ARM CIRCUIT 7.8 COMBINED CIRCUIT 7.9 HYDRAULIC CIRCUIT (for KAI) 7.10 TRAVEL INDEPENDENT CIRCUIT (for KAI) . HYDRAULIC PUMP (Main) 9. CONTROL VALVE SWING MOTOR UNIT TRAVEL MOTOR 11.1 SPECIFICATION 11.2 CONSTRUCTION 11.8 MAKE-UP OF TRAVEL MOTOR 114 FUNCTION OF TRAVEL MOTOR, . 11.5 FUNCTIONAL PRINCIPLE OF REDUCTION GEAR 25 26 28 30 34 38 40 46 50 61 52,12, 18. 14. 16. 16. ELECTRICAL SCHEMATICS 12.1 ELECTRIC CIRCUIT DIAGRAM (for KAI) 80 12.2 ELECTRIC CIRCUIT DIAGRAM (for BU) ~~~ 85 LOCATION OF ELECTRONIC GOVERNOR, 89 13.1 COMPONENT OUTLINE 90 13.2 CONSTRUCTION 94-4 13.3 OPERATION ~ svsnnnesnnninnninnnsnnes vets - 948 MECHATRO CONTROLLER, 14.1 SUMMARY OF MECHATRO CONTROLLER 14.2 SELF DIAGNOSIS DISPLAY FUNCTION 14.3 SERVICE DIAGNOSIS 14.4 TROUBLE HISTORY DIAGNOSIS 101 14.5 HOW TO CORRECT THE ENGINE OIL SUPPLY CUMULATIVE TIME 102 14.6 MECHATRO CONTROL EQUIPMENT 103 TROUBLE DIAGNOSIS AND TROUBLE HISTORY OF ENGINE BY MEANS ‘ OF AN ELECTRONIC GOVERNOR 15.1 METHOD OF CONFIRMING ERRORS WITH ELECTRONIC GOVERNOR 107 15.2 ERASING THE TROUBLE 109 15.3 CHECKING FOR BLOWN DIAGNOSIS LAMP BULB 109 15.4 DIAGNOSIS CODE AND BACK-UP 110 15.5 BLOCK DIAGRAM IN THE ENGINE CONTROLLER AND GOVERNOR vv" 111 15.6 EXPLANATION OF TERMS OF ELECTRONIC GOVERNOR evr eersreecnanee a 15.7 TROUBLESHOOTING THE ELECTRONIC GOVERNOR z oe 2 15.8 PROBABLE CAUSES IN THE ORDER OF ERROR CODES ae woe 118 PERFORMANCE INSPECTION 16.1 PERFORMANCE INSPECTION STANDARD 16.2 MEASURING THE ENGINE SPEED 116 16.3 MEASURING THE HYDRAULIC PRESSURE uy 16.4 MEASURING THE TRAVEL PERFORMANCE ~~ 321 16.5 MEASURING THE SWING PERFORMANCE 123 16.6 MEASURING THE ATTACHMENT PERFORMANCE 125 16.7 MEASURING THE WEAR OF SWING BEARING 126 16.8 ADJUSTING THE ENGINE SPEED SENSOR, 127 aV. 13. 4. 16. ELECTRICAL SCHEMATICS 12.1 ELECTRIC CIRCUIT DIAGRAM (for KAD 80 12.2 ELECTRIC CIRCUIT DIAGRAM (for EU) 85 LOCATION OF ELECTRONIC GOVERNOR 89 13.1 COMPONENT OUTLINE 90 13.2 CONSTRUCTION 94-4 13.8 OPERATION 94-8 MECHATRO CONTROLLER 14.1 SUMMARY OF MECHATRO CONTROLLER, 95 14.2 SELF DIAGNOSIS DISPLAY FUNCTION 98 14.8 SERVICE DIAGNOSIS. 99 14.4 TROUBLE HISTORY DIAGNOSIS on 101 14.5 HOW TO CORRECT THE ENGINE OIL SUPPLY CUMULAT 102 14.6 MECHATRO CONTROL EQUIPMENT 103 TROUBLE DIAGNOSIS AND TROUBLE HISTORY OF ENGINE BY MEANS: OF AN ELECTRONIC GOVERNOR, 15.1 METHOD OF CONFIRMING ERRORS WITH ELECTRONIC GOVERNOR 107 15.2 ERASING THE TROUBLE 109 15.3 CHECKING FOR BLOWN DIAGNOSIS LAMP BULB 109 15.4 DIAGNOSIS CODE AND BACK-UP WO 111 15.5 BLOCK DIAGRAM IN THE ENGINE CONTROLLER AND GOVERNOR M112 15.6 EXPLANATION OF TERMS OF ELECTRONIC GOVERNOR 2 15.7 TROUBLESHOOTING THE ELECTRONIC GOVERNOR 2113 15.8 PROBABLE CAUSES IN THE ORDER OF ERROR CODES (oad PERFORMANCE INSPECTION 16.1 PERFORMANCE INSPECTION STANDARD wens, 16.2 MEASURING THE ENGINE SPEED ybal7 16.3 MEASURING THE HYDRAULIC PRESSURE, ys 164 MEASURING THE TRAVEL PERFORMANCE yo 122 16.5 MEASURING THE SWING PERFORMANCE soyp3124 16.6 MEASURING THE ATTACHMENT PERFORMANC! 49126 16.7 MEASURING THE WEAR OF SWING BEARING elua7 16.8 ADJUSTING THE ENGINE SPEED SENSOR. 281. GENERAL DIMENSIONS AND WEIGHTS GENERAL SPECIFICATIONS ‘The specifications found in this section are given on the Standard SK480-VI & SK480LC-VI hydraulic ex- cavator as manufactured by KOBELCO CON- STRUCTION MACHINERY Co., LTD. No modifica- tions or options are taken in to consideration in re- gard to these specifications, ‘A.MACHINE DIMENSIONS ~ FIGURE 1 AND 2 These dimensions consider the following: a Standard boom .....7.0 meter (23'-0"). b, Standard arm 0.3.45 meter (117-4) . Bucket 1.80 m (2.38 cu yd). 4d. Standard shoe...... 600 mm (23.6°). MODEL:SK450-VI,SK480-VI +14,980mm (39°4" * Dimension does not include height of grouser. 3,320mm (10°14 [600mm (23.6") 3,350mm (17-0" MODEL ; SK450LC-VI,SK4B0LC-VI (44,980mm (39'-6" * Dimension does not include height of grouser. 4,350mm (4-5") 30mm (1 6,380mm (20°41 |. [eoomm 23.6") 3.360mm (11% B. WORKING WEIGHTS (SK450-VI, SK480-VI) Fig. 2 TRIPLE GROUSER SHOES ‘SKA50-V1, SK480-VI 900 (45.4) © 800 (94.5). 3.35 (11" 3.55 (11" 7 3.66 (12-0) oa (hada) |S oe ose) ORG) 45,200 (99,650) 46,600 (102,730) 47,100 (103,840) Bucket weight :1,440kg (3,1701b) Note) LC type machine to be added 700kg (1540 1b).2. SPECIFICATIONS AND PERFORMANCE 2.1 SPEED AND CLIMBING CAPABILITY Item Labaeniaiail SK450-Mi, SK450LC-VI, SK480-VI, SK480LC-V ‘Swing speed rpm mh Travel speed (1-speed2-speed) (nite) 35/56 (2.2/3.5) Gradeabilty se(degree) 70 (35) 2.2 ENGINE : EU, KAl E = MMG gine mode! MMC (Mitsubishi) 6024—TL2C ae Watar-cooed, yaa yea jection Type Spe nae ni bo charger ander = Number of eylinders—BoreX Stroke 8 dager igor - Total displacement 11,950ee (729cuin) = Rated output / Rotation speed 235KW (315PS) /2,000rpm - Maximum torque / Rotation speed 127kgt+m (918 lb-ft) /1,200rm - Starter 2a /5.5kW - Atternator 24V/95A 2a /50A 2.8 HYDRAULIC COMPONENTS ayeraulo pump ‘arate spacer al aon a Hydraulic motor (swing) ‘Axil piston motor - Hydraulic motor (travel) 2-speed axial piston motor - Control valve 6-spool control valve + Benet arm, Bucket) Double action cylinder - Oil cooler Air-cooled type - 24 WEIGHT Unit: kg (b) ‘SKA50-M SKASOLC-MI Fully equipped weight Upper structure 45,200 (99,650) 45,900 (101,190) 20,800 (45,860) - Lower machinery 16,800 (35,930) 17,000 (37,490) ‘Aitachment (7.0m (23f-SIn) Boom+3.45m (1f-n) Arm 8,100 (17,860) - “+1.80m* (2.95cu ya) Bucket)3. ENGINE SPECIFICATION 3.1 SPECIFICATION Applicable machine ‘SK450-\1, SKA50LC-M, SK480-V1, SK480L.C-\1 Engine model MITSUBISHI 6D24-TLU2C (EU), 6D24-TLA2B (KAD) Diesel, -oycle water-cooled, in-line, Type direct injection, turbo charged and with inter cooler Se =e oes Total displacement ce (curin) 11,950 (729) Compression ratio 178 Rated output PS (kW) at rpm 820 (235) at 2,000 earaaee kgm (IbEt) at rpm 127 (920) at 1,200 High idling rpm 2,200:20 Low idling pm 1,000:+30 Injection valve i opening pressure Kgflem* (psi) 181 2,570) ecemostat aokinn, cm 76.5 / 90 (170 / 194) Start/Full open Firing order 1-5-3-6-2-4 Compression pressure ‘Lubrication oil pressure ‘gflem® (psi) at min“ ket! em? (pei) at rpm Fuel injection timing 28 (400) at 200 20° before top dead point (Electronic governor control) ‘Valve clearance Open Close Valve clearance Tatake valve | 4mm 0.916") | 18 before ton | 50’ ,after bottom Exhaust valve | COMBI | OT yerenao™ | Males? Starter capacity VxKW 24x55 Banerabor canectty VA 24X35 (BU), 24%50 (KAI) Cooling fan drive method Fr aT eee eek) Fawe Oo Fulllevel 45 (12) Engine oil quantity €(gal) Low a fengor actuation 82. 5 (8.6) Dry weight kg (1b) 1,020 (2,250) Fuel consumption ratio g/PS-h 168 Allowable inclination A ay Dimension (LX WH) mm (in) Front / Rear and Right / Left : 35° 1,688 900 X 1,266 (66.5% 35.4% 49.8) Rotating direction Counterclockwiee seeing from flywheel side Coolant quantity (Engine) (gal) 24 6.3)4. DRIVING UNITS OPERATOR CAB NOMENCLATURE ‘The operator cab nomenclature (FIGURE 1), points Study these areas and locate these components on ‘out locations of operator controls of the KOBELCO. the machine. Specific information regarding these ‘SK480-VI and SK480.C-V1 hydraulic excavator op- ‘components are explained on the following pages of erator cab. section Il, 4.1, LOCATION OF OPERATOR CONTROLS LEFTTRAVEL LEVER RIGHT TRAVEL LEVER LEFT TRAVEL PEDAL RIGHT TRAVEL PEDAL LEFT FOOT REST RIGHT FOOT REST GAUGE CLUSTER RIGHT HAND OPERATOR LEFT HAND OPERATOR Hy] _-CONTROL LEVER CONTROL LEVER. (HORN SwiTCH) 24V CIGARETTE SAFETY LOCK LEVER. LIGHTER (FOR HYDRAULICS) ENGINE EMERGENCY STOP CONTROL, SWITCH PANEL (KPSS MODE, BUZZER STOP) ‘THROTTLE POTENTIOMETER Bat -swirce pane LEFT SIDE SWITCH (WIPER, WASHER, PANEL ‘WORKING LIGHT) AIR-CONDITIONER ZC SWING FLASHER SWITCH PANEL DIAGNOSIS LAMP: Locally-procured parts ‘OPERATORS SEAT: ineuzee ee (GWAY ADJUSTABLE) KPSSRELEASE SWING PARKING BRAKE HEAD REST ‘switch RELEASE SWITCH (ADJUSTABLE) Fig. 14.2. Diagnosis lamp (Electronic governor controller judgement) Red and Orange ~ FIGURE 2 Red and orange lamps are installed on the switch panel of the left control stand to make possible to check that the electronic governor controller is nor- mally operated. ‘The normai/abnormal condition can be knowledged by checking the lamp lighting condition. Therefore ‘check that the controller is normal before starting the engine, Normal condition Starter switch | Starter switch "ON" "START" Lamp (Red) ON OFF | Lamp (Orange) ‘ON OFF Condition | Normal Normal | ‘Abnormal condition For abnormal condition, there are two cases, frst the engine does not start, and second, the engine starts but the controller does not operate normally. Then, contact our service shop for inspection im- mediately [Starter switch] Starter swith] Starter switch] ron" | "ON" | "START" Lamp fs oN OFF OFF Lamp (Orange) |_OFF o = Dont Condition] garreyg | StartE/G | Start B/G 4,3 Adjustment of pilot valve (Control lever) height — FIGURE 3 To adjust the height of the pilot control levers, use @ 17 mm wrench and remove capscrew (M10) under the operator console, The 3-stage setting hole po- sition is as follows: a. From factory, the hole is set to the highest posi- tion (H1), b. If it set to the medium position (}2), the valve (control lever) height is raised 15 mm (0.6. c. When itis set to the lowest position (H3), the height is raised max. 29 mm (1.1°)5.4 CONTROLLER AND OTHERS MECHATRO CONTROLLER, As. at7 RELAY |c-4ixahoayho-> MECHA-TRO CONTROLLER, R794 b= Fy ey WIPER RELAY ASSY FUSE BOX’ C3: At ys RyPA TED ‘SWITCH BOX ASSY Rear e4774 YL SAFETY RELAY SW-4: E42 BAL F SWING PARKING RELEASE SWITCH ‘SW-5 : KPSSMERA4 9 F KPSS MODE RELEASE SWITCH Ratt Bay TERRE Y m2 CAB WORKING LIGHT RELAY2 Retr e=2 VL HEATER RELAY 4eNhEN TOINST-PANEL (L) Sea TERT TOCAB WORKING LIGHT (L) RG: fas YL WORK LIGHT RELAY R6 ik YL HORN RELAY Ro: ea JiR YL mt GAB WORKING LIGHT RELAY! BAI N—RAN 87 TO CAB HARNESS6.3 BUCKET CONFLUX CONTROL Qe a s como | Frame 5 SE LO iieeeoition. L__; Sac ' ieee ta ae | i |e ee” aga b= Prassine sexton WY7 sacxnese. ea V pressine 1 SE-26 Bucket contlux control (digging and dump) (1) In single bucket operation, the secondary pilot (3) The secondary pressure Pi from the P2 bypass pressure for bucket operation changes the bucket spool. At the same time a signal is put into the mechatro controller from the low pressure sensor for the bucket. (2) The mechatro controller processes signals as illustrated and puts out a command current i to the P2 bypass cut proportional valve according to the voltage input. cut proportional valve changes the bypass cut valve. The hydraulic oil pushes the bucket conflux valve (Q) open, flows into the high pressure passage for the bucket and makes a 2-pump conflux flow. (4) Regarding the negative control by the differential pressure between the P1 and P2 pumps, refer to the conflux control for boom raise, 186.4 CONFLUX CONTROL FOR BOOM RAISE om fin 7 $ —s a © Toa aE 0 4 ne te. = ie cama | a i 2 ota | # ero i F > i ! Ae ' i ‘ Laser i LA sot | pe Lt = & feeton [1 | Coma Zeer] | emer eee 7 Se eS i 3 : | ‘ crms] |i] eT i Ee i lente EPO, Yi Conflux control for boom raise (1) (2) (3) If boom raise is operated, the secondary pilot pressure for boom raise changes the boom 1- ‘speed spool and the boom raise 2-speed spool, The moment the boom 1-speed spool and the boom 2-speed spool have been switched over, the hydraulic oll is put into the pressure sensor for negative control and the pressure sensor for back pressure, The voltage outputs from the negative control pressure sensor and the back pressure sensor fare put into the mechatro controller. The mechatro controller processes negative control signals as iilustrated and puts out current signals i to the P1 and P2 pump solenoid proportional valves according to voltage inputs. For instance, the negative control pressure nearly equals the back pressure if the boom raise lever is turned to full stroke. This makes the voltage inputs smaller which in tun decreases command current ito the P1 and P2 solenoid proportional valves. (4). The solenoid proportional valves for the P1 and (5) P2 pumps put out secondary pressure according to command current from the mechatro controller to change the delivery rates of the Pt, P2 pumps. When current i of the solenoid proportional valves for the P1, P2 pumps decreases, the secondary pressure Pi of the pump's solenoid proportional valves. decreases. This increases the delivery rates of the pumps. (negative control) If the boom 1-speed spool and the boom 2- speed spool are switched over by pure hydraulic. commands, the oil delivered by the P2 pump is. combined with the oil delivered by the Pt pump during boom raise, 196.5 RECIRCULATION CONTROL AT LIGHT LOAD ‘ARM IN aT Pi Re SHEARS | yams Paras iLsrase | a] Lerinve i mi 5 | eee) |i) eee) fe2| top ee de ed anecnmve cone itv FatsStne SSSR fee sea? = S528 Recirculation control at light load arm in (1) If arm in operation is operated, the secondary pllot pressure for arm in Is put into the low pressure sensor and switches over the arm 1- speed spool. (2) When the arm 1-speed spool is switched over, the P1 negative control pressure decreases. The pressure Is then put into the P1 negative control pressure sensor and the back pressure sensor. (8) The voltage outputs from the negative control pressure sensor and the back pressure sensor are put into the mechatro controller which processes signals as illustrated. The mechatro controller puts out a command current according to the voltage input and changes the solenoid proportional reducing valve for the P2 pump. (4) The solenoid proportional valve of the P2 pump puts out the secondary pressure Pi according to the command current from the mechatro controller and changes the delivery rate of the P2 pump. In the case of the arm in full lever, for instance, the delivery rate of the P2 pump increases. (negative control) (8) A pure hydraulic command switches over the ‘atm main spool. A mechatro controller command changes the delivery rate of the P2 pump. When the pump pressure is less than a certain value, the oll returned from the arm cylinder rod is recirculated to the head. 206.6 ARM IN RECIRCULATION CUT AND CONFLUX CONTROL, at Pi Pe HGH PRESS, ¥ Ser iw L. it [PL ec UF re |_ 22 ila we i a A Pi ! a Se panresine MPs ! a Fa 3 ! mh NN SBE Tipe | ee! 5 LH ts [ae jLevrwve | ls] 2 curvane | | S [ Cher Fe | LOL ET =a Se We rayaaan ieee ecnarmo cowmouen oe ae lscearess. |3e-28 ‘Arm in recirculation cut and conflux control (1) both the pilot pressure and the P2 pump pressure rise above certain levels while arm in is being operated, a command current is put out to the arm recirculation proportional valve from the mechatro controler. (2) The secondary pressure of the arm recirculation proportional valve changes the recirculation valve to the recirculation cut position and permits the arm cylinder rod circuit to connect with the tank circuit (8) When the recirculation valve is tured to the recirculation cut position, the secondary pilot pressure for 1-speed arm in goes through the 2-speed pilot line for digging and switches over the arm 2-speed spool. This causes the oll delivered by the P1 pump to combine as arm 2- speed pressure. (4) Ifarm in is operated, the swing parking brake is released. The solenoid valve for the swing parking brake Is braked by the mechanical brake as the swing P/B and the solenoid are excited the moment the key is turned on. The swing P/B and the solenoid are released by swing and arm in actions. The primary pilot pressure passes through the mechanical brake and releases the brake. 216.7 ARM OUT CONFLUX CONTROL at PIN ee ° ‘ cuume | _ ene 8 eT lergonron. L___ creme i i —— Re echarno CONTROLER | Yar Tae Yassin me] 7) Rm | tae | [F) Carne] i oo (fe) cro | 35 I Paessune| PRESSUME ‘esos Senso ‘Arm out conflux control (1) If arm out is operated, the secondary pilot pressure for arm out switches over the arm 1- speed spool and the arm 2-speed spool. (2) The negative control pressure is cut off the moment the arm 1-speed spool and the arm 2- speed spool are changed over. (8) Voltage outputs from the negative control sensor and the back pressure sensor are put into the mechatro controller. The controller then processes negative control signal as illustrated and puts out command current to the solenoid proportional valve according to voltage inputs (negative control pressure by back pressure), (4) The solenoid proportional valves for the P1 and P2 pumps put out secondary pressure Pi according to command current i from the mechatro controller and changes the delivery rates of the P1, P2 pumps. For example, command current | decreases if the arm out lever is tured to full stroke. This decreases the secondary pressure Pi of the proportional valves and increases the delivery rates of the Pt, P2 pumps. (6) A pure hydraulic command switches over the ‘arm 1-speed spool and the arm 2-speed spool. In arm out action, the oil delivered by the P2 pump is combined with that by the P1 pump, 22,6.8 TRAVEL STRAIGHT CONTROL, ae, a PN PW © ———— LI 4 cue | pear a Ea ae Be pase wears] E] [peas ‘| Geer | LT Te a conten Travel straight control in a combined operation of travel and ATT. (1) If ATT-telated operations (boom, arm, bucket ‘and swing) are operated during travel (right and left) actions, the secondary pilot pressure switches over each spool and put into each low-pressure sensor. (2) Ifthe mechatro controller receives a signal from any low-pressure sensor that is included in the combination in the below table, it determines it as travel straight and puts out command current i to the main straight solenoid proportional valve. Boom | Bucket | Am | Swing Travel right | — = ° ° Travelleft_ | O. ° = = Travel both | O. Oo [e) oS (3) When the travel straight solenoid proportional valve is turned on, the higher of the pilot pressure and the travel pilot pressure during ATT operation is put out as the secondary pressure for the solenoid proportional valve and switches over the travel straight valve. This causes ATT to be actuated by the P1 pump and causes the travel action to be actuated by the P2 pump. 236.9 SWING PRIORITY CONTROL nt PIN ‘Swing priority control in a combined operation of arm in and swing (1) The moment the swing spool is switched over by the secondary swing pilot pressure during a combined operation of arm and swing, the pressure is led to the swing priority valve. The passage from the P2 pump to the arm cylinder head is throttled. At the same time, the oil from the arm recirculation valve is combined with that of the ‘aim 2-speed. (Refer to 1.6 Arm in recirculation cout & contlux control.) A en ——— @ == rae coum fe ! 8 eset | I Bee ! 5 fee : L___> i ESaRaoae We i * commno | Page ! # Se Sree a | [—peeveass rarmes | s os i Cur VALE cutvave_| j E 1 vteowrnoconnmowen or] meaner | i [ 1} eae eee ee Pansat saree etn SE-27 Yy Presoune ‘BACK PRESS. SE26 PRESSURE SENSOR] SE-28 (2) Since the passage is throttled, the oil from the P2 pump is used preferentially for swing action The arm cylinder is actuated by the conflux flow of {-speed and 2-speed. 247.4. BUCKET CIRCUIT ‘This section describes the following. 1) Bucket digging pilot circuit 2) Auto acceleration operation 8) Bucket digging main circuit 1. BUCKET DIGGING PILOT CIRCUIT Operation : If bucket digging operation is performed, the secondary proportional pilot pressure comes out of port @ of the right-hand pilot valve (10), enters the PBe port of C/V (2) and acts upon the low pressure sensor (SE-1). At the same time the pressure acts on the bucket, spool and changes it over. 2) A voltage signal is input from low pressure sensor (SE-1) into mechatro controller, and the mechatro controller outputs command current used to switch P2 bypass cut solenoid proportional valve (PSV-B), 8) The secondary pressure of the solenoid proportional valve enters the 5PC2 port of the P2 bypass cut valve and cuts off the P2 negative control pressure. 2. AUTO ACCELERATION Principle = Start operating with signal output by low preseure sensor. ‘Operation : If no signal is sent out to the low pressure sensor for more than 4 seconds even if the accel dial is turned to MAX, the engine evolution is set to 1050 rpm. ‘ Ifa pressure signal of 0.66MPa (5.7kgt/em* (81psi)) or over enters the low pressure sensor of the machine with standard specifications travel, bucket, boom, swing and arm), a proportional voltage signal from the low pressure sensor enters the mechatro controller and brings the engine revolution back to the aecel dial setting according to the lever strokes. 3, BUCKET DIGGING (CONFLUX) MAIN CIRCUIT Operation ‘Increase of Pi & P2 pump flow rates With pilot operation, bucket spool and P2 bypass cut valve are switched, consequently the pressures of negative control sensors SE- 26 and SE-27 decrease, and P1 and P2 pump flow rates increase. Rofer to [4.2 Control of variable-displacement pumps). 2) After switching of P2 bypass cut valve, the flow rate of P2 pump flows into bucket spool through load check valves @. In the meantime, the flow of the P1 pump opens the load check valve D, connects with the parallel passage and reaches the bucket, spool. 3) When the bucket spool is shifted, pressure is supplied to the bucket cylinder (H) from the 4A2 port of OV @). Meantime, the oil returned from the cylinder R side returns to the tank line from the 4B2 port of C/V (2), while being restricted by the bucket spool. 30‘The following functions are described hereunder 1) Bucket dump pilot circuit 2) Bucket dump (conflux) main circuit 3) Backup negative control cireuit, 4) Backup total-power control cireuit 4, BUCKET DUMP PILOT CIRCUIT Operation ; 1) Ifbucket dump is operated, the secondary pilot, proportional pressure is issued from port (2) of right pilot valve (10), enters port 4Pa2 of control valve (2) and shifts the bucket spool. At the same time, the pressure acts upon low- pressure sensor (SE-2). 2) A voltage signal from low-pressure sensor (GE-2) enters the mechatro controller that puts out a current select command to the P2 bypass cut solenoid proportional valve (PSV- B) 3) The secondary pressure of the solenoid proportional valve enters port 5PC2 of the P2 bypass cut valve and cuts off the Pl, P2 negative control pressures. 5, BUCKET DUMP (CONFLUX) MAIN CIRCUIT Operation ; 2) P1 & P2 pump flow increase If the bucket spool and the P2 bypass cut: valve are changed over by pilot operation, the pressure of negative control sensors (SE-26 & SE-27) falls and the delivery rates of the P1 and P2 pumps increase. Refer to [4.2 Control of variable-displacement pumps] 2) When the oil delivered by the P2 pump changes the P2 bypass cut valve, the oil reaches the bucket spool via load check valve Q, Meanwhile, the oil delivered by the P1 pump opens load check valve © and arrives at the bucket spool by way of the parallel passage. 3) When the bucket spool is shifted, the oil from port 4A2 of control valve (2) is supplied to bucket cylinder (R), Meanwhile, the oil which, has returned from the cylinder (R) side returns to the tank line by way of port 4A2 and the bucket spool. 6. NEGATIVE CONTROL CIRCUIT AT BACK-UP OPERATION Operation § 1) In case the mechatro control eyatem is out of onder, rods (642) of both pumps are loosened completely to shut off the pilot piston (643) circuit from the pump’s solenoid proportional valve. Then the negative control pressure in the PN1 or PN2 port of the pump acts upon pilot piston (643) and executes hydraulic negative flow control. 2) During bucket dump, the negative control preseure falls and the delivery of the Pl and P2 pumps increases. Refer to [4.2 Control of variable-displacement pumps],

Refer to [6.5 Bucket dump main cireuit] 7. POWER SHIFT CONTROL AT BACK-UP OPERATION Operation ; 1) When the mechatro control system is out of order, the rode (642) of both pumps are loosened completely to shut off the pilot piston (643) circuit from the proportional valve of the pump, The primary pilot pressure acts upon the back pressure of compensation piston (621) and executes power shift (reduced power) control along the P-Q curve of the mechatro control pump. solenoid 8. HYDRAULIC TOTAL-POWER CONTROL Operatior If delivery pressure P1 of pump or delivery pressure P2 of pump rises as the ATT or travel actuator operates, the pressure acts ‘upon compensation piston (621) and reduces the delivery of the pumps so the rates are controlled along the P-Q curve of the pump in back-up operation, Refer to [4.2 Control function of variable- displacement pumps}. 32,7.5 BOOM CIRCUIT This section describes the boom raise conflux operation. 1) Boom raise pilot circuit 2) Boom raise 2 pumps conflux main circuit in ov 4. BOOM RAISE PILOT CIRCUIT Operation : 1) If boom raise is performed, the secondary pilot proportional pressure from right pilot valve (10) is issued from port (3) and acts upon low pressure sensor (SE-3). At the same time, the pressure acts upon the 4Pa3 port and the 5Pb4 port and changes over the boom st-speed spool and the boom 2nd-speed spool. 2) When the boom Ist-speed spool and the boom 2nd-speed spool are changed over, the difference in the voltage output between negative control pressure sensors (SE-26, SE. 27) and back pressure sensor (SE-28) decreases. The controller executes negative control signal processing and increases the delivery of the Pl and P2 pumps. 2, BOOM RAISE 2 PUMPS CONFLUX MAIN CIRCUIT IN CIV Operation 1) If the boom spool Ist-speed and 2nd-speed spools are changed over by pilot operation, the oil delivered from the A1 port of the PI pump enters the P1 port of control valve (2) and the travel straight section (center) and branches off to the bypass circuit and the parallel circuit, But since the boom spools have been changed over, the bypass cireuit is closed. Therefore, the oil pushes load check valve ® opon via the parallel circuit and enters the boom spool. 2) Then the oil passes through boom spool, opens lock valve of boom lock valve @, and is led into H side of boom eylinder through C/V (2) 4A3 port. 3) Meanwhile, the oil delivered from the A2 port of the P2 pump enters the P2 port of control valve (2) and branches off to the bypass circuit and the parallel circuit, but since the ‘boom 2nd-speed spool has been changed over, the bypass (center) is closed. ‘Therefore, the oil pushes open load check valve @ by way of the parallel cireuit, passes through the boom 2nd-speed spool, pushes load check valve @ open via the boom conflux circuit, and allows the oil to conflux internally with the oil delivered by the P1 pump. 4) The oil returned from the boom cylinder (R) passes through the 4B8 port of control valve 2) and the boom spool and returns to the tanke line. circuit 34‘This section describes boom lower operation. 8) Boom lower pilot circuit 4) Prevention of natural fall by lock valve and actuation at lowering 5) Constant recirculation function of boom lower main cireuit 3. BOOM LOWER PILOT CIRCUIT Operation : 1) If boom lowering action is performed, the secondary pilot proportional pressure comes out of port ® of right pilot valve (10) and acts upon low-pressure sensor (SE-4). At the same time, the pressure acts upon the 4Pb3 port and the 4PC1 port of control valve (2). Next, the secondary proportional pressure which enters the 4Pb3 port of control valve (2) changes over the boom Ist-speed spool. The secondary proportional pressure which has entered the 4PC1 port of control valve (2) releases the lock of the boom lock valve. ‘The voltage output of low-pressure sensor (SE- 4) for pilot operation enters the mechatro controller and is processed in it. If the boom Lst-speed spool is changed over, the pressure of P1 negative control sensor (SE-26) falls and increases the delivery rate of the P1 pump, 2) 3) 4, PREVENTION OF NATURAL FALL BY LOCK VALVE AND ACTUATION AT LOWERING Purpose Prevention of natural fall when the lever is neutral Principle: ‘The oil is prevented from returning to the boom spool by the poppet seat of the boom lock valve. Operation During boom lowering action, the selector valve is changed over by the boom lowering pilot pressure, Then the poppet spring chamber of the lock valve connects with the drain line (Dx2) to open the poppet of the lock valve. When the boom lever is in neutral position, the drain line on the poppet spring chamber side of the lock valve is closed. Since the poppet is closed, the oil returning to the boom spool from the boom cylinder head (H) is blocked, This reduces the leakage from the boom spool to zero to prevent the boom eylinder from natural fall. 5. CONSTANT RECIRCULATION FUNCTION OF BOOM LOWER MAIN CIRCUIT Purpose Prevention of lowering motion. Principle ‘The oil returning from the boom cylinder head (is recirculated to the rod (R). Operation When the oil is supplied to the boom cylinder rod (R) side during boom lower operation, the boom moves faster by the self weight of the attachment. On that occasion, the circuit pressure on the rod R) side is on the negative side. ‘The oil supplied to the boom cylinder rod (R) flows into the Al port of the P1 pump and the P1 port of C/V. The oil then passes through the boom spool and goes out of the 4B3 port. On that occasion, the oil returning from the head (FD goes through the recirculation path in the boom spool, pushes the check valve (S) in the spool open, is recirculated to the 443 port and is supplied to the rod (R). When the ®) pressure is larger than the (H) pressure, the check valve (8) closes. Thereupon, the recirculation is stopped. cavitation during boom 367.6 SWING CIRCUIT ‘This section describes the following operations. 1) Swing left pilot cireuit 2) Swing auto parking brake 8) Swing main circuit 4) Swing motor circuit 4, SWING LEFT PILOT CIRCUIT Operation : 1) If the left swing action is performed, the secondary pilot proportional pressure comes out of port © of the left pilot valve (10) and acts upon the low pressure sensor (SE-5). At the same time, the pressure acts upon the 5Pa2 port of CIV (2). 2, SWING AUTO PARKING BRAKE Purpose : ‘Swing lock in neutral position and parking Principle: Release mechanical brake only when required to operate Operation : 1) The swing parking system excites the swing parking SOL (SV-1) usually if the key switch is turned on and works by the action of the mechanical brake. 2) The mechanical brake is released if the swing parking solenoid is de-excited only when the secondary operating pressure in the swing and arm digging actions acts upon any of the low pressure sensors (SE-5,6,7) 3) The swing parking solenoid (SV-1) is excited five seconds after the pressure of the swing low pressure sensors (SE-5, 6) is reduced to zero. Jn the case of arm digging operation, the swing parking solenoid (SV-1) is excited the ‘moment the pressure of the arm digging low pressure sensor (SE-7) is reduced to zero. This causes the mechanical brake to operate. 3. SWING MAIN CIRCUIT Operation : 4. 1) QA ‘The oil delivered from the A2 port of the P2 pump enters the P2 port of control valve (2) and branches off to the bypass cireuit and the parallel circuit. But since the swing spool has been changed over, the bypass circuit is closed. Therefore, the oil pushes open load check valve ® by way of the parallel circuit, enters the swing spool, enters the BV port of the swing motor via the 5A2 port and turns the swing motor counterclockwise. SWING MOTOR CIRCUIT Anti cavitation circuit at swing deceleration shockless relief which prevents reverse swing is built in, Regarding the function, refer to [24. Swing motor of Components system). 387.7 ARM CIRCUIT ‘This section describes the following operations. 1) Arm in, light-load operating pilot cireuit 2) Arm in, lightload variable recirculation main eireuit normal 1. ARM DIGGING, LIGHT—LOAD OPERATING PILOT CIRCUIT Purpose: Speed-up and Anti-cavitation when the arm is at light loaded. Principle: The oil returning from the arm cylinder rod @R) is recirculated variably to the head (H) at inside of Arm spool 1st-speed. Operation: 1) If arm digging action is performed, the secondary pilot proportional pressure comes out, of port @ of left-hand pilot valve (10) and acts ‘upon low-pressure sensor (SE-7). At the same time, it is branched off into two circuits, acts upon the 5Pb5 port and the 6PC1 port of the control valve (), and changes over the arm spool Ist-speed and the arm lock valve selector. 2) The delivery rate of the P2 pump increases by negative control. Refer to [4.2 Variable-displacement flow function]. 3) The P2 pump's proportional valve (PSV-A) and the delivery rates of the P1 and P2 pumps perform negative control that changes the flow rates in inverse proportion to the differential pressure between the negative control pressure and the return back pressure, 2. ARM IN, LIGHT—LOAD VARIABLE NORMAL RECIRCULATION MAIN CIRCUIT Operation: 1) The oil which has returned from the arm cylinder (R) opens arm lock valve ® and enters the arm spool. 2) Since the passage to the tank is shut off by way of the arm spool and the recirculation valve, the oil returning from the arm cylinder (R) is combined with the oil on the supply side of the arm eylinder (H) via the check valve in the arm spool. 3) When load is light, the pressure on the cylinder (R) is higher than that on the cylinder (EH). This pushes the load check valve open. The oil is then recirculated to the cylinder (H) side to speed up digging at light duty. 40‘This section deseribes the following operations. 3) Arm in, heavy load operating pilot circuit (recirculation cut) 4) Arm in, heavy load operating sequence confluxed main circuit 3. ARM IN, HEAVY LOAD OPERATING PILOT CIRCUIT (RECIRCULATION CUT & ‘SEQUENCE CONFLUXED) Operation : If the arm is heavily loaded during arm in, a command current is put out to the arm recirculation solenoid proportional valve (PSV- A). ‘The secondary pressure of the arm recirculation solenoid proportional valve enters the C port of the control valve and changes over the arm recirculation valve. 2) Ifarm in is executed, the arm spool Ist-speed and the selector of the arm lock valve are changed over the same way as in light duty operation, 2) When the arm recycle valve is changed over, the pilot pressure for arm digging enters the b port of the control valve, goes out of the a port, enters the 4Pad port of the control valve, ‘and changes over the arm spool 2nd-speed. 3) If the arm spool 2nd-speed has been changed over, the delivery of the P1 pump increases. 4, ARM IN, HEAVY LOAD OPERATING SEQUENCE CONFLUXED MAIN CIRCUIT Purpose : ‘Speed-up of arm in operation Principle : The oil flow delivered by the P pump is confluxed, in the C/V (2), with that by the P2 pump. Operation : 1) The oil delivered by the P2 pump enters the right-hand travel section from the P2 port of the control valve (2) and is branched off to the bypass circuit and the parallel circuit, ‘Then the oil pushes open load check valve @ by way of the parallel circuit and enters the arm spool 2nd-speed. 2) In the meantime, the oil delivered by the P1 pump enters the P1 port of control valve (2), enters the travel straight section, combines with the oil from load check valve G of the P2 parallel circuit, and enters the arm spool 2nd- speed. 8) Next, the oil is supplied to the arm cylinder (H) via the arm spool and the 5B5 port of control valve (2). 4) Meanwhile, the oil which has returned from the arm cylinder (R) enters the 5A5 port and arrives at arm lock valve ®. When the selector of the arm lock valve is changed over, the arm lock valve opens. The oil then enters the arm spool Ist-speed and the arm spool 2nd-speed. 5) The oil which has returned to the arm spool Ist-speed connects with the tank circuit when the arm variable-displacement recirculation cut valve is changed over. The result is that the oil stops being recirculated from arm cylinder (R). 6) The oil at the arm spool 2nd-speed returns to the tank, while being throttled in the spool. 42‘This section describes the following operations. 5) Arm out pilot circuit 6) Arm out 2 pumps conflux main cireuit 7) Natural fall protection with arm lock valve 5. ARM OUT PILOT CIRCUIT Operation 1) If the arm out operation is performed, the secondary pilot proportional pressure gets out. of port © of the left pilot valve (10), and acts upon the low pressure sensor (SE-8). At the same time, the oil is branched off into two flows and acts upon the 5Pa5 and 4Pb4 ports of CIV (2), 2) Then, the secondary pilot pressure which has entered the 5Pa5 port of control valve (2) changes over the arm spool Ist-speed. In the meantime, the secondary pilot pressure which has entered the 4Pb4 port changes over the arm spool 2nd-speed. ‘The voltage output of low-pressure sensor (GE-8) enters the mechatro controller. The controller increases the delivery rates of the PI and P2 pumps by negative control when the arm spools Ist-speed and 2nd-speed are changed over. 3) 6. ARM OUT 2 PUMPS CONFLUX MAIN CIRCUIT Purpose : Arm out operation speed up. Principle : ‘The oil delivered by the P1 pump is confluxed with that delivered by the P2 pump in C/V (2) Operation : 1) The function is the same as the arm in before the oil delivered by the P2 pump enters the arm spool. The oil delivered by the P2 pump is supplied to the arm cylinder (R) by way of arm lock ® when the arm spool 1st-speed is changed over. 2) If the arm spool 2nd-speed is changed then, the oil delivered by the P1 pump combines with the oil at arm lock valve ® and is supplied to the arm cylinder (R) from the 5A5 port. 3) In the meantime, the oil which has returned from the arm cylinder (H) enters the 5B5 port, branches off to the arm spool Ist-speed and 2nd-speed to decrease resistance and returned to the tank line. PROTECTION WITH ARM LOCK VALVE Purpose ‘To prevent the arm from falling naturally by the weight of the arm & bucket. Principle : Complete seat of the return circuit against the arm spool of the arm cylinder (R) side circuit. Operation : 1) When the arm cylinder stops as the secondary pressure for arm action is reduced to zero, the pressure on the rod (R) side acts upon the back pressure of the lock valve via the 5A5 port of the control valve (2) and seats the lock valve 2) Since the oil flow into the arm spool from the lock valve is shut off completely, natural fall of the arm due to oil leaks through the arm spool is prevented. 447.8 COMBINED CIRCUIT This section describes only the difference in combined operation. 1) Boom raise/travel, pilot circuit, 2) Boom raise/travel, Functions of travel straight circuit 1, BOOM RAISE/TRAVEL, PILOT CIRCUIT Operation : 1) If ATT and travel actions are performed at the same time, the secondary pilot pressure enters the travel low-pressure sensors (SE-9), (SE-10), and the ATT low-pressure sensors (SE-1 to SE-3), processes the signals and puts out a current, command to the travel straight solenoid proportional valve (PSV-C) to energize it. ‘Then the secondary pressure of the solenoid proportional valve goes out of port Ad and enters port PZ1 of the control valve. 2) Then the pressure of the PZ1 port changes over the travel straight valve. ‘The mechatro controller 2. BOOM RAISE/TRAVEL, TRAVEL STRAIGHT CIRCUIT Purpose ‘The machine can execute travel straight and attachment actions at the same time even if the attachment is operated during travel action, Principle : The travel action and the attachment action are actuated by separate pumps. Operation : 1) When the travel straight valve is changed over, the oil delivered by the P2 pump enters the P2 port of control valve (2) and the right and left of the travel spool, and is supplied to the travel motor by way of the swivel joint from the control valve (2). 2) When the travel straight valve is changed over, the oil delivered by the P1 pump connects with all the ATT spools and the parallel circuits. 3) If boom raise is executed, for instance, the oil delivered by the P1 pump opens load check valve ©, enters the boom spool Ist-speed, opens load check valve @, enters the boom spool 2nd-speed, pushes open lock valve @ via both spools and is supplied to the boom cylinder (), 46‘This section describes difference im combined operation. 8) Swing/Arm in, pilot circuit 4) Swing/Arm in, Functions of swing priority circuit 3. SWING/ARM IN LIGHT LOAD, PILOT CIRCUIT Operation : 1) The secondary pilot pressure for swing action changes over the swing spool in the control valve (2) and acts upon the spool of the check valve @, the same way as the single swing action, The secondary pilot pressure for arm in changes over the arm spool lat-apeed and the arm lock selector valve. 4, SWING/ARM IN LIGHT LOAD, SWING PRIORITY MAIN CIRCUIT Purpose Stabilization in the swing speed Principle : The system regulates the oil flow into the arm and turns the oil flow by P2 pump preferentially for use in the swing action. Operation ; 1) Since the swing and the arm cireuits make up a parallel passage, the oil delivered by the P2 pump runs into the swing and arm systems at, the same time. If swing pilot action is executed, the secondary pilot pressure for swing action enters the spool of swing priority lock valve ®. The oil delivered by the P2 pump regulates the oil flowing into the arm spool Ist-speed. This makes the oil easy to flow into the swing spool. The oil then pushes Joad check valve (®) open and supplies the oil to the swing spool on a preferential basis, 487.10 TRAVEL INDEPENDENT CIRCUIT (for KAI) ‘The aim of this circuit is to reduce the magnitude of the speed change to make the loading travel smooth, 1. Pilot cireuit When the travel independent switch is ON, and the right and left travel lever is placed on the forward side, the command voltage from the low pressure sensor on the travel pilot cireuit is input in the mechatro-controller. The mechatro-controller executes the pilot signal processing and outputs the command current corresponding to the command voltage to the travel straight proportional valve. The travel independent and the travel straight proportional valves switches the spools of the travel independent valve and travel straight valve equivalent to the command current with pilot pressure. And, the right and left spools are ewitched by the pilot pressure. Main circuit ‘The P1 pump delivery oil reaches to the travel independent valve, but a part of the pressure oil returns to hydraulic oil tank through orifice because the spool is switched. ‘And, the pressure oil on the control valve side reaches to the travel straight valve, but a part of the pressure oil flows into the parallel cireuit on Pl side just before the travel straight valve and the remaining oil flows into ‘the parallel circuit through the spool on the P2 side because the spool is switched. When the travel independent is operating, the P1 pump delivery oil returns to the travel independent valve because the return cireuit from the control valve to the hydraulic oil tank is closed. (minimum flow rate) The P2 pump delivery oil reaches to the travel independent valve, but a part of the pressure oil returns to the hydraulic oil tank directly through the orifice because the spool is switched. And, the pressure oil on the control valve side flows into the swivel joint through the spool and finally is fed into the right travel motor because the right travel spool is switched. Simultaneously, the pressure oil flows into the swivel joint through each spool and finally is fed into the left travel motor, because the ‘travel straight spool and the right travel spool are switched, On the other hand, the return oil from the right and left travel motors flows into the right. and left travel spools through the awivel joint, and finally returns into the hydraulic oil tank. The P1 pump delivery oil is controlled to the minimum flow rate due to the above operation only when the travel and left travel operation is carried out, and consequently the operation is carried out without speed change because only P2 pump delivery oil is fed into the right, and left travel motors. And when the right and left travel operation and the ATT operation are carried out simultaneously, the right and left travel are as the above, but Pl pump delivery oil is also controlled to the medium flow rate and the return oil is also returns into the hydraulic oil tank through ATT operating spool because of the ATT operation, and consequently the machine runs straight making the ATT operation possible. 51(A) Relief valve for option-1 ; LS22V00002F1 ‘Tightoning toraue] gti (bE) No. NAME ORING BACKUP RING oRING PILOT SEAT SLEEVE ORIN | car | NUT SET SCREW SPRING GUIDE ORING | SPRING 18 | PILOT POPPET 14 | SPRING 15_| SPRING 16 | ORING 17 | BACKUP RING 18 | PISTON 19 |POPPET a 2 REMARKS 1B P20 1B P29 [Boo sofaneee [1A Pe10. SWING MOTOR UNIT 10.1 SPECIFICATION (1) Outside view Manual release hole {or negative brake Tightening Symbol Port name eae ett ey ‘Av,Bv Main port 25) — Dr [Drain port peu} 1180) M_ [Make-up port pri | 22 (160) PAPa|Prescure measuring port |PFIM4 3.7 27) PR [Brake velease port [PFU] 3.7.27) L_ {Level port pri) 6.6 (48) 1P_loisining port lprava} 10 (72) HYDRAULIC. MOTOR PAPB SWING PARKING BRAKE (PIB) SWING OVER LOAD }_| yy RELIEF VALVE ‘SWING MAIN py RELIEF VALVE tke, i_-swine +l SHOCKLESS j VALVE Be Hydraulic diagram, Fig. 1 Outside view of ewing motor unit ee i 63,(2) Specification | type ‘MX500B0—10A—03 Part No. LS15V00005F1 & | Displacement em? (euyd) 485 (630) : Working pressure gficm* (pai) 320 (4550) a | Z | Max flow ‘hmin (gal/min) 370 (98) ; = Braking torque gfm (Ibf-ft) 229 (1660) 2| (Beeey ietlem? psi 714.8 (820/200) 2 Weight Kg (b) 163 (359) 3 | PartNo. Ls20Vv00001F1 ; Te ~~ yBY-155¢ i ist pene fen ps) 260 5700 & | weiens kg db) ) ‘Hydraulic motor assy weight kg (Ib) 188 (414) Speed reduction type Planetary 2-stage Reduction ratio 13.623 . Lubicate oil Gear oil SAE90 (API class GL~4 grade) 5 Lubicate oil volume (eal) 38.5 (10) a Grease Extreme pressure multipurpose grease a Grease volume Asmall amount Weight kg (ib) 519 (1140) Total weight kg (Ib) 683 (1510) 64(8). Relief valve block ws FY A 171163101154 162 600 600-1 hed 01-2 \ / O11 SECTION Y-Y Hf, Be Fig. 2 Relief valve block No, NAME, @TY]_No. ‘NAME, QTy 101| CASING 1 [502 [SPRING 2 151 | PLU 6 |600 | RELIEF VALVE ; M33x1.5 2 153 | PLU 2 |600-1| 0 RING 2 154| PLUG ; M36x 1.5 2 601 | RELIEF VALVE ; M33x1.5 2 PLUG (FOR SHIMPMENT) ; PF1| 1 |601-1|0RING 161] 0 RING BACKUP RING 2 162| 0 RING SWING SHOCKLESS VALVE ; Mz2x1.5 | 2 163] 0 RING ‘ORING 2 171] SOCKET BOLT ; M12 BACKUP RING 2 501 | PLUNGERSWING LEFT MAIN RELIEF oe SWING RIGHT MAIN RELIEF VALVE PB RIGHT OVER LOAD REIEF VALVE Fig. 3. Swing motor 6641.2.2 REDUCTION UNIT 21 18 26 19 25 28 20 24 23 Clearance 0.08 to 0.020 (0.0031 to+0.0008in) At adjusting adjust it with one shim. 27 1 6 1712 18 16 14 22 \ \ a \ cn = La s—] a] = ioe = — Hi Fig. Reduction unit No. NAME lary] No, NAME lary 1 | COVER’ 1 | 16 |SNAP RING 6 2 | CARRIER 1 1 | 17 |RING GEAR 1 3 | CARRIER PIN 1 3 | 18 |HousING 1 4 | NEEDLE BEARING 3 | 19 | BEARING 2 5_ | THRUST WASHER 1 6 | 20 | sim 1 6 | PLANETARY GEAR 1 3 | 21 | LOCK WASHER a 7 | SPRING PIN; 5x40 | 3 | 22 |SUPPORT RING 1 8 | THRUST PLATE 1 | 23 | SPINDLE 1 9 |SUN GEAR 1 | 24 | FLOATING SEAL 1 SUN GEAR 2 1 | 25 | SBALCOVER L 11 | CARRIER 2 1 | 26 |SocKET BOLT 26 12 | CARRIER PIN 2 3 | 27 |SocKET BOLT ; M12x30 | 25 13 | BEARING 6 | 28 | SockET BOLT ; m10x25 | 16 14| PLANETARY GEAR2 | 8 | 29 SOCKET PLUG; Praia | 2 15 | SPRING PIN: g10x03_| 3 6911.3 MAKEUP OF TRAVEL MOTOR ‘The travel motor consists mainly of the rotary group that generates rotating power, the negative brake that prevents the machine from moving by itself while it is parked, the variable displacement mechanism that switches over the motor to the large or small capacity, the overload relief valve that is built in the rear cover, and the brake valve (counterbalance valve) that controls the hydraulic circuits. () Rotary group Cylinder block (3) is inserted in the gear tooth grooves of the spline of shaft (9) that is supported by bearings (30) (91) at it both ends. The cylinder block (8) is pressed against rear cover (2) with valve plate (8) by the action of spring (28). 9 piston assy (14) slide over shoe plate (11), while stroking in cylinder block (8). ‘A bearing retainer is arranged at the end face of piston assy (14) to reduce the sliding resistance. The action of spring (28) is transmitted to spring retainer (13), ball joint (12), and shoe retainer (4) and presses the end face of piston assy (14) against shoe plate (11) so the piston assy moves close to the surface of shoe plate (1). (2) Negative brake Five separator plates (7) and four friction plates (5) are inserted by turns in the spline grooves in the outer surface of cylinder block (8) and are pressed against casing (1) by the action of 14 springs (29) via brake piston (6). 40-3 40-2 40-1 40-9 40-12 40-13.40-9 40-8 40-12 (8) Variable displacement mechanism The variable displacement consists of pivot (22) supporting shoe plate (11) that is put in two semispherical concaves provided in shoe plate tilting piston (20) that tilts shoe plate on pivot (22) tilting stopper (1-1) supporting the piston at a certain position; the pilot valve (41) that admits the pressurised oil to the tilting piston (20) by an external command; and three check valves (17) that take out the highest of the external command activated pilot pressure, the motor inlet pressure and the motor outlet pressure and that sends it to the pilot valve. ‘mechanism (4) Overload relief valve ‘The overload relief valve consists of socket (40-1) that has valve seat (40-3) metallically seating rear cover @) of the motor and screwed up in rear cover (2) valve (40-2) engaged with socket (40-1) that is tangential in contact with valve seat (40-3) by the action of adjust spring (40-9) connecting piston (40-4) that is inserted in valve (40-2) and serves also as an oil path to pilot body (40-6) piston (40-7) that is put in pilot body (40-6) and pressed against plug (40-5) and shim (40-8) No, NAME No, NAMB, 404 [socks 40 [seme 40.2 |VALVE 409 |sPRING 40-3 [VALVE SEAT 40-4 |conwacrine PISTON | 40-11|BACKUP RING 40 |pLuG }4o-10/0 RING ; 1B P7 loRING: 1B G25 40-6 [Por BODY 40-7 |prston 40-13] BACKUP RING 40-11 40-7 mm Fig. 4 Construction of overload relief valve 70(©) Brake valve 1) Spool 2) Check valve (built in the spool) If the spool assy (2) ia shifted, the oil It is the oil feeding passage to the hydraulic discharged from the hydraulic motor is shut motor and locks the exhaust oil. Therefore, off and throttled automatically. The hydraulic the check valve serves as the suction valve motor performs holding, acceleration, stop and the holding valve for the hydraulic motor. and counterbalance actions. 8) Relief valve (built in the hydraulic motor) When the pressure in the oil supply / discharge passage of the hydraulic motor reaches a set pressure, it is relieved to the other low pressure passage to act as a safety valve of the circuit. u i P oso! PS = Hydraulic civeuit ‘aROTTUNG HOLEIHAR Spool swith pressure :6.0~10kgt/em? (85~140psi) Check valve cracking pressure 0.1kgHem* (L.4psi) 2B Fig. 5(1/2) Brake valve 15.18 pen gauce pont TIGHTENING) grax if TORQUE | BEX | No, NAME, eghrn (bE) 1 [BODY | 2 |SPOOL ASSY 3 |SPRING RETAINER ft 4 | SPRING 8 |ORING;1B G40 — 6 |ORING:1B Po | 7 |cover 8 | THROTTLING VALVE 9 | SPRING _2.5~8 (18~22) 40 [PLUG a i P11 |ORING roa — | 10 | 12 |socKEr nour; maxes PFI VA, VB 13 |ORING; 1B G35 1617 18 840868458 | 10 | 14 |sockerRoLT: mi2xeo 25~a8~2) | 6 | 15 |SOCKET BOLT; PFI if 5 ~ ‘16 |ORING; 1B P9 4 e ie H 17 |ORING; 1B P10 i Oy Sy 18 JORING; 1B P11 i 4 & © & u AX Assemble the spool with care as it has an orientation in which it should be installed, Fig. 6(2/2) Outside view of brake valve 111.4. FUNCTIONS OF TRAVEL MOTOR (D. Funetions of motor The high pressure hydraulic oil delivered by the hydraulic pump enters from the inlets (VA, VB), passes through the brake valve (42), rear cover (2) and valve plate (6), and is admitted into cylinder block (3). ‘The high pressure oil acts upon each of the pistons arranged in 180° bordering on the line Y-Y that connects the upper dead point with the lower dead point of the piston, as shown in Fig.6-6 (a). And the high pressure oil creates ; Force F1=PXA (P; Pressure, A; Sectional area of piston). This force F1 becomes thrust component F2 and radial components F31-F34 (or F35) by shoe plate (11) having a tilting angle a . [See Fig.6-6 (b),] These radial components act upon the Y-Y axis as rotating force, and ‘TarL-F31422.P92+13-F99+r4-F 34 (UE high pressure acts upon five pistons, add 15-F35.) is produced. This torque is transmitted to the spline via cylinder block (8) and then to shaft (9). (2) Functions of negative brake ‘The negative brake is released when preferentially brake valve (42) selected high pressure from the counterbalance built in rear cover (2) acts upon brake piston (6) and is generating braking torque when there is no pressure. ‘The braking torque is produced by frictional force that is created by separator plate (7) linked to casing (1) with the spline and friction plate (6) linked to cylinder block with, the spline. When pressure is not acting upon the brake piston, brake piston (6) is pushed by the action of spring (29). Friction plate (6) and separator plate (7) are sandwiched between brake piston (6) and casing (1). This sandwiching force generates frictional force between friction plate (5) and separator plate (7) and acts as braking torque that binds cylinder block (8) or shaft (9). i agen a pe — ES a an “ES Fig.6 (@) Fig.6 (b) Fig. 7 Functions of negative brake 2(8) Functions of variable displacement mechanism Fig 6-8 modelled displacement mechaniam. When pressure overcoming spring (41-7) enters the high speed travel command line PA, spring (41-7) is compressed. Then spool (41-2) moves to the right which connects port P with port C. The highest of motor pressures A, B and the high speed travel command line pressure is selected in check valve (17) and presses tilting piston (20). For that reason, shoe plate (11) tilts along the broken line with the line L connecting two pivots (22) as the axis center, stops tilting when it hits tilting stopper (1-1), and keeps that condition. This decreases the stroke of piston (14) and makes the motor displacement smaller. The motor is capable of rotating at high speed without increasing the oil flow from the main shows a variable pump. The speed is approx. 1.7 times on this machine. Inversely, if the high speed travel command line pressure PA disappears, spool (41-2) is brought back to the left by the action of spring (41-7). The result is that the hydraulic pressure pressing tilting piston (20) is released to the tank and makes the pressing force oro. ‘The motor has nine pistons that are arranged evenly over shoe plate (11) and presses shoe plate (1). ‘The point on which the sum of the forces act is nearly the center of shoe plate (11) as shown in Fig. 6-8, Since pivot (22) is located away from the center by distance 8, the rotating force resulting from S multiplied by the pressing force of the piston is generated. The pistons return to their original position and the motor changes to the low speed. In case the engine power lacks in climbing up a slope at high speed or during steering, the motor speed is changed to low speed automatically to prevent engine stop. ‘The mechanism is as below The hydraulic pump pressure is admitted to the PB port as in Fig.6-8, ‘This pressure acts upon pin (41-6). When the pressure exceeds a specified level, spool (41-2) is brought back to the left by the reaction of pin (41-6). Then the pressure which has been pressing tilting piston (20) is released to the tank. Shoe plate (11) tilts which makes a larger displacement motor to take up low speed. When the pressure falls below a specified level, spool (41-2) moves to the right and the ‘motor changes to high speed. TO CONTROL VALVE HIGH SPEED TRAVEL COMMAND LINE M12 41-6 4L7 Fig. 8 Functions of variable displacement mechanism 73(4) Function of overload relief valve ‘Two overload relief valves are arranged in the crossover and operate as below : 1) To stop the hydraulic motor, the system keeps the braking pressure generating on the motor discharge side at a certain level to stop inertia load. 2) At start, the hydraulic motor is driven at a specified set pressure to make sharp acceleration. At stop, generated pressure is held low for a short time to dampen shocks by braking the motor. Further, the circuit pressure is held at a set pressure 60 the reduction and travel crawler sprockets are engaged smoothly. In short, boost pressure cushioning action is, performed. VALVE SEAT If the A port pressure of the overload relief valve rises at the start of the hydraulic motor, it acts upon the effective circumference on which valve seat, (40-8) of valve (40-2) is seated and upon connecting piston (40-4) in the valve (40-2) through the small holes of it. ‘The valve (40-2) causes the pressure to rise to fa set pressure by standing against adjust spring (40-9) by the areal difference between the effective circumference of the valve seat and the circumference of the connecting piston. When the hydraulie motor is braked, piston (40-7) at the back of the valve is on its left by the drive pressure, As the A port pressure rises, it acts upon piston (40-7) through the small hole in the valve. The piston moves to the right till the piston hits plug (40-5). During this period, valve (40-2) holds the A port pressure relatively low, counteracting adjust spring (40-9) and discharges the oil to the B port side, After piston (40-7) strikes plug (40-5), the valve operates the same way as at the start of, ‘the motor. CONNECTING PISTON PLUG. ADJUST SPRING (40-9) (0-2) (40-7) Fig. 9 Function of overload relief valve 74(©) Function of brake valve 1) Hold condition Gee Fig. 10) When the selector valve is at neutral, the VA and VB ports are connected with the tank. Spool (2) is held in its center position by the action of springs located at its both ends. Since the VA-MA passage and the VB-MB passage are closed, the MA and MB ports that, are connected with both sides of the hydraulic motor are closed. Furthermore, since the parking brake passage is connected with the tank, the feed pressure for the brake cylinder of the negative brake mechanism ia equal to the tank pressure. This makes the brake in operating condition and prevents the hydraulic motor from turning mechanically. If an external foree acts upon the hydraulic motor, the motor is kept normally from ‘turning by the negative brake, Suppose the nogative brake is released, pressure is built up at the MA or MB port. Since the hydraulic. motor turns a little as the high pressure of the closed circuit escapes due to internal leaks of the hydraulic motor, cavitation is about to be built up on the low pressure side of the closed. cireuit. The check valve built in the spool operates to prevent cavitation it allows the VA+MA or VB-*MB passage to be formed and makes up an amount of oil equal to the leakage to the closed circuit from the tank, Fig. 10. Hold condition2) At acceleration (See Fig. 11) If the selector valve is shifted, the VA port is connected with the main pump and the VB port with the tank, the hydraulic oil from the hydraulic pump pushes up the check valve in ‘the spool via the VA port. Then hydraulic oil is fed to the hydraulic motor from the MA port to turn it. ‘The result is that the oil delivered by the pump rises and releases the brake in the negative brake mechanism, Meanwhile, since the pressure in the pilot chamber rises, the spool overcomes the spring action in the pilot chamber of the VB port side and moves to the left, Then the return passage MB—VB is formed which makes the hydraulic motor to rotate. If the inertia load of the hydraulic motor is large, the pressure required for acceleration reaches a set pressure of the relief valve. Then the hydraulic motor increases, revolution, while relieving the pressurized oil. As the hydraulic motor increases speed, the amount of relieving oil falls and the motor arrives at a constant speed. Fig. 11 At acceleration 768) At stop operation (See Fig. 12) Ifthe selector valve is brought back to neutral while the hydraulic motor is rotating to cut off the oil supply and the VA and VB ports are connected with the tank, the pressures of the pilot chamber at both ends of the spool are equalized. Then the spool returns to neutral position by the spring action. This closes the MB -+ VB passage. However, since the hydraulic motor tries to rotate by inertia load, the hydraulic motor makes pumping action to discharge the hydraulic oil to the MB port. Since the passage is shut off, the pressure rises, the relief valve operates and the hydraulic motor is decelerated gradually to a complete stop. ‘The release pressure for the negative brake falls slowly by the restrictor. The brake falls into an operating condition which causes the hydraulic motor to stop mechanically. Fig. 12 At stop operation 74) Counterbalance function (See Fig. 13) If the hydraulic motor is decelerated which is rotating by inertia force, action is required. Now if the hydraulic oil supplied to the VB port of the hydraulic pump decreases gradually, the hydraulic motor tries to rotate by inertia beyond the oil feed rate. ‘Then the pressure in the pilot chamber of the VB side falls. The spool is pushed to the left, by spring action and moves toward neutral position. Then the area of the MA-VA passage decreases and the passage resistance increases. The pressure on the MA side rises. The hydraulic motor is braked and counterbalance decelerated below a revolution equal to the oil feed rate. ‘Then the pressure in the pilot chamber on the VB port side rises, The result is that the spool moves to the right which makes the MA-*VA passage area larger and decreases the braking action. The revolution of the hydraulic motor is at last controlled to a level equal to the oil feed rate, A restrictor that gives damping effect to the spool is built in the pilot chambers at its both ends to make the counterbalance action stable. ‘The negative brake is released while the spool is regulating the pressure. Fig. 13 At counterbalance action 7811.5 FUNCTIONAL PRINCIPLE OF REDUCTION GEAR The reduction gear reduces the revolution transmitted from the hydraulic motor and converts it to powerful rotating power, ‘The reduction gear employs a planetary 2-stage reduction method. ‘The planetary mechanism consists of a sun gear, a planetary gear, a (planetary) carrier, and a ring gear. If the sun gear (6) on the input side is rotated, the planetary gear (b) revolves meshed with the fixed ring gear (a) while rotating by itself. ‘This revolution is transmitted to the carrier (&) to convey torque, This is the planetary gear mechanism, In Figl6, if the sun gear (S1) on the input side rotates, planetary motion occurs between gear (S1), (a) and (b). The revolution of gear (b) conveys the input of carrier (K1) to the No.2 sun gear (S2) to cause planetary motion to occur between gear (S2), (a) and (4). On that occasion, since carrier (K2) is fixed to the frame body, gear (d) transmits the power to the ring gear and makes ring gear (a) rotate, FIXED RING GEAR @ Me PLANETARY PINION. 4 CARRIER (k) ®) yo 0 oo acme cancer) INPUT oureuT ‘SUN GEAR (8)’ y RING GEAR (a) PLANETARY PINION ) Fig. 14. Planetary gear mechanism INa DX POOVITTIOPTTTD Fig. 15 2-stage reduction mechanism 7913. LOCATION OF ELECTRONIC GOVERNOR FUEL INJECTION PUMP ELECTRONIC GOVERNOR Olu FILTER 148 REVO Sensor EARTH STRAP 891. OUTLINE ‘tuto The REDIV electronic governor can function as a variable speed governor, a minimum- maximum speed governor, or a combination of the two in accordance with the program contained in the control unit. Accordingly, although originally intended for use with trucks and buses, the all-purpose characteristics of the REDIV electronic governor enable use with electric power generators, construction machinery and fire engines. [i] COMPONENT OUTLINE ack sensor e401 The main components of the REDIV electronic governor can be divided into the housing, the actuator and the cover. In comparison with the previous RED III electronic governor, the control Circuits (the servo circuit, the drive circuit and the sensor circuit) are contained in the governor actuator, decreasing the effect of noise. 90(J COMPONENT OUTLINE [3] Construction machinery The REDIV governor is employed as a variable speed governor for use with construction machinery. Because load variations are severe, however, additional functions are employed to enable more accurate output adjustment and to protect the engine. Features “1 By reading special high, medium and low output programs into the contro! unit, it is possible to select the optimum output for the operating conditions by simply operating a ‘switch, thus improving fue! consumption and simplifying operation, +2. An auto-deceleration function detects the Positions of the operating levers and automatically switches from fast idling to low idling when the machinery is not in use, thus reducing {uel consumption and noise. -3 Reverse engine operation prevention, overheating prevention and overrun prevention functions provide triple engine protection under the severe load fluctuations encountered by construction machinery. -4 Improved servicing through a self-diagnosis system. | ee | f ye conn” 4] Vy J injection pump Hydraulic cylinders: : Zi Speed srr a\ al & § eg aE | A a) g Senex sla Throttle 3 3 ae ral oy | | rer C= I Stenalnesonauny a : || hater nat et @ (Seauana cy a Self-dlagnosis. wee L - - 2 reas 913. CONTROL OUTLINE Input soction Processing section GPU (cent processing uit) [1] COMPONENT OUTLINE rive section Conversion ckeutt | | From sensors, switches RL Fa rv cet Drive cuit ' i i H | LL. 1 1 l ' i i i Flo | 1 1 | I 1 REDIV type governor control is basically divided between the input section, the processing section and the drive section. © The signals detected by the sensors and switches are input to the input section in the control unit. These signals are converted to a form that can be used for calculations and then sent to the processing section as data signals. @ Inthe processing section, these data signals are compared with the data in the ROM, processed, and the results are output to the drive section as actuator control signals. ecco |a—[ tet Ft: target rack poston signal Fa actual ack positon signal : en-007 @ In the drive section, the actuator contro! signal (ie, the target rack position signal) is converted to an actuator drive signal to drive the actuator. The actual rack position (ie, the actual rack position signal) is fed back from the rack sensor and is made to coincide with the target value. Through the repetition of this series of operations, optimum fuel injection control is possible in response to engine demand. Note: ROM: This is the abbreviation for ‘Read only memory’ the memory device. Permanent data and programs are stored here, This data is not lost when the power is turned off. 92.[i] COMPONENT OUTLINE 4. A COMPARISON WITHTHE RED II] ELECTRONIC GOVERNOR [1] Control system comparison Unlike the RED Il type governor, the servo circuit, the drive circuit.and the sensor circuit are contained within the RED IV type governor. The PWM signal from the CPU is input to the servo circuit and processed to drive the linear DC motor. ar - __ ho re0 9 i RD cru |_peatae tt oot one | een viagra | aoe | } 4 | ae | Linear DC motor Sip cana ened ely Toatsoae j Vist (analog) Le ove circun oa | Rack position ee PWM: Pulse Width Modulation CPU: Central Processing Unit Duty ratio: Duty ratio is the ratio of the duration of the ON signal to the duration of 1 pulse signal cycle. Vist: Actual rack position voltage Digital: Data expressed as numerical values (aigits) ‘Analog: Data expressed as continuously variable physical quantities. Servo circuit: With servo meaning ‘to imitate; the servo circuit compares the target values with the actual values and compensates for Any difference. The drive circuit outputs drive signals for the linear DC motor. The sensor circuit processes the signals from the rack sensor. Drive circuit Sensor circuit: 93[2] Function comparison COMPONENT OUTLINE tom RED Ill type governor REDIV type governor ack position detection ‘The rack position is processed by the circuit inside the pump and retuned to the governor control unit as a voltage value (Vist) Targel value output ‘The drive signal output by the servo circuit in the engine control unit to drive the linear DC motoris transmitted through a hamess. ‘The PWM signal is ouput as an engine control unit target value. The linear DC motor drive signal is processed by a circuit in the govemor. Shield wiring Because the rack sensor signal is alternating current, tis easily affacted by noise. Therefore, itis necessary |0 protect the signal using shielded wiring, Also, inorder to acourately detect the ack sensor position, itis necessary to control the amount of static electricity of the shield wiring, Servo circuit Inside control unit Inside govemor Drive circuit | Inside control unit Inside governor Sensor circuit Inside control unit Inside govemor | 94[1] COMPONENT OUTLINE 5. ADDITIONAL FUNCTIONS, [1] Fail-safe functions (safety devices) (1) Control rack pull-down function During overrunning or major breakdowns, the rack is instantly pulled in the non-injection direction to protect the engine | | : Eo % i ‘Mts alowablo engine spsed gq 2: oso sped Speed Fea | “arg speed 7 w Speed ——~ _preseo19 t E ssl-. a 8 soh—po 3 Proto 0-10-44 é Tine 808) This function also operates to stop the engine when the ignition key is turned off. Consequently, no additional device is needed to stop the engine, (2) Overrun prevention function When the engine speed exceeds the allowable speed N1, the pull-down function reduces the {uol injection quantity and then returns to normal operation at the reset speed N2. This function protects the engine. (3) ‘Limp-home’ function In‘timp-home' mode speed feedback control is, performed, using the difference between the target speed from the accelerator and the actual speed N, to increase or decrease the rack position to control the speed to the target speed. This enables the vehicle to be driven to safety in emergencies. [2] Other additional functions (1) Preparatory control rack operation Under adverse conditions, such as when the engine oil viscosity is high in cold weather or the battery voltage has decreased from using the starter, this function smoothly moves the control rack in advance to the fuel-increase side, With diesel engines with an auxiliary chamber, this function operates during preheating. with direct-injection engines, it operates when the preheat switch is turned on. The left hand figure shows typical 4mm and 15 mm preparatory control rack operation, 94-1COMPONENT OUTLINE 7 @) Rack control at starting | Rack control at starting is the control of the fuel injection quantity increase at starting. At low temperatures, the fuel injection quantity is increased to ensure easier starting, while at normal temperatures, the supply of excess fuel is prevented, Pump sp02d ——> sep ong (8) Rack position compensation (compensation resistor) To obtain optimum engine matching, the full ack g position can be adjusted through the use of a a resistor located outside the control unit. 3 No * This resistance is determined through bench tests during the engine manufacturing process and cannot be changed — indiscriminately. Pump speed + ‘The compensation resistor is not installed _ _ eo 8 on alll engines. (4) Reverse rotation prevention function This function prevents reverse rotation of the engine. The time (phase) difference between the pulse signals output by the main and sub speed sensors is used to determine reverse rotation, During forward rotation, the phase difference 81 is small. During reverse rotation, the phase difference 0 2s large. When an abnormal value is output for this phase difference, the pull-down function immediately pulls the control rack in the fre-014 | non-injection direction to stop the engine. This function is very effective with construction machinery in which load fluctuations are extreme. (8) Sub-coil Through the addition of a sub-coil, magnetic flux is increased to supplement the force acting on the coil assembly. At low temperature starting or with particular specification§, this helps move the control rack smoothly in the fuel increase direction. Pete 08(i) COMPONENT OUTLINE SS (6) Individual cylinder contro! With individual cylinder control, the speed variation of each engine cylinder is detected through the main speed sensor, and the fuel injection quantity of each cylinder is controlled This works to reduce speed fluctuations. [3] Self-diagnosis function This function constantly monitors the input and output signals of the contro! unit and lights the self-diagnosis lamp when a malfunction ocours. In the case of minor malfunctions, a backup signal is transmitted so that operation can continue. In the case of major malfunctions, however, the pull-down function stops the engine to prevent danger. ‘With this type of control, the number of teeth on the gear in the governor is the same as the number of cylinders, The locations of malfunctions can also be displayed using the self-diagnosis switch to ‘enable prompt repairs. Advice The table below shows the self-diagnosis codes for the TICS system. Refer to the manufacturer’s workshop manual for the alarm code display method. ‘Alarm lamp No Diagnostic item Processing Reset Lights | Code ese on Normal : : A Governor, eno : wo 1) oO fou Eee Engine stopped by pu-down funtion No 2| 0 | Timer control | Timer contol stopped No | - : LAD se, ‘Speed is calculated from the ming puse signal and ea oars NAD sensor | timer controls stopped hed 4 | © [+4 [Timing sensor | Timer control stopped Yes 5 | Oo 18 | nto timing sensor | Engine cannot be started Yes 6 | 0 | 24 | secosmiorsenar [Astle pcb postionsigato 30% 5 Vehicle speed 71 0 | 26 ——s ‘Auto-crise operation stopped completely Yes 8 | O | a | Meerempertre Tr erpeatre bacip sgn! of 80 soup | Yes Boost pressure , | 9] o | s2 —— Fixed at auto-idle vee | wo| oO [a Ile contol __| The standard mode backup signal is ouput No 1" - - - - - | 2{_- | - = : =a Note: © Reset 'yes’: the normal input signal turns off the alarm lamp without the ignition key being turned off Reset ‘no: the ignition key must be tured off and the normal signal input (after the fault has been repaired) to turn off the alarm lamp. 94.[2] CONSTRUCTION 1, RED WV ELECTRONIC GOVERNOR CONSTRUCTION cover. — Control ack Linear DC motor atte 017 Peae-18 The main components of the RED IV electronic governor are the housing, the actuator and the 2. ACTUATOR ‘The actuator is constructed of the linear DC motor; the link, which transmits linear DC motor movement to the control rack; and the rack sensor, which detects control rack position, 94-4(2) CONSTRUCTION Magnet Copper pate (movable) cover Cot assematy Pale Detecting col Temperature compensation col (Copper plate (x63) 3. LINEAR DC MOTOR The linear DC motor consists of a cover, a ‘magnet, a coil assembly and a pole. ‘The magnet generates a magnetic field. The cover and the pole form a magnetic path to effectively guide this magnetic field. The coil assembly supplies current to conducting wire in the magnetic field, obtains force from the resultant interaction of the magnetic field and the coil, and is moved up and down. 4. RACK SENSOR The rack sensor, which is installed in the top center of the governor, detects whether the actual position of the control rack is correct in relation to the target position. The left hand figure shows a top view of the rack sensor. ‘The rack sensor is constructed of an E-shaped core, two sets of coils and a copper plate. One of the copper plates is mounted on the end of the control rack; the other is fixed to the E- shaped core. 94CONSTRUCTION Magnet ‘Stopper bot eseae-21 5. SPEED SENSOR The speed sensor detects the engine speed necessary for governing and, as shown at loft, is constructed of a magnet, a pole and a coil 6. STOP LEVER The stop lever is mounted on a shaft which passes through both sides of the actuator. An oval hole is located in the link’s center sleeve and the stopper bolt is mounted on the shaft in this hole, When the stop lever is in the non-operation position, the stopper bolt prevents link movement. 94-6CONSTRUCTION A co Magnet Stopper bot reme0e0 5. SPEED SENSOR The speed sensor detects the engine speed necessary for governing and, as shown at lett, is constructed of a magnet, a pole and a coil, 6. STOP LEVER The stop lever is mounted on a shaft which passes through both sides of the actuator, An oval hole is located in the link's center sleeve and the stopper bolt is mounted on the shaft in this hole, When the stop lever is in the non-operation Position, the stopper bolt prevents link movement. 94—7OPERATION coil ase ucent' iy “Top cross-sectional view a, assemly_/ esene-07 Magnet e100 2. LINEAR DC MOTOR © The principle of operation of the linear DC motor is the same as that of a rotary type motor. Force 'F" operates when current ‘I’ flows in magnetic filed 'B! If, as shown at left, the thumb represents magnetic force'F! the index finger magnetic field ‘B’ and the middle finger current ‘I, and current ‘I flows in the magnetic field 'B in the direction of the middle finger, then ‘F' flows in the direction of the thumb. This is called ‘Fleming's Left Hand Rule’ The magnitude of the force generated is proportional to the strength of the magnetic field intersecting the coil, the strength of the current flowing in the coil and the length of the coil. © The left hand figure shows a top cross- sectional view of the linear DC motor. The magnetic field is flowing from the outside to the center. If the current flows in direction ‘A, the force acting on the coil pushes the coil assembly up in accordance with ‘Fleming's Left Hand Rule’ Conversely, if the current flows in direction ‘B} the force acting on the coil pushes the coil assembly down. ¢ ZEXEL's unique electromagnetic switching system is used to drive the linear DC motor. As shown at left, the drive circuit includes a switch circuit, controlled at 1KHz, that moves the coil assembly up and down, 94.on OPERATION msec Up sonal oFr | t ov Down sig OFF t t Balanced statue on Up eignal oFF 4 t 1 | ons | Down signal Fig 1 ising OFF e028 When the coil assembly is in a balanced status, the ratio of the up and down signals is 1:1. When the coil assembly moves up or down, however, duty control changes the ratio of the up and down signals. By changing this duty ratio, it is possible to change the speed at which the coil assembly moves This electromagnetic switching system reduces coil heating, greatly improving response. Note: Duty control is the changing of the ratio of the ON signal and OFF signal during 1 pulse signal cycle. ON period Duty ratio; ——_ONPEMOE _ x 400% ON period + OFF period 94-9OPERATION Magnetic tials 3. RACK SENSOR generated by Edey When the copper plate is positioned in relation Mognetic thx addy cient” cent Coppeplte to the coil as shown at left, an eddy current which negates the magnetic field is generated at the copper plate, It is therefore possible to vary both the strength of the magnetic field and the back- electromotive force generated at the coil by changing the position of the copper plate. Another coil and copper plate are provided for temperature compensation to correct any variation of inductance due to temperature fluctuations. The control rack position is detected from the ratio of the inductances of the two coils (the back-electromotive force ratio) and improves detection accuracy by eliminating errors caused by temperature fluctuations. Note: Inductance is expressed as the resistance corresponding to variations in current. | Inductance ene [Sanopert=<“s*é‘SCO+d 4: SPEED SENSOR As shown at left, when the sensing gear Magnet ta mounted on the camshatt rotates, the magnetic field generated by the speed sensor is varied by the sensing gear cogs. These magnetic field fluctuations generate a tiny voltage in the coil and fluctuations of this voltage are detected as a . on signal the speed signal. cot Magnet ar contol uit sene-090 5. STOP LEVER The left hand figure shows the relation between the stopper bolt and the oval hole cee during normal engine operation. (The ee stopper bolt does not contact the edge of ‘Xo the oval hole.) Therefore, the control rack can move independently of the stopper bolt. onitae | MW eac-00 94-10[3] OPERATION Geriatr ~~—~S*S*~*~SC*«:Ss«CThe left hand figure shows stop lever operation to stop the engine with the control rack in the full position. When the stop lever is moved to the stop ry stoper to side, the stopper bolt contacts the edge of a aaa the oval hole and the link moves. Because of this, the control rack is pulled in the non- injection direction and the engine stops. Thus, the stop lever can stop the engine regardless of the control rack position. Stop lever Oval hole 94-1114, MECHATRO CONTROLLER 14.1 SUMMARY OF MECHATRO CONTROLLER Blectro-bydraulic conversion information is displayed on the multi display of the gauge cluster. _-- GAUGE CLUSTER _RIGHT HAND OPERATOR, ‘CONTROL LEVER (WITH POWER BOOST SW.) DIAGNOSIS LAMP SWITCH PANEL (WORK MODE SELECT - BUZZER STOP) *—~ ar eackue E/G CONTROL CABLE ‘SWING PARKING BRAKE RELEASE SWITCH KPSS WORK MODE RELEASE SWITCH GAUGE CLUSTER WORK MODE DISPLAY ‘SWITCH PANEL ( (i855 | a‘‘ oot SCREEN CHANGE SWITCH D OK ® Engine speed ® Cumulative hours from engine oil change © Service diagnosis display item up Work mode select switch functions ID Work mode select MAB © Display item roll forwarded in trouble history indication ® Cumulative hours from engine oil change display up ]® Flow rate display up in the B (breaker) mode Buzzer stop switch functions ® Stops the warning sounding I Service diagnosis display item down ®) Display item rollbacked in trouble history indication ® Cumulative hours from engine oil change display down ® Flow rate display down in the B (breaker) mode 95(1) Display on LCD by the work mode awitch Work mode Patter: System summary KPSS mode switch ‘After starfing the engine, the mode switch is turned to mode, Select an effective work mode complying with the working condition and working target from 3 modes. Each time the work mode switch is pressed, the work mode| indicator lamp is switched to CW) and in order. A (Assist) mode [Display lamp |The use of this mode under light load works such as| CA on leveling and general digging is helpful for reduction of fuel consumption and noise. M (manual) mode [Display lamp | The mode is sulted for heavy load work in which operating (Cu) on lever actions are recognized sensitively and the machine is operated at high speed with its priority laid on the rate of | operation. B (breaker) mode [Display lamp | When the breaker is used, itis necessary to set the flow rates to| ‘ON their maximum according to the breaker specications: Procedure of adjusting and setting the max. flow: 1) Tum “ON' the starter switch after the engine stops. Select tho| 'B’ mode, push the screen change switch and let it free| between 3 and 10 seconds. Then the adjust mode is selected. 2) The flow rates are shown on the multi display. The previous| flow rate is indicated normally in the display, but the initial value is the maximum. 3) The flow rate increases if the work mode select switch is| pressed, while it decreases if the buzzer stop switch is pressed. 4) The flow rate increases or decreases 2 seconds after either switch is pressed. The values are indicated in 10 ft/min. Let} you hand free when a desired rate is indicated. 5) A set flow rate is between the max. (370 lit/min) and the| | min, (60 it/min), 6) If the screen change switch is tured “ON" again, a set| max. flow Is stored, and the adjust mode is released. (2) Display on LCD by the screen change switch ‘The engine revolution and the cumulative hours from the engine oil change are indicated. LOD display ‘Operating procedure Buzzer sound MONITOR systemok [| __1515 RPM oe I None display 256Hr. AFT E/G OIL CH (#—— ‘Supplementary explanation : If the screen change switch is pressed, the above three| screen may be changed over. 96