ZH210LC-A Operational Principle Manual

PART NO.
TODCF-EN-00
ZH210-A • 210LC-A
Technical Manual
HYBRID EXCAVATOR
Operational Principle
ZH
TECHNICAL MANUAL OPERATIONAL PRINCIPLE

210-A
210LC-A
Hybrid Excavator
URL:http://www.hitachi-c-m.com
Service Manual consists of the following separate Part No.

TODCF-EN-00
Technical Manual (Operational Principle) : Vol. No.TODCF-EN

Technical Manual (Troubleshooting) : Vol. No.TTDCF-EN
Workshop Manual : Vol. No.WDCF-EN
PRINTED IN JAPAN (K) 2012, 04 Engine Manual : Vol. No.KM-4HK1-E
INTRODUCTION
To The Reader
This manual is written for an experienced technician to  If you have any questions or comments, at if you found
provide technical information needed to maintain and any errors regarding the contents of this manual,
repair this machine. please contact using “Service Manual Revision Request
Form” at the end of this manual. (Note: Do not tear off
 Be sure to thoroughly read this manual for correct the form. Copy it for usage.):
product information and service procedures.  Publications Marketing & Product Support Hitachi
Construction Machinery Co. Ltd.
 TEL: 81-29-832-7084
 FAX: 81-29-831-1162
 E-mail: dc@hitachi-kenki.com
Additional References
Please refer to the other materials (operator’s manual,
parts catalog, engine technical material and Hitachi
training material etc.) in addition to this manual.
Manual Composition
This manual consists the Technical Manual, the Workshop  Information included in the Workshop Manual:
Manual and the Engine Manual. Technical information needed for maintenance and
repair of the machine, tools and devices needed for
 Information included in the Technical Manual: maintenance and repair, maintenance standards, and
Technical information needed for redelivery and delivery, removal / installation and assemble / disassemble
operation and activation of all devices and systems, procedures.
operational performance tests, and troubleshooting
procedures.  Information included in the Engine Manual:
Technical information needed for redelivery and delivery
and maintenance and repair of the machine, operation
and activation of all devices and systems, troubleshooting
and assemble / disassemble procedures.
Page Number
Each page has a number, located on the center lower part
of the page, and each number contains the following
information:
Example:
 Technical Manual: T 1-3-5  Workshop Manual: W 1-3-2-5
T Technical Manual W Workshop Manual
1 Section Number 1 Section Number
3 Group Number 3 Group Number
5 Consecutive Page Number for Each Group 2 Sub Group Number
5 Consecutive Page Number for Each Group
IN-01
INTRODUCTION
Safety Alert Symbol and Headline Notations
In this manual, the following safety alert symbol and
signal words are used to alert the reader to the potential dCAUTION:
for personal injury of machine damage. Indicates potentially hazardous situation which could, if
not avoided, result in personal injury or death.
d This is the safety alert symbol. When you see this IMPORTANT:
symbol, be alert to the potential for personal injury.
Never fail to follow the safety instructions prescribed Indicates a situation which, if not conformed to the
along with the safety alert symbol. instructions, could result in damage to the machine.
The safety alert symbol is also used to draw attention to
component/part weights.
To avoid injury and damage, be sure to use appropriate
fNOTE:
Indicates supplementary technical information or know-
lifting techniques and equipment when lifting heavy
how.
parts.
Units Used
SI Units (International System of Units) are used in this Example: 24.5 MPa (250 kgf/cm2, 3560 psi)
manual. MKSA system units and English units are also
indicated in parentheses just behind SI units. A table for conversion from SI units to other system units
is shown below for reference purposes.
Quantity To Convert From Into Multiply By

Length mm in 0.03937
mm ft 0.003281
Volume L US gal 0.2642
L US qt 1.057
m3 yd3 1.308
Weight kg lb 2.205
Force N kgf 0.10197
N lbf 0.2248
Torque N·m kgf·m 0.10197
Pressure MPa kgf/cm 2
10.197
MPa psi 145.0
Power kW PS 1.360
kW HP 1.341
Temperature °C °F °C×1.8+32
Velocity km/h mph 0.6214
min -1
rpm 1.0
Flow rate L/min US gpm 0.2642
mL/rev cc/rev 1.0
fNOTE: The numerical value in this manual might be
different from the above-mentioned table.
IN-02
SYMBOL AND ABBREVIATION
Symbol / Name Explanation

Abbreviation
TO Technical manual (Operational principle)Technical manual (Operational Principle).
TT Technical manual (Troubleshooting) Technical manual (Troubleshooting).
T/M Technical manual Technical manual.
W, W/M Workshop manual Workshop manual (Removal and Installation, Disassembly
and Assembly).
MC Main Controller Main controller. MC controls the engine, pump, and valve
according to the machine operating condition.
ECM Engine Control Module Engine controller. ECM controls fuel injection amount
according to the machine operating condition.
GSM Global System for Mobile communications Communication controller. GSM is a type of wireless
controller communication system, is used in more than on 100
countries around Europe and Asia, and becomes the factual
global standards of the mobile telephone.
GPS Global Positioning System Global positioning system.
CAN Controller Area Network CAN communication. CAN is a serial communications
protocol internationally-standardized by ISO (International
Organization for Standardization).
A/C Air Conditioner Air conditioner.
OP, OPT Option Optional component.
MPDr. Maintenance Pro Dr. MPDr. is software that troubleshooting, monitoring, and
adjustment.
A/I Auto-Idle Auto-idle.
WU Warming-Up Warming-up.
Li Low (Slow) Idle Slow idle engine speed.
ATT Attachment Attachment. Attachment is optional parts such as breaker,
crusher, and pulverizer in this manual.
HI, Hi High Travel fast position.
LO, Lo Low Travel slow position.
HCU Hybrid Control Unit Hybrid control unit sends a signal to PCU according to
information from MC and PCU, controls the assist alternator
motor and swing electric motor, and controls the hybrid
system.
PCU Power Control Unit Power control unit controls the inverter according to
the signal from HCU, activates the swing electric motor
and assist alternator motor, controls the chopper, and
discharges/ charges the capacitor.
SY-1
SYMBOL AND ABBREVIATION
Symbol / Name Explanation

Abbreviation
PM Particulate Matter Particulate matter.
EGR Exhaust Gas Recirculation The EGR control re-circulates a part of exhaust gas in the
intake manifold and combines it with intake-air. Therefore,
combustion temperature is lowered and generation of oxide
of nitrogen (NOx) is controlled.
SY-2
SECTION AND GROUP SECTION 1 GENERAL
CONTENTS Group 1 Specification
Group 2 Component Layout
Group 3 Component Specifications
SECTION 2 SYSTEM
Group 1 Controller
TECHNICAL MANUAL Group 2 Control System
(Operational Principle) Group 3 ECM System
Group 4 Hydraulic System
Group 5 Electrical System
SECTION 3 COMPONENT OPERATION
Group 1 Pump Device
Group 2 Swing Device
Group 3 Control Valve
Group 4 Pilot Valve
Group 5 Travel Device
Group 6 Signal Control Valve
Group 7 Others (Upperstructure)
Group 8 Others (Undercarriage)
SECTION 6 HYBRID SYSTEM
Group 1 General
All information, illustrations and
specifications in this manual are based on
Group 3 Components Specifications
the latest product information available Group 4 Control of Hybrid System
at the time of publication. The right is
reserved to make changes at any time Group 5 Component Operation
without notice.
COPYRIGHT(C)2012
Hitachi Construction Machinery Co., Ltd.
Tokyo, Japan
All rights reserved
TECHNICAL MANUAL (Troubleshooting) WORKSHOP MANUAL
SECTION 4 OPERATIONAL PERFORMANCE TEST SECTION 1 GENERAL INFORMATION
Group 1 Introduction Group 1 Precautions for Disassembling and Assembling
Group 2 Standard Group 2 Tightening Torque
Group 3 Engine Test Group 3 Painting
Group 4 Excavator Test Group 4 Bleeding Air from Hydraulic Oil Tank
Group 5 Component Test Group 5 Hydraulic Circuit Pressure Release Procedure
SECTION 5 TROUBLESHOOTING Group 6 Preparation
Group 1 Diagnosing Procedure SECTION 2 MAINTENANCE STANDARD
Group 2 Monitor Group 1 Upperstructure
Group 3 e-Service Group 2 Undercarriage
Group 4 Component Layout Group 3 Attachment
Group 5 Troubleshooting A SECTION 3 UPPERSTRUCTURE
Group 6 Troubleshooting B Group 1 Cab
Group 7 Air Conditioner Group 2 Counterweight
SECTION 7 HYBRID TROUBLESHOOTING Group 3 Main Frame
Group 1 Standard Group 4 Engine
Group 2 Diagnosing Procedure of Troubleshooting Group 5 Radiator
Group 3 Monitor Group 6 Hydraulic Oil Tank
Group 4 Component Layout Group 7 Fuel Tank
Group 5 Troubleshooting A Group 8 Pump Device
Group 6 Troubleshooting B Group 9 Control Valve
Group 11 Pilot Valve
Group 12 Solenoid Valve
SECTION 4 UNDERCARRIAGE
Group 1 Swing Bearing
Group 3 Center Joint
Group 4 Track Adjuster
Group 5 Upper and Lower Roller
Group 6 Track
SECTION 5 ATTACHMENT
Group 1 Front Attachment
Group 2 Cylinder
Group 3 Hose Rupture Valve
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications........................................................................ T1-1-1
Working Ranges (Grouser shoe)..................................... T1-1-2
Main Component................................................................. T1-2-1
Electrical System (Overview)........................................... T1-2-3
Electrical System (Rear Tray)............................................. T1-2-4
Electrical System (Switch Panel)..................................... T1-2-5
Electrical System (Around Air Cleaner)........................ T1-2-6
Electrical System (Relay, Sensor).................................... T1-2-7
Electrical System (Battery)................................................ T1-2-8
Engine...................................................................................... T1-2-9
Pump Device.......................................................................T1-2-10
Around Pump Device.......................................................T1-2-11
Control Valve.......................................................................T1-2-12
Signal Control Valve..........................................................T1-2-12
Swing Device.......................................................................T1-2-14
Travel Device.......................................................................T1-2-14
5-Spool Solenoid Valve Unit...........................................T1-2-15
Layout of Attachment Spec. Parts
(Hydraulic System).......................................................T1-2-16
Layout of Attachment Spec. Parts
(Electrical System)........................................................T1-2-20
Engine...................................................................................... T1-3-1
Engine Accessories.............................................................. T1-3-5
Hydraulic Component........................................................ T1-3-6
Electrical Component.......................................................T1-3-10
DCFT-1-1
(Blank)
DCFT-1-2
SECTION 1 GENERAL
Specifications
ZH210-A, 210LC-A
G C
B
F
E
D
K J
I H
MDCF-12-001
Model ZH210-A ZH210LC-A

Type of Front-End Attachment − 2.91 m (9 ft 7 in) Arm
Bucket Capacity (Heaped) m3 PCSA 0.8 m3 (CECE 0.7 m3)
Operating Weight kg 20500 kg (45200 lb) 21100 kg (46500 lb)
Base Machine Weight kg 16100 kg (35500 lb) 16600 kg (36600 lb)
Engine − ISUZU AI-4HK1X 122 kW/2000 min-1 (166 PS/2000 rpm)
A: Overall Width (Excluding back mirrors) mm 2860 mm (9 ft 5 in) 2990 mm (9 ft 10 in)
B: Cab Height mm 2950 (9 ft 8 in)
C: Rear End Swing Radius mm 2890 (9 ft 6 in)
D: Minimum Ground Clearance mm *450 (1 ft 6 in)
E: Counterweight Clearance mm *1030 (3 ft 5 in)
F: Engine Cover Height mm *2420 (7 ft 11 in)
G: Overall Width of Upperstructure mm 2700 (8 ft 10 in)
H: Undercarriage Length mm 4170 (13 ft 8 in) 4460 (14 ft 8 in)
I: Undercarriage Width mm 2800 (9 ft 2 in) 2990 (9 ft 10 in)
J: Sprocket Center to Idle Center mm 3370 (11 ft 1 in) 3660 (12 ft 0 in)
K: Track Shoe Width mm 600 mm (24 in) (Grouser shoe)
Ground Pressure kPa(kgf/cm2) 46 kPa (0.47 kgf/cm2, 6.7 psi) 44 kPa (0.45 kgf/cm2, 6.4 psi)
Swing Speed min-1(rpm) 11.8 min-1(rpm)
Travel Speed (fast/slow) km/h 5.5/3.5 km/h (3.4/2.2 mph)
Gradeability ° (%) 35 ° (tanθ = 0.70)
fNOTE: * The dimensions do not include the height of the shoe lug.
T1-1-1
SECTION 1 GENERAL
Working Ranges (Grouser shoe)

ZH210-A, 210LC-A
G
B F
MDCF-12-002
A
Model ZH210-A, 210LC-A

Category 2.91 m Arm
Backhoe
Item mm ft·in
A: Maximum Digging Reach 9920 32’ 7”
B: Maximum Digging Depth *6670 21’ 11”
C: Maximum Cutting Height *10040 32’ 11”
D: Maximum Dumping Height *7180 23’ 7”
E: Overall Height 3010 9’ 11”
F: Overall Length 9660 31’ 8”
G: Minimum Swing Radius 3180 10’ 5”
fNOTE: *The dimensions do not include the height of the shoe lug.
T1-1-2
SECTION 1 GENERAL
Main Component
1 3
24
4 5 6
7
8
9
16
23
10
22
11
21
20 12
19 13
14
18
17 15
TDCF-01-02-001
1- Bucket Cylinder 8- Hydraulic Oil Tank 15- Radiator 22- Pilot Shut-Off Solenoid Valve
2- Arm Cylinder 9- Control Valve 16- Muffler 23- Travel Pilot Valve
3- Boom Cylinder 10- Pilot Filter / Pilot Relief Valve 17- Travel Device 24- Front Attachment / Swing Pilot
4- Center Joint 11- Pump Device 18- Oil Cooler Valve
5- Swing Bearing 12- Engine 19- Fuel Cooler
6- Swing Device 13- Intercooler 20- Air Cleaner
7- Fuel Tank 14- Air Conditioner Condenser 21- Signal Control Valve
T1-2-1
SECTION 1 GENERAL
Front Attachment
 Mono Boom
2
5
4 T1F3-01-02-004
1- Bucket Cylinder 3- Arm Cylinder 5- Boom Cylinder

2- Hose Rapture Valve (Arm) 4- Hose Rapture Valve (Boom)
T1-2-2
SECTION 1 GENERAL
Electrical System (Overview)
20 1
2
19
18
3
17
16
15
14 6
13
7
11
10
8
TDCF-01-02-002
9
1- Rear View Camera 6- Electrical System (Around Air 13- Work Light 17- Components Related with
2- Components Related with Cleaner) (Refer to T1-2-6.) 14- Components Related with Control Valve (Refer to T1-2-
Engine (Refer to T1-2-9.) 7- GPS Antenna Swing Device (Refer to T1-2- 12.)
3- Electrical System (Relay, 8- Components Related with 14.) 18- 5-Spool Solenoid Valve Unit
Sensor) (Refer to T1-2-7.) Signal Control Valve (Refer to 15- Fuel Sensor 19- Fuel Solenoid Pump
4- Components Related with T1-2-12.) 16- Hydraulic Oil Temperature 20- Components Related with
Battery (Refer to T1-2-8.) 9- Wiper Motor Sensor Pump Device (Refer to T1-2-
5- Communication Antenna 10- Monitor 10.)
11- Horn
T1-2-3
SECTION 1 GENERAL
Electrical System (Rear Tray)
2
1
3, 22
7 TDCF-01-02-003
10 11 12 13
9
14
8
15
16
TDAA-01-02-022
21 20 19 18 17
1- Monitor Controller 6- Fuse Box (for Hybrid and 12- Auto Shut-Down Relay (R11) 19- ECM Main Relay (R14)
2- GSM Attachment) 13- Washer Relay (R9) 20- Pilot Shut-Off Relay (R2)
3- MC (Main Controller) 7- Wiper/Light Controller 14- Horn Relay (R10) 21- Load Dump Relay (R1)
(Backside) 8- Wiper Relay (R6) 15- Security Relay (R5) 22- HCU (Hybrid Control Unit)
4- MPDr. Connector (Download 9- Work Light Relay 1 (R7) 16- Starter Cut Relay (R4) (Front Side)
Connector Using Combinedly) 10- ACC Cut Relay (R12) 17- Key Switch ON Cut Relay (R13)
5- Fuse Box 11- Work Light Relay 2 (R8) 18- Security Horn Relay (R3)
T1-2-4
SECTION 1 GENERAL
Electrical System (Switch Panel)
1 2
16
4
15
13 14
7
TDAA-05-02-059
12 11 10
1- Return to Previous Screen 5- Power Switch/Volume Control 12- Numeric Keypad 16- Temperature Control Switch/
Switch (Monitor) Switch (Radio) 13- Overhead Window Wiper/ MODE Switch (Air Conditioner)
2- Return to Basic Screen Switch 6- Engine Control Dial Overhead Window Washer
(Monitor) 7- Auto-Idle Switch Switch (Option)
3- Selector/Set Switch (Monitor) 8- Travel Mode Switch 14- Wiper/Washer Switch
4- AM·FM Switch/Tuning Switch 9- Work Light Switch 15- AUTO/OFF Switch/Fan Switch
(Radio) 10- Power Mode Switch (Air Conditioner)
11- Key Switch
T1-2-5
SECTION 1 GENERAL
Electrical System (Around Air Cleaner)
a 3
a
1
2
4
TDCF-01-02-016
2 T1V1-01-02-023
a- Machine Front
1- ECM (Engine Controller) 2- Air Cleaner 3- Intake-Air Temperature Sensor 4- Atmospheric Pressure Sensor
T1-2-6
SECTION 1 GENERAL
Electrical System (Relay, Sensor)
TDCF-01-02-004
1- Outdoor Ambient 2- Starter Relay 1

Temperature Sensor
T1-2-7
SECTION 1 GENERAL
Electrical System (Battery)
1 2 3 4
TDCF-01-02-005
1- Battery 2- Glow Plug Relay 3- Battery Relay 4- Fusible Link

(Red: 45A, Black: 65A)
T1-2-8
SECTION 1 GENERAL
Engine
2 3 4 5
1
TDCF-01-02-007 8 TDCF-01-02-009
13 10 11 12 9
1
TDCF-01-02-006
TDCF-01-02-008
1- Cam Angle Sensor 5- Fuel Temperature Sensor 9- Injector 13- Glow Plug
2- Overheat Switch 6- Crank Speed Sensor 10- EGR Valve
3- Coolant Temperature Sensor 7- Supply Pump 11- Boost Temperature Sensor
4- Common Rail Pressure Sensor 8- Engine Oil Pressure Sensor 12- Boost Pressure Sensor
T1-2-9
SECTION 1 GENERAL
Pump Device
12 13
11 10 9 8
1 2 3 4
TDCF-01-02-010
7 6 5
1- Pilot Pump 6- Pump 3 Delivery Pressure 9- Maximum Pump 2 Flow Rate 12- Pump 3 Control Pressure
2- Pump 1 Sensor Limit Control Solenoid Valve Sensor
3- Pump 3 7- Pump 1 Delivery Pressure 10- Pump 3 Torque Control 13- Pump 2 Control Pressure
4- Pump 2 Sensor Solenoid Valve Sensor
5- Pump 2 Delivery Pressure 8- Pump 1 and 2 Torque Control 11- Pump 1 Control Pressure
Sensor Solenoid Valve Sensor
T1-2-10
SECTION 1 GENERAL
Around Pump Device
4 3 TDCF-01-02-017
1- Fuel Solenoid Pump 2- Fuel Filter Differential Pressure 3- Fuel Main Filter
Sensor 4- Fuel Prefilter
T1-2-11
SECTION 1 GENERAL
Control Valve
2
3
4
5 TDAA-03-03-004
Signal Control Valve
TDAA-03-06-011
1- Main Relief Valve (for P3) 3- Main Relief Valve (for P1, P2) 5- Pressure Sensor (Boom Raise) 6- Pressure Sensor (Travel)
2- Pressure Sensor (Bucket Roll- 4- Pressure Sensor (Arm Roll-In) Connecting Position Connecting Position
In) Connecting Position Connecting Position 7- Pressure Sensor (Swing)
T1-2-12
SECTION 1 GENERAL
TDAA-03-06-003
Section A-A
4
7
5
6
TDAA-03-06-004
a- Pilot Valve Side
1- Pressure Sensor (Auxiliary 2) 3- Pump 3 Flow Rate Control 5- Flow Combiner Valve Control 7- Pump 1 Flow Rate Control
Connecting Position Valve Spool Valve
2- Shockless Valve 4- Pump 2 Flow Rate Control 6- Swing Parking Brake Release
Valve Spool
T1-2-13
SECTION 1 GENERAL
Swing Device Travel Device
3 3
5 4
T178-01-02-014
TDCF-01-02-011
1- Swing Relief Valve 4- Travel Motor Displacement 5- Travel Relief Valve

3- Counterbalance Valve Angle Control Valve
T1-2-14
SECTION 1 GENERAL
5-Spool Solenoid Valve Unit
1 2 3 4 5
TDAA-03-07-001
1- 5-Spool Solenoid Valve Unit 3- 5-Spool Solenoid Valve Unit 4- 5-Spool Solenoid Valve Unit 5- 5-Spool Solenoid Valve Unit
(SC) (SE) (SD) (SI)
2- 5-Spool Solenoid Valve Unit
(SF)
T1-2-15
SECTION 1 GENERAL
Layout of Attachment Spec. Parts (Hydraulic

System)
TDCF-01-02-012
1- Pilot Valve (Auxiliary)
T1-2-16
SECTION 1 GENERAL
a Utility Space Auxiliary Control Solenoid Valve Unit Refer to T1-2-18.

Pressure Sensor (Auxiliary)
Auxiliary Flow Combiner Solenoid Valve
Auxiliary Flow Rate Control Solenoid Valve
b Boom Upper Side Accumulator Control Valve Refer to T1-2-19.
Accumulator (High Pressure)
Accumulator (Low Pressure)
c Breaker Relief Solenoid - Refer to T1-2-18.
Valve
d Selector Valve - Refer to T1-2-18.
Selector Valve Control -
Solenoid Valve
T1-2-17
SECTION 1 GENERAL
4
TDCF-01-02-019
TDAA-01-02-021
5 6
8 7 TDCF-01-02-018
1- Selector Valve 4- Swing Device 7- Auxiliary Flow Combiner

2- Selector Valve Control 5- Auxiliary Control Solenoid Solenoid Valve
Solenoid Valve Valve Unit 8- Auxiliary Flow Rate Control
3- Breaker Relief Solenoid Valve 6- Pressure Sensor (Auxiliary) Solenoid Valve
T1-2-18
SECTION 1 GENERAL
Boom Upper Side
T1V1-01-02-030
1- Accumulator Control Valve 2- Accumulator (Low Pressure) 3- Accumulator (High Pressure)
T1-2-19
SECTION 1 GENERAL
Layout of Attachment Spec. Parts (Electrical

System)
TDCF-01-02-013
a Selector Valve - Refer to T1-2-21.

b Control Valve Upper Side, Lower Side Auxiliary Overload Relief Valve
c Utility Space Auxiliary Control Solenoid Valve Unit Refer to T1-2-21.
d Breaker Relief Solenoid Valve - Refer to T1-2-21.
T1-2-20
SECTION 1 GENERAL
1 3
TDCF-01-02-019 TDAA-01-02-021
TDCF-01-02-018
1- Breaker Relief Solenoid Valve 3- Selector Valve Control 4- Auxiliary Control Solenoid
2- Selector Valve Solenoid Valve Valve Unit
T1-2-21
SECTION 1 GENERAL
(Blank)
T1-2-22
SECTION 1 GENERAL
Engine
Model 4HK1XYSA-07
Type Diesel, 4-Cycle, Water-cooled, Direct Injection Type, Exhaust Turbo Charged Type
Cyl. No.- Bore × Stroke 4-115 mm×125 mm (4.5 in×4.92 in)
Piston Displacement 5193 cm3 (317 in3)
Rated Output 114 kW/1800 min-1 (155 PS/1800 rpm)
Travel HP Mode: 122 kW/2000 min-1 (166 PS/2000 rpm)
Compression Ratio 17.5
Dry Weight 492 kg (1090 lb)
Firing Order 1-3-4-2
Rotation Direction Clockwise (Viewed from fan side)
T1-3-1
SECTION 1 GENERAL
Cooling Fan Dia. 650 mm (25.6 in), 5 Blades, HF Hybrid, with Fan Ring
Fan Pulley Ratio Belt Driven Rotation Ratio : 1.01
COOLING SYSTEM Cracking Temperature at Atmospheric Pressure: 82 ºC (180 ºF)
Thermostat
Full Open (Stroke: 10 mm or more) 95 ºC (203 ºF)
Water Pump Centrifugal Type
Lubrication Pump Type Gear Pump
LUBRICATION SYSTEM Oil Filter Full-Flow Paper Element Type with Bypass
Oil Cooler Integral Water Cooled 4-Stage Type
Motor Magnetic Pinion Shift Reduction Type
STARTING SYSTEM
Voltage / Output 24 V/5 kW
PREHEAT SYSTEM Preheating Method Glow Plug (24V, QOS II Type)
ENGINE STOP SYSTEM Stop Method Fuel Shut-Off (Electronic Control)
Type Regulator Integrated AC Type, Brushless
ALTERNATOR
Voltage / Output 24 V/50 A
SUPERCHARGING Exhaust-Turbocharger Type RHF55 Type with Lubrication,
Type
SYSTEM Water-Cooled Type
Injection Pump Common Rail Type HP3 Type
FUEL SYSTEM Governor Electronic All Speed Control
Injection Nozzle Electrical Multi-Hole Injector (G2 Type)
T1-3-2
SECTION 1 GENERAL
IMPORTANT: This list shows design specifications, which are not servicing standards.
224 g/kW/h (165 g/PS·h) at 122 kW / (at Full Load: 2000 min-1)
Fuel Consumption Ratio 219 g/kW/h (161 g/PS·h) at 114 kW / (at Working Load: 1800
min-1)
Maximum Output Torque 655 N·m (66.8 kgf·m, 480 lbf·ft) at approx.1500 min-1
Compression Pressure 3.04 MPa (31 kgf/cm2, 441 psi) at 200 min-1
PERFORMANCE
Valve Clearance (Inlet /
0.4/0.4 mm (when cool)
Exhaust)
Slow: (at Full Load: 800±20 min-1)
No Load Speed Fast: (at Full Load: 2000±20 min-1)
Fast: (at Working Load: 1800±20 min-1)
T1-3-3
SECTION 1 GENERAL
Engine Performance Curve (4HK1XYSA-07)

Test Condition:
1. In conformity with JIS D1005 (Performance Test
Method for Diesel Engine Used for Construction
Machinery) under standard atmospheric pressure.
2. Equipped with the fan and alternator.
N·m
700
600
500
kW 160
400
140
120
100
80
60
40
20
0
g/kW·h
240
220
200
T1GR-01-02-002
min-1 (rpm)
kW : Output g/kW·h : Fuel Consumption Ratio

N·m : Torque min-1 (rpm) : Engine Speed
T1-3-4
SECTION 1 GENERAL
Engine Accessories
Type Parallel Type

RADIATOR ASSEMBLY
Weight 77 kg (170 lb)
Radiator Oil Cooler Intercooler

Air-Tight Test Pressure 0.1 MPa (1.0 kgf/cm , 14 psi)
2
1.5 MPa (15 kgf/cm , 213 psi)
2
0.25 MPa (2.5 kgf/cm2, 36 psi)
Cap Opening Pressure 49 kPa (0.5 kgf/cm2, 7 psi) − −
Weight 0.63 kg (1.4 lb)

FUEL COOLER Core Type Wavy Fin
Capacity 0.18 L (0.048 US gal.)
Type 115E41L
Voltage 12 V
BATTERY
Capacity 88 Ah (5-Hour Rate)
Weight 27.5 kg (61 lb)×2
Manufacture Product No. B6952E
FUEL SOLENOID PUMP
Rated Voltage DC 24 V
T1-3-5
SECTION 1 GENERAL
Hydraulic Component
Main Pump (P1, P2): 1.03, Main Pump (P3): 1, Pilot Pump: 1.11,
PUMP DEVICE Drive Gear Ratio
Assist Alternator Motor; 1.03
Type Bent-Axis Type Variable Displacement Axial Plunger Pump
MAIN PUMP Theoretical Displacement 118 cm3/rev (7.2 in3/rev)×3
Rated Pressure 34.3 MPa (350 kgf/cm2, 4980 psi)
REGULATOR Type Hydraulic Pressure Operated Type
Type Fixed Displacement Type Gear Pump
PILOT PUMP Model FS 11/16.8
Theoretical Displacement 16.8 cm3/rev (1.0 in3/rev)
Type Pilot Pressure Operated Type (4-Spools + 4-Spools + 4-Spools)
Normal: 34.3 MPa (350 kgf/cm2, 4980 psi) at 80 L/min (21 US
gpm)
Main Relief Set-Pressure
CONTROL VALVE Power Digging: 38.0 MPa (388 kgf/cm2, 5510 psi) at 70 L/min
(18 US gpm)
39.2 MPa (400 kgf/cm2, 5690 psi) at 50 L/min (13.2 US gpm)
Overload Relief Set-Pressure
(Boom, Arm, Bucket)
T1-3-6
SECTION 1 GENERAL
Type Two-Stage Reduction Planetary Gear

SWING DEVICE
Reduction Gear Ratio 17.53
Model M5X130CHB-10A-2EA/330
SWING MOTOR
Type Swash-Plate Type, Fixed Displacement Axial Plunger Motor
Type Non Counterbalance Valve Type
VALVE UNIT
Relief Set-Pressure 32.4 MPa (330 kgf/cm2, 4710 psi) at 40 L/min
Type Wet-Type Spring Set Hydraulic Released Multi-Disc Brake
SWING PARKING BRAKE
Release Pressure 1.9 to 2.8 MPa (20 to 28 kgf/cm2, 284 to 410 psi)
Type Three-Stage Reduction Planetary Gear
TRAVEL DEVICE
Reduction Gear Ratio 58.702
Type Swash-Plate Type Variable Displacement Axial Plunger Motor
TRAVEL MOTOR Maximum Flow (Theoretical
79/122.5 cm3/rev (4.8/7.5 in3/rev)
Value) (Fast/Slow)
Type Counterbalance Valve Type
TRAVEL BRAKE VALVE
Relief Set-Pressure 34.8 MPa (355 kgf/cm2, 5050 psi)
Type Wet-Type Spring Set Hydraulic Released Multi-Disc Brake
TRAVEL PARKING BRAKE
Release Starting Pressure 0.97±0.07 MPa (9.89 kgf/cm2±0.71 kgf/cm2, 140±10 psi)
T1-3-7
SECTION 1 GENERAL
Boom Arm Bucket

Rod Diameter 85 mm (3.35”) 95 mm (3.74”) 80 mm (3.10”)
CYLINDER Cylinder Bore 120 mm (4.72”) 135 mm (5.32”) 115 mm (4.53”)
(Mono Boom) Stroke 1260 mm (4’2”) 1475 mm (4’10”) 1060 mm (3’6”)
Fully Retracted Length 1855 mm (6’1”) 2007 mm (6’7”) 1590 mm (5’3”)
Plating Thickness 30 μm (1.18 μin) 30 μm (1.18 μin) 30 μm (1.18 μin)
Hose Rupture Valve Relief Set-Pressure 40.5+1.00 MPa (413+100 kgf/cm2, 5873+1450 psi) at 0.5±0.1 L/min
T1-3-8
SECTION 1 GENERAL
Model HVP07D-040-101
FRONT ATTACHMENT
Ports 1, 3: 6.5 mm (0.26 in)
PILOT VALVE Plunger Stroke
Ports 2, 4: 8.0 mm (0.32 in)
Model HVP08A-040-101
TRAVEL PILOT VALVE
Plunger Stroke Ports 1, 2, 3, 4: 4.6 mm (0.18 in)
Type 5-Spool Proportional Solenoid Valve
5-SPOOL SOLENOID
VALVE UNIT
Coil Resistance 22 Ω
AUXILIARY FLOW Rated Voltage DC 24 V
CONBINER CONTROL
SOLENOID VALVE Coil Resistance 59.7 Ω
(Optional)
AUXILIARY FLOW RATE Rated Voltage DC 24 V
CONTROL SOLENOID
VALVE (Optional) Coil Resistance 22 Ω
Model KVSS-10-HB
SIGNAL CONTROL VALVE
Rated Pressure 3.72 MPa (38 kgf/cm2, 540 psi)
Type ON/OFF Solenoid Valve
PILOT SHUT-OFF
SOLENOID VALVE
Coil Resistance 49 Ω
OIL COOLER BYPASS
Cracking Pressure 490 kPa (5 kgf/cm2, 71 psi) at 5 L/min
CHECK VALVE
Full-Flow Filter (Filtration) β10≥2.0
Suction Filter (Filtration) 177 μm (80 mesh)
FILTER
Pilot Filter (Filtration) β10≥1.4
Swing Drain Filter (Filtration) β10≥1.4
T1-3-9
SECTION 1 GENERAL
Electrical Component
BATTERY RELAY Voltage / Current 24 V/100 A

STARTER RELAY Voltage 24 V
GLOW RELAY Voltage 24 V
HYDRAULIC OIL
Operating Temperature -30 to 120 ºC (-22 to 248 ºF)
TEMPERATURE SENSOR
AIR FILTER RESTRICTION
Operating Pressure 6.2±0.6 kPa
SWITCH
Voltage / Current 24 V·2.5±0.5 A
HORN
Sound Pressure 113±5 dB (A) at 2 m
Working Light Halogen 24 V, 70 W
ILLUMINATION
Cab Light 24 V/0.3 A
Refrigerant 134 a
Cooling Ability 4.5 kW or More
Cool Air Volume 550 m3/h or More
Heating Ability 5.8 kW or More
AIR CONDITIONER Warm Air Volume 390 m3/h or More
Temperature Adjusting
Electronic Type
System
Refrigerant Quantity 850±50 g
Compressor Oil Quantity 160 cm3
T1-3-10
MEMO
MEMO
SECTION 2
SYSTEM
CONTENTS
Group 1 Controller
Outline..................................................................................... T2-1-1
CAN Circuit............................................................................. T2-1-2
Group 2 Control System
Outline..................................................................................... T2-2-1
Engine Control...................................................................... T2-2-4
Pump Control......................................................................T2-2-38
Valve Control (Standard).................................................T2-2-54
Valve Control (Option).....................................................T2-2-70
Other Control......................................................................T2-2-78
Group 3 ECM System
Outline..................................................................................... T2-3-1
Fuel Injection Control......................................................... T2-3-2
Fuel Injection Amount Correction Control...............T2-3-10
EGR (Exhaust Gas Recirculation) Control...................T2-3-12
Preheating Control............................................................T2-3-14
Alarm Control......................................................................T2-3-15
Engine Stop Control..........................................................T2-3-16
Outline..................................................................................... T2-4-1
Pilot Circuit............................................................................. T2-4-2
Main Circuit..........................................................................T2-4-12
Breaker/Pulverizer/Crusher Circuit (Optional).........T2-4-34
Outline..................................................................................... T2-5-1
Main Circuit............................................................................ T2-5-2
Electric Power Circuit (Key Switch: OFF)...................... T2-5-4
CAN Circuit............................................................................. T2-5-6
Accessory Circuit.................................................................. T2-5-8
Starting Circuit (Key Switch: START)............................T2-5-10
Charging Circuit (Key Switch: ON)...............................T2-5-12
Surge Voltage Prevention Circuit.................................T2-5-16
Pilot Shut-Off Circuit (Key Switch: ON).......................T2-5-18
Auto Shut-Down Circuit..................................................T2-5-20
Engine Stop Circuit............................................................T2-5-22
Monitor Circuit....................................................................T2-5-25
Security Circuit....................................................................T2-5-26
Radio Circuit........................................................................T2-5-28
Air Conditioner Circuit.....................................................T2-5-28
Accessory Circuit................................................................T2-5-31
Work Light Circuit..............................................................T2-5-32
Wiper/Washer Circuit........................................................T2-5-34
Cab Light Circuit.................................................................T2-5-36
DCFT-2-1
(Blank)
DCFT-2-2
SECTION 2 SYSTEM
Group 1 Controller
Outline
The following controllers are provided in this machine in
order to control functions. Each controller excluding the
communication controller communicates by using the
CAN circuit and sends or receives the required signal.
Controller Control Comment on

Control
MC Controls the engine, pumps, and valves. T2-2
ECM Controls the actual engine speed. T2-2
Monitor Controller Displays the operating information and alarms on the monitor. T5-2
Wiper / Light Controller Controls the wipers and work lights. T2-4
Air Conditioner Controller Controls the air conditioner. T2-4, T5-7
Radio Controller Controls the radio. T2-4
Communication Controller Sends the mails and operating information. T5-3
fNOTE: Refer to the corresponding group for details of

each controller control.
T2-1-1
SECTION 2 SYSTEM
Group 1 Controller
CAN Circuit
CAN (Controller Area Network) is ISO Standards of the
serial communication protocol.
Two networks (CAN bus (4)), CAN 0 (1) and CAN 1 (5) are
equipped for this machine.
CAN 0 (1) is used for the engine control. CAN 1 (5) is used
for the accessories.
CAN bus (4) consists of two harnesses, CAN-H (High) (2)
and CAN-L (Low) (3).
Each controller judges the CAN bus (4) level due to
potential difference between CAN-H (High) (2) and CAN-L
(Low) (3).
Each controller arranges the CAN bus (4) level and sends
the signal and data to other controllers.
In addition, termination resistors (120 Ω) (6) are installed
to both ends of CAN bus (4).
T2-1-2
SECTION 2 SYSTEM
Group 1 Controller
3
4
2
3
TDAA-02-05-001
6 1 6 10
7
15
11
5
8 16
6
12 13 14
TDCD-02-01-002
1- CAN 0 5- CAN 1 9- Communication Controller 13- Radio Controller

2- CAN-H (High) 6- Termination Resistor (120 Ω) 10- Monitor Controller 14- Air Conditioner Controller
3- CAN-L (Low) 7- ECM (Engine Controller) 11- MPDr. 15- Monitor Control Unit
4- CAN Bus 8- MC (Main Controller) 12- Wiper / Light Controller 16- Information Control Unit
T2-1-3
SECTION 2 SYSTEM
Group 1 Controller
(Blank)
T2-1-4
SECTION 2 SYSTEM
Outline
MC is used in order to control the machine operations.
The signals from the engine control dial, various sensors,
and switches are sent to MC and processed in the logic
circuit.
MC sends the signals equivalent to the target engine speed
to ECM by using CAN communication in order to control the
engine. (Refer to SYSTEM / ECM System.)
In addition, MC drives the solenoid valve unit and the
torque control solenoid valve in order to control the
pump and the valve.
T2-2-1
SECTION 2 SYSTEM
Engine Control , Pump Control
Input Signal Output Signal

Engine Control Dial  Engine Control (ECM)
Power Mode Switch  Engine Control Dial Control
Auto-Idle Switch  ECO Control
Travel Mode Switch  Power Mode Switch Control
Key Switch  ECO Mode Control
Pilot Shut-Off Switch  PWR Mode Control
Pump 1 Delivery Pressure Sensor  Travel HP Mode Control
Pump 2 Delivery Pressure Sensor  Auto-Idle Control
Pump 3 Delivery Pressure Sensor  Hydraulic Oil Temperature Auto-Warming Up Control
Pump 1 Control Pressure Sensor  Radiator Coolant Temperature Auto-Warming Up
Pump 2 Control Pressure Sensor  Control
Pump 3 Control Pressure Sensor  Idle Speed-Up Control
Pressure Sensor (Boom Raise)  Idle Speed-Up Control (Pilot Shut-Off Lever)
Pressure Sensor (Arm Roll-In)  Idle Speed-Up Control (Engine Starting)
Pressure Sensor (Bucket Roll-In)  Engine Speed Slow Down Control
Pressure Sensor (Swing)  MC Heater Control
Pressure Sensor (Travel)  * Attachment Operation Speed Increase Control
Pressure Sensor (Front Attachment)  * Attachment Operation Speed Limit Control
Pressure Sensor (Auxiliary 1) (OP) 
Pressure Sensor (Auxiliary 2) (OP)  Pump Control (Torque Control Solenoid Valve)
Pressure Sensor (Arm Roll-Out) (OP)  Speed Sensing Control
Hydraulic Oil Temperature Sensor  Swing Relief Cut Control
Pump Torque Decrease Control (Radiator Coolant
Coolant Temperature  Temperature)
Sensor Travel Torque-Up Control
ECM
Crank Speed Sensor  * Pump 1 Flow Rate Limit Control
Cam Angle Sensor  * Pump 2 Flow Rate Limit Control
CAN * Pump 3 Flow Rate Limit Control
MPDr.  Monitor
Work Mode  Controller
fNOTE: OP: Option

fNOTE: *: This control is for only the machine with the
optional parts equipped.
T2-2-2
SECTION 2 SYSTEM
Valve Control, Other Control

Engine Control Dial  Valve Control (Standard) (5-Spool Solenoid Valve Unit)
Power Mode Switch  Power Digging Control
Auto-Idle Switch  Auto-Power Lift Control
Travel Mode Switch  Travel Motor Displacement Angle Control
Key Switch  Arm Regenerative Cut Control
Pilot Shut-Off Switch  Digging Regenerative Control
Power Digging Switch  Arm 1 Flow Rate Control
Pump 1 Delivery Pressure Sensor  Arm 2 Flow Rate Control
Pump 2 Delivery Pressure Sensor 
Pump 3 Delivery Pressure Sensor  Valve Control (Option)
Pump 1 Control Pressure Sensor  Attachment Flow Rate Control
Pump 2 Control Pressure Sensor  Auxiliary Flow Combiner Control
Pump 3 Control Pressure Sensor  Breaker 1 Control
Pressure Sensor (Boom Raise) 
Pressure Sensor (Arm Roll-In)  Other Control
Pressure Sensor (Bucket Roll-In)  Work Mode Control
Pressure Sensor (Swing)  MC Auto Shut-Down Control
Pressure Sensor (Travel)  * Breaker Alarm Control
Pressure Sensor (Front Attachment)  * Swing Alarm Control
Pressure Sensor (Auxiliary 1) (OP)  * Travel Alarm Control
Pressure Sensor (Auxiliary 2) (OP)  * Overload Alarm Control
Pressure Sensor (Arm Roll-Out) (OP) 
Hydraulic Oil Temperature Sensor 
Boom Bottom Pressure Sensor (OP) 
Overload Alarm Switch (OP) 
Coolant Temperature 
Sensor
ECM
Crank Speed Sensor 
Cam Angle Sensor 
CAN
MPDr.  Monitor
Work Mode  Controller
fNOTE: OP: Option

fNOTE: *: This control is for only the machine with the
T2-2-3
SECTION 2 SYSTEM
Engine Control
The engine control consists of the followings.
 Engine Control Dial Control

 ECO Control
 Power Mode Switch Control
 ECO Mode Control
 PWR Mode Control
 Travel HP Mode Control
 Auto-Idle Control
 Hydraulic Oil Temperature Auto-Warming Up Control
 Radiator Coolant Temperature Auto-Warming Up
Control
 Idle Speed-Up Control
 Idle Speed-Up Control (Pilot Shut-Off Lever)
 Idle Speed-Up Control (Engine Starting)
 Engine Speed Slow Down Control
 Heater Control
 *Attachment Operation Speed Increase Control
 *Attachment Operation Speed Limit Control
fNOTE: *This control is for only the machine with the

T2-2-4
SECTION 2 SYSTEM
Engine Control System Layout

1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-001
1- Hydraulic Oil Temperature 9- Pressure Sensor (Auxiliary 2) 20- Pump 1 Delivery Pressure 26- Auto Shut-Down Signal
Sensor (OP) Sensor 27- Travel Mode Switch
2- Pressure Sensor (Boom Raise) 10- MC 21- Pump 3 Delivery Pressure 28- Slow Speed Position
3- Pressure Sensor (Arm Roll-In) 11- MPDr. Sensor 29- Fast Speed Position
4- Pressure Sensor (Bucket 12- Monitor Controller 22- Pump 2 Delivery Pressure 30- Auto-Idle Switch
Roll-In) 13- Monitor Sensor 31- Power Mode Switch
5- Pressure Sensor (Swing) 14- CAN 23- Pump 2 Control Pressure 32- Engine Control Dial
6- Pressure Sensor (Travel) 15- ECM Sensor 33- Key Switch
7- Pressure Sensor (Front 16- Coolant Temperature Sensor 24- Pump 3 Control Pressure 34- Pilot Shut-Off Switch
Attachment) 17- Engine Sensor
8- Pressure Sensor (Auxiliary 1) 18- Cam Angle Sensor 25- Pump 1 Control Pressure
(OP) 19- Crank Speed Sensor Sensor
T2-2-5
SECTION 2 SYSTEM
Engine Control Dial Control
Purpose: A
The engine control dial control controls the engine speed
according to the rotation angle of engine control dial (32).
Operation:
1. MC (10) sends the signals equivalent to the
target engine speed to ECM (15) by using CAN
communication (14) according to the rotation angle
(equired engine speed) of engine control dial (32).
2. ECM (15) controls the engine speed according to B
C D
CAN communication (14).
A - Engine Speed C - Slow Idle Position
B - Engine Control Dial Position D - Fast Idle Position
T2-2-6
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-014
T2-2-7
SECTION 2 SYSTEM
ECO Control
Purpose: A
The ECO control reduces the engine speed to ECO speed
from fast idle speed at ECO mode in order to reduce fuel E
consumption and noise level when all the control levers F
are in neutral.
Operation:
1. When all following conditions exist and all the
control levers are set to the neutral position
(pressure sensors (travel (6), front attachment (7):
OFF), MC (10) sends the signal to ECM (15) by using B
CAN communication (14) after one second. C D
2. ECM (15) reduces the engine speed to ECO speed A - Engine Speed D - Fast Idle Position
from fast idle speed at ECO mode. B - Engine Control Dial Position E- Fast Idle Speed at ECO Mode
C - Slow Idle Position F- ECO Speed
Engine speed reduced condition:

 Engine control dial (32): More than the speed (ECO
speed +10 min-1)
 Power mode switch (31): ECO
fNOTE: The ECO control is deactivated by MPDr. (11) fNOTE: When the engine speed set by engine control
temporarily or completely. The ECO control is activated dial (32) has already been slower than the ECO speed, the
again when key switch (33) is turned OFF with the ECO engine speed does not change. In addition, this control is
control deactivated temporarily. The ECO control is done regardless of whether the auto-idle control is done
always dectivated with the ECO control deactivated or not.
completely. (ECO Control Suspend)
T2-2-8
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-015
T2-2-9
SECTION 2 SYSTEM
Power Mode Switch Control
Purpose:
The power mode control shifts the power mode (ECO/
PWR mode) by operating power mode switch (31).
Operation:
1. MC (10) receives the signal from power mode switch
(31).
2. MC (10) shifts the power mode according to the
setting of Power Mode ON/OFF and Power Mode
Memory Selection by pushing power mode switch
(31). (Refer to the table.)
3. MC (10) sends the signal equivalent to the target
engine speed according to the power mode to ECM
(15) by using CAN communication (14).
4. ECM (15) controls the engine speed according to
5. In addition, MC (10) sends the power mode control
mode to monitor controller (12) by using CAN
communication (14).
6. Monitor controller (12) displays the power mode
control mode on monitor (13).
Power Mode ON/OFF Setting Power mode at the moment Power mode when key switch is ON next time
when key switch is turned Power Mode Memory Power Mode Memory
OFF Selection: OFF Selection: ON
ECO, PWR Mode Selection ECO ECO ECO
(Default) PWR ECO PWR
ECO Mode Keeping - ECO ECO
PWR Mode Keeping - PWR PWR
T2-2-10
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-016
T2-2-11
SECTION 2 SYSTEM
ECO Mode Control
Purpose: A
The ECO mode control reduces the engine speed set
by engine control dial (32) in order to reduce fuel
consumption.
Operation:
1. When the required engine speed by engine control
dial (32) is faster than the engine speed set by ECO
mode control and power mode switch (31) is in
the ECO mode position, MC (10) sends the signals
equivalent to the target engine speed to ECM (15) B
by using CAN communication (14). C D
2. ECM (15) reduces the engine speed from the A - Engine Speed C - Slow Idle Position
required engine speed by engine control dial (32). B - Engine Control Dial Position D - Fast Idle Position
3. The engine speed becomes the required engine

speed by engine control dial (32) during travel
operation.
4. Therefore, proper travelling power is obtained.
Condition without reducing engine speed:

 Travel control level operation ratio: Large
T2-2-12
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDCF-06-02-016
T2-2-13
SECTION 2 SYSTEM
PWR Mode Control
Purpose: A
The PWR mode control reduces the engine speed set
by engine control dial (32) according to pump control
pressure, pilot pressure, and average pump delivery
pressure in order to reduce fuel consumption.
Operation:
1. When the required engine speed by engine control
dial (32) is faster than the engine speed set by PWR
mode control and power mode switch (31) is in
the PWR mode position, MC (10) sends the signals B
equivalent to the target engine speed to ECM (15) C D
by using CAN communication (14) according to the
following conditions.
2. ECM (15) reduces the engine speed from the
required engine speed by engine control dial (32).
3. The engine speed becomes the required engine
speed by engine control dial (32) during travel
operation.
4. Therefore, proper travelling power is obtained.
Condition for engine speed deceleration ratio:

Deceleration ratio: Large
 Control level operation ratio: minimum (Pump 1
control pressure, or pump 2 control pressure, pump
3 control pressure: low)
 Average pump delivery pressure: high, and Pressure
sensor (arm roll-in) (3), Pressure sensor (bucket roll-
in) (4) ; No signal
Deceleration ratio: Small
 Average pump delivery pressure: high, and Pressure
sensor (arm roll-in) (3), Pressure sensor (bucket roll-
in) (4) ; Outputting signal
T2-2-14
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDCF-06-02-015
T2-2-15
SECTION 2 SYSTEM
Travel HP Mode Control
Purpose: A
The travel HP mode control increases the engine speed
and travels faster during travel single operation.
Operation:
1. When all following conditions exist, MC (10) sends
the signals equivalent to the target engine speed to
ECM (15) by using CAN communication (14).
2. ECM (15) increases the engine speed to the travel
HP mode speed and travels faster.
B
C D
Condition:
 Engine control dial (32): Set the engine speed in the A - Engine Speed C - Slow Idle Position
fast idle speed position.
 Travel mode switch (27): Fast
 Pressure sensor (travel) (6): Outputting signal
 Delivery pressure of pumps 1 and 2: Delivery
pressure of either pump is high. (Reference: 19 MPa)
 Power mode switch: PWR
T2-2-16
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDCF-02-02-017
T2-2-17
SECTION 2 SYSTEM
Auto-Idle Control
Purpose: A
The auto-idle control reduces the engine speed when
all the control levers are in neutral. Therefore, fuel E
consumption and noise level can be reduced.
Operation:
F
1. Approx. 2 seconds after the control lever is set to
the neutral position (pressure sensors (travel (6)),
(front attachment (7)): OFF) with auto-idle switch
(30) ON, MC (10) sends the signals equivalent to
the auto-idle speed to ECM (15) by using CAN B
communication (14). C D
2. ECM (15) changes the engine speed into the auto- A- Engine Speed E- Fast Idle Speed
idle speed. B- Engine Control Dial Position F- Auto-Idle Speed
C- Slow Idle Position
3. As soon as either control lever is moved (pressure D- Fast Idle Position
sensors (travel (6), front attachment (7)): ON), MC
(10) returns the signals sending to ECM (15) into
those equivalent to the target engine speed set by
engine control dial (32).
4. ECM (15) returns the engine speed to the original
engine speed.
Auto-Idle Deactivation Condition:

 Control lever: Operated (pressure sensor (travel (6) or
front attachment (7)): ON)
 Power mode switch (31): Operated
 Engine control dial (32): Operated
fNOTE: The auto-idle speed can be adjusted by MPDr.

(11). (AI Speed Adjustment)
T2-2-18
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDCF-02-02-026
T2-2-19
SECTION 2 SYSTEM
Hydraulic Oil Temperature Auto-Warming Up

Control
A
Purpose:
The hydraulic oil temperature auto-warming up control E
automatically warms up the hydraulic system.
Operation:
F
1. MC (10) receives the signal from hydraulic oil
temperature sensor (1).
2. When key switch (33) is in the ON or START position G
and hydraulic oil temperature is -20 to 0 °C, MC (10)
sends the signals equivalent to the target engine B
C D
speed to ECM (15) by using CAN communication
(14). A- Engine Speed E - Fast Idle Speed
B- Engine Control Dial Position F - Auto- Warming Up Speed
3. ECM (15) increases the engine speed to the auto- C- Slow Idle Position G - Slow Idle Speed
warming up speed. D- Fast Idle Position
4. In 12 minutes after the key switch is set to the ON or
START position or when hydraulic oil temperature
is 2 °C or more, MC (10) deactivates the hydraulic oil
temperature auto-warming up control.
5. Therefore, ECM (15) returns the engine speed to the
engine speed set by engine control dial (32).
fNOTE: The engine slow idle speed and auto-warming

up speed can be adjusted by MPDr. (11). (Li Speed
Adjustment, Warming Up Speed Adjustment)
IMPORTANT: When adjusting the slow idle speed,

deactivate the auto-warming up control by using
MPDr. (11), or wait adjustment until 12 minutes
after the engine starts.
fNOTE: The auto-warming up control can be

deactivated temporarily by MPDr. (11). Once key switch
(33) is turned OFF, the auto-warming up control is
effective again. (WU Control Suspend)
T2-2-20
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-022
T2-2-21
SECTION 2 SYSTEM
Radiator Coolant Temperature Auto-Warming Up

Control
A
Purpose:
The radiator coolant temperature auto-warming up E
control automatically warms up the engine.
Operation:
F
1. When key switch (33) is in the ON or START
position, MC (10) sends the signals equivalent to
the target engine speed to ECM (15) by using CAN
G
communication (14).
2. ECM (15) increases the engine speed to the auto- B
C D
warming up speed.
3. When coolant temperature increases beyond the A- Engine Speed E - Fast Idle Speed
B- Engine Control Dial Position F - Auto- Warming Up Speed
specified value, MC (10) deactivates the radiator C- Slow Idle Position G - Slow Idle Speed
coolant temperature auto-warming up control. D- Fast Idle Position
4. ECM (15) returns the engine speed to the engine
speed set by engine control dial (32). (min-1)
1400
f NOTE: The engine slow idle speed and auto-warming
up speed can be adjusted by MPDr. (11). (Li Speed
Adjustment, Warming Up Speed Adjustment) 1200
1100
IMPORTANT: When adjusting the slow idle speed,
deactivate the auto-warming up control by using
MPDr. (11), or wait adjustment until 12 minutes 900
after the engine starts.
-18 0 25 49 (°C)
f NOTE: The auto-warming up control can be
deactivated by MPDr. (11) temporarily. Once key switch
(33) is turned OFF, the auto-warming up control is fNOTE: If the hydraulic oil temperature auto-warming
effective again. (WU Control Suspend) up control and radiator coolant temperature auto-
warming up control are activated at the same time,
MC (10) selects the control which the target engine
speed is faster and sends the signal to ECM (15) by
using CAN communication (14). The radiator coolant
temperature auto-warming up speed is changed due
to coolant temperature. Even if the engine is set at slow
idle speed with coolant temperature beyond 50 °C and
when coolant temperature decreases, the engine speed
increases again.
T2-2-22
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-023
T2-2-23
SECTION 2 SYSTEM
Idle Speed-Up Control
Purpose: A
The idle speed-up control prevents the engine from
hunting when the engine runs at slow speed.
Operation:
1. When the travel or front attachment operation is
E
performed while the engine is running at a speed
between slow idle and idle speed-up speed, MC (10)
sends the signals equivalent to the target engine
speed to ECM (15) by using CAN communication
(14). B
C D
2. ECM (15) increases the engine speed to the idle
speed-up speed. A- Engine Speed E- Idle Speed-Up Speed
B- Engine Control Dial Position
C- Slow Idle Position
D- Fast Idle Position
T2-2-24
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-024
T2-2-25
SECTION 2 SYSTEM
Idle Speed-Up Control (Pilot Shut-Off Lever)
Purpose:
When engine control dial (32) is in the slow idle position
and the pilot shut-off lever is in the UNLOCK position,
the idle speed up control (pilot shut-off lever) increases
the engine speed by 100 min-1 from the slow idle speed
in order to prevent engine stall during a control lever
operation. (When the pilot shut-off lever is in the LOCK
position, it reduces the engine speed to the slow idle
speed in order to reduce fuel consumption and noise
level.)
Operation: A
1. MC (10) receives the signal from pilot shut-off
switch (34).
2. When engine control dial (32) is in the slow idle
position and the pilot shut-off lever is in the
UNLOCK position (pilot shut-off switch (34):
ON), MC (10) sends the signals equivalent to the
target engine speed to ECM (15) by using CAN E
communication (14).
3. ECM (15) increases the engine speed to the idle B
speed-up speed (slow idle speed +100 min-1). C D
4. In addition, when the pilot shut-off lever is in the A- Engine Speed E- Idle Speed-Up Speed
LOCK position (pilot shut-off switch (34): OFF), MC B- Engine Control Dial Position
(10) sends the signals equivalent to the engine C- Slow Idle Position
speed for the engine control dial (32) position to D- Fast Idle Position
ECM (15) by using CAN communication (14).
5. ECM (15) changes the engine speed to slow idle
speed according to CAN communication (14).
T2-2-26
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-076
T2-2-27
SECTION 2 SYSTEM
Idle Speed-Up Control (Engine Starting)
Purpose:
The idle speed-up control (engine starting) increases the A
engine speed and increases the engine oil pressure when
the engine starts.
Operation:
1. If engine control dial (32) is set below 1150 min-1
when the engine starts, MC (10) sends the signals
equivalent to the target engine speed to ECM (15) E
by using CAN communication (14).
2. ECM (15) increases the engine speed to the idle
speed-up speed. B
C D
3. MC (10) deactivates the engine starting idle speed-
up control in 15 seconds after the engine starts. A- Engine Speed E- Idle Speed-Up Speed
B- Engine Control Dial Position
4. Therefore, ECM (15) returns the engine speed to the C- Slow Idle Position
engine speed set by engine control dial (32). D- Fast Idle Position
T2-2-28
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-025
T2-2-29
SECTION 2 SYSTEM
Engine Speed Slow Down Control
Purpose:
The engine speed slow down control reduces the engine A
speed to the slow idle speed in order to reduce loads of
the engine and hydraulic actuator when auto shut-down
control is carried out.
Operation:
1. MC (10) saves the engine speed at the moment
when auto shut-down control is carried out. C
2. MC (10) sends the signals that the engine speed
gradually decreases from the saved engine speed to
ECM (15) by using CAN communication (14). B
3. ECM (15) reduces the engine speed to the slow idle

speed according to CAN communication (14). A - Engine Speed
B - Time
4. Then, the auto shut-down control stops the engine. C - Slow Idle Position
(Refer to Auto Shut-Down Control.)
T2-2-30
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-026
T2-2-31
SECTION 2 SYSTEM
Heater Control
Purpose: A
The heater control increases the rising temperature speed
of the heater in the cab while increasing the engine speed
at the low temperature.
Operation:
1. When all following conditions exist and the engine
starts, MC (10) sends the signals equivalent to the
target engine speed to ECM (15) by using CAN
communication (14).
2. ECM (15) increases the engine speed beyond fast B
C D
idle speed.
3. If the heater control and other engine control are A - Engine Speed C - Slow Idle Position
activated at the same time, MC (10) deactivates the
heater control and gives priority to other engine
control.
Condition:
 Engine control dial (32): Set the engine speed in the
 Coolant Temperature: Less than 5 °C
 Control lever: Neutral (travel/front attachment)
 Pilot Shut-off switch (34): OFF
(Pilot shut-off lever: LOCK position)
fNOTE: The heater control can be made operable or

inoperable by MPDr. (11). The selected setting can be
saved even if key switch (33) is turned OFF. (Heater
Operation Mode Control)
T2-2-32
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-028
T2-2-33
SECTION 2 SYSTEM
Attachment Operation Speed Increase Control (Only

Machine with Attachment Parts Equipped)
A
Purpose:
The attachment operation speed increase control
increases the maximum engine speed to the attachment
(breaker, pulverizer, crusher, or vibrating hammer)
operating engine speed set by MPDr. (11) when the
attachment is operated.
Operation:
1. When all following conditions exist and the
attachment is operated, MC (10) sends the signals B
equivalent to the target engine speed set by MPDr. C D
(11) to ECM (15) by using CAN communication (14).
2. ECM (15) increases the engine speed to the B - Engine Control Dial Position D - Fast Idle Position
attachment operating speed set by MPDr. (11).
Condition:
 MPDr. (11): Reset the maximum engine speed to a
faster (+) attachment (breaker, pulverizer, crusher, or
vibrating hammer) operating speed.
 Engine control dial (32): Set the engine speed in the
 Power mode switch (31): PWR
 Auxiliary: Operated
 Work mode: Attachment mode
Attachment selected by using monitor (13) is set (+)
by MPDr. (11).
fNOTE: The fast idle speed can be adjusted by MPDr.

(11). When the fast idle speed is preset to a slower speed,
the maximum engine speed will not be increased when
operating the attachment. (PWR Mode Speed)
fNOTE: Even if the attachment is not operated, the

increased engine speed can be kept for a specified time
by MPDr. (11). (ATT Speed Deceleration Waiting Time)
T2-2-34
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-029
T2-2-35
SECTION 2 SYSTEM
Attachment Operation Speed Limit Control (Only

Machine with Attachment Parts Equipped)
A
Purpose:
The attachment operation speed limit control reduces
the maximum engine speed to the attachment (breaker,
pulverizer, crusher, or vibrating hammer) operating
engine speed set by MPDr. (11) when the attachment
mode is selected.
Operation:
1. When all following conditions exist and the
attachment mode is selected, MC (10) sends the B
signals equivalent to the target engine speed C D
set by MPDr. (11) to ECM (15) by using CAN
communication (14).
2. ECM (15) reduces the maximum engine speed by
the attachment operating speed set by MPDr. (11).
Condition:
 MPDr. (11): Resets the maximum engine speed to a
slower (-) attachment (breaker, pulverizer, crusher, or
vibrating hammer) operating speed.
 Work mode: Attachment mode
Attachment selected by using monitor (13) is set (-)
by MPDr. (11).
T2-2-36
SECTION 2 SYSTEM
1 11
2
3
4
5
34 6
7
8
9 13
33 12
32
14
31 10
30
29
15
28
27
18 19 20 21 22
26 16
17
25 24 23
TDAA-02-02-030
T2-2-37
SECTION 2 SYSTEM
Pump Control
The pump control consists of the followings.
 Speed Sensing Control

 Swing Relief Cut Control
 Pump Torque Decrease Control (Radiator Coolant
Temperature)
 Travel Torque-Up Control
 * Pump 1 Flow Rate Limit Control
fNOTE: * This control is for only the machine with the

T2-2-38
SECTION 2 SYSTEM
Pump Control System Layout 11
1
2
3
4 13
5
6
7
8
9 12
31
14
30
10
29
15
20 21 22
16 18 19
17
25 24 23
26
27
28
TDCF-02-02-024
1- Hydraulic Oil Temperature 9- Pressure Sensor (Auxiliary 2) 19- Crank Speed Sensor 25- Pump 1 Control Pressure
Sensor (OP) 20- Pump 1 Delivery Pressure Sensor
2- Pressure Sensor (Boom Raise) 10- MC Sensor 26- Pump 1 and 2 Torque Control
3- Pressure Sensor (Arm Roll-In) 11- MPDr. 21- Pump 3 Delivery Pressure Solenoid Valve
4- Pressure Sensor (Bucket Roll-In) 12- Monitor Controller Sensor 27- Pump 3 Torque Control
5- Pressure Sensor (Swing) 13- Monitor 22- Pump 2 Delivery Pressure Solenoid Valve
6- Pressure Sensor (Travel) 14- CAN Sensor 28- Maximum Pump 2 Flow Rate
7- Pressure Sensor (Front 15- ECM 23- Pump 2 Control Pressure Limit Control Solenoid Valve
Attachment) 16- Coolant Temperature Sensor Sensor 29- Power Mode Switch
8- Pressure Sensor (Auxiliary 1) 17- Engine 24- Pump 3 Control Pressure 30- Engine Control Dial
(OP) 18- Cam Angle Sensor Sensor 31- Key Switch
T2-2-39
SECTION 2 SYSTEM
Speed Sensing Control
Purpose:
The speed sensing control controls the pump delivery
flow rate in response to the engine speed changes due to
variations in load so that the engine output power can be
utilized more efficiently.
Engine stall is prevented when the machine is operated Q
under adverse conditions such as operating at high
altitude.
Operation:
1. The target engine speed can be set by engine
control dial (30).
2. MC (10) calculates the difference in speed between
the target engine speed and the actual engine
speed detected by CAN communication (14) from
ECM. Then, MC (10) sends the signals to pump 1 and
2 torque control solenoid valve (26) and pump 3
torque control solenoid valve (27).
3. Pump 1 and 2 torque control solenoid valve (26)
and pump 3 torque control solenoid valve (27) P
deliver the pilot pressure according to the signals to
the regulator and controls the pump delivery flow
P- Pressure Q - Flow Rate
rate.
4. If the engine load increases and the actual engine
speed becomes slower than the target engine
speed, the pump displacement angle is reduced
so that pump flow rate will be reduced. Therefore,
the engine load is reduced and engine stall is
prevented.
T2-2-40
SECTION 2 SYSTEM
11
1
2
3
4 13
5
6
7
8
9 12
31
14
30
10
29
15
20 21 22
16 18 19
17
25 24 23
26
27
28
TDCF-02-02-025
1- Hydraulic Oil Temperature 9- Pressure Sensor (Auxiliary 2) 19- Crank Speed Sensor 25- Pump 1 Control Pressure
Sensor (OP) 20- Pump 1 Delivery Pressure Sensor
2- Pressure Sensor (Boom Raise) 10- MC Sensor 26- Pump 1 and 2 Torque Control
3- Pressure Sensor (Arm Roll-In) 11- MPDr. 21- Pump 3 Delivery Pressure Solenoid Valve
4- Pressure Sensor (Bucket Roll-In) 12- Monitor Controller Sensor 27- Pump 3 Torque Control
5- Pressure Sensor (Swing) 13- Monitor 22- Pump 2 Delivery Pressure Solenoid Valve
6- Pressure Sensor (Travel) 14- CAN Sensor 28- Maximum Pump 2 Flow Rate
7- Pressure Sensor (Front 15- ECM 23- Pump 2 Control Pressure Limit Control Solenoid Valve
Attachment) 16- Coolant Temperature Sensor Sensor 29- Power Mode Switch
8- Pressure Sensor (Auxiliary 1) 17- Engine 24- Pump 3 Control Pressure 30- Engine Control Dial
(OP) 18- Cam Angle Sensor Sensor 31- Key Switch
T2-2-41
SECTION 2 SYSTEM
Swing Relief Cut Control
Purpose:
The swing relief cut control reduces the pump 3 delivery
flow rate in order to reduce energy consumption when
starting swing operation.
Operation:
1. When all following conditions exist, MC (10)
activates pump 3 torque control solenoid valve (27).
2. Pump 3 torque control solenoid valve (27) delivers
the pilot pressure according to the signals to the
regulator and reduces pump 3 delivery flow rate.
Condition:
 Swing pilot pressure: High
 Pump 3 delivery pressure: High
T2-2-42
SECTION 2 SYSTEM
11
1
2
3
4 13
5
6
7
8
9 12
31
14
30
10
29
15
20 21 22
16 18 19
17
25 24 23
26
27
28
TDAA-02-02-077
1- Hydraulic Oil Temperature 9- Pressure Sensor (Auxiliary 2) 20- Pump 1 Delivery Pressure 26- Pump 1 and 2 Torque Control
Sensor (OP) Sensor Solenoid Valve
2- Pressure Sensor (Boom Raise) 10- MC 21- Pump 3 Delivery Pressure 27- Pump 3 Torque Control
3- Pressure Sensor (Arm Roll-In) 11- MPDr. Sensor Solenoid Valve
4- Pressure Sensor (Bucket 12- Monitor Controller 22- Pump 2 Delivery Pressure 28- Maximum Pump 2 Flow Rate
Roll-In) 13- Monitor Sensor Limit Control Solenoid Valve
5- Pressure Sensor (Swing) 14- CAN 23- Pump 2 Control Pressure 29- Power Mode Switch
6- Pressure Sensor (Travel) 15- ECM Sensor 30- Engine Control Dial
7- Pressure Sensor (Front 16- Coolant Temperature Sensor 24- Pump 3 Control Pressure 31- Key Switch
T2-2-43
SECTION 2 SYSTEM
Pump Torque Decrease Control (Radiator Coolant

Temperature)
Purpose:
When the target engine speed is the ECO mode engine
speed or faster and coolant temperature increases,
the pump torque decrease control (radiator coolant
temperature) reduces the pump flow rate and pump
driving torque so that the engine overheating is
prevented.
Operation:
1. When the target engine speed is the ECO mode
engine speed or faster and coolant temperature
increases, MC (10) activates pump 1 and 2 torque
control solenoid valve (26) and pump 3 torque
control solenoid valve (27).
and pump 3 torque control solenoid valve (27)
deliver the pilot pressure according to the signals to
the regulator and reduces the pump delivery flow
rate.
3. Therefore, the engine overheating is prevented
when coolant temperature increases.
fNOTE: The pump torque decrease control (radiator

coolant temperature) can be made operable or
inoperable by MPDr. (11).
T2-2-44
SECTION 2 SYSTEM
11
1
2
3
4 13
5
6
7
8
9 12
31
14
30
10
29
15
20 21 22
16 18 19
17
25 24 23
26
27
28
TDAA-02-02-051
T2-2-45
SECTION 2 SYSTEM
Travel Torque-Up Control Q
B
Purpose:
The travel torque-up control effectively controls during
A b
single travel operation.
When travel operation is performed with the engine
running at slow speed, normally, the hydraulic pump
delivers pressure oil at the flow rate corresponding to
point A on the P-Q curve as illustrated. Therefore, if any
difference exists between pump 1 and pump 2 flow rate,
the machine will mistrack.
a
In order to prevent mistracking, when traveling the
machine with the engine running at slow speed, the
pump P-Q curve is raised and the pump delivers pressure
oil at the flow rate corresponding to point B (maximum P
flow rate).
When travel operation is made with the engine running
at fast speed, the pump P-Q curve is raised in order to a- Normal P-Q Curve b - Increased Torque P-Q Curve
improve travel function.
Operation:
calculates the data including the signals from pump
1 delivery pressure sensor (20) and pump 2 delivery
pressure sensor (22) and sends the signals to pump
1 and 2 torque control solenoid valve (26).
delivers the pilot pressure according to the signals
to the regulator and increases the pump delivery
flow rate.
Condition:
 Engine control dial (30): Slow idle speed
 Pressure sensor (front attachment) (7): No signal
T2-2-46
SECTION 2 SYSTEM
11
1
2
3
4 13
5
6
7
8
9 12
31
14
30
10
29
15
20 21 22
16 18 19
17
25 24 23
26
27
28
TDAA-02-02-052
T2-2-47
SECTION 2 SYSTEM
Pump 1 Flow Rate Limit Control (Only Machines

with Optional Parts Equipped)
Purpose:
The pump 1 flow rate limit control limits maximum
pump 1 flow rate when a attachment (mainly a vibrating
hammer) is used. Then, the combines pressure oil from
pump 1 with pressure oil from pump 2, and the combines Q
pressure oil is delivered to the actuator.
(Refer to SYSTEM / Hydraulic System.)
Operation:
1. When the attachment is used with the travel control
lever in neutral, MC (10) receives the signals from
pressure sensor (auxiliary 1) (8) (optional).
2. In response to attachment control operation, MC
(10) activates maximum pump 1 flow rate limit
control solenoid valve (32) (optional) and controls
maximum pump 1 flow rate.
fNOTE: The pump 1 delivery flow rate can be limited to

35 % at the maximum by MPDr. (11). (P1 Maximum Flow P
Rate Adjustment)
T2-2-48
SECTION 2 SYSTEM
11
1
2
3
4 13
5
6
7
8
9 12
31
14
30
10
29
15
20 21 22
16 18 19
17
25 24 23
26
27
28
32
TDAA-02-02-058
Attachment) 17- Engine Sensor 32- Maximum Pump 1 Flow Rate
8- Pressure Sensor (Auxiliary 1) 18- Cam Angle Sensor 25- Pump 1 Control Pressure Limit Control Solenoid Valve
T2-2-49
SECTION 2 SYSTEM

Purpose:
pump 2 flow rate when a attachment (mainly a hydraulic
breaker) is used.
Q
Operation:
1. When the attachment is used with the travel control
lever in neutral, MC (10) receives the signals from
pressure sensor (auxiliary 1) (8) (optional).
2. In response to attachment control operation, MC
(10) activates maximum pump 2 flow rate limit
control solenoid valve (28) and controls maximum
pump 2 flow rate.
fNOTE: The pump 2 delivery flow rate can be limited to

35 % at the maximum by MPDr. (11). (P2 Maximum Flow
Rate Adjustment)
P
fNOTE: Pump 2 flow rate can be adjusted when single
flow is selected (auxiliary flow combiner solenoid valve
not activated). P- Pressure Q - Flow Rate
T2-2-50
SECTION 2 SYSTEM
11
1
2
3
4 13
5
6
7
8
9 12
31
14
30
10
29
15
20 21 22
16 18 19
17
25 24 23
26
27
28
TDAA-02-02-059
T2-2-51
SECTION 2 SYSTEM

Purpose:
pump 3 flow rate when a fully 360-degree rotating type
attachment is used.
Q
Operation:
In response to attachment control operation (the signal
from pressure sensor (auxiliary 2) (9) (optional)), boom
raise operation (the signal from pressure sensor (boom
raise) (2)), and swing operation (the signal from pressure
sensor (swing) (5)), MC (10) activates maximum pump 3
flow rate limit control solenoid valve (32) (optional) and
controls maximum pump 3 flow rate.
fNOTE: The pump 3 delivery flow rate when not

operating boom raise and when operating swing can
be limited to 50% at the maximum by MPDr. (11). (P3
Maximum Flow Rate Adjustment)
T2-2-52
SECTION 2 SYSTEM
11
1
2
3
4 13
5
6
7
8
9 12
31
14
30
10
29
15
20 21 22
16 18 19
17
25 24 23
26
27
28
32
TDCF-02-02-023
Attachment) 17- Engine Sensor 32- Maximum Pump 3 Flow Rate
8- Pressure Sensor (Auxiliary 1) 18- Cam Angle Sensor 25- Pump 1 Control Pressure Limit Control Solenoid Valve
(OP) 19- Crank Speed Sensor Sensor (OP)
T2-2-53
SECTION 2 SYSTEM
Valve Control (Standard)

The valve control consists of the followings.
 Power Digging Control

 Auto-Power Lift Control
 Travel Motor Displacement Angle Control
 Arm Regenerative Cut Control
 Digging Regenerative Control
 Arm 1 Flow Rate Control
 Arm 2 Flow Rate Control
T2-2-54
SECTION 2 SYSTEM
Valve Control (Standard) System Layout 13
1 12
15
2
3 14
4
5 23 24 25
6
7 16 22
8
47 9
10 19
46
28 27 26
45 18 20 21
11
44
29 30 31
43 32
42
41
33
40
38
37 36 35 TDCF-02-02-003
1- Hydraulic Oil Temperature 11- MC 24- Pump 3 Delivery Pressure 33- Arm 2 Flow Rate Control Valve
Sensor 12- CAN Sensor 35- Main Relief Valve (P3)
2- Pressure Sensor (Boom Raise) 13- MPDr. 25- Pump 2 Delivery Pressure 36- Arm 1 Flow Rate Control Valve
3- Pressure Sensor (Arm Roll-In) 14- Monitor Controller Sensor 37- Travel Motor Displacement
4- Pressure Sensor (Bucket Roll-In) 15- Monitor 26- Pump 2 Control Pressure Angle Control Valve
5- Pressure Sensor (Swing) 16- ECM Sensor 38- Arm Regenerative Valve
6- Pressure Sensor (Travel) 18- Coolant Temperature Sensor 27- Pump 3 Control Pressure 40- Power Digging Switch
7- Pressure Sensor (Front 19- Engine Sensor 41- Travel Mode Switch
Attachment) 20- Cam Angle Sensor 28- Pump 1 Control Pressure 42- Slow Speed Position
8- Pressure Sensor (Auxiliary 1) 21- Crank Speed Sensor Sensor 43- Fast Speed Position
(OP) 22- Pump 1 and 2 Torque Control 29- 5-Spool Solenoid Valve Unit 44- Power Mode Switch
9- Pressure Sensor (Auxiliary 2) Solenoid Valve 30- Main Relief Valve (P1, P2) 45- Engine Control Dial
(OP) 23- Pump 1 Delivery Pressure 31- Digging Regenerative Valve 46- Key Switch
10- Pressure Sensor (Arm Roll-Out) Sensor 32- Control Valve 47- Pilot Shut-Off Switch
(OP)
T2-2-55
SECTION 2 SYSTEM
Power Digging Control
Purpose:
The power digging control increases digging force by
temporarily increasing relief pressure.
Operation:
1. For maximum eight seconds after power digging
switch (40) is turned ON, MC (11) continuously
activates 5-spool solenoid valve unit (29) (SI).
2. 5-spool solenoid valve unit (29) (SI) delivers pilot
pressure to main relief valves (30, 35) and increases
relief pressure. (Refer to COMPONENT OPERATION /
Control Valve.)
T2-2-56
SECTION 2 SYSTEM
13
1 12
15
2
3 14
4
5 23 24 25
6
7 16 22
8
47 9
10 19
46
28 27 26
45 18 20 21
11
44
29 30 31
43 32
42
41
33
40
38
37 36 35
TDCF-02-02-004
1- Hydraulic Oil Temperature 10- Pressure Sensor (Arm Roll-Out) 23- Pump 1 Delivery Pressure 32- Control Valve
Sensor (OP) Sensor 33- Arm 2 Flow Rate Control Valve
2- Pressure Sensor (Boom Raise) 11- MC 24- Pump 3 Delivery Pressure 35- Main Relief Valve (P3)
3- Pressure Sensor (Arm Roll-In) 12- CAN Sensor 36- Arm 1 Flow Rate Control Valve
4- Pressure Sensor (Bucket 13- MPDr. 25- Pump 2 Delivery Pressure 37- Travel Motor Displacement
Roll-In) 14- Monitor Controller Sensor Angle Control Valve
5- Pressure Sensor (Swing) 15- Monitor 26- Pump 2 Control Pressure 38- Arm Regenerative Valve
6- Pressure Sensor (Travel) 16- ECM Sensor 40- Power Digging Switch
7- Pressure Sensor (Front 18- Coolant Temperature Sensor 27- Pump 3 Control Pressure 41- Travel Mode Switch
Attachment) 19- Engine Sensor 42- Slow Speed Position
8- Pressure Sensor (Auxiliary 1) 20- Cam Angle Sensor 28- Pump 1 Control Pressure 43- Fast Speed Position
(OP) 21- Crank Speed Sensor Sensor 44- Power Mode Switch
9- Pressure Sensor (Auxiliary 2) 22- Pump 1 and 2 Torque Control 29- 5-Spool Solenoid Valve Unit 45- Engine Control Dial
(OP) Solenoid Valve 30- Main Relief Valve (P1, P2) 46- Key Switch
31- Digging Regenerative Valve 47- Pilot Shut-Off Switch
T2-2-57
SECTION 2 SYSTEM
Auto-Power Lift Control
Purpose:
The auto-power lift control increases pressure when
raising the boom.
Operation:
activates 5-spool solenoid valve unit (29) (SI).
pressure to main relief valves (30, 35) and increases
relief pressure. (Refer to COMPONENT OPERATION /
Control Valve.)
Condition:
 Pressure sensor (boom raise) (2): Outputting signal
(The boom must be raised to a certain extent.)
(Reference: 1.7 MPa)
 Pump 1 delivery pressure sensor (23): High
(Reference: 31.5 MPa)
 Pressure sensor (arm roll-in) (3): Specified pressure or
lower
fNOTE: This control system is activated during combined

operations except arm roll-in.
T2-2-58
SECTION 2 SYSTEM
13
1 12
15
2
3 14
4
5 23 24 25
6
7 16 22
8
47 9
10 19
46
28 27 26
45 18 20 21
11
44
29 30 31
43 32
42
41
33
40
38
37 36 35
TDCF-02-02-005
T2-2-59
SECTION 2 SYSTEM
Travel Motor Displacement Angle Control
Purpose:
The travel motor displacement angle control controls the
travel mode.
Operation:
 Slow speed
1. When travel mode switch (41) is in slow speed
position (42), the travel motor displacement angle is
kept in the maximum angle so that the travel speed
is slow.
 Fast speed
1. When all following conditions exist, MC (11) shifts
5-spool solenoid valve unit (29) (SI).
pressure to travel motor displacement angle control
valve (37) and decreases the displacement angle to
the minimum, so that the travel speed increases.
Condition:
 Travel mode switch (41): Fast speed position (43)
 Pressure sensor (front attachment) (7): OFF
 Pump 1, 2 delivery pressure sensors (23, 25): Delivery
pressure of either pump is low. (Reference: 24 MPa or
less)
 Pump 1, 2 control pressure sensors (28, 26): Either
pump control pressure is high. (Reference: 2.2 MPa
or more)
fNOTE: When one side track is raised off the ground and
is rotated, the one side pump control pressure increases,
so that the raised track rotates at fast speed. When the
machine is traveling at the fast speed and even if the
front attachment is operated (pressure sensor (front
attachment) (7): ON), the travel mode is kept at the fast
speed.
T2-2-60
SECTION 2 SYSTEM
13
1 12
15
2
3 14
4
5 23 24 25
6
7 16 22
8
47 9
10 19
46
28 27 26
45 18 20 21
11
44
29 30 31
43 32
42
41
33
40
38
37 36 35
TDCF-02-02-006
T2-2-61
SECTION 2 SYSTEM
Arm Regenerative Cut Control
Purpose:
The arm regenerative cut control shifts arm regenerative
valve (38) according to other operating conditions and
working conditions and controls the proper operating
according to the pump load during arm roll-in operation.
Operation:
1. When the following conditions exist, MC (11)
activates 5-spool solenoid valve unit (29) (SC) and
delivers pilot pressure.
2. This pilot pressure shifts arm regenerative valve
(38). Pressure oil from the arm cylinder rod side
flows to the hydraulic oil tank.
3. Pressure oil from pump 1 is combined with pressure
oil from pump 2. The combined pressure oil flows to
the arm cylinder. Pressure oil from pump 3 flows to
swing or boom.
4. Therefore, the pressure at arm cylinder rod side is
reduced, the arm digging power is improved, and
the oil passage pressure loss is reduced in order to
reduce fuel consumption.
Condition:
 Engine control dial (45): Outputting signal
 Pump 1 delivery pressure sensor (23): Outputting
signal
signal
signal
 Pressure sensor (boom raise) (2): Outputting signal
 Pressure sensor (arm roll-in) (3): Outputting signal
 Pressure sensor (bucket roll-in) (4): Outputting signal
 Pressure sensor (swing) (5): Outputting signal
 Pressure sensor (auxiliary 1) (8): Outputting signal
 Pressure sensor (auxiliary 2) (9): Outputting signal
T2-2-62
SECTION 2 SYSTEM
13
1 12
15
2
3 14
4
5 23 24 25
6
7 16 22
8
47 9
10 19
46
28 27 26
45 18 20 21
11
44
29 30 31
43 32
42
41
33
40
38
37 36 35
TDCF-02-02-007
T2-2-63
SECTION 2 SYSTEM
Digging Regenerative Control
Purpose:
The digging regenerative control increases arm roll-in
speed when operating digging (boom raise and arm roll-
in).
Operation:
activates 5-spool solenoid valve unit (29) (SF).
2. 5-spool solenoid valve unit (29) (SF) delivers
pilot pressure. This pilot pressure shifts digging
regenerative valve (31).
3. Pressure oil from boom cylinder rod side is
combined with pressure oil from pump 2. The
combined pressure oil flows to the arm 1 spool.
4. Pressure oil from the arm 1 spool is combined with
pressure oil from the arm 2 spool. The combined
pressure oil flows to the arm cylinder bottom side.
Therefore, arm roll-in speed increases.
Condition:
 Work mode: Digging
 Pump 1, 2 delivery pressure sensors (23, 25): High
(Reference: 12 MPa or more)
 Pressure sensor (arm roll-in) (3): Specified pressure or
higher (Reference: 2.7 MPa or more)
 Pressure sensor (boom raise) (2): Specified pressure
or lower (Reference: 2.0 MPa or less)
T2-2-64
SECTION 2 SYSTEM
13
1 12
15
2
3 14
4
5 23 24 25
6
7 16 22
8
47 9
10 19
46
28 27 26
45 18 20 21
11
44
29 30 31
43 32
42
41
33
40
38
37 36 35
TDCF-02-02-008
T2-2-65
SECTION 2 SYSTEM
Arm 1 Flow Rate Control
Purpose:
During combined operation of front attachment, the arm
1 flow rate control reduces pressure oil through arm 1 and
delivers more pressure oil to other actuators so that the
operating speed of actuators except arm 1 becomes fast.
Operation:
activates 5-spool solenoid valve unit (29) (SE).
2. 5-spool solenoid valve unit (29) (SE) delivers pilot
pressure. This pilot pressure shifts arm 1 flow rate
control valve (36).
3. Therefore, pressure oil which flows to the arm 1
spool from pump 2 is reduced by arm 1 flow rate
control valve (36).
4. Consequently, as pressure oil flow rate which flows
to arm 1 from pump 2 is reduced and pressure
oil which flows to other actuators increases, the
operating speed of other actuators becomes fast.
Condition:
 Combined operation of attachment and arm
fNOTE: The degrees of priority to arm operation can be

adjusted by monitor (15).
T2-2-66
SECTION 2 SYSTEM
13
1 12
15
2
3 14
4
5 23 24 25
6
7 16 22
8
47 9
10 19
46
28 27 26
45 18 20 21
11
44
29 30 31
43 32
42
41
33
40
38
37 36 35
TDCF-02-02-009
T2-2-67
SECTION 2 SYSTEM
Arm 2 Flow Rate Control
Purpose:
During combined operation of front attachment, the arm
2 flow rate control reduces pressure oil through arm 2 and
delivers more pressure oil to other actuators so that the
operating speed of actuators except arm 2 becomes fast.
Operation:
activates 5-spool solenoid valve unit (29) (SD).
2. 5-spool solenoid valve unit (29) (SD) delivers pilot
pressure. This pilot pressure shifts arm 2 flow rate
control valve (33).
3. Therefore, pressure oil which flows to the arm 2
spool from pump 1 is reduced by arm 2 flow rate
control valve (33).
4. Consequently, as pressure oil from pump 1 flows
to the spools except arm 2, the operating speed of
other actuators becomes fast.
Condition:
 Pump 1, 2 delivery pressure: Low, Combined
operation of arm roll-in and bucket roll-in
 Combined operation of attachment and arm roll-out
fNOTE: The degrees of priority to arm operation can be

adjusted by monitor (15).
T2-2-68
SECTION 2 SYSTEM
13
1 12
15
2
3 14
4
5 23 24 25
6
7 16 22
8
47 9
10 19
46
28 27 26
45 18 20 21
11
44
29 30 31
43 32
42
41
33
40
38
37 36 35
TDCF-02-02-010
T2-2-69
SECTION 2 SYSTEM
Valve Control (Option)

The valve control (option) consists of the followings.
 Attachment Flow Rate Control

 Auxiliary Flow Combiner Control
 Breaker 1 Control
fNOTE: This control is for only the machine with the

T2-2-70
SECTION 2 SYSTEM
Valve Control (Option) System Layout 12
1 11
14
2 13
3
4
5 17 18 19
6
15
7
8
9
16
22 21 20
10
23 24
25
26 27
31
32
33 34
30
29
35
36
28
39
38 37
TDCF-02-02-019
1- Hydraulic Oil Temperature 11- CAN 21- Pump 3 Control Pressure 30- Overload Relief Valve
Sensor 12- MPDr. Sensor (Auxiliary 1)
2- Pressure Sensor (Boom Raise) 13- Monitor Controller 22- Pump 1 Control Pressure 31- Travel Pilot Pressure
3- Pressure Sensor (Arm Roll-In) 14- Monitor Sensor 32- Attachment
4- Pressure Sensor (Bucket 15- ECM 23- Auxiliary Control Solenoid 33- Accumulator Control Valve
Roll-In) 16- Engine Valve Unit 34- Accumulator (High Pressure)
5- Pressure Sensor (Swing) 17- Pump 1 Delivery Pressure 24- Auxiliary Flow Combiner 35- Accumulator (Low Pressure)
6- Pressure Sensor (Travel) Sensor Control Solenoid Valve 36- Breaker Relief Solenoid Valve
7- Pressure Sensor (Front 18- Pump 3 Delivery Pressure 25- Auxiliary Flow Rate Control 37- Selector Valve
Attachment) Sensor Solenoid Valve 38- Pilot Pump
8- Pressure Sensor (Auxiliary) 19- Pump 2 Delivery Pressure 26- Auxiliary Flow Combiner Valve 39- Selector Valve Control
(OP) Sensor 27- Control Valve Solenoid Valve
9- Pressure Sensor (Arm Roll-Out) 20- Pump 2 Control Pressure 28- Bypass Shut-Out Valve
(OP) Sensor 29- Auxiliary Flow Rate Control
10- MC Valve
T2-2-71
SECTION 2 SYSTEM
Attachment Flow Rate Control
Purpose:
During combined operation of attachment and other
actuators, the attachment flow rate control reduces
pressure oil through auxiliary 1 and delivers more
pressure oil to other actuators so that the operating
speed of actuators except auxiliary 1 becomes fast.
Operation:
1. When any following conditions exist, MC (10)
activates auxiliary flow rate control solenoid valve
(25).
2. Auxiliary flow rate control solenoid valve (25)
delivers pilot pressure. This pilot pressure shifts
auxiliary flow rate control valve (29).
3. Therefore, pressure oil which flows to the auxiliary 1
spool from pump 2 is reduced by auxiliary flow rate
control valve (29).
4. Consequently, as pressure oil from pump 2 flows to
the spools except auxiliary 1, the operating speed of
other actuators becomes fast.
Condition:
 Combined operation of boom raise, arm roll-out, and
attachment
 Pump 3 delivery pressure: Low, and Combined
operation of swing, arm roll-in, and boom raise
 During travel operation
T2-2-72
SECTION 2 SYSTEM
12
1 11
14
2 13
3
4
5 17 18 19
6 P2
15
7
8
9
16
22 21 20
10
23 24
25
26 27
31
32
33 34
30
29
35
36
28
39
38 37
P2 TDCF-02-02-020
10- MC Valve
T2-2-73
SECTION 2 SYSTEM
Auxiliary Flow Combiner Control
Purpose:
The auxiliary flow combiner control combines pressure
oil from pump 1 with pressure oil from pump 2. The
combined pressure oil flows to the attachment. Therefore,
the attachment operating speed becomes fast.
Pressure oil from pump 1 is not combined with pressure
oil from pump 2 during combined operation of travel and
attachment, so that the auxiliary flow rate control keeps
the travel operating speed.
Operation:
1. When any following conditions exist, MC (10) shifts
auxiliary flow combiner control solenoid valve (24).
2. Auxiliary flow combiner control solenoid valve
(24) delivers pilot pressure from the attachment
pilot valve. This pilot pressure shifts auxiliary flow
combiner valve (26) and bypass shut-out valve (28).
3. Therefore, pressure oil from pump 1 is combined
with pressure oil from pump 2 through auxiliary
flow combiner valve (26). The combined pressure
oil flows to the attachment and the attachment
operating speed increases.
4. Travel pilot pressure (31) is routed to auxiliary flow
combiner valve (26) during combined operation of
travel and attachment.
5. Therefore, as auxiliary flow combiner valve (26)
is not shifted, pressure oil from pump 1 is not
combined with pressure oil from pump 2 so that
keeps the travel operating speed.
Condition:
 When using pulverizer or crusher
 2-Speed Combined Flow is ON by using MPDr. (12).
T2-2-74
SECTION 2 SYSTEM
12
1 11
14
2 13
3
4
5 17 18 19
6
15
7
8
9
16
22 21 20
10
23 24
25
26 27
31
32
33 34
30
29
35
36
28
39
38 37
P2 P1 TDCF-02-02-021
10- MC Valve
T2-2-75
SECTION 2 SYSTEM
Breaker 1 Control
Purpose:
When the breaker 1 is used, the breaker 1 control reduces
the breaker circuit pressure and prevents the breaker
from damage.
Operation:
1. When breaker 1 is selected, MC (10) activates
selector valve control solenoid valve (39).
2. Pressure oil from pilot pump (38) is routed to
selector valve (37) through selector valve control
solenoid valve (39).
3. Therefore, selector valve (37) is shifted and the
return circuit of breaker is connected to the
hydraulic oil tank.
4. In addition, MC (10) activates breaker relief solenoid
valve (36) at the same time.
5. Therefore, the main circuit of breaker is connected
to the hydraulic oil tank. This reduces the breaker
circuit pressure and prevents the breaker from
damage.
T2-2-76
SECTION 2 SYSTEM
12
1 11
14
2 13
3
4
5 17 18 19
6
15
7
8
9
16
22 21 20
10
23 24
25
26 27
31
32
33 34
30
29
35
36
28
39
38 37
TDCF-02-02-022
10- MC Valve
T2-2-77
SECTION 2 SYSTEM
Other Control
The other control consists of the followings.
 Work Mode Control

 Auto Shut-Down Control
 * Breaker Alarm Control
 * Swing Alarm Control
 * Travel Alarm Control
 * Overload Alarm Control
fNOTE: *: Depending on regional requirements, these

controls will be equipped as standard.
T2-2-78
SECTION 2 SYSTEM
Work Mode Control

The work mode control consists of digging and
attachment 1 to 11. The mode can be selected by using
the monitor work mode.
 Digging Mode:
Normal control is performed.
 Attachment Mode:
This functions only when the attachment in the
optional kit is operated.
In response to attachment control operation,
decreasing of engine speed (refer to T2-2-34 to 37),
increasing or decreasing pump flow rate (refer to
T2-2-48 to 53), and valve selection (refer to T2-2-74
to 77) are controlled.
The engine speed and pump flow rate control
settings are made by MPDr..
fNOTE: As the attachment mode, one to eleven

attachment modes can be selected from breaker 1 to 5,
pulverizer 1 to 5, crusher 1 to 5, vibrating hammer 1 to 5,
grapple 1 to 5, and clamshell 1 to 5 by MPDr..
T2-2-79
SECTION 2 SYSTEM
Auto Shut-Down Control
Purpose: fNOTE: The auto shut-down ON/OFF can be selected

The auto shut-down control automatically stops the and the time when auto shut-down control id activated
engine in order to reduce fuel consumption when the can be set by monitor (6).
operation is not carried out in a fixed time.
Operation:
fNOTE: Return the key switch to the OFF or ACC position
and reset it to the START position, and the engine can
1. When all following conditions exist, MC (2) sends restart.
the auto shut-down signal to monitor controller (5)
by using CAN communication (3).
2. Monitor controller (5) displays the auto shut-down
fNOTE: The auto shut-down ON/OFF setting can be kept
until the key is turned ON, and this can be selected by
notice on monitor (6) and sounds buzzer (7) once MPDr. (4).
before 30 seconds for the auto shut-down enable
time set by monitor (6). Monitor controller (5)
sounds buzzer (7) continuously before 15 seconds.
(intermittent sound)
3. MC (2) reduces the engine speed to the slow idle
speed after the auto shut-down enable time is over.
(Refer to Engine Speed Slow Down Control.)
4. When the engine speed is reduced to the slow idle
speed, MC (2) turns auto shut-down relay (13) ON.
5. Therefore, the battery relay is turned OFF and the
engine stops. (Refer to SYSTEM / Electrical System.)
Condition:
 Pilot shut-off switch (15): OFF
(Pilot shut-off lever: LOCK position)
 Auto shut-down: ON
 Overheat alarm: OFF
 Coolant temperature: 100 °C or less
 Abnormal communication of ECM (8) or monitor
controller (5): None
T2-2-80
SECTION 2 SYSTEM
6
5
15
7
3
14 2
10 11 12
13
TDCF-02-02-016
1- Hydraulic Oil Temperature 5- Monitor Controller 11- Engine 15- Pilot Shut-Off Switch
Sensor 6- Monitor 12- Pump 1 Delivery Pressure
2- MC 7- Buzzer Sensor
3- CAN 8- ECM 13- Auto Shut-Down Relay
4- MPDr. 10- Coolant Temperature Sensor 14- Engine Control Dial
T2-2-81
SECTION 2 SYSTEM
Breaker Alarm Control (Optional)
Purpose:
The breaker alarm control sounds the buzzer when the
breaker is used in a fixed time continuously.
Operation:
1. When the following conditions exist in a fixed time
continuously, MC (2) sends the signal to monitor
controller (5) by using CAN communication (3).
2. Monitor controller (5) sounds buzzer (7).
Condition:
 Work mode: Breaker 1 to 5
 Pressure sensor (auxiliary 1) (1) (optional): Signal
fNOTE: The breaker alarm control can be made operable

or inoperable by MPDr. (4).
3
6
2 5
7
TDAA-02-02-010
1- Pressure Sensor (Auxiliary 1) 2- MC 4- MPDr. 6- Monitor

(Optional) 3- CAN 5- Monitor Controller 7- Buzzer
T2-2-82
SECTION 2 SYSTEM
Travel Alarm Control (Only Machine with Optional

Parts Equipped)
Purpose:
The travel alarm control sound the buzzer during travel
operation.
Operation:
1. MC (2) receives the signal from pressure sensor
(travel) (1) when the travel operation is carried out.
2. As long as MC (2) receives this signal, MC (2) sends
the signals to travel alarm device (3) and sounds
buzzer (5).
fNOTE: After traveling continuously for more than

13 seconds, the alarm can be deactivated by buzzer
deactivation switch (4).
3 4
5
TDAA-02-02-011
1- Pressure Sensor (Travel) 3- Travel Alarm Device 5- Buzzer

2- MC 4- Buzzer Deactivation Switch
T2-2-83
SECTION 2 SYSTEM
Swing Alarm Control (Only Machine with Optional

Parts Equipped)
Purpose:
The swing alarm control sounds the buzzer and turns on
the beacon light during swing operation.
Operation:
1. MC (2) receives the signal from pressure sensor
(swing) (1) when the swing operation is carried out.
2. As long as MC (2) receives this signal, MC (2) sends
the signals to swing alarm relay (3), sounds buzzer
(5), and turns on beacon light (6).
fNOTE: The alarm can be deactivated by buzzer

deactivation switch (4).
3 4
6
TDAA-02-02-012
1- Pressure Sensor (Swing) 3- Swing Alarm Relay 5- Buzzer

2- MC 4- Buzzer Deactivation Switch 6- Beacon Light
T2-2-84
SECTION 2 SYSTEM
Overload Alarm Control (Only Machines with

Optional Parts Equipped)
Purpose:
The overload alarm control sounds the buzzer and
fNOTE: The alarm pressure setting of load in MC (2) can
be adjusted by MPDr. (5).
displays the overload alarm when boom raise operation
such as suspending is overloaded.
Operation:
1. When all following conditions exist, MC (2) sends
the signal to monitor controller (6).
2. As long as receiving the signal from MC (2), monitor
controller (6) connects terminal #D7 to the ground
inside.
3. Monitor controller (6) sounds buzzer (8) and
displays the overload alarm on monitor (7).
Condition:
 Overload alarm: Enable
 Boom bottom pressure sensor (3): Output beyond
the specified pressure
 Overload alarm switch (1): ON
3 5
1 4
7
2 6
D7
TDAA-02-02-013
1- Overload Alarm Switch 3- Boom Bottom Pressure Sensor 5- MPDr. 7- Monitor

2- MC 4- CAN 6- Monitor Controller 8- Buzzer
T2-2-85
SECTION 2 SYSTEM
(Blank)
T2-2-86
SECTION 2 SYSTEM
Group 3 ECM System
Outline
ECM (19) receives the signals from sensors and MC (30). Supply pump (24) is activated by the engine and
ECM (19) processes and activates two-way valve (20), produces high-pressure fuel. Common rail (23) distributes
suction control valve (26), and EGR motor (16) in order to high-pressure fuel produced by supply pump (24) to
control supply pump (24), injector (21), and the EGR valve. injector (21) in each engine cylinder. Injector (21) injects
high-pressure fuel from common rail (23).
1 8
2 9
3 10
11
12
13
15 16
30 19
28
22 20
29 27
26 21
23
24
25
TDCF-02-03-006
1- Fuel Filter Differential Pressure 10- Coolant Temperature Sensor 19- ECM 25- Fuel Tank
Sensor 11- Boost Pressure Sensor 20- Two-Way Valve 26- Suction Control Valve
2- Atmospheric Pressure Sensor 12- Boost Temperature Sensor 21- Injector 27- Fuel Temperature Sensor
3- Intake-Air Temperature Sensor 13- Engine Oil Pressure Sensor 22- Common Rail Pressure Sensor 28- CAN 0
8- Crank Speed Sensor 15- EGR Motor Position Sensor 23- Common Rail 29- Engine Oil Level Switch
9- Cam Angle Sensor 16- EGR Motor 24- Supply Pump 30- MC
T2-3-1
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Control

ECM (19) detects the engine running condition according
to the signals from each sensor and MC (30), and controls
fuel injection amount, injection pressure, injection timing,
and injection rate.
Two-way valve (20) controls:

 Fuel Injection Amount Control
 Fuel Injection Timing Control
 Fuel Injection Rate Control
Suction control valve (26) controls:
 Fuel Injection Pressure Control
T2-3-2
SECTION 2 SYSTEM
Group 3 ECM System
1 8
2 9
3 10
11
12
13
15 16
30 19
28
22 20
29
27
26
23 21
24
25
TDCF-02-03-007
T2-3-3
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Amount Control
Purpose:
The fuel injection amount control controls the best fuel
injection amount.
Operation:
1. ECM (19) detects the engine speed according to the
signals from crank speed sensor (8) and cam angle
sensor (9).
2. MC (29) calculates the target engine speed
according to the signals from engine control dial
(41), sensors, and switches, and sends the signals
equivalent to it to ECM (19). (Refer to SYSTEM /
Control System.)
3. ECM (19) mainly controls fuel injection amount by
turning two-way valve (20) in injector (21) ON/OFF
according to the engine speed and the signals from
MC (29).
1- Fuel Filter Differential Pressure 22- Common Rail Pressure Sensor 36- Pump 3 Control Pressure 45- Pressure Sensor (Front
Sensor 23- Common Rail Sensor Attachment)
2- Atmospheric Pressure Sensor 24- Supply Pump 37- Pump 1 Delivery Pressure 46- Pressure Sensor (Travel)
3- Intake-Air Temperature Sensor 25- Fuel Tank Sensor 47- Pressure Sensor (Swing)
8- Crank Speed Sensor 26- Suction Control Valve 38- Pump 1 Control Pressure 48- Pressure Sensor (Bucket Roll-
9- Cam Angle Sensor 27- Fuel Temperature Sensor Sensor In)
10- Coolant Temperature Sensor 28- CAN 0 39- Auto-Idle Switch 49- Pressure Sensor (Arm Roll-In)
11- Boost Pressure Sensor 29- MC 40- Power Mode Switch 50- Pressure Sensor (Boom Raise)
12- Boost Temperature Sensor 32- Monitor Controller 41- Engine Control Dial 51- Hydraulic Oil Temperature
13- Engine Oil Pressure Sensor 33- Pump 2 Delivery Pressure 42- Pressure Sensor (Arm Roll-Out) Sensor
15- EGR Motor Position Sensor Sensor (OP) 52- Engine Oil Level Switch
16- EGR Motor 34- Pump 2 Control Pressure 43- Pressure Sensor (Auxiliary 2)
19- ECM Sensor (OP)
20- Two-Way Valve 35- Pump 3 Delivery Pressure 44- Pressure Sensor (Auxiliary 1)
21- Injector Sensor (OP)
T2-3-4
SECTION 2 SYSTEM
Group 3 ECM System
51
50
1 8
49
48 52 2 9
47 3 10
46
11
45
44 12
43 13
42
15 16
41
40
29 19
39 28
32
22 20
27
26
37 35
33
23
21
24
38 36 34
25
TDCF-02-03-005
T2-3-5
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Pressure Control
Purpose:
The fuel injection pressure control controls the best fuel
injection pressure.
Operation:
1. ECM (19) calculates fuel injection amount according
to the engine speed and the signals from MC (29).
(Refer to Fuel Injection Amount Control.)
2. Common rail pressure sensor (22) sends the signals
according to pressure in common rail (23) to ECM
(19).
3. ECM (19) calculates the best fuel pressure in
common rail (23) according to the engine speed,
fuel injection amount, and the signals of common
rail pressure sensor (22).
4. ECM (19) activates suction control valve (26) in
supply pump (24) and supplies the best amount of
fuel to common rail (23).
5. Fuel according to fuel pressure in common rail (23)
is supplied to injector (21) from common rail (23) so
that fuel injection pressure is controlled.
1- Fuel Filter Differential Pressure 22- Common Rail Pressure Sensor 36- Pump 3 Control Pressure 45- Pressure Sensor (Front
Sensor 23- Common Rail Sensor Attachment)
2- Atmospheric Pressure Sensor 24- Supply Pump 37- Pump 1 Delivery Pressure 46- Pressure Sensor (Travel)
3- Intake-Air Temperature Sensor 25- Fuel Tank Sensor 47- Pressure Sensor (Swing)
8- Crank Speed Sensor 26- Suction Control Valve 38- Pump 1 Control Pressure 48- Pressure Sensor (Bucket Roll-
9- Cam Angle Sensor 27- Fuel Temperature Sensor Sensor In)
10- Coolant Temperature Sensor 28- CAN 0 39- Auto-Idle Switch 49- Pressure Sensor (Arm Roll-In)
11- Boost Pressure Sensor 29- MC 40- Power Mode Switch 50- Pressure Sensor (Boom Raise)
12- Boost Temperature Sensor 32- Monitor Controller 41- Engine Control Dial 51- Hydraulic Oil Temperature
13- Engine Oil Pressure Sensor 33- Pump 2 Delivery Pressure 42- Pressure Sensor (Arm Roll-Out) Sensor
15- EGR Motor Position Sensor Sensor (OP) 52- Engine Oil Level Switch
16- EGR Motor 34- Pump 2 Control Pressure 43- Pressure Sensor (Auxiliary 2)
19- ECM Sensor (OP)
20- Two-Way Valve 35- Pump 3 Delivery Pressure 44- Pressure Sensor (Auxiliary 1)
21- Injector Sensor (OP)
T2-3-6
SECTION 2 SYSTEM
Group 3 ECM System
51
50
1 8
49
48 52 2 9
47 3 10
46
11
45
44 12
43 13
42
15 16
41
40
29 19
39 28
32
22 20
27
26
37 35
33
23
21
24
38 36 34
25
TDCF-02-03-008
T2-3-7
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Timing Control Operation of Fuel Injection:

1. Fuel pressure is always applied to nozzle (6) in the
injector.
Purpose:
The fuel injection timing control calculates the best fuel 2. When turning electromagnetic coil (9) in two-way
injection timing. valve (2) ON, high-pressure fuel in control chamber
(5) returns to the fuel tank through orifice A (4).
Operation:
3. Therefore, hydraulic piston (10) is raised and nozzle
1. ECM calculates the fuel injection timing according
(6) is opened so that the injection starts.
to the engine speed and fuel injection amount.
4. When turning electromagnetic coil (9) in two-way
2. ECM turns two-way valve (2) in the injector ON/OFF
valve (2) OFF, valve (8) is closed and the circuit to
according to fuel injection timing.
the fuel tank is closed. High-pressure fuel from the
common rail flows to control chamber (5) through
Fuel Injection Rate Control orifice B (12).
5. Therefore, when high-pressure fuel flows to control
Purpose: chamber (5), hydraulic piston (10) is lowered by the
The fuel injection rate control improves combustion in pressure difference due to movement of hydraulic
the engine cylinder. piston (10). As nozzle (6) is closed, the injection
stops.
Operation:
1. The injector injects small amount of fuel (pilot
injection) first and ignites.
2. After igniting, the injector injects fuel (main
injection).
3. ECM controls fuel injection timing and fuel injection
amount by turning two-way valve (2) in the injector
ON/OFF.
T2-3-8
SECTION 2 SYSTEM
Group 3 ECM System
1. Two-way valve: ON 2. Injection Start

1 1
9 2 2
7 3 7 3
4
10
11
6 6
TDAA-02-03-014 TDAA-02-03-015
3. Two-way valve: OFF 4. Injection Stop

1 1
9 2 2
7 7
12
10 10
6 6
TDAA-02-03-016 TDAA-02-03-017
1- From ECM 4- Orifice A 7- From Common Rail 10- Hydraulic Piston

2- Two-Way Valve 5- Control Chamber 8- Valve 11- Spring
3- Returning to Fuel Tank 6- Nozzle 9- Electromagnetic Coil 12- Orifice B
T2-3-9
SECTION 2 SYSTEM
Group 3 ECM System
Fuel Injection Amount Correction Control

Purpose:
The fuel injection amount correction control corrects fuel
injection amount to the best fuel injection amount.
Operation:
1. Atmospheric pressure sensor (2) sends the signals
according to atmospheric condition to ECM (19).
2. ECM (19) calculates atmospheric pressure according
to the signals, controls two-way valve (20) in
injector (21) and corrects fuel injection amount.
T2-3-10
SECTION 2 SYSTEM
Group 3 ECM System
1 8
2 9
3 10
11
12
13
15 16
30 19
28
22 20
29
27
26
23 21
24
25
TDCF-02-03-009
T2-3-11
SECTION 2 SYSTEM
Group 3 ECM System
EGR (Exhaust Gas Recirculation) Control

Purpose:
Re-circulates a part of exhaust gas in intake manifold (14)
and combines it with intake-air. Therefore, combustion
temperature is lowered and generation of oxide of
nitrogen (NOx) is controlled.
Operation:
 EGR Gas Amount Control
1. ECM (5) decides EGR gas amount according to
engine speed, fuel flow rate, coolant temperature,
atmospheric pressure and intake-air temperature.
2. ECM (5) drives EGR motor (12), opens EGR valve
(3) and sends EGR gas to intake manifold (14) in
response to engine condition so that EGR gas is
combined with intake-air.
3. At the same time, ECM (5) detects the opening
amount of EGR valve (3) by using EGR motor
position sensor (4).
 EGR Gas Cooling

EGR gas is cooled by cooling system (2) in EGR gas
passage.
Cooled EGR gas is combined with intake-air so that
combustion temperature is lowered and NOx is generated
lower than normal EGR gas.
 Lead Valve (13)

Lead valve (13) prevents fresh air from entering into the
EGR gas passage and EGR gas from flowing in reverse
direction.
Therefore, EGR gas flows to one direction and EGR gas
amount increases.
a- From Air Cleaner d- Outlet of Coolant

b- To Intercooler e- Inlet of Coolant
c- Exhaust f- From Suction Intercooler
1- Engine 5- ECM 9- Coolant Temperature Sensor 13- Lead Valve

2- Cooling System 6- Common Rail Pressure Sensor 10- Cam Angle Sensor 14- Intake Manifold
3- EGR Valve 7- Intake-Air Temperature Sensor 11- Crank Speed Sensor
4- EGR Motor Position Sensor 8- Atmospheric Pressure Sensor 12- EGR Motor
T2-3-12
SECTION 2 SYSTEM
Group 3 ECM System
a c
2
1
14
4
12
f
13
11
10
6
TDCF-02-03-010
T2-3-13
SECTION 2 SYSTEM
Group 3 ECM System
Preheating Control
2
Purpose:
Preheat control controls time for continuity of current
for glow plug (8) according to coolant temperature and 4
improves the starting of engine.
Operation:
1. Coolant temperature sensor (2) sends the signals
according to coolant temperature to ECM (3). 5
2. ECM (3) connects the ground circuit of glow plug 3

relay (7) according to the signals and controls time 16
for continuity of electrical current for glow plug (8).
6
TDCF-02-03-011
2- Coolant Temperature Sensor 6- From Battery

3- ECM 7- Glow Plug Relay
4- From Key Switch Terminal M 8- Glow Plug
5- Fuse Box
T2-3-14
SECTION 2 SYSTEM
Group 3 ECM System
Alarm Control
Operation:
1. ECM (5) receives the signals from engine oil
pressure sensor (3) and fuel filter differential
pressure sensor (1).
2. ECM (5) sends the signals to monitor controller (7)
according to the signals from each sensor by using
3. Monitor controller (7) displays each alarm on
monitor (8).
1 3
8
5 7
TDCF-02-03-004
1- Fuel Filter Differential Pressure 3- Engine Oil Pressure Sensor 6- CAN 1 8- Monitor
Sensor 5- ECM 7- Monitor Controller
T2-3-15
SECTION 2 SYSTEM
Group 3 ECM System
Engine Stop Control

Operation:
1. When setting engine stop switch (3) to the ON (b)
position, current from battery (6) flows to terminal
#1-47 in ECM (5) through fuse #8 (2) and ECM main
relay (6).
2. ECM (5) stops injection of the injector and stops the
engine.
3. ECM (5) is turned OFF after turning ECM main relay
(6) OFF (a).
a- OFF b- ON
1- Key Switch 3- Engine Stop Switch 6- ECM Main Relay

2- Fuse #8 5- ECM
T2-3-16
SECTION 2 SYSTEM
Group 3 ECM System
#1-47
b 3
TDCF-02-03-012
T2-3-17
SECTION 2 SYSTEM
Group 3 ECM System
(Blank)
T2-3-18
SECTION 2 SYSTEM
Outline
The hydraulic system mainly consists of the pilot circuit,
main circuit, and breaker/pulverizer/crusher circuit.
Pilot Circuit:
Power Source Controller Supplied to
Pilot Pump Pilot Valve Operation Control Circuit
Pump Regulator Pump Control Circuit
5-Spool Solenoid Valve Unit Valve Control Circuit
Signal Control Valve Travel Motor Displacement Angle Control Circuit
Swing Parking Brake Release Circuit
Main Circuit:
Main Pump Control Valve Motor
Cylinder
Breaker/Pulverizer/Crusher Circuit:
Pilot Pump Pilot Valve Auxiliary Flow Combiner Circuit
Auxiliary Control Solenoid Auxiliary Flow Rate Control Circuit
Valve Unit
Selector Valve Control Accumulator Control Valve Control Circuit
Solenoid Valve
Valve Selector Circuit
Main Pump Control Valve Attachment (Optional)
Breaker Relief Control Valve Control Circuit
T2-4-1
SECTION 2 SYSTEM
Pilot Circuit
Outline:
Pressure oil from the pilot pump is used in order to
operate the following circuits.
 Operation Control Circuit

 Pump Control Circuit
 Valve Control Circuit
 Travel Motor Displacement Angle Control Circuit
 Swing Parking Brake Release Circuit
T2-4-2
SECTION 2 SYSTEM
7
6
1 2 3 4 5 8
10 11 12
42
41 ST SU SB
40 P1 P3 P2
14
39 15
16 13
17
18
19
35 26
20
21
SC
SF 22
SE 23
24 27
SD
SI 25
28
32
33 33
29
34 31
30
TDCF-02-04-001
1- Travel Pilot Valve 11- Pump 3 Torque Control 21- Arm Regenerative Valve 33- Travel Motor
2- Pilot Valve (Left) Solenoid Valve 22- Digging Regenerative Valve 34- Travel Motor Displacement
3- Pilot Valve (Right) 12- Pump 2 Maximum Flow Rate 23- Arm 1 Flow Rate Control Valve Angle Control Circuit
4- Auxiliary 1 Pilot Valve Limit Control Solenoid Valve 24- Arm 2 Flow Rate Control Valve 35- 5-Spool Solenoid Valve Unit
5- Auxiliary 2 Pilot Valve 13- Regulator 25- Main Relief Valve 39- Hose Rupture Valve (Arm)
6- Operation Control Circuit 14- Spool 26- Control Valve 40- Hose Rupture Valve (Boom)
7- Swing Parking Brake Release 15- Flow Combiner Valve 27- Hydraulic Oil Tank 41- Signal Control Valve
Circuit 16- Boom Anti-Drift Valve 28- Suction Filter 42- Pilot Shut-Off Solenoid Valve
8- Swing Motor 17- Arm Bottom Anti-Drift Valve 29- Pilot Pump
9- Pump Control Circuit 18- Arm Rod Anti-Drift Valve 30- Pilot Filter
10- Pump 1 and 2 Torque Control 19- Bypass Shut-Out Valve 31- Pilot Relief Valve
Solenoid Valve 20- Auxiliary Flow Combiner Valve 32- Valve Control Circuit
T2-4-3
SECTION 2 SYSTEM
Operation Control Circuit

1. The pilot valve controls pressure oil from pilot pump
(B1) and moves the spool in control valve (B0).
2. In addition, signal control valve (A9) is provided
between the pilot valve and control valve (B0).
Shockless valve (A8) is provided in the boom raise
circuit in signal control valve (A9).
3. Shockless valve (A8) reduces the returning oil
from control valve (B0) when stopping boom raise
operation and dampens quick spool movement
in control valve (B0). (Refer to COMPONENT
OPERATION / Signal Control Valve.)
T2-4-4
SECTION 2 SYSTEM
A0 A1 A2 A3 A4 A5 A6 A7
A8
A9
9 10 11 12 4 3 2 1 8 7 6 5 13 14 15 16
B0
10
12
11
9
13 8
14 7
4
3 1
B1
15
5
6 2
16
TDAA-02-04-003
1- Boom Raise 5- Swing (Left) 9- Travel (Left Forward) 13- Auxiliary 1

2- Boom Lower 6- Swing (Right) 10- Travel (Left Reverse) 14- Auxiliary 1
3- Arm Roll-Out 7- Bucket Roll-In 11- Travel (Right Forward) 15- Auxiliary 2
4- Arm Roll-In 8- Bucket Roll-Out 12- Travel (Right Reverse) 16- Auxiliary 2
A0- Travel (Left) A3- Arm A6- Auxiliary 1 A9- Signal Control Valve
A1- Travel (Right) A4- Boom A7- Auxiliary 2 B0- Control Valve
A2- Swing A5- Bucket A8- Shockless Valve B1- Pilot Pump
T2-4-5
SECTION 2 SYSTEM
Pump Control Circuit (Refer to COMPONENT

OPERATION / Pump Device.)
 Pump Delivery Flow Rate Control by Pump Control

Pressure Pi (23) Supplied to Pilot Pressure is Supplied to
1. Pilot pressure from the pilot valve is selected by Pump 1 Flow Rate Boom Raise (6), Boom Lower (5)
shuttle valve (10) in signal control valve (11) so that Control Valve (16) Arm (4)
pump 1 flow rate control valve (16), pump 2 flow Bucket (7)
rate control valve (14), or pump 3 flow rate control Travel (Right) (2)
valve (13) in signal control valve (11) is shifted. Auxiliary 1 (8)
2. Pilot pressure oil from pilot pump (26) is supplied to Pump 2 Flow Rate Boom Raise (6)
the regulator in pump 1 (20), pump 2 (22), or pump Control Valve (14) Arm (4)
3 (21) as pump control pressure Pi (23) by shifting Travel (Left) (1)
pump 1 flow rate control valve (16), pump 2 flow Auxiliary 1 (8)
rate control valve (14), or pump 3 flow rate control
Pump 3 Flow Rate Boom Raise (6)
valve (13).
Control Valve (13) Swing (3)
3. The regulator controls the pump delivery flow rate Auxiliary 2 (9)
in proportion to pump control pressure Pi (23).
fNOTE: The boom lower pilot pressure is routed to pump

1 flow rate control valve (16) through control valve (17)
with the track raised off the ground. The auxiliary 1 pilot
pressure is routed to pump 1 flow rate control valve (16)
through auxiliary flow combiner control solenoid valve
(12) (optional).
 Pump Control by Torque Control Solenoid Valve

1. Pilot pressure from pilot pump (26) is controlled by
the torque control solenoid valve and is supplied
to the regulators in pump 1 (20), pump 2 (22), and
pump 3 (21) as torque control pressure Ppc (19).
2. The regulator controls the pump delivery flow rate
in proportion to torque control pressure Ppc (19).
T2-4-6
SECTION 2 SYSTEM
1 2 3 4 5 6 7 8 9
10
11
16 12
14 13
15
17
15
18 19 20
21
22
25 24
26
23
TDCF-02-04-002
1- Travel (Left) 10- Shuttle valve 16- Pump 1 Flow Rate Control 23- Pump Control Pressure Pi
2- Travel (Right) 11- Signal Control Valve Valve 24- Pump 2 Maximum Flow Rate
3- Swing 12- Auxiliary Flow Combiner 17- Control Valve Limit Control Solenoid Valve
4- Arm Control Solenoid Valve 18- Pump 3 Torque Control 25- Pump 1 and 2 Torque Control
5- Boom Lower 13- Pump 3 Flow Rate Control Solenoid Valve Solenoid Valve
6- Boom Raise Valve 19- Torque Control Pressure Ppc 26- Pilot Pump
7- Bucket 14- Pump 2 Flow Rate Control 20- Pump 1
8- Auxiliary 1 Valve 21- Pump 3
9- Auxiliary 2 15- Boom Lower Pilot Pressure 22- Pump 2
T2-4-7
SECTION 2 SYSTEM
Valve Control Circuit (Refer to COMPONENT

OPERATION / Control Valve, Travel Device.)
 Pilot pressure from the pilot valve, 5-spool solenoid

valve unit (23) (SI, SD, SE, SF, and SC) and flow combiner
valve control spool (7) in signal control valve (6) control
the following valves.
 Boom Lower Pilot Pressure (8): Boom Anti-Drift Valve

(15)
 Arm Roll-Out Pilot Pressure (9): Arm Bottom Anti-
Drift Valve (21)
 Arm Roll-In Pilot Pressure (10): Arm Rod Anti-Drift
Valve (22)
 5-Spool Solenoid Valve Unit (23) SI: Main Relief Valves
(11, 17) (increasing the set pressure), Travel Motor
Displacement Angle Control Valve (18)
 5-Spool Solenoid Valve Unit (23) SD: Arm 2 Flow Rate
Control Valve (13)
 5-Spool Solenoid Valve Unit (23) SE: Arm 1 Flow Rate
Control Valve (19)
 5-Spool Solenoid Valve Unit (23) SF: Digging
Regenerative Valve (14)
 5-Spool Solenoid Valve Unit (23) SC: Arm
Regenerative Valve (20)
 Flow Combiner Valve Control Spool (7) (Travel (Right)
Pilot Pressure): Flow Combiner Valve (12)
Travel Motor Displacement Angle Control Circuit

(Refer to COMPONENT OPERATION / Travel Device.)
1. Pilot pressure from 5-spool solenoid valve unit (23)

SI controls the travel motor displacement angle
control valve (18).
2. In addition, the travel motor displacement angle
control circuit and the pressure increase circuit of
main relief valves (11, 17).
3. Therefore, the pressure of main relief valves (11, 17)
increases when the machine travels at fast speed.
T2-4-8
SECTION 2 SYSTEM
1 2 3 4 5
7 12
11 10 9 8
22
23
13
21
SI
SD 9
SE
SF 14
SC 10
15
20
19
17
TDCF-02-04-003
18
1- Travel (Right Reverse) 7- Flow Combiner Valve Control 13- Arm 2 Flow Rate Control Valve 20- Arm Regenerative Valve
2- Travel (Right Forward) Spool 14- Digging Regenerative Valve 21- Arm Bottom Anti-Drift Valve
3- Arm Roll-In 8- Boom Lower Pilot Pressure 15- Boom Anti-Drift Valve 22- Arm Rod Anti-Drift Valve
4- Arm Roll-Out 9- Arm Roll-Out Pilot Pressure 17- Main Relief Valve (P3) 23- 5-Spool Solenoid Valve Unit
5- Boom Lower 10- Arm Roll-In Pilot Pressure 18- Travel Motor Displacement
6- Signal Control Valve 11- Main Relief Valves (P1, P2) Angle Control Valve
12- Flow Combiner Valve 19- Arm 1 Flow Rate Control Valve
T2-4-9
SECTION 2 SYSTEM
Swing Parking Brake Release Circuit (Refer to

COMPONENT OPERATION / Swing Device.)
1. When operating the front attachment or swing,

pilot pressure SH which is selected by shuttle valve
(8) in signal control valve (7) shifts swing parking
brake release spool (9).
2. Consequently, the release pressure from pilot pump
(11) is supplied to swing motor (10) and the swing
parking brake is released.
fNOTE: The parking brake circuit interlocking with the

pilot shut-off lever is also equipped for ZH200. (Refer to
HYBRID SYSTEM / Control on Hybrid System.)
T2-4-10
SECTION 2 SYSTEM
1 2 3 4 5 6
SH
9 8
11
10
TDAA-02-04-007
1- Swing 5- Auxiliary 1 9- Swing Parking Brake Release

2- Arm 6- Auxiliary 2 Spool
3- Boom 7- Signal Control Valve 10- Swing Motor
4- Bucket 8- Shuttle Valve 11- Pilot Pump
T2-4-11
SECTION 2 SYSTEM
Main Circuit
Outline
1. The main pump draws hydraulic oil from hydraulic A
oil tank (23) and delivers it to control valve (6).
D B
2. Pressure oil from pump 1 (19) flows to the spools of
travel (right) (11), bucket (12), arm 2 (13), and boom
1 (14) through pump 1 side (B) in control valve (6).
3. Pressure oil from pump 2 (21) flows to the spools
of boom 2 (10), arm 1 (9), auxiliary 1 (8), and travel
(left) (7) through pump 2 side (D) in control valve
(6).
4. Pressure oil from pump 3 (20) flows to the spools of
swing (18), boom 3 (17), arm 3 (15), and auxiliary 2
(16) through pump 3 side (C) in control valve (6).
5. The delivered hydraulic oil is supplied to the motor
or cylinder in response to the spool operation of
control valve (6).
6. The returning oil from the motor or cylinder returns
to hydraulic oil tank (23) through control valve (6)
and oil cooler (25).
7. When oil temperature is low (high viscosity) and oil 6 C
flow resistance increases in oil cooler (25), bypass
check valve (24) is opened and hydraulic oil directly TDAA-02-04-030
returns to hydraulic oil tank (23).
A- Machine Front C- Pump 3 Side

B- Pump 1 Side D- Pump 2 Side
6- Control Valve
T2-4-12
SECTION 2 SYSTEM
1 2
3
28
27
7 11 4
8 12
9 13
10 14
15 17
26 16 18
19 20 21
25 5
22 23
24
TDAA-02-04-008
1- Travel Motor (Left) 8- Auxiliary 1 Spool 15- Arm 3 Spool 22- Suction Filter
2- Travel Motor (Right) 9- Arm 1 Spool 16- Auxiliary 2 23- Hydraulic Oil Tank
3- Bucket Cylinder 10- Boom 2 Spool 17- Boom 3 Spool 24- Bypass Check Valve
4- Boom Cylinder 11- Travel (Right) Spool 18- Swing Spool 25- Oil Cooler
5- Swing Motor 12- Bucket Spool 19- Pump 1 26- Attachments
6- Control Valve 13- Arm 2 Spool 20- Pump 3 27- Arm Cylinder
7- Travel (Left) Spool 14- Boom 1 Spool 21- Pump 2 28- Attachments
T2-4-13
SECTION 2 SYSTEM
Neutral Circuit
1. When the control lever is in neutral, pressure oil
from the main pump passes through the control
valve and returns to hydraulic oil tank (24).
2. Parallel circuits (8, 32, and 19) are provided in each
circuit of pump 1 (23), pump 2 (21), and pump 3 (22)
so that the combined operation becomes possible.
3. Parallel circuit (19) is not provided in the arm 3
circuit. Therefore, pressure oil from pump 3 (22)
does not flow to arm 3 spool (28) during combined
operation of arm and boom or arm and swing.
Flow Combiner Circuit

1. The boom raise and arm are actuated by pressure
oil from three pumps. Pressure oil from three pumps
are combined and supplied together.
2. In case of boom lower (with the track raised), even
if pressure oil from pump 3 (22) is not combined,
pressure oil from pump 1 (23) is combined with
pressure oil from pump 2 (21).
Relief Circuit
1. Main relief valves (1, 17) are provided in the main
circuit (between pump and actuator).
2. Main relief valves (1, 17) prevent the pressure in
main circuit from exceeding the set pressure when
the spool is operated (or when the control lever is
operated).
3. Overload relief valves (7, 13, and 34) are provided
in the actuator circuits (between control valve and
actuator) of boom, arm, and bucket.
4. Overload relief valves (7, 13, and 34) prevent surge
pressure caused by external force in the actuator
circuit from exceeding the set pressure when the
spool is in neutral (when the control lever is in
neutral).
5. In addition, overload relief valves (7, 13, and 34)
are equipped with make-up function. When the
pressure in the actuator circuit decreases, overload
relief valves (7, 13, and 34) draw pressure oil from
hydraulic oil tank (24) and prevents cavitation from
occurring.
T2-4-14
SECTION 2 SYSTEM
38 3
1 2
4
36 37
5 6
35
34
7
8
12
30 33 9
10
32
11
31
13
29
15
28 14
27
26
16
20 19 18 17
24
23 22 21 TDCF-02-04-009
1- Main Relief Valves (P1, P2) 11- Boom 1 Spool 21- Pump 2 32- Parallel Circuit (Pump 2)
2- Flow Combiner Circuit (Arm) 12- Boom Cylinder 22- Pump 3 33- Arm 1 Spool
3- Travel Motor (Right) 13- Overload Relief Valve 23- Pump 1 34- Overload Relief Valve
4- Travel (Right) Spool 14- Boom 3 Spool 24- Hydraulic Oil Tank 35- Auxiliary 1 Spool
5- Bucket Spool 15- Swing Motor 26- Auxiliary 2 Spool 36- Attachment
6- Bucket Cylinder 16- Swing Spool 27- Attachment 37- Travel (Left) Spool
7- Overload Relief Valve 17- Main Relief Valve (P3) 28- Arm 3 Spool 38- Travel Motor (Left)
8- Parallel Circuit (Pump 1) 18- Flow Combiner Circuit (P3) 29- Neutral Circuit (Pump 2)
9- Arm 2 Spool 19- Parallel Circuit (Pump 3) 30- Arm Cylinder
10- Neutral Circuit (Pump 1) 20- Neutral Circuit (Pump 3) 31- Boom 2 Spool
T2-4-15
SECTION 2 SYSTEM
Combined Operation Circuit
 Swing/Boom Raise
1. When the boom is raised while swinging, pilot
pressure shifts the spools of swing (6), boom 1 (2),
boom 2 (12), and boom 3 (5).
2. Pressure oil from pump 1 (9) flows to boom cylinder
(3) through parallel circuit (1) and raises the boom.
3. Pressure oil from pump 2 (7) flows to boom cylinder
(3) through parallel circuit (11) and boom 2 spool
(12), and raises the boom.
4. Pressure oil from pump 3 (8) flows to swing motor
(4) through swing spool (6) and swings the machine.
At the same time, pressure oil flows through parallel
circuit (10) and boom 3 spool (5), is combined with
pressure oil from pump 1 (9) and pump 2 (7), and
flows to boom cylinder (3) so that the boom is
raised.
T2-4-16
SECTION 2 SYSTEM
2 3
12
11
4
5
10
9 8 7
TDAA-02-04-010
1- Parallel Circuit (Pump 1) 4- Swing Motor 7- Pump 2 10- Parallel Circuit (Pump 3)
2- Boom 1 Spool 5- Boom 3 Spool 8- Pump 3 11- Parallel Circuit (Pump 2)
3- Boom Cylinder 6- Swing Spool 9- Pump 1 12- Boom 2 Spool
T2-4-17
SECTION 2 SYSTEM
Flow Combiner Circuit
Purpose:
In case flow combiner valve (4) is shifted during
combined operation of travel, front attachment, and
swing, the machine can travel straight.
 Travel/Boom Raise
1. When the boom is raised while traveling, pilot
pressure shifts the spools of travel (right) (3), travel
(left) (2), boom 1 (7), boom 2 (13), and boom 3 (9).
2. At the same time, travel (right) pilot pressure shifts
the flow combiner valve control spool in the signal
control valve. Pressure oil from the flow combiner
valve control spool flows to flow combiner valve (4)
and shifts flow combiner valve (4).
3. Pressure oil from pump 1 (12) flows through travel
(right) spool (3) and activates travel motor (right)
(6).
4. At the same time, pressure oil flows to travel (left)
spool (2) through flow combiner valve (4) and
activates travel motor (left) (1).
5. Pressure oil from pump 2 (10) flows to boom
cylinder (8) through boom 2 spool (13) and moves
the boom.
6. Pressure oil from pump 3 (11) flows through boom 3
spool (9), is combined with pressure oil from pump
2 (10), and moves the boom.
7. Therefore, pressure oil from pump 2 (10) and pump
3 (11) are used for the boom. Pressure oil from
pump 1 (12) is equally supplied to both left and
right travel motors and the machine can travel
straight.
fNOTE: As the travel (right) circuit is a tandem circuit,

pressure oil from pump 1 (12) does not flow to boom 1
spool (7).
T2-4-18
SECTION 2 SYSTEM
1 2 3 4 6
5
8
7
13
TDAA-02-04-011
12 11 10
1- Travel Motor (Left) 5- From Flow Combiner Valve 8- Boom Cylinder 12- Pump 1
2- Travel (Left) Spool Control Spool 9- Boom 3 Spool 13- Boom 2 Spool
3- Travel (Right) Spool 6- Travel Motor (Right) 10- Pump 2
4- Flow Combiner Valve 7- Boom 1 Spool 11- Pump 3
T2-4-19
SECTION 2 SYSTEM
Digging Regenerative Circuit
Purpose:
The arm roll-in speed increases during digging operation.
 Arm Roll-In/Boom Raise fNOTE: Arm Regenerative Circuit

1. During combined operation of arm roll-in and 1. The returning oil from the arm cylinder (18) rod side
boom raise, pilot pressure shifts the spools of arm 1 is divided into three directions in arm 1 spool (17).
(17), arm 2 (4), arm 3 (12), boom 1 (7), boom 2 (13),
2. One is reduced by arm 1 spool (17) and the other is
and boom 3 (8).
blocked by arm regenerative valve (15).
2. Pressure oil from pump 1 (11) flows to arm cylinder
3. Therefore, as the pressure at the arm cylinder (18)
(18) through neutral circuit (2) and arm 2 spool (4),
rod side is high, the returning oil from the arm
and rolls in the arm. In addition, pressure oil flows
cylinder (18) rod side is combined with pressure oil
through parallel circuit (3) at the same time, flows
from pump 2 (9) through check valve (16).
to boom cylinder (6) through boom 1 spool (7), and
raises the boom. 4. Consequently, arm hesitation during arm roll-in
operation is prevented and the arm roll-in speed
3. Pressure oil from pump 2 (9) flows through parallel
increases.
circuit (14) and boom 2 spool (13), is combined
with pressure oil from pump 1 (11), flows to boom
cylinder (6), and raises the boom. In addition,
pressure oil flows through arm 1 spool (17), is
combined with pressure oil from pump 1 (11), flows
to arm cylinder (18), and rolls in the arm.
1 (11) and pump 2 (9), flows to boom cylinder (6),
and raises the boom.
5. When the pump delivery pressure becomes high at
this time, MC activates 5-spool solenoid valve unit
(SF). (Refer to SYSTEM / Control System.)
6. Pressure oil from the pilot pump flows to digging
regenerative valve (1) through 5-spool solenoid
valve unit (SF) and shifts digging regenerative valve
(1).
7. The returning oil from the boom cylinder (6) rod
side flows to arm 1 spool (17) through boom 1 spool
(7) and digging regenerative valve (1).
8. Therefore, the returning oil from pump 1 (11),
pump 2 (9), and the boom cylinder (6) rod side are
combined, and flows to arm cylinder (18) so that the
arm roll-in speed increases.
T2-4-20
SECTION 2 SYSTEM
4
17
16 5
18 6
15
14
13
12
TDAA-02-04-022
11 10 9
1- Digging Regenerative Valve 6- Boom Cylinder 12- Arm 3 Spool 18- Arm Cylinder
2- Neutral Circuit (Pump 1) 7- Boom 1 Spool 13- Boom 2 Spool
3- Parallel Circuit (Pump 1) 8- Boom 3 Spool 14- Parallel Circuit (Pump 2)
4- Arm 2 Spool 9- Pump 2 15- Arm Regenerative Valve
5- Pilot Pressure from 5-Spool 10- Pump 3 16- Check Valve
Solenoid Valve Unit (SF) 11- Pump 1 17- Arm 1 Spool
T2-4-21
SECTION 2 SYSTEM
Arm Regenerative Cut Circuit
Purpose:
When shifting the arm regenerative valve according to
other operation conditions and works during arm roll-in
operation, the best operation is selected according to the
load to pump.
 Arm Roll-In/Boom Raise 7. When the pump delivery pressure is low, the
1. During combined operation of arm roll-in and returning oil from the arm cylinder (17) rod side
boom raise, pilot pressure shifts the spools of arm 1 is divided into two directions. One flows to the
(16), arm 2 (3), arm 3 (10), boom 1 (5), boom 2 (11), hydraulic oil tank through arm 1 spool (16) and arm
and boom 3 (6). regenerative valve (13). The other is combined with
pressure oil from pump 2 (7) through check valve
(15).
and rolls in the arm. In addition, pressure oil flows 8. When the pump delivery pressure is high, all
through parallel circuit (2) at the same time, flows returning oil from the arm cylinder (17) rod side
to boom cylinder (4) through boom 1 spool (5), and flow to the hydraulic oil tank through arm 1 spool
raises the boom. (16) and arm regenerative valve (13).
3. Pressure oil from pump 2 (7) flows through parallel 9. Therefore, the pressure at arm cylinder (17) rod side
circuit (12) and boom 2 spool (11), is combined with decreases and digging force (arm) is improved.
pressure oil from pump 1 (9), flows to boom cylinder
(4), and raises the boom. In addition, pressure oil
flows through arm 1 spool (16), is combined with
pressure oil from pump 1 (9), flows to arm cylinder
(17), and rolls in the arm.
1 (9) and pump 2 (7), flows to boom cylinder (4), and
raises the boom.
5. MC activates 5-spool solenoid valve unit (SC)
according to the pump delivery pressure at this
time. (Refer to SYSTEM / Control System.)
6. Pressure oil from the pilot pump flows to arm
regenerative valve (13) through 5-spool solenoid
valve unit (SC) and shifts arm regenerative valve
(13).
T2-4-22
SECTION 2 SYSTEM
3
16
15
17 4
14
13
12
11
10
TDAA-02-04-023
9 8 7
1- Neutral Circuit (Pump 1) 6- Boom 3 Spool 11- Boom 2 Spool 15- Check Valve
2- Parallel Circuit (Pump 1) 7- Pump 2 12- Parallel Circuit (Pump 2) 16- Arm 1 Spool
3- Arm 2 Spool 8- Pump 3 13- Arm Regenerative Valve 17- Arm Cylinder
4- Boom Cylinder 9- Pump 1 14- Pilot Pressure from 5-Spool
5- Boom 1 Spool 10- Arm 3 Spool Solenoid Valve Unit (SC)
T2-4-23
SECTION 2 SYSTEM
Arm 1 Flow Rate Control Circuit
Purpose:
The circuit with less load is restricted during combined
operation so that more pressure oil should be delivered to
the actuator with more load. Therefore, the actuator with
more load is given priority to operate.
 Arm Roll-In/Attachment
1. During combined operation of arm roll-in and
attachment (15), pilot pressure shifts the spools of
arm 1 (13), arm 2 (5), arm 3 (10), and auxiliary 1 (1).
2. MC activates 5-spool solenoid valve unit (SE) at this
3. Pressure oil from the pilot pump flows to selector
valve (2) of the arm 1 flow rate control valve
through 5-spool solenoid valve unit (SE) and shifts
selector valve (2).
and rolls in the arm.
5. Pressure oil from pump 3 (8) flows through neutral
circuit (6) and arm 3 spool (10), is combined with
pressure oil from pump 1 (9) and pump 2 (7), flows
to arm cylinder (14), and rolls in the arm.
6. Pressure oil from pump 2 (7) flows to poppet valve
(3) of the arm 1 flow rate control valve and auxiliary
1 spool (1) through parallel circuit (11).
7. As the back pressure of poppet valve (3) is blocked
by selector valve (2), pressure oil from pump 2 (7) is
reduced by poppet valve (3).
8. Consequently, pressure oil from pump 2 (7) flows
to attachment (15) through auxiliary 1 spool (1)
first and the operating speed of attachment (15)
increases.
T2-4-24
SECTION 2 SYSTEM
1 2 3
4
15
14 5
13
12
11
10
6
TDAA-02-04-032
9 8 7
1- Auxiliary 1 Spool 4- Neutral Circuit (Pump 1) 9- Pump 1 13- Arm 1 Spool

2- Arm 1 Flow Rate Control Valve 5- Arm 2 Spool 10- Arm 3 Spool 14- Arm Cylinder
(Selector Valve) 6- Neutral Circuit (Pump 3) 11- Parallel Circuit (Pump 2) 15- Attachment
3- Arm 1 Flow Rate Control Valve 7- Pump 2 12- Pilot Pressure from 5-Spool
(Poppet Valve) 8- Pump 3 Solenoid Valve Unit (SE)
T2-4-25
SECTION 2 SYSTEM
Arm 2 Flow Rate Control Circuit
Purpose:
The circuit with less load is restricted during combined
operation so that more pressure oil should be delivered to
the actuator with more load. Therefore, the actuator with
more load is given priority to operate.
 Arm Roll-In/Bucket Roll-In

1. During combined operation of arm roll-in and
bucket roll-in, pilot pressure shifts the spools of arm
1 (14), arm 2 (7), arm 3 (12), and bucket (5).
2. MC activates 5-spool solenoid valve unit (SD) at this
3. Pressure oil from the pilot pump flows to selector
valve (2) of the arm 2 flow rate control valve
through 5-spool solenoid valve unit (SD) and shifts
selector valve (2).
(15) through neutral circuit (13) and arm 1 spool
(14), and rolls in the arm.
5. Pressure oil from pump 3 (10) flows through arm 3
2 (9), flows to arm cylinder (15), and rolls in the arm.
6. Pressure oil from pump 1 (11) flows to bucket
cylinder (8) through neutral circuit (4) and bucket
spool (5), and rolls in the bucket.
7. In addition, pressure oil from pump 1 (11) flows to
poppet valve (1) of the arm 2 flow rate control valve
through parallel circuit (3).
8. As the back pressure of poppet valve (1) is blocked
by selector valve (2), pressure oil from pump 1 (11)
is reduced by poppet valve (1).
9. Therefore, all pressure oil from pump 1 (11) flows
to bucket cylinder (8) and the bucket roll-in speed
increases.
10. When the delivery pressure from pump 2 (9) is high,
MC reduces the restricted flow rate through the arm
2 flow rate control valve (selector valve (2)).
11. Therefore, pressure oil from pump 1 (11) flows to
the arm cylinder and digging force (arm) increases.
T2-4-26
SECTION 2 SYSTEM
1 2 3
8
5
6
7
15 14
13
12
TDAA-02-04-031
11 10 9
1- Arm 2 Flow Rate Control Valve 4- Neutral Circuit (Pump 1) 8- Bucket Cylinder 13- Parallel Circuit (Pump 2)
(Poppet Valve) 5- Bucket Spool 9- Pump 2 14- Arm 1 Spool
2- Arm 2 Flow Rate Control Valve 6- Pilot Pressure from 5-Spool 10- Pump 3 15- Arm Cylinder
(Selector Valve) Solenoid Valve Unit (SD) 11- Pump 1
3- Parallel Circuit (Pump 1) 7- Arm 2 Spool 12- Arm 3 Spool
T2-4-27
SECTION 2 SYSTEM
Bucket Regenerative Cut Circuit
Purpose:
When the load is heavy during bucket roll-in operation,
pressure oil at the bucket cylinder (3) rod side is returned
to hydraulic oil tank (5) without regeneration.
Therefore, pressure oil from pump 1 (4) flows to the
bucket cylinder and digging force increases.
 Regeneration (Pump 1 (4) delivery pressure: Low)  Regeneration Cut (Pump 1 (4) delivery pressure: High)
1. Pressure oil from pump 1 (4) is routed to bucket 1. When the load become heavy during bucket roll-
regeneration cut valve (1). in operation, bucket regeneration cut valve (1) is
2. When the load is light during bucket roll-in shifted by pressure oil from pump 1 (4).
operation, bucket regeneration cut valve (1) is not 2. The returning oil from the cylinder rod side flows to
shifted. hydraulic oil tank (5) through bucket spool (2) and
3. As the returning oil from the cylinder rod side is bucket regeneration cut valve (1).
reduced by bucket regeneration cut valve (1), the 3. Therefore, the pressure at bucket cylinder (3) rod
pressure at cylinder rod side is higher than that at side decreases and digging force is improved.
the cylinder bottom side.
4. Pressure oil from the cylinder rod side pushes to
open the check valve in bucket spool (2) and flows
to the cylinder bottom side.
5. The regeneration is done like this and the cylinder
speed increases.
T2-4-28
SECTION 2 SYSTEM
1
3
2
4
TDAA-02-04-012
1- Bucket Regeneration Cut Valve 3- Bucket Cylinder 5- Hydraulic Oil Tank

2- Bucket Spool 4- Pump 1 6- Bucket Regenerative Valve
T2-4-29
SECTION 2 SYSTEM
Boom Lower Meter-In Cut Control
Purpose:
During boom lower operation with the front attachment
above the ground, pressure oil which flows to boom
cylinder (3) from the pump is cut. As the boom falls due
to own weight due to the boom regenerative circuit and
pressure oil from the pump is used for other actuators,
other actuators are given priority to operate. In addition,
in case meter-in cut control is deactivated with the track
raised, the boom is given priority to operate and jack-up
force increases.
fNOTE: The operation during combined operation of

boom lower and arm roll-out is explained here.
 Boom cylinder (3) bottom pressure: High (with the

front attachment above the ground)
1. Arm roll-out pilot pressure shifts the spool of arm
1 (13), arm 2 (1), and arm 3 (10) during combined
operation of boom lower and arm roll-out.
2. Boom lower pilot pressure is routed to boom 3
spool (5) first. Boom lower pilot pressure is routed
to boom 1 spool (4) and boom 2 spool (11) through
boom lower meter-in cut valve (2).
3. When boom raise operation is changed to boom
lower operation, boom lower meter-in cut valve (2)
is shifted by boom cylinder (3) bottom pressure.
4. Therefore, as boom lower pilot pressure is blocked
by boom lower meter-in cut valve (2), boom 1 spool
(4) and boom 2 spool (11) do not move.
5. Pressure oil in the boom cylinder (3) bottom side
flows to the boom cylinder (3) rod side through
regenerative valve (6) of boom 3 spool (5) due to
boom own weight
6. All pressure oil from pump 1 (9), pump 2 (7), and
pump 3 (8) are used for the arm and arm roll-out
speed increases.
T2-4-30
SECTION 2 SYSTEM
fNOTE: The illustration shows during combined

operation of boom lower and arm roll-out.
13 2
12 3
11
5
10
TDAA-02-04-013
9 8 7
1- Arm 2 Spool 4- Boom 1 Spool 8- Pump 3 12- Arm Cylinder
2- Boom Lower Meter-In Cut 5- Boom 3 Spool 9- Pump 1 13- Arm 1 Spool
Valve 6- Boom Regenerative Valve 10- Arm 3 Spool
3- Boom Cylinder 7- Pump 2 11- Boom 2 Spool
T2-4-31
SECTION 2 SYSTEM
 Boom cylinder (3) bottom pressure: Low (with the track

raised)
1. When boom raise operation is done with the
bucket set on the ground, boom lower meter-in cut
valve (1) is not shifted as boom cylinder (3) bottom
pressure is low.
2. Boom lower pilot pressure is routed to boom 3
spool (4). Then, boom lower pilot pressure is routed
to boom 1 spool (2) and boom 2 spool (7) through
boom lower meter-in cut valve (1), and moves each
spool.
3. Pressure oil from pump 1 (6) flows through boom
1 spool (2). Pressure oil from pump 2 (5) flows
through boom 2 spool (7), is combined with
pressure oil from boom 1 spool (2), and flows to
boom cylinder (3) rod side.
fNOTE: As boom 2 spool (7) is moved, combined

operation of travel with the track raised is possible.
T2-4-32
SECTION 2 SYSTEM
7
4
TDAA-02-04-014
6 5
1- Boom Lower Meter-In Cut 2- Boom 1 Spool 4- Boom 3 Spool 6- Pump 1
Valve 3- Boom Cylinder 5- Pump 2 7- Boom 2 Spool
T2-4-33
SECTION 2 SYSTEM
Breaker/Pulverizer/Crusher Circuit (Optional)

Valve Control Circuit (Refer to COMPONENT
OPERATION / Control Valve.)
 Pilot pressure from the pilot valve and auxiliary control

solenoid valve unit (4), and selector valve control
solenoid valve (11) control the following valves.
 Travel Pilot Pressure: Auxiliary Flow Combiner Valve

(7)
 Auxiliary Flow Rate Control Solenoid Valve (6):
Auxiliary Flow Rate Control Valve (9)
 Auxiliary Flow Combiner Control Solenoid Valve (5)
(Auxiliary 1 Pilot Pressure): Auxiliary Flow Combiner
Valve (7), Bypass Shut-Out Valve (8)
 Selector Valve Control Solenoid Valve (11): Selector
Valve (12), Accumulator Control Valve (13)
T2-4-34
SECTION 2 SYSTEM
1 2 3
4
5
7
6
13
12
11
10 9
TDAA-02-04-029
1- Travel (Left) 5- Auxiliary Flow Combiner 8- Bypass Shut-Out Valve 11- Selector Valve Control
2- Travel (Right) Control Solenoid Valve 9- Auxiliary Flow Rate Control Solenoid Valve
3- Auxiliary 1 6- Auxiliary Flow Rate Control Valve 12- Selector Valve
4- Auxiliary Control Solenoid Solenoid Valve 10- Pilot Pump 13- Accumulator Control Valve
Valve Unit 7- Auxiliary Flow Combiner Valve
T2-4-35
SECTION 2 SYSTEM
Auxiliary Flow Combiner Circuit
When pulverizer or crusher is selected on the work mode

or 2nd-Speed Switching on MPDr. is ON, MC activates
auxiliary flow combiner control solenoid valve (3) and
shifts auxiliary flow combiner valve (1). (Refer to SYSTEM /
Control System.)
 During Single Operation

When attachment (9) is single operated, pressure oil
from both pump 1 (8) and pump 2 (7) are combined.
Therefore, operating speed of attachment (9) increases.
1. When attachment (9) is single operated, attachment

pilot pressure (2) shifts auxiliary flow combiner
valve (1) and bypass shut-out valve (6).
2. When bypass shut-out valve (6) is shifted, neutral
circuit (5) in pump 1 (8) is blocked.
3. Pressure oil from pump 1 (8) flows to auxiliary 1
spool (10) through auxiliary flow combiner valve (1).
4. Consequently, pressure oil both pump 1 (8) and
pump 2 (7) are combined so that operating speed of
attachment (9) increases.
fNOTE: When attachment (9) is operated, attachment

pilot pressure (2) shifts the pump 1 flow rate control valve
in signal control valve through auxiliary flow combiner
control solenoid valve (3). Therefore, the displacement
angle of pump 1 (8) increases and the pump delivery
flow rate increases. (Refer to COMPONENT OPERATION /
Pump Device, Signal Control Valve.)
T2-4-36
SECTION 2 SYSTEM
1 3
10
8 7 TDAA-02-04-026
1- Auxiliary Flow Combiner Valve 4- To Pump 1 Flow Rate Control 7- Pump 2

2- Attachment Pilot Pressure Valve 8- Pump 1
3- Auxiliary Flow Combiner 5- Neutral Circuit (Pump 1) 9- Attachment
Control Solenoid Valve 6- Bypass Shut-Out Valve 10- Auxiliary 1 Spool
T2-4-37
SECTION 2 SYSTEM
 During Combined Operation

During combined operation of attachment (14)
and travel, auxiliary flow combiner valve (18) is not
shifted. Therefore, the machine traveling speed can be
obtained.
1. When attachment (14) is operated, attachment pilot

pressure (3) shifts auxiliary 1 spool (13) and flows
to port SM in auxiliary flow combiner valve (18)
through auxiliary flow combiner control solenoid
valve (4).
2. When travel operation is done at the same time,
pilot pressure (16) from the signal control valve is
routed to port SN in auxiliary flow combiner valve
(18).
3. Pressure oil from port SM is routed to auxiliary
flow combiner valve (18) to the open direction and
pressure oil from port SN and the spring force are
routed to that to the close direction.
4. As the force to the close direction is larger, auxiliary
flow combiner valve (18) is kept closed.
5. In addition, MC activates auxiliary flow rate control
solenoid valve (1) during combined operation
of attachment (14) and travel. (Refer to SYSTEM /
Control System.)
6. In addition, pressure oil (2) from the pilot pump
flows to selector valve (12) of auxiliary flow rate
control valve (1) and shifts selector valve (12).
7. Therefore, as pressure oil which flows to auxiliary
1 spool (13) from pump 2 (9) is reduced by poppet
valve (11) of auxiliary flow rate control valve (1),
pressure oil from pump 2 (9) flows to travel (left)
spool (17).
8. Consequently, as pressure oil from pump 2 (9) is
not combined with pressure oil from pump 1 (10)
and flows to travel (left) spool (17), the machine
traveling speed can be obtained.
fNOTE: The priority on attachment operation and travel

operation, the command to auxiliary flow rate control
valve (1) can be adjusted on the monitor.
T2-4-38
SECTION 2 SYSTEM
1 2 3 4
6 7
15 16 17 18 5
SM
SN
14
13
12
11
10 9 TDAA-02-04-028
1- Auxiliary Flow Rate Control 5- To Pump 1 Flow Rate Control 10- Pump 1 14- Attachment
Solenoid Valve Valve 11- Auxiliary Flow Rate Control 15- Travel Motor (Left)
2- Pressure Oil from Pilot Pump 6- Travel (Right) Spool Valve (Poppet Valve) 16- Travel Pilot Pressure
3- Attachment Pilot Pressure 7- Travel Motor (Right) 12- Auxiliary Flow Rate Control 17- Travel (Left) Spool
4- Auxiliary Flow Combiner 8- Bypass Shut-Out Valve Valve (Selector Valve) 18- Auxiliary Flow Combiner Valve
Control Solenoid Valve 9- Pump 2 13- Auxiliary 1 Spool
T2-4-39
SECTION 2 SYSTEM
Breaker 1 (HSB Breaker) Circuit
1. Pressure oil from pump 2 (10) flows to breaker (2)

through auxiliary 1 spool (1).
2. When breaker 1 is selected or the following
conditions for attachment adjustment on MPDr.
exist, MC activates selector valve control solenoid
valve (6) and breaker relief solenoid valve (5).
3. Pressure oil from pilot pump (7) flows through
selector valve control solenoid valve (6), shifts
selector valve (9), so that return circuit (3) in breaker
(2) is connected to hydraulic oil tank (8).
4. Therefore, back pressure during breaker (2)
operation is reduced and breaker (2) is prevented
from being damaged.
5. In addition, as breaker relief solenoid valve (5) is
activated, main circuit (4) of breaker (2) is connected
to hydraulic oil tank (8) and the breaker circuit
pressure is reduced.
6. Consequently, pressure oil from pump 2 (10) is
controlled by breaker relief solenoid valve (5), so
that the most suitable oil pressure is supplied to
breaker (2).
Attachment adjustment condition:

 Selector valve selection: O/T
 Relief valve selection: Breaker relief enable
T2-4-40
SECTION 2 SYSTEM
2 1
7 8 9
10
TDAA-02-04-018
1- Auxiliary 1 Spool 4- Main Circuit 6- Selector Valve Control 8- Hydraulic Oil Tank
2- Breaker 5- Breaker Relief Solenoid Valve Solenoid Valve 9- Selector Valve
3- Return Circuit 7- Pilot Pump 10- Pump 2
T2-4-41
SECTION 2 SYSTEM
Breaker 2 (NPK Breaker) Circuit
1. When breaker 2 is selected or the following

conditions for attachment adjustment on MPDr.
exist, MC activates selector valve control solenoid
valve (7).
2. Pressure oil from pilot pump (8) flows through
selector valve control solenoid valve (7) is routed to
selector valve (10) and accumulator control valve
(6).
3. Therefore, selector valve (10) is shifted and return
circuit (5) in breaker (4) is connected to hydraulic oil
tank (9).
4. Therefore, back pressure during breaker (2)
operation is reduced and breaker (2) is prevented
from being damaged.
5. In addition, accumulator control valve (6) is
shifted at the same time and accumulators (2, 3)
are connected to the high-pressure side and low-
pressure side circuits in breaker (4).
6. This reduces shock of oil pressure and buffers
vibration when breaker (4) is used.
Attachment adjustment condition:

 Selector valve selection: O/T
T2-4-42
SECTION 2 SYSTEM
4 3 2 1
8 9 10
11
TDAA-02-04-019
1- Auxiliary 1 Spool 3- Accumulator (High-Pressure 6- Accumulator Control Valve 9- Hydraulic Oil Tank
2- Accumulator (Low-Pressure Side) 7- Selector Valve Control 10- Selector Valve
Side) 4- Breaker Solenoid Valve 11- Pump 2
5- Return Circuit 8- Pilot Pump
T2-4-43
SECTION 2 SYSTEM
(Blank)
T2-4-44
SECTION 2 SYSTEM
Outline
The electrical circuit is broadly divided into the main
circuit, monitor circuit, accessory circuit, and control
circuit.
 Main Circuit:
Operates the engine and the accessory related circuits.
 Monitor Circuit:
Displays the machine operating conditions. Consists of
monitor controller, monitors, relays, and switches.
 Accessory Circuit:
Operates the accessory circuit. Consists of wiper/light
controller, relays, and switches.
 Control Circuit:
Controls the engine, pump, and valve. Consists of the
actuators such as solenoid valves, MC, ECM, sensors,
and switches.
(Refer to SYSTEM / Control System.)
T2-5-1
SECTION 2 SYSTEM
Main Circuit
The major functions and circuits in the main circuit are as
follows.
 Electric Power Circuit: Supplies all electric power to

all electrical systems on the machine.
{Key switch, Battery, Fuses (Fuse box, Fusible link)}
 CAN Circuit: Performs communication between each
controller.
 Accessory Circuit: Is operated when the key switch is
in the ACC position.
 Starting Circuit: Starts the engine.
(Key switch, Starter, Starter relay 1)
 Charging Circuit: Supplies electric power to the
batteries and charges them.
{Alternator, (Regulator)}
 Surge Voltage Prevention Circuit: Prevents the
occurrence of serge voltage developed when
stopping the engine.
(Load Dump Relay)
 Pilot Shut-Off Circuit (Key switch: ON):
Supplies pressure oil from the pilot pump to the pilot
valve by the pilot shut-off solenoid valve.
(Pilot Shut-Off Solenoid Valve, Pilot Shut-Off Lever)
 Auto Shut-Down Circuit:
Stops the engine automatically when the fixed
conditions exist.
(MC, Auto Shut-Down Relay, ACC Cut Relay, Key
Switch ON Cut Relay)
 Engine Stop Circuit (Key Switch: OFF):
Stops the engine by using ECM.
(MC, ECM)
T2-5-2
SECTION 2 SYSTEM
(Blank)
T2-5-3
SECTION 2 SYSTEM
Electric Power Circuit (Key Switch: OFF)

The battery (1) minus terminal is grounded to the body.
Current from the battery (1) plus terminal flows as shown
below when key switch (5) is in the OFF position.
Battery (1) Fusible Link (2) Glow Plug Relay (Power) (3)
Key Switch (5) Terminal B
Load Dump Relay (4)
Fuse Box (6) Terminal #8 ECM Main Relay (Power) (7)
Terminal #9 Monitor Controller (Backup Power) (13)
Switch Panel (14)
Cab Light (15)
Radio (Backup Power) (16)
Security Horn (Power) (17)
Security Horn Relay (Power) (18)
Terminal #10 MC (Power) (10)
GSM (Power) (11)
Wiper/Light Controller (Power) (12)
Terminal #19 Horn Relay (Power) (8)
Terminal #20 Option (9)
T2-5-4
SECTION 2 SYSTEM
3 4
1 2
8 19 9 10 20 6
7 9
8 10
11
12
13
14
15
16
17
18
TDAA-02-05-018
1- Battery 7- ECM Main Relay (Power) 13- Monitor Controller (Backup 18- Security Horn Relay (Power)
2- Fusible Link 8- Horn Relay (Power) Power)
3- Glow Plug Relay (Power) 9- Option 14- Switch Panel
4- Load Dump Relay 10- MC (Power) 15- Cab Light
5- Key Switch 11- GSM (Power) 16- Radio (Backup Power)
6- Fuse Box 12- Wiper/Light Controller (Power) 17- Security Horn (Power)
T2-5-5
SECTION 2 SYSTEM
CAN Circuit
CAN (Controller Area Network) is ISO Standards of the
serial communication protocol.
Two networks (CAN bus (4)), CAN 0 (1) and CAN 1 (5) are
equipped for this machine.
CAN 0 (1) is used for the engine control. CAN 1 (5) is used
for the accessories.
CAN bus (4) consists of two harnesses, CAN-H (High) (2)
and CAN-L (Low) (3).
Each controller judges the CAN bus (4) level due to
potential difference between CAN-H (High) (2) and CAN-L
(Low) (3).
Each controller arranges the CAN bus (4) level and sends
the signal and data to other controllers.
In addition, termination resistors (120 Ω) (6) are installed
to both ends of CAN bus (4).
T2-5-6
SECTION 2 SYSTEM
3
4
2
3
TDAA-02-05-001
6 1 6 10
7
15
11
5
8 16
6
12 13 14
TDCD-02-01-002
1- CAN 0 5- CAN 1 9- Communication Controller 13- Radio Controller

2- CAN-H (High) 6- Termination Resistor (120 Ω) 10- Monitor Controller 14- Air Conditioner Controller
3- CAN-L (Low) 7- ECM (Engine Controller) 11- MPDr. 15- Monitor Control Unit
4- CAN Bus 8- MC (Main Controller) 12- Wiper / Light Controller 16- Information Control Unit
T2-5-7
SECTION 2 SYSTEM
Accessory Circuit
1. When key switch (2) is set to the ACC position,
terminal B is connected to terminal ACC (3) in key
switch (2).
2. Current from terminal ACC (3) in key switch (2)
flows as shown below and makes each accessory
operable.
Key Switch ACC Cut Relay (4) Fuse Box (5) Terminal #12 Wiper/Light Controller (9)
Terminal ACC Radio (10)
(3) Terminal #13 Cigar Lighter (7)
Terminal #14 Monitor Controller (6)
Fuse Box (5) Terminal #15 Auxiliary (8)
T2-5-8
SECTION 2 SYSTEM
3
2
13 15 12 14 5
7 6
9
10
TDAA-02-05-019
1- Battery 5- Fuse Box 9- Wiper/Light Controller

2- Key Switch 6- Monitor Controller 10- Radio
3- Terminal ACC 7- Cigar Lighter
4- ACC Cut Relay 8- Auxiliary
T2-5-9
SECTION 2 SYSTEM
Starting Circuit (Key Switch: START)

1. When key switch (7) is set to START position (6),
terminal B is connected to terminals M (8) and ST (9)
in key switch (7).
2. Current from terminal M (8) excites battery relay (4)
through key switch ON cut relay (10). Current from
battery (1) is routed to terminal B of starter (2) and
terminal B of starter relay 1 (3) through battery relay
(4).
3. In addition, current from terminal M (8) in key
switch (7) flows to fuse #17 through key switch ON
cut relay (10).
4. Current from fuse #17 flows to GSM (11), monitor
controller (13), ECM (15), and MC (16) as a signal
indicating that key switch (7) is in ON or START
position (6).
5. When ECM (15) receives this signal, ECM (15) turns
ECM main relay (14) ON.
6. Current from battery (1) flows to ECM (15) through
fuse #8 and ECM main relay (14), and the ECM (15)
main power is turned ON.
7. ECM (15) makes the engine starting condition.
8. Current from terminal ST (9) flows to terminal S in
starter relay 1 (3) through starter cut relay (5).
9. Current flows to the coil in starter relay 1 (3) and
starter relay 1 (3) is turned ON.
10. Therefore, current flows to terminal S in starter (2)
from terminal C in starter relay 1 (3).
11. Consequently, the relay in starter (2) is turned ON so
that the starter motor rotates.
T2-5-10
SECTION 2 SYSTEM
8 9
6 10
11
4 5
1
2 B
12
8 17 13
S
C
B
S
14
15 16
TDCF-02-05-003
1- Battery 5- Starter Cut Relay 9- Terminal ST 13- Monitor Controller

2- Starter 6- START Position 10- Key Switch ON Cut Relay 14- ECM Main Relay
3- Starter Relay 1 7- Key Switch 11- GSM 15- ECM
4- Battery Relay 8- Terminal M 12- Fuse Box 16- MC
T2-5-11
SECTION 2 SYSTEM
Charging Circuit (Key Switch: ON)

1. After the engine starts and key switch (4) is released,
key switch (4) is returned to the ON position.
2. Terminal B is connected to terminals ACC (5) and M
(6) in key switch (4) with key switch (4) set in the ON
position.
3. Alternator (7) starts generating electricity with the
engine running. Current from alternator (7) terminal
B flows to battery (1) through battery relay (2) and
charges battery (1).
4. In addition, current from alternator (7) terminal L
flows to monitor controller (9) and GSM (8).
5. Monitor controller (9) detects the alternator (7)
generating electricity according to current from
alternator (7) and turns off the alternator alarm on
monitor.
T2-5-12
SECTION 2 SYSTEM
5 6
4
8 9
TDAA-02-05-008
1- Battery 4- Key Switch 7- Alternator

2- Battery Relay 5- Terminal ACC 8- GSM
3- ON Position 6- Terminal M 9- Monitor Controller
T2-5-13
SECTION 2 SYSTEM
Alternator (5) Operation

 Alternator (5) consists of field coil FC, stator coil SC,  At the beginning, no current is flowing through field
and diodes D. coil FC. When the rotor starts rotating, alternate
 Regulator (6) consists of transistors T1 and T2, Zener current is generated in stator coil SC due to the rotor
diode ZD, and resistances R1 and R2. remanent magnetism.
 Terminal M (4) in the key switch is connected to base  When current flows through field coil FC, the rotor is
B of transistor T1 through R, RF, (R), and R1. further magnetized so that the generating voltage
 When battery relay (2) is in the ON position, the increases. Thereby, current through field coil FC
battery (1) voltage is applied to base B of transistor increases. Therefore, generating voltage increases
T1 in regulator (6) so that collector C is connected further and battery (1) start charging.
to emitter E. Therefore, field coil FC is grounded
through transistor T1.
3 4 5 6
TDAA-02-05-004
1- Battery 3- To Key Switch Terminal B 5- Alternator

2- Battery Relay 4- From Key Switch Terminal M 6- Regulator
T2-5-14
SECTION 2 SYSTEM
Regulator (6) Operation

 When generating voltage increases more than the  When generating voltage decreases lower than the
set voltage of Zener diode ZD, current flows to base set voltage of Zener diode ZD, transistor T2 is turned
B of transistor T2 and collector C is connected to OFF and transistor T1 is turned ON again.
emitter E.  Current flows through field coil FC and generating
 Current flowing to base B of transistor T1 disappears voltage at stator coil SC increases.
due to transistor T2 operation so that transistor T1 is The above operation is repeated so that the
turned OFF. alternator (5) generating voltage is kept constant.
 No current flows through filed coil FC and generating
voltage at stator coil SC decreases.
3 4 5 6
SC
TDAA-02-05-003
1- Battery 3- To Key Switch Terminal B 5- Alternator

2- Battery Relay 4- From Key Switch Terminal M 6- Regulator
T2-5-15
SECTION 2 SYSTEM
Surge Voltage Prevention Circuit

1. When the engine is stopped (key switch (4): OFF),
current from terminal M in key switch (4) disappears
and battery relay (2) is turned OFF.
2. The engine continues to rotate due to inertia
force just after key switch (4) is turned OFF so that
alternator (5) continues to generate electricity.
3. As the generating current cannot flow to battery
(1), surge voltage arises in the circuit and failures of
the electronic components, such as the controller,
possibly cause. In order to prevent the occurrence
of surge voltage, the surge voltage prevention
circuit is provided.
4. When alternator (5) is generating electricity, the
generating current from alternator (5) terminal L
flows to terminal #A15 of monitor controller (6).
Monitor controller (6) connects terminal #D8 to the
ground.
5. Therefore, current flows to the exciting circuit in
load dump relay (3) and load dump relay (3) is
turned ON.
6. Consequently, even if key switch (4) is turned OFF
with the engine running, current from battery (1)
continues to excite battery relay (2) through load
dump relay (3).
7. In addition, when a fixed time has passed since
alternator (5) stops generating electricity, monitor
controller (6) disconnect terminal #D8 from the
ground. Therefore, battery relay (2) is turned OFF.
T2-5-16
SECTION 2 SYSTEM
2 3
L
A15 D8
TDAA-02-05-009
1- Battery 3- Load Dump Relay 5- Alternator

2- Battery Relay 4- Key Switch 6- Monitor Controller
T2-5-17
SECTION 2 SYSTEM
Pilot Shut-Off Circuit (Key Switch: ON)

1. When the pilot shut-off lever is set to the UNLOCK
position, pilot shut-off switch (5) is turned ON.
2. Current from fuse #4 flows to the ground through
pilot shut-off relay (2) and pilot shut-off switch (5)
so that pilot shut-off relay (2) is excited.
3. When pilot shut-off relay (2) is excited, the
ground circuit in pilot shut-off solenoid valve (3)
is connected to the ground through pilot shut-off
relay (2) and security relay (10).
4. Therefore, pilot shut-off solenoid valve (3) is turned
ON and pressure oil from the pilot pump is supplied
to the pilot valve.
 Neutral Engine Start Circuit

position, the coil of starter cut relay (4) is connected
to the ground circuit.
2. When key switch (6) is set to the START position at
this time, starter cut relay (4) is excited.
3. When starter cut relay (4) is excited, the circuit
between terminal ST (7) in key switch (6) and
terminal S of starter relay 1 (9) is disconnected.
4. Therefore, when the pilot shut-off lever is in the
UNLOCK position, even if key switch (6) is set to the
START position, the starter does not rotate and the
engine does not start.
fNOTE: When the pilot shut-off lever is set to the

UNLOCK position, terminal #F13 of MC (11) is connected
to the ground. Therefore, MC (11) recognizes that the
pilot shut-off lever is in the UNLOCK position.
T2-5-18
SECTION 2 SYSTEM
7
6
2 3 4 5
4 8
10
F13
11
TDCF-02-05-005
1- Battery 4- Starter Cut Relay 6- Key Switch 9- Starter Relay 1

2- Pilot Shut-Off Relay 5- Pilot Shut-Off Switch (Pilot 7- Terminal ST 10- Security Relay
3- Pilot Shut-Off Solenoid Valve Shut-Off Lever) 8- Fuse Box 11- MC
T2-5-19
SECTION 2 SYSTEM
Auto Shut-Down Circuit

1. Current from terminal M (4) excites battery relay (2)
through key switch ON cut relay (6) with key switch
fNOTE: Return the key switch to the OFF or ACC position
and reset it to the START position when restarting the
(3) set in the ON position. engine.
2. In addition, current from terminal M (4) flows to the
coils of auto shut-down relay (7), ACC cut relay (5),
and key switch ON cut relay (6) through fuse #18.
connects terminal #C5 to the ground inside. (Refer
to SYSTEM / Control System.)
4. Therefore, auto shut-down relay (7) is turned ON.
ACC cut relay (5) and key switch ON cut relay (6) are
also turned ON at the same time.
5. Current indicating that key switch (3) is in the ON
position stops flowing to terminal #134 of ECM (10)
through fuse #17.
6. In addition, battery relay (2) is turned OFF at the
same time.
7. Therefore, this is the same case when key switch
(3) is set to the OFF position. ECM (10) stops fuel
injection of the injector and stops the engine.
8. When the engine stops, ECM (10) turns ECM main
relay (9) OFF.
Condition:
 Pilot shut-off lever: LOCK position
 Auto shut-down: ON
 Overheat alarm: OFF
 Coolant temperature: 100 °C or less
 Abnormal communication of ECM and monitor
controller: None
T2-5-20
SECTION 2 SYSTEM
4
3
5 6
1
7
8
17 18
24
C5
10
11
TDCF-02-05-004
1- Battery 4- Terminal M 7- Auto Shut-Down Relay 10- ECM

2- Battery Relay 5- ACC Cut Relay 8- Fuse Box 11- MC
3- Key Switch 6- Key Switch ON Cut Relay 9- ECM Main Relay
T2-5-21
SECTION 2 SYSTEM
Engine Stop Circuit

Even if key switch (1) is set to the OFF position, the
engine does not stop. (Emergency Stop)
When the engine does not stop due to some troubles

that the machine is failed or damaged with key switch
(1) OFF, set (lower) engine stop switch (5) to the ON
position. Then, the engine stops. After that, return
(raise) engine stop switch (5) to the OFF position.
dunless
CAUTION: Do not use engine stop switch (5)
absolutely necessary. When the machine
stops due to the machine failure, do not start the
machine until repair is completed. 5 MDAA-01-290
1. If the engine does not stop after key switch (1) is set
to the OFF position, terminal B (2) continues to be
connected to terminal M (3) in key switch (1).
2. When engine stop switch (5) is set to the ON
position at this time, current from fuse #17 flows to
terminal #121 of ECM (7).
3. ECM (7) recognizes that engine stop switch (5) is in
the ON position. ECM (7) stops fuel injection of the
injector and stops the engine.
4. In addition, ECM (7) turns ECM main relay (6) OFF at
the same time. Then, ECM (7) is turned OFF.
fNOTE: Even if the starter rotates with engine stop

switch (5) set in the ON position, the engine does not
start.
T2-5-22
SECTION 2 SYSTEM
2 3
1
4
17
7
42
TDCF-02-05-006
1- Key Switch 3- Terminal M 5- Engine Stop Switch 7- ECM

2- Terminal B 4- Fuse Box 6- ECM Main Relay
T2-5-23
SECTION 2 SYSTEM
(Blank)
T2-5-24
SECTION 2 SYSTEM
Monitor Circuit
The major functions and circuits in the monitor circuit are
as follows.
 Security Circuit:
Disconnects current for engine starting from the key
switch according to the signals from the external
alarm system or monitor controller. Turns the pilot
shut-off solenoid valve OFF and disconnects the
pilot circuit. Sounds the security horn at this time.
(Monitor Controller, Security Relay, Security Horn
Relay)
 Radio Circuit:
Operates the radio.
(Monitor Controller, Switch Panel, Radio)
 Air Conditioner Circuit:
Operates the air conditioner.
(Monitor Controller, Switch Panel, Air Conditioner
Unit)
T2-5-25
SECTION 2 SYSTEM
Security Circuit
1. When monitor controller (6) receives the external
alarm signal from e-Service or the numerical keypad
password input error signal, monitor controller (6)
connects terminals #D15 and #D16 to the ground
inside.
2. Therefore, security horn relay (8), security relay (9),
and starter cut relay (2) are excited.
3. When security horn relay (8) is excited, current from
fuse #9 activates security horn (7).
4. When security relay (9) is excited, the ground circuit
in pilot shut-off solenoid valve (1) is disconnected
and pilot shut-off solenoid valve (1) is turned OFF.
5. Therefore, pressure oil which flows to the pilot valve
from the pilot pump is blocked by pilot shut-off
solenoid valve (1).
6. In addition, when starter cut relay (2) is excited, the
circuit between terminal ST (4) in key switch (3) and
terminal S of starter relay 1 (10) is disconnected.
7. Therefore, even if key switch (3) is set to the START
position, the engine does not start.
T2-5-26
SECTION 2 SYSTEM
4
3
1 2
5
4 9 6
D16
S D15
7
10 9
TDCF-02-05-007
1- Pilot Shut-Off Solenoid Valve 4- Terminal ST 7- Security Horn 10- Starter Relay 1
2- Starter Cut Relay 5- Fuse Box 8- Security Horn Relay
3- Key Switch 6- Monitor Controller 9- Security Relay
T2-5-27
SECTION 2 SYSTEM
Radio Circuit
1. The operation on switch panel (2) is displayed on
monitor (1) through monitor controller (3).
2. When the setting for radio (5) is adjusted on switch
panel (2), the signal is sent to monitor controller (3).
3. Monitor controller (3) sends the signal to radio
(5) by using CAN communication and radio (5) is
operated.
Air Conditioner Circuit

1. The operation on switch panel (2) is displayed on
monitor (1) through monitor controller (3).
2. When the setting for air conditioner is adjusted
on switch panel (2), the signal is sent to monitor
controller (3).
3. Monitor controller (3) sends the signal to air
conditioner unit (6) by using CAN communication
and the air conditioner is operated.
T2-5-28
SECTION 2 SYSTEM
3
4
12 9 17 14
CAN1
5
TDAA-02-05-020
1- Monitor 3- Monitor Controller 5- Radio

2- Switch Panel 4- Fuse Box 6- Air Conditioner Unit
T2-5-29
SECTION 2 SYSTEM
(Blank)
T2-5-30
SECTION 2 SYSTEM
Accessory Circuit
The major functions and circuits in the accessory circuit
are as follows.
 Work Light Circuit:

Turns on the work light and boom light.
(Wiper/Light Controller, Switch Panel, Work Light
Relay)
 Wiper Circuit:
Operates the intermittent operation of wiper and the
washer.
(Wiper/Light Controller, Switch Panel, Wiper Relay,
Washer Relay)
 Cab Light Circuit:
Turns on/off the cab light by shifting the switch or by
opening/shutting the door.
T2-5-31
SECTION 2 SYSTEM
Work Light Circuit

Work Light (9) Circuit 1
1. When work light switch (4) is set to the 1 position,

current from fuse #17 flows to terminal #A6 of
wiper/light controller (5) and switch panel (2), and
connects to the ground in switch panel (2).
2. Therefore, work light relay 1 (8) is turned ON and
current from fuse #1 turns on work light (9).
3. In addition, wiper/light controller (5) sends the
signal to monitor controller (3) by using CAN
communication.
4. Monitor controller (3) displays the operation of work MDAA-01-222
light switch (4) on monitor (1).
Boom Light (10) Circuit

1. When work light switch (4) is set to the 2 position,
current from fuse #17 flows to terminal #A2 of
wiper/light controller (5) and switch panel (2), and
connects to the ground in switch panel (2).
2. Therefore, work light relay 1 (8) and work light relay
2 (7) are turned ON and current from fuse #1 turns
on work light (9) and boom light (10).
3. In addition, wiper/light controller (5) sends the
signal to monitor controller (3) by using CAN
communication.
4. Monitor controller (3) displays the operation of work
light switch (4) on monitor (1) and changes the
monitor (1) screen to the nighttime mode screen.
fNOTE: When the monitor (1) screen is the nighttime

mode screen, push 0 on the numerical keypad switch for
a few seconds so that the monitor (1) screen is changed
to the daytime mode screen.
T2-5-32
SECTION 2 SYSTEM
3
6
1 17
CAN1
A6
A2
10 5
9
8
TDAA-02-05-014
1- Monitor 4- Work Light Switch 7- Work Light Relay 2 10- Boom Light
2- Switch Panel 5- Wiper/Light Controller 8- Work Light Relay 1
3- Monitor Controller 6- Fuse Box 9- Work Light
T2-5-33
SECTION 2 SYSTEM
Wiper/Washer Circuit
3
Wiper Circuit
1. When wiper/washer switch (4) is set to the INT.
position, the signals according to the set intervals
are sent to wiper/light controller (5).
2. Wiper/light controller (5) connects terminal #B9 to 2
the ground inside according to the input intervals.
3. Therefore, wiper relay (6) is turned ON OFF 1
repeatedly.
4. When wiper relay (6) is ON, current from fuse #2
flows to wiper motor (9) and the wiper is operated. M178-01-016
5. In addition, wiper/light controller (5) sends the No. INT. Position Set Time
signal to monitor controller (2) by using CAN 1 Slow 8 seconds
communication. 2 Middle 6 seconds
6. Monitor controller (2) displays the operation of 3 Fast 3 seconds
wiper/washer switch (4) on monitor (3).
Washer Circuit
3
1. While pushing wiper/washer switch (4), wiper/light
controller (5) receives the signals from wiper/washer
switch (4).
2. Wiper/light controller (5) connects terminal #A5 to
the ground inside and washer relay (7) is excited.
3. Current from fuse #2 flows to washer motor (8) and
washer liquid is jetted.
4. In addition, when pushing wiper/washer switch (4)
for 1.4 seconds or more, wiper/light controller (5)
turns washer relay (7) and wiper relay (6) ON.
5. Therefore, the washer and wiper are operated at the MDAA-01-222
same time.
T2-5-34
SECTION 2 SYSTEM
1
2
2 17
CAN1
B9
A5
6 5 4
8
TDAA-02-05-015
1- Fuse Box 4- Wiper/Washer Switch 7- Washer Relay

2- Monitor Controller 5- Wiper/Light Controller 8- Washer Motor
3- Monitor 6- Wiper Relay 9- Wiper Motor
T2-5-35
SECTION 2 SYSTEM
Cab Light Circuit

Cab Light Switch (7): Door Interlocking Position (6) Cab Light Switch (7): ON Position
(Key Switch: ON)
1. Wiper/light controller (4) connects terminal #A7 to
1. When cab light switch (7) is set to door interlocking the ground inside.
position (6), current from fuse #9 flows to terminal
2. When cab light switch (7) is set to the ON position,
#B10 of wiper/light controller (4).
current from fuse #9 flows to terminal #A7 of wiper/
2. When the cab door is shut, door open/close switch light controller (4).
(3) is turned ON and terminal #B18 of wiper/light
3. Consequently, cab light (8) is always on with cab
controller (4) is connected to the ground.
light switch (7) set in the ON position.
3. Wiper/light controller (4) recognizes that the cab
door is closed and disconnects terminal #B10 from
the ground.
4. When the cab door is opened, door open/close
switch (3) is turned OFF and terminal #B18 of wiper/
light controller (4) is disconnected from the ground.
5. Wiper/light controller (4) recognizes that the cab
door is open and connects terminal #B10 to the
ground inside for thirty seconds.
6. Therefore, current from fuse #9 flows to terminal
#B10 of wiper/light controller (4) and turns on cab
light (8).
7. After cab light (8) is turned on for thirty seconds or
when the cab door is shut, wiper/light controller (4)
disconnects terminal #B10 inside from the ground.
8. Therefore, cab light (8) is tuned off.
9. Consequently, cab light switch (7) is in door
interlocking position (6), cab light (8) is turned on/
off by opening/shutting the cab door.
fNOTE: In case the cab door is open and the key switch is
set to the ON position, cab light (8) is not turned on with
cab light switch (7) set in door interlocking position (6).
When shutting the cab door once and opening it again,
cab light (8) can be turned on.
T2-5-36
SECTION 2 SYSTEM
2
9
B18
B10
5 A7
8 7 6 4
TDAA-02-05-016
1- Key Switch 3- Door Open/Close Switch 5- ON Position 7- Cab Light Switch

2- Fuse Box 4- Wiper/Light Controller 6- Door Interlocking Position 8- Cab Light
T2-5-37
SECTION 2 SYSTEM
(Blank)
T2-5-38
MEMO
MEMO
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 6 Signal Control Valve
Outline..................................................................................... T3-1-1 Outline..................................................................................... T3-6-1
Main Pump............................................................................. T3-1-2 Pilot Port.................................................................................. T3-6-2
Regulator................................................................................ T3-1-6 Shuttle Valve.......................................................................... T3-6-7
Solenoid Valve.....................................................................T3-1-28 Shockless Valve...................................................................T3-6-10
Pilot Pump............................................................................T3-1-30 Pump 1 Flow Rate Control Valve,
Pump Delivery Pressure Sensor....................................T3-1-30 Pump 2 Flow Rate Control Valve,
Pump Control Pressure Sensor.....................................T3-1-30 and Pump 3 Flow Rate Control Valve....................T3-6-14
Flow Combiner Valve Control Spool,
Group 2 Swing Device Swing Parking Brake Release Spool.......................T3-6-16
Swing Device......................................................................... T3-2-1
Group 3 Control Valve Pilot Shut-Off Solenoid Valve........................................... T3-7-1
Outline..................................................................................... T3-3-1 Solenoid Valve....................................................................... T3-7-3
Hydraulic Circuit.................................................................T3-3-24 Hose Rupture Valve............................................................. T3-7-8
Flow Combiner Valve........................................................T3-3-30 Pilot Relief Valve.................................................................T3-7-14
Main Relief Valve................................................................T3-3-32 Recirculation Valve (Option)..........................................T3-7-15
Overload Relief Valve (with Make-Up Function).....T3-3-36
Regenerative Valve............................................................T3-3-40 Group 8 Others (Undercarriage)
Anti-Drift Valve....................................................................T3-3-50 Swing Bearing....................................................................... T3-8-1
Flow Rate Control Valve...................................................T3-3-54 Center Joint............................................................................ T3-8-2
Digging Regenerative Valve...........................................T3-3-58 Track Adjuster (Front Idler Integrated Type).............. T3-8-3
Boom Lower Meter-In Cut Valve...................................T3-3-60
Auxiliary Flow Combiner Valve and Bypass
Shut-Out Valve...............................................................T3-3-62
Group 4 Pilot Valve
Outline..................................................................................... T3-4-1
Operation (Front Attachment / Swing and Travel
Pilot Valves)....................................................................... T3-4-3
Operation (Auxiliary / Positioning Pilot Valve)........T3-4-11
Shockless Function (Only for Travel Pilot Valve)......T3-4-16
Outline..................................................................................... T3-5-1
Travel Reduction Gear........................................................ T3-5-2
Travel Motor........................................................................... T3-5-4
Parking Brake......................................................................... T3-5-6
Travel Brake Valve................................................................ T3-5-8
Overload Relief Valve........................................................T3-5-12
Travel Mode Control.........................................................T3-5-14
DCFT-3-1
(Blank)
DCFT-3-2
Group 1 Pump Device
Outline
The pump device consists of transmission (14), main The main pump is a bent-axis type variable displacement
pump (pump 1 (2), pump 2 (4), pump 3 (3)), and pilot axial plunger pump. Pump 1 (2), pump 2 (4), and pump 3
pump (1). (3) are integrated as three units in one housing.
The engine output power is transmitted to transmission Pilot pump (1) is a gear pump.
(14) via coupling (15). After being distributed by the gear, Pump 1 and 2 torque control solenoid valve (8), maximum
the engine output power drives pump 1 (2), pump 2 (4), pump 2 flow rate limit control solenoid valve (9), and
pump 3 (3), and pilot pump (1). pump 3 torque control solenoid valve (10) are installed in
order to control the pump.
Pump delivery pressure sensors (5, 6, 7) and pump control
pressure sensors (11, 12, 13) are installed in order to
control the pump and valve.
12 15 13
14
11 10 9 8
2 3 4
1
TDCF-01-02-010
7 6 5
1- Pilot Pump 6- Pump 3 Delivery Pressure 9- Maximum Pump 2 Flow Rate 12- Pump 3 Control Pressure
2- Pump 1 Sensor Limit Control Solenoid Valve Sensor
3- Pump 3 7- Pump 1 Delivery Pressure 10- Pump 3 Torque Control 13- Pump 2 Control Pressure
4- Pump 2 Sensor Solenoid Valve Sensor
5- Pump 2 Delivery Pressure 8- Pump 1 and 2 Torque Control 11- Pump 1 Control Pressure 14- Transmission
Sensor Solenoid Valve Sensor 15- Coupling
T3-1-1
Group 1 Pump Device
Main Pump
The main pump supplies pressure oil to actuate the
hydraulic components such as motors or cylinders. The
main pump consists of pump 1, pump 2, and pump 3.
Shaft (3) is connected to each pump cylinder block (5) via
seven plungers (4). When shaft (3) is rotated with cylinder
block (5) together, plunger (4) oscillates in cylinder block
(5) and hydraulic oil is drawn and delivered.
Each pump is equipped with regulator (1) which controls
the pump delivery flow rate.
6 3
5 4 TPPP-03-01-002
1- Regulator 3- Shaft 5- Cylinder Block

2- Housing 4- Plunger 6- Valve Plate
T3-1-2
Group 1 Pump Device
Operational Principle
Engine torque is transferred to shaft (3) and seven
plungers (4), and causes cylinder block (5) to rotate
while sliding along the valve plate (6) surface.
Plunger (4) reciprocates in the cylinder block (5) bore
and alternately hydraulic oil is drawn and delivered.
T105-02-03-002
3- Shaft 4- Plunger 5- Cylinder Block 6- Valve Plate
T3-1-3
Group 1 Pump Device
Increasing and Decreasing Flow Rate

Changing inclination of cylinder block (5) causes the
plunger (4) stroke to increase or decrease depending
on the slant angle in order to control the main pump
delivery flow rate. Up-down movement of servo piston
(8) changes inclination of cylinder block (5).
Servo piston (8) is connected with valve plate (6) via pin
(7). The one end of cylinder block (5) is kept in contact
with the surface of valve plate (6) and slides along it.
Maximum Displacement Angle

4
5
7 6 5 4 TPPP-03-01-003
T105-02-03-021
Minimum Displacement Angle (Operable Limit Angle)
T105-02-03-022
4- Plunger 6- Valve Plate 7- Pin 8- Servo Piston

5- Cylinder Block
T3-1-4
Group 1 Pump Device
(Blank)
T3-1-5
Group 1 Pump Device
Regulator
Regulator (17) controls the main pump flow rate in
response to the various command signal pressures
so that the pump driving power does not exceed the
engine output power. Pump 1, pump 2, and pump 3 are
equipped with regulator (17) for each.
16
The major parts of regulator (17) are spring (1), sleeve A
(2), sleeve B (8), spool A (3), spool B (7), piston (4), load
piston 1 (5), load piston 2 (6), inner spring (9), outer spring 15
(10), pump 1 and 2 torque control solenoid valve (14), 14
maximum pump 2 flow rate limit control solenoid valve
(15), and pump 3 torque control solenoid valve (16).
According to the various command signal pressures,

regulator (17) opens or closes the circuit to servo piston
(11) and the inclination of cylinder block (12) is changed, TPPP-03-01-015
so that the pump delivery flow rate is controlled.
f NOTE: Primary pilot pressure Pg is constantly routed to 14- Pump 1 and 2 Torque Control 16- Pump 3 Torque Control
the small chamber side of servo piston (11). Solenoid Valve Solenoid Valve
15- Maximum Pump 2 Flow Rate
Limit Control Solenoid Valve
In addition, each regulator (17) has the following controls.
 Regulators for Pump 1 and Pump 2: 17

 Control by Pump Control Pressure
 Control by Own and Partner Pump Delivery Pressure
 Control by Pilot Pressure from Torque Control 13
Solenoid Valve
 Control by Pilot Pressure from Maximum Pump Flow 12
Rate Limit Control Solenoid Valve (only Regulator for
Pump 2)
 Pump 3 Regulator: 11
 Control by Pump Control Pressure
 Control by Own Pump Delivery Pressure
 Control by Pilot Pressure from Torque Control
Solenoid Valve
As for each regulator (17), functions are different, but the

operational principles are the same. The pump 1 regulator TPPP-03-01-003
is explained here.
11- Servo Piston 13- Link
12- Cylinder Block 17- Regulator
T3-1-6
Group 1 Pump Device
Pump 1 Regulator Regulators for Pump 1 and Pump 2
1 2 3 4
1 3 Dr 2 4
5
Pi
Pd2 18
Pps
Dr
Pd1
Dr 9,10
6 8 7
Pg
11 a b 13 5 6 7 8 9 10
TPPP-03-01-007
Pump 2 Regulator
2 14 4 15
3
1
5 Pi
Dr 18
Pd2
Pps Dr
Pd1
Dr 9,10
6 8 7
Pg 13
11 a b
Pd1- Pump 1 Delivery Pressure Dr- Returning to Hydraulic Oil Pps- Torque Control Pressure a- Displacement Angle Increase
Tank
Pd2- Pump 2 Delivery Pressure Pi- Pump Control Pressure Pg- Primary Pilot Pressure (From b- Displacement Angle Decrease
Pilot Pump)
1- Spring 7- Spool B 13- Link 16- Pump 3 Torque Control

2- Sleeve A 8- Sleeve B 14- Pump 1 and 2 Torque Control Solenoid Valve
3- Spool A 9- Inner Spring Solenoid Valve 17- Regulator
4- Piston 10- Outer Spring 15- Maximum Pump 2 Flow Rate 18- Air Bleeding Circuit
5- Load Piston 1 11- Servo Piston Limit Control Solenoid Valve
6- Load Piston 2 12- Cylinder Block
T3-1-7
Group 1 Pump Device
Pump 3 Regulator Pump 3 Regulator
2 16 4 5 6 7 8 9 10
3
1
5 Pi
Dr 18
Pd3
Pps Dr
Dr 7 9,10
6 8
Pg 13
11 a b 1 2 3 4
TPPP-03-01-008
Pd3- Pump 3 Delivery Pressure Pi- Pump Control Pressure Pg- Primary Pilot Pressure (From b- Displacement Angle Decrease
Pilot Pump)
Dr- Returning to Hydraulic Oil Pps- Torque Control Pressure a- Displacement Angle Increase
Tank
1- Spring 5- Load Piston 1 9- Inner Spring 13- Link

2- Sleeve A 6- Load Piston 2 10- Outer Spring 16- Pump 3 Torque Control
3- Spool A 7- Spool B 11- Servo Piston Solenoid Valve
4- Piston 8- Sleeve B 12- Cylinder Block 18- Air Bleeding Circuit
T3-1-8
Group 1 Pump Device
Regulator Control Function

The regulator has the following five control functions. Q
 Control by Pump Control Pressure

When a control lever is operated, the pump flow rate
control valve in the signal control valve regulates
pump control pressure Pi in response to the control
lever stroke. When the regulator receives pump control
pressure Pi, the regulator controls the pump delivery
flow rate in proportion to pump control pressure Pi.
When the control lever is operated, pump control
pressure Pi increases and the regulator increases the 0 Pi
pump delivery flow rate. When the control lever is
returned to neutral, pump control pressure Pi decreases
Q- Flow Rate Pi- Pump Control Pressure
and the regulator decreases the pump delivery flow
rate.
Q
c
 Control by Own and Partner Pump Delivery Pressure
(Regulators for Pump 1 and Pump 2) d
The regulators for pump 1 and pump 2 receive own
pump delivery pressure Pd1 or Pd2 and parter pump
delivery pressure Pd2 or Pd1 as control signal pressures.
If the two-pump average pressures increase over the
set P-Q line, the regulator reduces both pump delivery
flow rates and the total pump output is returned to the
set P-Q line. Therefore, the engine is protected from 0 P
being overloaded.
In addition, as the P-Q line has been designated in
order to jointly regulate both pump operations, both Q- Flow Rate c- Pressure Increase
pump delivery flow rates are regulated almost equally P- Pressure d- Flow Rate Decrease
to each other.
Dr
 Control by Own Pump Delivery Pressure (Pump 3
Regulator)
The pump 3 regulator receives own pump delivery
pressure Pd3 as control signal pressure. If the pump Pi
pressures increases over the set P-Q line, the regulator
Pd2 18
reduces pump delivery flow rate and the pump output
is returned to the set P-Q line. Thereby, the engine is Pps
Dr
protected from being overloaded.
Pd1
Dr
Pg
a b
TDAA-03-01-003
Pd1- Pump 1 Delivery Pressure Pps- Torque Control Pressure

Pd2- Pump 2 Delivery Pressure Pg- Primary Pilot Pressure (From
Pd3- Pump 3 Delivery Pressure Pilot Pump)
Dr- Returning to Hydraulic Oil a- Displacement Angle Increase
Tank b- Displacement Angle
Pi- Pump Control Pressure Decrease
18- Air Bleeding Circuit
T3-1-9
Group 1 Pump Device
 Control by Pilot Pressure from Torque Control Solenoid Q

Valve (14, 16)
MC (main controller) sends the signals to the torque
control solenoid valve (14, 16) according to the engine
speed and the signals from sensors.
The torque control solenoid valve (14, 16) delivers
torque control pilot pressure Pps to the regulator
in response to the signals from MC. When receiving
torque control pilot pressure Pps, the regulator reduces
the pump delivery flow rate.
0 P
Q- Flow Rate P- Pressure
Pump 2 Regulator
14
Pi
Dr 18
Pd2
Pps Dr
Pd1
Dr
Pg
a b TPPP-03-01-005
Pump 3 Regulator
16
Pi
Dr 18
Pd3
Pps Dr
Dr
Pg
a b TPPP-03-01-006
Pps- Torque Control Pressure
14- Pump 1 and 2 Torque Control 16- Pump 3 Torque Control

Solenoid Valve Solenoid Valve
T3-1-10
Group 1 Pump Device
 Control by Pilot Pressure from Maximum Pump 2 Flow

Rate Limit Control Solenoid Valve (15) (only Pump 2)
When the work mode is set to attachment, MC (main Q
controller) sedns the signals to the maximum pump 2
flow rate limit control solenoid valve (15) according to
the settings.
The maximum pump 2 flow rate limit control solenoid
valve (15) reduces pump control pressure Pi in
response to the signals from MC.
Therefore, the upper limit pump delivery flow rate is
limited. (Pump Flow Rate Limit Control) 0 Pi
c
Q d
0 P
Q- Flow Rate c- Maximum Flow Rate

P- Pressure d- Upper Limit Flow Rate
15
Pi
Dr 18
Pd2
Pps
Dr
Pd1
Dr
Pg
a b TPPP-03-01-005

Pps- Torque Control Pressure
15- Maximum Pump 2 Flow Rate 18- Air Bleeding Circuit

Limit Control Solenoid Valve
T3-1-11
Group 1 Pump Device
Control by Pump Control Pressure
fNOTE: The pump 1 regulator is explained here. Q
 Flow Rate Increase

1. When a control lever is operated, the flow rate
control valve in the signal control valve is shifted
and pump control pressure Pi increases.
2. Piston (4) pushes spool A (3) and spring (1) so that
spool A (3) is moved toward direction of the arrow.
3. Due to the movement of spool A (3), the circuit from 0 Pi
the large chamber of servo piston (11) is opened to
the hydraulic oil tank.
4. As primary pilot pressure Pg is constantly routed
to the small chamber of servo piston (11), servo
piston (11) is moved toward direction of the
arrow. Therefore, the cylinder block is rotated in
the maximum inclination direction and the pump 1 3 Dr 2 4
delivery flow rate increases.
5. The movement of cylinder block is transmitted to
sleeve A (2) via link (13). Sleeve A (2) is moved in the Pi
same direction as spool A (3).
Pd2
18
6. When sleeve A (2) is moved by the same stroke
as spool A (3), the open part between spool A Pps
Dr
(3) and sleeve A (2) is closed and the circuit from
large chamber of servo piston (11) to the hydraulic Pd1
oil tank is closed. Therefore, servo piston (11) is Dr
stopped and the flow rate increasing operation is
completed. Pg
11 a b 13
TDAA-03-01-003

Dr- Returning to Hydraulic Oil Pilot Pump)
Tank a- Displacement Angle Increase
Pi- Pump Control Pressure b- Displacement Angle
Decrease
1- Spring 11- Servo Piston

2- Sleeve A 13- Link
3- Spool A 18- Air Bleeding Circuit
4- Piston
T3-1-12
Group 1 Pump Device
fNOTE: The illustration shows the pump1 regulator.

1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 13
11 TPPP-03-01-016
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 13
11 TPPP-03-01-017
a b
Pd1- Pump 1 Delivery Pressure Dr- Returning to Hydraulic Oil Pi- Pump Control Pressure Pg- Primary Pliot Pressure
Pd2- Pump 2 Delivery Pressure Tank Pps- Torque Control Pressure (From Pilot Pump)
1- Spring 3- Spool A 11- Servo Piston 13- Link

2- Sleeve A 4- Piston
T3-1-13
Group 1 Pump Device
 Flow Rate Decrease

1. When a control lever is returned, the flow rate
control valve in the signal control valve is returned
and pump control pressure Pi decreases. Q
2. Piston (4) and spool A (3) are pushed by spring (1)
so that spool A (3) is moved toward direction of the
arrow.
3. Due to the movement of spool A (3), primary pilot
pressure Pg is routed to the large chamber of servo
piston (11).
4. Due to the difference in the pressure receiving
areas between the large and small chambers,
0 Pi
servo piston (11) is moved toward direction of the
arrow. The cylinder block is rotated in the minimum
inclination direction and the pump delivery flow
rate decreases.
5. The movement of cylinder block is transmitted to
sleeve A (2) via link (13). Sleeve A (2) is moved in the
same direction as spool A (3). 1 3 Dr 2 4
6. When sleeve A (2) is moved by the same stroke as

spool A (3), the open part between sleeve A (2) and
spool A (3) is closed and primary pilot pressure Pg Pi
routed to servo piston (11) is blocked. Therefore,
Pd2
servo piston (11) is stopped and the flow rate 18
decreasing operation is completed. Pps
Dr
Pd1
Dr
Pg
11 a b 13
TDAA-03-01-003

Decrease

3- Spool A 18- Air Bleeding Circuit
4- Piston
T3-1-14
Group 1 Pump Device

1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 13
11 TPPP-03-01-018
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 13
11 TPPP-03-01-019
a b
Pd1- Pump 1 Delivery Pressure Dr- Returning to Hydraulic Oil Pi- Pump Control Pressure Pg- Primary Pilot Pressure

T3-1-15
Group 1 Pump Device
Control by Own and Partner Pump Delivery

Pressure (Regulators for Pump 1 and Pump 2)

1. When pump 1 (own pump) is loaded, pump
1 delivery pressure Pd1 (own pump pressure)
increases. (During operation, pump control pressure
Pi is kept increased.)
2. Load piston 2 (6) pushes spool B (7), inner spring (9),
and outer spring (10). Spool B (7) is moved toward
0 P
direction of the arrow.
3. Due to the movement of spool B (7), primary pilot Q- Flow Rate P- Pressure
piston (11).
areas between the large and small chambers, Dr
arrow. The cylinder block is rotated in the minimum 5
inclination direction and the pump delivery flow Pi
rate decreases.
Pd2
5. The movement of cylinder block is transmitted to 18
sleeve B (8) via link (13). Sleeve B (8) is moved in the Pps
Dr
same direction as spool B (7).
Pd1
6. When sleeve B (8) is moved by the same stroke as
spool B (7), the open part between sleeve B (8) and Dr
spool B (7) is closed and primary pilot pressure Pg 6 8 7 9,10
routed to the large chamber of servo piston (11) is Pg
blocked. Therefore, servo piston (11) is stopped and
11 a b 13
the flow rate decreasing operation is completed.
7. When pump 2 (partner pump) is also loaded at this
time, pump 1 delivery pressure (Pd1) and pump 2 TDAA-03-01-003
delivery pressure (Pd2) is routed to load piston 2 (6)
and move spool B (7) further. Pd2- Pump 2 Delivery Pressure Pg- Primary Pilot Pressure (From
8. Consequently, as the movement of spool B (7) Dr- Returning to Hydraulic Oil Pilot Pump)
increases, the pump delivery flow rate decreases Pi- Pump Control Pressure b- Displacement Angle
further. Decrease
5- Load Piston 1 10- Outer Spring

6- Load Piston 2 11- Servo Piston
7- Spool B 13- Link
8- Sleeve B 18- Air Bleeding Circuit
9- Inner Spring
T3-1-16
Group 1 Pump Device

5 6 Dr Pg 7 8
Pi
Pps
9 10
Pd2
Pd1 13
11 TPPP-03-01-013
5 6 Dr Pg 7 8
Pi
Pps
9 10
Pd2
Pd1 13
11 TPPP-03-01-014
a b
5- Load Piston 1 7- Spool B 9- Inner Spring 11- Servo Piston

6- Load Piston 2 8- Sleeve B 10- Outer Spring 13- Link
T3-1-17
Group 1 Pump Device

1. When the load of pump 1 (own pump) is reduced,
pump 1 delivery pressure Pd1 (own pump pressure)
decreases. (During operation, pump control Q
pressure Pi is kept increased.)
2. Load piston 1 (5), load piston 2 (6), and spool B (7)
are pushed by inner spring (9) and outer spring (10).
Spool B (7) is moved toward direction of the arrow.
3. Due to the movement of spool B (7), the circuit from
0 P
the maximum inclination direction and the pump
5. The movement of cylinder block is transmitted to 3 Dr 2
sleeve B (8) via link (13). Sleeve B (8) is moved in the
5
6. When sleeve B (8) is moved by the same stroke Pi
as spool B (7), the open part between spool B
(7) and sleeve B (8) is closed and the circuit from Pd2 18
large chamber of servo piston (11) to the hydraulic
Pps
oil tank is closed. Therefore, servo piston (11) is Dr
stopped and the flow rate increasing operation is Pd1
completed.
Dr
7. When the load of pump 2 (partner pump) is also 9,10
6 8 7
reduced at this time, load piston 1 (5), load piston
Pg
2 (6), and spool B (7) are pushed by inner spring (9)
and outer spring (10) further. 11 a b 13
8. Consequently, as the movement of spool B (7)

increases, the pump delivery flow rate increases TDAA-03-01-003
further.
Decrease
2- Sleeve A 9- Inner Spring

3- Spool A 10- Outer Spring
6- Load Piston 2 13- Link
7- Spool B 18- Air Bleeding Circuit
8- Sleeve B
T3-1-18
Group 1 Pump Device

5 6 Dr Pg 2 3 7
Pi
Pps
9 10
Pd2
Pd1 13
11 TPPP-03-01-020
5 6 7 Dr Pg 2 3 8
Pi
Pps
9 10
Pd2
Pd1 13
TDAA-03-01-008
11
a b
2- Sleeve A 6- Load Piston 2 9- Inner Spring 11- Servo Piston

3- Spool A 7- Spool B 10- Outer Spring 13- Link
5- Load Piston 1 8- Sleeve B
T3-1-19
Group 1 Pump Device
Control by Own Pump Delivery Pressure (Pump 3

Regulator)

1. When pump 3 (own pump) is loaded, pump
3 delivery pressure Pd3 (own pump pressure)
increases. (During operation, pump control pressure
Pi is kept increased.)
2. Load piston 2 (6) pushes spool B (7), inner spring (9),
and outer spring (10). Spool B (7) is moved toward
0 P
direction of the arrow.
3. Due to the movement of spool B (7), primary pilot Q- Flow Rate P- Pressure
piston (11).
arrow. The cylinder block is rotated in the minimum
inclination direction and the pump delivery flow Pi
rate decreases. 5
18
5. The movement of cylinder block is transmitted to Dr
same direction as spool B (7). Pd3
6. When sleeve B (8) is moved by the same stroke as Pps Dr
spool B (7), the open part between sleeve B (8) and
spool B (7) is closed and primary pilot pressure Pg 9,10
6 8 Dr 7
routed to the large chamber of servo piston (11) is 13
blocked. Therefore, servo piston (11) is stopped and Pg
11
the flow rate decreasing operation is completed. a b
TPPP-03-01-006

Pps- Torque Control Pressure Decrease
5- Load Piston 1 10- Outer Spring

7- Spool B 13- Link
8- Sleeve B 18- Air Bleeding Circuit
9- Inner Spring
T3-1-20
Group 1 Pump Device
6 7 8 9 10
Pg
Pd3
Pps
Pi
Dr
13
11 TDAA-03-01-004
6 7 8 9 10
Pg
Pd3
Pps
Pi
Dr
13
11 TDAA-03-01-005
a b
Tank Pps- Torque Control Pressure (From Pilot Pump)

T3-1-21
Group 1 Pump Device

1. When the load of pump 3 (own pump) is reduced,
pump 3 delivery pressure Pd3 (own pump pressure)
decreases. (During operation, pump control Q
pressure Pi is kept increased.)
2. Load piston 1 (5), load piston 2 (6), and spool B (7)
are pushed by inner spring (9) and outer spring (10).
Spool B (7) is moved toward direction of the arrow.
3. Due to the movement of spool B (7), the circuit from
0 P
5. The movement of cylinder block is transmitted to 2
6. When sleeve B (8) is moved by the same stroke 3
as spool B (7), the open part between spool B Pi
(7) and sleeve B (8) is closed and the circuit from 5
large chamber of servo piston (11) to the hydraulic 18
Dr
oil tank is closed. Therefore, servo piston (11) is
stopped and the flow rate increasing operation is
completed. Pd3
Pps
Dr
Dr 7 9,10
6 8
13
Pg
11
a b
TPPP-03-01-006

Pps- Torque Control Pressure Decrease
2- Sleeve A 9- Inner Spring

3- Spool A 10- Outer Spring
7- Spool B 18- Air Bleeding Circuit
8- Sleeve B
T3-1-22
Group 1 Pump Device
6 7 Pg 2 3 9 10
Pd3
Pps
Pi
Dr
13
11 TDAA-03-01-006
6 7 Pg 8 2 3 9 10
Pd3
5
Pps
Pi
Dr
13
TDAA-03-01-007
11
a b
Tank Pps- Torque Control Pressure (From Pilot Pump)
2- Sleeve A 6- Load Piston 2 9- Inner Spring 11- Servo Piston

3- Spool A 7- Spool B 10- Outer Spring 13- Link
5- Load Piston 1 8- Sleeve B
T3-1-23
Group 1 Pump Device
Control by Pilot Pressure from Torque Control

Solenoid Valve
Q
fNOTE: The pump 2 regulator is explained here.

1. The torque control solenoid valve (14) is activated
by the signals from MC (main controller) and torque
control pressure Pps increases.
2. Torque control pressure Pps adding to pump
delivery pressure is routed to load piston 1 (5).
3. Load piston 1 (5) pushes load piston 2 (6), spool B 0 P
(7), inner spring (9), and outer spring (10). Spool B
(7) is moved toward direction of the arrow. Q- Flow Rate P- Pressure
4. Due to the movement of spool B (7), primary pilot
piston (11). 14

Pi
arrow. The cylinder block is rotated in the minimum 5
inclination direction and the pump delivery flow
rate decreases. Dr 18
6. The movement of cylinder block is transmitted to Pd2

same direction as spool B (7). Pps Dr
Pd1
7. When sleeve B (8) is moved by the same stroke as 9,10
spool B (7), the open part between sleeve B (8) and 6 8 Dr 7
13
spool B (7) is closed and primary pilot pressure Pg Pg
routed to the large chamber of servo piston (11) is 11 TPPP-03-01-005
a b
blocked. Therefore, servo piston (11) is stopped and
the flow rate decreasing operation is completed.

Decrease

7- Spool B 14- Pump 1 and 2 Torque Control
8- Sleeve B Solenoid Valve
9- Inner Spring 18- Air Bleeding Circuit
10- Outer Spring
T3-1-24
Group 1 Pump Device

5 6 Dr Pg 7 8
Pi
Pps
9 10
Pd2
Pd1 13
11 TPPP-03-01-022
5 6 Dr Pg 7 8
Pi
Pps
9 10
Pd2
Pd1 13
11 TPPP-03-01-023
a b

T3-1-25
Group 1 Pump Device
Control by Pilot Pressure from Maximum Pump

Flow Rate Limit Control Solenoid Valve (only Pump
2) Q
 Upper Limit Flow Rate Control (only Pump 2)

1. The maximum pump 2 flow rate limit control
solenoid valve (15) in the pump control pressure
Pi circuit is activated by the signals from MC (main
controller).
2. The maximum pump 2 flow rate limit control 0 Pi
solenoid valve (15) functions as a pressure reducing Q- Flow Rate Pi- Pump Control Pressure
valve and pump control pressure Pi decreases.
3. Piston (4) is moved toward direction of the arrow by
reduced pump control pressure Pi. a
Q
b
4. Piston (4) pushes spool A (3) and spring (1), until the
force acting on piston (4) by pump control pressure
Pi becomes balanced with the spring (1) force, spool
A (3) is moved toward direction of the arrow.
5. As pump control pressure Pi has been reduced,
spool A (3) is moved in a shorter distance than
usual.
0 P
6. Due to the movement of spool A (3), the circuit from Q- Flow Rate a- Maximum Flow Rate
the large chamber of servo piston (11) is opened to P- Pressure b- Upper Limit Flow Rate
to the small chamber of servo piston (11), servo 3 2 4 15
8. The movement of cylinder block is transmitted to Pi
1
sleeve A (2) via link (13). Sleeve A (2) is moved in the
18
same direction as spool A (3). Dr
9. When sleeve A (2) is moved by the same stroke

as spool A (3), the open part between spool A (3) Pd2
and sleeve A (2) is closed and the circuit from large Pps Dr
chamber of servo piston (11) to the hydraulic oil Pd1
tank is closed. Dr
10. Therefore, servo piston (11) is stopped and the flow Pg
rate increasing operation is completed. c d
11 13
11. Accordingly, pump control pressure Pi increases
TPPP-03-01-005
according to the control lever stroke and the pump
delivery flow rate increases. However, as pump Pd1- Pump 1 Delivery Pressure Pps- Torque Control Pressure
control pressure Pi is regulated, the movement of Pd2- Pump 2 Delivery Pressure Pg- Primary Pilot Pressure (From
spool A (3) and servo piston (11) are reduced so that Dr- Returning to Hydraulic Oil Pilot Pump)
Tank c- Displacement Angle Increase
the maximum flow rate becomes less than usual. Pi- Pump Control Pressure d- Displacement Angle
Decrease
3- Spool A 15- Maximum Pump 2 Flow Rate
4- Piston Limit Control Solenoid Valve
T3-1-26
Group 1 Pump Device
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 13
11 TPPP-03-01-024
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 13
11 TPPP-03-01-025
c d
Pd1- Pump 1 Delivery Pressure Dr- Returning to Hydraulic Oil Pi- Pump Control Pressure Pps- Torque Control Pressure
Pd2- Pump 2 Delivery Pressure Tank Regulated by Maximum Pump Pg- Primary Pilot Pressure
2 Flow Rate Limit Control (From Pilot Pump)
Solenoid Valve

T3-1-27
Group 1 Pump Device
Solenoid Valve Operation

1. When in neutral, port P (5) is connected to output
The torque control solenoid valve and the maximum port (4) through the notch on spool (3).
pump 2 flow rate limit control solenoid valve are
equipped for the pump 2 regulator. 2. When current flows to solenoid (7) from MC (main
The torque control solenoid valve is equipped for the controller), solenoid (7) is excited and pushes piston
pump 3 regulator. (6).
The torque control solenoid valve of pump 2 supplies 3. As piston (6) pushes spool (3), output port (4) is
torque control pressure Pps to both the pump 1 and connected to port T (8) through the notch on spool
pump 2 regulators and the pump delivery flow rate is (3).
reduced.
The torque control solenoid valve of pump 3 supplies 4. Therefore, pressure at output port (4) begins to
torque control pressure Pps to the pump 3 regulator and decrease.
the pump delivery flow rate is reduced. 5. Diameter B is larger than diameter A as for the
The maximum pump 2 flow rate limit control solenoid notch of spool (3).
valve reduces pump control pressure Pi to the pump 2
regulator so that the upper limit of pump delivery flow 6. Therefore, when pressure at output port (4) begins
rate is limited. to decrease, spool (3) is moved toward the right
because of the force as Fsol (9)+P1×B+S1>P1×A+S2.
7. When pressure at output port (4) decreases
and the following formula exists, Fsol
(9)+P1×B+S1=P1×A+S2, spool (3) is stopped.
P1: Pressure at Output Port (4)

A and B: Pressure Receiving Area on Spool (3)
S1: Spring 1 (1) Force
(Force pushing spool (3) to the right)
(Force returning spool (3) to the left)
Fsol: Solenoid (7) Force
T3-1-28
Group 1 Pump Device
Neutral state:
1 2 3
5 4
6
TDAA-03-01-001
Operating state:
1 2 A B 3
4 8
6
9
7
TDAA-03-01-002
1- Spring 1 4- Output Port 6- Piston 8- Port T

2- Spring 2 5- Port P 7- Solenoid 9- Fsol
3- Spool
T3-1-29
Group 1 Pump Device
Pilot Pump 2 1
a
Drive gear (1) is driven by the engine via the transmission,
which rotates driven gear (2) as they are meshed together.
1- Drive Gear 2- Driven Gear
T137-02-03-005
Pump Delivery Pressure Sensor a- Inlet Port b- Outlet Port
This sensor detects the pump delivery pressures, which

are used in order to control various operations. When oil
pressure is applied to diaphragm (6), diaphragm (6) is
deformed. The deformation of diaphragm (6) is detected
as electrical signals.
3- Ground 5- Power Source (5V)

4- Output 6- Pressure Receiving Area T157-02-03-010
(Diaphragm)
3 4 5 6
Pump Control Pressure Sensor

This sensor detects the pump control pressures, which
are used in order to control various operations. When oil
pressure is applied to diaphragm (7), diaphragm (7) is
deformed. The deformation of diaphragm (7) is detected
as electrical signals.
7- Pressure Receiving Area 9- Output

(Diaphragm) 10- Power Source (5 V)
7 8 9 10
8- Ground
T176-03-01-023
T3-1-30
Swing Device
Refer to T6-5 (Swing Device) for the detail of the swing
device.
TDCF-01-02-011
T3-2-1
(Blank)
T3-2-2
Outline
The control valve controls the oil pressure, flow rate, and As for the spools, in the A side block, travel (right), bucket,
flow direction in the hydraulic circuit. arm 2, boom 1, boom 3, and swing are arranged in that
The major parts are the main relief valve, overload relief order as viewed from the machine front. In the B side
valve, flow combiner valve, anti-drift valve, flow rate block, travel (left), auxiliary 1, arm 1, boom 2, arm 3, and
control valve, regenerative valve, digging regenerative auxiliary 2 are arranged in that order as viewed from the
valve, boom lower meter-in cut valve, auxiliary flow machine front.
combiner valve, bypass shut-out valve, and spools. The
spools are operated by the pilot oil pressure.
Control Valve
2
3
1
4
5
6
7
14 8
13
B
12
11
10
TDAA-03-03-001
a- Machine Upper Side b- Machine Front Side
1- Main Relief Valve (A Side) 5- Arm 1 9- Travel (Right) 13- Boom 3

2- Auxiliary 2 6- Auxiliary 1 10- Bucket 14- Swing
3- Arm 3 7- Travel (Left) 11- Arm 2
4- Boom 2 8- Main Relief Valve (B Side) 12- Boom 1
T3-3-1
Layout of Control Valve
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-2
A Side
27 20, 23 21 View g
15 f
11
19
10
13, 14
28
29
16
18
d
8 a
24 22 e
7 1
9
g
b
TDAA-03-03-003 TDAA-03-03-004
a- Machine Upper Side d- Arm Roll-In Pressure Sensor e- Boom Raise Pressure Sensor h- Bucket Roll-In Pressure Sensor
b- Machine Front Side Connecting Position Connecting Position Connecting Position
c- Machine Lower Side
1- Check Valve (Main Relief 15- Overload Relief Valve (Bucket: 28- Load Check Valve (Swing 41- Load Check Valve (Arm
Circuit) Rod Side) Tandem Circuit) Regenerative Circuit)
2- Main Relief Valves (P1, P2) 16- Overload Relief Valve (Bucket: 29- Load Check Valve (Boom 3 42- Arm Bottom Anti-Drift Valve
3- Check Valve (Main Relief Bottom Side) Parallel Circuit) (Check Valve)
Circuit) 17- Load Check Valve (Arm 2 30- Digging Regenerative Valve 43- Overload Relief Valve (Arm:
4- Load Check Valve (Travel (Left) Tandem Circuit) 31- Load Check Valve (Auxiliary 2 Bottom Side)
Parallel Circuit) 18- Load Check Valve (Boom 1 Parallel Circuit) 44- Arm Rod Anti-Drift Valve
5- Auxiliary Flow Combiner Valve Parallel Circuit) 32- Load Check Valve (Auxiliary 2 (Selector Valve)
6- Check Valve (Auxiliary Flow 19- Boom Lower Meter-In Cut Tandem Circuit) 45- Arm Bottom Anti-Drift Valve
Combiner Circuit) Valve 33- Load Check Valve (Arm 3 (Selector Valve)
7- Load Check Valve (Orifice) 20- Boom Anti-Drift Valve (Check Tandem Circuit) 46- Arm Rod Anti-Drift Valve
(Bucket) Valve) 34- Overload Relief Valve (Auxiliary (Check Valve)
8- Check Valve (Bucket Tandem 21- Overload Relief Valve (Boom: 2) 47- Overload Relief Valve (Arm:
Circuit) Bottom Side) 35- Overload Relief Valve (Auxiliary Rod Side)
9- Check Valve (Flow Combiner 22- Overload Relief Valve (Boom: 2) 48- Auxiliary Flow Rate Control
Circuit) Rod Side) 36- Load Check Valve (Boom 2 Valve (Selector Valve)
10- Flow Combiner Valve 23- Boom Anti-Drift Valve (Selector Parallel Circuit) 49- Auxiliary Flow Rate Control
11- Bucket Regeneration Cut Valve Valve) 37- Arm 1 Flow Rate Control Valve Valve (Poppet Valve)
12- Bucket Regenerative Valve 24- Bypass Shut-Out Valve (Poppet Valve) 50- Load Check Valve (Travel (Left)
13- Arm 2 Flow Rate Control Valve 25- Boom Regenerative Valve 38- Arm 1 Flow Rate Control Valve Tandem Circuit)
(Poppet Valve) 26- Load Check Valve (Boom 3 (Selector Valve) 51- Pump 2
14- Arm 2 Flow Rate Control Valve Tandem Circuit) 39- Load Check Valve (Digging 52- Pump 3
(Selector Valve) 27- Main Relief Valve (P3) Regenerative Circuit) 53- Pump 1
40- Arm Regenerative Valve
T3-3-3
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-4
B Side
View h
47
44, 46 37, 38
48, 49
32
33
a 39
36
4 5 30 42, 45 43
50 1
6 h TDAA-03-03-005 TDAA-03-03-006
b
a- Machine Upper Side b- Machine Front Side c- Machine Lower Side
T3-3-5
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-6
Section A-A
B A
3
C C
D D
E E
F F
G G
H H
I I
J J
K K
L L
B A
TDAA-03-03-007 TDAA-03-03-008
a- Machine Upper Side c- Machine Lower Side
T3-3-7
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-8
Section B-B Section C-C
50 2
2
30 40
5 10
TDAA-03-03-009 TDAA-03-03-010
T3-3-9
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-10
Section D-D Section E-E

k l
i j
11
48 8
49 12 16
TDAA-03-03-011 TDAA-03-03-012
a- Machine Upper Side i- Travel (Left) k- Auxiliary 1 l- Bucket

c- Machine Lower Side j- Travel (Right)
T3-3-11
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-12
Section F-F Section G-G
m n
44
15 40 19
41
46
13
14
38
39
37
30
TDAA-03-03-013
TDAA-03-03-014
a- Machine Upper Side c- Machine Lower Side m - Arm 1 n- Arm 2
T3-3-13
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-14
Section H-H Section I-I

o p
47
21
36 18
42, 45 43 24
22
TDAA-03-03-015 TDAA-03-03-016
a- Machine Upper Side c- Machine Lower Side o- Boom 2 p- Boom 1
T3-3-15
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-16
Section J-J Section K-K

q r s t
23
20
33 32
29 28
26
25
TDAA-03-03-017 TDAA-03-03-018
a- Machine Upper Side q- Arm 3 s- Auxiliary 2 t- Swing

c- Machine Lower Side r- Boom 3
T3-3-17
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-18
Section L-L
27
TDAA-03-03-019
T3-3-19
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-20
Section M-M Section N-N
7
9
M M
N N
Section O-O
1
O O
TDAA-03-03-020 TDAA-03-03-021
T3-3-21
c a a c
1 2 3 4 5 6 7 8 9 10
50 11
12
49
13
14
48 15
47 16
46 17
18
45 19
20
44
21
43 22
42
41
23
40
24
39
38 25
37 26
36 27
35
34 33 32 31 30 29 28
TDAA-03-03-002
53 52 51
T3-3-22
Section P-P
P P
TDAA-03-03-023
TDAA-03-03-022
T3-3-23
Hydraulic Circuit
Main Circuit
Pressure oil from pump 1 flows to each spool of travel
(right), bucket, arm 2, and boom 1 at the A side of
control valve. Pressure oil from pump 2 flows to each
spool of boom 2, arm 1, auxiliary 1, and travel (left)
at the B side of control valve. Pressure oil from pump
3 flows to each spool of swing, boom 3, arm 3, and
auxiliary 2 at the A and B sides of control valve.
The parallel circuit is provided in each main circuit of

pump 1, pump 2, and pump 3 except the arm 3 circuit,
and makes the combined operation possible.
The parallel circuit is not provided in the arm 3 circuit
of pump 3. Therefore, pressure oil from pump 3 does
not flow to the arm 3 spool during combined operation
of arm and swing or boom.
In addition, the flow combiner circuit is provided in
both boom raise and arm circuits so that pressure oil
from pump 1, pump 2, and pump 3 are combined
during a single operation.
In case of boom lower (with the track raised), pressure
oil from pump 3 is not combined and pressure oil from
pump 1 is combined with pressure oil from pump 2.
The main relief valve is provided in the main circuit

(between the pump and the actuator). The main relief
valve prevents the pressure in the main circuit from
exceeding the set pressure when the spool is operated
(or when the control lever is operated).
The overload relief valve is provided in the actuator
circuits (between the control valve and the actuator) of
boom, arm, bucket, auxiliary. The overload relief valve
prevents surge pressure caused by external force in
the actuator circuit does not exceed the set pressure
when the spool is in neutral (with the control lever set
in neutral).
T3-3-24
33 3
1 2
4
31 32
5
7
30 6
29
8
11
9
26 28
10
27
12
25
24 13 14
23
15
22
18 17 16
21 20 19 TDAA-03-03-024
1- Main Relief Valves (P1, P2) 10- Boom 1 Spool 19- Pump 2 28- Arm 1 Spool
2- Flow Combiner Circuit (Arm) 11- Boom Cylinder 20- Pump 3 29- Overload Relief Valve
3- Travel Motor (Right) 12- Overload Relief Valve 21- Pump 1 30- Auxiliary 1 Spool
4- Travel (Right) Spool 13- Boom 3 Spool 22- Overload Relief Valve 31- Attachment
5- Bucket Spool 14- Swing Motor 23- Auxiliary 2 Spool 32- Travel (Left) Spool
6- Bucket Cylinder 15- Swing Spool 24- Attachment 33- Travel Motor (Left)
7- Overload Relief Valve 16- Main Relief Valve (P3) 25- Arm 3 Spool
8- Parallel Circuit (Pump 1) 17- Flow Combiner Circuit (Boom) 26- Arm Cylinder
9- Arm 2 Spool 18- Parallel Circuit (Pump 3) 27- Boom 2 Spool
T3-3-25
Pilot Operation Control Circuit

Pressure oil (indicated with numbers) from the pilot
valve acts on the spool in the control valve in order to
move the spool.
In the following operations, pressure oil moves the
spool and is routed to the following selector valves.
 During arm roll-in (4) operation, pressure oil moves
the arm spool and shifts the selector valve spool of
the arm rod anti-drift valve.
 During arm roll-out (3) operation, pressure oil moves
the arm spool and shifts the selector valve spool of
the arm bottom anti-drift valve.
 During boom lower (2) operation, pressure oil moves
the boom 3 spool and shifts the selector valve spool
of the boom anti-drift valve.
 In addition, during boom lower (2) operation, the
divided pressure oil shifts the boom 1 spool and the
boom 2 spool through the boom lower meter-in cut
valve.
In addition, the air bleed circuit is located in the upper

of control valve and bleeds air automatically.
T3-3-26
Pilot Operation Control Circuit
11
9 10 12
13 14 7 8
e
4
3
15 5
16 6
TDAA-03-03-025
a- Air Bleed Circuit b- Boom Lower Meter-In Cut c- Boom Anti-Drift Valve e- Arm Rod Anti-Drift Valve
Valve d- Arm Bottom Anti-Drift Valve
1- Boom Raise 5- Left Swing 9- Travel (Left Forward) 13- Auxiliary 1 (Open)
2- Boom Lower 6- Right Swing 10- Travel (Left Reverse) 14- Auxiliary 1 (Close)
3- Arm Roll-Out 7- Bucket Roll-In 11- Travel (Right Forward) 15- Auxiliary 2 (Open)
4- Arm Roll-In 8- Bucket Roll-Out 12- Travel (Right Reverse) 16- Auxiliary 2 (Close)
T3-3-27
External Pilot Pressure Circuit

 Pressure in main relief valves (1, 6) are increased by
pilot pressure from 5-spool solenoid valve unit (SI).
 Arm regenerative valve (8) is shifted by pilot pressure
from 5-spool solenoid valve unit (SC).
 Arm 2 flow rate control valve (3) is shifted by pilot
pressure from 5-spool solenoid valve unit (SD).
 Digging regenerative valve (4) is shifted by pilot
pressure from 5-spool solenoid valve unit (SF).
 Arm 1 flow rate control valve (7) is shifted by pilot
pressure from 5-spool solenoid valve unit (SE).
 Flow combiner valve (2) is shifted by pilot pressure
from the flow combiner valve control spool in the
signal control valve.
 Bypass shut-out valve (5) is shifted by pilot pressure
from 2-spool solenoid valve unit (SJ).
 Auxiliary flow rate control valve (9) is shifted by pilot
pressure from the auxiliary flow rate control solenoid
valve (optional).
 Auxiliary flow combiner valve (10) and bypass
shut-out valve (5) are shifted by pilot pressure from
auxiliary flow combiner control solenoid valve
(optional).
fNOTE: In general, auxiliary flow combiner valve (10),

auxiliary flow rate control valve (9), and bypass shut-out
valve (5) are routed to the drain circuit. The auxiliary flow
rate control solenoid valve and auxiliary flow combiner
control solenoid valve are equipped for only the machine
equipped with the optional parts.
T3-3-28
External Pilot Pressure Circuit

b c
a
1 2
d
10
3
h
e
4
f
5
8
6 a b
7
TDAA-03-03-026
a- Pilot Pressure from 5-Spool c- Pilot Pressure from Flow e- Pilot Pressure from 5-Spool h- Pilot Pressure from Auxiliary
Solenoid Valve Unit (SI) Combiner Valve Control Spool Solenoid Valve Unit (SF) Flow Rate Control Solenoid
b- Pilot Pressure from Auxiliary in Signal Control Valve f- Pilot Pressure from 5-Spool Valve (Optional)
Flow Combiner Control d- Pilot Pressure from 5-Spool Solenoid Valve Unit (SE)
Solenoid Valve (Optional) Solenoid Valve Unit (SD) g- Pilot Pressure from 5-Spool
Solenoid Valve Unit (SC)
1- Main Relief Valves (P1, P2) 4- Digging Regenerative Valve 7- Arm 1 Flow Rate Control Valve 9- Auxiliary Flow Rate Control
2- Flow Combiner Valve 5- Bypass Shut-Out Valve 8- Arm Regenerative Valve Valve
3- Arm 2 Flow Rate Control Valve 6- Main Relief Valve (P3) 10- Auxiliary Flow Combiner Valve
T3-3-29
Flow Combiner Valve
fNOTE: The operation during combined operation of 7. In addition, pressure oil from pump 3 (11) flows
travel and boom raise is explained here. through boom 3 spool (9), is combined with
pressure oil from pump 2 (10), and moves the
1. During combined operation boom raise and travel, boom.
pilot pressure shifts travel (right) spool (5), travel 8. Consequently, pressure oil from pump 1 (12) is
(left) spool (4), boom 1 spool (7), boom 2 spool (13), equally supplied to both left and right travel motors
and boom 3 spool (9). and the machine can travel straight.
2. At the same time, the travel (right) pilot pressure
shifts the flow combiner valve control spool in the
signal control valve.
3. Pressure oil from the pilot pump flows to port SL in
the flow combiner valve through the flow combiner
valve control spool and is routed to spool (1).
4. When pressure at port SL increases beyond the
spring (2) force, spool (1) compresses spring (2) and
moves to the left.
5. Pressure oil from pump 1 (12) flows to travel (right)
spool (5). In addition, pressure oil from pump 1 (12)
flows to travel (left) spool (4) through spool (1).
6. Pressure oil from pump 2 (10) flows to boom
cylinder (8) through boom 2 spool (13) and moves
the boom at this time.
a 1 2
Flow Combiner Valve
SL
TDAA-03-03-057
d c
a- Pressure Oil from Pump 1 (13) b- Pilot Pressure from Flow c- To Travel (Left) Spool (4) d- To Hydraulic Oil Tank
Combiner Valve Control Spool
1- Spool (Flow Combiner Valve) 2- Spring
T3-3-30
3 4 5 2 1 6
b
SL
8
7
13
TDAA-03-03-059
12 11 10
b- Pilot Pressure from Flow

Combiner Valve Control Spool
1- Spool (Flow Combiner Valve) 5- Travel (Right) Spool 9- Boom 3 Spool 13- Boom 2 Spool
2- Spring 6- Travel Motor (Right) 10- Pump 2
3- Travel Motor (Left) 7- Boom 1 Spool 11- Pump 3
4- Travel (Left) Spool 8- Boom Cylinder 12- Pump 1
T3-3-31
Main Relief Valve

The main relief valve prevents the pressure in the main
circuit from exceeding the set pressure when the actuator
such as the motor or the cylinder is operated.
Therefore, oil leak from hose and pipe joints and breakage
of the actuator are prevented.
Relief Operation
1. Pressure in port HP (main circuit) is routed to pilot
poppet (8) through orifice A (2) in main poppet (1)
and orifice B (3) in seat (4).
2. When pressure in port HP reaches the set pressure
of spring B (6), pilot poppet (8) is opened, pressure
oil from passage A (5) flows along the external
circumference of sleeve (11), and flows to port LP
(hydraulic oil tank).
3. At this time, a pressure difference is caused between
port HP and the spring chamber (10) due to orifice
A (2).
4. When this pressure difference reaches the set
pressure of spring A (9), main poppet (1) is opened
and pressure oil from port HP flows to port LP.
5. Consequently, the main circuit pressure decreases.
6. When the main circuit pressure decreases to the
specified level, main poppet (1) is closed by the
force of spring A (9).
T3-3-32
During Normal Operation:
1 2 3 4 5 6
HP
LP
11 10 9 8 7
TDAB-03-03-020
During Relief Operation:
1 2 3 4 5 6
HP
LP
11 10 9 8
TDAB-03-03-021
HP - Main Circuit LP - Hydraulic Oil Tank SG - Pilot Pressure from Solenoid

Valve Unit (SI)
1- Main Poppet 4- Seat 7- Piston 10- Spring Chamber

2- Orifice A 5- Passage A 8- Pilot Poppet 11- Sleeve
3- Orifice B 6- Spring B 9- Spring A
T3-3-33
Pressure Increasing Operation

1. When pilot pressure from 5-spool solenoid
valve unit (SI) is routed to port SG, spring B (6) is
compressed by piston (7).
2. Therefore, force of spring B (6) becomes strong.
3. Consequently, as pressure required in order to open
pilot poppet (8) is increased, the relief set pressure
is increased.
T3-3-34
During Pressure Increasing Operation:
6 7
HP SG
LP
8
T157-02-05-004
HP - Main Circuit LP - Hydraulic Oil Tank SG - Pilot Pressure from Solenoid

Valve Unit (SI)
6- Spring B 7- Piston 8- Pilot Poppet
T3-3-35
Overload Relief Valve (with Make-Up

Function)
The overload relief valve is located in the boom, arm,
bucket, and auxiliary circuits. The overload relief valve
prevents each actuator circuit pressure from rising
excessively when the actuators are moved by external
force.
In addition, when the actuator circuit pressure decreases,
the overload relief valve draws hydraulic oil from the
hydraulic oil tank and prevents the occurrence of
cavitation (make-up function).
Relief Operation
1. Pressure in port HP (actuator circuit) is routed to
pilot poppet (8) through orifice (11) of piston (10).
2. When pressure in port HP reaches the set pressure
of spring B (6), pilot poppet (8) is opened, pressure
oil from passage A (5) flows along the external
circumference of sleeve (3), and flows to port LP
(hydraulic oil tank).
3. At this time, a pressure difference occurs between
port HP and spring chamber (9) due to orifice (11).
4. When this pressure difference reaches the set
pressure of spring A (4), piston (10) and main
poppet (2) are opened and pressure oil from port
HP flows to port LP.
5. Consequently, the actuator circuit pressure
decreases.
6. When the actuator circuit pressure decreases to the
specified level, piston (10) and main poppet (2) are
closed by the force of spring A (4).
T3-3-36
1 2 3 4 5 6
HP
LP
11 10 9 8 7 T107-02-05-019
During Relief Operation:
2 3 4 5 6
HP
LP
11 10 9 8 T178-03-03-049
HP - Actuator Circuit LP - Hydraulic Oil Tank
1- Make-Up Valve 4- Spring A 7- Spring C 10- Piston

2- Main Poppet 5- Passage A 8- Pilot Poppet 11- Orifice
3- Sleeve 6- Spring B 9- Spring Chamber
T3-3-37
Make-Up Operation
1. When pressure in port HP (actuator circuit)
decreases lower than pressure in port LP (hydraulic
oil tank), sleeve (3) is moved to the right.
2. Hydraulic oil in port LP flows to port HP and
cavitation is prevented.
3. When pressure in port HP increases to the specified
pressure, sleeve (3) is closed by the force of spring C
(7).
T3-3-38
During Make-Up Operation:
HP
LP
7 T178-03-03-050
HP - Actuator Circuit LP - Hydraulic Oil Tank
3- Sleeve 7- Spring C
T3-3-39
Regenerative Valve
The regenerative valves are provided in the boom lower,
arm roll-in, and bucket roll-in circuits. The regenerative
valves increase cylinder speeds in order to prevent
cylinder hesitation, and improve machine controllability.
Boom Regenerative Valve
Operation
1
2
1. During boom lower operation with the front
attachment above the ground, returning oil from
the cylinder (2) bottom side shifts boom lower
meter-in cut valve (1). (Refer to Boom Lower Meter- b
In Cut Valve in this group.)
2. Pressure oil flowing to boom 3 spool (3) is routed to
check valve (4) through hole (5) of boom 3 spool (3).
3. At this time, when pressure in the cylinder (2) rod 3
side is lower than the bottom side, check valve (4) is a
opened.
4. Consequently, returning oil from the cylinder (2)
bottom side is supplied to the rod side so that the
regenerative operation is done.
5. When cylinder (2) is fully stroked or digging loads
increase, pressure in the cylinder (2) rod side circuit
is higher than the bottom side.
4 TDAA-03-03-028
Therefore, check valve (4) of the boom regenerative
valve is closed and regenerative operation is
stopped. a- Pilot Pressure b- Pilot Pressure from Boom 2
Spool
1- Boom Lower Meter-In Cut 3- Boom 3 Spool

Valve 4- Check Valve
2- Boom Cylinder
T3-3-40
During Boom Regenerative Operation:
4
d
TDAA-03-03-029
c- Returning Oil from Cylinder (2) d- Pressure Oil to Cylinder (2) Rod
Bottom Side Side
3- Boom 3 Spool 4- Check Valve 5- Hole
T3-3-41
Bucket Regenerative Valve

The bucket regenerative valves supply returning oil a
from the bucket cylinder (1) rod side to the bottom 1
side, prevent cylinder hesitation, and increase bucket
roll-in operating speed during bucket roll-in operation.
Operation (during Bucket Regenerative Operation)

1. Returning oil from the bucket cylinder (1) rod side is
routed to check valve (2) through hole (4) of bucket
spool (3) during bucket roll-in operation.
2. At this time, when pressure in the cylinder (1) 3
bottom side is lower than the rod side, check valve
(2) is opened.
3. Consequently, returning oil from the cylinder (1) rod 2
side flows to the bottom side and is combined with TDAA-03-03-030
pressure oil from pump 1. The combined pressure
oil is delivered to the cylinder (1) bottom side so a- Pressure Oil from Pump 1
that regenerative operation is done.
1- Bucket Cylinder 3- Bucket Spool
This prevents cylinder hesitation and increases 2- Check Valve
bucket roll-in operating speed during bucket roll-in
operation.
T3-3-42
During Bucket Regenerative Operation:
TDAA-03-03-031
b- Returning Oil from Cylinder (1) c- Pressure Oil to Cylinder (1)

Rod Side Bottom Side
2- Check Valve 3- Bucket Spool 4- Hole
T3-3-43
Operation (during Bucket Regenerative Cut

Operation)
a 1 b
1. Pressure oil from pump 1 is routed to spool (1) of
the bucket regeneration cut valve. When cylinder 2
(3) is fully stroked or digging loads increase during 3
bucket roll-in operation, pressure in the cylinder (3)
bottom side is higher.
2. Spool (1) compresses spring (2) and moves upward
(to the right in the circuit diagram).
3. Therefore, pressure in the cylinder (3) bottom side
is higher than the rod side. As check valve (4) of 5
the bucket regenerative valve is kept closed and
pressure oil from the cylinder (3) rod side does not
flow to the bottom side, regenerative operation is 4
not done. TDAA-03-03-032
4. Pressure oil from the cylinder (3) rod side flows to
the hydraulic oil tank through bucket spool (5) and a- Pressure Oil from Pump 1 b- To Hydraulic Oil Tank
spool (1).
1- Spool (Bucket Regeneration 4- Check Valve
5. Therefore, pressure in the cylinder (3) rod side Cut Valve) 5- Bucket Spool
decreases and digging force is improved. 2- Spring
3- Cylinder
T3-3-44
During Bucket Regeneration Cut Operation:
5
a
TDAA-03-03-033
a- Pressure Oil from Pump 1 b- To Hydraulic Oil Tank c- Returning Oil from Cylinder d- Pressure Oil to Cylinder
Rod Side Bottom Side
1- Spool (Bucket Regeneration 2- Spring 5- Bucket Spool 7- Orifice

Cut Valve) 4- Check Valve 6- Hole
T3-3-45
Arm Regenerative Valve

 During Normal Operation (Regenerative Operation):
The arm regenerative valves supply returning oil from

the arm cylinder (5) rod side to the bottom side, prevent
cylinder hesitation, and increase arm roll-in operating
1
speed during arm roll-in operation.
1. Returning oil from the cylinder (5) rod side flows to 5

chamber A (6) through notch (9) of arm 1 spool (1)
during normal arm roll-in operation.
2. Pressure oil which flows to chamber A (6) from the
cylinder (5) rod side is divided into two directions.
One flows to the hydraulic oil tank through notch 2
(7) of arm 1 spool (1). The other is blocked by spool
4 3
(4) of the arm regenerative valve.
TDAA-03-03-034
3. As only the circuit through notch (7) of arm 1 spool
(1) exists among the circuits which pressure oil
1- Arm 1 Spool 4- Spool (Arm Regenerative
from chamber A (6) flows to the hydraulic oil tank, 2- Pump 2 Valve)
pressure in chamber A (6) increases. 3- Check Valve 5- Arm Cylinder
4. As pressure in chamber A (6) increases, pressure in
the cylinder (5) rod side is higher than the bottom
side.
5. Pressure oil from pump 2 (2) and pressure in
chamber A (6) are routed to check valve (3). When
these pressure become strong than the spring (8)
force, check valve (3) is opened.
6. Consequently, returning oil from the cylinder (5)
rod side is combined with pressure oil from pump
2 (2). The combined pressure oil is delivered to the
cylinder (5) bottom side.
7. Consequently, regenerative operation is done, arm
hesitation during arm roll-in operation is prevented,
and the arm roll-in speed increases.
T3-3-46
Before Regeneration Operation:
1
8
7 3
4
b
TDAA-03-03-035
After Regeneration Operation:
8
7 3
4
d
TDAA-03-03-036
a- Pressure in Chamber A (6) b- Pressure from Pump 2 (2) c- Returning Oil from Arm d- Pressure Oil to Arm Cylinder
Cylinder (5) Rod Side (5) Bottom Side
1- Arm 1 Spool 4- Spool (Arm Regenerative 6- Chamber A 8- Spring

3- Check Valve Valve) 7- Notch 9- Notch
T3-3-47
 When Regeneration Operation Is Released:
The arm regenerative cut control shifts arm regenerative

valve (4) according to other operating conditions and
working conditions and controls the proper operating 1
according to the pump load during arm roll-in operation.
1. When 5-spool solenoid valve unit (SC) is activated

by the signal from MC (main controller), spool (4) 5
of the arm regenerative valve is shifted by pilot
pressure. (Refer to SYSTEM / Control System.)
2. Pressure oil which flows to chamber A (6) from the
cylinder (5) rod side flows to the hydraulic oil tank 2
through hole (12) of spool (4).
e
4 3
3. Therefore, pressure in the cylinder (5) rod side is TDAA-03-03-037
lower than the bottom side.
4. Pressure oil from pump 2 (2) flows to chamber B (11) e- Pilot Pressure from Solenoid
through orifice (10) of check valve (3) at this time. As Valve Unit (SC)
check valve (3) is pushed downward by pressure in
1- Arm 1 Spool 4- Spool (Arm Regenerative
chamber B (11) and the spring (8) force, check valve
2- Pump 2 Valve)
(3) is not opened. 3- Check Valve 5- Arm Cylinder
5. Consequently, pressure oil from the cylinder (5)
rod side does not flow to the bottom side so that
regenerative operation is not done.
6. Therefore, pressure in the cylinder (5) rod side
decreases and arm digging force is improved.
T3-3-48
1
11 8
3
10
12
b
TDAA-03-03-038
a- Pressure in Chamber A (6) b- Pressure from Pump 2 (2) c- Returning Oil from Arm e- Pilot Pressure from Solenoid
Cylinder (5) Rod Side Valve Unit (SC)
1- Arm 1 Spool 4- Spool (Arm Regenerative 8 - Spring 12 - Hole

3- Check Valve Valve) 10 - Orifice
6- Chamber A 11 - Chamber B
T3-3-49
Anti-Drift Valve
The anti-drift valve is provided in the circuits of the boom
cylinder bottom side, arm cylinder rod side, and arm
cylinder bottom side, and reduces the cylinder drift.
fNOTE: Both boom and arm anti-drift valves are

identical in structure.
Holding Operation
1. As pressure oil from the pilot valve does not flow
with the control lever set in neutral (the spool in 1
neutral), the selector valve in anti-drift valve is not
shifted.
2. Therefore, pressure in the boom cylinder (1) bottom
side (arm cylinder rod or bottom side) is routed to
check valve (2) (the spring (4) side) in the anti-drift
valve via the selector valve.
3. Consequently, as check valve (2) is pushed and
the return circuit from cylinder (1) is blocked, the
cylinder (1) drift is reduced.
3 2
TDAA-03-03-039
1- Boom Cylinder 3- Anti-Drift Valve (Selector

2- Anti-Drift Valve (Check Valve) Valve)
T3-3-50
TDAA-03-03-041
d- Returning Oil from Cylinder (1) e- To Main Spool

(Boom Cylinder: Bottom Side,
Arm Cylinder: Rod or Bottom
Side)
2- Check Valve 3- Selector Valve 4- Spring
T3-3-51
Releasing Operation
1. Pressure oil from the pilot valve pushes piston (5) 1
of the anti-drift valve and shifts selector valve (3)
during arm roll-in, arm roll-out, or boom lower
operation. a b
2. Pressure oil in the spring (4) chamber of check valve

(2) is returned to the hydraulic oil tank through the
passage of selector valve (3).
c
3. When pressure in the spring (4) chamber decreases
and its pressure and the spring (4) force are lower
than pressure in the cylinder (1) bottom side, check
valve (2) moves upward (to the right in the circuit
diagram).
3 2 TDAA-03-03-040
4. Consequently, returning oil from the boom cylinder
(1) bottom side (arm cylinder rod side or bottom
side) flows to the spool. a- Pressure Oil from Pump 1 c- Pressure Oil from Pilot Valve
b- To Hydraulic Oil Tank
In addition, orifice (6) of selector valve (3) decreases
pressure in the spring (4) chamber slowly so that 1- Boom Cylinder 3- Anti-Drift Valve (Selector
check valve (2) is prevented from moving quickly 2- Anti-Drift Valve (Check Valve) Valve)
and shock during arm roll-in or boom lower
operation is reduced.
T3-3-52
3
4
c 2
TDAA-03-03-058
c- Pressure Oil from Pilot Valve d- Returning Oil from Cylinder (1) e- To Main Spool
(Boom Cylinder: Bottom Side,
Arm Cylinder: Rod or Bottom
Side)
2- Check Valve 4- Spring 5- Piston 6- Orifice

3- Selector Valve
T3-3-53
Flow Rate Control Valve

The flow rate control valve is provided in the arm 1, arm 2,
and auxiliary 1 circuits, restricts oil flow rate in the circuit
during combined operation, and gives priority to other
actuators.
Each flow rate control valve is operated during combined

operation as shown below.
Flow Rate
Combined Operation
Control Valve
Arm 1 Attachment, Arm
Bucket Roll-In/Arm Roll-In
Arm 2
Attachment, Arm Roll-Out
Boom Raise, Arm Roll-Out, Attachment
Auxiliary 1
Swing, Arm Roll-In, Boom Raise
Travel
fNOTE: The arm 1 flow rate control valve is explained

here.
Normal Operation 1
1. Pressure oil from pump 2 is routed to check valve (4) 2

of poppet valve (3).
3
2. Normally, selector valve (2) is kept open so that
pressure oil from pump 2 opens check valve (4) and
flows to the arm 1 spool through selector valve (2).
3. When load in the actuator side is high, poppet valve 4
(3) is opened and pressure oil from pump 2 flows to
the arm 1 spool.
4. Therefore, pressure oil flow rate flowing to the arm 1
spool increases and arm operating speed becomes
fast. a
TDAA-03-03-042
a- Pressure Oil from Pump 2
1- Arm Cylinder 3- Poppet Valve

2- Selector Valve 4- Check Valve
T3-3-54
4 3
b
a
2
b
TDAA-03-03-044
a- Pressure Oil from Pump 2 b- To Arm 1 Spool c- To Hydraulic Oil Tank
2- Selector Valve 3- Poppet Valve 4- Check Valve
T3-3-55
Flow Rate Control Operation

1. Selector valve (2) of the arm 1 flow rate control 1
valve is shifted by pilot pressure from the arm 1 flow
rate control valve control spool in the signal control 2
valve. 3
2. Therefore, back pressure in poppet valve (3)
increases and the force to close poppet valve (3)
appears.
3. Therefore, the opening clearance of poppet valve
(3) is reduced so that pressure oil flow rate to the
arm 1 spool is restricted.
4. Consequently, pressure oil from pump 2 flows to the
auxiliary 1 spool first.
d a
TDAA-03-03-043
a- Pressure Oil from Pump 2 d- Pilot Pressure from Signal

Control Valve
1- Arm Cylinder 3- Poppet Valve

2- Selector Valve
T3-3-56
During Flow Rate Control Operation:
3
b
a
2
b
TDAA-03-03-046
a- Pressure Oil from Pump 2 b- To Arm 1 Spool c- To Hydraulic Oil Tank d- Pilot Pressure from Signal
Control Valve
2- Selector Valve 3- Poppet Valve
T3-3-57
Digging Regenerative Valve

The digging regenerative valve is provided in the return Operation
circuit of boom raise and functions during combined
1. When 5-spool solenoid valve unit (SF) is activated
operation of boom raise and arm roll-in.
by the signal from MC (main controller), pressure
When the digging regenerative valve is shifted, pressure
oil from the pilot pump flows to port SF through
oil from the boom cylinder (6) rod side (return side) flows
5-spool solenoid valve unit (SF).
through the digging regenerative valve, is combined with
pressure oil from pump 2 (8), and flows to arm 1 spool 2. Pressure oil from port SF is routed to the end of
(12). Therefore, speed of arm roll-in increases. (Refer to spool (4) through inner passage (2).
SYSTEM / Control System.)
3. Spool (4) compresses spring (3) and moves
downward.
4. Therefore, pressure oil from the boom cylinder
(6) rod side (return side) opens check valve (1), is
combined with pressure oil from pump 2 (8), and
flows to arm 1 spool (12).
5. Consequently, as pressure oil flow rate flowing to
arm cylinder (13) increases, speed of arm roll-in
increases.
a 2
SF
b
4 c
3
TDAA-03-03-047
a- To Arm 1 Spool (12) b- Pilot Pressure from 5-Spool c- Returning Oil from Boom
Solenoid Valve Unit (SF) Cylinder (6) Rod Side
1- Check Valve 3- Spring 4- Spool (Digging Regenerative

2- Inner Passage Valve)
T3-3-58
1 4 5
6
13 b
12
11
TDAA-03-03-060
10 9 8
b- Pilot Pressure from 5-Spool
Solenoid Valve Unit (SF)
1- Check Valve 5- Arm 2 Spool 8 - Pump 2 11 - Boom 2 Spool

4- Spool (Digging Regenerative 6- Boom Cylinder 9 - Pump 3 12 - Arm 1 Spool
Valve) 7- Boom 1 Spool 10 - Pump 1 13 - Arm Cylinder
T3-3-59
Boom Lower Meter-In Cut Valve

The boom lower meter-in cut valve is provided in the Operation (Boom Lower with Front Attachment
boom lower circuit. above Ground)
In case boom lower meter-in cut control is deactivated
1. Pilot pressure is routed to boom 1 spool (6) and
with the track raised, the boom is given priority to operate
boom 2 spool (12) through port PI 7 (3), spool (2),
and jack-up force increases.
and port PI 9 (5) when lowering the boom.
In addition, during boom lower operation with the
front attachment above the ground, pilot pressure 2. The returning oil from the boom cylinder (4) bottom
which is routed to boom 1 spool (6) and boom 2 spool side is divided into two directions.
(12) are blocked. The boom falls due to own weight
3. One is routed to spool (2) through orifice (15). When
by the regenerative circuit of boom 3 spool (7) and
pressure from the boom cylinder (4) bottom side
allows pressure oil from the pump to other actuator.
exceeds the spring (16) force, spool (2) compresses
Consequently, operating speed of other actuator
spring (16) and moves to the left.
increases. (Refer to SYSTEM / Hydraulic System.)
4. Therefore, as port PI 9 (5) is connected to the
Operation (Jack-Up) hydraulic oil tank through spool (2), boom 1 spool
(6) and boom 2 spool (12) are returned to the
1. As pressure at the boom cylinder (4) bottom side
neutral position.
decreases with the track raised, pressure which is
routed to spool (2) decreases. 5. Other flows to boom 3 spool (7). Pressure oil is
supplied to the boom cylinder (4) rod side through
2. When pressure from the boom cylinder (4) bottom
the boom regenerative valve.
side is weaker than the spring (16) force, boom
lower meter-in cut valve (2) moves to the right due 6. Therefore, as boom cylinder (4) falls due to own
to the spring (16) force. weight, the boom is lowered.
3. Therefore, as pilot pressure from port PI 7 (3) is 7. Consequently, during combined operation of
routed to boom 1 spool (6) and boom 2 spool (12) boom lower and other actuator, more pressure oil
through spool (2) and port PI 9 (5). is supplied to other actuator and speed of actuator
increases.
4. Consequently, pressure oil from the pump flows to
boom cylinder (4) through boom 1 spool (6) and
boom 2 spool (12) so that jack-up force increases.
5. Therefore, boom lower meter-in cut control is not
operated with the track raised. (Refer to SYSTEM /
Hydraulic System.)
T3-3-60
fNOTE: The illustration shows during combined

operation of boom lower with front attachment above
ground and arm roll-out.
3
4
14
13
6
12 7
11
10 8
TDAA-03-03-050
9
During Boom Lower with Front Attachment above
Ground: a b
PI9 PI7
16
15
d c TDAA-03-03-049
a- To Boom 1 Spool and Boom 2 b- Boom Lower Pilot Pressure c- Pressure Oil from Boom d- To Hydraulic Oil Tank
Spool Cylinder Bottom Side
1- Arm 2 Spool 5- Port PI 9 10- Pump 1 15- Orifice

2- Spool (Boom Lower Meter-In 6- Boom 1 Spool 11- Arm 3 Spool 16- Spring
Cut Valve) 7- Boom 3 Spool 12- Boom 2 Spool
3- Port PI 7 8- Pump 2 13- Arm Cylinder
4- Boom Cylinder 9- Pump 3 14- Arm 1 Spool
T3-3-61
Auxiliary Flow Combiner Valve and Bypass Auxiliary Flow Combiner Valve
Shut-Out Valve a
The auxiliary flow combiner valve and the bypass shut-

out valve are provided in the pump 2 (5) side and the rear SM
of pump 1 (6) neutral circuit side respectively. b
These valve functions differ depending on whether only
the front attachment is single-operated or combined-
operated.
c
During Single Operation
When attachment (8) is single operated, pressure oil 2
from both pump 1 (6) and pump 2 (5) are combined.
Therefore, operating speed of attachment (8) increases. 1
1. When attachment (8) is single operated, attachment

pilot pressure is routed to port SM and port SJ, and
spools (1, 3) in the auxiliary flow combiner valve and
bypass shut-out valve are shifted.
2. When spool (3) in the bypass shut-out valve is SN TDAA-03-03-054
shifted, the neutral circuit in pump 1 (6) side is d
blocked.
a- To Auxiliary 1 Spool (7) c- Pressure Oil from Pump 1 (6)
3. At this time, as spool (1) in the auxiliary flow b- Attachment Pilot Pressure d- To Hydraulic Oil Tank
combiner valve is shifted, pressure oil in pump 1 (6)
flows to auxiliary 1 spool (7) through the auxiliary
flow combiner valve. 1- Spool (Auxiliary Flow 2- Check Valve
Combiner Valve)
4. Consequently, pressure oil in both pump 1 (6) and
pump 2 (5) are combined so that operating speed of
attachment (8) increases. Bypass Shut-Out Valve
d
f NOTE: When attachment (8) is operated, attachment SJ

pilot pressure shifts the pump 1 flow rate control valve b
in signal control valve through auxiliary flow combiner
control solenoid valve (4).
Therefore, the displacement angle of pump 1 (6)
increases and the pump delivery flow rate increases.
(Refer to COMPONENT OPERATION / Pump Device, Signal
Control Valve.)
c
3
TDAA-03-03-051
b- Attachment Pilot Pressure d- To Hydraulic Oil Tank

c- Pump 1 (6) Neutral Circuit
3- Spool (Bypass Shut-Out

Valve)
T3-3-62
fNOTE: The illustration shows when attachment is

operated.
4 a
1
SM
SN
2
8
7 c
SJ
TDAA-03-03-052
6 5
a- Attachment Pilot Pressure c- Pressure Oil from Pump 1 (8)
1- Spool (Auxiliary Flow 3- Spool (Bypass Shut-Out Valve) 5- Pump 2 8- Attachment

Combiner Valve) 4- Auxiliary Flow Combiner 6- Pump 1
2- Check Valve Control Solenoid Valve 7- Auxiliary 1 Spool
T3-3-63
During Combined Operation Auxiliary Flow Combiner Valve

a
During combined operation of attachment (8) and
travel (right), the auxiliary flow combiner valve should
not be shifted. Therefore, the machine travel operating
speed can be kept at the same speed during normal
SM
combined operation.
b
1. When attachment (8) is operated, attachment pilot

pressure is routed to port SM in the auxiliary flow
combiner valve.
2. When travel (right) is operated at the same time,
pilot pressure from the signal control valve is routed c
to port SN.
3. Pressure oil from port SM is routed to spool (1)
of the auxiliary flow combiner valve to the open 2
direction, and pressure oil from port SN and the
spring (9) force are routed to that to the close 1
direction. 9
4. As the force to the close direction is larger, spool (1)
is kept closed.
5. Consequently, pressure oil from pump 1 (6) is not
combined with pressure oil from pump 2 (5) so
that the machine travel operating speed can be
kept at the same speed during normal combined
operation. SN
TDAA-03-03-056
e
a- To Auxiliary 1 Spool (7) c- Pressure Oil from Pump 1 (6)

b- Attachment Pilot Pressure e- Travel (Right) Pilot Pressure
1- Spool (Auxiliary Flow 2- Check Valve

Combiner Valve) 9- Spring
T3-3-64
fNOTE: The illustration shows during auxiliary 1 (open) /

travel (reverse) operation.
4 a
10 13
e
11 1 12
SM
SN
SJ
TDAA-03-03-055
6 5
a- Attachment Pilot Pressure e- Pilot Pressure from Signal
Control Valve
1- Spool (Auxiliary Flow 4- Auxiliary Flow Combiner 7- Auxiliary 1 Spool 12 - Travel (Right) Spool
Combiner Valve) Control Solenoid Valve 8- Attachment 13 - Travel Motor (Right)
3- Spool (Bypass Shut-Out Valve) 5- Pump 2 10 - Travel Motor (Left)
6- Pump 1 11 - Travel (Left) Spool
T3-3-65
(Blank)
T3-3-66
Group 4 Pilot Valve
Outline
The pilot valve controls pilot pressure oil in order to move
the spool in the control valve.
The pilot valve outputs pressure according to the control
lever stroke by PPC (Pressure Proportional Control Valve)
function and moves the spool in the control valve.
The 4-port pilot valves for front attachment / swing and
for travel are standard.
The 2-port pilot valve is for auxiliary (optional) and for
positioning (only 2-piece boom spec. machine).
 Front Attachment / Swing Pilot Valve

Port
ISO Control Pattern Hitachi Pattern
No.
1 Bucket Roll-Out 
2 Boom Lower 
Right
3 Bucket Roll-In 
4 Boom Raise 
1 Swing (Right) Arm Roll-In
2 Arm Roll- Out Swing (Right)
Left
3 Swing (Left) Arm Roll- Out
4 Arm Roll-In Swing (Left)
P T
Hydraulic
P 4
Symbol
1 3 2 4 3
TPPP-03-04-002 1
TPPP-03-04-001
2 T
P- Port P T- Port T
(Pressure Oil from Pilot Pump) (To Hydraulic Oil Tank)
T3-4-1
Group 4 Pilot Valve
 Travel Pilot Valve

Port No.
1 Travel (Right Reverse)
2 Travel (Right Forward)
3 Travel (Left Forward)
4 Travel (Left Reverse) T
P T
Hydraulic P
Symbol
TPPP-03-04-003
1 2 3 4
TPPP-03-04-002
3 4
2 1
TPPP-03-04-004
 Auxiliary / Positioning Pilot Valve
P- Port P T- Port T
Port No. (Pressure Oil from Pilot Pump) (To Hydraulic Oil Tank)
1 Open
Auxiliary
2 Close
1 Raise
Positioning
2 Lower
P
P T
Hydraulic
Symbol
1 2 TDAA-03-04-006
1 2
TDAA-03-04-007
P- Port P T- Port T
(Pressure Oil from Pilot Pump) (To Hydraulic Oil Tank)
T3-4-2
Group 4 Pilot Valve
Operation (Front Attachment / Swing and Front Attachment /

Travel Pilot Valves) Swing Pilot Valve
1
The spool (7) head comes in contact with the upper
surface of spring guide (4). Spring guide (4) is kept raised
by return spring (6). 2
fNOTE: Total lever strokes for front attachment and 3

swing controls are determined by stroke dimension 4
(E) of pusher (2). Total lever stroke for travel control is 5
determined by stroke dimension (E) of cam (1).
6
TPPP-03-04-005
Travel Pilot Valve

1
2
3
4
5
6
TPPP-03-04-010
1- Cam 3- Casing 5- Balance Spring 7- Spool

2- Pusher 4- Spring Guide 6- Return Spring 8- Hole
T3-4-3
Group 4 Pilot Valve
Neutral (Output Curve: A to B):

1. When in neutral, spool (7) completely blocks
pressure oil from port P (pilot pump). In addition,
the output port is opened to port T (hydraulic oil a E F
tank) through the inner passage in spool (7).
2. Therefore, pressure in the output port is equal to D
that in port T.
3. When the control lever is slightly tilted, cam (1) is
tilted and pusher (2) is pushed downward. Pusher
C
(2) compresses return spring (6) along with spring
guide (4) together.
4. At this time, as pressure in the output port is equal A B b
to that in port T, spool (7) moves downward due to T523-02-05-001
the balance spring (5) force while keeping the lower
surface of the spool (7) head in contact with spring a- Pilot Pressure b- Control Lever Stroke
guide (4).
5. This status continues until hole (8) on spool (7) is
connected to port P.
T3-4-4
Group 4 Pilot Valve
Front Attachment /
Swing Pilot Valve
1 1
2 2
3 3 7
4 4 T
5 5
6 6
8
P
7 T 7 T
8 P 8 P
a a
TPPP-03-04-015 TPPP-03-04-006
Travel Pilot Valve
1 1
2 2
T
3 7
3
P
4 4 8
5 5
6 6
a
T T
7 7
P P
8 8
a a
TPPP-03-04-016 TPPP-03-04-011
P- Port P T- Port T a- Output Port

T3-4-5
Group 4 Pilot Valve
During Metering or Decompressing (Output Curve:

C to D)
1. When the control lever is further tilted and pusher
(2) is moved downward further, hole (8) on spool a E F
(7) is connected to port P and pressure oil in port P
flows to the output port. D
2. Pressure in the output port is routed to the bottom
surface of spool (7) so that spool (7) is pushed
upward.
C
3. When the force to move spool (7) upward is smaller
than the balance spring (5) force, balance spring (5)
is not compressed so that spool (7) is not raised and A B b
pressure in the output port increases.
T523-02-05-001
4. As pressure in the output port increases further, the
force to move spool (7) upward increases. When a- Pilot Pressure b- Control Lever Stroke
this force overcomes the balance spring (5) force,
spool (7) compresses balance spring (5) and moves
upward.
5. As spool (7) is moved upward, hole (8) is closed so
that pressure oil from port P stops flowing to the
output port and pressure in the output port stops
increasing.
6. As spool (7) is moved downward and balance spring
(5) is compressed, pressure routed to the bottom
surface of spool (7) increases until pressure balances
with the increasing spring force. This increasing
pressure becomes pressure in the output port.
T3-4-6
Group 4 Pilot Valve
Front Attachment /
Swing Pilot Valve
1 1
2 2
7 7
3 T 3
4 T
4
8 8
5 5
6 6
P
P
7 7
T T
P P
8 8
a a
TPPP-03-04-007 TPPP-03-04-008
Travel Pilot Valve
1 1
2 2
T T
7 7
3 3
P P
4 4
5 8 5 8
6 6
a a
T T
7 7
P P
8 8
a a
TPPP-03-04-012 TPPP-03-04-013

T3-4-7
Group 4 Pilot Valve
Full Stroke (Output Curve: E to F)

1. When the control lever is fully stroked, pusher (2)
is moved downward until pusher (2) on the front
attachment / swing pilot valve comes in contact a E F
with the casing (3) shoulder, or cam (1) on the travel
pilot valve comes in contact with casing (3). D
2. At this time, the bottom surface of pusher (2)
directly pushes spool (7). Therefore, even if pressure
in the output port increases further, hole (8) on
spool (7) is kept open. C
3. Consequently, pressure in the output port is equal

to that in port P. A B b
T523-02-05-001
a- Pilot Pressure b- Control Lever Stroke
T3-4-8
Group 4 Pilot Valve
Front Attachment /
Swing Pilot Valve
2
3
4
5
6
8 P
a
TPPP-03-04-009
Travel Pilot Valve
4
5
6
T
7
8
a
TPPP-03-04-014

T3-4-9
Group 4 Pilot Valve
(Blank)
T3-4-10
Group 4 Pilot Valve
Operation (Auxiliary / Positioning Pilot Valve)
The spool (7) head comes in contact with the upper

1
surface of spring guide (4). Spring guide (4) is kept raised
by return spring (6).
fNOTE: Total lever stroke is determined by stroke E
dimension (E) of cam (1).

2
3
4
5
6
7
8
TDAA-03-04-001
1- Cam 3- Plate 5- Balance Spring 7- Spool

T3-4-11
Group 4 Pilot Valve
 Auxiliary / Positioning Pilot Valve
Neutral (Output Curve: A to B):

1. When the control pedal is in neutral, spool (7) a
completely blocks pressure oil from port P. In
addition, the output port is opened to port T D
(hydraulic oil tank) through the inner passage in
spool (7).
2. Therefore, pressure in the output port is equal to
that in port T. C
3. When the control pedal is slightly depressed, cam

(1) is moved and pusher (2) is pushed downward. A B b
Pusher (2) compress return spring (6) along with
spring guide (4) together. T1F3-03-09-004
4. At this time, as pressure in the output port is equal a- Pilot Pressure b- Pusher Stroke
to that in port T, spool (7) moves downward due to
the balance spring (5) force while keeping the lower
surface of the spool (7) head in contact with spring
guide (4).
5. This status continues until hole (8) on spool (7) is
connected to port P.
fNOTE: The pedal stroke while hole (8) on spool (7) is

connected to port P is play.
T3-4-12
Group 4 Pilot Valve
4
5 T
6
7 P
a TDAA-03-04-001
7 T
2
8
P
4 a
T
5
6
P
7
a
TDAA-03-04-002

T3-4-13
Group 4 Pilot Valve
During Metering or Decompressing (Output Curve:

C to D)
1. When the control pedal is further depressed and
pusher (2) is moved downward further, hole (8) on a
spool (7) is connected to port P and pressure oil in
port P flows to the output port. D
2. Pressure in the output port acts on the bottom
surface of spool (7) so that spool (7) is pushed
upward.
C
3. When the force to move spool (7) upward is smaller
than the balance spring (5) force, balance spring (5)
is not compressed so that spool (7) is not raised and A B b
pressure in the output port increases.
T1F3-03-09-004
4. As pressure in the output port increases further, the
force to move spool (7) upward increases. When a- Pilot Pressure b- Pedal Stroke
this force overcomes the balance spring (5) force,
balance spring (5) is compressed so that spool (7) is
moved upward.
5. As spool (7) is moved upward, hole (8) is closed so
that pressure oil from port P stops flowing to the
output port and pressure in the output port stops
increasing.
6. As spool (7) is moved downward and balance spring
(5) is compressed, pressure acting on the bottom
surface of spool (7) increases until pressure balances
with the increasing spring force. This increasing
pressure becomes pressure in the output port.
T3-4-14
Group 4 Pilot Valve
7 T
2
8
4 a
T
5
6
P
7
a
TDAA-03-04-004
7 T
2
8
4 a
T
5
6
P
7
a
TDAA-03-04-003

T3-4-15
Group 4 Pilot Valve
Shockless Function (Only for Travel Pilot

Valve)
The travel pilot valve has damper (1) enabling damping of
the speed change shock by travel control lever (4).
Damper (1) is composed of support (5), gear 1 (9) and
gear 2 (8) and others. Gear 1 (9) is connected to support
(5).
1 2 3
Support (5) is secure to bracket (6) by spring pin (2). Travel
control lever (4) and travel pedal (3) are secure to bracket A
(6). Therefore, support (5) rotates transversely around pin
(7) according to movement of travel control lever (4). 4
Operation 5
1. If travel control lever (4) is released while traveling,
6
spring force of the return spring returns travel
control lever (4) to the neutral position. 7
2. At this time, gear 1 (9) and gear 2 (8) inside damper 8
(1) receive opposing force due to friction.
9
3. Consequently, as travel control lever (4) gradually A
returns to the neutral position, the extent of sudden
stop at the time of abrupt release of travel control
lever (4) is reduced.
T1M7-03-04-002
Section A-A 2
5
1
7
T1M7-03-04-003
1- Damper 6- Bracket
2- Spring Pin 7- Pin
3- Travel Pedal 8- Gear 2
4- Travel Control Lever 9- Gear 1
5- Support
T3-4-16
Outline
The travel device consists of travel motor (4), travel Travel reduction gear (2) is a three-stage planetary
reduction gear (2), and travel brake valve (1). reduction gear, converts the travel motor (4) rotation
Travel motor (4) is a swash plate type variable power to a slow-large torque, and rotates sprocket (3) and
displacement axial plunger motor and equipped with a the track.
parking brake (a wet-type spring set hydraulic released Travel brake valve (1) protects the travel circuit from being
multi-disc brake). Travel motor (4) is driven by pressure oil overloaded and prevents the occurrence of cavitation.
from the pump and transmits the rotation power to travel
reduction gear (2).
1 2
4 T1V1-03-05-001
1- Travel Brake Valve 2- Travel Reduction Gear 3- Sprocket 4- Travel Motor
T3-5-1
Travel Reduction Gear

The travel reduction gear is a three-stage planetary Housing (14) of the travel motor is secured to the track
reduction gear. frame with bolts. In addition, housing (14) is secured to
The travel motor rotates propeller shaft (7). This rotation is drum (13) via bearing (15) with bearing nut (11). Third
transmitted to ring gear (1) through first stage planetary stage carrier (2) is connected to housing (14) by a spline
gear (8), first stage carrier (6), second stage sun gear (5), joint.
second stage planetary gear (9), second stage carrier (4), Ring gear (1), drum (13), and sprocket (12) are secured
third stage sun gear (3), third stage planetary gear (10), with bolts respectively. Therefore, when ring gear (1)
and third stage carrier (2). rotates, drum (13) and sprocket (12) also rotate.
15 1 2 3 4 5 6
14 13 11 10 9 8
12
T178-03-05-001
1- Ring Gear 5- Second Stage Sun Gear 9- Second Stage Planetary Gear 13- Drum
2- Third Stage Carrier 6- First Stage Carrier 10- Third Stage Planetary Gear 14- Housing
3- Third Stage Sun Gear 7- Propeller Shaft 11- Bearing Nut 15- Bearing
4- Second Stage Carrier 8- First Stage Planetary Gear 12- Sprocket
T3-5-2
(Blank)
T3-5-3
Travel Motor
The travel motor is a swash plate type variable When pressure oil is supplied from the pump, plunger (5)
displacement axial plunger motor, and consists of valve is pushed. As swash plate (4) is inclined, shoe (3) on the
plate (6), swash plate (4), rotor (2), plunger (5), and shaft end of plunger (5) slides along swash plate (4) and rotor
(1). (2) rotates.
Shaft (1) is connected to rotor (2) by a spline joint into
which plunger (5) is inserted.
1 2 3 4
6 5
T1V1-03-05-002
1- Shaft 3- Shoe 5- Plunger 6- Valve Plate

2- Rotor 4- Swash Plate
T3-5-4
Operation
1. Pressure oil flows to port B in valve plate (6), enters
one side in rotor (2), and pushes plunger (5).
2. This force and inclination of swash plate (4) make
shoe (3) slide on swash plate (4) in order to rotate
rotor (2) and output shaft (7).
3. As rotor (2) rotates, when plungers (5) reach port A,
pressure oil is returned to the hydraulic oil tank.
4. Whether forward travel or reverse travel depends on
whether pressure oil is supplied to port A or port B.
A B
A
B
7 4 3 6
T183-03-05-009
A- Port A B- Port B
(Pressure oil from main pump (Pressure oil from main pump
or returning oil to hydraulic oil or returning oil to hydraulic oil
tank) tank)
2- Rotor 4- Swash Plate 6- Valve Plate 7- Output Shaft

3- Shoe 5- Plunger
T3-5-5
Parking Brake
The parking brake is a wet-type spring set hydraulic
released multi-disc brake. The brake is released when
the brake release pressure oil is routed to brake piston
chamber (a).
The parking brake is automatically applied unless the
travel function is operated.
Friction plates (2) and plates (3) are connected to rotor
(4) and housing (1) of the travel motor by a spline joint
respectively.
When brake is released When brake is applied

1. When the travel control lever is operated, pressure 1. When the travel control lever is returned to neutral,
oil from the main pump is routed to port AV or BV in counterbalance valve spool (8) in the travel brake
the travel motor through the control valve. valve is returned to neutral.
2. This pressure oil shifts counterbalance valve spool 2. As pressure oil routed to brake piston (5) is returned
(8) in the travel brake valve and is routed to brake to the drain circuit through orifice (6) in brake
piston (5) through the notch on counterbalance piston (5), brake piston (5) is returned by disc spring
valve spool (8). (7).
3. Consequently, as brake piston (5) is pushed, plates 3. Consequently, the spring force acts on friction
(3) and friction plates (2) become freed each other plate (2), which is engaged with the external
so that the brake is released. circumference of rotor (4), and on plate (3), which
is engaged with the inside of housing (1) of the
travel motor through brake piston (5). Therefore, the
external circumference of rotor (4) is secured with
friction force.
T3-5-6
When brake is applied: a 1

When brake is released:
2 2
3 3
7 a
7
6 5 5
BV AV 1
b
4
TDAA-03-05-005
AV- Port AV BV- Port BV a- Brake Piston Chamber b- To Brake Piston

(Pressure oil from main pump) (Pressure oil from main pump)
1- Housing 3- Plate 5- Brake Piston 7- Disc Spring

2- Friction Plate 4- Rotor 6- Orifice 8- Counterbalance Valve Spool
T3-5-7
Travel Brake Valve

The travel brake valve is located on the travel motor head
and consists of the following valves.
 Counterbalance Valve (2):

Counterbalance valve (2) ensures smooth start / stop
travel operation and prevents the machine from
running away when traveling on a down slope. In
addition, counterbalance valve (2) routes the travel
motor operating pressure oil in the high-pressure port
(AV or BV) to the parking brake.
 Check Valve (3):

Check valve (3) assists the counterbalance valve (2)
operation and prevents cavitation in the motor circuit.
 Overload Relief Valve (6):

Overload relief valve (6) prevents the occurrence of
overload and surge pressure in the motor circuit and
reduces shock loads developed when stopping travel
operation.
 Shuttle Valve (1):

Shuttle valve (1) routes the travel motor operating
pressure oil in high pressure port (AM or BM) to travel
motor displacement angle control valve (5).
 Travel Motor Displacement Angle Control Valve (5):

Travel motor displacement angle control valve (5)
delivers pressure oil routed by shuttle valve (1) for
piston operation to the piston through orifice (4) (for
slow / fast speed).
 Orifice (4) (for slow / fast speed):

Orifice (4) makes the travel mode control (displacement
angle control) smooth.
T3-5-8
A
1 2 3 1
Section A-A
T1V1-03-05-003
A
6 5 4
1- Shuttle Valve 3- Check Valve 5- Travel Motor Displacement 6- Overload Relief Valve
2- Counterbalance Valve 4- Orifice Angle Control Valve
T3-5-9
Counterbalance Valve
 While Traveling
1. When pressure oil from the control valve enters port
BV (8), pressure oil flows around the outer surface
of spool (9), unseats check valve BC (7), and flows
further to motor port BM (6).
2. On the other hand, returning oil from the travel
motor is routed to motor port AM (4). However, its
passage is blocked by check valve AC (3) and spool
(9).
3. When pressure in port BV (8) increases further,
pressure oil is routed to chamber B (10) through
orifice (f ) in spool (9) and moves spool (9) to the
right.
4. Consequently, returning oil from the travel motor
flows to port AV (1) through notch (h) on spool (9).
As pressure oil starts flowing at this stage, the travel
motor starts rotating.
5. When the travel control lever is returned to neutral,
spool (9) is returned to the original position by the
spring force and blocks the oil passage so that the
travel motor rotation is stopped.
 While Descending a Slope

1. When the machine descends a slope, the travel
motors are forcibly rotated by the machine self
weight like a pump.
2. If the travel motor draws oil, oil pressure in port BV
(8) and chamber B (10) decrease. Spool (9) moves to
the left so that returning oil from the travel motor is
reduced.
3. Therefore, oil pressure in motor port AM (4)
increases and functions the travel motor brake.
4. Once pressure oil is reduced, pressure in port BV (8)
increases again and moves spool (9) to the right.
By repeating this (hydraulic brake operation), the
machine is prevented from running away.
T3-5-10
When travel operation is neutral:

8 9 1 2
10
6 4
7 3
TDAA-03-05-003
5
During travel operation: 10 8 9 1 2
6 4
f
7 3
TDAA-03-05-002
1- Port AV 4- Motor Port AM 7- Check Valve BC 10- Chamber B

2- Chamber A 5- Overload Relief Valve 8- Port BV
3- Check Valve AC 6- Motor Port BM 9- Spool (Counterbalance Valve)
T3-5-11
Overload Relief Valve

When the circuit pressure increases over the set pressure,
the overload relief valve is opened and high pressure oil is
relieved to the low-pressure side, so that the travel motor
is protected from being overloaded.
In addition, overload relief valve relieves the shock loads
developed due to inertia force when stopping the travel
motor.
When the travel motor draws pressure oil like a pump,
check valve BC (10) is unseated (make-up operation) and
prevents the cavitation.
Operation (Relief Operation) Operation (Make-Up Operation)

1. Pressure oil in the travel circuit is routed to poppet 1. When the machine descends a slope, the travel
(5) through motor port BM (9) (or motor port AM motors are forcibly rotated by the machine self
(3)). weight like a pump.
2. Pressure oil flows to the spring (7) chamber through 2. When pressure in the port BV (1) (or port AV (2))
orifice (4) in poppet (5). circuit becomes lower than pressure in the motor
port BM (9) (or motor port AM (3)), check valve
3. Pressure oil flowing to the spring (7) chamber is
BC (10) (or check valve AC (11)) is opened, draws
routed to piston (6) through orifice (8) and moves
hydraulic oil, and compensates the lack of oil feed.
piston (6) upward.
4. As long as piston (6) keeps moving, a pressure
difference is developed between the front and
rear of poppet (5). When this pressure difference is
increased beyond the spring (7) force, poppet (5) is
opened and pressure oil flows to the hydraulic oil
tank. (Shockless Function)
5. When piston (6) reaches the stroke end, the
pressure difference between the front and rear of
poppet (5) disappears and poppet (5) is closed.
6. Under this condition, normal relief pressure is set.
7. When the pressure in the travel circuit increases
beyond the spring (7) force, poppet (5) is opened
and pressure oil at the relief set pressure flows to
8. As described above, relief operation in two-stages
prevents the travel motor from being overloaded
and reduces shocks developed in the circuit when
stopping the travel motor.
T3-5-12
Relief Operation (at Port BV Side):
1 2
10 11
9 3
4 4
5 5
6 6
7 7
8 8 TDAA-03-05-004
1- Port BV 4- Orifice 7- Spring 10- Check Valve BC

2- Port AV 5- Poppet 8- Orifice 11- Check Valve AC
3- Motor Port AM 6- Piston 9- Motor Port BM
T3-5-13
Travel Mode Control

The displacement angle of swash plate (10) is changed by
piston (11) movement in order to shift the travel mode.
 Slow Speed
1. When the travel mode switch is in the Slow position,
MC (main controller) does not send the signals
to solenoid valve unit (SI) so that pilot pressure
is not routed to pilot port (4) of the travel motor
displacement angle control valve (3). Spool (5) of
the travel motor displacement angle control valve
(3) is pushed upward by spring (6).
2. Therefore, as pressure oil in the high-pressure
side motor port AM (2) or BM (1) is not routed to
piston (11), the displacement angle is held to the
maximum.
Therefore, the stroke of plunger (9) is increased and
the travel motor rotates at slow speed.
T3-5-14
1, 2
3 5
8
9 10 11
TDAA-03-05-006
a- To Drain
1- Motor Port BM 4- Pilot Port 8- Orifice (for slow / fast speed)

2- Motor Port AM 5- Spool 9- Plunger
3- Travel Motor Displacement 6- Spring 10- Swash Plate
Angle Control Valve 7- Piston Control Shuttle Valve 11- Piston
T3-5-15
 Fast Speed
1. When the travel mode switch is set to the Fast
position, MC (main controller) sends the signals to
solenoid valve unit (SI) in response to travel loads.
(Refer to SYSTEM / Control system / Travel Motor
Displacement Angle Control.)
2. Pilot pressure is supplied from pilot port (4) of travel
motor displacement angle control valve (3) and
moves spool (5) downward.
3. Pressure oil in the high-pressure side motor port
AM (2) or BM (1) flows through the inner passage
of travel motor, shuttle valve (7), spool (5), and
orifice (8). Pressure oil flowing through orifice (8) is
gradually routed to piston (11).
4. Therefore, piston (11) pushes swash plate (10) so
that the displacement angle of swash plate (10) is
reduced. As the stroke of plunger (9) is reduced, the
travel motor rotates at fast speed.
T3-5-16
7
b
1, 2
3
5
8 9 10 11
TDAA-03-05-007
b- Pressure oil from motor port

AM (2) or BM (1)
1- Motor Port BM 4- Pilot Port 8- Orifice (for slow / fast speed)

2- Motor Port AM 5- Spool 9- Plunger
3- Travel Motor Displacement 6- Spring 10- Swash Plate
Angle Control Valve 7- Piston Control Shuttle Valve 11- Piston
T3-5-17
(Blank)
T3-5-18
Outline
The signal control valve is provided in the pilot circuit
between the pilot valve and the control valve, and
controls various signal pressure used to regulate the
pumps and valves.
The major components of signal control valve are the
shuttle valve, shockless valve, pump 1 flow rate control
valve, pump 2 flow rate control valve, pump 3 flow rate
control valve, flow combiner valve control spool, and
swing parking brake release spool.
Section A-A
A
A 1
6 3
a
5 4
TDAA-03-06-003 TDAA-03-06-004
a- Pilot Valve Side
1- Shockless Valve 4- Flow Combiner Valve Control 6- Pump 1 Flow Rate Control
2- Pump 3 Flow Rate Control Spool Valve
Valve 5- Swing Parking Brake Release
3- Pump 2 Flow Rate Control Spool
Valve
T3-6-1
Pilot Port
Pilot Valve Side
Port Name Connected to Remark
Port A Right Pilot Valve Boom Raise Pilot Pressure
Port B Right Pilot Valve Boom Lower Pilot Pressure
Port C Left Pilot Valve Arm Roll-Out Pilot Pressure
Port D Left Pilot Valve Arm Roll-In Pilot Pressure
Port E Left Pilot Valve Swing (Left) Pilot Pressure
Port F Left Pilot Valve Swing (Right) Pilot Pressure
Port G Right Pilot Valve Bucket Roll-In Pilot Pressure
Port H Right Pilot Valve Bucket Roll-Out Pilot Pressure
Port I Travel Pilot Valve Travel (Left Forward) Pilot Pressure
Port J Travel Pilot Valve Travel (Left Reverse) Pilot Pressure
Port K Travel Pilot Valve Travel (Right Forward) Pilot Pressure
Port L Travel Pilot Valve Travel (Right Reverse) Pilot Pressure
Port M Auxiliary 1 Pilot Valve Auxiliary 1 Open Pilot Pressure
Port N Auxiliary 1 Pilot Valve Auxiliary 1 Close Pilot Pressure
Port O Auxiliary 2 Pilot Valve Auxiliary 2 Open Pilot Pressure
Port P Auxiliary 2 Pilot Valve Auxiliary 2 Close Pilot Pressure
Port SA Pump 1 Regulator Pump 1 Control Pressure
Port SB Pump 2 Regulator Pump 2 Control Pressure
Port PI Pilot Shut-Off Solenoid Valve Primary Pilot Pressure
Port SH Swing Parking Brake Brake Release Pressure
Port DF Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port SR Control Valve (Boom Lower Circuit) Pump 1 Flow Rate Control Valve Control Pressure
Port SX Pump 3 Regulator Pump 3 Control Pressure
Port DR 5-Spool Solenoid Valve Unit Returning to Hydraulic Oil Tank
Machine with Auxiliary 2 Equipped

Port DR Pressure Sensor (Auxiliary 2) -
T3-6-2
Pilot Valve Side

C D
F A
M
E
SR N
B SX
SA
G
P
O
H
DR
PI
SH
SB
J
L DF I
TDAA-03-06-005
Control Valve Side

1 4
SM
3
14
5
13
6
SQ 2
7 16
8
15
S3
TR
9
10 SP
SN 11
SL
12
TDAA-03-06-010
T3-6-3
Control Valve Side

Port Name Connected to Remark
Port 1 Control Valve Boom Raise Pilot Pressure
Port 2 Control Valve Boom Lower Pilot Pressure
Port 3 Control Valve Arm Roll-Out Pilot Pressure
Port 4 Control Valve Arm Roll-In Pilot Pressure
Port 5 Control Valve Swing (Left) Pilot Pressure
Port 6 Control Valve Swing (Right) Pilot Pressure
Port 7 Control Valve Bucket Roll-In Pilot Pressure
Port 8 Control Valve Bucket Roll-Out Pilot Pressure
Port 9 Control Valve Travel (Left Forward) Pilot Pressure
Port 10 Control Valve Travel (Left Reverse) Pilot Pressure
Port 11 Control Valve Travel (Right Forward) Pilot Pressure
Port 12 Control Valve Travel (Right Reverse) Pilot Pressure
Port 13 Control Valve Auxiliary 1 Open Pilot Pressure
Port 14 Control Valve Auxiliary 1 Close Pilot Pressure
Port 15 Control Valve Auxiliary 2 Open Pilot Pressure
Port 16 Control Valve Auxiliary 2 Close Pilot Pressure
Port SQ Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port SM Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port SN - Plug
Port SP Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port SL Control Valve Flow Combiner Valve Control Pressure
Port S3 Pressure Sensor (Swing) -
Port TR Control Valve Auxiliary Flow Combiner Valve Control Pressure
Pressure Sensor (Travel) -
Machine with Attachment (Pulverizers 1 to 5 and Crushers 1 to 5) Equipped

Port SM Auxiliary Flow Combiner Control Solenoid Valve Auxiliary 1 Pilot Pressure
Pressure Sensor (Auxiliary 1) -
Port SN - Plug
Port SP Auxiliary Flow Combiner Control Solenoid Valve Pump 1 Control Pressure
Auxiliary Flow Combiner Valve and Bypass Shut-
Out Valve Control Pressure
T3-6-4
Pilot Valve Side

C D
F A
M
E
SR N
B SX
SA
G
P
O
H
DR
PI
SH
SB
J
L DF I
TDAA-03-06-005
Control Valve Side

1 4
SM
3
14
5
13
6
SQ 2
7 16
8
15
S3
TR
9
10 SP
SN 11
SL
12
TDAA-03-06-010
T3-6-5
(Blank)
T3-6-6
Shuttle Valve
The shuttle valve selects pilot pressure used to perform
each operation and routes pilot pressure to the
corresponding control valves and/or control spools.
The spools corresponding to each operation are as
follows:
Pump 1 Pump 2 Pump 3 Flow Combiner Swing Parking

Flow Rate Control Flow Rate Control Flow Rate Control Valve Control Brake Release
Valve Valve Valve Spool Spool
Boom Raise    - 
Boom Lower * - - - 
Arm Roll-Out   - - 
Arm Roll-In   - - 
Bucket Roll-In  - - - 
Bucket Roll-Out  - - - 
Swing (Right) - -  - 
Swing (Left) - -  - 
Travel (Right)  - -  -
Travel (Left) -  - - -
Auxiliary 1 **  - - 
Auxiliary 2 - -  - 
fNOTE: *: Boom lower pilot pressure is routed to the pump

1 flow rate control valve circuit in signal control valve
through the control valve.
fNOTE: **: As for the matche with attachment
(pulverizers 1 to 5 and crushers 1 to 5) equipped, the
pump 1 flow rate control valve is operated by pressure
from the auxiliary 1 pilot valve.
T3-6-7
3 4 5 6 7 8 9 10 11 12 13 14 15
a b c d e f g
h 16
2
17
18
19
i 20
n m 22 l k 21 j
TDAA-03-06-002
a- Travel (Left) g- Auxiliary 1 k- Swing Parking Brake Release n- Pump 1 Flow Rate Control
b- Travel (Right) h- Auxiliary 2 Spool Valve
c- Swing i- Auxiliary Flow Combiner l- Flow Combiner Valve Control
d- Arm Control Solenoid Valve Spool
e- Boom j- Pump 3 Flow Rate Control m- Pump 2 Flow Rate Control
f- Bucket Valve Valve
1- Boom, Arm, Bucket, Travel 8- Boom Raise, Arm 13- Boom Raise, Swing, Auxiliary 2 22- Boom Raise, Arm, Auxiliary 1
(Right), Auxiliary 1 9- Boom Raise, Arm, Travel (Left), 14- Bucket
2- Travel (Left) Auxiliary 1 15- Swing
3- Travel (Left), Travel (Right) 10- Boom Raise, Arm, Bucket 16- Auxiliary 1
4- Travel (Right) 11- Boom, Arm, Bucket, Swing, 17- Auxiliary 2
5- Boom, Arm, Bucket, Travel Auxiliary 1 18- Swing, Auxiliary 1
(Right) 12- Boom Raise, Arm, Bucket, 19- Swing, Auxiliary 2
6- Arm Swing, Auxiliary 1 20- Boom Raise, Swing, Auxiliary 2
7- Boom Raise, Arm, Bucket, 21- Boom, Arm, Bucket, Swing,
Travel (Right) Auxiliary 1, Auxiliary 2
T3-6-8
A B
A B
a b
TDAA-03-06-003 TDAA-03-06-011
Section A-A Section B-B
6 18 22 8 16
15 13
12
20 14
17
19
9
11
10 2
4 3
1 7 TDAA-03-06-008 21 5 TDAA-03-06-009
a- Pilot Valve Side b- Control Valve Side
1- Boom, Arm, Bucket, Travel 7- Boom Raise, Arm, Bucket, 12- Boom Raise, Arm, Bucket, 19- Swing, Auxiliary 2
(Right), Auxiliary 1 Travel (Right) Swing, Auxiliary 1 20- Boom Raise, Swing, Auxiliary 2
2- Travel (Left) 8- Boom Raise, Arm 13- Boom Raise, Swing, Auxiliary 2 21- Boom, Arm, Bucket, Swing,
3- Travel (Left), Travel (Right) 9- Boom Raise, Arm, Travel (Left), 14- Bucket Auxiliary 1, Auxiliary 2
4- Travel (Right) Auxiliary 1 15- Swing 22- Boom Raise, Arm, Auxiliary 1
5- Boom, Arm, Bucket, Travel 10- Boom Raise, Arm, Bucket 16- Auxiliary 1
(Right) 11- Boom, Arm, Bucket, Swing, 17- Auxiliary 2
6- Arm Auxiliary 1 18- Swing, Auxiliary 1
T3-6-9
Shockless Valve 1 2 3
The shockless valve is provided in the boom raise circuit

and functions during boom lowering operation or when
stopping boom raise operation.
During boom raise operation

1. Boom raise pilot pressure is routed to spool (1)
through port A (2). 5
2. Immediately after operation is started, low pilot 4 T1V1-03-06-003
pressure is routed to the spring B (3) chamber
through clearance C between spool (1) and housing
(7).In addition, pilot pressure is also routed to port 1
(4) through inner passage 2 (5) at the same time. 6 1 2 3
3. When pilot pressure increases, pressure in the
spring B (3) chamber also increases. Spool (1)
pushes spring A (6) and is moved to the left.
4. As spool (1) is moved, port A (2) is connected to port
1 (4) and pressure in the port 1 (4) increases, so that
the control valve spool is moved.
4 T1V1-03-06-002
1- Spool 4- Port 1
2- Port A 5- Inner Passage 2
3- Spring B 6- Spring A
T3-6-10
During boom raise operation:

6 1 2
C
5 3
4 T183-03-06-003
1 2
4 T183-03-06-004
Detail of Clearance C 7
1
T1V1-03-06-008
1- Spool 3- Spring B 5- Inner Passage 2 7- Housing

2- Port A 4- Port 1 6- Spring A
T3-6-11
During boom lower operation or when stopping 6 2 1 3

boom raise operation (shock reducing operation)
1. During boom lower operation or when stopping
boom raise operation, the returning oil from the
boom raise spool in control valve is routed to port 1
(4).
2. As spool (1) blocks the oil passage between port
8
1 (4) and port A (2), the returning oil cannot flow
5
directly to port A (2).
3. Port 1 (4) is connected to the spring A (6) side in 4 T1V1-03-06-004
spool (1) through inner passage 1 (8) and to oil
chamber (9) through inner passage 2 (5).
4. Pressure oil in oil chamber (9) flows from clearance 6 1 2 3
C between spool (1) and housing (7) and pressure
in oil chamber (9) decreases. Spool (1) is moved to
the right by the pressure routed to the spring A (6)
side. Therefore, clearance C between spool (1) and
housing (7) is closed, so that pressure oil is blocked.
5. When clearance C is closed, pressure in oil chamber 8
(9) increases and spool (1) is moved to the left.
Therefore, clearance C is opened again and pressure
oil flows to the port A (2) side.
4 T1V1-03-06-002
6. As the operations in step 4 to step 5 are repeated
and pressure oil is gradually returned to the port A
(2) side, the control valve spool is returned slowly. 1- Spool 5- Inner Passage 2
2- Port A 6- Spring A
7. Consequeltly, the shockless valve reduces the shock 3- Spring B 8- Inner Passage 1
during boom lower operation or when stopping 4- Port 1
boom raise operation.
T3-6-12
During boom lower operation or when stopping boom

raise operation (shock reducing operation)
6 8 1 3
2 C
5 9
4 T183-03-06-005
1 2
5 9
4 T183-03-06-004
Detail of Clearance C 7
1
T1V1-03-06-008
1- Spool 4- Port 1 7- Housing

2- Port A 5- Inner Passage 2 8- Inner Passage 1
3- Spring B 6- Spring A 9- Oil Chamber
T3-6-13
Pump 1 Flow Rate Control Valve, Pump 2

Flow Rate Control Valve, and Pump 3 Flow
Rate Control Valve
The pump flow rate control valve delivers pump control
pressure Pi to the pump regulator in response to pilot
pressure from the pilot valve.
1. Pilot pressure (5) from the pilot valve is routed to

the spring chamber A (3) side in the pump 1, pump
2, or pump 3 flow rate control valve after being
selected by shuttle valve (4) in the signal control
valve.
2. Spool (2) is moved to the left and primary pilot
pressure (6) is routed to port SA, port SB, or port SX.
3. Therefore, pressure in port SA, port SB, or port SX
increases.
4. In addition, pressure oil in port SA, port SB, or
port SX is also routed to the spring (1) chamber.
Therefore, spool (2) is moved back until the pressure
force in port SA, port SB, or port SX balances with
the pilot pressure routed to the chamber A (3) side
so that pressure in port SA, port SB, or port SX stops
increasing.
fNOTE: The pump 1 flow rate control valve is operated

when the boom (raise or lower), arm (roll-in or roll-
out), bucket (roll-in or roll-out), auxiliary 1 (machine
with the attachment (pulverizers 1 to 5, crushers 1 to 5)
equipped), and travel (right) functions are operated.
The pump 2 flow rate control valve is operated when the
boom (raise), arm (roll-in or roll-out), travel (left), and
auxiliary 1 functions are operated.
The pump 3 flow rate control valve is operated when
the boom (raise), swing (right or left), and auxiliary 2
functions are operated.
T3-6-14
a, b, c
e e T1V1-03-06-005
a- To Port SA c- To Port SX d- To Hydraulic Oil Tank e- From Pilot Valve

b- To Port SB
1- Spring 3- Chamber A 5- Pilot Pressure

2- Spool 4- Shuttle Valve 6- Primary Pilot Pressure
T3-6-15
Flow Combiner Valve Control Spool, Swing

Parking Brake Release Spool
1 a b 2
fNOTE: The two spools are identical in operational

principle.
 The flow combiner valve control spool is shifted by
travel (right) pilot pressure and supplies primary pilot
pressure to the flow combiner valve in control valve. T178-03-06-014
 The swing parking brake release spool is shifted by d c
the boom, arm, bucket, swing, auxiliary 1, or auxiliary
2 pilot pressure and supplies primary pilot pressure to
the swing motor.
a- To Hydraulic Oil Tank c- To Flow Combiner Valve
b- Primary Pilot Pressure d- Travel (Right) Pilot Pressure
1- Spool 2- Spring
1 a b 2
T178-03-06-014
f e
a- To Hydraulic Oil Tank e- To Swing Motor
b- Primary Pilot Pressure f- Boom, Arm, Bucket, Swing,
Auxiliary 1, Auxiliary 2
1- Spool 2- Spring
T3-6-16
Pilot Shut-Off Solenoid Valve

The pilot shut-off solenoid valve is a solenoid valve- Section Z-Z
operated switch valve.
Spool (1) in the pilot shut-off solenoid valve is shifted by
the pilot shut-off lever and turns ON/OFF pilot pressure
oil to the pilot valve and signal control valve.
T1 to T4
P
A1 to A4
T1V1-03-07-012
A1 P T1
A2 T2
A3
Z
T3
T4
A4
T1V1-03-07-011
P- Primary Pilot Pressure A3- Arm, Swing, Auxiliary 1, T1- Returning Oil from Travel Pilot T3- Returning Oil from Arm, Swing
A1- Travel Pilot Pressure Auxiliary 2 Pilot Pressure T2- Returning Oil from Boom, Pilot
A2- Boom, Bucket A4- Pilot Pressure to Signal Control Bucket, Auxiliary 1, Auxiliary 2 T4- Returning Oil to Hydraulic Oil
Pilot Pressure Valve (Port PI) Pilot Tank
1- Spool
T3-7-1
 Pilot Shut-Off Lever: LOCK Position Pilot Shut-Off Lever: LOCK Position
1. When the pilot shut-off lever is set to the LOCK
position, the pilot shut-off relay is turned OFF and
the pilot shut-off solenoid valve is turned OFF. (Refer
to SYSTEM / Electrical System.) T1 to T4
2. Pressure oil from the pilot pump is blocked by spool

(1) in the pilot shut-off solenoid valve.
3. Pressure oil in pilot valves (A1 to A3) and signal
control valve (A4) sides flow to the hydraulic oil P
tank.
A1 to A4
4. Therefore, even if the control/travel control lever is
operated, the pilot valve is not activated.
 Pilot Shut-Off Lever: UNLOCK Position

position, the pilot shut-off relay is turned ON and
1
the pilot shut-off solenoid valve is excited. (Refer to
SYSTEM / Electrical System.) T1J1-03-07-011
2. Therefore, Spool (1) in the pilot shut-off solenoid

valve is pushed down and the returning oil from the Pilot Shut-Off Lever: UNLOCK Position
pilot valve and signal control valve are blocked by
spool (1).
3. Pressure oil from the pilot pump flows to the pilot
valve and signal control valve. T1 to T4
4. Consequently, when the control/travel control lever

is operated, the pilot valve is activated.
P
A1 to A4
T1J1-03-07-001
P- Primary Pilot Pressure T1- Returning Oil from Travel

A1- Travel Pilot Pressure Pilot
A2- Boom, Bucket Pilot Pressure T2- Returning Oil from Boom,
A3- Arm, Swing, Auxiliary 1, Bucket, Auxiliary 1, Auxiliary 2
Auxiliary 2 Pilot Pressure Pilot
A4- Pilot Pressure to Signal T3- Returning Oil from Arm,
Control Valve (Port PI) Swing Pilot
T4- Returning Oil to Hydraulic Oil
Tank
1- Spool
T3-7-2
Solenoid Valve
The solenoid valve consists of the 5-spool solenoid valve SC SF SE SD SI
unit for pump and valve and the auxiliary control solenoid
valve unit (optional) for auxiliary flow rate.
5-Spool Solenoid Valve Unit

The 5-spool solenoid valve unit controls the control
valve and the valve in travel motor according to the
signal from MC (main controller). (Refer to SYSTEM /
Control System.)
The 5-spool solenoid valve unit consists of proportional
solenoid valves (SC, SF, SE, SD, and SI). TDAA-03-07-001
SC : Controls the arm regenerative valve in control

valve
SF : Controls the digging regenerative valve in control
valve
SE : Controls the arm 1 flow rate control valve (switch
valve) in control valve.
SD : Controls the arm 2 flow rate control valve (switch
valve) in control valve.
SI : Increases pressure of the main relief valve in
control valve and controls the travel motor
displacement angle control valve.
T3-7-3
Auxiliary Control Solenoid Valve Unit (Optional)

The auxiliary control solenoid valve unit consists of
1 2
auxiliary flow combiner control solenoid valve (1) and
auxiliary flow rate control solenoid valve (2).
Auxiliary flow combiner control solenoid valve (1) is
an ON/OFF solenoid valve. When the attachment is
selected by using the monitor, auxiliary flow combiner
control solenoid valve (1) is turned ON and shifts the
auxiliary flow combiner valve in control valve.
Auxiliary flow rate control solenoid valve (2) is a
proportional solenoid valve. The auxiliary flow rate
control valve (switch valve) in control valve is shifted by
the signal from MC (main controller).
TDAA-03-07-012
1- Auxiliary Flow Combiner 2- Auxiliary Flow Rate Control

Control Solenoid Valve Solenoid Valve
T3-7-4
Proportional Solenoid Valve
The proportional solenoid valve is controlled by an

electric current signal from MC (main controller) and
outputs pressure in proportional to the electric current.
 When in neutral  When excited

1. Spring (2) pushes spool (1) to the right and output 1. Solenoid (3) pushes spool (1) to the left in
port S is connected to tank port T. proportion to the current value flowing through
solenoid (3).
2. Pilot pressure oil from port P flows to output port S
and pressure at output port S increases.
3. This pressure at output port S is routed to stepped
part a of spool (1). Spool (1) is pushed to the right
due to difference in the pressure receiving area
between stepped part a.
4. When pressure at output port S increases and the
force to push spool (1) to the right overcomes
the force to push spool (1) to the left by solenoid
(3), spool (1) is moved back to the right and the
passage between output port S and port P is
closed. Therefore, pressure at output port S stops
increasing.
T S P 1 2 3
TDAA-03-07-013
1- Spool 2- Spring 3- Solenoid
T3-7-5
ON/OFF Solenoid Valve
The ON/OFF solenoid valve shifts the brake switch and

each control switch in order to shift pilot pressure.
 In Neutral
Spool (1) is pushed to the right by spring (2).
Output port S is connected to tank port T.
 In Operation
As solenoid (3) is excited, spool (1) is pushed to the left.
Pilot port P is connected to output port S and tank port
T is blocked.
1 2 3
S P
T TDAA-03-07-014
1- Spool 2- Spring 3- Solenoid
T3-7-6
(Blank)
T3-7-7
Hose Rupture Valve

The hose rupture valve is installed to boom cylinder
(bottom side circuit), arm cylinder (rod side circuit), and
positioning cylinder (2-piece boom) (rod side circuit).
When the hose of front attachment is damaged, the hose
rupture valve holds the front attachment and prevents
the front attachment from falling.
fNOTE: The hose rupture valve in boom cylinder is X X

explained here.
Y Y
 Control Lever in Neutral TDAA-03-07-011
1. As pilot pressure Pi is not routed to spool (2), spool
(2) is pushed to the right by the spring (10) force.
2. One holding pressure of cylinder at port B is routed
to poppet (6) and the other is routed to spool (2) 5 8 4
through passage E (8).
3. Holding pressure of cylinder through passage E (8)
is blocked by spool (2).
In addition, even if pressure oil in the spring (5)
chamber is also routed to spool (2) through passage
C (4), pressure oil is blocked by spool (2) and does b
not flow to passage D (9). 6
4. Therefore, poppet (6) is pushed downward by the

Pi
force (pressure of the spring (5) chamber + spring
(5) force).
B
5. Consequently, as holding pressure of cylinder at
port B is blocked completely, the front attachment
A 10 9 2
is held and prevented from falling when the hose of
front attachment is damaged.
a
TDAA-03-07-005
A- Port A a- To Control Valve Spool (To

B- Port B Front Attachment Hose)
b- External Load
2- Spool 8- Passage E
4- Passage C 9- Passage D
5- Spring 10- Spring
6- Poppet
T3-7-8
Section X-X
1
10 11 2
Pi
8
A
1 4
Section Y-Y 5 6 7
A
TDAA-03-07-006
A- Port A B- Port B
1- Relief Valve 4- Passage C 7- Orifice 10- Spring

2- Spool 5- Spring 8- Passage E 11- Orifice
3- Piston 6- Poppet 9- Passage D
T3-7-9
 During Boom Lower Operation

(Control Lever Stroke: Less than Half-Stroke)
1. When the boom is lowered, pilot pressure Pi is
routed to piston (3).
2. When the boom lower control lever is less than half-
stroke, piston (3) pushes in spool (2) to the position
where passage E (8) is opened.
3. Pressure oil in the spring (5) chamber is blocked by
spool (2) and poppet (6) is pushed downward. X X
4. Pressure oil from port B flows to the spool in

control valve through passage E (8), orifice (11), and Y Y
passage D (9), and lowers the boom. TDAA-03-07-011
5. In addition, as pressure oil flow rate flowing to the
spool in control valve is reduced by orifice (11), the
boom can be lowered slowly even if the hose of
front attachment is damaged.
5 8 4
11
Pi
A 10 9 2 3
a
TDAA-03-07-007
A- Port A a- To Control Valve Spool

B- Port B
2- Spool 8- Passage E
3- Piston 9- Passage D
4- Passage C 10- Spring
5- Spring 11- Orifice
6- Poppet
T3-7-10
Section X-X
1
10 11 2
Pi
A
a
3
Section Y-Y 4 5 6 7
A
TDAA-03-07-008
A- Port A B- Port B a- To Control Valve Spool

3- Piston 6- Poppet 9- Passage D
T3-7-11
 During Boom Lower Operation

(Control Lever Stroke: More than Half-Stroke)
1. When the boom lower control lever is more than
half-stroke, piston (3) pushes in spool (2) to the
position where passage C (4) is connected to hole
(12) on spool (2).
2. Therefore, pressure oil in the spring (5) chamber
flows to passage D (9) through hole (12) on spool (2)
and spool (2).
X X
3. In addition, pressure in passage E (8) flows to
passage D (9) through orifice (11).
Y Y
4. As pressure difference arises between port B and TDAA-03-07-011
spring (5) chamber due to orifice (7) at this time,
poppet (6) is moved upward.
5. Consequently, returning oil from port B flows to the
spool in control valve through poppet (6) and port
5 8 4
A, and lowers the boom.
6. In addition, as pressure oil in port B flows to port A
directly, pressure oil flow rate flowing to the spool 6
in control valve increases and boom lowering speed 7
becomes fast.
11
Pi
A 10 9 2 3
a
TDAA-03-07-009
A- Port A a- To Control Valve Spool

B- Port B
2- Spool 7- Orifice
3- Piston 8- Passage E
4- Passage C 9- Passage D
5- Spring 10- Spring
6- Poppet 11- Orifice
T3-7-12
Section X-X
1
10 11 2
Pi
A
a 12 3
Section Y-Y 4 5 6 7
A
TDAA-03-07-010
A- Port A B- Port B a- To Control Valve Spool

3- Piston 6- Poppet 9- Passage D 12- Hole
T3-7-13
Pilot Relief Valve

Pilot relief valve (2) has pilot filter (3) incorporated.
Pilot relief valve (2) functions to regulate pilot pump 2
pressure routed to port P (1) to a constant pressure. 1
T178-03-07-001
1- Port P 3- Pilot Filter

2- Pilot Relief Valve
T3-7-14
Recirculation Valve (Option) A
Fuel prefilter (2) is equipped with recirculation valve (1).

Recirculation valve (1) circulates a part of warm fuel
returned from the engine without returning to the
fuel tank when fuel temperature is low. Therefore, fuel 1
temperature rises and the fuel filter is prevented from
clogging. When fuel temperature rises beyond the
specified value, it makes all fuel from the engine return to
the fuel tank and keeps fuel proper temperature. 2
TDAA-02-03-030
When fuel temperature is low When fuel temperature is high
b b
a 3 4 5 6 TDAA-02-03-028 a 3 4 5 6 TDAA-02-03-029
Section A-A Section A-A
a- From Engine b- To Fuel Tank c- To Fuel Prefilter
1- Recirculation Valve 3- Spring 5- Spool

2- Fuel Prefilter 4- Piston 6- Thermostat
T3-7-15
(Blank)
T3-7-16
Swing Bearing
The swing bearing supports the upperstructure on the
undercarriage and allows the upperstructure to swing
smoothly.
This bearing is a single row type ball bearing and consists
of outer race (1), inner race (3), ball (6), support (5), and
seals (2, 4).
Outer race (1) is bolted to the upperstructure. Inner race
(3) is bolted to the undercarriage. The internal gear of
inner race (3) meshes with the output shaft of the swing
reduction gear.
T135-03-02-001
1- Outer Race 3- Inner Race 5- Support

2- Seal 4- Seal 6- Ball
T3-8-1
Center Joint
The center joint is a 360° rotating joint. When the upper
structure swings, the center joint eliminates twisting
of the hoses and allows hydraulic oil to flow the travel
motors.
Spindle (1) and body (2) are secured to the upperstructure
and to the swing center of the undercarriage respectively.
Pressure oil flows to the right and left travel motors
through spindle (1) and each oil port of body (2).Seals (3)
prevent oil leaks between spindle (1) and body (2).
a b d b
d c a c
e f e
f
:g
:h
:e
T157-03-02-004
a Travel (Left Reverse) c- Travel (Right Reverse) e- for Travel Mode Control g- Forward
b- Travel (Right Forward) d- Travel (Left Forward) Pilot Pressure h- Reverse
f- Drain
1- Spindle 2- Body 3- Seal
T3-8-2
Track Adjuster (Front Idler Integrated Type)

The track adjuster located on the side frame consists of Detail A 5
front idler (4), spring (3), and adjuster cylinder (1).
Spring (3) absorbs the loads applied to the front idler (4)
part. Track sag is adjusted by adjuster cylinder (1).
 When grease is supplied through grease fitting (5),

grease fills chamber (a) in adjuster cylinder (1), pushes
piston rod (2), and reduces track sag.
TDAA-03-08-002
1 2 A
a 3 TDAA-03-08-001
4
1- Adjuster Cylinder 3- Spring 5- Grease Fitting

2- Piston Rod 4- Front Idler
T3-8-3
(Blank)
T3-8-4
MEMO
MEMO
SECTION 6
HYBRID SYSTEM
CONTENTS
Group 1 General
Outline..................................................................................... T6-1-1
Hybrid System....................................................................... T6-1-4
Electric Component ........................................................... T6-1-8
Main Component................................................................. T6-2-1
Electrical System (Overview)........................................... T6-2-2
Electrical System (Rear Tray)............................................. T6-2-3
Assist Alternator Motor...................................................... T6-2-4
Swing Device......................................................................... T6-2-5
Swing Control Solenoid Valve Unit................................ T6-2-6
Swing Pilot Pressure Control Solenoid Valve Unit.... T6-2-6
Parts Related with Hybrid................................................. T6-3-1
Cooling System for Hybrid System................................ T6-3-3
Group 4 Control of Hybrid System
Outline..................................................................................... T6-4-1
Start-Up Control................................................................... T6-4-4
Hydraulic-Electric Complex Swing Control................ T6-4-8
Hydraulic Independent Swing Control......................T6-4-16
Energy Management Control........................................T6-4-18
Stop Control.........................................................................T6-4-20
Fault Processing Control..................................................T6-4-22
Swing Parking Brake.........................................................T6-4-24
Cooling System for Hybrid System . ...........................T6-4-26
Electric Power Circuit (Key Switch: OFF)....................T6-4-30
Starting Circuit (Key Switch: START)............................T6-4-32
Group 5 Component Operation
Assist Alternator Motor...................................................... T6-5-1
Swing Device......................................................................... T6-5-3
Swing Reduction Gear....................................................... T6-5-4
Swing Hydraulic Motor...................................................... T6-5-5
Swing Parking Brake........................................................... T6-5-6
Valve Unit................................................................................ T6-5-8
Swing Low-Pressure Relief Valve Unit.........................T6-5-20
Swing Electric Motor.........................................................T6-5-22
Swing Pilot Pressure Control Solenoid Valve
Unit....................................................................................T6-5-24
Swing Control Solenoid Valve Unit..............................T6-5-26
HCU.........................................................................................T6-5-28
PCU..........................................................................................T6-5-44
Capacitor Unit.....................................................................T6-5-63
DCFT-6-1
(Blank)
DCFT-6-2
Group 1 General
Outline
The feature of hybrid system on this machine is that
both hydraulic motor and electric motor are used during
swing operation. The swing electric motor is equipped
between swing hydraulic motor and swing reduction
gear. The swing electric motor regenerates kinetic energy
during swing speed slowdown operation and stores
it in the capacitor. The stored energy is used during
swing acceleration operation in order to reduce fuel
consumption.
T6-1-1
Group 1 General
As for this machine, the hybrid system is added to the

system of the standard hydraulic excavator. The following
four are additional.
Additional Hydraulic Circuit (8)

HCU (10) (Controller for Hybrid System)
Electric Component (19)
Cooling System (18) for Hybrid System
f NOTE: In case the hybrid system is abnormal, the

machine can be operated by using only system of the
standard hydraulic excavator.
T6-1-2
Group 1 General
1 2
3 5 6
19 9
20
11 10
12 13 14
17 15
18
16
TDCF-06-01-022
1- Standard Hydraulic Excavator 6- Hydraulic System 11- Assist Alternator Motor 16- Reserve Tank
2- Drive Shaft 7- Swing Hydraulic Motor 12- Capacitor Unit 17- Water Cooling Pump
3- Engine 8- Additional Hydraulic Circuit 13- PCU 18- Cooling System
4- MC 9- Drive Shaft 14- Swing Electric Motor 19- Electric Component
5- Hydraulic Pump 10- HCU 15- Radiator 20- Drive Shaft
T6-1-3
Group 1 General
Hybrid System
Outline
As for this machine, the following components for The overall system layout of hybrid system on this
hybrid are added to the system of the standard machine is shown except for the cooling system. Basically,
hydraulic excavator. HCU (40) controls all components. That is, HCU (40)
controls the electric components and the solenoid valve
 HCU (Controller for Hybrid System) (40) unit for hybrid system according to operating conditions
inputted from the swing pilot valve and pressure sensors.
 Additional Hydraulic Circuit PCU (39) controls electric motors (12, 16) and the power
 Swing Pilot Pressure Control Solenoid Valve Unit (44) circuit. PCU (39) is a power control unit, which activates
 Swing Control Solenoid Valve Unit (2) electric motors (12, 16) according to the signals from
 Swing Low-Pressure Relief Valve Unit (5) (additionally HCU (40). Capacitor unit (38) has the electric double layer
installed to the swing motor) capacitor built-in and is a device which stores the energy.
 Swing Pilot Pressure Sensor (45) HCU (40) receives information on charged capacity in
 Swing Main Pressure Sensor (8) the capacitor from PCU (39).HCU (40) sends the signals
according to the information to PCU (39), activates
 Electric Component electric motors (12, 16), and controls charged capacity in
 PCU (Power Control Unit) (39) the capacitor.
 Capacitor Unit (38)
 Swing Electric Motor (12) (additionally installed to
the swing device)
 Assist Alternator Motor (16) (additionally installed to
the pump device)
 Power Harness
 Cooling Device for Hybrid System

 Pump
 Radiator
 Reserve Tank
T6-1-4
Group 1 General
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36 37
16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-019
1- Swing Pilot Valve 11- Swing Parking Brake 22- Pump 3 Control Pressure 33- Key Switch
2- Swing Control Solenoid Valve 12- Swing Electric Motor Sensor 34- Pilot Shut-Off Switch
Unit 13- Angle Sensor 23- Pump 1 Control Pressure 35- Swing INV Gate OFF Relay
3- Swing Relief Pressure Control 14- Control Valve Sensor 36- CAN1
Solenoid Valve 15- Pilot Shut-Off Solenoid Valve 24- MC 37- CAN0
4- Swing Parking Brake Control 16- Assist Alternator Motor 25- ECM 38- Capacitor Unit
Valve 17- Pilot Pump 26- Engine 39- PCU
5- Swing Low-Pressure Relief 18- Pump 2 Delivery Pressure 27- Pump 1 and 2 Torque Control 40- HCU
Valve Unit Sensor Solenoid Valve 41- INV-CAN
6- Swing Low-Pressure Relief 19- Pump 3 Delivery Pressure 28- Pump 3 Torque Control 42- Signal Wire
Control Valve Sensor Solenoid Valve 43- Signal Wire
7- Swing Low-Pressure Relief 20- Pump 1 Delivery Pressure 29- Maximum Pump 2 Flow Rate 44- Swing Pilot Pressure Control
Valve Sensor Limit Control Solenoid Valve Solenoid Valve Unit
8- Swing Main Pressure Sensor 21- Pump 2 Control Pressure 30- Monitor 45- Swing Pilot Pressure Sensor
9- Swing Relief Valve Sensor 31- Monitor Controller
10- Swing Hydraulic Motor 32- MPDr.
T6-1-5
Group 1 General
Controller
The hybrid system has two controllers, HCU (a) and PCU
(b). The two controllers are connected with MC (8) and
monitor controller (10) through CAN1 (5) in the CAN
network for the accessories. Also special CAN network
INV-CAN (17) is equipped between HCU (a) and PCU
(b) to communicate the control signals. In addition, the
controller is built in capacitor unit (c) in order to control
condition and detect abnormality of the electric
double layer capacitor. The signal wire of this controller
is connected to PCU.
T6-1-6
Group 1 General
6 1 6 10
7
15
11
5
8 16
6
12 13 14
17
a b c
TDCF-06-01-018
6
a- HCU b- PCU c- Capacitor Unit
1- CAN0 8- MC 12- Wiper / Light Controller 16- Information Control Unit

5- CAN1 9- Communication Controller 13- Radio Controller 17- INV-CAN
6- Termination Resistor (120 Ω) 10- Monitor Controller 14- Air Conditioner Controller
7- ECM 11- MPDr. 15- Monitor Control Unit
T6-1-7
Group 1 General
Electric Component
Outline
The electric component of hybrid system on this
machine consists of two electric motors (swing electric
motor (6), assist alternator motor (1)), PCU (4), and
capacitor unit (2).
Each unit is connected by power harness (5) (orange).
T6-1-8
Group 1 General
1
7
TDCF-06-01-019
5 3 4
1- Assist Alternator Motor 3- Ground Wire 5- Power Harness 7- Connector

2- Capacitor Unit 4- PCU 6- Swing Electric Motor
T6-1-9
Group 1 General
Power Electrical Circuit for Electric Components

Power electrical circuit for electric components which
high voltage current flows is shown as illustrated.
High voltage up to DC 180 V is applied to power
harness (5) between PCU (2) and capacitor unit (1)
when operating this machine. High voltage up to AC
200 V is applied to power harness (6) between swing
electric motor (4) and PCU (2) and power harness (7)
between assist alternator motor (3) and PCU (2).
5 6
1 2
TDCF-06-01-023
7
1- Capacitor Unit 3- Swing Electric Motor 5- Power Harness 7- Power Harness

2- PCU 4- Assist Alternator Motor 6- Power Harness
T6-1-10
Group 1 General
(Blank)
T6-1-11
Group 1 General
Monitor Icon
The relationship between hybrid system and monitor icon
is as follows.
Hybrid icon is on. A
 Hybrid system start has completed. (11)
 Hybrid system is normal. (13)
 Standard state (14)
 Hybrid components are protected. (19)
 Hydraulic independent swing control is held by
MPDr. (10)
Hybrid icon is off. B

 Key switch: OFF (1)
 Key: ON (3)
 Hybrid system is starting. (5)
 Warm up at low temperature (6)
 Initial charge (discharge) of capacitor (7) TDCF-06-01-025
C
 Hybrid system is abnormal. (21)
 Hybrid system stop has processed. (27) A- Hybrid Icon C- Indicator
B- Alarm Icon
Alarm icons (22, 23) are ON.
 They turn on when hybrid system is seriously
abnormal. (They do not turn on when hybrid system
is lightly abnormal. It can be operated during
hydraulic independent swing control.)
T6-1-12
Group 1 General
12
13
14
9 15 16
11
4 19
10
20 26
5 8 8
21 8
20 27
3 4 22 23 24
6
7 28
2
25 29
1
TDCF-06-01-024EN
1- Key: OFF 9- Hydraulic Independent Swing 15- Protection Start 26- Set the key OFF or stop the
2- Set the key to ON. Control 16- Protection Release engine.
3- Key: ON 10- Hydraulic independent swing 19- Hybrid components are 27- Hybrid system stop has
4- Start the engine. control is set by MPDr. protected. processed.
5- Hybrid system is starting. 11- Hybrid system start has 20- Abnormality 28- PCU Stop Processing
6- Warm up at low temperature completed. 21- Hybrid system is abnormal. 29- Hybrid system stop has
7- Initial Charge (Discharge) of 12- Hydraulic-Electric Complex 22- Temperature Failure completed.
Capacitor Swing 23- Serious Electrical Fault
8- Hybrid icon is off. 13- Hybrid system is normal. 24- Light Failure
14- Standard State 25- Set the key to OFF.
T6-1-13
Group 1 General
(Blank)
T6-1-14
Main Component
3
4
7
6
5
TDCF-01-02-001
1- Swing Device (Swing Low- 2- Pump Device (Assist Alternator 4- Capacitor Unit 7- PCU (Power Control Unit)
Pressure Relief Valve, Swing Motor) 5- Radiator for Hybrid System
Electric Motor) 3- Water Cooling Pump for 6- Reserve Tank for Hybrid
Hybrid System System
T6-2-1
Electrical System (Overview)
1
4
TDCF-01-02-002
1- Battery 3- Assist Alternator Motor 4- Swing Control Solenoid Valve 5- Swing Pilot Pressure Control
2- Swing Electric Motor Unit Solenoid Valve Unit
T6-2-2
Electrical System (Rear Tray)
TDCF-01-02-003
1- HCU (Hybrid Control Unit) 2- Swing INV Gate OFF Relay

(Front Side)
T6-2-3
Assist Alternator Motor
TDCF-01-02-010
1- Pump Device 2- Assist Alternator Motor
T6-2-4
Swing Device
3
1
TDCF-01-02-011
1- Swing Low-Pressure Relief 2- Valve Unit 4- Swing Electric Motor 6- Swing Low-Pressure Relief
Valve Unit 3- Swing Hydraulic Motor 5- Swing Reduction Gear Valve
T6-2-5
Swing Control Solenoid Valve Unit Swing Pilot Pressure Control Solenoid Valve
Unit
1 2 3 4 5
TDCF-01-02-014 TDCF-01-02-015
1- Solenoid Valve (SA) 3- Hydraulic Selector Valve (SC) 4- Solenoid Valve (A2) 5- Solenoid Valve (A1)
2- Solenoid Valve (SB)
T6-2-6
Parts Related with Hybrid
Assist Alternator Motor Model EDM11

Method Permanent Magnet Synchronous Method
Range of Input Voltage AC: 200 V or less
Cooling Method Natural Air Cooling
Weight 17.5 kg
Swing Electric Motor Model EDM22
Method Permanent Magnet Synchronous Method
Range of Input Voltage AC: 200 V or less
Cooling Method Water Cooling
Weight 71.5 kg
PCU Overall Specification Model VFHK2
Control Power Source DC28.5 V
Cooling Method Water Cooling
Weight 32.5 kg
Inverter for Assist Control Method PWM Inverter
Alternator Motor Range of Input Voltage DC: 360 V or less
Inverter for Swing Control Method PWM Inverter
Electrical Motor Range of Input Voltage DC: 360 V or less
Boost Chopper Method Interactive Boost Chopper
Range of Input Voltage DC: 180 V or less
Range of Output Voltage DC: 360 V or less
T6-3-1
Capacitor Unit Model CAHK2

Method Electrical Double Layer
Maximum Voltage DC: 180 V
Weight 61 kg
Swing Low-Pressure Relief Model VBH-176
Valve Unit Low-Pressure Relief Set
25.5 MPa (260 kgf/cm2) at 189 L/min
Pressure
Weight 16.4 kg
Swing Pilot Pressure Control Model 2-Spool Proportional Solenoid Valve
Solenoid Valve Unit Rated Voltage DC: 24 V
Coil Resistance 22 Ω
Swing Control Solenoid Model 2-Spool Proportional Solenoid Valve + Selector Valve
Valve Unit Rated Voltage DC: 24 V
Coil Resistance 22 Ω
T6-3-2
Cooling System for Hybrid System
Water Cooling Pump Model PD

Pump Model Impeller Type
Delivery Flow Rate 10 L/min
Motor Rated Voltage 28.5 V
Radiator Weight 1.95 kg
Air-Tight Test Pressure 100 kPa (1.02 kgf/cm2)
Cap Opening Pressure 88 kPa (0.9 kgf/cm2)
T6-3-3
(Blank)
T6-3-4
Outline
HCU is used in order to control the hybrid system. The
signals from various sensors and switches are sent to HCU
and are processed in the logic circuit.
HCU sends the signal to PCU by using CAN
communication and controls the electric motors and
capacitor unit. In addition, HCU activates the swing
control solenoid valve unit and swing pilot pressure
control solenoid valve unit, and controls swing relief
pressure and swing spool stroke.
T6-4-1
The hybrid system performs the following controls.

Start-Up Control
Hydraulic-Electric Complex Swing Control
Hydraulic Independent Swing Control
Energy Management Control
Stop Control
Fault Processing Control
Swing Parking Brake Control
T6-4-2
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-019
T6-4-3
Start-Up Control
The start-up control starts HCU (40) and PCU (39) for
hybrid control.
 When the key switch is ON
 When the engine starts
When the key switch is ON

1. When the key switch is set to the ON position,
current from the battery flows to HCU (40) and PCU
(39), and turns them ON.
2. HCU (40) and PCU (39) starts CAN communication.
T6-4-4
Key Switch: ON
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-100
T6-4-5
When the engine starts

1. Set key switch (33) to the START position and start
the engine.
2. ECM (25) sends the signals equivalent to the
engine (26) speed to MC (24) by using CAN0 (37)
communication when the engine starts.
3. MC (24) sends the signals equivalent to the
engine (26) speed to HCU (40) by using CAN1 (36)
communication.
4. HCU (40) recognizes that the engine has started and
start hydraulic independent swing control.
5. At the same time HCU (40) sends the signals that
the engine has started to PCU (39) by using CAN1
(36) communication.
6. PCU (39) starts generation control of assist
alternator motor (16) in order to do initial charge for
capacitor unit (38) .
7. PCU (39) stops generation of assist alternator motor
(16) when capacity charged in capacitor unit (38)
reaches the specified value.
8. At the same time PCU (39) sends the information
that initial charge has been completed to HCU (40)
by using CAN1 (36) communication.
9. HCU (40) shifts from hydraulic independent swing
control to hydraulic-electric complex swing control
according to the information that initial charge has
been completed from PCU (39).
10. HCU (40) sends the information that hydraulic-
electric complex swing control has started to
monitor controller (31) and displays the hybrid icon
on monitor (30).
T6-4-6
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-101
T6-4-7
Hydraulic-Electric Complex Swing Control

The hydraulic-electric complex swing control controls
swing combined operation of swing hydraulic motor (10)
and swing electric motor (12) when HCU (40) starts this
control.
 When swing operation starts
 When swing operation speed increases
 When swing operation speed is constant
 When swing operation speed decreases
 When swing operation stops
When swing operation starts

1. Swing pilot pressure is routed to control valve (14)
through swing pilot pressure control solenoid valve
unit (44) when operating pilot valve (1).
2. At the same time swing parking brake release spool
(9) in the signal control valve is shifted.
3. Pilot pressure from pilot pump (17) is routed to
the piston chamber of swing parking brake (11)
in swing hydraulic motor (10) through the signal
control valve. Then, swing parking brake (11) is
released.
4. HCU (40) activates swing relief pressure control
solenoid valve (3) for the control when swing
operation speed decreases, and shifts swing low-
pressure relief control valve (6).The swing circuit
changes in order to operate swing low-pressure
relief valve (7).
T6-4-8
When swing operation starts
1 2 3 4 5 6 7
14
45
8
9
a
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-102
a- Swing Parking Brake Release

Spool in Signal Control Valve
T6-4-9
When swing operation speed increases

Fuel consumption is reduced by assisting swing
hydraulic motor (10) with swing electric motor (12) and
controlling delivery flow rate of pumps 1, 2, and 3.
1. HCU (40) recognizes swing torque which is required

by the operator according to the signals from swing
pilot pressure sensor (45). HCU (40) recognizes
actual swing torque and actual speed of swing
electric motor (12) according to the signals from
swing main pressure sensor (8) and angle sensor
(13) through PCU (39).
2. HCU (40) calculates driving torque required for
swing electric motor (12) from request swing
torque, actual swing torque, and actual speed. HCU
(40) sends the result to PCU (39) by using INV-CAN
(41) communication.
3. PCU (39) activates swing electric motor (12)
according to the information on driving torque from
HCU (40).
4. At the same time HCU (40) calculates reduced pump
delivery flow rate output and sends the information
on it to MC (24) by using CAN1 (36) communication.
5. MC (24) activates pump 1 and 2 torque control
solenoid valve (27) and pump 3 torque control
solenoid valve (28) according to the information
from HCU (40), and controls the pump delivery flow
rate.
When swing operation speed is constant

After swing operation speed increases and becomes
constant, swing electric motor (12) continues to assist
swing hydraulic motor (10).
T6-4-10
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-103
T6-4-11
When swing operation speed decreases

Swing relief pressure is set at low pressure when swing
operation starts. Braking force is generated by using
swing electric motor (12) as a generator when swing
operation speed decreases. Electrical energy which
is generated by swing electric motor (12) is stored in
capacitor unit (6) and is used in order to reduce fuel
consumption.
1. Pilot pressure from swing pilot valve (1) decreases

and the upperstructure swing speed starts
decreasing when a control lever is returned.
2. Swing relief pressure has been set at low pressure
by HCU (40) when swing operation starts.
3. HCU (40) recognizes the required swing torque by
the signals from swing pilot pressure sensor (45).
HCU (40) recognizes actual swing torque and actual
speed of swing electric motor (12) by the signals
from swing main pressure sensor (8) and angle
sensor (13) through PCU (39).
4. HCU (40) calculates the braking torque required
for swing electric motor (12) according to request
swing torque, actual swing torque, and actual
speed. HCU (40) sends the result to PCU (39) by
using INV-CAN (41) communication.
5. PCU (39) shifts the swing electric motor (12)
function from the motor to generator. Therefore
the braking force is generated. Electrical energy
which is generated by swing electric motor (12) as a
generator is stored in capacitor unit (6).
T6-4-12
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-104
T6-4-13
When swing operation stops

1. The upperstructure stops swinging when a control
lever is returned to neutral.
2. HCU (40) detects that swing operation stops by the
signals from angle sensor (13) through PCU(39).
3. HCU (40) deactivate swing relief pressure control
solenoid valve (3) and shift the swing relief pressure
control from swing low pressure relief valve (7) to
swing relief valve (9).
4. The swing parking brake release spool in signal
control valve is shifted, and the swing parking
brake (11) release pressure from pilot pump (17)
is blocked, the pilot pressure in the swing parking
brake is routed back to the hydraulic oil tank
through the orifice, and the swing parking brake is
applied.
T6-4-14
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-105
T6-4-15

The hydraulic independent swing control keeps
equivalent swing performance when hydraulic-electric
complex swing control is not available.
1. HCU (40) shifts hybrid control from the hydraulic-
electric complex swing control to the hydraulic
independent swing control when the following
conditions exist.
2. HCU (40) sends the signals that hydraulic-electric
complex independent swing control stops to PCU
(39) by using INV-CAN (41) communication.
3. PCU (39) stops swing electric motor (12).
4. Swing pilot pressure is routed to swing pilot
pressure control solenoid valve unit (44) when
operating pilot valve (1).
5. Swing pilot pressure sensor (45) converts the swing
pilot pressure into the electrical signal and sends it
to HCU (40).
6. HCU (40) activates swing pilot pressure control
solenoid valve unit (44) according to the control
characteristics which is set in advance.
7. Swing pilot pressure control solenoid valve unit (44)
decreases swing pilot pressure from swing pilot
valve (1) and supplies it to control valve (14). This
control can keep the swing performance equivalent
to the hydraulic-electric complex swing control
during the hydraulic independent swing control.
Condition:
 Hybrid system is starting.
 Hybrid system protect control is operating.
 Hybrid system is abnormal.
 Hydraulic independent swing control is selected.
T6-4-16
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-106
T6-4-17

The energy management control manages the state of
charge in the capacitor in order to recover and supply
energy for swing operation efficiently.
 Capacitor Charge Control
 Capacitor Discharge Control
1. When HCU (40) performs hydraulic-electric complex

swing control, PCU (39) checks the amount of
charge in capacitor unit (38) through the power
harness.
2. When the amount of charge in capacitor unit (38)
is beyond the specified value, HCU (40) sends the
signals that assist alternator motor (16) is activated
as a motor to PCU (39) by using INV-CAN (41)
communication.
3. PCU (39) activates assist alternator motor (16) as
a motor and decreases the amount of charge in
capacitor unit (38) to the specified value.
4. When the amount of charge in capacitor unit (38)
is below the specified value, HCU (40) sends the
signals that assist alternator motor (16) is activated
as a generator to PCU (39) by using INV-CAN (41)
communication.
5. PCU (39) activates assist alternator motor (16) as a
generator and increases the amount of charge in
capacitor unit (38) to the specified value.
T6-4-18
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-108
T6-4-19
Stop Control
 When the key switch is OFF
1. When the key switch is set to the OFF position, MC
(30), PCU (39), and HCU (40) starts stop processing.
2. Monitor controller (31) recognizes that HCU (40)
has started stop processing by the information
on HCU (40) state sending by using CAN1 (36)
communication. Then, monitor controller (31) turns
off the hybrid icon.
3. HCU (40) stops hybrid control (hydraulic-electric
complex swing control, hydraulic independent
swing control, and energy management control).
4. PCU (39) stops the control for swing electric motor
(12). PCU (39) discharges charge stored in PCU (39)
with assist alternator motor (16).
5. PCU (39) stops the control for assist alternator
motor (16) after discharging is completed. At the
same time, PCU (39) sends the information that
stop processing has been completed to HCU (40)
by using CAN1 (36) communication. Then, PCU (39)
shuts down.
6. HCU (40) shuts down by the information that stop
processing has been completed from PCU (39).
T6-4-20
Stop Control
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-109
T6-4-21
Fault Processing Control

HCU (40) forcibly stops the hybrid system when HCU
(40) or PCU (39) detects that the hybrid system is
abnormal. Therefore, the system is controlled by hydraulic
independent swing control.
When HCU (40) detects abnormality

1. HCU (40) shifts from hydraulic-electric complex
swing control to hydraulic independent swing
control.
2. HCU (40) sends the emergency stop signal to PCU
(39) by using signal wire (42).
3. PCU (39) stops swing electric motor (12) and assist
alternator motor (16), and disconnects each power
line.
When PCU (39) detects abnormality

1. PCU (39) stops swing electric motor (12) and assist
alternator motor (16), and disconnects each power
line when PCU (39) detects abnormality.
2. PCU (39) sends the error signal to HCU (40) by using
signal wire (42).
3. HCU (40) shifts from hydraulic-electric complex
swing control to hydraulic independent swing
control.
T6-4-22
1 2 3 4 5 6 7
14
45
8
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-110
T6-4-23
Swing Parking Brake

When the pilot shut-off lever is raised and key switch (33)
is OFF, time required for applying the swing parking brake
becomes shorter than time on the standard specification
machine.
1. When the front attachment or swing control lever is
operated, the swing parking brake release spool in
the signal control valve is shifted.
2. Pilot pressure from pilot pump (17) is routed to
the piston chamber of swing parking brake (11)
in swing hydraulic motor (10) through the signal
control valve. Therefore, swing parking brake (11) is
released.
3. Swing parking brake control valve (4) is pushed
rightward by pilot pressure and blocks the passage
from swing parking brake (11).
4. When the pilot shut-off lever is raised and the key
switch is turned OFF, pilot shut-off solenoid valve
(15) is turned OFF and pilot pressure from pilot
pump (17) is blocked.
5. Swing parking brake control valve (4) is pushed
leftward by the spring as pilot pressure is blocked
by pilot shut-off solenoid valve (15).
6. As the passage from the piston chamber of swing
parking brake (11) is connected to the hydraulic
oil tank, pressure oil is returned to the hydraulic oil
tank without flowing through the orifice. Therefore,
time required for applying the swing parking
brake becomes shorter than time on the standard
specification machine.
T6-4-24
1 2 3 4 5 6 7
14
45 8
9
a
10
44
11
12
13
43 42 41 15
38 39 40
20 19 18
35
34 36
37 16
25 26
33
24
17
32 27 23 22 21
28
29
31 30 TDCF-06-04-111
a- From Signal Control Valve
T6-4-25
Cooling System for Hybrid System

Outline
In addition to the standard cooling system, the cooling
system for hybrid system is equipped to cool swing
electric motor (3), PCU (2), and capacitor unit (1).
The cooling system consists of water cooling pump (8),
radiator (7), reserve tank (5), and coolant temperature
sensor (4).
Coolant which is cooled by radiator (7) is supplied to
capacitor unit (1) by water cooling pump (8). Coolant
passing through the inside of capacitor unit (1) cools
it and is supplied to PCU (2). Coolant passing through
the inside of PCU (2) cools it and is supplied to swing
electric motor (3). Coolant passing through the inside
of swing electric motor (3) cools it and is returned to
radiator (7). Coolant temperature sensor (4) is equipped
between capacitor unit (1) and PCU (2), and monitors
temperature of the cooling system.
T6-4-26
3
1 2
6
4
5
15 8
12
16
10 9
14 13
11
TDCF-06-04-020
a- From Alternator
1- Capacitor Unit 5- Reserve Tank 9- ECM 13- CAN 0

2- PCU 6- Engine 10- MC 14- CAN 1
3- Swing Electric Motor 7- Radiator 11- DSZ 15- Pulse Signal
4- Coolant Temperature Sensor 8- Water Cooling Pump 12- HCU 16- ON/OFF Signal
T6-4-27
Operation
1. When the engine starts, ECM (9) sends the
information on engine speed to MC (10) by using
CAN0 (13) communication.
2. MC (10) sends the information of ECM (9) to HCU
(12) by using CAN1 (14) communication.
3. HCU (12) recognizes that engine (6) is started by the
information from MC (10). HCU (12) turns the ON/
OFF signal of water cooling pump (8) ON.
4. Water cooling pump (8) is started when ON/OFF
signal of HCU (12) is turned ON. Water cooling
pump (8) supplies coolant to capacitor unit (1), PCU
(2), and swing electric motor (3).
5. The pulse signal on rotation speed of water cooling
pump (8) is sent to HCU (12). HCU (12) recognizes
that water cooling pump (8) is operated.
6. HCU (12) recognizes the cooling system condition
by the signal of coolant temperature sensor (4).
7. When HCU (12) recognizes that water cooling pump
(8) is stopped while the engine runs, the signal on
cooling system error is sent to DSZ (11) by using
CAN1 (14) communication.
8. DSZ (11) displays the icon on hybrid error on the
monitor.
9. When the engine stops, power supply from the
alternator is stopped and water cooling pump (8) is
stopped.
T6-4-28
3
1 2
7
6
4
5
15 8
12
16
10 9
14 13
11
TDCF-06-04-150
a- From Alternator
1- Capacitor Unit 5- Reserve Tank 9- ECM 13- CAN 0

2- PCU 6- Engine 10- MC 14- CAN 1
3- Swing Electric Motor 7- Radiator 11- DSZ 15- Pulse Signal
4- Coolant Temperature Sensor 8- Water Cooling Pump 12- HCU 16- ON/OFF Signal
T6-4-29
Electric Power Circuit (Key Switch: OFF)

The following circuits are added for ZH 200.
Battery (1) Fusible Link Fuse Box (6) Terminal HCU (Power) (21)
(2) #10
Fuse Box (19) Terminal PCU (Power) (20)
#39
T6-4-30
3 4
2
1
6
8 19 9 10 20
19
39
20
7 9
8 21
10
11
12
13
14
15
16
17
18
TDCF-06-02-017
1- Battery 7- ECM Main Relay (Power) 13- Monitor Controller (Backup 18- Security Horn Relay (Power)
2- Fusible Link 8- Horn Relay (Power) Power) 19- Fuse Box (Attachment)
3- Glow Plug Relay (Power) 9- Option 14- Switch Panel 20- PCU (Power)
4- Load Dump Relay 10- MC (Power) 15- Cab Light 21- HCU (Power)
5- Key Switch 11- GSM (Power) 16- Radio (Backup Power)
6- Fuse Box 12- Wiper/Light Controller (Power) 17- Security Horn (Power)
T6-4-31
Starting Circuit (Key Switch: START)

Current from fuse #17 flows to HCU (17) and current from
fuse #38 flows to PCU (18) as the signals to inform that
key switch (7) is in ON or START position (6).
T6-4-32
8 9
7
6 10
11
4 5
2 B
8 17 12 13
S
C
B
3 S
38
17
18 14
15 16
TDCF-06-02-018
1- Battery 6- START Position 11- GSM 16- MC

2- Starter 7- Key Switch 12- Fuse Box 17- HCU
3- Starter Relay 1 8- Terminal M 13- Monitor Controller 18- PCU
4- Battery Relay 9- Terminal ST 14- ECM Main Relay
5- Starter Cut Relay 10- Key Switch ON Cut Relay 15- ECM
T6-4-33
(Blank)
T6-4-34
Assist Alternator Motor

Outline
Assist alternator motor (3) is installed to transmission Assist alternator motor (3) is a permanent magnet
(1) in the pump device. synchronous method-alternator motor.
The engine output power is transmitted to Assist alternator motor (3) is activated by the command
transmission (1) via coupling (2). After being from PCU in order to control charged capacity in the
distributed by the gear, the engine output power capacitor.
activates assist alternator motor (3).
TDCF-01-02-010
1- Transmission 2- Coupling 3- Assist Alternator Motor
T6-5-1
Structure of Assist Alternator Motor

Assist alternator motor consists of shaft (1), assist
alternator motor body (4), and terminal box (3).
1 2 3 4
TDCF-06-05-010
1- Shaft 2- Bracket 3- Terminal Box 4- Assist Alternator Motor Body
T6-5-2
Swing Device
The swing device consists of valve unit (1), swing Swing reduction gear (4) converts output from swing
hydraulic motor (2), swing electric motor (3), swing hydraulic motor (2) and swing electric motor (3) into
reduction gear (4), and low-pressure relief valve unit (5). slow large torque to rotate the shaft. Thereby, the
Valve unit (1) prevents the cavitation and the overload in upperstructure is rotated.
the swing circuit. Low-pressure relief valve unit (5) decreases output from
Swing hydraulic motor (2) is a swash plate type axial swing hydraulic motor (2) when swing electric motor (3) is
plunger motor (with built-in swing parking brake), which operated.
is driven by pressure oil from the pump, and the rotation In addition, the swing dampener valve is built in valve
is transmitted to swing reduction gear (4) via swing unit (1).
electric motor (3). The swing dampener valve reduces shock when the
Swing electric motor (3) outputs torque according to the swing brake is applied and also prevents aftershock.
command from PCU and assists swing hydraulic motor (2)
when swing operation speed increases and decreases.
2
5
TDCF-01-02-011
1- Valve Unit (with built-in Swing 2- Swing Hydraulic Motor 4- Swing Reduction Gear
Dampener Valve) 3- Swing Electric Motor 5- Low-Pressure Relief Valve Unit
T6-5-3
Swing Reduction Gear

The swing reduction gear is a two-stage planetary Shaft (6) is engaged with the internal gear of the swing
reduction gear. bearing fixed to the undercarriage in order to swing the
Ring gear (4) is attached to housing (11) and fixed to the upperstructure.
upperstructure.
Shaft (2) in swing electric motor (1) rotates first stage sun
gear (10), whose rotating torque is transmitted to second
stage sun gear (8) through first stage planetary gear (3)
and first stage carrier (9).
Second stage sun gear (8) rotates shaft (6) through
second stage planetary gear (5) and second stage carrier
(7).
2
10
1
9 3
8 4
7 5
11
TDCF-06-05-002
1- Swing Electric Motor 4- Ring Gear 7- Second Stage Carrier 10- First Stage Sun Gear
2- Shaft (Swing Electric Motor) 5- Second Stage Planetary Gear 8- Second Stage Sun Gear 11- Housing
3- First Stage Planetary Gear 6- Shaft 9- First Stage Carrier
T6-5-4
Swing Hydraulic Motor

The swing hydraulic motor consists of swash plate (9), When pressure oil is supplied from the pump, plunger (6)
rotor (12), plunger (6), valve plate (13), housing (11), and is pushed. As swash plate (9) is inclined, shoe (10) on the
swing parking brake (14) (spring (1), brake piston (2), end of plunger (6) slides along swash plate (9) and rotor
plates (3), friction plates (5), and swing parking brake (12) rotates.
selection valve (4)). The end of shaft (8) is connected to the shaft in the swing
Shaft (8) is connected to rotor (12) by a spline joint, and electric motor by a spline joint. Therefore, the rotation of
into plunger (6) is inserted into rotor (12). shaft (8) is transmitted to the swing reduction gear via the
swing electric motor.
13 2
3 14
12
4
11
5
10
6
9 8 15 TDCF-06-05-012
1- Spring 5- Friction Plate 10- Shoe 15- Drain Hole

2- Brake Piston 6- Plunger 11- Housing
3- Plate 7- Retainer 12- Rotor
4- Swing Parking Brake Selection 8- Shaft 13- Valve Plate
Valve 9- Swash Plate 14- Swing Parking Brake
T6-5-5
Swing Parking Brake

The parking brake is a wet-type spring set hydraulic
released multi-disc brake. When the brake release
pressure is routed to brake piston chamber (6), the brake
is released.
The brake release pressure is supplied from the pilot
pump only when either swing or front attachment is
operated.
In other cases (including engine stopping), the brake
release pressure returns to the hydraulic oil tank, so that
the brake is applied automatically by spring (1).
When brake is released When brake is applied

1. When the swing or front attachment control lever 1. When the swing or front attachment control lever
is operated, the swing parking brake release spool is returned to neutral, the swing parking brake
in the signal control valve is shifted. Therefore, pilot release spool in the signal control valve is returned
pressure from the pilot pump is supplied to port SH to neutral and pilot pressure to port SH (5) is not
(5). supplied.
2. Pilot pressure to port SH (5) opens check valve (4) 2. Therefore, check valve (4) is closed and the brake
and acts on brake piston chamber (6). release pressure is released to the swing hydraulic
motor housing through orifice (3).
3. Consequently, as brake piston (2) is pushed upward,
plate (8) and friction plate (7) are freed, so that the 3. Consequently, the spring (1) force acts on friction
brake is released. plates (7) engaging on the outer surface of rotor (9)
and plates (8) engaging on the inner surface of the
motor housing via brake piston (2), and the rotor (9)
outer surface is secured by the friction force. When
the engine stops, the brake is applied automatically
as pressure is not supplied to port SH (5).
T6-5-6
2
9
3
10
4
8
5
7 TDCF-06-05-013
1- Spring 4- Check Valve 6- Brake Piston Chamber 9- Rotor

2- Brake Piston 5- Port SH (Brake Release 7- Friction Plate 10- Swing Parking Brake Selection
3- Orifice Pressure) 8- Plate Valve
T6-5-7
Valve Unit 2
1
Valve unit (7) consists of make-up valve (2), relief valve (3),
and swing dampener valve (6) (combination valve (5)).
Make-up valve (2) prevents cavitation in the circuit from
occurring. Relief valve (3) prevents surge pressure in the
circuit from occurring and protects the circuit from being 6
overloaded.
Make-Up Valve 3
During swing stopping operation, the swing hydraulic

motor is driven by inertial force of the upperstructure.
5
The swing hydraulic motor is turned forcibly in excess
of oil flow rate from the pump, so that cavitation occurs
in the motor.
In order to avoid this cavitation, when the swing circuit
pressure becomes lower than pressure in the return
circuit (port M (1)), poppet (8) opens, draws hydraulic
oil, and compensates the lack of oil feed.
4
TDAA-03-02-005
5
7 1
2 2
3
TDAA-03-02-006
1- Port M 3- Relief Valve 5- Combination Valve 7- Valve Unit

2- Make-Up Valve 4- Control Valve 6- Swing Dampener Valve
T6-5-8
2 7 8 2
TDAA-03-02-007
1- Port M 3- Relief Valve 7- Valve Unit

2- Make-Up Valve 4- Control Valve 8- Poppet
T6-5-9
Relief Valve
When starting or stopping swing operation, the swing
circuit pressure becomes high. The relief valve prevents
the circuit pressure from rising higher than the set
pressure.
 Low-Pressure Relief Operation (Shockless Function):  High-Pressure Relief Operation (Overload Prevention):
1. Pressure at port HP (swing circuit) is routed to oil 1. After piston (6) reaches the stroke end, spring (3) is
chamber C (9) through orifice (2) in poppet (1). compressed and the circuit pressure becomes the
normal relief set pressure.
2. Pressure oil in chamber C (9) flows to oil chamber A
(8) through passage A (4), and to oil chamber B (7) 2. When pressure at port HP increases beyond the
through passage B (5). spring (3) set pressure, poppet (1) is opened and
pressure oil flows to port LP.
3. As the pressure receiving area in oil chamber B (7)
is larger than that in oil chamber A (8), piston (6) 3. When pressure at port HP decreases to the specified
moves to the left. level, poppet (1) is closed by the spring (3) force.
4. As long as piston (6) keeps moving, a pressure
difference is developed between the front and rear
of poppet (1) due to orifice (2). When this pressure
difference is increased beyond the spring (3) force,
poppet (1) is opened and pressure oil flows to port
LP.
5. When piston (6) reaches the stroke end, the
pressure difference between the front and rear of
poppet (1) disappears and poppet (1) is closed.
1 2 3 4 5 6
HP
LP
9 8 7
T178-03-02-005
HP - Port HP (Swing Circuit) LP - Port LP (Return Circuit)
1- Poppet 4- Passage A 7- Oil Chamber B

2- Orifice 5- Passage B 8- Oil Chamber A
3- Spring 6- Piston 9- Oil Chamber C
T6-5-10
Swing Dampener Valve

Swing dampener valve (2) is built in valve unit (1).
Swing dampener valve (2) consists of two combination
valves (3). As swing dampener valve (2) relieves swing
brake pressure (aftershock pressure) with the control
lever returned to the circuit in opposite side (low-
pressure side), swing dampener valve (8) reduces the
shock when applying the swing brake and prevents the
aftershock.
TDCF-01-02-011
1- Valve Unit 2- Swing Dampener Valve 3- Combination Valve
T6-5-11
Operation
fNOTE: Swing (right) operation is explained here. Pressure at Port AM

 Output Curve: Between A and B (When relieving) P
1. When returning the control lever, the spool in
control valve (16) moves to the neutral position. As
swing hydraulic motor (8) rotates due to the inertia
force of machine, pressure in the circuit at port BM A B C D E
(return side) increases momentarily and operates
the swing relief valve.
T
2. Pressure oil from port BM is routed to combination T1V1-03-02-001
valve (A) (12) and combination valve B (13)
respectively.
P- Pressure T- Time
 Operation of Combination Valve A (12):

3. Pressure oil routed to combination valve A (12)
opens ball (2) through poppet (1) and flows to Pressure at Port BM
chamber N (10). P A B
C
4. When pressure in chamber N (10) is larger than
spring (4) force and spring (7) force (pressure in D a
E
chamber N > spring (4) force + spring (7) force),
piston (5) tries to move to the left. However, piston
(5) is blocked by plug (9) and cannot move.
b T
5. Plunger (3) and poppet (1) compress springs (4, 7)
and move to the right in union. T1V1-03-02-002
This state continues until pressure at port BM begins P- Pressure a- With Combination Valve
to decrease (output curve: between B and C). T- Time b- Without Combination Valve
 Operation of Combination Valve B (13):

6. Pressure oil routed to combination valve B (13) flows
to spring chamber (4) through the inner passage.
7. When pressure in spring (4) chamber is larger
than spring (4) force and spring (7) force (pressure
in spring (4) chamber > spring (4) force + spring
(7) force), plunger (3), piston (5), and poppet (1)
compress springs (4, 7) and move to the left in
union.
This state continues until pressure at port BM
decreases (output curve: between C and D).
T6-5-12
AM BM
9 10 6 7
12 5 4 3 2 11 1
3
1 14 2 4 5 13
15
7 6
16
T1V1-03-02-013
1- Poppet 7- Spring 11- Chamber M (Combination 15- Chamber N (Combination

2- Ball 8- Swing Hydraulic Motor Valve A) Valve B)
3- Plunger 9- Plug 12- Combination Valve A 16- Control Valve
4- Spring 10- Chamber N (Combination 13- Combination Valve B
5- Piston Valve A) 14- Chamber M (Combination
6- Orifice Valve B)
T6-5-13
 Output Curve: Between B and C (Pressure begins to

decrease)
When the swing hydraulic motor (8) rotation due to Pressure at Port AM
the inertia force of machine is reduced, pressure at port P
BM decreases. At this time, combination valve A (12)
functions as the following.
 Operation of Combination Valve A (12): A B C D E

1. When pressure at port BM decreases, pressure
routed to chamber N (10) also decreases.
T
2. When pressure in chamber N (10) becomes smaller T1V1-03-02-001
than the spring (4) force, the spring (4) force moves
plunger (3) to the left. P- Pressure T- Time
3. In addition, poppet (1) is also pushed to the left by
the spring (7) force at the same time.
4. As the pressure difference due to orifice (6) is Pressure at Port BM
caused at this time, pressure in chamber M (11)
increases. P A B
C
5. Therefore, poppet (1) moves to the left more slowly. D a
E
6. Consequently, a clearance between poppet (1) and
plunger (3) appears. Pressure oil from port BM flows
to port AM through the clearance between poppet
(1) and plunger (3). b T
7. As combination valve A (12) makes pressure oil T1V1-03-02-002
in port BM (high pressure) flow to port AM (low
pressure), pressure increase at the high-pressure P- Pressure a- With Combination Valve
side is controlled and aftershock pressure is T- Time b- Without Combination Valve
reduced.
This state continues until aftershock pressure at
port AM appears (output curve: between D and E).
f NOTE: Combination valve B (13) on the output curve

between B and C is kept operated as the output curve
between A and B. (Refer to T6-5-12.)
This state continues until pressure at port BM
decreases (output curve: between C and D).
T6-5-14
AM BM
9 10 6 7
12 5 4 3 2 11 1
1 14 2 3 4 5 13
15
7 6
16
T1V1-03-02-014

6- Orifice Valve B)
T6-5-15
 Output Curve: Between C and D (Pressure at port BM

decreases)
When the swing hydraulic motor (8) rotation is reduced Pressure at Port AM
more, pressure at port BM decreases more. At this time, P
combination valve B (13) functions as the following.
 Operation of Combination Valve B (13):

1. When pressure at port BM decreases more, pressure A B C D E
routed to the spring (4) chamber in combination
valve B (13) also decreases.
T
2. When pressure in the spring (4) chamber becomes T1V1-03-02-001
smaller than the spring (4) force, the spring (4) force
moves plunger (3) to the right. P- Pressure T- Time
3. In addition, poppet (1) is also pushed to the right by
the spring (7) force at the same time.
4. As the pressure difference due to orifice (6) is Pressure at Port BM
caused at this time, pressure in chamber M (14)
increases. P A B
C
5. Therefore, poppet (1) moves to the right more D a
slowly. E
6. Consequently, a clearance between poppet (1) and

plunger (3) appears. Pressure oil from port BM is
routed to poppet (1) and ball (2). b T
7. Therefore, ball (2) is pushed by poppet (1). Poppet T1V1-03-02-002
(1) and ball (2) compress spring (7) and move to the
left in union. P- Pressure a- With Combination Valve
T- Time b- Without Combination Valve
8. When aftershock pressure appears, pressure
is relieved promptly as combination valve (B)
functions like this.
This state continues until aftershock pressure at
port AM appears (output curve: between D and E).
f NOTE: Combination valve A (12) on the output curve

between C and D is kept operated as the output curve
between B and C. (Refer to T6-5-14.)
This state continues until aftershock pressure at port AM
appears (output curve: between D and E).
T6-5-16
AM BM
9 10 6 7
12 5 4 3 2 11 1
1 14 2 3 4 5 13
15
7 6
16
T1V1-03-02-015

6- Orifice Valve B)
T6-5-17
 Output Curve: Between D and E (During aftershock)

When swing hydraulic motor (8) stops rotating, aftershock
pressure appears at port AM and pressure at port AM Pressure at Port AM
increases. (Port AM: High Pressure, Port BM: Low Pressure) P
At this time, combination valve A (12) and combination
valve B (13) function as the following.
 Operation of Combination Valve A (12): A B C D E

1. Pressure oil from port AM is routed to ball (2) and
poppet (1) through the inner passage.
T
2. Therefore, ball (2) and poppet (1) move to the right. T1V1-03-02-001
 Operation of Combination Valve B (13): P- Pressure T- Time

1. Pressure oil from port AM opens ball (2) through
poppet (1) and flows to port BM.
2. As combination valve B (13) makes pressure oil Pressure at Port BM
from port AM (high pressure) flow to port BM (low
pressure), pressure increase at high-pressure side is P A B
C
controlled and aftershock pressure is reduced.
D a
E
Combination valve A (12) and combination valve B (13)
repeat these procedures on the output curve between B
and E, and prevent aftershock of the machine.
b T
In addition, when pressures at ports AM and BM decrease
completely, the combination valve stops functioning. T1V1-03-02-002
P- Pressure a- With Combination Valve

T- Time b- Without Combination Valve
T6-5-18
AM BM
12 2 1
1 2 13
16
T1V1-03-02-016
1- Poppet 8- Swing Hydraulic Motor 13- Combination Valve B 16- Control Valve
2- Ball 12- Combination Valve A
T6-5-19
Swing Low-Pressure Relief Valve Unit 7
Outline
Swing low-pressure relief valve unit (1) consists of
make-up valve (2), swing low-pressure relief valve (3),
and swing low-pressure relief control valve (4).
Make-up valve (2) prevents cavitation in the circuit 6 2
from occurring. Swing low-pressure relief valve (3)
prevents pressure in the swing circuit from exceeding
the set pressure (decreasing below relief set pressure of
the valve unit) due to operation of swing low-pressure
1
relief control valve (4).
Operation
Pressure in the swing circuit is blocked by swing low-
pressure relief control valve (4) when the command
3
pressure is not routed to swing low-pressure relief
control valve (4). Then, low-pressure relief valve (3) is
not activated.
When the command pressure from swing control 4
solenoid valve unit is routed to swing low-pressure
relief control valve (4), pressure in the swing circuit is
routed to swing low-pressure relief valve (3).Therefore,
pressure in the swing circuit is prevented from 5
exceeding the set pressure of swing low-pressure relief
valve (3).
TDCF-06-05-003
4
4
2
2
3
3 TDCF-06-05-004
1- Swing Low-Pressure Relief 3- Swing Low-Pressure Relief 4- Swing Low-Pressure Relief 6- Valve Unit
Valve Unit Control Valve Control Valve 7- Swing Hydraulic Motor
2- Make-Up Valve 5- Control Valve
T6-5-20
8 8
4 4
3 3
TDCF-06-05-005
2 9 9 2
TDCF-06-05-006
Section A
1- Swing Low-Pressure Relief 3- Swing Low-Pressure Relief 4- Swing Low-Pressure Relief 9- Poppet
Valve Unit Valve Control Valve
2- Make-Up Valve 8- Spool
T6-5-21
Swing Electric Motor

Outline
Swing electric motor (3) is installed between swing Swing electric motor (3) is a water-cooled type and
hydraulic motor (2) and swing reduction gear (4). permanent magnet synchronous method-alternator
The shaft in swing hydraulic motor (2) is connected to motor.
the shaft in swing electric motor (3) by a spline joint. Swing electric motor (3) outputs torque according to the
The output power of swing hydraulic motor (2) is command from PCU and assists swing hydraulic motor (2)
transmitted to swing reduction gear (4) via the shaft when swing operation speed increases and decreases.
in swing electric motor (3). Then, it activates swing
reduction gear (4).
2
5
TDCF-01-02-011
1- Valve Unit (with built-in Swing 2- Swing Hydraulic Motor 4- Swing Reduction Gear 5- Swing Low-Pressure Relief
Dampener Valve) 3- Swing Electric Motor Valve Unit
T6-5-22
Structure of Swing Electric Motor

The swing electric motor consists of shaft (3), swing The swing electric motor has the built-in sensor (resolver)
electric motor body (2), and terminal box (1). which detects the rotation angle of swing electric motor.
1 2
TDCF-06-05-011
1- Terminal Box 2- Swing Electric Motor Body 3- Shaft 4- Bracket
T6-5-23
Swing Pilot Pressure Control Solenoid Valve

Unit
The swing pilot pressure control solenoid valve unit Operation
consists of two proportional solenoid valves.
1. When in neutral, port P (5) is connected to output
Two proportional solenoid valves are for swing (left) pilot
port (4) through the notch on spool (3).
(b) and swing (right) pilot (a).
The swing pilot pressure control solenoid valve unit 2. When current flows to solenoid (7) from HCU,
adjusts swing pilot pressure supplied to the control valve solenoid (7) is excited and pushes piston (6).
according to the signals from HCU (Hybrid Control Unit).
3. As piston (6) pushes spool (3), output port (4) is
connected to port T (8) through the notch on spool
(3).
a b
4. Therefore, pressure at output port (4) begins to
decrease.
5. Diameter B is larger than diameter A as for the
notch of spool (3).
6. Therefore, when pressure at output port (4) begins
to decrease, spool (3) is move toward the right
because of the force as Fsol(9)+P1×B+S1>P1×A+S2.
7. When pressure at output port (4)
decreases and the following formula exists,
Fsol(9)+P1×B+S1=P1×A+S2, spool (3) is stopped.
8. Pressure at output port (4) is decided by the force of
solenoid (7).
TDCF-01-02-015
P1: Pressure at Output Port (4)
A, B: Pressure Receiving Area on Spool (3)
a- Proportional Solenoid Valve b- Proportional Solenoid Valve (Force pushing spool (3) to the right)
(A2) (A1) S2: Spring 2 (2) Force
(Force returning spool (3) to the left)
Fsol: Solenoid (7) Force
T6-5-24
Neutral state:
1 2 3
5 4
7 6
TDAA-03-01-001
Operating state: 2 A 3 B
1
4 8
7 6 9
TDAA-03-01-002
1- Spring 1 4- Output Port 7- Solenoid

2- Spring 2 5- Port P 8- Port T
3- Spool 6- Piston 9- Solenoid Force
T6-5-25
Swing Control Solenoid Valve Unit

The swing control solenoid valve unit consists of two Operation of Solenoid Valve
solenoid valves and selector valve.
1. When in neutral, port P (6) is disconnected from
Solenoid valve (SA) (a) is for swing (right) control and
output port (5) by spool (3). In addition, output port
solenoid valve (SB) (b) is for swing (left) control. Selector
(5) is connected to port T (4) through the notch on
valve (SC) (c) is swing parking brake control.
spool (3).
The swing control solenoid valve outputs the command
pressure to the selector valve in swing low-pressure relief 2. When current flows to solenoid (1) from HCU,
valve unit according to the signals from HCU (Hybrid solenoid (1) is excited and pushes piston (2).
Control Unit).
3. As piston (2) pushes spool (3), port P (6) is
The swing parking brake control valve is shifted by
connected to output port (5) through the notch on
pressure routed to port P in the swing control solenoid
spool (3).
valve unit. Then, it connects and disconnects the passage
between the brake chamber in swing parking brake and 4. In addition, output port (5) is disconnected from
hydraulic oil tank. port T (4) by spool (3).
5. Therefore, pressure at output port (5) is equal to
pressure at port P (6).
a b c
Operation of Selector Valve
1. When no pressure is routed to port P (5), spool (2)
is set in the left by the spring (1) force, and output
port (3) is connected to port T (4) through the notch
on spool (2).
2. When pressure is routed to port P (5), spool (2) is
move toward the right as diameter B is larger than
diameter A as for the notch of spool (2).
3. Therefore, output port (3) is disconnected from port
T (4) by spool (2).
TDCF-01-02-014
a- Solenoid Valve (SA) c- Selector Valve (SC)

b- Solenoid Valve (SB)
T6-5-26
Solenoid Valve:
1 2 3
5 4
6
TDCF-06-05-008
1- Solenoid 3- Spool 5- Output Port

2- Piston 4- Port T 6- Port P
Selector Valve:
1 A 2 B 3
5 4 TDCF-06-05-009
1- Spring 3- Output Port 5- Port P

2- Spool 4- Port T
T6-5-27
HCU
Outline
HCU (5) is a control unit which controls hybrid system
generally.
HCU (5) receives various information from PCU (1) and MC
(12) by using CAN communication. In addition, HCU (5)
receives information from sensors directly.
HCU (5) calculates based on information and performs the
followings.
 HCU (5) sends the signals to PCU (1) by using CAN
communication and controls the swing electric motor
and assist alternator motor.
 HCU (5) sends the signals to MC (12) by using CAN
communication and controls the main pump flow rate.
 HCU (5) activates the solenoid valve (swing low-
pressure relief control, pilot pressure control) and
controls the swing pilot pressure and swing main
pressure.
6
2 7
3
8
4
1 5 9
10
13
14 12 11
15
TDCF-06-05-017
1- PCU 5- HCU 8- Swing Pilot Pressure Sensor 13- Pump 1 and 2 Torque Control
2- Swing Electric Motor Angle 6- Swing Pilot Pressure Control 9- Swing Main Pressure Sensor Solenoid Valve
Sensor Solenoid Valve 10- CAN1 14- Pump 3 Torque Control
3- INV-CAN 7- Swing Relief Pressure Control 11- Monitor Controller Solenoid Valve
4- Signal Wire Solenoid Valve 12- MC 15- ECM
T6-5-28

INV-CAN (PCU)
READY Signal  System Emergency Stop
ERROR Signal  System Regular Stop
WARNING Signal  Insulation Check Selection
Swing Electric Motor Speed  Swing Electric Motor Control
Inverter Gate OFF
(Swing Electric Motor)
Assist Alternator Motor Control
Inverter Gate OFF
HCU (Assist Alternator Motor)
CAN1 (MC) 
Pump Torque Control
Pump 1 and 2 Torque Control
Pump 3 Torque Control
Sensor  Solenoid Valve
Swing (Right) Pilot Pressure  Swing (Right) Pilot Pressure Control
Swing (Left) Pilot Pressure  Swing (Left) Pilot Pressure Control
Swing (Right) Main Pressure  Swing (Right) Relief Pressure Control
Swing (Left) Main Pressure  Swing (Left) Relief Pressure Control
Water Cooling Pump Speed  Water Cooling Pump ON/OFF
Pilot Shut-Off Switch ON/OFF 
Key Switch ON/OFF 
Coolant Temperature 
T6-5-29
Operation
1. When the key switch is turned ON, HCU (5) starts.
2. HCU (5) initializes the built-in microcomputer,
diagnoses memory check, and starts CAN
communication.
3. HCU (5) receives the signal on engine speed from
MC (12) by using CAN1 (10) communication,
monitors the engine start, and sends the
information to PCU (1) by using CAN1 (10)
communication.
T6-5-30
2 7
3
8
4
1 5 9
10
13
14 12 11
15
TDCF-06-05-050
T6-5-31

1. When the key switch is set to the START position,
the engine starts. MC (12) sends the information
on engine speed to HCU (5) by using CAN1 (10)
communication.
2. HCU (5) recognizes that the engine has started and
starts hydraulic independent swing control. At the
same time HCU (5) sends the information that the
engine has started to PCU (1) by using CAN1 (10)
communication.
3. HCU (5) receives the information that the start
operation is complete from PCU (1) by using CAN1
(10) communication and starts hydraulic-electric
complex swing control.
4. HCU (5) sends the information that hydraulic-
electric complex swing control has started to
monitor controller (11) by using CAN1 (10)
communication and displays the hybrid icon on
monitor.
T6-5-32
2 7
3
8
4
1 5 9
10
13
14 12 11
15
TDCF-06-05-051
T6-5-33

1. When a swing control lever is operated, HCU (5)
receives the signals from swing pilot pressure
sensor (8) and swing main pressure sensor (9). HCU
(5) receives the swing torque that the operator
requires and the actual swing torque.
2. HCU (5) receives the information on swing electric
motor speed from swing electric motor angle
sensor (2) via PCU (1).
3. HCU (5) calculates the driving torque to be output
from the swing electric motor based on these
information and sends the driving torque signal to
PCU (1) by using INV-CAN (3) communication.
4. HCU (5) calculates reduced flow rate output from
the hydraulic pump and sends the signal to MC (12)
by using CAN1 (10) communication.
5. HCU (5) activates swing relief pressure control
solenoid valve (7) for the control when swing
operation speed decreases, and shifts the circuit in
order to operate the swing low-pressure relief valve.
T6-5-34
2 7
3
8
4
1 5 9
10
13
14 12 11
15
TDCF-06-05-052
T6-5-35

1. When a swing control lever is returned, HCU (5)
receives the signals from swing pilot pressure
sensor (8) and swing main pressure sensor (9). HCU
(5) receives the swing torque that the operator
requires and the actual swing torque.
motor speed from swing electric motor angle
sensor (2) via PCU (1).
3. HCU (5) calculates the braking torque required
for the swing electric motor based on these
information and sends the braking torque signal to
PCU (1) by using INV-CAN (3) communication.
T6-5-36
2 7
3
8
4
1 5 9
10
13
14 12 11
15
TDCF-06-05-053
T6-5-37

1. The upperstructure stops swinging when a swing
control lever is returned to neutral.
motor speed via PCU (1) by using INV-CAN (3)
communication and recognizes that swing electric
motor is stopped.
3. HCU (5) stops swing relief pressure control solenoid
valve (7) and shifts the control of swing relief valve
for the control of relief pressure in the swing circuit.
T6-5-38
2 7
3
8
4
1 5 9
10
13
14 12 11
15
TDCF-06-05-054
T6-5-39
When hydraulic independent swing control is

performed
1. HCU (5) shifts hybrid control from hydraulic-electric
complex swing control to hydraulic independent
swing control when the following conditions exist.
2. Swing pilot pressure sensor (8) converts swing pilot
pressure into the electrical signal and sends it to
HCU (5).
3. HCU (5) activates swing pilot pressure control
solenoid valve unit (6) according to the control
characteristics which is set in advance. Then,
HCU (5) decreases pilot pressure. This control can
keep swing performance equivalent to hydraulic-
electric complex swing control during hydraulic
independent swing control.
Condition:
 Hybrid system is starting.
 Hybrid system protect control is operated.
 Hybrid system is abnormal.
 Hydraulic independent swing control is selected.
T6-5-40
2 7
3
8
4
1 5 9
10
13
14 12 11
15
TDCF-06-05-055
T6-5-41
When the key switch is OFF

1. When the key switch is set to the OFF position, HCU
(5) starts stop processing.
2. HCU (5) sends the stop processing signal to monitor
controller (11) by using CAN1 (10) communication
and turns off the hybrid icon on monitor.
3. HCU (5) stops hybrid control.
4. HCU (5) receives the information that hybrid control
has stopped from PCU (1) by using CAN1 (10)
communication. Then, HCU (5) starts shut down
processing and shuts down the microcomputer.
T6-5-42
2 7
3
8
4
1 5 9
10
13
14 12 11
15
TDCF-06-05-056
T6-5-43
PCU
Outline
PCU (1) controls inverter (6) according to the command
from HCU (19), and controls the driving power and
braking power of swing electric motor (11). PCU (1)
activates assist alternator motor (10) as a generator or
motor according to capacity charged in capacitor unit
(21), and charges/discharges capacitor unit (21).
In addition, PCU (1) monitors itself. In case PCU (1)
malfunctions, it disconnects the corresponding power
lines and sends the information on abnormality to HCU
(19).
HCU (19) monitors the state of system. In case
abnormality occurs, HCU (19) request PCU (1) to stop
the control PCU (1) disconnects relevant power lines (9,
12, and 24).
T6-5-44
1 2 8 3 4 5 6 7 8 9 10
24
12 11
13
14
15
22 16
17
23 18
19
21 20
TDCF-06-05-014
1- PCU 9- High-Voltage Power 15- Thermistor Signal (Assist 22- Signal Wire (Capacitor Unit)
2- Control Board Connector (Assist Alternator Alternator Motor) 23- High Voltage (Capacitor Unit)
3- Reactor Motor) 16- Angle Sensor Signal 24- High-Voltage Power
4- Chopper 10- Assist Alternator Motor Thermistor Signal (Swing Connector (Capacitor Unit)
5- Smoothing Capacitor 11- Swing Electric Motor Electric Motor)
6- Inverter (Swing Electric Motor) 12- High-Voltage Power 17- Signal Wire (HCU)
7- Inverter (Assist Alternator Connector (Swing Electric 18- INV-CAN
Motor) Motor) 19- CAN1
8- Current Sensor 13- 24-Volt Control Connector 20- HCU
14- 24-Volt Power 21- Capacitor Unit
T6-5-45
(Blank)
T6-5-46
Structure:
Control Connector (13):

Control connector (13) connects the harness on which
the control signals are sent/received among HCU,
capacitor, swing electric motor, and assist alternator
motor, and the CAN signals are sent/received among
other controllers.
Power Connectors (9, 12, and 24):

Power connectors (9, 12, and 24) connect the power
harness on which the energy is sent/received between
capacitor and swing electric motor. Power connectors
(9, 12, and 24) connect the power harness to assist
alternator motor via the connector on the outgoing
line from PCU.
Cooling Port (25):

Cooling port (25) connects the hoses for coolant to
cool PCU.
Ground Terminal:
Ground terminal connects the ground line electrically
connected between the case of PCU and the body.
9
12 24
13
25 TDCF-06-05-016
9- Power Connector (Assist 12- Power Connector (Swing 24- Power Connector (Capacitor
Alternator Motor) Electric Motor) Unit)
13- Control Connector 25- Cooling Port
T6-5-47
Control Board (2):

Control board (2) is a microcomputer control board to
control PCU.
Inverters (6 and 7):

Inverters (6 and 7) convert direct current to alternating
current and activate the motors.
Inverters (6 and 7) are for swing electric motor and for
assist alternator motor.
Chopper (4):
Chopper (4) is used to control DC voltage.
Smoothing Capacitor (5):

Smoothing capacitor (5) keeps voltage at power line
(electric power line) constant.
Reactor (3):
Reactor (3) is used to control DC voltage with the
chopper.
T6-5-48
1 2 8 3 4 5 6 7 8 9
24
12
13
TDCF-06-05-021
1- PCU 7- Inverter (Assist Alternator 12- High-Voltage Power

2- Control Board Motor) Connector (Swing Electric
3- Reactor 8- Current Sensor Motor)
4- Chopper 9- High-Voltage Power 13- 24-Volt Control Connector
5- Smoothing Capacitor Connector (Assist Alternator 24- High-Voltage Power
6- Inverter (Swing Electric Motor) Motor) Connector (Capacitor Unit)
T6-5-49
Input/Output Signals: Output Signal: from PCU to HCU

[CAN Signal] 1. READY Signal
It is used for CAN communication among HCU and
2. ERROR Signal
other control units.
3. WARNING Signal
[Input/Output Signals to HCU]
It is a signal on the state of PCU to HCU.
They send control information and state information to
HCU. 4. Swing Electric Motor Speed Signal
Input Signal: from HCU to PCU
1. System Emergency Stop [Input/Output Signals to Capacitor]
2. System Regular Stop Input Signal:
3. Insulation Check Selection 1. Capacitor Warning 1
It is a command signal on the state of PCU from 2. Capacitor Warning 2
HCU. 3. Capacitor Warning 3
4. Inverter Gate OFF (Swing Electric Motor) 4. Capacitor Error
5. Inverter Gate OFF (Assist Alternator Motor) It is a signal on the state of capacitor to PCU.
It disconnects each motor from power lines (electric It displays the state of capacitor depending on
power line) and lets them free under no control. combination of signals.
5. Thermistor Signal
It is a signal on the temperature inside capacitor to
PCU.
Output Signal:
1. For Main Relay (P Side)
2. For Main Relay (N Side)
3. For Inrush Prevention
4. For Insulation Resistance Detection
It is a signal to control relays.
T6-5-50
[Input Signal from Swing Electric Motor]

1. Angle Sensor Signal
It is a signal on the angle of swing electric motor
shaft to PCU.
It is a signal on the temperature inside swing
electric motor to PCU.
[Input Signal from Assist Alternator Motor]

It is a signal on the temperature inside assist
alternator motor to PCU.
T6-5-51
Start-Up/Stop Control:

Key Switch  PCU Start-Up Control
CAN Communication (CAN1) Stop Control
Engine running state 
PCU control command 
Swing Electric Motor Control:

CAN Communication (INV-CAN) PCU Swing Electric Motor Control
Swing electric motor driving torque command 
Angle Sensor (Swing Electric Motor) 
Current Sensor (*) 
Voltage Detection Circuit (*) 
Thermistor (Swing Electric Motor) 
*: Information which can receive in PCU
Assist Alternator Motor Control:

CAN Communication (INV-CAN) PCU Assist Alternator Motor Control
Assist alternator motor driving torque command 
Current Sensor (*) 
Voltage Detection Circuit (*) 
Thermistor (Assist Alternator Motor) 
*: Information which can receive in PCU
T6-5-52
(Blank)
T6-5-53
Operation
1. When the key switch is turned ON, control board (2)
starts.
2. Control board (2) initializes the microcomputer,
diagnoses memory check, and starts CAN
communication. Control board (2) waits for the
start-up command (engine start) from HCU (20).
3. PCU (1) receives the signal (engine start) from HCU
(20) by using CAN1 (19) communication and starts
initialization processing of capacitor unit (21).
4. PCU (1) activates the main relay in capacitor unit
(21) and connects power line (23).
5. PCU (1) checks voltage of the capacitor and judges
charged capacity in it.
6. When capacity charged in the capacitor is below
the specified value, PCU (1) controls inverter (7)
for assist alternator motor (10) and activates assist
alternator motor (10) as a generator.
7. PCU (1) starts chopper inverter (4) and connects
capacitor unit (21) in order to charge it.
8. When charging capacitor unit (21) has been
completed, PCU (1) stops controlling inverter (7) for
assist alternator motor (10) and stops charging.
9. When capacity charged in capacitor unit (21)
is enough, PCU (1) does not control to charge
capacitor unit (21).
10. PCU (1) sends the signal that charge has been
completed to HCU (20) by using CAN1 (19)
communication.
T6-5-54
1 2 8 3 4 5 6 7 8 9 10
24
12 11
13
14
15
22 16
17
23 18
19
21 20
TDCF-06-05-040
1- PCU 9- High-Voltage Power 15- Thermistor Signal (Assist 22- Signal Wire (Capacitor Unit)
2- Control Board Connector (Assist Alternator Alternator Motor) 23- High Voltage (Capacitor Unit)
3- Reactor Motor) 16- Angle Sensor Signal 24- High-Voltage Power
4- Chopper 10- Assist Alternator Motor Thermistor Signal (Swing Connector (Capacitor Unit)
5- Smoothing Capacitor 11- Swing Electric Motor Electric Motor)
6- Inverter (Swing Electric Motor) 12- High-Voltage Power 17- Signal Wire (HCU)
7- Inverter (Assist Alternator Connector (Swing Electric 18- INV-CAN
Motor) Motor) 19- CAN1
8- Current Sensor 13- 24-Volt Control Connector 20- HCU
14- 24-Volt Power 21- Capacitor Unit
T6-5-55
Swing Electric Motor Control:

1. HCU (20) sends the driving torque command
information of swing electric motor to PCU (1) by
using INV-CAN (18) communication.
2. PCU (1) receives signal (16) from built-in angle
sensor (resolver) in swing electric motor (11), and
calculates the information on swing electric motor
(11) angle.
3. PCU (1) receives the values in three-phase AC line
current and the values of power line voltage from
built-in current sensor (8) and the voltage detection
circuit in PCU (1).
4. PCU (1) makes the driving signal for inverter based
on the driving torque command information,
information on swing electric motor angle, values
in three-phase AC line current, and values of power
line voltage. Then, PCU (1) sends it to inverter (6).
5. Inverter (6) adjusts frequency of three-phase AC
according to the sent driving torque, and activates
swing electric motor (11).
6. Thermistor (16) which is built in swing electric
motor (11) is used to monitor the temperature of it.
T6-5-56
1 2 8 3 4 5 6 7 8 9 10
24
12 11
13
14
15
22 16
17
23 18
19
21 20
TDCF-06-05-041
1- PCU 9- High-Voltage Power 14- 24-Volt Power 20- HCU

2- Control Board Connector (Assist Alternator 15- Thermistor Signal (Assist 21- Capacitor Unit
3- Reactor Motor) Alternator Motor) 22- Signal Wire (Capacitor Unit)
4- Chopper 10- Assist Alternator Motor 16- Angle Sensor Signal 23- High Voltage (Capacitor Unit)
5- Smoothing Capacitor 11- Swing Electric Motor Thermistor Signal (Swing 24- High-Voltage Power
6- Inverter (Swing Electric Motor) 12- High-Voltage Power Electric Motor) Connector (Capacitor Unit)
7- Inverter (Assist Alternator Connector (Swing Electric 17- Signal Wire (HCU)
Motor) Motor) 18- INV-CAN
8- Current Sensor 13- 24-Volt Control Connector 19- CAN1
T6-5-57
Assist Alternator Motor Control:

1. HCU (19) sends the driving torque command
information of assist alternator motor (10) to PCU
(1) by using INV-CAN (18) communication.
2. PCU (1) receives the values in three-phase AC line
current and the values of power line voltage from
built-in current sensor (8) and the voltage detection
circuit in PCU (1).
3. PCU (1) makes the driving signal for inverter based
on the driving torque command information, values
in three-phase AC line current, and values of power
line voltage. Then, PCU (1) sends it to inverter (7).
4. Inverter (7) adjusts frequency of three-phase AC
according to the sent driving torque, and activates
assist alternator motor (10).
5. Thermistor (15) which is built in assist alternator
motor (10) is used to monitor the temperature of it.
T6-5-58
1 2 8 3 4 5 6 7 8 9 10
24
12 11
13
14
15
16
22
17
18
23 19
21 20
TDCF-06-05-042

T6-5-59
When the key switch is OFF

1. When the key switch is set to the OFF position, PCU
(1) starts stop processing.
2. PCU (1) stops inverter (6) of swing electric motor
(11). Then, PCU (1) stops activating swing electric
motor (11).
3. PCU (1) stops chopper (4). PCU (1) disconnects the
main relay in capacitor unit (21) due to signal wire
(capacitor unit) (22) and disconnects capacitor unit
(21).
4. PCU (1) supplies current to the coil in assist
alternator motor (10) and discharges electric charge
stored in smoothing capacitor (5) in PCU (1).
5. When discharging has been completed, PCU (1)
sends the information that stop processing has
been completed to HCU (20) by using CAN1 (19)
communication. Then, PCU (1) shuts down.
T6-5-60
1 2 8 3 4 5 6 7 8 9 10
24
12 11
13
14
15
22 16
17
23 18
19
21 20
TDCF-06-05-043

T6-5-61
(Blank)
T6-5-62
Capacitor Unit
Outline
The capacitor unit stores energy recovered when swing
operation speed decreases.
In addition, the capacitor unit uses energy stored
during swing acceleration operation in order to reduce
fuel consumption.
1 2 3 4 5 6
TDCF-06-05-015
11 10 9 8
1- Capacitor Cell 5- Main Relay 8- 24-Volt Control Connector 11- Storage Indicator
2- Equalization Board 6- High-Voltage Power 9- Insulation Resistance
3- Thermistor Connector Detection Relay
4- Inrush Prevention Relay 7- PCU 10- Surveillance Board
T6-5-63
Structure
Storage Indicator (11):
Storage indicator (11) turns on when total voltage
inside the capacitor unit is 6 V or more.
The higher voltage is, the stronger luminous power of
indicator is. When voltage is 25 V or more, luminous
power becomes constant and indicates the remaining
storage level.
fNOTE: Storage indicator (11) may faintly turn on due to

self-recovery voltage of the capacitor when assembling.
Control Connector (8):

Control connector (8) connects the harness on which
the control signal is sent/received to PCU.
Power Connector (6):

Power connector (6) connects the power harness on
which the energy is sent/received to PCU.
Cooling Port (13), Cooling Passage:

Cooling port (13) connects the hoses for coolant to
cool the capacitor. Cooling port (13) and the cooling
passage are used to cool capacitor as the capacitor
module heats up due to charging.
Ground Terminal, Ground Wire (12):

Ground wire (12) is a ground wire to match the GND
potential between the capacitor unit case and body.
Ground wire (12) prevents malfunctions as potential of
the electric units becomes equal.
Breather (14):
Breather (14) is an air bleed which adjusts internal
pressure of the capacitor unit, and prevents dew
condensation inside it.
T6-5-64
8 6
12
14 13 11
TDCF-06-05-018
6- Power Connector 11- Storage Indicator 13- Cooling Port

8- Control Connector 12- Ground Wire 14- Breather
T6-5-65
[Internal Structure] Input/Output Signals

Capacitor Module: [Input Signal]
Capacitor module is an electrical storage device whose 1. For Main Relay (P Side)
capacity is 60 V per module. Capacitor module has
2. For Main Relay (N Side)
three modules arranged in line.
Capacitor module consists of capacitor cell (1) which is 3. For Inrush Prevention
3 V per cell and equalization board (2) which controls to
4. For Insulation Resistance Detection
equalize voltage of each cell.
It is a signal to control relays with PCU.
Main Relay (5):
Main relay (5) is located between capacitor module and [Output Signal]
power connector. Main relay (5) is a switch on electric 1. Capacitor Warning 1
power line for high voltage system of PCU (7). Main
relay (5) receives the start-up/stop signals from PCU (7), 2. Capacitor Warning 2
and connects or disconnects the circuit. 3. Capacitor Warning 3
Inrush Prevention Relay (4): 4. Capacitor Error

High current may flow when the main relay is It is a signal on the state of capacitor to PCU.
connected. Then, the capacitor module may be broken. It displays the state of capacitor depending on
Inrush prevention relay (4) is a relay for the inrush combination of signals.
prevention circuit which reduces this influence.
Thermistor (3): It is a signal on the temperature inside capacitor to
The capacitor module heats up due to charging. PCU.
Deterioration of the capacitor is advanced as
temperature is beyond the rated value by charging
beyond the normal voltage. Therefore, thermistor (3)
monitors temperature.
Surveillance Board (10):

Surveillance board (10) monitors the state of capacitor
module and sends the information on alarm and
abnormality to PCU (7). Surveillance board (10) turns
the storage indicator on for current total voltage.
T6-5-66
1 2 3 4 5 6
TDCF-06-05-030
11 10 9 8
T6-5-67
Operation
Surveillance Board (10), Equalization Board (2):
1. When the key switch is turned ON, control power
(24 V) is supplied from PCU (7) so that surveillance
board (10) and equalization board (2) start.
2. Equalization board (2) monitors voltage of capacitor
cell (1) and performs equalization processing
in order to equalize voltage of cell. In addition,
equalization board (2) sends the information on
voltage of cell and temperature of module which
are required for judgement of the capacitor cell (1)
state to surveillance board (10).
3. After surveillance board (10) processes the
information of capacitor module state which is sent
from equalization board (2), it judges whether they
reaches the alarm level or malfunction level.
In case the state reaches the alarm level,
surveillance board (10) sends the state information
to PCU (7) and request PCU (7) to disconnect main
relay (5).
In addition, surveillance board (10) monitors total
voltage inside the capacitor, turn storage indicator
on, and adjusts light intensity according to the
voltage.
T6-5-68
1 2 3 4 5 6
TDCF-06-05-030
11 10 9 8
T6-5-69
(Blank)
T6-5-70
MEMO
MEMO
Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Tel: 81-29-982-7084
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ZH210LC-A Operational Principle Manual

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PART NO.

TECHNICAL MANUAL OPERATIONAL PRINCIPLE

Service Manual consists of the following separate Part No.

Technical Manual (Operational Principle) : Vol. No.TODCF-EN

Quantity To Convert From Into Multiply By

Symbol / Name Explanation

Symbol / Name Explanation

Model ZH210-A ZH210LC-A

Working Ranges (Grouser shoe)

Model ZH210-A, 210LC-A

1- Bucket Cylinder 3- Arm Cylinder 5- Boom Cylinder

Electrical System (Overview)

Electrical System (Rear Tray)

Electrical System (Switch Panel)

Electrical System (Around Air Cleaner)

Electrical System (Relay, Sensor)

1- Outdoor Ambient 2- Starter Relay 1

Electrical System (Battery)

1- Battery 2- Glow Plug Relay 3- Battery Relay 4- Fusible Link

Around Pump Device

Signal Control Valve

a- Pilot Valve Side

Swing Device Travel Device

1- Swing Relief Valve 4- Travel Motor Displacement 5- Travel Relief Valve

5-Spool Solenoid Valve Unit

Layout of Attachment Spec. Parts (Hydraulic

1- Pilot Valve (Auxiliary)

a Utility Space Auxiliary Control Solenoid Valve Unit Refer to T1-2-18.

1- Selector Valve 4- Swing Device 7- Auxiliary Flow Combiner

Boom Upper Side

1- Accumulator Control Valve 2- Accumulator (Low Pressure) 3- Accumulator (High Pressure)

Layout of Attachment Spec. Parts (Electrical

a Selector Valve - Refer to T1-2-21.

Engine Performance Curve (4HK1XYSA-07)

kW : Output g/kW·h : Fuel Consumption Ratio

Type Parallel Type

Radiator Oil Cooler Intercooler

Weight 0.63 kg (1.4 lb)

Type Two-Stage Reduction Planetary Gear

Boom Arm Bucket

BATTERY RELAY Voltage / Current 24 V/100 A

Controller Control Comment on

fNOTE: Refer to the corresponding group for details of

1- CAN 0 5- CAN 1 9- Communication Controller 13- Radio Controller

Engine Control , Pump Control

Input Signal Output Signal

fNOTE: OP: Option

Valve Control, Other Control

Input Signal Output Signal

fNOTE: OP: Option

 Engine Control Dial Control

fNOTE: *This control is for only the machine with the

Engine Control System Layout

Engine Control Dial Control

Engine speed reduced condition:

Power Mode Switch Control

ECO Mode Control

3. The engine speed becomes the required engine

Condition without reducing engine speed:

PWR Mode Control

Condition for engine speed deceleration ratio:

Travel HP Mode Control

Auto-Idle Deactivation Condition:

fNOTE: The auto-idle speed can be adjusted by MPDr.