To1p1e00 Operational Principle

INTRODUCTION
ADDITIONAL REFERENCES
Please refer to the other materials (operators

manual, parts catalog, engine technical material
and Hitachi training material etc.) in addition to this
manual.
MANUAL COMPOSITION
This manual consists the Technical Manual and the Information included in the Workshop Manual:
Workshop Manual. technical information needed for maintenance
and repair of the machine, tools and devices
Information included in the Technical Manual: needed for maintenance and repair, maintenance
technical information needed for redelivery and standards, and removal/installation and assem-
delivery, operation and activation of all devices ble/disassemble procedures.
and systems, operational performance tests, and
troubleshooting 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 : T 1-3-5
Consecutive Page Number for Each Group

Group Number
Section Number
T: Technical Manual W: Workshop Manual
IN-01
INTRODUCTION
SAFETY ALERT SYMBOL AND HEADLINE
NOTATIONS
In this manual, the following safety alert symbol and CAUTION:

signal words are used to alert the reader to the Indicated potentially hazardous situation which
potential for personal injury of machine damage. could, if not avoided, result in personal injury or
death.
This is the safety alert symbol. When you see this
symbol, be alert to the potential for personal injury. IMPORTANT:
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.
NOTE:
To avoid injury and damage, be sure to use appropri-
Indicates supplementary technical information or
ate lifting techniques and equipment when lifting
know-how.
heavy parts.
UNITS USED
SI Units (International System of Units) are used in Example : 24.5 MPa (250 kgf/cm2, 3560 psi)
this manual.
MKSA system units and English units are also A table for conversion from SI units to other system
indicated in parenthheses just behind SI units. units is shown below for reference purposees.
To Convert To Convert
Quantity Into Multiply By Quantity Into Multiply By
From From
2
Length mm in 0.03937 Pressure MPa kgf/cm 10.197
mm ft 0.003281 MPa psi 145.0
Volume L US gal 0.2642 Power kW PS 1.360
L US qt 1.057 kW HP 1.341
3 3
m yd 1.308 Temperature C F C 1.8+32
Weight kg lb 2.205 Velocity km/h mph 0.6214
-1
Force N kgf 0.10197 min rpm 1.0
N lbf 0.2248 Flow rate L/min US gpm 0.2642
Torque Nm kgf m 1.0197 mL/rev cc/rev 1.0
Nm lbf ft 0.7375
IN-02
SECTION AND GROUP
SECTION 1 GENERAL
CONTENTS Group 1 Specifications
Group 2 Component Layout
Group 3 Component Specifications
SECTION 2 SYSTEM
Group 1 Controller
TECHNICAL MANUAL Group 2 Control System
Group 3 Hydraulic System
(Operational Principle)
Group 4 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 Others (Upperstructure)
Group 7 Others (Undercarriage)
TECHNICAL MANUAL (Troubleshooting)
SECTION 4 OPERATIONAL PER- SECTION 5 TROUBLESHOOTING
FORMANCE TEST Group 1 Diagnosing Procedure
Group 1 Introduction Group 2 Monitor Unit
Group 2 Standard Group 3 Dr. ZX
Group 3 Engine Test Group 4 ICF
Group 4 Excavator Test Group 5 Component Layout
Group 5 Component Test Group 6 Troubleshooting A
Group 6 Adjustment Group 7 Troubleshooting B
Group 8 Electrical System Inspection
WORKSHOP MANUAL
SECTION 1 GENERAL INFORMA- SECTION 3 UNDERCARRIAGE
TION Group 1 Swing Bearing
Group 1 Precautions for Disassem- Group 2 Travel Device
bling and Assembling Group 3 Center Joint
Group 2 Tightening Torque Group 4 Track Adjuster
Group 3 Painting Group 5 Front Idler
Group 4 Bleeding Air from Hydraulic Group 6 Upper and Lower Roller
Oil Tank Group 7 Track
SECTION 2 UPPERSTRUCTURE SECTION 4 FRONT ATTACHMENT
Group 1 Cab Group 1 Front Attachment
Group 2 Counterweight Group 2 Cylinder
Group 3 Main Frame
Group 4 Pump Device
Group 7 Pilot Valve
Group 8 Pilot Shut-Off Solenoid
Valve
Group 9 Shockless Valve
Group 10 Solenoid Valve Unit
Group 11 Engine
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications (Standard).......................... T1-1-1
Working Ranges (Standard) ..................... T1-1-2
Specifications (EU) ................................... T1-1-5
Working Ranges (EU)............................... T1-1-7
Group 2 Component Layout

Main Component Layout........................... T1-2-1
Electrical System (Overview).................... T1-2-3
Electrical System (Monitor, Switches)....... T1-2-5
Electrical System (Controllers, Relays) .... T1-2-7
Engine ...................................................... T1-2-8
Electrical System (Pump Device) ............ T1-2-9
Electrical System (Battery) ...................... T1-2-9
Control Valve .......................................... T1-2-10
Pump Device ...........................................T1-2-11
Swing Device...........................................T1-2-11
Travel Device...........................................T1-2-11
Group 3 Component Specifications

Engine ...................................................... T1-3-1
Engine Accessories .................................. T1-3-4
Hydraulic Component ............................... T1-3-5
Filter ......................................................... T1-3-9
Electrical Component ............................... T1-3-9
1P1T-1-1
(Blank)
1P1T-1-2
GENERAL / Specifications
SPECIFICATIONS (STANDARD)
ZX70-3, 70LC-3
A
G C
E
D
K J
I H
M1P1-12-001
Model ZX70-3 ZX70LC-3

Front-End Attachment 1.62 m (5 ft 4 in) Arm
Standard Bucket Capacity PCSA 0.28 m3 (0.37 yd3), PCSA 0.33 m3 (0.43 yd3),
3
(Heaped) CECE 0.24 m CECE 0.29 m3
Operating Weight 6470 kg (14300 lb) 6570 kg (14500 lb)
Base Machine Weight 5080 kg (11200 lb) 5160 kg (11400 lb)
Engine Isuzu AU-4LE2X 40.5 kW (55 PS)/2000 min 1 (rpm)
A: Overall Width 2260 mm (7 ft 5 in) 2320 mm (7 ft 7 in)
B: Cab Height 2600 mm (8 ft 6 in)
C: Rear End Swing Radius 1750 mm (5 ft 9 in)
D: Minimum Ground Clearance * 360 mm (1 ft 2 in)
E: Counterweight Clearance * 760 mm (2 ft 6 in)
F: Engine Cover Height * 1680 mm (5 ft 6 in)
G: Overall Width of Upperstructure 2260 mm (7 ft 5 in)
H: Undercarriage Length 2765 mm (9 ft 1 in) 2920 mm (9 ft 7 in)
I : Undercarriage Width 2200 mm (7 ft 3 in) 2320 mm (7 ft 7 in)
J : Sprocket Center to Idle Center 2140 mm (7 ft 0 in) 2290 mm (7 ft 6 in)
K : Track Shoe Width 450 mm (18 in)
2 2
Ground Pressure 30 kPa (0.31 kgf/cm , 4.4 psi) 28 kPa (0.29 kgf/cm , 4.1 psi)
1
Swing Speed 10.5 min (rpm)
Travel Speed 5.3/3.4 km/h (3.3/2.1 mph)
Gradeability 35 degree (70 %)
NOTE: * The dimensions do not include the height of the shoe lug.
T1-1-1
ZX75US-3
C
A
G
M E
D
K J
I H
M1P1-12-006
Model ZX75US-3
Standard Bucket Capacity (Heaped) PCSA 0.28 m3 (0.37 yd3), CECE 0.24 m3
Operating Weight 7200 kg (15900 lb)
Base Machine Weight 5800 kg (12800 lb)
Engine Isuzu AU-4LE2X 40.5 kW/2000 min1 (55 PS/2000 rpm)
A: Overall Width 2260 mm (7 ft 5 in)
D: Minimum Ground Clearance *360 mm (1 ft 2 in)
E: Counterweight Clearance *760 mm (2 ft 6 in)
F: Engine Cover Height *1750 mm (5 ft 9 in)
H: Undercarriage Length 2920 mm (9 ft 7 in)
I : Undercarriage Width 2320 mm (7 ft 7 in)
J: Sprocket Center to Idle Center 2290 mm (7 ft 6 in)
K: Track Shoe Width 450 mm (18 in)
2
Ground Pressure 34 kPa (0.35 kgf/cm , 4.9 psi)
Swing Speed 10.5 min1 (11.3 rpm)
Gradeability 35° (tan = 0.70)
T1-1-2
WORKING RANGES (STANDARD)
ZX70-3, 70LC-3
A
A
G
C C
H H
D D
E E
F F
B B
M1P1-12-002
Backhoe Face Shovel (Reversed hoe bucket)
1.62 m (5 ft 4 in) Arm 2.12 m (7 ft 0 in) Arm

Category
Backhoe Shovel Backhoe Shovel
Item
mm ft in mm ft in mm ft in mm ft in
A: Maximum Digging Reach 6320 20 9 6460 21 2 6810 22 4 6950 22 10
B: Maximum Digging Depth *4170 *13 8 *4310 *14 2 *4670 *15 4 *4810 *15 9
C: Maximum Cutting Height *7150 *23 6 *7320 *24 0 *7550 *24 9 *7710 *25 4
D: Maximum Dumping Height *5060 *16 7 *5340 *17 6 *5450 *17 11 *5770 *18 11
2700 8 10 2700 8 10
(without (without (without (without
Bucket) Bucket) Bucket) Bucket)
E: Transport Height 2600 8 6 2600 8 6
2880 95 2880 95
(with (with (with (with
F: Overall Transport Length 6080 19 11 6080 19 11 6120 20 1 6120 20 1
G: Minimum Swing Radius 1720 58 1720 58 2080 6 10 2080 6 10
H: Minimum Swing Radius Height 5530 18 2 5530 18 2 5550 18 3 5550 18 3
T1-1-3
ZX75US-3
G
A
G
C C
D D
E E
F
F
B B
M1P1-12-007
M1P1-12-008

Category
Item
B: Maximum Digging Depth 4110 13 6 4250 14 0 4610 15 2 4750 15 7
C: Maximum Cutting Height 7210 23 8 7370 24 2 7610 25 0 7780 25 6
D: Maximum Dumping Height 5120 16 10 5390 17 8 5510 18 1 5830 19 2
2690 8 10 2690 8 10
E: Overall Transport Height 2690 8 10 2690 8 10
2830 93 2830 93
G: Minimum Swing Radius 1810 5 11 1810 5 11 2170 71 2170 71
NOTE: E: Transport Height includes the height of shoe lug; Other dimensions do not include the height of the
shoe lug.
T1-1-4
SPECIFICATIONS (EU)
ZX70LC-3, 70LCN-3
A
G C
E
P N
M D
O
K J
I H
L
M1P1-13-002
Model ZX70LC-3 ZX70LCN-3

3 3 3
Standard Bucket Capacity (Heaped) PCSA 0.33 m (0.43 yd ), CECE 0.29 m
Operating Weight 7280 kg (16000 lb) 7270 kg (16000 lb)
Base Machine Weight 5860 kg (12900 lb) 5850 kg (12900 lb)
Engine Isuzu AU-4LE2X 40.5 kW (55 PS)/2000 min 1 (rpm)
A: Overall Width 2320 mm (7 ft 7 in) 2260 mm (7 ft 5 in)
D: Minimum Ground Clearance * 360 mm (1 ft 2 in)
E: Counterweight Clearance * 760 mm (2 ft 6 in)
F: Engine Cover Height * 1680 mm (5 ft 6 in)
H: Undercarriage Length 2920 mm (9 ft 7 in)
I : Undercarriage Width 2320 mm (7 ft 7 in) 2200 mm (7 ft 3 in)
J : Sprocket Center to Idle Center 2290 mm (7 ft 6 in)
L : Blade Width 2320 mm (7 ft 7 in) 2200 mm (7 ft 3 in)
M: Blade Height 460 mm (1 ft 6 in)
N: Blade Bottom Highest Position
* 360 mm (1 ft 2 in)
(above ground level)
O: Blade Bottom Lowest Position
* 300 mm (1 ft 0 in)
P: Maximum Approach Angle 26.8 degree (tan = 0.51)
Ground Pressure 31 kPa (0.32 kgf/cm2, 4.5 psi)
1
Swing Speed 10.5 min (rpm)
Gradeability 35 degree (70 %)
T1-1-5
ZX85US-3
C
A
G
P E
M
D N
O
K J
I H
L
M1P1-13-004
Model ZX85US-3
3 3 3
Standard Bucket Capacity (Heaped) PCSA 0.28 m (0.37 yd ), CECE 0.24 m
Operating Weight 7800 kg (17200 lb)
Base Machine Weight 6400 kg (14200 lb)
1
Engine Isuzu AU-4LE2X 40.5 kW/2000 min (55 PS/2000 rpm)
A : Overall Width 2260 mm (7 ft 5 in)
B : Cab Height 2690 mm (8 ft 10 in)
C : Rear End Swing Radius 1290 mm (4 ft 3 in)
D : Minimum Ground Clearance *360 mm (1 ft 2 in)
E : Counterweight Clearance *760 mm (2 ft 6 in)
F : Engine Cover Height *1750 mm (5 ft 9 in)
G : Overall Width of Upperstructure 2250 mm (7 ft 5 in)
H : Undercarriage Length 2920 mm (9 ft 7 in)
I : Undercarriage Width 2320 mm (7 ft 7 in)
J : Sprocket Center to Idle Center 2290 mm (7 ft 6 in)
L: Blade Width 2320 mm (7 ft 7 in)
M: Blade Height 460 mm (1 ft 6 in)
N: Blade Bottom Highest Position
* 360 mm (1 ft 2 in)
O: Blade Bottom Lowest Position
* 300 mm (1 ft 0 in)
P: Maximum Approach Angle 26.8 degree (tan = 0.51)
Ground Pressure 34 kPa (0.35 kgf/cm2, 4.9 psi)
1
Swing Speed 10.5 min (11.3 rpm)
Gradeability 35° (tan = 0.70)
T1-1-6
WORKING RANGES (EU)
ZX70LC-3, 70LCN-3
A
A
G
C C
H H
D D
E E
F F
B B

M1P1-13-003

Category
Item
B: Maximum Digging Depth *4170 *13 8 *4310 *14 2 *4670 *15 4 *4810 *15 9
C: Maximum Cutting Height *7150 *23 6 *7320 *24 0 *7550 *24 9 *7710 *25 4
D: Maximum Dumping Height *5060 *16 7 *5340 *17 6 *5450 *17 11 *5770 *18 11
2700 8 10 2700 8 10
E: Transport Height 2600 8 6 2600 8 6
2880 95 2880 95
G: Minimum Swing Radius 1720 58 1720 58 2080 70 2080 70
H: Minimum Swing Radius Height 5530 18 2 5530 18 2 5550 18 3 5550 18 3
T1-1-7
ZX85US-3
G
A
G
C C
D D
E E
F
F
B B
M1P1-13-005
M1P1-13-006

Category
Item
B: Maximum Digging Depth 4110 13 6 4250 14 0 4610 15 2 4750 15 7
C: Maximum Cutting Height 7210 23 8 7370 24 2 7610 25 0 7780 25 6
D: Maximum Dumping Height 5120 16 10 5390 17 8 5510 18 1 5830 19 2
2690 8 10 2690 8 10
E: Overall Transport Height 2690 8 10 2690 8 10
2830 93 2830 93
G: Minimum Swing Radius 1810 5 11 1810 5 11 2170 7 1 2170 71
NOTE: E: Transport Height includes the height of shoe lug; Other dimensions do not include the height of the
shoe lug.
T1-1-8
GENERAL / Component Layout
MAIN COMPONENT LAYOUT
ZX70-3
3
4
5
6
7
8
9
10
11
12
13
14
15
16
33
17
18
32
31
30
29
28
27
26
25 19
24 T1P1-01-02-004
23 20
22 21
1 - Bucket Cylinder 10 - Hydraulic Oil Tank 18 - Blade Cylinder (Optional) 26 - Lower Roller
2 - Arm Cylinder 11 - Engine Oil Filter 19 - Radiator / Oil Cooler 27 - Upper Roller
3 - Boom Cylinder 12 - 2-Spool Solenoid Valve 20 - Inter Cooler 28 - Coolant Reservoir
Unit
4 - Blade Pilot Valve (Optional) 13 - Pilot Filter 21 - Air Conditioner Condenser 29 - Shockless Valve
5 - Swing Bearing 14 - Swing Drain Filter 22 - Front Idler 30 - Pilot Shut-Off Solenoid
Valve
6- Center Joint 15 - Pump Device 23 - Track Adjuster 31 - Travel Device
7- Swing Device 16 - Engine 24 - Battery 32 - Front / Swing Pilot Valve
8- Fuel Tank 17 - Air Cleaner 25 - Washer Tank 33 - Travel Pilot Valve
9- Control Valve
T1-2-1
ZX75US-3, 85US-3
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
33
32
31
30
29
28
27
26 19
25
24 23 20 T1P1-01-02-005
22 21
1 - Bucket Cylinder 10 - Swing Drain Filter 18 - Blade Cylinder (Optional) 26 - Washer Tank
2 - Arm Cylinder 11 - 2-Spool Solenoid Valve 19 - Radiator / Oil Cooler 27 - Lower Roller
Unit
3 - Boom Cylinder 12 - Fuel Tank 20 - Inter Cooler 28 - Upper Roller
4 - Blade Pilot Valve (Optional) 13 - Hydraulic Oil Tank 21 - Air Conditioner Condenser 29 - Shockless Valve
5 - Swing Bearing 14 - Engine Oil Filter 22 - Air Cleaner 30 - Pilot Shut-Off Solenoid
Valve
6- Center Joint 15 - Pump Device 23 - Front Idler 31 - Front / Swing Pilot Valve
7- Control Valve 16 - Engine 24 - Battery 32 - Travel Device
8- Swing Device 17 - Coolant Reservoir 25 - Track Adjuster 33 - Travel Pilot Valve
9- Pilot Filter
T1-2-2
ELECTRICAL SYSTEM (OVERVIEW)
ZX70-3
2
3
4
5
6
Pump Device
(Refer to T1-2-9.)
Control Valve
(Refer to T1-2-10.)
Cab (Refer to
T1-2-5 to 7.)
Engine
(Refer to T1-2-8.)
10
Battery 8
(Refer toT1-2-9.)
9 T1P1-01-02-007
1 - Boom Light 4 - Horn 7 - 2-Spool Solenoid Valve 9 - Battery

Unit
2 - MC (Main Controller) 5 - Work Light 8 - Air Cleaner Restriction 10 - Pilot Shut-Off Solenoid
Switch Valve
3 - ECF (Engine Controller) 6 - Fuel Sensor
T1-2-3
ZX75US-3, 85US-3
2
3
Control Valve
4 (Refer to T1-2-10.)
Pump Device
(Refer to T1-2-9.)
Cab (Refer to Engine

T1-2-5 to 7.) (Refer to T1-2-8.)
10
Battery
(Refer to T1-2-9.)
T1P1-01-02-008
1 - Boom Light 4 - Work Light 7 - 2-Spool Solenoid Valve 9 - Air Cleaner Restriction
Unit Switch
2 - Horn 5 - ECF (Engine Controller) 8 - Battery 10 - Pilot Shut-Off Solenoid
Valve
3 - MC (Main Controller) 6 - Fuel Sensor
T1-2-4
ELECTRICAL SYSTEM (MONITOR, SWITCHES)
A 1
6
8
5 2
9
3
4 10
15
14 13 12 11
T1P1-01-02-009 T1P1-01-02-010
View A
16 T1P1-01-02-011
1 - Monitor Unit 5 - Optional Switch 9 - Power Mode Switch 13 - Overhead Window Washer
Switch (Optional)
2 - Air Conditioner Switch 6 - Horn Switch 10 - Travel Mode Switch 14 - Overhead Window Wiper
Switch (Optional)
3 - Radio 7 - Engine Control Dial 11 - Key Switch 15 - Wiper / Washer Switch
4 - Cigar Lighter 8 - Auto-Idle Switch 12 - Work Light Switch 16 - Engine Stop Knob
T1-2-5
Monitor Unit
1 2 3 4 5 6 7 8
21 10
11
12
13
14
20 19 18 17 16 15
T1P7-05-02-001
1 - Work Mode Display 7 - Auxiliary 13 - Auxiliary 18 - Mail Selection (Optional)

2 - Auto-Idle Display 8 - Hour Meter 14 - Clock 19 - Auxiliary
3 - Overload Alarm Display 9 - Auxiliary 15 - Back-Screen Selection 20 - Auxiliary
(Optional)
4 - Auxiliary 10 - Fuel Gauge 16 - Menu 21 - Return to Primary Screen
5 - Auxiliary 11 - Mail Display (Optional) 17 - Auxiliary Selection 22 - Coolant Temperature
Gauge
6 - Glow Display
T1-2-6
ELECTRICAL SYSTEM (CONTROLLERS, RELAYS)
3
2 T1P1-01-02-012
22
9
21
10
20 4
11
19
12 5
18
13
6
17
14
7
16 15
8
T1V1-01-02-036 M1P1-07-025
1 - Satellite Communication 7 - Light Relay 2 (R8) 13 - OFF Relay (Air 18 - Dr. ZX Connector
Terminal (Optional) Conditioner) (R12) (Download Connector
Using Combinedly)
2 - EGR Cut Controller 8 - Engine Stop Solenoid 14 - Security Horn Relay (R3) 19 - Fuse Box
Relay (R14)
3- EGR Timer Relay 9 - Washer Relay (R9) 15 - Air Conditioner Relay (R11) 20 - ICF (Information Controller)
4- Wiper Relay (R6) 10 - Horn Relay (R10) 16 - Pilot Shut-Off Relay (R2) 21 - Engine Stop Switch
5- Light Relay 1 (R7) 11 - Security Relay (R5) 17 - Load Damp Relay (R1) 22 - Engine Learning Switch
6- MAX HI Relay (Air 12 - Starter Cut Relay (R4)
Conditioner) (R13)
T1-2-7
ENGINE
1
T1P1-01-02-001
5 4 9 8
T1P1-01-02-002 T1P1-01-02-003
1 - EGR Motor (Solenoid) 4 - Engine Speed Sensor 6 - Engine Stop Solenoid 8 - Starter
2 - Coolant Temperature 5 - Engine Oil Pressure Switch 7 - Overheat Switch 9 - Alternator
Sensor (For Coolant
Temperature Gauge
3 - Coolant Temperature
Sensor (For Preheating)
T1-2-8
ELECTRICAL SYSTEM (PUMP DEVICE)
ZX70-3 ZX75US-3, 85US-3

1 2 1 2
3
3
4
4
T1P1-01-02-006 M1P1-07-004
ELECTRICAL SYSTEM (BATTERY)
ZX70-3 ZX75US-3, 85US-3
10
5
10 6 5
9 6 8
8 7
M1P1-07-038
7 M1P1-07-024
1 - Engine Oil Filter 4 - Fuel Filter 7 - Fusible Link (65 A) 9 - Fusible Link (45 A)
2 - EC Motor / EC Sensor 5 - Battery Relay 8 - Fusible Link (25 A) 10 - Starter Relay
3 - Fuel Solenoid Pump 6 - Glow Timer
T1-2-9
CONTROL VALVE
Front Front
1 17
16 18
2
3
4
5
6
7 19
15 23
8
14
9
13
12 22
11 21 20
A
T1CD-03-03-018
10 T1CF-03-03-001
26
24
27
25
29
30
28
T1P1-01-02-014
View A W1CD-02-05-004
1 - Offset (Optional) 9 - Left Travel 17 - Overload Relief Valve 24 - Overload Relief Valve
(Blade Bottom) (Optional) (Offset Rod) (Optional)
2 - Blade (Optional) 10 - Main Relief Valve 18 - Overload Relief Valve 25 - Overload Relief Valve
(Offset Bottom) (Optional) (Arm Rod)
3 - Swing 11 - Flow Combiner Valve 19 - Overload Relief Valve 26 - Overload Relief Valve
(Arm Bottom) (Blade Rod) (Optional)
4 - Arm Roll-In Combining 12 - Right Travel 20 - Swing Parking Brake 27 - Overload Relief Valve
Control Valve Control Valve (Boom Bottom)
5 - Auxiliary Combining 13 - Boom 2 21 - Overload Relief Valve 28 - Overload Relief Valve
(Bucket Rod) (Bucket Bottom)
6 - Arm 2 14 - Arm 1 22 - Overload Relief Valve 29 - Pressure Sensor (Travel)
(Boom Rod)
7 - Boom 1 15 - Auxiliary 23 - Boom Anti-Drift Valve 30 - Pressure Sensor (Front /
Swing)
8 - Bucket 16 - Main Relief Valve
T1-2-10
PUMP DEVICE
1 2 3 4
7 6 T1P1-01-02-013
SWING DEVICE TRAVEL DEVICE

11
12
10
9
T1CD-01-02-005
1 - Main Pumps 1 and 2 4 - Pilot Pump 7 - Main Pumps 1 and 2 10 - Swing Relief Valve
Regulator
2 - Reducing Valve 5 - Main Pump 3 Regulator 8 - Hydraulic Timer 11 - Counterbalance Valve
3 - N Sensor 6 - Main Pump 3 9 - Make-Up Valve 12 - Travel Relief Valve
T1-2-11
(Blank)
T1-2-12
GENERAL / Component Specifications
ENGINE
Manufacturer................................................. ISUZU
Model ............................................................ AU-4LE2XYSA
Type .............................................................. Diesel, 4-Cycle, Water-Cooled, Inline, Direct Injection
Cyl. No.-Bore×Stroke .................................... 4-85.0 mm×96 mm
3
Piston Displacement ..................................... 2179 cm
-1
Rated Output................................................. 40.5 kW/2000 min (55 PS/2000 rpm)
Compression Ratio ....................................... 18.3
Dry Weight .................................................... 199 kg (440 lb)
Firing Order................................................... 1-3-4-2
Rotation Direction ......................................... Clockwise (View from Fan Side)
Dimensions Length×Width×Height ............... 756.3×535.2×729.6 mm
COOLING SYSTEM
Cooling Fan................................................... Dia. 500 mm 8 Blades (N-Type Blade), Draw-In Type
Fan Pulley Ratio ........................................... Crank/Fan: 132/118=1.12
Thermostat.................................................... Initial Opening at Atmospheric Pressure: 82 °C (180 °F)
Fully Open: 95 °C (203 °F)
Water Pump .................................................. Centrifugal Swirl Type, Belt Drive (B-Type, V-Belt)
LUBRICATION SYSTEM
Lubricating System ....................................... Pressure Lubrication Type
Lubrication Pump Type ................................. Trochoid Pump
Oil Filter......................................................... Full-Flow Paper Element Type
STARTING SYSTEM
Motor............................................................. Magnetic Pinion Shift Reduction Type
Voltage/Output ..............................................24 V/3.2 kW
PREHEAT SYSTEM
Preheating Method ....................................... Glow Plug
ENGINE STOP SYSTEM

Stop Method..................................................Fuel Shut-Off (Normally Energized Solenoid)
T1-3-1
ALTERNATOR
Type .............................................................. IC and Regulator Integrated AC Type
Voltage/Output .............................................. 24 V/50 A
FUEL SYSTEM
Type .............................................................. PFR1KZ Type
Governor ....................................................... Mechanical All Speed Control
Injection Nozzle............................................. Multi-Injection Hole Type
PERFORMANCE
Lubricant Consumption................................. 15 mL/h or less (at Rated Output)
Fuel Consumption Ratio ............................... 236 g/kW h (174 g/PS h) or less (at Rated Output)
Injection Timing .............................................2° before T.D.C
-1
Maximum Output Torque .............................. 215±10 N m (22±1.0 kgf m, 159±7.4 lbf ft) at Approx. 1500 min
2
Injection Pressure ......................................... First Stage: 16.7 MPa (170 kgf/cm , 2430 psi),
2
Second Stage: 25.0 MPa (255 kgf/cm , 3630 psi)
-1
Compression Pressure ................................. 3.04 MPa at 250 min
Valve Clearance (Inlet/Exhaust) ................... 0.4/0.4 mm (when cool)
-1 -1
No Load Speed .............................................Slow: 1050±25 min Fast: 2200±25 min
T1-3-2
Engine Performance Curve (AU-4LE2X)
Test condition:
1. In conformity with JIS D0006 (Performance Test Method for Diesel Engine Used for Construction Machinery)
under standard atmospheric pressure.
2. Equipped with the fan and generator.
Torque
(N·m)
Output
(kW)
Fuel Consumption
Ratio
(g/kW·h)
-1 T1P1-01-03-001
Engine Speed (min (rpm))
T1-3-3
ENGINE ACCESSORIES
RADIATOR ASSEMBLY
Type .............................................................. Parallel Type
Weight........................................................... 14.7 kg (32.5 lb)
Radiator Oil Cooler

Capacity ........................................................ 5.0 L 3.3 L
2 2
Air-Tight Test Pressure ................................. 160 kPa (1.6 kgf/cm , 23 psi) 1.0 MPa (10 kgf/cm , 145 psi)
2
Cap Opening Pressure ................................. 49 kPa (0.5 kgf/cm , 7.1 psi)
INTERCOOLER
2
Air-Tight Test Pressure ................................. 200 kPa (2.0 kgf/cm , 29 psi)
BATTERY
Capacity ........................................................ 96 Ah (5-Hour Rating) 120 Ah (20-Hour Rating)
Voltage .......................................................... 12 V
Weight........................................................... 32.1 kg (71 lb)×2
T1-3-4
HYDRAULIC COMPONENT
PUMP DEVICE
Model ............................................................ K7SP36/K7V28
Weight...........................................................72 kg (159 lb)
MAIN PUMP 1, 2
Type .............................................................. Swash Plate Type Variable Displacement Axial Plunger Pump
Maximum Flow (Theoretical Value) .............. ZX70-3: 72.6×2 L/min (19.2×2 gpm)
ZX75US-3: 79.2×2 L/min (20.9×2 gpm)
Control System ............................................. Summation Simultaneous Swash Angle Control
MAIN PUMP 3
Type .............................................................. Swash Plate Type Variable Displacement Axial Plunger Pump
Maximum Flow (Theoretical Value) .............. 61.6 L/min (16.3 gpm)
GEAR PUMP (PILOT PUMP)

Type .............................................................. Fixed Displacement Type Gear Pump
Maximum Flow (Theoretical Value) .............. 22 L/min (5.8 gpm)
CONTROL VALVE
Model ............................................................KVMM-80
Type .............................................................. Pilot Pressure Operated Type (8-Spool+5-Spool)
2
Main Relief Set-Pressure (Travel) ................ 31.4 MPa (320 kgf/cm , 4560 psi) at 26 L/min
2
(Except Travel)..... 26.0 MPa (265 kgf/cm , 3780 psi) at 24 L/min
2
Overload Relief Set-Pressure ....................... 28.0 MPa (285 kgf/cm , 4070 psi) at 10 L/min
Boom, Arm, Bucket
2
32.0 MPa (325 kgf/cm , 4650 psi) at 10 L/min
Blade (Optional)
Weight........................................................... 75.5 kg (167 lb)
T1-3-5
SWING DEVICE
Type .............................................................. 2-Stage Planetary Reduction Gear
Reduction Gear Ratio ................................... 18.196
Weight........................................................... 71.0 kg (157 lb)
SWING MOTOR
Model ............................................................MFC40
Type .............................................................. Swash Plate Type Fixed Displacement Axial Plunger Motor
Weight........................................................... 20 kg (44 lb)
SWING VALVE UNIT

Type .............................................................. Non Counterbalance Valve Type
2
Relief Set-Pressure....................................... ZX70-3: 23.0 MPa (235 kgf/cm , 3340 psi)
2
ZX75US-3: 25.0 MPa (255 kgf/cm , 3630 psi)
SWING PARKING BRAKE

Type .............................................................. Wet-Type Spring Set Hydraulic Released Multi-Disc Brake
2
Release Pressure (Full Stroke)..................... 1.2 to 2.3 MPa (12 to 23 kgf/cm , 175 to 330 psi)
TRAVEL DEVICE
Type .............................................................. 2-Stage Planetary Reduction Gear
Reduction Gear Ratio ................................... ZX70-3: 35.3971
ZX75US-3: 42.4389
Weight........................................................... ZX70-3: 105 kg (232 lb)
ZX75US-3: 111 kg (245 lb)
TRAVEL MOTOR
Model ............................................................HMK053FF
Type .............................................................. Swash Plate Type Axial Plunger Motor
Weight........................................................... 40.8 kg (90 lb)
TRAVEL BRAKE VALVE

Type .............................................................. Counterbalance Valve Type
2
Relief Set-Pressure.......................................31.4 MPa (320 kgf/cm , 4560 psi)
TRAVEL PARKING BRAKE

Type .............................................................. Wet-Type Spring Set Hydraulic Released Multi-Disc Brake
2
Cracking Pressure for Release..................... 1.14±0.26 MPa (11.6±2.7 kgf/cm , 165±38 psi)
T1-3-6
CYLINDER
Boom Arm Bucket
Rod Diameter................................................ 65 mm (2.6 ) 60 mm (2.4 ) 55 mm (2.2 )
Cylinder Bore ................................................ 115 mm (4.5 ) 95 mm (3.7 ) 85 mm (3.3 )
Stroke............................................................885 mm (2 10.8 ) 900 mm (2 11.4 ) 730 mm (2 4.7 )
Fully Retracted Length.................................. 1311 mm (4 3.6 ) 1300 mm (4 3.2 ) 1120 mm (3 8.1 )
Plating Thickness.......................................... 30 m (1.18 in) 30 m (1.18 in) 30 m (1.18 in)
Weight........................................................... 89 kg (197 lb) 68 kg (150 lb) 56 kg (124 lb)
(Optional) Offset Blade

Rod Diameter................................................ 60 mm (2.4 ) 70 mm (2.8 )
Cylinder Bore ................................................ 105 mm (4.1 ) 120 mm (4.7 )
Stroke............................................................517 mm (1 8.4 ) 145 mm (5.7 )
Fully Retracted Length.................................. 917 mm (3 0.1 ) 568 mm (1 10.4 )
Plating Thickness.......................................... 30 m (1.18 in) 30 m (1.18 in)
Weight........................................................... 55 kg (122 lb) 53 kg (117 lb)
FRONT ATTACHMENT PILOT VALVE

Model ............................................................ HVP06J-040-101
Plunger Stroke .............................................. 1, 3 Port: 6.5 mm
2, 4 Port: 8.0 mm
TRAVEL PILOT VALVE

Model ............................................................ HVP05S-040-101
Plunger Stroke ..............................................1, 2, 3, 4 Port: 4.6 mm
AUXILIARY AND BLADE PILOT VALVE (OPTIONAL)

Model ............................................................ Auxiliary: HVP05M-040-101
Blade: HVP05K-040-101
Plunger Stroke .............................................. 1, 2 Port: 3.7 mm
T1-3-7
2-SPOOL SOLENOID VALVE UNIT
Application .................................................... SA: Travel Motor Displacement Angle Control
SB: Pumps 1, 2 Flow Rate Control
SHOCKLESS VALVE
Type .............................................................. Flow Control Type
PILOT SHUT-OFF SOLENOID VALVE

Type .............................................................. ON/OFF Solenoid Valve
OIL COOLER BYPASS CHECK VALVE

2
Cracking Pressure ........................................ 392 kPa (4.0 kgf/cm , 57 psi) at 5 L/min
T1-3-8
FILTER
Filtration
Engine Oil Filter ............................................ - ISUZU 8980756760
Fuel Filter ...................................................... - ISUZU 89717254901
Air Filter......................................................... - -
Full Flow Filter............................................... 10 > 3.0
Suction Filter ................................................. 177 m
(80 mesh)
Pilot Filter ...................................................... 10 > 1.4
Swing Drain Filter ......................................... 10 > 1.4
ELECTRICAL COMPONENT
ENGINE OIL PRESSURE SWITCH

Operating Pressure....................................... 30 to 50 kPa (0.3 to 0.5 kgf/cm2, 4.4 to 7.3 psi)
OVERHEAT SWITCH
Operating Temperature ................................. 105±2 °C (221±3.6 °F)
COOLANT TEMPERATURE SENSOR

Operating Temperature................................. 50 to 120 °C (122 to 248 °F)
AIR FILTER RESTRICTION SWITCH

Operating Pressure....................................... 6.23 kPa (635 mmH2O)
FUEL SENSOR
Resistance .................................................... Empty: 90 Full: 10
PRESSURE SENSOR (TRAVEL, FRONT ATTACHMENT/SWING)

Output Voltage .............................................. 0.5 to 4.5 V
GENERAL PURPOSE RELAY

Voltage/Current ............................................. 24 V/10 A
BATTERY RELAY
Voltage/Current ............................................. 24 V/100 A
GLOW TIMER
Voltage/Current ............................................. 24 V
STARTER RELAY
Voltage/Current ............................................. 24 V
EGR CUT RELAY

Voltage .......................................................... 24 V
T1-3-9
HORN
+0.5
Specification.................................................. 24 V/2.5 -1 A
Sound Pressure ............................................ 113±5 dB (A) at 2 m
SECURITY HORN
Specification..................................................24 V/Max. 2.3 A
Sound Pressure ............................................ 115±5 dB (A) at 2 m
ILLUMINATION
Specifications ................................................ Work Light: Halogen 24 V/70 W
Cab Light: 24 V/12 W
AIR CONDITIONER
Refrigerant .................................................... HFC-134a
Cooling Ability ............................................... 4.45 kW (3830 kcal/h) or more
3
Cool Air Volume ............................................ 395 m /h or more
Heating Ability ...............................................4.15 kW (3570 kcal/h) or more
3
Warm Air Volume .......................................... 365 m /h or more
Temperature Adjusting System ..................... Electronic
Refrigerant Quantity......................................800±50 g
3
Compressor Oil Quantity .............................. 210 cm
T1-3-10
MEMO
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SECTION 2
SYSTEM
CONTENTS
Group 1 Controller Group 4 Electrical System
Outline .......................................................... T2-1-1 Outline...........................................................T2-4-1
CAN: Controller Area Network Main Circuit ................................................... T2-4-2
(Network Provided for Machine)................. T2-1-2 Electric Power Circuit (Key Switch: OFF) .....T2-4-4
MC: Main Controller...................................... T2-1-3 Accessory Circuit .......................................... T2-4-6
ICF: Information Controller ......................... T2-1-10 Preheating Circuit ......................................... T2-4-8
Monitor Unit ................................................ T2-1-12 Starting Circuit (Key Switch: START)..........T2-4-10
Charging Circuit (Key Switch: ON) .............T2-4-14
Group 2 Control System
Serge Voltage Prevention Circuit ................T2-4-18
Outline .......................................................... T2-2-1
Pilot Shut-Off Circuit (Key Switch: ON).......T2-4-20
Engine Control.............................................. T2-2-2
Security Lock Circuit ...................................T2-4-22
Pump Control.............................................. T2-2-14
EGR (Exhaust Gas Recirculation)
Valve Control .............................................. T2-2-16
Control.......................................................T2-4-24
Other Control .............................................. T2-2-18
Engine Stop Circuit (Key Switch: OFF).......T2-4-26
Group 3 Hydraulic System Security Horn Circuit ...................................T2-4-28
Outline .......................................................... T2-3-1 Working Light Circuit...................................T2-4-30
Pilot Circuit ................................................... T2-3-2 Wiper / Washer Circuit ................................T2-4-32
Main Circuit................................................... T2-3-4
1P1T-2-1
(Blank)
1P1T-2-2
SYSTEM / Controller
OUTLINE
The controllers are provided for each control respec-

tively.
Each controller is connected by using CAN (Controller
Area Network) in order to display on the monitor unit in
the cab or the monitoring of the machine overall con-
dition including the engine.
MC Main Controller
ECF Engine Controller
ICF Information Controller
Monitor Unit
Dr.ZX
Satellite Terminal
(Optional)
Monitor Unit ICF
CAN Bus Line
MC
ECF
CAN Bus Line

T1J1-02-01-004
NOTE: CAN (CAN Bus Line)
T2-1-1
SYSTEM / Controller
CAN: CONTROLLER AREA NETWORK
(NETWORK PROVIDED FOR MACHINE)
MC, ECF, ICF and the monitor unit are connected by

using the CAN bus line and communicate the signal
and the data each other.
The CAN bus line consists of two harnesses, CAN

High and CAN Low.
Each controller judges the CAN bus line level due to
potential difference between CAN High and CAN Low.
Each controller arranges the CAN bus line level and
sends the signal and the data to other controllers.
Dr.ZX
Satellite Terminal
(Optional)
Monitor Unit ICF
CAN Bus Line
CAN High
MC
CAN Low
ECF
T1J1-02-01-004
T2-1-2
SYSTEM / Controller
MC: MAIN CONTROLLER
Function Outline
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 target engine
operating speed to ECF (engine controller) by using
CAN communication.
ECF drives the EC motor in response to the signals
from MC and controls the engine.
MC drives the torque control solenoid valve and the
travel mode selection solenoid valve in order to con-
trol the pump and the valve.
MC has the controls as follows.

Engine Control
Pump Control
Valve Control
Other Control
NOTE: As for details on each control, refer to

SYSTEM / Control System.
T2-1-3
SYSTEM / Controller
Engine Control
Engine Control Dial Control
It controls the engine speed according to the ro-
tation angle of the engine control dial.
Pilot Shut-Off Idle Speed-Up Control

When the pilot shut-off lever is in the LOCK posi-
tion, it reduces the engine slow idle speed in order
to reduce fuel consumption and noise level.
When the pilot shut-off lever is in the UNLOCK
position, it increases the engine speed by 200
1
min from the slow idle speed in order to prevent
engine stall during control lever operation.
Travel HP Mode Control

It increases the engine speed and travels faster
during travel single operation.
E Mode Control
It reduces the engine speed by the specified ratio.
Auto-Idle Control
It reduces the engine speed when all the control
levers are in neutral. Therefore, fuel consumption
and noise level can be reduced.
T2-1-4
SYSTEM / Controller
Pressure Sensor
Travel
Front Attachment/Swing
Pilot Shut-Off
Switch Swing (Optional)
Auxiliary (Optional)
Engine
Control Dial
E
Power Mode
Switch
P
MC
Auto-Idle
Switch A/I
N Sensor
Key Switch
Dr. ZX
EC Sensor
ENG.
ICF ECF Full
M Stop
Governor Lever
EC Motor
CAN
Communication
Monitor Unit
Dig. Att.
T1CD-06-01-010
T2-1-5
SYSTEM / Controller
Pump Control
Speed Sensing Control
It controls the pump delivery flow rate in response
to engine speed changes due to variations in load
so that the engine output can be utilized more ef-
ficiently. Therefore, engine stall is prevented when
the machine is operated under adverse conditions
such as operating at high altitude.
Sensor
CAN
Engine Communication
Control Dial
MC ECF ENG.
M
Regulator
Torque Control T1CD-06-01-018

Solenoid Valve
T2-1-6
SYSTEM / Controller
Valve Control
Travel Motor Displacement Angle Control
When shifting the travel mode switch, MC drives
the travel mode selection solenoid valve and se-
lects the travel mode.
MC ECF ENG.
M
Travel Mode Switch
Travel
Motor
Travel Mode Selection Solenoid Valve
T1CD-06-01-019
T2-1-7
SYSTEM / Controller
Other Controls
Rear Monitoring Display Selection Control
It shifts the monitor unit into the back-screen dis-
play.
Travel Alarm Control (Optional)

It sounds the buzzer during travel operation.
Swing Alarm Control (Optional)

It sounds the buzzer and turns on the beacon light
during swing operation.
Overload Alarm Control (Optional)

It sounds the buzzer and indicates the warning of
overload during overloaded operation of boom
raise including lifting work.
T2-1-8
SYSTEM / Controller
Monitor Unit
Overload Alarm
Switch (Optional) MC
Back-Screen Buzzer
To ICF
CAN Bus Line
Key Switch
Travel Alarm System

(Optional)
Travel Alarm
Pressure Sensor Buzzer Deactivation Switch
Travel (Optional)
Swing (Optional)
Swing Alarm Relay
(Optional)
Boom Bottom
Pressure Sensor
Buzzer
(Optional)
Beacon Light
(Optional)
T1P1-02-01-001
T2-1-9
SYSTEM / Controller
ICF: INFORMATION CONTROLLER
Function Outline
Operating Hours Management
The built-in clock is provided for ICF.
ICF sends data of the built-in clock to the monitor
unit by using the CAN bus line.
Alarm, Fault Code Memory

ICF memorizes the alarm and the fault code from
each controller by using the CAN bus line in the
time series.
The memorized alarm and fault code are sent to
the center server by the satellite terminal (op-
tional).
Engine oil pressure alarm and overheat alarm are
sent to the center server whenever these occur.
Other alarm and fault code are sent to the center
server once a day.
Fault Code Display

ICF displays the fault code sent from each con-
troller by using the CAN bus line on Dr. ZX.
Maintenance History
When the maintenance key is pushed on the
monitor unit, time is recorded.
Daily Report Data Making

ICF records operating hours, fuel level and fuel
amount of use during daily operation, and makes
the daily report data.
The daily report data can be sent to the center
server by using the satellite terminal (optional).
Frequency Distribution Data Making

ICF makes the frequency distribution data every
100 hours.
The frequency distribution data can be sent to the
center server by using the satellite terminal (op-
tional).
Cumulative Operating Hours Record

ICF records all hours when the machine is oper-
ated.
The cumulative operating hours can be
downloaded to Dr. ZX.
Mail Data Making (Optional)

ICF records the mails sent from the monitor unit
and sends them to the center server by the satel-
lite terminal.
T2-1-10
SYSTEM / Controller
ICF
CAN Bus Line
MC Communication
Built-In Clock
ECF
Satellite Terminal
(Optional)
GPS
Monitor Unit
Center Server
Dr. ZX
T1V1-02-01-049
T2-1-11
SYSTEM / Controller
MONITOR UNIT
Function Outline
1 2 3 4 5 6 7 8
21 10
11
12
13
14
20 19 18 17 16 15
T1P7-05-02-001
1 - Work Mode Display 7 - Auxiliary 13 - Auxiliary 18 - Mail Selection (Optional)

2 - Auto-Idle Display 8 - Hour Meter 14 - Clock 19 - Auxiliary
3 - Overload Alarm Display 9 - Auxiliary 15 - Back-Screen Selection 20 - Auxiliary
(Optional)
4 - Auxiliary 10 - Fuel Gauge 16 - Menu 21 - Return to Primary Screen
5 - Auxiliary 11 - Mail Display (Optional) 17 - Auxiliary Selection 22 - Coolant Temperature
Gauge
6 - Glow Display
T2-1-12
SYSTEM / Controller
Display of Meters
Data to be displayed on each meter are displayed 1 8
on the monitor unit according to the input signal from
the sensor, the signal received by using CAN and
the internal data of the monitor unit. 21 10
Items to be displayed
1. Hour Meter (Internal data of the monitor unit)
10. Fuel Gauge (Input signal from the fuel sensor)
13. Clock (Signal received from ICF by using CAN)
21. Coolant Temperature Gauge (Input signal from 13
the coolant temperature sensor)
Work Mode Display (1)

The attachments being used are displayed accord-
ing to the signals received from MC by using CAN. M1P1-01-026
Digging Mode
T1V1-05-01-108
T2-1-13
SYSTEM / Controller
Auto-Idle Display (2)
When the auto-idle switch on the switch panel is 2 3 6
turned ON, the data is displayed.
When the key switch is turned ON with the auto-idle
switch ON, the data blinks for 10 seconds.
Overload Alarm Display (3) (Optional)
T1V1-05-02-002
The system measures the load of suspended load

from the bottom pressure of the boom cylinder.
When overload is detected, an alarm is displayed.
Glow Display (6)

While glow timer is supplying current to the glow
plug, the date is displayed according to the signal M1P1-01-026
from coolant temperature sensor.
21 10
Fuel Gauge (10)

Fuel level is displayed.
Coolant Temperature Gauge (21)

Temperature of the engine coolant is displayed.
M1P1-01-015
Primary Screen
T2-1-14
SYSTEM / Controller
Fuel Sensor Error Display Coolant Temperature Fuel Sensor Error
When the fuel sensor is faulty or if the harness be- Sensor Error Display Display
tween the fuel sensor and the monitor unit is open
circuit, the data is displayed on the fuel gauge.
Coolant Temperature Sensor Error Display

When the coolant temperature sensor is faulty, the
data is displayed on the coolant temperature gauge.
M1P1-01-010
Alarm and Remedy Displays against Alarm

Alarm marks are displayed on bottom of the screen
according to the alarm signals from the pilot shut-off
lever, the overheat switch, the fuel sensor, the hy-
draulic oil filter, the alarm switch (optional), the air
cleaner restriction switch, the alternator, the battery
system and the alarm signals received by using
CAN bus line from ECF and MC. The remedy for
each alarm is displayed by the key operation.
Alarm Display T1P1-05-02-004
T1V5-05-01-013
Remedy Display against
Alarm
T2-1-15
SYSTEM / Controller
Main Menu
Time Setting
Time is set.
Time Set Screen T1V5-05-01-021
Maintenance Setting
The data; date of the last replacement, hour meter,
the remaining hours until the next replacement and
the replacement interval are displayed.
As the items to be replaced are displayed in a list,
record the performed replacement by selecting an
item from the list.
Interval ON/OFF Setting

The change interval for each item to be replaced
is set.
Items included in Maintenance Setting

Engine Oil Maintenance Setup Screen T1V5-05-01-049
Engine Oil Filter

Hydraulic Oil
Hydraulic Oil Pilot Filter
Hydraulic Oil Filter
Travel Reduction Gear Oil
Swing Drain Filter
Swing Bearing Grease
Air Filter
Fuel Filter
Air Conditioner Filter
User Setting (TRIP 1)
User Setting (TRIP 2)
Interval ON/OFF Setup Screen T1V5-05-01-052
T2-1-16
SYSTEM / Controller
Mail (Optional)
The requests such as general, fuel replenishment,
service maintenance and forwarding requests in the
mail switch screen are sent.
The contents of mails are registered in ICF, and are
sent to the center server by a satellite terminal.
Mail Switch Screen T1V5-05-01-037
Back Monitor Setting

By key operation, image display ON and OFF of
Auto-Control for switching image of the back monitor
while traveling backward can be set.
T1V5-05-01-173
Back Monitor Setup Screen
T2-1-17
SYSTEM / Controller
Language Setting
A language to be used on screens from among the
preset languages, according to work environment
can be selected.
Language Setup Screen T1V1-05-01-137
Monitoring
This screen displays the actual engine speed.
M1P1-01-017E
Monitoring Screen
T2-1-18
SYSTEM / Controller
Service Menu (Built-In Diagnosing System)
Troubleshooting
This screen displays the fault codes according to
the signals received from each controller by using
CAN.
Fault Code Display T1V5-05-01-097
Monitoring
This screen displays the temperature and the
pressure data received from each controller by
using CAN.
By the key operation, the displayed data can be
held.
Monitoring Screen T1V5-05-01-087
Controller Version
This screen displays the version of MC, ICF and
the monitor unit.
NOTE: The version of ECF is not displayed.
Controller Version Display T1V5-05-01-122
T2-1-19
SYSTEM / Controller
Overload Alarm
(Only the machines with optional parts equipped) Overload Alarm
IMPORTANT: When using overload alarm, make

overload alarm available by using Dr.
ZX.
1. MC detects load of a suspended load by the sig-

nal from the boom bottom pressure sensor of the
boom cylinder.
2. When the overload alarm switch (optional) is
turned ON and load of the suspended load be-
comes overloaded, the monitor unit displays an
alarm message on the primary screen and rings a
buzzer according to the signal from MC by using
CAN. Primary Screen T1P1-05-02-003
3. If overload of the suspended load is dissolved, the

Overload Alarm Switch
alarm message disappears and the buzzer stops (Optional)
ringing.
NOTE: Even if the work is done while displaying a

screen except the primary screen, when an
overload condition is reached, the screen
of the monitor unit is switched to the pri-
mary screen, an alarm message is dis-
played, and a buzzer is rung.
Even after the overload alarm is dissolved,
the monitor unit keeps on displaying the
primary screen without returning to the
screen while the work is done.
T1V1-05-02-004
T2-1-20
SYSTEM / Control System
OUTLINE
The MC (main controller) is used in order to control MC sends the signals equivalent to target engine
the machine operations. The signals from the engine operating speed to ECF (Engine Controller) by using
control dial, various sensors and switches are sent to CAN communication.
MC and processed in the logic circuit. ECF drives the EC motor in response to the signals
from MC and controls the engine.
MC drives the torque control solenoid valve and the
travel mode selection solenoid valve in order to
control the pump and the valve.
Input Signal Output

Engine Control Dial Engine Control (ECF, EC Motor)
Pressure Sensor (Travel) Engine Control Dial Control
Pressure Sensor (Front Attachment/Swing) Pilot Shut-Off Idle Speed-Up Control
Auto-Idle Switch Travel HP Mode Control
Power Mode Switch E Mode Control
Travel Mode Switch (Fast/Slow) Auto-Idle Control
Key Switch
Pressure Sensor (Swing) (OP) Pump Control (Torque Control Solenoid Valve)
Pressure Sensor (Auxiliary) (OP) Speed Sensing Control
Boom Bottom Pressure Sensor (OP) MC
Boom Rod Pressure Sensor (OP) Valve Control (Travel Mode Selection Solenoid
Valve)
Arm Angle Sensor (OP) Travel Motor Displacement Angle Control
Boom Angle Sensor (OP)
Overload Alarm Switch (OP) Other Control
CAN Communication * Travel Alarm Control
N Sensor Target Engine * Swing Alarm Control
Speed * Overload Alarm Control
EC Sensor ECF Actual Engine
Speed
CAN Communication
Monitor Work Mode
Unit
NOTE: OP: Optional

*: This control is for only the machine with
the optional parts equipped.
T2-2-1
ENGINE CONTROL
The engine control consists of the followings.

E Mode Control
Auto-Idle Control
T2-2-2
Engine Control System Layout
Pressure Sensor
Travel
Pilot Shut-Off
Switch Swing (Optional)
Auxiliary (Optional)
Engine
Control Dial
E
Power Mode
Switch
P
MC
Auto-Idle
Switch A/I
N Sensor
Key Switch
Dr. ZX
EC Sensor
ENG.
ICF ECF Full
M Stop
Governor Lever
EC Motor
CAN
Communication
Monitor Unit
Dig. Att.
T1CD-06-01-010
T2-2-3
Purpose: It controls the engine speed according to

the rotation angle of the engine control dial. Engine Engine speed is reduced by
-1
Speed 100 min when the control
It also reduces the engine speed by 100 levers are in neutral.
min-1 from fast idle speed in order to reduce
fuel consumption and noise level when all
the control levers are in neutral.
Operation:
1. MC sends the signal equivalent to target engine
speed to ECF by using CAN communication
according to the rotation angle of the engine
Engine
control dial. Control Dial
2. ECF drives the EC motor according to CAN Slow Idle Fast Idle Position
communication and controls the engine speed.
3. When the following conditions exist and all the
control levers are turned to the neutral position NOTE: Even if the engine control dial is at the fast
(pressure sensors (travel, front attachment idle speed position, the governor lever
/swing): OFF), MC sends the signal to ECF by does not touch the fast idle side stopper
using CAN communication after one second. when all the control levers are in neutral.
-1
4. ECF reduces the engine speed by 100 min from
fast idle speed by driving the EC motor.
NOTE: When the engine speed set by the engine
-1 control dial already has been slower than
Engine speed reduced (100 min ) condition: -1
the fast idle speed by 100 min , the engine
Engine control dial: Fast idle speed-90 min-1 or
speed does not change.
more
This control is done regardless of whether
Power mode switch: P
the auto-idle control is done or not.
The fast idle speed of the engine can be
IMPORTANT: The control in operation steps 3, 4 is
corrected by Dr. ZX.
deactivated by Dr. ZX temporarily or
permanently.
T2-2-4
Pressure Sensor
Travel
Engine
Control Dial
E
Power Mode
Switch
P
MC
A/I
Dr. ZX
ENG.
ICF ECF Stop Full
M
Governor Lever
EC Motor
CAN
Communication
Dig. Att.
T1CD-06-01-011
T2-2-5
Purpose: When the pilot shut-off lever is in the LOCK

position, it reduces the engine slow idle
speed in order to reduce fuel consumption
and noise level.
When the pilot shut-off lever is in the
UNLOCK position, it increases the engine
speed by 200 min 1 from the slow idle
speed in order to prevent engine stall during
control lever operation.
Engine When the pilot shut-off lever
Speed is in the UNLOCK position.
Operation:
1. The signal from the pilot shut-off switch is sent to
MC.
2. When the pilot shut-off lever is in the LOCK
position (pilot shut-off switch: OFF) while the
engine control dial is in the slow idle position, MC Slow Idle
sends the signal equivalent to target engine Speed
1
200 min
speed to ECF by using CAN communication.
3. ECF keeps the engine speed at the slow idle Slow Idle
speed according to CAN communication. Speed Engine
Control Dial
4. When the pilot shut-off lever is in the UNLOCK Slow Idle Fast Idle Position
position (pilot shut-off switch: ON), MC sends the
signals equivalent to the target engine speed to
ECF by using CAN communication.
5. ECF increases the engine speed by 200 min-1
from the slow idle speed.
T2-2-6
Pilot Shut-Off
Switch
Engine
Control Dial
P
MC
A/I
ENG.
ICF ECF Stop Full
M
Governor Lever
EC Motor
CAN
Communication
Dig. Att.
T1CD-06-01-012
T2-2-7
Purpose: It increases the engine speed and travels

faster during travel single operation. Engine
Speed Increasing
Range of Fast
Operation: Idle
1. MC sends the signal equivalent to the target 100 min
-1
engine speed to ECF by using CAN

communication when the following conditions
exist.
2. ECF drives the EC motor and increases the
engine speed by 100 min-1 higher than the speed
set by the engine control dial.
Engine
Condition: Control Dial
Slow Idle Fast Idle Position
Engine control dial: Set at the fast idle speed.
Travel control: Operated
NOTE: When the power mode switch is in the E

mode position, the engine speed is
-1
increased by 100 min from the fast idle
speed at the E mode.
T2-2-8
Pressure Sensor
Travel
Engine
Control Dial
E
Power Mode
Switch
P
MC
A/I
ENG.
ICF ECF Stop Full
M
Governor Lever
EC Motor
CAN
Communication
Dig. Att.
T1CD-06-01-013
T2-2-9
E Mode Control
Purpose: It reduces the engine speed by the

specified ratio.
Engine
Speed
Operation:
1. MC sends the signal equivalent to the target
engine speed to ECF by using CAN
Engine speed is
communication when the power mode switch is reduced by the
in the E mode position. specified ratio.
2. ECF drives the EC motor and reduces the engine
speed lower than the speed by the engine control
dial control.
3. The engine speed is reduced in proportion to the
rotation angle of the engine control dial. Engine
Control Dial
T2-2-10
Engine
Control Dial
Power Mode E
Switch
P
MC
A/I
ENG.
ICF ECF Stop Full
M
Governor Lever
EC Motor
CAN
Communication
Dig. Att.
T1CD-06-01-014
T2-2-11
Auto-Idle Control
Purpose: It reduces the engine speed when all the

control levers are in neutral. Therefore, fuel
consumption and noise level can be
reduced.
Operation:
1. Approx. 3.5 seconds after the control lever is
turned to neutral with the auto-idle switch ON, Engine Engine speed is reduced to
MC sends the signal equivalent to the auto-idle Speed the auto-idle speed after 3.5
seconds.
speed to ECF by using CAN communication.
2. ECF drives the EC motor and sets the engine Fast Idle
Speed
speed to the auto-idling speed.
3. If either control lever is moved (pressure sensors
(travel, front attachment/swing): ON), MC returns Auto-Idle
the signal sending to ECF into the signal Speed
equivalent to the target engine speed set by the
-1
engine control dial within about 1 second. 1250 min
4. ECF drives the EC motor and returns the engine
Engine
speed to the original speed. Control Dial
Auto-idle deactivation requirement:
Control lever: Operated (pressure sensor (travel
or front attachment/swing): ON)
Power mode switch: When the E mode is
changed to the P mode or the P mode is
changed to the E mode
When the engine speed is changed by the
engine control dial
NOTE: Auto-idle speed can be adjusted by Dr. ZX.
T2-2-12
Pressure Sensor
Travel
Engine
Control Dial
P
MC
Auto-Idle
Switch A/I
Dr. ZX
ENG.
ICF ECF Stop Full
M
EC Motor Governor Lever

CAN
Communication
Dig. Att.
T1CD-06-01-015
T2-2-13
PUMP CONTROL
Speed Sensing Control
Purpose: It controls the pump delivery flow rate in

response to engine speed changes due to
variations in load so that the engine output
can be utilized more efficiently.
Engine stall is prevented when the machine
operates under adverse conditions such as
operating at high altitude.
Operation:
1. The target engine operating speed is set by the
Q
engine control dial.
2. The signal from the N sensor is sent to ECF.
3. ECF calculates and sends the actual engine
Flow
speed to MC by using CAN communication. Rate P-Q Line
4. MC calculates the difference in speed between
the target engine speed and the actual engine
speed detected by CAN communication from
ECF. Then, MC sends the signal to the torque
control solenoid valve.
5. The torque control solenoid valve delivers pilot
pressure in response to the received signal to the
pump regulator and controls the pump delivery
flow rate.
6. If the engine load increases and the actual
engine speed becomes slower than the target Pressure P
engine speed, the pump displacement angle is
reduced in order to reduce the pump flow rate.
Therefore, the engine load is reduced and engine
stall is prevented.
7. If the actual engine speed becomes faster than
the target engine speed, the pump displacement
angle is increased in order to increase the pump
flow rate.
Therefore, the engine output can be utilized more
efficiently.
T2-2-14
Sensor
CAN
Engine Communication
Control Dial
MC ECF ENG.
M
Regulator
Torque Control T1CD-06-01-018

Solenoid Valve
T2-2-15
VALVE CONTROL
Travel Motor Displacement Angle Control
Purpose: It controls the travel mode (fast/slow).
Operation at slow speed:

1. When the travel mode switch is set in the slow
speed position, MC turns the travel mode
selection solenoid valve OFF.
2. Therefore, the travel motor displacement angle
control pressure is blocked by the travel mode
selection solenoid valve.
3. Consequently, as the travel motor displacement
angle becomes larger, the travel motor rotates at
slow speed.
Operation at fast speed:

1. When the travel mode switch is set in the fast
speed position, MC turns the travel mode
selection solenoid valve ON.
2. Therefore, the travel motor displacement angle
control pressure is supplied to the travel motor.
3. Consequently, as the travel motor displacement
angle becomes smaller, the travel motor rotates
at fast speed.
(Refer to COMPONENT OPERATION/Travel
Device.)
NOTE: Travel speed is different according to the

engine speed when the travel mode switch
is in the fast position.
Travel Mode Selection Solenoid

Travel Mode Switch Engine Speed (min-1)
Valve Output (MPa)
Fast speed more than 1300 3.0
Fast speed 1300 or less 2.3
T2-2-16
MC ECF ENG.
M
Travel Mode Switch
Travel
Motor
Travel Mode Selection Solenoid Valve
T1CD-06-01-019
T2-2-17
OTHER CONTROL
Purpose: It changes the screen of the monitor unit

into the image of the rearview monitor.
Operation:
1. When the rearview monitor selection switch on
the monitor unit is pushed, the image of the
rearview monitor is displayed on the screen.
2. When MC receives a signal from the pressure
sensor (travel) while the rearview monitor auto
selection is ON, MC sends a signal to shift the
display to the monitor unit by using CAN
communication.
3. The monitor unit changes the image of the
rearview monitor.
NOTE: The rearview monitor auto selection

function of the monitor unit is set OFF
when the machine is delivered.
T2-2-18
Rearview Monitor
Image
Pressure Sensor
Travel
Monitor Unit
CAN
Communication
MC
T1V1-02-01-100
Setup Menu Rearview Monitor

Selection Switch
T2-2-19
Travel Alarm Control
(Only Machines with Optional Parts Equipped)
Purpose: It sounds the buzzer while the machine is

traveling.
Operation:
1. MC receives a signal from the pressure sensor
(travel) when the travel operation is carried out.
2. MC sends a signal to the travel alarm device and
sounds the buzzer.
NOTE: After traveling continuously for more than

13 seconds, the buzzer can be stopped by
the buzzer deactivation switch.
(OP): Optional
Pressure Sensor
Travel
MC
Travel Alarm Device (OP)

Buzzer Deactivation Switch (OP)
Buzzer (OP)
T1CD-02-01-008
T2-2-20
Swing Alarm Control
Purpose: It sounds the buzzer and turns the beacon

light during swing operation.
Operation:
1. MC receives a signal from the pressure sensor
(swing) when the swing operation is carried out.
2. As long as MC receives this signal, MC sends a
signal to the swing alarm device, sounds the
buzzer and turns the beacon light.
NOTE: The buzzer can be stopped by the buzzer

deactivation switch.
(OP): Optional
Pressure Sensor
Swing (OP)
MC
Buzzer Deactivation
Swing Alarm Switch (OP)
Relay (OP)
Buzzer (OP)
Beacon Light (OP)
T1CD-02-01-009
T2-2-21
Overload Alarm Control
Purpose: It sounds the buzzer and displays the

Overload Alarm
overload alarm when boom raise operation Switch (Optional)
such as suspending is overloaded.
Operation:
1. When the following conditions exist, MC sends a
signal to the monitor unit by using CAN
communication.
2. As long as receiving the signal from MC, the
monitor unit connects terminal A9 to the ground
inside.
3. The monitor unit sounds the buzzer and the
overload alarm is displayed.
Condition: M1J1-03-001
Boom bottom pressure sensor: Output beyond

the specified pressure
Overload alarm switch: ON
NOTE: The overload alarm in the monitor unit

should be available by using Dr. ZX.
NOTE: The alarm pressure setting of load in MC

can be adjusted by Dr. ZX.
T2-2-22
Overload Alarm Switch
Boom Bottom
Pressure Sensor
MC
CAN Bus
A9
Buzzer
From Battery
T1V1-02-01-057
T2-2-23
(Blank)
T2-2-24
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system mainly consists of the pilot cir-

cuit and the main circuit.
Pilot Circuit:
Power Source Controller Actuator

Pilot Pump Pilot Valve Operation Control Circuit
Pump Regulator Pump Control Circuit
2-Spool Solenoid Valve Unit Valve Control Circuit
Shockless Valve Swing Parking Brake Release Circuit
Pilot Shut-Off Solenoid Valve Travel Moter Displacement Angle Control Circuit
Hydraulic Oil Heat Circuit
Main Circuit:
Power Source Controller Actuator

Main Pump 1 Control Valve Motors
Main Pump 2 Cylinders
Main Pump 3 Front Attachments (Optional)
T2-3-1
PILOT CIRCUIT
Pressure oil from the pilot pump is supplied to the fol-

lowing circuits.
Operation Control Circuit (Refer to COMPONENT Swing Parking Brake Release Circuit (Refer to
OPERATION / Control Valve.) COMPONENT OPERATION / Control Valve and
Pressure oil from the pilot pump is controlled in Swing Device.)
the pilot valve and moves the control valve spools. When the pilot signal circuit (front attachment
The shockless valve is provided for the boom and /swing) is closed, the swing parking brake is re-
arm circuits and prevents the spools from moving leased.
too quickly.
Travel Motor Displacement Angle Control Circuit
Pump Control Circuit (Refer to COMPONENT (Refer to COMPONENT OPERATION / Travel
OPERATION / Pump Device.) Device.)
Pilot pressure from the pilot pump is controlled by In response to the travel mode selection solenoid
the torque control solenoid valve and is supplied valve, the displacement angle of the travel motor
to the regulator in main pumps 1 and 2 as the is changed and the travel speed is controlled.
speed sensing pressure.
Hydraulic Oil Heat Circuit (Refer to COMPO-
Valve Control Circuit (Refer to COMPONENT NENT OPERATION / Others (Upperstructure).)
OPERATION / Control Valve.) When the pilot shut-off valve is closed, pilot pres-
The flow combiner valve and the main relief valve sure oil is supplied to the shockless valve. Hy-
(set pressure) are shifted by opening/closing the draulic oil is warmed up by the orifice in the
signal pilot circuit. shockless valve.
When operating the arm roll-in, the arm roll-in pi-
lot pressure shifts the arm roll-in combiner control
valve and delivers pressure oil from main pump 3
to the arm roll-in circuit.
T2-3-2
Operation Control Circuit
Travel Pilot Left Pilot Right Pilot Blade Pilot Valve

Valve Valve Valve (Optional)
Pilot Shut-Off Shockless Valve

Solenoid Valve
Hydraulic Oil
Heat Circuit Swing Motor
Control Valve
Swing Parking
Spool
Brake Release
Circuit
Boom Anti-Drift Valve
Swing Parking Brake Control Valve
Main Relief Valve

Travel Motor
Displacement Travel
Angle Control Motor
Valve Control Circuit Circuit
Travel Mode Selection
Solenoid Valve
SI
Torque Control Solenoid
Valve
ST
2-Spool Solenoid
Valve Unit
Pump Control Circuit Regulator
1 2 Main Pump
Pilot Relief
Pilot Filter Pilot Pump
Valve
T1CD-06-01-030
T2-3-3
MAIN CIRCUIT
Main pumps 1, 2, and 3 draw hydraulic oil from Returning oil from the motors and/or the cylinders
the hydraulic oil tank and deliver pressure oil to is returned to the control valve spool. Returning
the control valve. oil from the control valve flows back to the hy-
draulic oil tank after being cooled in the oil cooler.
Pressure oil from main pump1 flows to port P1 on
the top of the control valve, and flows to the When the hydraulic oil temperature is low (high
spools of left travel, bucket, boom 1, arm 2 and viscosity), oil flow resistance in the oil cooler in-
auxiliary combiner in the 8-spool side in the con- creases. The bypass check valve is opened, hy-
trol valve. draulic oil flows back to the hydraulic oil tank di-
rectly. Therefore, the hydraulic oil temperature
Pressure oil from main pump 2 flows to port P2 can be cooled.
on the side of the 5-spool side in the control valve,
and flows to the spools of auxiliary 1, arm 1,
boom 2 and right travel.
Pressure oil from main pump 3 flows to port P3

on the side of the 5-spool side in the control valve,
and flows to the spools of auxiliary 2, blade (op-
tional) and swing.
Pressure oil through each spool flows to the cor-

responding motors and/or the cylinders according
to the spool operation and operates each actua-
tor.
During single operation of boom raise or arm

roll-out, pressure oil from main pumps 1 and 2
are combined.
During combined operation of boom raise and

swing, or during single operation of arm roll-in,
pressure oil from main pumps 1, 2 and 3 are
combined in the boom raise and arm roll-in cir-
cuits via the flow combiner circuit.
T2-3-4
(5-Spool Side)
Swing Motor Blade

(Optional)
Swing Auxiliary P3
Flow Combiner
2
Combiner Circuit Circuit
(Arm Roll-In) (Boom Raise)
P2
Bypass
Check Valve
Auxiliary Flow
Combination Auxiliary 1
Boom
Cylinder
Arm 2
Flow
Main Main Main Combiner
Pump Pump Pump Circuit (Arm) Arm 1
Arm
2 1 3 Bucket Cylinder
Cylinder
Pilot
Pump
Boom 1 Flow Boom 2
Combiner
Circuit
(Boom)
Left
Travel Bucket
Motor
Left
Travel Right
P1 Travel
Right
Control Valve Travel
(8-Spool Side) Motor
Oil Cooler T1CD-06-01-003
T2-3-5
Combined Operation Circuit
Combined Operation of Travel and Front Attach-
ment
When the front attachment is operated while trav-
eling, the pilot signal circuit except for the travel
is blocked by the front attachment spool.
When the pilot signal circuit except for the travel

is blocked, the circuit pressure increases and the
flow combiner valve is shifted.
Pressure oil from main pump 1 flows to the right

travel motor through the flow combiner valve and
the right travel spool as well as flows to the left
travel motor through the left travel spool. There-
fore, the machine can travel straight.
In response to the left travel spool operation,

pressure oil from main pump 1 does not flow to
each spool of bucket, boom 1 and arm 2 at the
8-spool side in the control valve located after the
left travel spool. At this time, the arm and the
boom are operated by pressure oil from main
pump 2. When the arm or the boom is relieved,
the flow combiner check valve (travel) is opened.
As all pressure oil flows to the travel circuit, the
travel speed becomes fast.
When the arm roll-in is operated, pressure oil

from main pump 3 is combined with pressure oil
from main pump 2 through the arm roll-in flow
combiner valve.
When the bucket is operated, pressure oil from

main pump 2 is combined with pressure oil to the
right travel spool through the flow combiner valve.
When this pressure oil flows to the bucket circuit
through the flow combiner check valve (bucket),
combined operation of travel and bucket is pos-
sible.
When the load in the bucket circuit becomes high
(ex. the bucket is relieved), the flow combiner
check valve (bucket) is closed. As pressure oil
flows to the travel circuit preferentially, the travel
speed becomes fast.
T2-3-6
(5-Spool Side)
Swing Motor Blade

(Optional)
Auxiliary
Swing 2
Arm Roll-In Flow

Combiner
Control Valve
Auxiliary Flow
Auxiliary 1
Boom Combination
Cylinder
Arm 2
Main Main Main
Pump Pump Pump Arm 1
Arm
Cylinder
Pilot Flow
Pump Combiner
Boom 1 Boom 2 Check Valve
(Bucket)
Flow
Combiner
Left Travel Bucket Check Valve
Motor (Travel)
Left
Travel Right
Travel
Right
Control Valve
Flow Travel
(8-Spool Side) Motor
Combiner Valve
Pilot Signal Circuit

Except for Travel
T1CD-06-01-031
NOTE: The illustration shows when operating

travel and arm roll-in.
T2-3-7
Combined Operation of Swing and Boom Raise
A flow combiner circuit connected to the boom 2 At the beginning of combined operation, the oil
circuit is provided in the circuit from main pump 3 pressure between the swing motor and main
to auxiliary 2, blade (optional) and swing. A flow pump 3 becomes high due to the load to the
combiner check valve is located in the flow com- swing motor. As the oil pressure between the
biner circuit and controls pressure oil flow when swing motor and main pump 3 is high, the flow
combined operation of swing and boom raise is combiner check valve (boom raise) is opened.
performed. Pressure oil from main pump 3 flows to the boom
side in which the oil pressure is still low. Thus,
When combined operation of swing and boom the boom can be raised and the bucket can be
raise is performed, pilot oil pressure shifts the set at high position.
swing, boom 1 and boom 2 spools.
When the swing motor starts rotating and the
Pressure oil from main pump 1 flows to the boom load to the swing motor is reduced, the oil pres-
cylinder bottom side through the parallel circuit in sure between the swing motor and main pump 3
the 8-spool side in the control valve from the is decreased. Thereby, the flow combiner check
boom 1 spool. valve (boom raise) is closed. As pressure oil
flows to the swing motor, the swing speed be-
Pressure oil from main pump 2 flows to the boom comes fast.
cylinder bottom side through the parallel circuit in
the 5-spool side in the control valve from the
boom 2 spool. This pressure oil is combined with
pressure oil from main pump 1 so that the boom
is raised.
Pressure oil from main pump 3 flows to the swing

motor through the parallel circuit in the auxiliary 2,
blade (optional) and swing circuits in the control
valve from the swing spool.
T2-3-8
(5-Spool Side)
Swing Motor Blade

(Optional)
Auxiliary
Parallel 2
Swing Circuit
Parallel Flow
Circuit Combiner
Circuit
Boom
Cylinder
Main Main Main

Pump Pump Pump
Flow
2 1 3
Combiner
Check Valve
Pilot (Boom Raise)
Pump
Boom 1 Parallel Boom 2
Circuit
Control Valve
(8-Spool Side)
T1CD-06-01-032
T2-3-9
(Blank)
T2-3-10
SYSTEM / Electrical System
OUTLINE
The electrical circuit is broadly divided into the main

circuit, the monitor circuit and the control circuit.
Main Circuit
The engine and accessory operation related circuit.
Monitor Circuit
The electrical circuit group consists of the monitors,
sensors and switches, and displays the machine
operation status.
Control Circuit (Refer to SYSTEM/Control System.)

The control circuit is categorized into the engine,
pump and valve control circuits. Each circuit
consists of the actuators such as solenoid valves,
MC (main controller), ECF, switch boxes, sensors
and pressure switches.
T2-4-1
MAIN CIRCUIT
The major functions and circuits in the main circuit are

as follows.
Electric Power Circuit:

It supplies all electric power to all electrical
systems on this machine. Key Switch, Batteries,
Fuses (Fuse Boxes, Fusible Links), Battery Relay
Accessory Circuit:
It becomes operative when the key switch is
turned to the ACC position.
Preheating Circuit:
It assists the engine when starting in cold
weather.
Starting Circuit:
It starts the engine. Key Switch, Starter, Starter
Relay 2
Charging Circuit:
It charges the batteries. Alternator, (Regulator)
Serge Voltage Prevention Circuit:

It prevents the occurrence of serge voltage
developed when stopping the engine. Load
Damp Relay
Pilot Shut-Off Circuit (Key Switch: ON):

It supplies pressure oil to the pilot valve from the
pilot pump by the pilot shut-off solenoid valve.
Security Lock Circuit:

It cuts electrical current for starting from the key
switch according to the signals from the external
alarm system or the monitor unit.
Engine Stop Circuit:

It stops the engine with the engine stop solenoid.
Security Horn Circuit:

It operates the security horn according to the
signals from the external alarm system or the
monitor unit.
Working Light Circuit:

It turns on the working light and the cab light.
Wiper Circuit:
It operates the intermittent operation of the wiper
and the washer.
T2-4-2
(Blank)
T2-4-3
ELECTRIC POWER CIRCUIT (KEY
SWITCH: OFF)
The battery minus terminal is grounded to the body.

Current from the battery plus terminal flows as shown
below when the key switch is in the OFF position.
Battery Starter Relay (Terminal B) Terminal #7: ECF (EC Motor Power)
Glow Timer (Power) Terminal #8: ECF (Power)
Fuel Pump (Power) Terminal #9: Radio (Backup Power)
Fusible Link
Load Damp Relay Security Horn (Power)
Key Switch (Terminal B) Security Horn Relay (Power)
Fuse Box Terminal #10: MC (Power), ICF (Power)
Terminal #11: Horn Relay (Power)
Terminal #19: Monitor Unit (Power), Buzzer (Power)
Terminal #20: Optional
T2-4-4
Key Switch
Load Damp
Fusible Link Relay
Battery Fuel Pump

Fuse
Box
Glow
Timer Horn Relay 11 7 8 19 20
(Power)
ECF 9
(EC Motor Power) 10
Starter B
Relay ECF (Power) Optional
Monitor Unit
(Power),
Security Buzzer (Power)
Horn MC (Power),
Security ICF (Power)
Horn Relay
Radio
(Backup Power)
T1CD-06-01-033
T2-4-5
ACCESSORY CIRCUIT
When the key switch is turned to the ACC

position, terminal B is connected to terminal ACC
in the key switch.
Current from terminal ACC in the key switch flows

to radio (#12), cab light (#12), cigar lighter (#13)
and auxiliary (#15) through the fuse box and
makes each accessory operable.
T2-4-6
Key Switch
Battery
Fuse
Box
12 15
13 Auxiliary
Cigar Lighter
Radio, Cab Light
T1CD-06-01-034
T2-4-7
PREHEATING CIRCUIT
Key Switch: ON Key Switch: START

1. The signal from the coolant temperature sensor 1. When the key switch is turned to the START
is sent to the glow timer. position, current from terminal ST in the key
2. When the key switch is turned to the ON position, switch flows to terminal #3 in the glow timer
current from terminal M in the key switch flows to through the starter cut relay.
terminal #1 in the glow timer through fuse #16. 2. The glow timer connects terminals A to B inside
3. The glow timer connects terminals A to B inside according to the signal from the coolant
according to the signal from the coolant temperature sensor.
temperature sensor. 3. Therefore, current from the battery flows to the
4. Therefore, current from the battery flows to the glow plug through the glow timer and starts
glow plug through the glow timer and starts preheating.
preheating. 4. When the key switch is turned to the ON position,
5. At this time, the monitor unit displays the preheat preheating is completed due to the glow timer
indicator on the screen. operation.
6. In 8 seconds after preheating starts, the glow
timer disconnects terminals A from B once. Then,
every 2 second, the glow timer
connects/disconnects terminals A and B
(ON/OFF) repeatedly.
7. When coolant temperature is beyond 50 C, the
glow timer disconnects terminals A from B.
8. Consequently, the glow timer is turned OFF and
preheating is completed.
9. At the same time, the monitor unit delete the
preheat indicator disappears from the screen.
T2-4-8
Key Switch M ST
Coolant
Temperature Glow Starter Cut ON
Sensor Timer Relay START
Battery 1
A
B 16
Glow
Plug
Monitor Unit
T1CD-06-01-035
T2-4-9
STARTING CIRCUIT
(KEY SWITCH: START)
1. Current from the battery flows to terminal B in

starter relay and terminal B in the key switch.
2. When the key switch is turned to the START
position, terminal B is connected to terminals M
and ST in the key switch.
3. As current from terminal M excites the battery
relay, battery current is routed to terminal B in the
starter through the battery relay.
4. Current from terminal M flows to the coil in the
engine stop solenoid holding side through fuse
#18 and the engine stop switch.
5. Current from terminal ST flows to terminal S in
starter relay and terminal #1 in the EGR cut
controller through the starter cut relay.
6. Current flows to the coil in starter relay due to
current through terminal S in starter relay so that
starter relay is turned ON.
7. When current flows to terminal #1 in the EGR cut
controller, the EGR cut controller connects
terminal #6 to the ground inside for 2 seconds.
8. The engine stop solenoid is excited and current
from terminal C in starter relay flows to the coil in
the engine stop solenoid attracting side through
the engine stop solenoid relay.
9. Therefore, the engine stop solenoid is moved to
the attracting position and the starter can be
rotated.
10. Current from terminal C in starter relay flows to
terminal C in the starter.
11. Consequently, the relay inside the starter is
turned ON so that the starter rotates.
T2-4-10
Key Switch
Engine Stop Starter Cut Relay

Switch
Battery
Battery
Starter Relay
B 18
C
Starter C
Relay B
Engine Stop
61 Solenoid Relay
Attracting Side
Engine Stop
Solenoid Holding EGR Cut
Side Controller
T1CD-06-01-036
T2-4-11
Starter Relay Operation
1. When the key switch is turned to the START 3. When this voltage increases up to 21 to 22 V,
position, terminal B in the key switch is Zener diode (Z) is turned ON. Consequently,
connected to terminal ST. Current flows to the transistor (Q1) is turned ON. As current does not
base of transistor (Q2) through resistance (R4) in flow to the base of transistor (Q2), transistor (Q2)
starter relay. As transistor (Q2) is turned ON, is turned OFF. At this moment, terminal B in the
current flows to coil (L) in starter relay. starter is disconnected from terminal C and the
Consequently, terminal B in the starter is starter is turned OFF.
connected to terminal C and the starter is
operated. Condenser (C1) as illustrated is used to stabilize the
operating voltage. Diode (D4) protects the circuit in
2. After the engine starts, the alternator starts case the battery terminals are reversely connected.
generating electricity and voltage at terminal R in
starter relay increases.
Starter Relay
S B
D3
(1)
R4 L
C
R3 (2) (1)
Z C
R2 D
From Alternator R Q2 M B
2 Q1
Terminal L
(2)
C1 C Starter
E D4
12V
B
ST
Key Switch 12V
Battery
T107-04-04-003
T2-4-12
(Blank)
T2-4-13
CHARGING CIRCUIT (KEY SWITCH: ON)
1. After the engine starts and the key switch is

released, the key switch is returned to the ON
position. Monitor Unit
2. Terminal B is connected to terminals ACC and M

in the key switch with the key switch ON.
3. The alternator starts generating electricity with

the engine running. Current from terminal B in the
alternator flows to the batteries through the
battery relay and charges the batteries.
4. Current from terminal L in the alternator flows to

the monitor unit, deletes the alternator alarm and
flows to ICF.
NOTE: The monitor unit detects the alternator T1V1-05-01-117
Alternator
generating electricity according to current Alarm
from the alternator and deletes the
alternator alarm.
T2-4-14
Key Switch
Battery
Battery
Relay
Monitor Unit ICF

Alternator
T1CD-06-01-037
T2-4-15
Alternator Operation
The alternator consists of field coil FC, stator coil At the beginning, no current is flowing through
SC and diode D. The regulator consists of field coil FC. When the rotor starts rotating,
transistors (T1 and T2), Zener diode ZD and alternate current is generated in stator coil SC by
resistances (R1 and R2). the rotor remanent magnetism.
Terminal B in the alternator is connected to base When current flows through field coil FC, the
B of transistor T1 through the circuit B R rotor is further magnetized so that the generating
RF (R) (R1) . voltage increases. Thereby, current through field
coil FC increases. Therefore, generating voltage
When the battery relay is ON, the battery voltage increases further and the batteries start charging.
is applied to base B of transistor T1 so that
collector C is connected to emitter E. Therefore,
field coil FC is grounded through transistor T1.
Alternator
B R L Regulator
Battery RF
(R) R3 R4 R5
Relay
R6
D
ZD
R2
Battery SC B
E
R1 C
T2
FC B
D1 C E
T1
(F)
(E)
E
T157-04-02-008
T2-4-16
Regulator Operation
When generating voltage increases more than When generating voltage decreases lower than
the set voltage of Zener diode ZD, current flows the set voltage of Zener diode ZD, transistor T2 is
to base B of transistor T2 and collector C is turned OFF and transistor T1 is turned ON again.
connected to emitter E.
Current flows through field coil FC and
Current to base B of transistor T1 disappears due generating voltage at stator coil SC increases.
to transistor T2 operation so that transistor T1 is The above operation is repeated so that the
turned OFF. alternator generating voltage is kept constant.
No current flows through filed coil FC and

generating voltage at stator coil SC decreases.
Battery Relay
RF R3 R4 R5
R6
ZD
R2
Battery B
SC
A E
C
FC T2
B
R1 E
C
T1
(F) D1
(E)
E
T157-04-02-009
T2-4-17
SERGE VOLTAGE PREVENTION CIRCUIT
1. When the engine is stopped (key switch: OFF),

current from terminal M in the key switch
disappears and the battery relay is turned OFF.
2. The engine continues to rotate due to inertia
force just after the key switch is turned OFF so
that the alternator continues to generate
electricity.
3. As the generating current cannot flow to the
battery, 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 the alternator is generating electricity,
generating current from terminal L in the
alternator flows to terminal #C-7 in the monitor
unit. The monitor unit connects terminal #A-12 to
the ground.
5. Current flows through the exciting circuit in the
load damp relay and the load damp relay is
turned ON.
6. Accordingly, even if the key switch is turned OFF
while the engine is rotating, battery current
continues to excite the battery relay through the
load damp relay. Until the alternator stops
generating, the battery relay is kept ON.
T2-4-18
Key Switch
Battery
Battery Load
Relay Damp
Relay
C7 Monitor Unit A12

L
Alternator T1CD-06-01-038
T2-4-19
PILOT SHUT-OFF CIRCUIT (KEY SWITCH:
ON)
1. When the pilot shut-off lever is turned to the

UNLOCK position, the pilot shut-off switch is
turned ON and terminal B19 in the monitor unit is
connected to the ground
2. When terminal B19 is connected to the ground,
the monitor unit connects terminals B2 to B12
inside.
3. Therefore, current from fuse #4 flows to the
ground through the pilot shut-off relay and the
pilot shut-off switch so that the pilot shut-off relay
is excited.
4. At the same time, the starter cut relay is
connected to the ground circuit.
5. When the pilot shut-off relay is excited, the
ground in the pilot shut-off solenoid valve is
connected to the ground through the pilot shut-off
relay and the security relay.
6. Therefore, the pilot shut-off solenoid valve is
turned ON, pressure oil from the pilot pump is
supplied to the pilot valve and the operating
solenoid valve.
7. When the key switch is turned to the START
position, the starter cut relay is excited.
8. When the starter cut relay is excited, the circuit
between terminal ST in the key switch and
terminal S in starter relay is blocked.
9. Therefore, when the pilot shut-off lever is in the
UNLOCK position and although the key switch is
turned to the START position, the engine does
not start.
T2-4-20
Key Switch
Pilot Shut-Off Pilot Shut-Off Security Starter Cut Pilot Shut-Off

Solenoid Valve Relay Relay Relay Switch
Battery
Battery
Relay 4
Starter
Relay
B2 B12 B19
Monitor Unit
T1CD-06-01-039
T2-4-21
SECURITY LOCK CIRCUIT
1. When the external alarm signal or the password

input error signal from ICF is input to the monitor
unit, terminal #A4 is connected to the ground
inside the monitor unit.
2. Therefore, the security relay and the starter cut
relay are excited.
3. When the security relay is excited, the ground
circuit in the pilot shut-off solenoid valve is
blocked and the pilot shut-off solenoid valve is
turned OFF.
4. Therefore, pressure oil which flows to the pilot
valve from the pilot pump is blocked by the pilot
shut-off solenoid valve.
5. When the starter cut relay is excited, the circuit
between terminal ST in the key switch and
terminal S in starter relay is blocked.
6. Therefore, when the key switch is turned to the
START position, the engine does not start.
T2-4-22
Key Switch
Pilot Shut-Off Pilot Shut-Off Security Starter Cut

Solenoid Valve Relay Relay Relay
Starter
Relay
CAN Communication
B2 A4 B12 B19
Monitor Unit ICF
T1CD-06-01-040
T2-4-23
EGR (EXHAUST GAS RECIRCULATION)
CONTROL
Purpose: It 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.
Operation:
EGR Gas Amount Control EGR Gas Cooling
1. The EGR cut controller decides EGR gas amount 1. EGR gas is cooled by the cooling system in the
according to coolant temperature, engine speed EGR gas passage.
and boost pressure. 2. Cooled EGR gas is combined with intake-air so
2. The EGR cut controller drives the EGR motor that combustion temperature is lowered and NOx
and opens the EGR valve when some conditions is generated lower.
exist.
3. Therefore, EGR gas in response to engine
condition is exhausted and combined with
intake-air.
Coolant Temperature ( C)
Low
OFF ON
High
-1
Engine Speed (min )
Slow
OFF ON
Fast
Boost Pressure (kPa)
Low
OFF ON
High
T2-4-24
To Intercooler
Exhaust
From Air Cleaner
Outlet of Coolant
Cooling System
Engine
Inlet of Coolant
EGR Valve
Intake Manifold
Intake-Air EGR Motor

(From Intercooler)
EGR Cut Controller
N Sensor (Engine Speed Sensor)
Boost Pressure Sensor
Coolant Temperature Sensor
T1P1-02-05-001
T2-4-25
ENGINE STOP CIRCUIT (KEY SWITCH:
OFF)
1. When the key switch is turned to the OFF

position from the ON position, current which
flows to the engine stop solenoid holding side
and terminal #18 in ECF from terminal M is
blocked.
2. Therefore, the engine stop solenoid is turned
OFF.
3. When the engine stop solenoid is turned OFF,
the fuel cut lever is moved to the fuel cut position
by the spring.
4. Consequently, as fuel is not supplied to the
engine, the engine is stopped.
5. ECF operates the EC motor to the STOP
position.
T2-4-26
Key Switch
18
Engine Stop
Solenoid
Holding Side
18
EC
EC Motor
T1CD-06-01-041
T2-4-27
SECURITY HORN CIRCUIT
From Battery
1. When the external alarm signal or the password
input error signal from ICF is input to the monitor Fuse #9
unit, terminal #A3 is connected to the ground
inside the monitor unit.
2. Therefore, the security horn relay is excited.
3. When the security horn relay is excited, current
from fuse #9 operates the security horn. Signal from ICF
A3
Monitor Unit
Security Horn
Security Horn
Relay
T1V1-02-05-006
T2-4-28
(Blank)
T2-4-29
WORKING LIGHT CIRCUIT
Working Light and Cab Light Circuit

1. When the working light switch is moved to
position 1, terminal #B-20 in the monitor unit
receives the signal.
2. The monitor unit connects the ground circuit of
light relay 1.
3. Current from fuse #1 turns light relay 1 ON and
turns on the working light and the cab light.
Boom Light Circuit

1. When the working light switch is moved to
position 2, terminal #A-6 in the monitor unit
receives the signal.
2. The monitor unit connects the ground circuit of
light relay 2.
3. Current from fuse #1 turns light relay 2 ON and
turns on the boom light.
T2-4-30
Boom Light Monitor Unit

Input
#B-20
Working Light
Switch #A-6
Working
Light Input
From
Battery
Fuse #1
Light Light
Relay 1 Relay 2
Cab Light
Working
Light
Boom Light
T1V1-02-05-012
T2-4-31
WIPER / WASHER CIRCUIT
Wiper Circuit
1. When the wiper / washer switch is set to the INT.
position, the electrical signal in response to the Fast
set intervals is input to the monitor unit. Speed
2. The monitor unit connects terminal #A2 to the

ground inside according to the input intervals.
3. Therefore, the wiper relay is turned ON and OFF
repeatedly. Middle
Speed
4. When the wiper relay is turned ON, current from
fuse #2 flows to the wiper motor and the wiper is Slow
Speed
operated.
Washer Circuit M178-01-016
1. While pushing the wiper/washer switch, the

monitor unit receives the electrical signal from Position INT. Set Time
the wiper/washer switch. Slow 8 seconds
2. The monitor unit connects terminal #A10 to the Middle 6 seconds
ground inside and the washer relay is excited. Fast 3 seconds
3. Current from fuse #2 flows to the washer motor
and washer liquid is jetted.
T2-4-32
From
Battery
Wiper / Washer Switch Wiper
Fuse #2
Monitor Unit
Washer
Washer Relay
Wiper Motor
Washer Motor
Wiper Relay
T1V1-02-05-005
T2-4-33
(Blank)
T2-4-34
MEMO
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SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 5 Travel Device
Outline ...................................................... T3-1-1 Outline ...................................................... T3-5-1
Main Pumps 1, 2 and 3............................. T3-1-2 Travel Motor.............................................. T3-5-2
Regulator of Main Pumps 1 and 2 ............ T3-1-6 Parking Brake ......................................... T3-5-10
Regulator of Main Pump 3 ...................... T3-1-16 Travel Brake Valve .................................. T3-5-11
Pilot Pump .............................................. T3-1-22 Travel Reduction Gear ............................ T3-5-13
N Sensor (Engine Speed Sensor)........... T3-1-22

Group 6 Others (Upperstructure)
Pilot Shut-Off Solenoid Valve .................... T3-6-1
Shockless Valve........................................ T3-6-4
Outline ...................................................... T3-2-1
2-Spool Solenoid Valve Unit.................... T3-6-10
Swing Motor ............................................. T3-2-2
EC Motor ................................................ T3-6-12
Swing Parking Brake ................................ T3-2-3
Pilot Relief Valve ..................................... T3-6-13
Make-Up Valve ......................................... T3-2-4
Engine Fan Clutch .................................. T3-6-14
Relief Valve .............................................. T3-2-5
Swing Reduction Gear.............................. T3-2-6 Group 7 Others (Undercarriage)
Swing Bearing........................................... T3-7-1
Center Joint .............................................. T3-7-2
Outline ...................................................... T3-3-1
Track Adjuster ........................................... T3-7-3
Hydraulic Circuit ....................................... T3-3-6
Flow Combiner Valve.............................. T3-3-10
Main Relief Pressure Selection............... T3-3-12
Boom Anti-Drift Valve.............................. T3-3-14
Main Relief Valve.................................... T3-3-16
Overload Relief Valve ............................. T3-3-17
Group 4 Pilot Valve

Outline ...................................................... T3-4-1
Operation ................................................. T3-4-4
Shockless Function
(Only for Travel Pilot Valve) .................. T3-4-12
1P1T-3-1
(Blank)
1P1T-3-2
COMPONENT OPERATION / Pump Device
OUTLINE
The pump device is directly driven by the engine and Main pump 3 is a swash plate type variable
consists of main pumps (1, 2 and 3), the pilot pump displacement axial plunger pump and supplies
and the pressure reducing valve. Main pumps (1 and high-pressure oil to auxiliary 2, blade (optional) and
2) are swash plate type variable displacement axial swing circuits in the control valve. Main pump 1, 2 and
plunger pumps, have dual type delivery ports and 3 are equipped with the regulator for the flow rate
supplying high-pressure oil to auxiliary 1, arm 1, boom control. The pilot pump is a gear pump and supplies
2, right travel, left travel, bucket, boom 1, arm 2 and pressure oil to the pilot circuit. The pressure reducing
auxiliary combiner circuits in the control valve. valve makes the delivery pressure from main pump 3
decrease under the set pressure. This pressure is
useful for control of main pumps 1 and 2.
The N sensor (engine speed sensor) is provided for
control of the pump and the valve.
Regulator for Pilot

Main Pumps 1, 2 Main Pump 3 Pump
Pressure
Reducing Valve
N Sensor
T1P1-03-01-001
Main Pumps 1 and 2 Regulator for

Main Pump 3
T3-1-1
MAIN PUMPS 1, 2 and 3
Cylinder block (5) is splined to shaft (1). Plunger (4) is

inserted into cylinder block (5).
The engine rotation drives shaft (1) directly. Shaft (1)
rotates cylinder block (5) and plunger (4) together.
Shoe (3) at the end of plunger (4) slides over swash
plate (2) and reciprocates in cylinder block (5)
according to the inclination of swash plate (2).
The inlet/outlet ports are provided for each inside and
outside of cylinder block (5) in main pumps 1 and 2.
The outlet port is provided for each inside and outside
of valve plate (6). One inlet port is provided for valve
plate (6). Therefore, the dual outlet port design allows
one pump to function like two pumps having equal oil
displacement.
T3-1-2
1 2 3 4 5 6 1 2 3 4 5 6
T1P1-03-01-005
Main Pumps 1 and 2 Main Pump 3
Valve Plate (Main Pumps 1 and 2)

Outlet Port (Inside)
(Main Pump 2)
Inlet Port
Outlet Port (Outside)

(Main Pump 1)
Inlet/Outlet Port
(Outside)
(Main Pump 1)
Inlet/Outlet Port
(Inside)
(Main Pump 2)
T563-02-02-003
Cylinder Block (Main Pumps 1 and 2)
1 - Shaft 3 - Shoe 5 - Cylinder Block 6- Valve Plate

2 - Swash Plate 4 - Plunger
T3-1-3
Flow Rate Increasing/Decreasing Operation
The pump delivery flow rate is adjusted by changing

the displacement angle of swash plate (3) and
changing the stroke of plunger (4).
Main Pumps 1 and 2 Main Pump 3

Servo piston (1) is moved by pressure oil from the Piston (6) and tilt piston (7) are moved according to
regulator. As swash plate (3) is connected to servo own pressure of main pump 3. Piston (6) and tilt
piston (1) via tilt pin (2), the displacement angle of piston (7) pushes swash plate (3) via pin (5).
swash plate (3) is changed according to the Therefore, the displacement angle of swash plate
movement of servo piston (1) so that the delivery (3) is changed so that the delivery flow rate is
flow rate is changed. changed.
1 2 3 4 3 5 6 4
5 7 T1P1-03-01-005
1 - Servo Piston 3 - Swash Plate 5 - Pin 7 - Tilt Piston

2 - Tilt Pin 4 - Plunger 6 - Piston
T3-1-4
(Blank)
T3-1-5
REGULATOR OF MAIN PUMPS 1 AND 2
The regulator 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.
The major parts of the regulator are compensating
piston (2), spool (4), sleeve (5) and feedback lever
(11).
Pf: P1 P2
P3
T1P1-03-01-006
P1 - Pump 1 Delivery Pressure P2 - Pump 2 Delivery Pressure P3 - Pump 3 Delivery Pressure Pf - Torque Control Pressure
T3-1-6
Component Layout
1 2 3 4 5 6 7
T1P1-03-01-003
12 11 10 9 8
6, 7 5 2 1
3
4 11
12 9 T1P1-03-01-006
1 - Piston 4 - Spool 7 - Inner Spring 10 - Pin

2 - Compensating Piston 5 - Sleeve 8 - Pin 11 - Feedback Lever
3 - Pin 6 - Outer Spring 9 - Tilt Pin 12 - Servo Piston
T3-1-7
Regulator Control Function
The regulator has the following control functions.
Control by Own or Partner Pump Delivery Pressure

The regulator receives own pump delivery pressure Flow
Pressure Increase
Rate (Q)
P1 and partner pump delivery pressure P2 as
Flow Rate Decrease
control signal pressures. If the two 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.
Thereby, the engine is protected from being
overloaded. As the P-Q line has been designated in
order to jointly regulate both pump operations, both
pump delivery flow rates are regulated almost 0 Pressure (P)
equally to each other. Accordingly, although the
higher-pressure side pump is loaded more than the
lower-pressure side pump, the total pump output
matches with the engine output power. (Total
Output Control)
Control by Pilot Pressure from Torque Control

Solenoid Valve Flow
The main controller (MC) operates based on both Rate (Q)
the engine target speed input data and actual
speed information signals, and outputs the signals
to the torque control solenoid valve. In response to
the signals from MC, the torque control solenoid
valve delivers torque control pilot pressure Pps to
the regulator. When receiving pilot pressure Pf, the
regulator reduces the pump delivery flow rate.
(Speed Sensing Power Decrease Control) 0 Pressure (P)
(Refer to Control System.)
P1/P2
P1
P2
P3
Increase Decrease
T1P1-03-01-008
Displacement Angle
P1 - Pump 1 Delivery P3 - Pump 3 Delivery

Pressure Pressure
P2 - Pump 2 Delivery Pf - Torque Control Pressure
Pressure (From Torque Control
Solenoid Valve)
T3-1-8
(Blank)
T3-1-9
Control by Own or Partner Pump Delivery
Pressure
4. Sleeve (5) and feedback lever (11) are as one

NOTE: The pump control, which is performed
unit via pin (3).
using its own delivery pressure and partner
5. As servo piston (12) moves, feedback lever (11)
pump delivery pressure, has the following
is moved via tilt pin (9) and pin (10). Feedback
two functions.
lever (11) is rotated around pin (8) clockwise and
Flow Rate Reduction (Overload
moves sleeve (5) to the right. When the notches
Prevention) Function
on spool (4) and sleeve (5) close and own pump
As load (pressure) increases, the pump
delivery pressure P1 is not routed into the large
delivery flow rate is reduced so that the
chamber of servo piston (12), servo piston (12)
engine is not overloaded.
stops moving.
Flow Rate Increase (Flow Rate
6. Consequently, the pump delivery flow rate is
Recovery) Function
reduced and the pump load is reduced.
As load (pressure) decreases, the pump
delivery flow rate is increased so that the
engine output power can be effectively
utilized. Flow Rate (Q)
Flow Rate Reduction (Overload Prevention)

Function
1. When own pump delivery pressure P1 and
partner pump delivery pressure P2 increase,
compensating piston (2) moves spool (4) to the
right until the pump delivery pressure force
comes in balance with outer spring (6) force and
inner spring (7) force. 0 Pressure (P)
2. When spool (4) is moved, own pump delivery
pressure (P1) is routed into the large chamber of 5 2
servo piston (12) through spool (4). Although
same own pump delivery pressure (P1) is routed
into the small chamber, servo piston (12) moves
P1/P2
to the left due to the difference in pressure
receiving area between the servo piston (12)
ends. 6, 7 P1
3. According to the movement of servo piston (12), P2
the pump displacement angle is reduced so that
the pump delivery flow rate is reduced.
3
4 11
12 Increase Decrease
Displacement Angle
T1P1-03-01-021
T3-1-10
2 3 4 5 6 7
P1 P2
T1P1-03-01-015
12 11 10 9 8
2 3 4 5 6 7
P1 P2
T1P1-03-01-016
12 11 10 9 8
2- Compensating Piston 5- Sleeve 8 - Pin 11 - Feedback Lever

3- Pin 6- Outer Spring 9 - Tilt Pin 12 - Servo Piston
4- Spool 7- Inner Spring 10 - Pin
T3-1-11
Flow Rate Increase (Flow Rate Recovery)
Function
1. When own pump delivery pressure P1 and
partner pump delivery pressure P2 decrease,
compensating piston (2) and spool (4) are moved
to the left until the pump delivery pressure force Flow Rate (Q)
comes in balance with outer spring (6) force and
inner spring (7) force.
2. When spool (4) is moved, the large chamber of
servo piston (12) is connected to the hydraulic oil
tank via spool (4). As own pump delivery
pressure (P1) is routed into the small chamber,
servo piston (12) moves to the right.
3. According to the movement of servo piston (12),
the pump displacement angle increases so that 0 Pressure (P)
the pump delivery flow rate increases.
unit via pin (3). 5 2
5. As servo piston (12) moves, feedback lever (11)
lever (11) is rotated around pin (8) counter P1/P2
clockwise and moves sleeve (5) to the left. When
the notches on spool (4) and sleeve (5) close and
6, 7
the large chamber of servo piston (12) is not
connected to the hydraulic oil tank, servo piston
(12) stops moving.
6. Accordingly, the pump delivery flow rate 3
increases.
4 11
12 Increase Decrease
Displacement Angle T1P1-03-01-022
T3-1-12
2 3 4 5 6 7
P1 P2
T1P1-03-01-019
12 11 10 9 8
2 3 4 5 6 7
P1 P2
T1P1-03-01-020
12 11 10 9 8
2- Compensating Piston 5- Sleeve 8 - Pin 11 - Feedback Lever

3- Pin 6- Outer Spring 9 - Tilt Pin 12 - Servo Piston
4- Spool 7- Inner Spring 10 - Pin
T3-1-13
Control by Pilot Pressure from Torque Control
Solenoid Valve
The pump delivery flow rate is reduced when torque

control pressure Pf is supplied from the torque control Flow Rate (Q)
solenoid valve.
1. Torque control pressure Pf acts on piston (1).

Piston (1) moves compensating piston (2) and
spool (4) to the right until they balance with outer
spring (6) force and inner spring (7) force.
2. When spool (4) is moved, own pump delivery
pressure (P1) is routed into the large chamber of
servo piston (12) through spool (4). Although Pressure (P)
same own pump delivery pressure (P1) is routed
into the small chamber, servo piston (12) moves 5 2 Pf:
to the left due to the difference in pressure
receiving area between the servo piston (12)
ends. P1/P2
3. According to the movement of servo piston (12),
the pump displacement angle is reduced so that
6, 7
unit via pin (3). 1
5. As servo piston (12) moves, feedback lever (11) 3
lever (11) is rotated around pin (8) clockwise and 4 11
moves sleeve (5) to the right. When the notches 9
on spool (4) and sleeve (5) close and own pump
delivery pressure P1 is not routed into the large 12 Increase Decrease
chamber of servo piston (12), servo piston (12) Displacement Angle T1P1-03-01-023
stops moving.
6. These operations make the P-Q curve vary as
illustrated below. Accordingly, pump control
pressure control is performed in conformity with
the varied P-Q curve.
T3-1-14
Pf
1 2 3 4 5 6 7
P1 P2
T1P1-03-01-017
12 11 10 9 8
1 2 3 4 5 6 7
P1 P2
T1P1-03-01-018
12 11 10 9 8
1- Piston 4- Spool 7- Inner Spring 10 - Pin

2- Compensating Piston 5- Sleeve 8- Pin 11 - Feedback Lever
3- Pin 6- Outer Spring 9- Tilt Pin 12 - Servo Piston
T3-1-15
REGULATOR OF MAIN PUMP 3
2 5
The regulator controls the main pump 3 flow rate so
3
that the main pump 3 load and the pilot pump load do
not exceed the set output power.
Outline of Flow Rate Control

1. Own pump delivery pressure from main pump 3
acts on piston (2).
2. Piston (2) pushes swash plate (1) and the
displacement angle is reduced. 1
3. At the same time, own pump delivery pressure
from main pump 3 is routed to the inner passage 6
and oil chamber (5) through tilt piston (6).
4. Pressure in oil chamber (5) pushes tilt piston (6) 4
to the left. Pilot
P3
5. Tilt piston (6) pushes swash plate (1) and the Pump
displacement angle is increased.
T1P1-03-01-007
6. The displacement angle of swash plate (1) is
stopped at the position where piston (2) force
balances with the movement of tilt pin (6).
7. Therefore, the displacement angle of swash plate
(1) is changed due to own pump delivery
pressure from main pump 3 so that the pump
delivery flow rate is controlled.
T3-1-16
1 2
Own Pump
Delivery Pressure
from Main Pump 3
T1P1-03-01-004
6 5 4 3
1 - Swash Plate 3 - Spring 5 - Oil Chamber 6- Tilt Piston

2 - Piston 4 - Spool
T3-1-17
Flow Rate Reduction (Overload Prevention)
Function
When own pump delivery pressure from
main pump 3 increases, piston (2) moves to
the left and pushes swash plate (1).
According to the movement of piston (2), the
pump displacement angle is reduced so that
Tilt piston (6) is pushed to the right by swash
plate (1) and the notches on tilt piston (6)
and spool (4) are opened.
Own pump delivery pressure from main
pump 3 is routed to oil chamber (5) through
spool (4) and pressure in oil chamber (5) is
increased.
Pressure in oil chamber (5) acts on the step
part of spool (4). When pressure in oil
chamber (5) exceeds spring (3) force, spool
(4) is moved to the right until spool (4)
balances with spring (3) force.
At the same time, pressure in oil chamber
(5) pushes tilt piston (6) to the left.
When the notches on tilt piston (6) and spool
(4) are closed and own pump delivery
pressure from main pump 3 is blocked,
swash plate (1) stops moving.
The pump delivery flow rate is decreased by
these movements, and the load to the pump
is reduced.
T3-1-18
1 2
Own Pump
Delivery
Pressure from
Main Pump 3
T1P1-03-01-011
6 Notch 5 4 3
1 2
Own Pump
Delivery
Pressure from
Main Pump 3
6 Notch 5 4 3 T1P1-03-01-012
1 - Swash Plate 3 - Spring 5 - Oil Chamber 6 - Tilt Piston

T3-1-19
Flow Rate Increase (Flow Rate Recovery) Function
1. When own pump delivery pressure from main
pump 3 decreases, tilt piston (6) exceeds piston
(2) on the force to push swash plate (1) to the
left.
2. Tilt piston (6) is moved to the left and pushes
swash plate (1).
3. According to the movement of tilt piston (6), the
pump displacement angle increases so that the
pump delivery flow rate increases.
4. When tilt piston (6) moves and the notches on tilt
piston (6) and spool (4) are closed, oil chamber is
connected to the hydraulic oil tank through spool
(4).
5. Pressure oil in oil chamber (5) flows to the
hydraulic oil tank and pressure in oil chamber (5)
is reduced.
6. When spring (3) force exceeds pressure in oil
chamber (5), spool (4) is moved to the left until
spool (4) balances with spring (3) force
7. When the notches on tilt piston (6) and spool (4)
and pressure oil in oil chamber (5) is blocked,
swash plate (1) stops moving.
8. The pump delivery flow rate is increased by
these movements.
T3-1-20
1 2
Own Pump
Delivery
Pressure from
Main Pump 3
Hydraulic
Oil Tank
6 Notch 5 4 3 T1P1-03-01-013
1 2
Own Pump
Delivery
Pressure from
Main Pump 3
Hydraulic Oil
Tank
6 Notch 5 4 3 T1P1-03-01-010
1 - Swash Plate 3 - Spring 5 - Oil Chamber 6 - Tilt Piston

T3-1-21
PILOT PUMP
Inlet Port 1
Drive gear (1) is driven via the shaft in the main pump,
which rotates driven gear (2) as they are meshed 2
together.
1 - Drive Gear 2 - Driven Gear
Outlet Port
N SENSOR (ENGINE SPEED SENSOR)
This sensor detects the engine speed, which are used

in order to control various operations.
This sensor is installed close to the gear teeth of the 4 5
cylinder block. The quantity of the gear teeth which
pass through the end of the sensor is converted into 3
the pulse so that the engine speed is detected.
3 - Gear Teeth 5 - Output

4 - Output
T178-03-01-020
T3-1-22
COMPONENT OPERATION / Swing Device
OUTLINE
The swing device consists of the swing motor and the

swing reduction gear.
The valve unit prevents the cavitation and the
overload in the swing circuit.
The swing motor is a swash plate type axial plunger
motor (with built-in swing parking brake), which is
driven by pressure oil from the pump, and the rotation
is transmitted to the swing reduction gear.
The swing reduction gear rotates the swing motor with
large torque at a low speed and rotates the
upperstructure.
Valve Unit
Swing Motor
Swing
Reduction
Gear
T1CD-06-01-001
T3-2-1
SWING MOTOR
The swing motor consists of the swash plate, rotor, When pressure oil is supplied from the pump, the
plungers, shoes, retainer, valve plate, housing, cover , plunger is pushed. As the swash plate is inclined, the
hydraulic oil pressure timer, relief valve, make-up shoes on top of the plunger slides along the swash
valve and swing parking brake (springs, brake piston, plate and the rotor rotates. The end of the shaft is
plates, and friction plates). The shaft and the rotor splined to the first stage sun gear in the swing
constitutes one unit. The plungers are inserted into reduction gear. Therefore, the rotation of the shaft is
the rotor. transmitted to the swing reduction gear.
Valve Plate
Swing Parking Brake

Cover
Hydraulic Oil
Pressure Timer
Housing
Relief Valve
Rotor
Plunger
Shoe
Retainer
Swash
Plate
Make-Up Valve
Swing Motor T1CD-03-02-002
Shaft
T3-2-2
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 the brake piston chamber, 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 the spring.
When brake is released When brake is applied

1. The swing or front attachment control lever is 1. When the swing or front attachment control lever
operated, the brake release pressure is supplied is returned to neutral, the brake release pressure
to port SH from the control valve. is not supplied and the check valve is closed.
2. The brake release pressure opens the check 2. When the check valve is closed, port SH is
valve and is supplied to the brake piston disconnected to port PB.
chamber through passages J, K and port PB. 3. Pressure oil in port PB and pressure oil in the
3. Consequently, as the brake piston is pushed, the spool slowly flow to the drain port through
plate and the friction plate become free each passage K and the spring chamber respectively.
other so that the brake is released. 4. If pressure oil in the spool is reduced, the spool is
4. The brake release pressure increases and the moved rightward by the spring force and
spool is moved leftward until passage K is pressure oil in port PB flows to the spool through
closed. passage K again. Therefore, the spool is moved
leftward.
5. By repeating these steps, pressure oil in the
brake piston chamber slowly flows to the he drain
port through port PB and the orifice.
6. Consequently, as the brake piton slowly pushes
the plate and the friction plate, the swing can stop
smoothly.
Spring
Drain Port Spool Port
Spring
Chamber
Brake Piston
Chamber To Brake
Piston
Chamber Passage
Brake Piston K
Plate
Friction Plate Brake

Release
Pressure
Parking Brake
T152-03-02-007 Port SH Passage J

Spring Orifice
Check Valve T1CD-03-02-003
T3-2-3
MAKE-UP VALVE
During swing stopping operation, the swing motor is

driven by the inertial force of the upperstructure. The
swing motor is turned forcibly in excess of oil pressure
from the pump, so that cavitation may be generated in
the motor.
In order to prevent this cavitation, when pressure in
the swing circuit becomes lower than pressure in the
return circuit, the make-up valve opens the poppet,
draws hydraulic oil in the return circuit and
compensates the lack of oil feed.
Return Circuit
Make-Up Valve
Make-Up Valve
Swing Circuit
T1CD-03-02-004
Relief Valve
T3-2-4
RELIEF VALVE
The relief valve reduces shocks developed when

swing movement starts or stops (shockless function)
and protects the circuit from overloading (relief
function).
Shockless Operation Relief Operation

1. When the circuit pressure increases, pressure oil During swing operation, when the circuit pressure
flows to the piston chamber through the poppet exceeds the relief set pressure, the poppet is
and the oil passage in the piston so that the opened and hydraulic oil is relieved.
piston is moved.
2. As long as the piston is moving, the spring force
is increased.
3. Therefore, as long as the piston is moving, the
poppet is opened by the pressure lower than the
relief set pressure and hydraulic oil flows to the
hydraulic oil tank. Therefore, as long as the
piston is moving, the poppet is opened by the
pressure lower than the relief set pressure and
hydraulic oil flows to the hydraulic oil tank.
4. When the piston comes in contact with the end of
the sleeve, the spring force increases up to the
normal relief set pressure.
5. Therefore, the pressure should be relieved
before the circuit pressure reaches the relief
pressure.
(Shockless Operation)
Sleeve
Spring
Piston Chamber
To Hydraulic Oil Tank
Swing Circuit
T1CD-03-02-006
Poppet Piston
(Relief Operation)
Spring Sleeve
Piston Chamber
To Hydraulic Oil Tank
Swing Circuit
T1CD-03-02-007
Poppet Piston
T3-2-5
SWING REDUCTION GEAR
The swing reduction gear is a two-stage planetary The shaft is engaged with the internal gear of the
reduction gear. swing bearing fixed to the undercarriage in order to
The ring gear is monolithically built with the housing rotate the upperstructure.
bolted to the upperstructure and does not allow to
rotate.
The shaft of the swing motor rotates the first stage
sun gear, whose rotating torque is transmitted to the
second stage sun gear through the first stage
planetary gear and the first stage carrier.
The second stage sun gear rotates the shaft through
second stage planetary gear and the second stage
carrier.
Swing Motor
Shaft
First Stage
Planetary Gear
First Stage
Sun Gear
First Stage Ring Gear

Carrier
Second Stage Second Stage

Sun Gear Planetary Gear
Second Stage
Carrier
Housing
Swing Reduction
Gear Shaft
T1CD-06-01-001
T3-2-6
COMPONENT OPERATION / Control Valve
OUTLINE
The control valve controls the oil pressure, flow rate The spool arrangements in the control valve are as
and flow direction in the hydraulic circuit. The major follows from the upper side of the machine.
parts of the control valve are the main relief valve, the 8-spool side: Blade (optional), Swing, Auxiliary Flow
overload relief valve, the flow combiner valve, the Combiner, Arm 2, Boom 1, Bucket, Left Travel
boom anti-drift valve and the spool. 5-spool side: Auxiliary 2, Auxiliary 1, Arm 1, Boom 2,
The spool is operated by hydraulic pilot oil pressure. Right Travel
Machine Front Machine Front

Auxiliary 2
Overload Relief
Valve Overload Relief
(Blade Bottom Valve
Blade (Optional)
(Optional) Side) (Optional)
Main Relief
Valve Swing
Arm Roll-In Flow
Combiner Selection
Valve
Auxiliary Flow
Combiner
Arm 2
Auxiliary 1 Overload
Arm 1 Boom Anti-Drift Relief Valve
Arm 1 Valve (Arm Bottom
Bucket
Side)
Boom 2
Left Travel Swing Parking
Right Travel Overload Relief Valve Brake Selection
(Boom Rod Side) Valve
A
Flow Combiner Valve T1CF-03-03-001
Overload Relief Valve
Main Relief Valve (Bucket Rod Side) T1CD-03-03-018
Overload Relief
Valve (Optional)
(Blade Rod Side)
(Optional)
Overload Relief
Valve (Arm Rod Side) Overload Relief Valve
(Boom Bottom Side)

(Bucket Bottom Side)
View A W1CD-02-05-004
T3-3-1
Layout
3 4 5 6
7
8
2
1
9
36
35
34
10
33
32 11
31
30
12
13
29
28
14
15
16
27
26
25
17
18
19
24 23 22 21 20 T1CD-06-01-002
1 - Overload Relief Valve 10 - Load Check Valve (Arm 1) 19 - Check Valve (Flow 28 - Load Check Valve (Boom
(Blade) (Optional) Combiner Valve Circuit) 1)
2 - Overload Relief Valve 11 - Overload Relief Valve (Arm 20 - Check Valve (Main Relief 29 - Overload Relief Valve
(Blade) (Optional) Bottom Side) Circuit) (Boom Bottom Side)
3 - Load Check Valve (Swing) 12 - Overload Relief Valve (Arm 21 - Main Relief Valve (For 30 - Boom Anti-Drift Valve
Rod Side) Main Pumps 1 and 2) (Check Valve)
4 - Load Check Valve (Blade) 13 - Flow Combiner Check Valve 22 - Check Valve (Main Relief 31 - Overload Relief Valve
(Boom Raise) Circuit) (Boom Rod Side)
5 - Load Check Valve (Auxiliary 14 - Load Check Valve (Boom 2) 23 - Orifice 32 - Boom Anti-Drift Valve
2) (Selector Valve)
6 - Overload Relief Valve 15 - Flow Combiner Check Valve 24 - Swing Parking Brake 33 - Load Check Valve (Arm
(Auxiliary 2) (Optional) (Bucket) Selection Valve 2)
7 - Overload Relief Valve 16 - Load Check Valve (Right 25 - Load Check Valve (Bucket) 34 - Check Valve (Auxiliary
(Auxiliary 2) (Optional) Travel) Flow Combiner Circuit)
8 - Main Relief Valve (For Main 17 - Flow Combiner Check Valve 26 - Overload Relief Valve 35 - Check Valve (Arm Roll-In
Pump 3) (Travel) (Bucket Bottom Side) Flow Combiner Circuit)
9 - Load Check Valve (Auxiliary 18 - Flow Combiner Valve 27 - Overload Relief Valve 36 - Arm Roll-In Flow
1) (Bucket Rod Side) Combiner Selection Valve
T3-3-2
Main Relief Valve

(Main Pump 3) Auxiliary 2
Blade (Optional)
A
Swing
B
Arm Roll-In Flow C
Combiner
Selection Valve D
E
Auxiliary Flow
Combiner F
Arm 2 G
H
Boom 1
Auxiliary 1 Bucket Boom Anti-Drift I
Left Travel Valve
Arm 1
Boom 2
Right Travel J T1CD-03-03-018

T1CF-03-03-001
Flow Combiner
Valve Main Relief Valve
(Main Pumps 1 and 2)
Section A 1 4 2 Section B 3
Blade Swing
Auxiliary 2
8 T1CD-03-03-015
7 5 6
T1CD-03-03-014
Section C 35
Section D 34
Auxiliary Flow Combiner
36
Auxiliary 1
W1CD-02-05-012
9 T1CD-03-03-007
T3-3-3
3 4 5 6
7
8
2
1
9
36
35
34
10
33
32 11
31
30
12
13
29
28
14
15
16
27
26
25
17
18
19
24 23 22 21 20 T1CD-06-01-002
1 - Overload Relief Valve 10 - Load Check Valve (Arm 1) 19 - Check Valve (Flow 28 - Load Check Valve (Boom
(Blade) (Optional) Combiner Valve Circuit) 1)
2 - Overload Relief Valve 11 - Overload Relief Valve (Arm 20 - Check Valve (Main Relief 29 - Overload Relief Valve
(Blade) (Optional) Bottom Side) Circuit) (Boom Bottom Side)
3 - Load Check Valve (Swing) 12 - Overload Relief Valve (Arm 21 - Main Relief Valve (For 30 - Boom Anti-Drift Valve
Rod Side) Main Pumps 1 and 2) (Check Valve)
4 - Load Check Valve (Blade) 13 - Flow Combiner Check Valve 22 - Check Valve (Main Relief 31 - Overload Relief Valve
(Boom Raise) Circuit) (Boom Rod Side)
5 - Load Check Valve (Auxiliary 14 - Load Check Valve (Boom 2) 23 - Orifice 32 - Boom Anti-Drift Valve
2) (Selector Valve)
6 - Overload Relief Valve 15 - Flow Combiner Check Valve 24 - Swing Parking Brake 33 - Load Check Valve (Arm
(Auxiliary 2) (Optional) (Bucket) Selection Valve 2)
7 - Overload Relief Valve 16 - Load Check Valve (Right 25 - Load Check Valve (Bucket) 34 - Check Valve (Auxiliary
(Auxiliary 2) (Optional) Travel) Flow Combiner Circuit)
8 - Main Relief Valve (For Main 17 - Flow Combiner Check Valve 26 - Overload Relief Valve 35 - Check Valve (Arm Roll-In
Pump 3) (Travel) (Bucket Bottom Side) Flow Combiner Circuit)
9 - Load Check Valve (Auxiliary 18 - Flow Combiner Valve 27 - Overload Relief Valve 36 - Arm Roll-In Flow
1) (Bucket Rod Side) Combiner Selection Valve
T3-3-4
Section E Section F
29 33
32 30 28 31
Arm 2
Boom 1
Arm 1
Boom 2
W1CD-02-05-014
12 10 11
W1CD-02-05-015
14 13
Section H 23
Section G 26 28 27
Left Travel
Bucket
Right Travel
18
20 22 T1CD-03-03-010
16 17 T1CD-03-03-019
Section I
View J 15
19 24
21 T1CD-03-03-011
T1CD-03-03-021
T3-3-5
HYDRAULIC CIRCUIT
The hydraulic circuit in the control valve consists of the

main circuit, the pilot pressure circuit and the pilot
signal circuit.
Main Circuit
Main pumps 1, 2, and 3 draw hydraulic oil from the The pressure in the main circuit (between the pumps
hydraulic oil tank and deliver pressure oil to the and the actuators) is regulated by the main relief valve
control valve. so that the main circuit pressure is maintained within
Pressure oil from main pump1 flows to port P1 on the the relief set pressure when a spool (a control lever) is
top of the control valve, and flows to each spool of left operated. The set pressures of the main relief valve of
travel, bucket, boom 1, arm 2 and auxiliary combiner the circuit in main pumps 1 and 2 in the control valve
in the 8-spool side in the control valve. can be selected in 2 stages: one is for the travel
Pressure oil from main pump 2 flows to port P2 on the function and the other is for the front
side of the 5-spool side in the control valve, and flows attachment/swing function. The main relief valve of
to each spool of auxiliary 1, arm 1, boom 2 and right the circuit in main pump 3 is operated when the blade
travel. (optional), swing, and/or arm roll-in function is
Pressure oil from main pump 3 flows to port P3 on the operated. The pressure in the actuator circuit
side of the 5-spool side in the control valve, and flows (between the control valve and the actuators) is
to each spool of auxiliary 2, blade (optional) and regulated by the overload relief valves and prevents
swing. the actuator circuit pressure generated by external
When the spool (a control lever) is neutral, pressure force from exceeding the set pressure when the spool
oil from the main pump returns to the hydraulic oil (the control lever) is neutral.
tank through the neutral circuit. When a spool (a
control lever) is operated, pressure oil from the main
pump flows to the actuator through the spool. The
parallel circuit and the flow combiner circuit are
provided in the main circuits. These circuits make
more than one actuators operate simultaneously.
When the load applied to boom raise becomes large
during combined operation of swing and boom raise,
the flow combiner check valve (boom raise) is closed.
Pressure oil flows to the swing and the swing speed
becomes fast.
When the load applied to the bucket circuit such as
bucket relief operation during combined operation of
bucket and travel, the flow combiner check valve
(bucket) is closed. As pressure oil flows to the travel
circuit preferentially, the travel speed becomes fast.
If the arm or the boom is relieved during combined
operation of travel and arm or boom, the flow
combiner check valve (travel) is opened and all
pressure oil flows to the travel circuit so that the travel
speed becomes fast.
T3-3-6
(5-Spool Side)
Overload
Relief Valve
Blade
Auxiliary
Swing (Optional)
2
Motor Parallel Main Relief
Circuit Valve
Swing
P3
Flow Combiner Flow
Circuit (Arm Roll-In) Combiner
P2
Circuit
(Swing Boom
Raise)
Parallel
Circuit Overload
Relief Valve Auxiliary
Flow Auxiliary 1
Boom Combiner
Cylinder Arm 2 Arm 1
Flow
Main Main Main Combiner
Pump Pump Pump Circuit (Arm) Arm
Cylinder Boom 1
Pilot
Pump Flow Combiner
Check Valve
Boom 2
(Boom Raise)
Bucket
Flow Combiner
Overload
Check Valve
Relief Valve Left Travel Parallel
(Bucket)
Motor Circuit
Flow Combiner
Check Valve
Left (Travel)
Right
Travel
Travel
P1
(8-Spool Side) Right

Control Valve Travel
Motor
Main Relief Valve
T1CD-06-01-003
T3-3-7
Pilot Operation Control Circuit
The spools are operated by pressure oil from the
pilot valve. During the arm roll-in operation, the arm
roll-in pilot pressure shifts the arm roll-in flow
combiner selection valve and makes pressure oil
from main pump 3 flow to the arm roll-in circuit.
Pilot Signal Circuit

The pilot signal circuit is made up by 2 circuits: travel,
and front attachment/swing circuits.
When the travel function is operated, the travel
spool blocks the pilot signal circuit in the travel
system and the circuit pressure increases.
Thereby, the main relief valve set pressure is
increased. The travel pressure sensor detects the
pressure and sends the signal to MC.
When either the front attachment or the swing
function is operated, the front attachment or the
swing spool blocks the front attachment/swing
pilot signal circuit of the front/swing system and
the circuit pressure increases. Thereby, the flow
combiner valve and the swing parking brake
selection valve are shifted. The pressure sensor
(front attachment/swing) detects the pressure and
sends the signal to MC.
T3-3-8
16 15
5 6
Arm Roll-In Flow

Combiner
Selection Valve Pilot Signal Circuit
for Front
Attachment/Swing
System
4 4
Pilot Pump 3
2 2
1
8 7
Signal Pilot Pressure

for Travel System
9
10
12
11
Flow Combiner
Swing Valve
Motor
Pressure Pressure Sensor
Sensor (Front Attachment)
(Travel) T1P7-03-03-001
Swing Parking
Brake Selection
Valve
1- Boom Raise 5- Right Swing 9- Right Travel Reverse 15 - Blade Lower (Optional)
2- Boom Lower 6- Left Swing 10 - Right Travel Forward 16 - Blade Raise (Optional)
3- Arm Roll-Out 7- Bucket Roll-In 11 - Left Travel Reverse
4- Arm Roll-In 8- Bucket Roll-Out 12 - Left Travel Forward
T3-3-9
FLOW COMBINER VALVE
1. When operating front attachment and swing, the

pilot signal circuit for the front attachment/ swing
system is blocked by the front attachment/ swing
spool and the circuit pressure increases so that
the flow combiner valve is shifted.
2. When travel is operated at this time, pressure oil
from main pump 1 is supplied to the left travel
spool and the right travel spool through the flow
combiner valve.
3. Pressure oil from main pump 2 is supplied to the
front attachment spool.
4. Therefore, pressure oil from main pump 1 is
supplied to the right and left travel motors and
pressure oil from main pump 2 is supplied to the
front attachment.
5. Thus, during combined operation of travel and
front attachment, the machine can travel straight.
T3-3-10
(5-Spool Side)
Swing Motor Blade

(Optional)
Auxiliary
Swing 2
Arm Roll-in
Flow Combiner
Selection Valve
Auxiliary Auxiliary
Flow 1
Boom Combiner
Cylinder Arm 2 Arm 1
Main Main Main

Pump Pump Pump Arm
Cylinder Boom 1
Pilot Flow
Pump Boom 2 Combiner
Bucket Check Valve
(Bucket)
Flow
Left Travel Combiner
Motor Left Travel Check Valve
(Travel)
Right
Travel
Flow
Combiner
Valve
(8-Spool Side) Right
Signal Pilot Circuit Travel
Control Valve except for Travel Motor
T1CD-06-01-005
T3-3-11
MAIN RELIEF PRESSURE SELECTION
1. When operating travel, the pilot signal circuit for

the travel system is blocked by the travel spool
and the circuit pressure increases.
2. Thus, pilot pressure acts on the spring side in the
main relief valve and the relief set pressure
increases.
3. Therefore, the torque during travel operation
increases.
T3-3-12
Main Main
Pump Pump
2 1
Pilot
Pump
Boom 2
Bucket
Left Travel
Motor Right
Left
Travel Travel
Right
Pilot Signal Circuit Main Relief Valve Travel
for Travel System Motor
T1CD-06-01-006
T3-3-13
BOOM ANTI-DRIFT VALVE
The boom ant-drift valve is provided in the boom

cylinder bottom side circuit in order to reduce the
boom cylinder drift.
When boom spool is neutral: When boom is lowered:

1. When the boom spool is neutral with the boom 1. When the boom lower operation is made,
raised, pressure in the boom cylinder bottom side pressure oil from the boom spool is supplied to
increases due to self weight of the front the boom cylinder rod side.
attachment. 2. At this time, the boom lower pilot pressure moves
2. At this time, pressure in the bottom side circuit the piston and the spool in the boom anti-drift
acts on the spring side in the check valve through valve is moved.
the spool in the anti-drift valve and pushes the 3. Therefore, pressure oil in the spring chamber of
poppet in the check valve. the check valve returns to the hydraulic oil tank
3. Therefore, the check valve is prevented opening through the oil passage in the spool.
and pressure oil in the bottom side is blocked so 4. At the same time, as the returning oil from the
that the cylinder drift can be reduced. boom cylinder bottom side acts on the poppet in
the check valve, the check valve is opened.
When boom is raised: 5. Consequently, pressure oil in the boom cylinder
1. When the boom raise operation is made, bottom side returns to the boom spool through
pressure oil from the boom spool opens the the check valve.
check valve and flows into the boom cylinder
bottom side.
T3-3-14
When boom spool is neutral:
Spool
Piston
Spring
Boom Cylinder
Check Valve
Poppet
T1CD-03-03-005
When boom is lowered:

Hydraulic Oil Tank
Piston
Boom Lower
Pilot Pressure
Spring
Spring Chamber
Check Valve
Poppet
T1CD-03-03-006
To Boom Spool
T3-3-15
MAIN RELIEF VALVE
The main relief valve prevents oil pressure in the main

circuit from increasing beyond the set pressure. The
relief valve is a two-stage set pressure type shifting
the relief set pressure when the travel is operated.
Relief Valves (Low Set Pressure) for Main Pumps Relief Valves (High Set Pressure) for Main Pumps
1 and 2, Relief Valve for Main Pump 3 1 and 2
1. Oil pressure at port HP acts on pilot poppet (5) 1. When the travel is operated, the pilot pressure
through orifice (2) in main poppet (1) and orifice acts on port SG and piston (9) is pushed leftward.
(4). 2. Therefore, as the spring (7) set force increases,
2. When oil pressure at port HP increases to the set the oil pressure required to open pilot poppet (5)
pressure, pilot poppet (5) is opened and a small is increased.
quantity of pressure oil flows to port LP through 3. Accordingly, the main relief valve set pressure is
passage (6). increased higher than that during front
3. At this time, a pressure difference occurs attachment operation.
between port HP and spring chamber (8) due to
orifice (2).
4. When this differential pressure increases beyond
the spring (3) force, main poppet (1) is opened
and pressure oil at port HP flows to port LP.
8 6 9
Relief Valves for

Main Pumps
1 and 2
Port SG
T152-03-03-014
1 2 3 4 5 7
Relief Valve for

Main Pump 3
8 6
T1CD-03-03-020
1 - Main Poppet 4 - Orifice 6 - Passage 8 - Spring Chamber

2 - Orifice 5 - Pilot Poppet 7 - Spring 9 - Piston
3 - Spring
T3-3-16
OVERLOAD RELIEF VALVE
The overload relief valve has two functions:

1. Relief function: It prevents the actuator circuit
pressure from increasing beyond the set
pressure.
2. Make-up function: It prevents the occurrence of
cavitation in the circuit.
Relief Operation
When the actuator circuit pressure is increased by 8 1 9 2 3 4 5
external loads, the overload relief valve relieves
pressure oil to the hydraulic oil tank.
1. Oil pressure at port HP acts on pilot poppet (4)

through orifice (8) in piston (9).
2. When oil pressure at port HP increases up to the
HP
set pressure, pilot poppet (4) is opened and a
small quantity of pressure oil flows to port LP
through passage (6) in seat (3).
3. At this time, a pressure difference occurs
between port HP and spring chamber (7) due to
LP 10 7 6
orifice (8). When this differential pressure T152-03-03-015
increases beyond the spring (5) set force, piston

(9) and main poppet (1) are opened and pressure 1- Main Poppet 6- Passage
oil flows to the hydraulic oil tank through port LP. 2- Spring 7- Spring Chamber
3- Seat 8- Orifice
4- Pilot Poppet 9- Piston
5- Spring 10 - Sleeve
T3-3-17
Make-Up Operation
1. When an actuator speed is increased faster than
the speed moved by the pressure oil from the
pump such as when the boom is quickly lowered, 8 2 3 4 5
1 9
the overload relief valve supplies hydraulic oil
from the hydraulic oil tank into the actuator circuit.
2. As described on the previous page, when the
overload relief valve relieves due to external
loads, the oil pressure in the opposite side will
decrease.
3. At this time, the overload relief valve draws HP
hydraulic oil from the hydraulic oil tank into the
actuator circuit.
LP 10 7 6
T152-03-03-015
1- Main Poppet 6- Passage

2- Spring 7- Spring Chamber
3- Seat 8- Orifice
4- Pilot Poppet 9- Piston
5- Spring 10 - Sleeve
T3-3-18
COMPONENT OPERATION / Pilot Valve
OUTLINE
The pilot valve controls pilot pressure oil in order to NOTE: As for the pilot valves for front attach-
move the spool in the control valve. The pilot valve ment/swing and for travel, the structure of
outputs pressure according to the control lever stroke the cam to push in the pusher is different
by PPC (Pressure Proportional Control Valve) function and that of the pressure reducing valve is
and moves the spool in the control valve. same.
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
blade (optional).
Front Attachment / Swing Pilot Valve

Port ISO Control Hitachi
No. Lever Pattern Pattern
1 Bucket Roll-Out
2 Boom Lower
Right
3 Bucket Roll-In
4 Boom Raise
1 Right Swing Arm Roll-In
2 Arm Roll-Out Right Swing
Left
3 Left Swing Arm Roll-Out
4 Arm Roll-In Left Swing
Hydraulic P T
Symbol
P 4
1 3 2 4
T105-02-07-020 3 1
2 T1V1-03-04-001
T
T3-4-1
Travel Pilot Valve
Port No.
1 Travel (Right Reverse)
2 Travel (Right Forward)
3 Travel (Left Forward)
4 Travel (Left Reverse)
T
Hydraulic
Symbol
B T1M9-03-05-004
View B 3 4
3 P T 4 2 1
T178-03-04-017
2
1
T1M9-03-05-005
Auxiliary and Blade Pilot Valves

Port No.
1 Open
Auxiliary
2 Close
1 Lower
Blade
2 Raise
T
P T
P
1 2 T1CF-03-04-001
T1CF-03-04-002
1 2
T3-4-2
(Blank)
T3-4-3
OPERATION
Front Attachment / Swing and Travel Pilot Valves

The spool (6) head comes in contact with the upper
surface of spring guide (3) which is kept raised by re-
turn spring (5).
Neutral (Output Curve: A to B):

1. When in neutral, spool (6) completely blocks
pressure oil from port P (pilot pump). The output E F
port is connected to port T (hydraulic oil tank)
through the inner passage in spool (6). D
2. Therefore, pressure in the output port is equal to Pilot
that in port T. Pressure
3. When the control lever is slightly tilted, cam (1) is
tilted and pusher (2) is pushed downward. Pusher C
(2) compress return spring (5) along with spring
guide (3) together.
4. At this time, as pressure in the output port is equal A B
Pusher Stroke
to that in port T, spool (6) moves downward while
T523-02-05-001
keeping the lower surface of the spool (6) head in
contact with spring guide (3).
5. This status continues until hole (7) on spool (6) is
connected to port P.
T3-4-4
1 1
2 2
6
3 3 Port T
4 4
7
5 5 Port P
6 Output Port
6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-007

Output Port T1V1-03-04-008
Travel Pilot Valve

1 1
2 2 Port T
7
Port P
3 3 6
4 4
5 Output Port
5
6
Port T Port T
6
Port P Port P
7 7
Output Port Output Port

T1V1-03-04-002 T1V1-03-04-003
1 - Cam 3 - Spring Guide 5 - Return Spring 7 - Hole

2 - Pusher 4 - Balance Spring 6 - Spool
T3-4-5
During Metering or Decompressing
(Output Curve: C to D)
1. When the control lever is further tilted in order to
move pusher (2) downward further, hole (7) on E F
spool (6) 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 Pilot
surface of spool (6) so that spool (6) is pushed Pressure
upward.
3. When the force to move spool (6) upward is C
smaller than the balance spring (4) force, balance
spring (4) is not compressed so that spool (6) is
not raised and pressure in the output port in- A B
Pusher Stroke
creases.
T523-02-05-001
4. As pressure in the output port increases further,
the force to move spool (6) upward increases.
When this force overcomes the balance spring (4)
force, balance spring (4) is compressed so that
spool (6) is moved upward.
5. As spool (6) is moved upward, hole (7) is closed
so that pressure oil from port P stops flowing into
the output port and pressure in the output port
stops increasing.
6. As spool (6) is moved downward and balance
spring (4) is compressed, the pressure acting on
the bottom surface of spool (6) increases until the
pressure balances with the increasing spring
force. This increasing pressure becomes pres-
sure in the output port.
T3-4-6
1 1
2 2
3 3
4 4
5 5
6
6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-009 Output Port T1V1-03-04-010
Travel Pilot Valve

1 1
2 2
3 3
4 4
5 5
6 6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-004 Output Port T1V1-03-04-005

T3-4-7
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 E F
attachment / swing pilot valve comes in contact
with the casing shoulder, or cam (1) on the travel D
pilot valve comes in contact with the casing. Pilot
2. At this time, the bottom surface of pusher (2) di- Pressure
rectly pushes spool (6). Therefore, even if pres-
sure in the output port increases further, hole (7) C
on spool (6) is kept open.
3. Consequently, pressure in the output port is equal
to that in port P. A B
Pusher Stroke
T523-02-05-001
NOTE: Total lever strokes for front attachment and

swing controls are determined by stroke
dimension (E) of pusher (2). Total lever
stroke for travel control is determined by
stroke dimension (E) of cam (1).
T3-4-8
2
2
4
5
E
6
Port T
7 Port P
T1V1-03-04-011 T1V1-03-04-007
Output Port
Travel Pilot Valve

1 1
2 E
4
5
6
Port T
Port P
7
Output Port T1V1-03-04-006 T1V1-03-04-002

T3-4-9
Auxiliary and Blade Pilot Valves (Optional)
In Neutral (Output Curve: A to B) During Metering or Decompressing

1. When the control pedal is in neutral, spool (7) (Output Curve: C to D)
completely blocks pressure oil from port P. 1. When the control pedal is depressed further, the
2. As the output port is connected to port T through hole on spool (7) is connected to the notch.
the passage in spool (7), pressure in the output 2. Pressure oil in port P flows to the output port
port is equal to that in the hydraulic oil tank. through the notch and the hole on spool (7), and
3. When slightly depressing the control pedal and pressure in the output port increases.
moving cam (1), pusher (2) compresses return 3. Pressure in the output port acts on the bottom
spring (6) downward with spring guide (4) to- surface of spool (7) and spool (7) is moved up-
gether. ward.
4. At this time, spool (7) is pushed by balance spring 4. When the force to move spool (7) upward is
(5) and moved downward until dimension (A) be- smaller than the balance spring (5) force, balance
comes zero (port P is aligned with the hole). spring (5) is not compressed.
5. During this movement, the output port is con- 5. Therefore, as port P is kept connected to the
nected to port T so that pressure oil is not supplied output port, pressure in the output port continues
to the output port. to increase.
6. When pressure in the output port increases further,
NOTE: The pedal stroke while pressure at dimen- the force to move spool (7) upward increases.
sion (A) becomes zero is play. 7. When this force overcomes the balance spring (5)
force, spool (7) compresses balance spring (5)
and moves upward.
8. When spool (7) moves upward, the notch is
closed. As pressure oil from port P does not flow
to the output port, pressure in the output port stop
increasing.
9. As spool (7) is moved downward and balance
spring (5) is compressed, the pressure acting on
the bottom surface of spool (7) increases until the
pressure balances with the increasing spring force.
This increasing pressure becomes pressure in the
output port.
Pilot
Pressure
D
A B Pusher Stroke
T1F3-03-09-004
T3-4-10
In Neutral (Output Curve: A to B) During Metering or Decompressing (Output Curve: C
to D)
4
3
5 5
Port T Port T
6
(A)
Port P Port P
Hole Hole 7
Passage 7
Output Port T1M7-03-04-022

Port T
(A)
Port P
1- Cam 3- Plate 5 - Balance Spring 7 - Spool

2- Pusher 4- Spring Guide 6 - Return Spring
T3-4-11
SHOCKLESS FUNCTION
(ONLY FOR TRAVEL PILOT VALVE) Damper Spring Pin Travel Pedal
The travel pilot valve has the damper enabling damp- A

ing of the speed change shock by the travel lever. Travel Lever
The damper is composed of support, gears 1 and 2.
Gear 1 is connected to the support.
Support
The support is secured to the bracket by a spring pin.
The travel lever and the travel pedal are secured to the
bracket. Bracket
Therefore, the support rotates transversely around the Pin
pin according to movement of the travel lever.
Operation Gear 2
1. If the travel lever is released from the hand while A
traveling, spring force of the return spring returns Gear 1
the travel lever to the neutral position.
2. At this time, gears 1 and 2 inside the damper re-
ceive opposing force due to friction.
3. Consequently, as the travel lever gradually re-
turns to the neutral position, the extent of sudden
stop at the time of abrupt release of the travel
lever is damped down.
T1M7-03-04-002
Section A-A
Spring Pin
Damper
Support
Pin
T1M7-03-04-003
T3-4-12
COMPONENT OPERATION / Travel Device
OUTLINE
The travel device consists of the travel motor, travel The travel reduction gear is a two-stage planetary
reduction gear and travel brake valve. The travel reduction gear, converts the travel motor rotation
motor is a swash plate type variable displacement power to a slow-large torque and rotates the sprocket
axial plunger motor and incorporates a parking brake and the track. The travel brake valve protects the
(a wet-type spring set hydraulic released multi-disc travel circuit from being overloaded and prevents
brake). The travel motor is driven by pressure oil from running away on a slope.
the pump and transmits the rotation power to the
travel reduction gear.
Travel Brake Valve Travel Reduction Gear
Sprocket
T1CD-06-01-007
Travel Motor
T3-5-1
TRAVEL MOTOR
The travel motor consists of the valve plate, rotor, The shoes slide along the swash plate surface due to
plungers, shoes, swash plate and shaft. The shaft is inclination of the swash plate and the rotor rotates.
splined to the rotor, in which the plungers are inserted. This rotation is transmitted to the travel reduction gear
When pressure oil is supplied from the pump, the through the shaft.
plungers are pushed.
Valve Plate Rotor Plunger Shoe
Swash Plate
Shaft
T172-03-05-003
T3-5-2
(Blank)
T3-5-3
Displacement Angle (Travel Mode) Control
The displacement angle of the swash plate is
changed by moving the piston and the motor rotation
speed is controlled. When the swash plate is in the
maximum angle position, the motor runs at slow
speed. When the swash plate is in the minimum angle
position, the motor runs at fast speed. The maximum
displacement angle (slow) is automatically selected
according to the motor loads when the motor runs at
the minimum displacement angle (fast).
Maximum Displacement Angle (Motor Rotation

Speed: Slow)
1. The spool is pushed upward by the spring unless
the pilot pressure is supplied to the pilot port.
2. Under this condition, the spool blocks pressure
oil from the shuttle valve.
NOTE: When the motor is running, pressure oil is
constantly supplied to the shuttle valve
through either high-pressure side port AM
or port BM.
3. Accordingly, pressure oil to push the piston

leftward is not supplied.
4. Consequently, the displacement angle increases
so that the plunger stroke is extended. As the
motor displacement increases, the motor runs at
slow speed.
NOTE: The swash plate oscillates around the ball

that is eccentrically located from the center
of the swash plate. Therefore, the
displacement angle increases unless the
piston pushes the swash plate.
T3-5-4
Plunger
Pilot Port
Ball
A
Spool
Shuttle Valve
Spring
Piston
Swash Plate
A
T172-03-05-003
Counterbalance Valve
Section A-A
Shuttle Valve
Port AM Port BM
T172-03-05-010
T3-5-5
Minimum Displacement Angle (Motor Rotation
Speed: Fast)
1. When the pilot pressure acts on the pilot port, the
spool is moved downward.
2. As the spool is moved, pressure oil from either
high-pressure side motor port AM or port BM acts
on the right end of the piston through the shuttle
valve, the spool and the slow return valve.
3. The piston pushes the swash plate upward.
4. As the swash plate is pushed upward, the swash
plate rotates clockwise around the ball and
contact the upper right side of the swash plate to
the housing.
5. Consequently, the displacement angle of the
swash plate decreases so that the plunger stroke
is retracted. As the motor displacement
decreases, the motor runs at fast speed.
T3-5-6
Plunger
Housing
Pilot Port
Ball
Spool
Shuttle Valve
Spring Piston
Slow Return Valve Swash Plate
T172-03-05-004
Section A-A
Shuttle Valve
Port AM Port BM
T172-03-05-010
T3-5-7
Auto Displacement Angle Control (Motor Rotation
Speed: Fast Slow)
1. The motor load (motor operating oil pressure) NOTE: Prevention of motor hunting during
constantly acts on spool surfaces 1 and 2 from displacement angle control
the counterbalance valve through passage C. When the motor speed is reduced, the
2. As the motor load increases, the spool surface motor operating pressure decreases.
receiving pressure from passage C increases. Therefore, the oil pressure acting on spool
3. There is difference in pressure receiving areas surfaces 1 and 2 from passage C
between spool surfaces 1 and 2. When the decreases. Therefore, the spool is
differential pressure of surfaces 1 and 2 and returned downward. If the spool movement
spring force overcomes the pilot port pressure, is controlled only by the oil pressure
the spool is moved upward. change acting on spool surfaces 1 and 2 in
4. As the spool is moved upward, pressure oil order to control the motor speed, the motor
flowing from the shuttle valve to the piston operation may have hunting. In order to
through the slow return valve is blocked. prevent the motor hunting, an oil chamber
5. When pressure oil from the shuttle valve is is provided in the spool center. When the
blocked, pressure oil acting on the piston returns spool is moved upward, the spool notch is
to the hydraulic oil tank through the orifice in the connected to passage C. Pressure oil from
slow return valve. passage C flows to the spool oil chamber
6. As the slow return valve restricts the returning oil so that the oil pressure acts on surface 3.
flow, the piston is returned slowly until the lower Due to the oil pressure acting on surface 3
right side of the swash plate comes in contact from passage C, the pressure to push the
with the housing. spool upward increases. As the pressure
7. Consequently, the displacement angle of the receiving area is increased and if the spool
swash plate increases so that the plunger stroke position is maintained upward until the oil
is extended. As the motor displacement pressure decreases less than the specified
increases, the motor runs at slow speed. value, the force to push the spool upward
is kept. Therefore, the motor is prevented
from hunting.
T3-5-8
Spool
Surface 1
Passage C
Surface 2
Surface 3 Plunger
Notch
Oil Chamber
Housing
Pilot Port
Ball
Shuttle Valve
Spring
Piston
A
Orifice Slow Return Swash Plate

Valve
T172-03-05-009
Section A-A
Shuttle Valve
Port AM Port BM
T172-03-05-010
T3-5-9
PARKING BRAKE
The parking brake is a wet-type spring set hydraulic

released multi-disc brake. The brake is released only
when the brake release pressure oil is routed into the
brake piston chamber.
When brake is applied: When brake is released:
1. When the travel stops, the travel motor operating 1. During the travel operation, the travel motor
pressure acting on the brake piston chamber operating pressure is supplied to the brake piston
disappears. chamber and overcomes the disc spring force, so
2. The disc spring pushes the brake piston, the that the brake piston is moved.
friction plates and the plates. 2. Therefore, as the friction plates are freed from
3. Therefore, as the friction plates touch the plates the plates, the brake is released.
tightly, the brake is applied.
Brake Piston
Chamber
Plate
Disc
Spring T172-03-05-007
Friction
Brake Plate
Piston
T172-03-05-001
T3-5-10
TRAVEL BRAKE VALVE
The travel brake valve consists of the counterbalance

valve, the check valve and the relief valve.
When traveling When descending

1. When pressure oil from the control valve is 1. When the machine descends on a slope, the
supplied to port A, the pressure oil flows around travel motors are forcibly rotated by the machine
the spool, opens check valve 1 and flows to self weight like a pump.
motor port AM. 2. Pressure oil in port A is drawn to the travel motor
2. However, the returning oil from motor port BM is and the oil pressure in port A is decreased.
blocked by check valve 2 and the spool. 3. Therefore, the spool is returned leftward so that
3. Therefore, the oil pressure at the port A side the returning oil from port BM through the spool
increases gradually acts on the spool left end notch is restricted. Then, hydraulic brake is
through the orifice so that the spool is moved applied to the travel motor.
rightward. 4. When the returning oil from port BM is restricted,
4. Consequently, as port BM is connected to the oil pressure in port A increases again and the
connect port B due to the spool notch, the travel spool is moved rightward. Then, the travel motor
motor rotates. rotates.
Port A Port B
Orifice
Notch
Spool
Port AM Port BM
Check Valve 1 Check Valve 2
T172-03-05-008
T3-5-11
Circuit Protection
1. Pressure oil in the travel circuit acts on the 7. When the pressure in the travel circuit increases
poppet through port AC or port BC. beyond the spring force, the poppet is opened,
2. Pressure oil moves the piston through orifices 1 and hydraulic oil is relieved at the relief set
and 2. pressure.
3. As long as the piston is moved upward, a 8. As described above, relief operation in
pressure difference occurs between the upper two-stages prevents the travel motor from being
and lower sides of the poppet. overloaded and reduces shocks developed in the
4. When the pressure difference overcomes the circuit when stopping the travel motor.
spring force, the poppet is opened and hydraulic
oil pressure is relieved at low pressure.
5. When the piston reaches the stroke end, and the
pressure difference between the upper and lower
sides of the poppet disappears, the poppet is
closed.
6. Under this condition, normal relief pressure is
set.
Spool
Port AC Port BC
Poppet Poppet
Orifice 1 Orifice 1
Piston Piston
Orifice 2 Orifice 2
T172-03-05-010
Spring
T3-5-12
TRAVEL REDUCTION GEAR
The travel motor rotates shaft (5). This rotation is Second stage carrier (1) is secured to the housing in
transmitted to sun gear (6) after its speed is reduced the travel motor. Therefore, rotation of second stage
between first stage planetary gear (5) and first stage planetary gear (2) is transmitted to sprocket (8)
carrier (3). Rotation of sun gear (8) is reduced through ring gear (7).
between second stage planetary gear (2) and second
stage carrier (1).
1 2 3
7 6 5
T1CD-06-01-007
8
1 - Second Stage Carrier 3 - First Stage Carrier 5 - First Stage Planetary Gear 7 - Ring Gear
2 - Second Stage Planetary Gear 4 - Shaft 6 - Sun Gear 8 - Sprocket
T3-5-13
(Blank)
T3-5-14
COMPONENT OPERATION / Others (Upperstructure)
PILOT SHUT-OFF SOLENOID VALVE
Section Z-Z Pilot Shut-Off
The pilot shut-off solenoid valve is an ON/OFF Solenoid Valve
solenoid valve.
The spool in the pilot shut-off solenoid valve is shifted
by the pilot shut-off lever and turns on or off pilot To Ports
T1 to T4
pressure oil to the pilot valve and the signal control
valve.
To Ports
A1 to A4
Port P
Spool
T1J1-03-07-011
Port HT
A1
P T1
T2
A2
A3
Z
T4 T3
A4
HT
T1V1-03-07-011
A1 - Travel Pilot Valve A4 - Plug T1 - Travel Pilot Valve T3 - Right Pilot Valve
A2 - Left Pilot Valve HT - Shockless Valve (Port HT) T2 - Left Pilot Valve T4 - Shockless Valve (Port P1)
A3 - Right Pilot Valve P - Primary Pilot Pressure
T3-6-1
Pilot Shut-Off Lever: LOCK Position Pilot Shut-Off Lever: LOCK Position
1. When the pilot shut-off lever is in the LOCK Pilot Shut-Off
position, the pilot shut-off relay is turned OFF and Solenoid Valve
the pilot shut-off solenoid valve is turned OFF.
To Hydraulic
(Refer to SYSTEM/Electrical System.) Oil Tank
2. Pressure oil from the pilot pump flows to the
shockless valve through the spool in the pilot
shut-off solenoid valve.
From Pilot
3. Pressure oil from ports A1 to A4 flows to the Pump
hydraulic oil tank.
4. Therefore, although the control lever is operated, From Ports
A1 to A4
the pilot valve is not operated.
Spool
To Shockless Valve T1J1-03-07-011
Pilot Shut-Off Lever: UNLOCK Position Lock Lever: UNLOCK Position

1. When the pilot shut-off lever is in the UNLOCK
Pilot Shut-off
position, the pilot shut-off relay is turned ON and Solenoid Valve
the pilot shut-off solenoid valve is excited. (Refer
to SYSTEM/Electrical System.) To Hydraulic
Oil Tank
2. Therefore, the circuits to the shockless valve and
the hydraulic oil tank are blocked by the spool in
the pilot shut-off solenoid valve.
3. Pressure oil from the pilot pump flows to ports A1 From Pilot
Pump
to A4.
4. Consequently, when the control lever is operated, To Ports
the pilot valve is operated. A1 to A4
Spool
To Shockless Valve T1J1-03-07-001
T3-6-2
(Blank)
T3-6-3
SHOCKLESS VALVE
The shockless valve is provided in the pilot circuit for

boom raise and arm roll-out. Oil flow rate between the
pilot valve and the control valve spool is controlled and
sudden movement of the spool is reduced.
A heat circuit is also provided and warms hydraulic oil
in the pilot circuit.
Heat Circuit
Hydraulic oil from the pilot pump flows to the
shockless valve through the pilot shut-off solenoid
valve when the pilot shut-off lever is in the LOCK
position.
Hydraulic oil is warmed when passing through the
orifice at the inlet of the shockless valve. The warmed
hydraulic oil flows to the shockless valve and the pilot
valves so that the pilot system components are
warmed.
To Control Valve Heat Circuit
To Pilot Valve
Pilot Shut-Off
Solenoid Valve
Shockless Valve
Pilot Pump
Orifice
Shockless Valve for Shockless Valve for

Boom Raise Arm Roll-Out
To Pilot Valve
T1CD-06-01-020
T3-6-4
Arm Roll-Out Circuit
1. During arm roll-out operation, pressure oil from

the pilot valve, opens the check valve through
port A5 and flows to port B5. B5 A5
2. Pressure oil from port B5 shifts the control valve To Control From Pilot
Valve Valve
spool.
3. When shifting the control lever to the neutral, the
control valve spool moves to the neutral position.
4. Pressure oil from port B5 flows to port A5 through
the orifice.
5. As pressure oil from port B5 is restricted by the
orifice at this time, the control valve spool moves
slowly.
6. Therefore, the shock caused by self weight of the
arm is reduced when shifting the control lever to
neutral position.
T1CD-06-01-025
Check Valve
B5 A5
From Control
Valve
T1CD-06-01-026
Orifice
T3-6-5
During Boom Raising Operation
1. Boom raise pilot pressure is routed from port A3
and acts on the spool. Spool
2. Immediately after operation is started, low pilot
pressure flows to the spring B chamber through
clearance C between the spool and the housing.
At the same time, low pilot pressure flows to the
port B3 side through inner passage 2.
3. When pilot pressure increases and pressure in
the spring B chamber increases, the spool pushes
spring A and moves upward.
4. As port A3 is connected to port B3 due to the
spool movement, pressure in the port B3 side
increases and the control valve spool moves.
To Control From Pilot

Valve Valve
B3 A3
T1CD-06-01-027
Inner Passage 2 Clearance C
B3 A3
T1CD-06-01-028
Spool
T3-6-6
Inner Passage 1 Spring A
To Control To Control
Valve Spool Valve Spool
(Port B3) (Port B3)
From Pilot From Pilot

Valve Valve
(Port A3) (Port A3)
Inner Clearance C
Passage 2
Spring B
TBAT-03-06-006 TBAT-03-06-007
T3-6-7
Control Lever: Neutral Position (Shockless
Operation) Oil
1. When the control lever is shifted from boom raise Inner Passage 1 Chamber Spool
to neutral, returning oil from the control valve
spool (boom raise side) acts on port B3.
2. As the spool blocks the oil passage between port
B3 and port A3, returning oil cannot flow directly
From Control To Pilot
to port A3. Valve Valve
3. Port B3 is connected to the spring A side in the B3 A3
spool through inner passage 1 and to the oil
chamber through inner passage 2
4. Pressure oil in the oil chamber flows from T1CD-06-01-022
clearance C between the spool and the housing Inner Passage 2 Clearance C
and pressure in the oil chamber decreases.
5. Pressure acting on the spring A side moves the
spool downward.
6. Thereby, clearance C between the spool and the Spool
housing is closed and pressure oil is blocked.
7. When clearance C is closed, pressure in the oil
chamber increases and the spool is moved
From Control
upward. Therefore, clearance C is opened again Valve
and pressure oil flows to port A3. B3 A3
8. As the operations in steps 4 to 7 are repeated,
pressure oil is gradually returned to port A3 so
that the control valve spool returns slowly. T1CD-06-01-029
Clearance C
Oil Chamber Spool
From Control To Pilot

Valve Valve
B3 A3
T1CD-06-01-021
T3-6-8
Inner Passage 1 Spring A
From Control
From Control Spool
Spool Valve
Valve
(Port B3)
(Port B3)
To Pilot To Pilot
Valve Valve
(Port A3) (Port A3)
Clearance C
Inner Passage 2
Spring B
Oil Chamber
TBAT-03-06-006 TBAT-03-06-007
T3-6-9
2-SPOOL SOLENOID VALVE UNIT Travel Mode Selector Torque Control
Solenoid Valve Solenoid Valve
The 2-spool solenoid valve unit consists of the travel
mode selector solenoid valve and the torque control
solenoid valve.
The travel mode selector solenoid valve and the
torque control solenoid valve are proportional
solenoid valves.
NOTE: The travel mode selector solenoid valve is
an ON/OFF solenoid valve.
Travel Mode Selector Solenoid Valve

This valve controls displacement control pressure of
the travel motor according to a signal from MC.
Torque Control Solenoid Valve

This valve controls the pump regulator according to a
signal from MC.
Therefore, the pump delivery flow rate is controlled.
T1CD-06-01-008
T3-6-10
Proportional Solenoid Valve
The proportional solenoid valve is controlled by an
electric current signal from MC and outputs pressure
in proportion to the electric current.
In neutral When excited

1. Spring (2) pushes spool (1) rightward and output 1. Solenoid (3) pushes spool (1) leftward due to the
port S is connected to tank port T. force in proportion to the electric current through
solenoid (3).
2. Pilot pressure oil flows to output port S from port P,
and pressure at output port S increases.
3. This pressure at output port S acts on step part a
of spool (1). Spool (1) is pushed rightward due to
difference in the pressure receiving area between
step part a.
4. When pressure at output port S increases and the
force to push spool (1) rightward overcomes the
force to push spool (1) to leftward by solenoid (3),
spool (1) is moved back to the right side 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
T107-02-07-005
1- Spool 2- Spring 3- Solenoid
T3-6-11
EC MOTOR
The EC motor is used for the engine control.

A worm gear is incorporated in the EC motor in order
to prevent the EC motor from operating beyond its
control range. The EC sensor is also provided in order
to detect the governor lever position according to the
EC motor rotation.
(Refer to SYSTEM/Control System.)
Output Gear Output Shaft Worm Gear
Motor
T157-02-05-018
Sensor Gear EC Sensor Worm Wheel
T3-6-12
PILOT RELIEF VALVE
Pilot Relief
The pilot relief valve has a pilot filter incorporated. Valve
The pilot relief valve sets pilot pump pressure routed to Port P
port P to a constant pressure.
Pilot Filter
T178-03-07-001
T3-6-13
ENGINE FAN CLUTCH
The engine fan clutch automatically controls the fan

rotation speed according to the air temperature
(coming from the radiator) in front of the fan. It reduces
fan noise by reducing the excessive fan rotation speed.
It also prevents the engine from being overcooled at
low temperatures in winter season.
When decreasing fan rotation speed: When increasing fan rotation speed:
1. When the air temperature in front of fan (1) is low, 1. When the air temperature in front of fan (1) is high,
bimetallic strip (6) is not deformed. Thus, the bimetallic strip (6) is deformed. This generates
pressing force of bimetallic strip (6) is transmitted reaction force to move piston (5) to the left. Thus,
to valve (10) through piston (5). valve (10) is released.
2. Valve (10) closes oil feed port (11). This 2. When valve (10) moves to the left, oil feed port
disconnects oil reserve room (4) from actuation (11) is opened and connect oil reserve room (4) to
room (7). actuation room (7). Then, the silicon oil, filled in oil
3. Due to centrifugal force of drive disc (3), the reserve room (4), is fed into actuation room (7)
silicon oil, filled in torque transmission room (8), is through oil feed port (11).
fed into oil recovery port (2) by dam (13) near oil 3. Due to centrifugal force of drive disc (3), the
recovery port (2). Then, the silicon oil is returned silicon oil, filled in actuation room (7), is fed into
into oil reserve room (4). torque transmission room (8).
4. When the silicon oil is fed from torque 4. When the silicon oil is fed into torque transmission
transmission room (8), oil viscosity in torque room (8), oil viscosity in torque transmission room
transmission room (8) is reduced. (8) is increased.
5. Engine torque is transmitted to shaft (9), drive 5. Engine torque is transmitted to shaft (9), drive
disc (3) and casing (12). With the reduction in oil disc (3) and casing (12). With the increase in oil
viscosity in torque transmission room (8), viscosity in torque transmission room (8),
slippage is caused between drive disc (3) and slippage between drive disc (3) and casing (12) is
casing (12). reduced. This increases the rotation speed of fan
This slippage reduces the rotation speed of fan (1).
(1) attached to casing (12). 6. The rotation speed of fan (1) is increased
6. The rotation speed of fan (1) is reduced according according to increasing oil viscosity in torque
to reducing oil viscosity in torque transmission transmission room (8).
room (8).
NOTE: Bimetallic strip (6) is formed of two
dissimilar metals; different temperature
coefficients of expansion of the metals
cause the strip to bend when the
temperature changes. This serves to open
or close a contact.
T3-6-14
2 13
Oil Flow
Rotation Direction
of Drive Disc
T1CF-03-06-005
When decreasing fan rotation speed: When increasing fan rotation speed:
1 1
12 12
2
3 3
11 11
4 10 4 10
5 5
6 9 6 9
8 8
7 7
T1CF-03-06-006 T1CF-03-06-007
1- Fan 5 - Piston 8 - Torque Transmission Room 11 - Oil Feed Port

2- Oil Recovery Port 6 - Bimetallic Strip 9 - Shaft 12 - Casing
3- Drive Disc 7 - Actuation Room 10 - Valve 13 - Dam
4- Oil Reserve Room
T3-6-15
(Blank)
T3-6-16
COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
The swing bearing supports self weight of the The outer race is bolted to the upperstructure and the
upperstructure and makes the upperstructure rotate inner race is bolted to the undercarriage. The internal
smoothly. This bearing is a single-row shear ball-type gear on the inner race meshes with the output shaft of
bearing and consists of the outer race, inner race, ball, the swing reduction gear.
support and seal.
Outer Race
Seal
Inner Race
Support
Seal
Ball
T102-03-02-001
T3-7-1
CENTER JOINT
The center joint is a 360 rotating joint. When the

upperstructure is rotated, the center joint avoids
twisting of the hoses and makes hydraulic oil flow to
or from the travel motors. The spindle is secured to
the main frame, and the body is secured to the center
of the undercarriage.
Hydraulic oil flows to the right and left travel motors

via the spindle and the oil ports of the body. The seal
prevents oil leaks between the spindle and the body.
Left Travel Right Travel Left Travel Right Travel

Reverse Forward Reverse Forward
Left Travel Right Travel

Left Travel Right Travel
Forward Reverse
Forward Reverse
Spindle
Pilot Pressure for Drain

Travel Mode Control Pilot Pressure for
Travel Mode
Control
Body
Drain
Drain
Seal
Drain
Forward
Reverse
Pilot Pressure for

Travel Mode
Control
T157-03-02-004
T3-7-2
TRACK ADJUSTER
The track adjuster located on the side frame consists CAUTION: The adjuster cylinder contains
of spring (5) and adjuster cylinder (6). Spring (5) high-pressure grease. If valve (1) is loosened
absorbs the loads applied to the front idler. Track sag excessively or quickly, grease may spout out
is adjusted by adjuster cylinder (6). and cause serious personal injury. Slowly
loosen valve (1) while keeping body parts
and face away from valve (1). Do not loosen
When grease is supplied through the grease fitting, the grease fitting.
grease fills chamber (a) in adjuster cylinder (6),
pushes piston rod (8) and reduces track sag.
1
When increasing track sag, rotate valve (1) 1 to 1.5
turns counterclockwise and discharge grease. Grease Fitting
Grease Discharge Hole
M104-07-119
1 2 3 4 a 5 6 7 8
T191-03-07-002
1 - Valve 3 - Washer 5 - Spring 7 - Flange

2 - Nut 4 - Spacer 6 - Adjuster Cylinder 8 - Piston Rod
T3-7-3
(Blank)
T3-7-4
MEMO
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Many thanks for your purchase.
Happy every day.
QIWEN YE

To1p1e00 Operational Principle

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To1p1e00 Operational Principle

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INTRODUCTION

Please refer to the other materials (operators

Each page has a number, located on the center

Consecutive Page Number for Each Group

In this manual, the following safety alert symbol and CAUTION:

Group 2 Component Layout

Group 3 Component Specifications

Model ZX70-3 ZX70LC-3

1.62 m (5 ft 4 in) Arm 2.12 m (7 ft 0 in) Arm

1.62 m (5 ft 4 in) Arm 2.12 m (7 ft 0 in) Arm

Model ZX70LC-3 ZX70LCN-3

Backhoe Face Shovel (Reversed hoe bucket)

1.62 m (5 ft 4 in) Arm 2.12 m (7 ft 0 in) Arm

1.62 m (5 ft 4 in) Arm 2.12 m (7 ft 0 in) Arm

1 - Boom Light 4 - Horn 7 - 2-Spool Solenoid Valve 9 - Battery

Cab (Refer to Engine

1 - Work Mode Display 7 - Auxiliary 13 - Auxiliary 18 - Mail Selection (Optional)

ZX70-3 ZX75US-3, 85US-3

ELECTRICAL SYSTEM (BATTERY)

ZX70-3 ZX75US-3, 85US-3

SWING DEVICE TRAVEL DEVICE

ENGINE STOP SYSTEM

Radiator Oil Cooler

GEAR PUMP (PILOT PUMP)

SWING VALVE UNIT

SWING PARKING BRAKE

TRAVEL BRAKE VALVE

TRAVEL PARKING BRAKE

(Optional) Offset Blade

FRONT ATTACHMENT PILOT VALVE

TRAVEL PILOT VALVE

AUXILIARY AND BLADE PILOT VALVE (OPTIONAL)

PILOT SHUT-OFF SOLENOID VALVE

OIL COOLER BYPASS CHECK VALVE

ENGINE OIL PRESSURE SWITCH

COOLANT TEMPERATURE SENSOR

AIR FILTER RESTRICTION SWITCH

PRESSURE SENSOR (TRAVEL, FRONT ATTACHMENT/SWING)

GENERAL PURPOSE RELAY

EGR CUT RELAY

The controllers are provided for each control respec-

ECF Engine Controller

ICF Information Controller

Monitor Unit ICF

CAN Bus Line

CAN Bus Line

NOTE: CAN (CAN Bus Line)

MC, ECF, ICF and the monitor unit are connected by

The CAN bus line consists of two harnesses, CAN

Monitor Unit ICF

CAN Bus Line

MC has the controls as follows.

NOTE: As for details on each control, refer to

 Pilot Shut-Off Idle Speed-Up Control

 Travel HP Mode Control

Torque Control T1CD-06-01-018

Travel Mode Switch

 Travel Alarm Control (Optional)

 Swing Alarm Control (Optional)

 Overload Alarm Control (Optional)

CAN Bus Line

Travel Alarm System

 Alarm, Fault Code Memory

 Fault Code Display

Please refer to the other materials (operators

Pilot Shut-Off Idle Speed-Up Control

Travel HP Mode Control

Travel Alarm Control (Optional)

Swing Alarm Control (Optional)

Overload Alarm Control (Optional)

Alarm, Fault Code Memory

Fault Code Display

Daily Report Data Making

Frequency Distribution Data Making

Cumulative Operating Hours Record

Mail Data Making (Optional)

Interval ON/OFF Setting

Items included in Maintenance Setting

Engine Control Dial Control

Boom bottom pressure sensor: Output beyond