Hitachi Zw220 Zw250 Wheel Loader Service Manual Set

Contents Overview Front ............................................................................................ 1 Side ............................................................................................. 1 Rear............................................................................................. 3 Cab Cab.............................................................................................. 5 Pedals ......................................................................................... 7 Monitor ...................................................................................... 11 Control Lever............................................................................. 11 Right Console............................................................................ 13 Pilot Valve.................................................................................. 17 Front Control Lock Valve ........................................................... 17 MCF and ICF............................................................................. 19 Fuse Boxes and Relays............................................................. 19 Satellite Terminal ....................................................................... 21 Operator’s Seat ......................................................................... 23 Air Recirculation Filter ............................................................... 25 Fresh Air Filter ........................................................................... 25 Radio and Switch Box ............................................................... 27 Sun Visor................................................................................... 27 Engine Left View.................................................................................... 29 Cooling Fan Pump..................................................................... 31 Fusible Links and Relays........................................................... 31 Alternator................................................................................... 33 Cooling System ......................................................................... 33 ECM .......................................................................................... 35 Fuel Feed Pump........................................................................ 37 Cooling Fan ............................................................................... 37 Battery ....................................................................................... 39 Right View ................................................................................. 41 Cooling System ......................................................................... 43 Common Rail and Sensors........................................................ 43 Exhaust Gas Recirculation (EGR) ............................................. 45 Contents Overheat Switch and Coolant Temp. Sensor............................. 47 Fuel Supply Pump ..................................................................... 47 Engine Oil Pressure Sensor ...................................................... 49 A/C Compressor........................................................................ 51 Crank Revolution Sensor........................................................... 53 Fuel Tank................................................................................... 53 Engine Oil Drain ........................................................................ 55 Power Train Torque Converter....................................................................... 59 ZF Transmission........................................................................ 61 Rear Propeller Shaft .................................................................. 63 Propeller Shaft and Parking Brake ............................................ 65 Front Propeller Shaft and Front Axle ......................................... 65 Service Brake ............................................................................ 67 Front Axle .................................................................................. 69 Tire ............................................................................................ 69 Brake System Service Brake ............................................................................ 71 Charging Block .......................................................................... 71 Parking Brake Solenoid Valve and Accumulator........................ 73 Parking Brake............................................................................ 75 Steering System Steering System ........................................................................ 77 Steering Cylinders ..................................................................... 79 Emergency Steering Pump........................................................ 81 Frame Hinge Points .............................................................................. 83 Tool Box..................................................................................... 85 Hydraulic System Hydraulic System ...................................................................... 87 Pilot Filter .................................................................................. 89 Main Control Valve .................................................................... 91 Pressure Check Ports................................................................ 91 Proximity Switch ........................................................................ 93 Hydraulic Oil Tank...................................................................... 95 Oil Temperature Sensor............................................................. 99 Contents Ride Control System.................................................................. 99 Lift Arm Auto Lever Lift Arm Auto Lever .................................................................. 101 OVERVIEW (FRONT) Operating Weight : 19690 kg Engine : Isuzu 6HK1XYWT-04 Engine Max. Output : 179.1 kW/2000 min-1 Engine Max. Torque : 1022 N⋅m/1400 min-1 Max. Traction Force : 177 kN Bucket Capacity : 3.7 m3 Breakout Force : 162 kN Tipping Load (Full Turn): 13000 kg 001 OVERVIEW (SIDE) Transmission : TCM Max. Forward Speed : 34.5 km/h Bucket Width : 3050 mm Dimensions Length with Bucket on Ground : 8385 mm Wheel Base : 3350 mm Tread : 2200 mm Tire : 23.5-25-16PR(L3) Width Over Tire std : 2830 mm 002 -1- -2- OVERVIEW (REAR) Axle Make : TCM Differential : TPD(std) LSD(option) 003 -3- Vehicle Speed (km/h) ZW220 ZW250 1st (Fwd/Rev) 7.2 7.1 2nd (Fwd/Rev) 12.3 12.3 3rd (Fwd/Rev) 22.0 21.9 4th (Fwd/Rev) 34.5 34.5 -4- CAB Hazard Light Switch Working Light Switch Rear Wiper Switch FNR and Shift Change Lever 004 CAB Clutch Cut Position Switch Travel Mode Switch Work Mode Selector Switch Turn Signal Lever Parking Brake Switch 005 -5- Work Mode Selection Mode Selection Front Speed L-mode P-mode Mode Selection Traction Force L-mode P-mode Automatic Transmission with Load-Sensing System Speed Shift Modes Mode Gear shift timing Gear shift Manual mode — L Mode Fast 1—4 2—4 Jobs — N Mode Slow H Mode Slow 1—4 2—4 Automatic shift-down to 1st gear according to loading Excavation Loading Excavation Loading · Dumping · Hopper dumping · Dumping Travel at job sites with many · Hopper charging steep slopes Travel · Load & carry · Long travel 3-Mode Clutch Cutoff 3-Mode Clutch Cutoff Clutch Cutoff Timing Selectable According to Job Needs and Operator's Preference • Selectable Clutch Cutoff Timing • S [short] Mode The clutch is cut off at fast timing by depressing the pedal for productive loading on level ground. • N [Normal] Mode The clutch is cut off by depressing the pedal midway for dependable operation on slope. • D [Deep] Mode The clutch is cut off by depressing the clutch fully for easy dumping into hopper on slope. The clutch does not work when it is turned OFF. • OFF The clutch is normally ON. -6- PEDALS Accelerator Pedal Brake Pedals 006 PEDALS Brake Lamp Switch 007 -7- -8- PEDALS Accelerator Pedal 008 PEDALS Accelerator Sensor 009 -9- -10- MONITOR 010 CONTROL LEVER Floating Down FNR Switch Roll Back DSS Button Dump Raise USS Button 011 -11- Monitor Panel 1 2 3 4 5 6 7 8 9 10 11 34 12 33 13 14 32 15 31 T4GB-01-02-001 30 29 28 1 - Coolant Temperature Gauge 2 - Transmission Oil Temperature Gauge 3 - Turn Signal Indicator (Left) 4 - High Beam Indicator 5 - Working Light Indicator 6 - Turn Signal Indicator (Right) 7 - Monitor Display 8 - Stop Indicator 9 - Service Indicator 27 26 25 24 23 22 10 - Parking Brake Indicator 21 20 19 18 11 - Clearance Light Indicator 19 - Lever Steering Indicator (Optional) 20 - Monitor Mode Selector 12 - Fuel Gauge 21 - Glow Signal 13 - Brake Low Oil Pressure Indicator 14 - Brake Low Oil Level Indicator 15 - Emergency Steering Indicator (Optional) 16 - Low Steering Oil Pressure Indicator 17 - Seat Belt Indicator 22 - Monitor Display Selector (Up) 23 - Maintenance Indicator 24 - Monitor Display selector (Down) 25 - Forward/Reverse Switch Indicator 26 - Water Separator Indicator 18 - Discharge Warning Indicator -12- 17 16 27 - Engine Warning Indicator 28 - Overheat Indicator 29 - Engine Low Oil Pressure Indicator 30 - Air Filter Restriction Indicator 31 - Transmission Warning Indicator 32 - Transmission Oil Filter Restriction Indicator 33 - Hydraulic Oil Temperature Indicator 34 - Transmission Oil Temperature Indicator CONTROL LEVERS DSS Lift Arm Control Lever FNR Selector Switch Hold Switch Horn Switch Bucket Control Lever DSS/USS 012 RIGHT CONSOLE Front Control Lock Lever Fan Reverse Switch Emergency Steering Check Switch Lighter Fwd. Rev. Selector Switch Ride Control Switch (Option) 013 -13- Control on Right Console • Right Console (Front End): Levers/Switches Layout 1. Forward/reverse switch Selects forward and reverse travel. 6 2 NOTE: When operating both this switch and Forward/reverse lever at the front console simultaneously, the Forward/reverse lever will be automatically selected. 1 2. DSS* and DSS/USS** DSS and seesaw type DSS/USS selector are provided. At the DSS/USS selector, pressing USS allows quick upshift (one gear), and pressing DSS allows one-gear downshift. 5 2 4 3 3. Lift arm lever (fingertip control type) 4. Bucket lever (fingertip control type) 13 5. Horn switch 6. Hold switch Holds the speed at the gear selected in the auto mode. 7 * Down-Shift Switch ** Up-Shift Switch 8 9 • Right Console (Rear End): 7. Lever lock 8. Forward/reverse switch 10 11 12 9. Ride control switch (option) 10. Cooling fan reverse switch Selects normal rotation and reversing of cooling fan. This switch functions only when the engine stops. 11. Emergency steering check switch (option) Checks the operation of electric pump interacting with emergency steering. 12. Lift arm kickout switch Presets the stop position of lift arm, and turns lift arm kickout system ON and OFF. 13. Auto lift arm leveler switch (option) Presets the stop position of boom, and turns ground stop system ON and OFF. -14- RIGHT CONSOLE Lever for Positioning 015 -15- -16- PILOT VALVE Detent for Lift Arm Floating Detent for Lift Arm Kick-out Tank Port Detent for Bucket Positioner 018 PILOT SHUTOFF VALVE 019 -17- 1 2 3 4 5 6 Port T (Clearance of Part A: 0) (A) Port P Fine Control Hole 7 Output Port T4GB-03-05-009C 12- Disc Push Rod 3 - Piston 4 - Spring Guide T4GB-03-05-010C 56- Balance Spring Return Spring 7 - Spool T1F3-03-09-004 -18- MCF AND ICF ICF MCF 020 -19- -20- FUSE BOXES AND RELAYS AEB Switch Connector Dr. ZX Connector 022 SATELLITE TERMINAL 023 -21- Controller and Relays 6 7 T4GB-01-02-006 11 5 15 1 20 2 16 21 17 22 18 23 19 12 8 13 9 14 10 24 4 3 25 26 27 28 29 30 31 32 33 34 T4GB-01-02-021 T4GB-01-02-022 1 - Flasher Relay 10 - Front Window Heater Relay 2 - Option Controller (Optional) 3 - TCU 11 - Neutral Relay 12 - Rear Window Heater Relay 4 - MCF 13 - Wiper Relay (Left) 5 - ICF 14 - Wiper Relay (Right) 6 - Dr.ZX Connector 15 - Reverse Light Relay (A-R5) 7 - Fuse Box 16 - Brake Light Relay (A-R4) 8 - Fog Light Relay (Optional) 9 - Auxiliary 17 - High Beam Relay (A-R3) 18 - Head Light Relay (Right) (A-R2) 19 - Head Light Relay (Left) (A-R1) 20 - Emergency Steering Relay (A-R10) 21 - Horn Relay (A-R9) 22 - Turn Signal Relay (Right) (A-R8) 23 - Working Light Relay (Rear) (A-R7) 24 - Working Light Relay (Front) (A-R8) 25 - Front Wiper Relay (B-R5) 26 - Neutral Relay (B-R4) -22- 27 - Load Dump Relay (B-R3) 28 - Parking Brake Relay (B-R2) 29 - Parking Brake Relay (B-R1) 30 - Fuel Pump Relay (B-R10) 31 - Main Relay (B-R9) 32 - Rear Washer Relay (B-R8) 33 - Turn Signal Relay (Left) (B-R7) 34 - Rear Wiper Relay (B-R6) OPERATOR’S SEAT 024 SEAT ADJUSTMENT 025 -23- -24- AIR RECIRCULATION FILTER 026 FRESH AIR FILTER 027 -25- -26- RADIO AND SWITCH BOX 028 SUNVISOR 029 -27- -28- ENGINE (LEFT VIEW) ISUZU AH-6HK1XYWT-02 179.1 kW/2000 min-1 Air Cleaner Muffler Turbocharger 030 ENGINE (LEFT VIEW) Cam Angle Sensor 031 -29- ENGINE AND FAN PUMP 1 2 3 6 7 8 9 5 10 11 4 14 13 12 T4GB-01-02-025 1 - Glow Plug 9 - EGR Valve 12 - Crank Revolution Sensor 2 - Injector 5 - Coolant Temperature Sensor 6 - Overheat Switch 10 - Supply Pump 3 - Cam Angle Sensor 7 - Boost Pressure Sensor 11 - Fuel Temperature Sensor 13 - Engine Oil Pressure Sensor 14 - Common Rail Pressure Sensor 4 - Fan Pump 8 - Boost Temperature Sensor -30- COOLING FAN PUMP Fan Pump Max. Flow : 60 L/min Torque Converter Cooler Check Valve 0.15 MPa 032 FUSIABLE LINKS AND RELAYS Fusiable Links Atmospherical Pressure Sensor Safety Relay Glow Relay Engine Oil : 25 L 033 -31- ENGINE ZW220 Manufacturer ............................................ ISUZU Model........................................................ AH-6HK1XYWT-03 (Wet Type) Type.......................................................... Diesel, 4 Cycle, Water Cooled, Over Head Valve, Inline, Direct Injection, Turbo Charged Cyl. NO. - Bore×Stroke............................. 6-115 mm×125 mm (4.53 in×4.92 in) 3 3 Piston Displacement................................. 7790 cm (475 in ) -1 Rated Output ............................................ 139.3±3 kW/2170 min (189±4 PS/2170 rpm) Compression Ratio................................... 17.5 Dry Weight................................................ 630 kg (1389 lb) Firing Order .............................................. 1-5-3-6-2-4 Rotation Direction ..................................... Clock Wise (Viewed from fan side) ZW250 Manufacturer ............................................ ISUZU Model........................................................ AH-6HK1XYWT-04 (Wet Type) Type.......................................................... Diesel, 4 Cycle, Water Cooled, Over Head Valve, Inline, Direct Injection, Turbo Charged Cyl. NO. - Bore×Stroke............................. 6-115 mm×125 mm (4.53in×4.92 in) 3 3 Piston Displacement................................. 7790 cm (475 in ) -1 Rated Output ............................................ 163.0±3 kW/2240 min (222±4 PS/2240 rpm) Compression Ratio................................... 17.5 Dry Weight................................................ 630 kg (1389 lb) Firing Order .............................................. 1-5-3-6-2-4 Rotation Direction ..................................... Clock Wise (Viewed from fan side) COOLING SYSTEM Cooling Fan .............................................. Diameter 850 mm (33.47 in), 6 Blades (N6G-Type Blade, Steel Center), Draw-in Type Thermostat ............................................... Cracking Temperature at Atmospheric Pressure: 82 °C (180 °F) Full Open (Stroke: 10 mm (0.39 in) or more) Temperature: 95 °C (203 °F) Fan Pump................................................. Gear Pump -1 Engine Speed (min ) ZW220 ZW250 Min. Speed.................................. 840 ± 25 840 ± 25 Max. Speed................................. 2240/2230 ± 25 2310/2300 ± 25 Max. Speed (Stall)....................... 2010/1920 ± 50 2060/1980 ± 50 Max. Speed (Stall + Relief) ......... 1780/1770 ± 50 1800/1790 ± 50 -32- ALTERNATOR 24 V, 50 A 034 COOLING SYSTEM Intercooler T/C Oil Cooler A/C Condenser 035 -33- ENGINE ACCESSORIES RADIATOR ASSEMBLY Type.......................................................... Radiator and Oil Cooler Tandem Type Assembly Inter Cooler and Torque Converter Cooler Tandem Type Assembly Weight ...................................................... 67 kg (148 Ib) (ZW220) 74.5 kg (164 Ib) (ZW250) ZW220 Radiator Capacity.................................................... 15 L (4 US gal) 2 Air-Tight Test Pressure ............................. 100 kPa (1.0 kgf/cm , 14.5 psi) 2 Cap Opening Pressure............................. 49 kPa (0.5 kgf/cm , 7 psi) Oil Cooler 5.1 L (3.3 US gal) 2 1500 kPa (15 kgf/cm , 217 psi)) − Intercooler Capacity.................................................... 11.5 L (3 US gal) 2 Air-Tight Test Pressure ............................. 245 kPa (2.5 kgf/cm , 36 psi) Cap Opening Pressure............................. − Torque Converter Cooler 10.2 L (2.7 US gal) 2 1500 kPa (15 kgf/cm , 217 psi) − ZW250 Radiator Capacity.................................................... 18 L (4.8 US gal) 2 Air-Tight Test Pressure ............................. 100 kPa (1.0 kgf/cm ,14.5 psi) 2 Cap Opening Pressure............................. 49 kPa (0.5 kgf/cm , 7 psi) Oil Cooler 5.1 L (1.3 US gal) 2 1500 kPa (15 kgf/cm ,217 psi)) − Intercooler Capacity.................................................... 12.5 L (3.3 US gal) 2 Air-Tight Test Pressure ............................. 245 kPa (2.5 kgf/cm , 36 psi) Cap Opening Pressure............................. − Torque Converter Cooler 10.7 L (2.8 US gal) 2 1500 kPa (15 kgf/cm , 217 psi) − BATTERY Voltage...................................................... 12 V Capacity.................................................... 108 Ah -34- COOLING SYSTEM Intercooler Swing Open Type 036 ECM (ENGINE CONTROL MODULE) ECM 037 -35- -36- ELECTROMAGNETIC PUMP Strainer Built-In 100 µm 038 COOLING FAN HYDRAULICALLY DRIVEN Cooling Fan Motor Relief Press. Setting : 20.6 MPa Back-Up Alarm Fuel Supply Port 039 -37- Fan Speed Controls Torque Converter Temp. Sensor // Monitor Engine Coolant Temp. Sensor CAN MC // Flow Control Sol. Valve // * Not activate if each temp. above setting Hydraulic Oil Temp. Sensor // High fan speed -1 ( min ) A/C Control Panel // * Activate if each temp. below setting Outside Temp. Sensor // Low fan speed -1 ( min ) Fan Speed -1 Speed (min ) Coolant (°C) Hydraulic Oil (°C) T/C Oil (°C) A/C ON (°C) Solenoid (mA) 500 50 50 50 - 800 500 80 70 80 - 800 1650 90 90 100 30 - 35 0 1650 100 100 110 - 0 -38- COOLING FAN Radiator 18 L Hydraulic Oil Cooler Swing Open Type 040 BATTERY 12 V × 2 108 Ah 041 -39- -40- ENGINE (RIGHT VIEW) Common Raid for Fueling Main Filter Pre Filter Fuel Filters 042 AIR FILTER 043 -41- OUTLINE • Supply pump is driven by engine and generates Signals from sensors and MC (Main Controller) are input to ECM (Engine Control Module). ECM calculates and drives two way valves, suction control valve and EGR motor in order to control supply pump, injectors and EGR (Exhaust Gas Recirculation). high pressure fuel. • Common rail destributes high pressure fuel generated by supply pump to injectors of each engine cylinder. • Injector injects high pressure fuel from common rail. • Fuel Injection Control • Engine Start Control • EGR Control • Correction of Fuel Injection Volume • Engine Stop Control (Refer to System/Electric System) Crank Revolution Sensor Cam Angle Sensor Atmospherical Pressure Sensor Fuel Temperature Sensor Coolant Temperature Sensor Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR EGR Motor ECM MC Common Rail Pressure Sensor Two Way Valve Suction Control Valve Common Rail Supply Pump Injector Fuel Tank T4GB-02-02-022 -42- COOLING SYSTEM T/M Oil Cooler A/C Receiver 044 COMMON RAIL AND SENSORS Boost Pressure Sensor Boost Temperature Sensor Common Rail Common Rail Pressure Sensor 045 -43- Tier 3 Emission Regulation ENGINE CLASS 2003 2004 2005 2006 2007 Tire 2 EPA 130-225 kW (175-300 hp) Tire 3 NOx + HC CO PM 6.6 3.5 0.2 → → → 4.0 3.5 0.2 Stage 2 EC 130-560 kW Stage 3-A NOx HC CO PM 6.0 → 4.0 1.0 3.5 → 3.5 0.2 → 0.2 Tire 2 JPN 130-560 kW Tire 3 NOx HC CO PM 6.0 1.0 3.5 0.2 → → → → 3.6 0.4 3.5 0.17 Common Rail Pressure Sensor Boost Pressure Sensor Output (V) Output (V) 4.2 4.75 1 0.1 Pressure (MPa) 2008 200 40 -44- Pressure (kPa) 350 COMMON RAIL AND HIGH PRESSURE PIPING Glow Plug Fuel Return Connection to Injector Flow Damper Pressure Limiter 200 MPa Fuel Inlet Pipe 046 EXHAUST GAS RECIRCULATION (EGR) EGR Reed Valve EGR Valve 047 -45- Cooled EGR EGR stands for ”Exhaust Gas Recirculation”. This equipment lowers burning temperature by mixing some of the emitted exhaust gas with the intake air to control oxygen concentration in the combustion chamber slowing down combustion. This enables reduction of nitrogen oxide or ”NOx” which is produced during high-temperature combustion. Cooled EGR system is a system which equips cooling system in the EGR gas passages. This system contributes reduction of NOx by further lowering the burning temperature than normal EGR with cooling down the heated EGR gas with cooler before mixing with the intake air. Moreover, by cooling down the high temperature EGR gas, intake air concentration is increased resulting in more air capacity. This brings close to the perfect combustion resulting in reduction of PM and other graphite as well as better fuel consumption. -46- OVERHEAT SWITCH AND COOLANT TEMP. SENSOR Wire for Overheat Switch 105 °C Coolant Temperature Sensor 048 FUEL SUPPLY PUMP Fuel Temperature Sensor Fuel Return Suction Control Valve From Electromagnetic Fuel Pump Fuel Supply 049 -47- Engine Coolant Temperature Sensor Fuel Temperature Sensor Output (V) Output (V) 5 4.5195 4 3 2 1 0 0.1973 -40 0 40 80 -30 120 Temperature (°C) Temperature (°C) Intake Air Temperature Sensor Output (V) 4.8691 0.1797 -40 120 120 Temperature (°C) -48- FUEL SUPPLY PUMP Crank Revolution Sensor 050 ENGINE OIL PRESSURE SENSOR Engine Oil Pressure Sensor 051 -49- Crank Revolution Sensor Cam Angle Sensor 6HK No.6 cylinder G standard pulse No.1 cylinder Standard pulse Cam Angle Sensor Crank Revolution Sensor No.1 cylinder NE standard pulse No.6 cylinder NE standard pulse -50- No.1 cylinder G standard pulse CRANK REVOLUTION SENSOR Crank Revolution Sensor 052 A/C COMPRESSOR Cooling Ability : 4.65 kW or more Heating Ability : 5.81 kW or more Refrigerant Quantity : 1050 g Compressor Oil Q’ty : 160 cm3 053 -51- -52- BELT ADJUSTMENT 054 FUEL TANK Drain Cock 055 -53- -54- FUEL TANK Fuel Tank Capacity 340 Liters Fuel Level Sensor Fuel Supply Line 056 ENGINE OIL DRAIN Engine Oil Pan Drain Plug 25 Liters 057 -55- -56- COOLANT REPLENISHMENT Coolant Reservoir Radiator 18 L 104 -57- -58- TORQUE CONVERTER T/C Inlet Pressure : 0.84-0.94 MPa T/C Outlet Pressure : 0.32-0.42 MPa 106 TORQUE CONVERTER T/C Input Speed Sensor Charge Pump T/C Output Speed Sensor 107 -59- Side View of Transmission 2 1 3 4 3 5 6 9 7 8 10 T4GC-03-09-005C 1 - Converter Inlet Pressure Port 2 - Regulator Valve 3 - Forward Clutch Pressure Port 4 - Reverse Clutch Pressure Port 5 - 1st Speed Clutch Pressure Port 6 - 2nd Speed Clutch Pressure Port 7 - 3rd Speed Clutch Pressure Port 8 - 4th Speed Clutch Pressure Port 9 - Parking Brake Release Pressure Inlet -60- 10 - Parking Brake Pressure Switch Port TCM TRANSMISSION Rotation Sensor (B) Vehicle Speed Sensor Wet Type Parking Brake 108 TCM TRANSMISSION Regulator Valve Press. Setting : 2.2 – 2.4 MPa T/C Inlet Press. Port Fwd. Clutch Press. Port Rev. Clutch Press. Port Proportional Solenoid Valves 1st Speed Clutch Press. Port 2nd Speed Clutch Press. Port 3rd Speed Clutch Press. Port 4th Speed Clutch Press. Port 109 -61- 1 2 3 24 4 5 23 6 7 8 22 9 21 10 11 12 20 13 14 19 15 16 17 18 T4GC-03-09-029C From Charging Pump 1 - Solenoid Body 7 - Emergency Reverse Spool 2 - Valve Body 8 - Reverse Modulation Spool 3 - Cover 9 - Reverse Modulation Spring 4 - Emergency Forward Spool 10 - 1st Speed Modulation Spool 11 - 1st Speed Modulation Spring 12 - Emergency 2nd Speed Spool 5 - Forward Modulation Spool 6 - Forward Modulation Spring 13 - 2nd Speed Modulation Spool 14 - 2nd Speed Modulation Spring 15 - 3rd Speed Modulation Spool 16 - 3rd Speed Modulation Spring 17 - 4th Speed Modulation Spool 18 - 4th Speed Modulation Spring -62- 19 - 4th Speed Proportional Solenoid Valve 20 - 3rd Speed Proportional Solenoid Valve 21 - 2nd Speed Proportional Solenoid Valve 22 - 1st Speed Proportional Solenoid Valve 23 - Reverse Proportional Solenoid Valve 24 - Forward Proportional Solenoid Valve TCM TRANSMISSION Drain Plug 110 REAR PROPELLER SHAFT 111 -63- Control Valve 4th Speed Clutch 3rd Speed Clutch 2nd Speed Clutch 1st Speed Clutch Reverse Clutch Forward Clutch Regulator 2.2 – 2.4 Valve MPa Clutch Lubrication Torque Converter Cooler Torque Converter Torque Converter Safety Valve Filter Charging Pump T4GC-03-09-027C -64- PROPELLER SHAFT AND PARKING BRAKE Plug Pulling Bolt 112 FRONT PROPELLER SHAFT AND FRONT AXLE 066 -65- OUTLINE Axle consists of the differential, final drives, axle shafts, brake and others. Axle Shaft Final Drive Power from the transmission is transmitted to the front axle and the rear axle through the propeller shafts. Inside the axle, power is transmitted to the differential, and divided into left and right, and drives the axle shafts and the wheels through the final drives. Differential Brake Brake T4GB-03-10-001 -66- SEIVICE BRAKE PIPING Clutch Cut-off Pressure Sensor Brake Pressure 3.9 MPa 067 SERVICE BRAKE Brake Disk Check Ports 068 -67- 1 2 2 3 3 2 Brake Oil Pressure 4 5 6 7 8 T4GB-03-10-005 1 - End Plate 2 - Brake Ring 3 - Brake Disc 4 - Differential Body 5 - Brake Piston 6 - Return Spring • Operation 1 2 7 - Disc Hub 8 - Shaft • Release 3 2 3 2 From Brake Valve 1 5 2 3 2 3 2 To Brake Valve 5 6 6 T4GB-03-10-007C T4GB-03-10-008C -68- FRONT AXLE Front 32 L Rear 34 L Oil Level Check Port 069 TIRE ZW220 ZW250 23.5-25-16PR(L3) 23.5-25-16PR(L3) 325 kPa 375 kPa 070 -69- FINAL DRIVE / AXLE SHAFT Final drive is the device for finally decreasing the speed in the power transmission system, and of the planetary gear type. As for power transmission, the power from the differential, transmitted from the shaft, rotates the three planetary gears in the ring gear, and transmits rotation of the planetary carrier to the axle shaft through the planetary carrier. Final Drive Axle Shaft Ring Gear Shaft Housing Planetary Carrier Planetary Gear T4GB-03-10-006C -70- SERVICE BRAKE Outside Temp. Sensors Brake Valve To Front Service Brake To Rear Service Brake 105 CHARGING BLOCK Accumulators Charging Block Cut-In Press. 11.8 MPa Cut-Out Press. 14.7 Mpa Pilot Relief Press. 4.0 MPa 072 -71- Component Layout 1 2 3 4 Port T 5 6 Port BR1 Port M1 11 7 Port BR2 Port M2 10 8 9 T4GB-03-11-002C 1 - Pedal 2 - Roller 3 - Spool Input 4 - Spring 5 - Spring 6 - Spring 7 - Spool 8 - Spool 9 - Spring -72- 10 - Plunger 11 - Plunger CHARGING BLOCK Accumulator 4.4 MPa Pump Torque Proportional Solenoid Valve Parking Brake Solenoid Valve Charging Pressure Cut-In : 11.8 MPa Cut-out : 14.7 MPa Service Brake Acc. Charging Press. 4.4 MPa Pilot Acc. Charging Press. 2.0 MPa Service Brake Pressure Sensor ON : 10 MPa OFF : 8 MPa 073 -73- Component Layout 1 2 3 4 5 6 7 8 22 9 10 11 21 12 13 14 20 15 16 17 18 4 1 - Service Brake Accumulator (Rear) 2 - Adaptor 3 - Port M2 (To Rear End of Brake Valve) 4 - Check Valve 5 - Port M1 (To Front End of Brake Valve and Parking Brake) 6 - Service Brake Accumulator (Front) 7 - Service Brake Pressure Sensor 19 9 - Priority Valve 10 - Pilot Relief Valve 11 - Port DR (To Hydraulic Oil Tank) T4GB-03-06-002C 16 - Port BR3 (to be adopted in EU Specification Machines) 17 - Port PS2 (To Main Pump Regulator and Ride Control Valve (Optional)) 18 - Pilot Accumulator 12 - Port DR2 (To Hydraulic Oil Tank) 13 - Port PS1 (To Steering Pilot Valve) 19 - Port PP (To Pilot Shutoff Valve) 20 - Parking Brake Solenoid Valve 14 - Port X （To Main Pump Regulator） 15 - Port S3 (To be adopted in EU Specification Machines) 21 - Pump Torque Control Proportional Solenoid Valve 22 - Relief Valve 8 - Port P (From Pilot Pump) -74- PARKING BRAKE Bleeder 113 -75- Service Brake Brake Pedal Front Brake Service Brake Accumulators Brake Valve Rear Brake Check Valves Relief Valve B Priority Valve A Charging Block Pilot Pump T4GC-02-02-002 NOTE: Illustration shows oil flow when the relief valve and the priority valve are closed in response to pressure decrease in the service brake circuit, and also oil flow when the parking brake is working with the unexcitement of the parking brake solenoid valve. -76- STEERING SYSTEM Steering Pilot Valve 076 STEERING SYSTEM Stopper Bolt To Tank To Steering Valve From Steering Pilot Valve Stop Valve 077 -77- Steering Stop Circuit (Refer to COMPONET OPERATION / Steering Valve) • When either of the left or right cylinder is at the • As a result, the steering valve spool is shifted at stroke end, the stop valve spool contacts the frame, and the stop valve closes to block pressure oil from being supplied to the steering valve from the steering pilot valve. neutral, and supply of pressure oil from the main pump to the steering cylinders is stopped. Steering Cylinders Acc. Charging Pressure 8 MPa Steering Valve Overload Relief Valve Pressure 34.3 MPa Spool Stop Valve Stop Valve External Force Applied Steering Pilot Valve Main Pump Pilot Pump Hydraulic Oil Tank T4GB-02-02-004 NOTE: Illustration shows flow of oil when the steering valve is turned right. -78- STEERING SYSTEM Overload Relief Pressure 34.3 MPa To Steering Cylinders From Stop Valve Steering Valve 078 STEERING CYLINDERS Steering Accumulator 8 MPa 079 -79- -80- STEERING CYLINDERS Pressure Check Port 27.4 MPa 080 EMERGENCY STEERING PUMP Electrical Motor Max. Flow 17 L/min 081 -81- -82- HINGE POINTS Engine Oil Filter Main : 120 µm Bypass : 10 µm Upper Hinge Points T/M Oil Level Gauge L Lower Hinge Points 082 HINGE POINTS Hinge Points for Lift Arm Hinge Points for Lift Arm Cylinders 083 -83- -84- HINGE POINTS (BUCKET) 084 TOOL BOX 085 -85- -86- HYDRAULIC SYSTEM Main Pump 290 L/min Pump Delivery Pressure Sensor Pilot Pump Priority Valve Setting Press. 29.4 MPa 114 -87- PUMP DEVICE Main Pump Regulator Priority Valve Steering Relief Valve Pilot Pump Pump Delivery Pressure Sensor T4GB-01-02-009 Oil Flow L/min A B C D MPa (kgf/cm 2) Operating Pressure T4GB-04-02-001 ZW220 ZW250 Pressure 2 MPa (kgf/cm ) Flow L/min Pressure 2 MPa (kgf/cm ) Flow L/min A 4.9(50) 271±3 4.9(50) 291±3 B 19.6(200) 270±3 19.6(200) 290±3 C 24.5(250) 240±6 24.5(250) 275±6 D 27.4(280) 210±6 29.4(300) 225±6 -88- PILOT FILTER Pilot Filter T/M Oil Filter 115 MAIN CONTROL VALVE Restriction Valve Main Relief Valve 29.4 MPa Rear View Section for Lift Arm Section for Bucket Overload Relief Press. 36.8 MPa Overload Relief Press. 32.5 MPa Spare Spool (Option) 089 -89- D 10 C 6 7 8 8 A E 5 4 3 T4GB-03-02-009 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Negative Control Valve 4- Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7- Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9- -90- Low-pressure Relief Valve 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) MAIN CONTROL VALVE Overload Relief Valve Pump Control Valve Pressure Rear View 090 PRESSURE CHECK PORTS FOR FRONT ATTACHMENT Pressure Check Ports 29.4 MPa 091 -91- Oil Flow L/min A B C MPa (kgf/cm 2) Pump Control Pressure (Pi1-Pi2) T4GB-04-02-002 ZW220 Pump Control Pressure (Pi1-Pi2) 2 MPa (kgf/cm ) A +0.01 +0.1 -0(4 -0) 0.39 B 1.47±0.05(15±0.5) C +0.01 +0.1 0.67 -0(17 -0) ZW250 Flow L/min 271±3 Pump Control Pressure (Pi1-Pi2) 2 MPa (kgf/cm ) +0.01 +0.1 -0(5 -0) 0.49 Flow L/min 291±3 80±2 1.47±0.05(15±0.5) 100±2 36±3 +0.01 +0.1 0.67 -0(17 -0) 55±3 -92- PROXIMITY SWITCH Lift Arm Proximity Switch 092 PROXIMITY SWITCH Bucket Proximity Switch 093 -93- -94- HYDRAULIC OIL TANK Level Gauge 114 L 094 HYDRAULIC OIL TANK Full Flow Filter Breather 095 -95- -96- HYDRAULIC OIL TANK Return Hoses 096 HYDRAULIC OIL TANK Oil Level Switch 097 -97- -98- HYDRAULIC OIL TEMPERATURE SENSOR Temp. Sensor 098 RIDE CONTROL SYSTEM (OPTION) Cut-Out Press. 11.3 MPa Manually Pressure Release Valve Overload Relief Valve 39.2 MPa Ride Control Solenoid Valve Accumulator 2.9 MPa 099 -99- -100- LIFT ARM AUTO-LEVELER (OPTION) Downward Set Switch Upward Set Switch 100 LIFT ARM ANGLE SENSOR Angle Sensor Lift Arm Link 101 -101- -102- LIFT ARM ANGLE SENSOR 102 LIFT ARM ANGLE SENSOR 103 -103- -104- PART NO. ZW 220 • 250 Technical Manual Operational Principle WHEEL LOADER TECHNICAL MANUAL 220 250 Wheel Loader OPERATIONAL PRINCIPLE URL:http://www.hitachi-c-m.com TO4GC-E-00 Service Manual consists of the following separate Part No; Technical Manual (Operational Principle) : Vol. No. TO4GC-E Technical Manual (Troubleshooting) : Vol. No. TT4GC-E Workshop Manual : Vol. No. W4GC-E PRINTED IN SINGAPORE (YS) 2006.03 TO4GC-E-00 ZW.p65 1 1/3/06, 11:23 INTRODUCTION TO THE READER • This manual is written for an experienced technician to provide technical information needed to maintain and repair this machine. • Be sure to thoroughly read this manual for correct product information and service procedures. • If you have any questions or comments, at if you found any errors regarding the contents of this manual, please contact using “Service Manual Revision Request Form” at the end of this manual. (Note: Do not tear off the form. Copy it for usage.): Publications Marketing & Product Support Hitachi Construction Machinery Co. Ltd. TEL: 81-29-832-7084 FAX: 81-29-831-1162 ADDITIONAL REFERENCES • Please refer to the materials listed below in addition to this manual. • The Operator’s Manual • The Parts Catalog • The Engine Manual • Parts Catalog of the Engine • Hitachi Training Material MANUAL COMPOSITION • This manual consists of three portions: the Technical Manual (Operational Principle), the Technical Manual (Troubleshooting) and the Workshop Manual. • Information included in the Technical Manual (Operational Principle): technical information needed for redelivery and delivery, operation and activation of all devices and systems. • Information included in the Technical Manual (Troubleshooting): technical information needed for operational performance tests, and troubleshooting procedures. • Information included in the Workshop Manual: technical information needed for maintenance and repair of the machine, tools and devices needed for maintenance and repair, maintenance standards, and removal/installation and assemble/disassemble procedures. PAGE NUMBER • Each page has a number, located on the center lower part of the page, and each number contains the following information: Example : 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 signal words are used to alert the reader to the potential for personal injury of machine damage. This is the safety alert symbol. When you see this symbol, be alert to the potential for personal injury. Never fail to follow the safety instructions prescribed along with the safety alert symbol. The safety alert symbol is also used to draw attention to component/part weights. To avoid injury and damage, be sure to use appropriate lifting techniques and equipment when lifting heavy parts. • CAUTION: Indicated potentially hazardous situation which could, if not avoided, result in personal injury or death. • IMPORTANT: Indicates a situation which, if not conformed to the instructions, could result in damage to the machine. • NOTE: Indicates supplementary technical information or know-how. 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 indicated in parenthheses just behind SI units. Quantity Length Volume Weight Force Torque To Convert From mm mm L L m3 kg N N N⋅m N⋅m Into in ft US gal US qt yd3 lb kgf lbf kgf⋅m lbf⋅ft A table for conversion from SI units to other system units is shown below for reference purposees. Quantity Multiply By 0.03937 0.003281 0.2642 1.057 1.308 2.205 0.10197 0.2248 1.0197 0.7375 Pressure Power Temperature Velocity Flow rate IN-02 To Convert From MPa MPa kW kW °C km/h min-1 L/min mL/rev Into kgf/cm2 psi PS HP °F mph rpm US gpm cc/rev Multiply By 10.197 145.0 1.360 1.341 °C×1.8+32 0.6214 1.0 0.2642 1.0 SECTION AND GROUP CONTENTS SECTION 1 GENERAL Group 1 Specification Group 2 Component Layout Group 3 Component Specifications SECTION 2 SYSTEM TECHNICAL MANUAL (Operational Principle) Group 1 Control System Group 2 ECM System Group 3 Hydraulic System Group 4 Electrical System SECTION 3 COMPONENT OPERATION All information, illustrations and specifications in this manual are based on the latest product information available at the time of publication. The right is reserved to make changes at any time without notice. COPYRIGHT (C) 2005 Group 1 Pump Device Group 2 Control Valve Group 3 Hydraulic Fan Motor Group 4 Steering Pilot Valve Group 5 Steering Valve Group 6 Pilot Valve Group 7 Charging Block Group 8 Ride Control Valve Group 9 Drive Unit Group 10 Axle Group 11 Brake Valve Group 12 Others TECHNICAL MANUAL (Troubleshooting) SECTION 4 OPERATIONAL PERFORMANCE TEST Group 1 Introduction Group 2 Standard Group 3 Engine Test Group 4 Wheel Loader Test Group 5 Component Test Group 6 Adjustment SECTION 5 TROUBLESHOOTING Group 1 Diagnosing Procedure Group 2 Dr-ZX Group 3 e-Whell Group 4 Component Layout Group 5 Troubleshooting A Group 6 Troubleshooting B Group 7 Troubleshooting C Group 8 Electrical System Inspection Hitachi Construction Machinery Co., Ltd. Tokyo, Japan All rights reserved ←これ以下記載しない WORKSHOP MANUAL SECTION 1 GENERAL INFORMATION Group 1 Precautions for Disassembling and Assembling Group 2 Tightening Torque Group 3 Painting Group 4 Bleeding Air from Hydraulic Oil Tank SECTION 2 BASE MACHINE (UPPER STRUCTURE) Group 1 Cab Group 2 Counterweight Group 3 Frame Group 4 Pump Device Group 5 Control Valve Group 6 Pilot Valve Group 7 Ride Control Valve Group 8 Pilot Shutoff Valve Group 9 Hydraulic Fan Motor SECTION 3 BASE MACHINE (TRAVEL SYSTEM) Group 1 Tire Group 2 Drive Unit Group 3 Axle Group 4 Propeller Shaft Group 5 Brake Valve Group 6 Charging Block Group 7 Steering Pilot Valve Group 8 Steering Valve Group 9 Steering Cylinder Group 10 Emergency Steering Pump Unit (Optional) SECTION 4 FRONT ATTACHMENT Group 1 Front Attachment Group 2 Cylinder SECTION 5 ENGINE SECTION 1 GENERAL ―CONTENTS― Group 1 Specifications Group 3 Component Specifications Specifications ........................................... T1-1-1 Engine ...................................................... T1-3-1 Engine Accessories .................................. T1-3-6 Group 2 Component Layout Main Component Layout........................... T1-2-1 Electrical Component Layout.................... T1-2-4 Hydraulic Component ............................... T1-3-8 Electrical Component.............................. T1-3-13 (Overview) Electrical System (Cab) ............................ T1-2-5 Electrical System .................................... T1-2-6 (Controller and Relays) Electrical System (Right Console) ............ T1-2-7 Electrical System (Monitor and Switchs)... T1-2-8 Monitor Panel ........................................... T1-2-9 Engine and Fan Pump ............................ T1-2-10 Pump Device and Drive Unit....................T1-2-11 Control Valve .......................................... T1-2-12 Ride Control Valve,Charging Block and Fan Motor ................................... T1-2-13 Steering Valve and Emergency Steering Pump (Optional) .................................. T1-2-14 4GCT-1-1 (Blank) 4GCT-1-2 GENERAL / Specification SPECIFICATIONS M4GB-12-002 − ZW220 (Standard) ZW250 (Standard) Operating Weight kg(lb) 3.4 (BOC) 3.7 (BOC) Static Tipping Load (Full Turn) kg(lb) 17290 19610 Rated Loading Weight kg(lb) 5120 5600 − ISUZU 6HK1 139.3 kW/2170 rpm (189 PS/2170 rpm) ISUZU 6HK1 163.0 kW/2240 rpm (221.5 PS/2240 rpm) A: Overall Length mm(ft.in) 8245 8385 B: Overall Width (Bucket) mm(ft.in) 2910 3050 C: Overall Height mm(ft.in) 3375 3405 D: Wheel Base mm(ft.in) 3300 3350 E: Tread mm(ft.in) 2160 2200 F: Ground Clearance mm(ft.in) 450 425 G: Height to Bucket Hinge Pin, Fully Raised mm(ft.in) 4090 4195 H: Dumping Clearance 45 Degree, Full Height mm(ft.in) 2880 2950 I: mm(ft.in) 1150 1120 R1: Turning Radius (Centerline of Outside Tire) mm(ft.in) 5620 5715 R2: Loader Clearance Circle, Bucket in Carry Position mm(ft.in) 6620 6780 Maximum Travel Speed (Forward/Reverse) km/h(mph) 34.5/34.5 34.5/34.5 Number of Travel Shift (Forward/Reverse) − 4/4 4/4 Degree(%) 40 40 − 23.5-25-16PR 23.5-25-16PR Type Engine Dumping Reach, 45 Degree Dump, Full Height Articulation Angle (Left/Right) Tire Size T1-1-1 GENERAL / Specification (Blank) T1-1-2 GENERAL / Component Layout MAIN COMPONENT LAYOUT (OVERVIEW) 1 2 3 4 5 6 12 7 11 10 9 T4GB-01-02-005 8 1 - Bucket 2 - Bell Crank 4 - Head Light 5 - Front Working Light 3 - Bucket Cylinder 6 - Rear Working Light (Optional) 7 - Rear Working Light 8 - Rear Combination Light (Turn Signal, Hazard Light Clearance Light and Brake Light) 9 - Turn Signal, Hazard Light and Clearance Light T1-2-1 10 - Lift Arm Cylinder 11 - Lift Arm 12 - Bucket Link GENERAL / Component Layout MAIN COMPONENT LAYOUT (UPPERSTRUCTURE) 1 20 2 3 4 5 21 19 18 17 16 15 6 7 8 9 10 14 13 12 11 T4GB-01-02-002 123456- Charging Block Pilot Valve Brake Valve Steering Pilot Valve Steering Valve Control Valve 78910 11 12 - Stop Valve Pilot Shutoff Valve Engine Oil Filter Pilot Filter Engine Fuel Tank 13 14 15 16 17 18 - T1-2-2 Torque Converter Cooler Oil Cooler Fan Motor Radiator Inter Cooler Reserve Tank 19 - Muffler 20 - Air Cleaner 21 - Hydraulic Tank GENERAL / Component Layout MAIN COMPONENT LAYOUT (TRAVEL SYSTEM) 1 2 3 4 5 6 9 8 7 T4GB-01-02-004 1 - Front Axle 2 - Propeller Shaft (Front) 3 - Steering Cylinder 45- Pump Device Transmission 5 - Rear Axle 6 - Propeller Shaft (Rear) T1-2-3 7 - Steering Accumulator 8 - Brake Pressure Sensor GENERAL / Component Layout ELECTRIC COMPONENT LAYOUT (OVERVIEW) 14 Cab (Refer to T1-2-5) 2 1 13 12 Engine and Fan Pump (Refer to T1-2-10) 11 3 4 5 6 8 Pump Device (Refer to T1-2-11) Drive Unit (Refer to T1-2-11) 10 7 9 T4GB-01-02-019 1 - Hydraulic Oil Level Switch 5- Battery 2 - Air Filter Restriction Switch 3 - ECM 67- Boost Pressure Sensor Fuel Level Sensor 4 - Reverse Buzzer 8- Hydraulic Oil Temperature Sensor 7 - Emergency Steering Pump Delivery Pressure Switch 8 - Lift Arm Angle Sensor (Optional) 9 - Bucket Proximity Switch T1-2-4 10 - Lift Arm Proximity Switch 11 - Implement Pressure Sensor 12 - Out Side Temperature Sensor GENERAL / Component Layout ELECTRICAL SYSTEM (CAB) 1 2 3 Monitor and Switches (Refer to T1-2-8) 4 Right Consol (Refer to T1-2-7) 6 5 Controller and Relays (Refer to T1-2-6) T4GB-01-02-006 1 - Radio 2 - Auxiliary Switch Panel (Optional) 3 - Speaker 4 - Rear Wiper Motor 5 - Brake Lamp Switch T1-2-5 6 - Front Wiper Motor GENERAL / Component Layout Controller and Relays 5 6 T4GB-01-02-006 10 4 1 14 15 16 17 18 2 19 20 21 22 23 11 7 12 8 13 9 3 24 25 26 27 28 29 30 31 32 33 T4GC-01-02-002 1- Flasher Relay 2- Option Controller (Optional) 3 - MCF 9- Front Window Heater Relay 10 - Neutral Relay 11 - Rear Window Heater Relay 4- ICF 12 - Wiper Relay (Left) 5- Dr.ZX Connector 13 - Wiper Relay (Right) 6- Fuse Box 7- Fog Light Relay (Optional) 14 - Reverse Light Relay (A-R5) 15 - Brake Light Relay (A-R4) 8- Auxiliary 16 - High Beam Relay (A-R3) 17 - Head Light Relay (Right) (A-R2) T4GB-01-02-022 18 - Head Light Relay (Left) (A-R1) 19 - Emergency Steering Relay (A-R10) 20 - Hone Relay (A-R9) 21 - Turn Signal Relay (Right) (A-R8) 22 - Working Light Relay (Rear) (A-R7) 23 - Working Light Relay (Front) (A-R8) 24 - Front Wiper Relay (B-R5) 25 - Neutral Relay (B-R4) T1-2-6 26 - Load Dump Relay (B-R3) 27 - Parking Brake Relay (B-R2) 28 - Parking Brake Relay (B-R1) 29 - Fuel Pump Relay (B-R10) 30 - Main Relay (B-R9) 31 - Rear Washer Relay (B-R8) 32 - Turn Signal Relay (Left) (B-R7) 33 - Rear Wiper Relay (B-R6) GENERAL / Component Layout Right Console T4GB-01-02-006 2 3 4 6 5 7 1 8 9 10 18 17 16 15 14 13 12 T4GB-01-02-023 11 1 - Down Shift Switch 2 - Bucket Control Lever 3 - Lift Arm Control Lever 4 - Forward/Reverse Switch 5 - Hone Switch 6 - Auxiliary Control Lever (Optional) 7 - Quick Coupler Switch (Optional) 8 - Lift Arm Auto Leveler Downward Set Switch (Optional) 9 - Lift Arm Auto Leveler Upward Set Switch (Optional) 10 - Front Control Lock Lever 11 - Emergency Steering Check Switch 12 - Fan Reversing Switch 13 - Fog Light Switch (Optional) 15 - Forward/Reverse Selector Switch 16 - Cigar Lighter 17 - Up-shift/Down-shift Switch 14 - Ride Control Switch (Optional) 18 - Hold Switch T1-2-7 GENERAL / Component Layout Monitor and Switchs 1 2 T4GB-01-02-006 14 3 13 12 4 5 11 6 7 10 9 8 1 - Monitor Panel (Refer to T1-2-9) 2 - Driving Mode Switch 3 - Turn Signal Lever /Head Light Switch/Dimmer Switch 4 - Parking Brake Switch T4GB-01-02-024 5 - Work Mode Selector Switch 9 - Front Wiper Switch 12 - Rear Wiper Switch 6 - Clutch Cat Position Switch 10 - Forward/Reverse Lever and Shift Switch 11 - Air Conditioner Switch Panel 13 - Working Light Switch 7 - Key Switch 8 - Steering Column Tilt /Telescopic Lever T1-2-8 14 - Hazard Light Switch GENERAL / Component Layout Monitor Panel 1 2 3 4 5 6 7 8 9 10 11 34 12 33 13 14 32 15 31 T4GB-01-02-001 30 29 28 1 - Coolant Temperature Gauge 2 - Transmission Oil Temperature Gauge 3 - Turn Signal Indicator (Left) 4 - High Beam Indicator 5 - Working Light Indicator 6 - Turn Signal Indicator (Right) 7 - Monitor Display 8 - Stop Indicator 9 - Service Indicator 27 26 25 24 23 22 10 - Parking Brake Indicator 21 20 19 18 11 - Clearance Light Indicator 19 - Lever Steering Indicator (Optional) 20 - Monitor Mode Selector 12 - Fuel Gauge 21 - Glow Signal 13 - Brake Low Oil Pressure Indicator 14 - Brake Low Oil Level Indicator 15 - Emergency Steering Indicator (Optional) 16 - Low Steering Oil Pressure Indicator 17 - Seat Belt Indicator 22 - Monitor Display Selector (Up) 23 - Maintenance Indicator 24 - Monitor Display selector (Down) 25 - Forward/Reverse Switch Indicator 26 - Water Separator Indicator 18 - Discharge Warning Indicator T1-2-9 17 16 27 - Engine Warning Indicator 28 - Overheat Indicator 29 - Engine Low Oil Pressure Indicator 30 - Air Filter Restriction Indicator 31 - Transmission Warning Indicator 32 - Transmission Oil Filter Restriction Indicator 33 - Hydraulic Oil Temperature Indicator 34 - Transmission Oil Temperature Indicator GENERAL / Component Layout ENGINE AND FAN PUMP 1 2 3 6 7 8 9 5 10 11 4 14 13 12 T4GB-01-02-025 1 - Glow Plug 9 - EGR Valve 12 - Crank Revolution Sensor 2 - Injector 5 - Coolant Temperature Sensor 6 - Overheat Switch 10 - Supply Pump 3 - Cam Angle Sensor 7 - Boost Pressure Sensor 11 - Fuel Temperature Sensor 13 - Engine Oil Pressure Sensor 14 - Common Rail Pressure Sensor 4 - Fan Pump 8 - Boost Temperature Sensor T1-2-10 GENERAL / Component Layout PUMP DEVICE 1 2 3 6 5 T4GB-01-02-009 4 DRIVE UNIT 7 21 8 9 13 14 15 16 17 18 20 12 19 11 10 T4GC-01-02-001 1 - Main Pump 7- 2 - Regulator Torque Converter Input Speed Sensor 8 - Air Breather 3 - Priority Valve 9- 4 - Pump Delivery Pressure Switch 5 - Pilot Pump 10 - Vehicle Speed Sensor 11 - Transmission Output Speed Sensor Charge Pump 12 - Transmission Middle Shaft Sensor 13 - Forward Clutch Solenoid Valve 14 - Reverse Clutch Solenoid Valve 15 - 1st Clutch Solenoid Valve 16 - 2nd Clutch Solenoid Valve 6 - Steering Relief Valve T1-2-11 17 - 3rd Clutch Solenoid Valve 18 - 4th Clutch Solenoid Valve 19 - Transmission Control Valve 20 - Parking Brake Pressure Switch 21 - Regulator Valve GENERAL / Component Layout CONTROL VALVE ZW220 5 4 1 2 3 T4GB-01-02-027 ZW250 5 1 4 3 2 T4GB-03-02-002 1 - Over Load Relief Valve (Lift Arm: Bottom) 2 - Over Load Relief Valve (Bucket: Bottom) 3 - Over Load Relief Valve (Bucket: Rod) 4 - Make-up Valve (Lift Arm: Rod) T1-2-12 5 - Main Relief Valve GENERAL / Component Layout RIDE CONTROL VALVE (OPTIONAL) 1 2 CHARGING BLOCK 3 4 5 6 10 T4GB-01-02-014 9 8 7 T4GB-01-02-013 FAN MOTOR 10 11 12 T4GB-01-02-012 1 - Overload Relief Valve 2 - Ride Control Solenoid Valve 3 - Ride Control Accumulator 5 - Service Brake Accumulator (Front) 6 - Service Brake Accumulator (Rear) 7 - Relief Valve 89- Pilot Relief Valve Pump Torque Control Solenoid Valve 10 - Parking Brake Solenoid Valve 4 - Pilot Accumulator T1-2-13 11 - Reverse Control Solenoid Valve 12 - Relief Valve 13 - Flow Control Solenoid Valve GENERAL / Component Layout STEERING VALVE 1 2 T4GB-01-02-020 EMERGENCY STEERING PUMP (OPTIONAL) 3 4 5 6 T4GB-01-02-010 1 - Overload Relief Valve 2 - Overload Relief Valve 3 - Electric Motor 4 - Gear Pump 5 - Check Valve T1-2-14 6- Relief Valve GENERAL / Component Specifications ENGINE ZW220 Manufacturer ............................................ ISUZU Model........................................................ AH-6HK1XYWT Type.......................................................... Diesel, 4 Cycle, Water Cooled, Over Head Valve, Inline, Direct Injection, Turbo Charged Cyl. NO. - Bore×Stroke............................. 6-115 mm×125 mm (4.53 in×4.92 in) Piston Displacement................................. 7790 cm3 (475 in3) Rated Output ............................................ 139.3±3 kW/2170 min-1 (189±4 PS/2170 rpm) Max. Output.............................................. 164.3±3 kW/2000 min-1 (223.4±4 PS/2000 rpm) Compression Ratio................................... 17.5 Dry Weight................................................ 630 kg (1389 lb) Firing Order .............................................. 1-5-3-6-2-4 Rotation Direction..................................... Clock Wise (Viewed from fan side) ZW250 Manufacturer ............................................ ISUZU Model........................................................ AH-6HK1XYWT Type.......................................................... Diesel, 4 Cycle, Water Cooled, Over Head Valve, Inline, Direct Injection, Turbo Charged Cyl. NO. - Bore×Stroke............................. 6-115 mm×125 mm (4.53in×4.92 in) Piston Displacement................................. 7790 cm3 (475 in3) Rated Output ............................................ 163.0±3 kW/2240 min-1 (222±4 PS/2240 rpm) Max. Output.............................................. 179.1±3 kW/2000 min-1 (243.5±4 PS/2000 rpm) Compression Ratio................................... 17.5 Dry Weight................................................ 630 kg (1389 lb) Firing Order .............................................. 1-5-3-6-2-4 Rotation Direction..................................... Clock Wise (Viewed from fan side) COOLING SYSTEM Cooling Fan .............................................. Diameter 850 mm (33.47 in), 6 Blades (N6G-Type Blade, Steel Center), Draw-in Type Thermostat ............................................... Cracking Temperature at Atmospheric Pressure: 82 °C (180 °F) Full Open (Stroke: 10 mm (0.39 in) or more) Temperature: 95 °C (203 °F) Fan Pump................................................. Gear Pump T1-3-1 GENERAL / Component Specifications LUBRICATION SYSTEM Lubrication Pump Type............................. Gear Pump Oil Filter .................................................... Full-Flow Paper Element Type with Bypass Oil Cooler ................................................. Water Cooled Integral Type STARTING SYSTEM Motor ........................................................ Magnetic Pinion Shift Reduction Type Voltage/Output.......................................... 24 V⋅5 kW PREHEAT SYSTEM Preheating Method ................................... Glow Plug (QOS II Type with After Glow) ENGINE STOP SYSTEM Stop Method ............................................. Fuel Shut Off (Electrically Controlled) ALTERNATOR Type.......................................................... Regulator Integrated AC Type Voltage/Output.......................................... 24 V⋅50 A (Brush less) SUPERCHARGING SYSTEM Model........................................................ RHG6 Type.......................................................... Exhaust Turbocharger Type FUEL SYSTEM Type.......................................................... Common Rail Type (HP4 Model) Governor .................................................. Electrically Controlled Injection Nozzle ........................................ Electric Multi Hole Injector (G2 Type) T1-3-2 GENERAL / Component Specifications PERFORMANCE IMPORTANT: This list shows design specifications, which are not servicing standards. ZW220 Fuel Consumption Ratio........................... 212.0±13.6 g/kW⋅h (156±10 g/PS⋅h) @ 2000 min-1 (rpm) Maximum Output Torque .......................... 981±60 N⋅m (100±6 kgf⋅m) @ at approx. 1400 min-1 (rpm) Compression Pressure............................. 3.04 Mpa (31 kgf/cm2) @ 200 min-1 (rpm) Valve Clearance (Inlet/Exhaust)............... 0.4/0.4 mm (when cool) No Load Speed......................................... Slow: (at Full Load: 850±20 min-1 (rpm)) Fast: (at Full Load: 2260±20 min-1 (rpm)) ZW250 Fuel Consumption Ratio........................... 212.0±13.6 g/kW⋅h (156±10 g/PS⋅h) @ 2000 min-1(rpm) Maximum Output Torque .......................... 1022±60 N⋅m (104±6 kgf⋅m) @ at approx 1400 min-1 (rpm) Compression Pressure............................. 3.04 MPa (31 kgf/cm2) @ 200 min-1 (rpm) Valve Clearance (Inlet/Exhaust)............... 0.4/0.4 mm (0.016/0.016 in) (when cool) No load Speed.......................................... Slow: (at Full Load: 850±20 min-1 (rpm)) Fast: (at Full Load: 2330±20 min-1 (rpm)) T1-3-3 GENERAL / Component Specifications ZW220 Engine Performance Curve (AH-6HK1XYWT) Test Condition: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for Construction Machinery) under standard atmospheric pressure. 2. Equipped with the fan and alternator. Torque (N⋅m) Output (kW) Fuel Consumption Ratio (g/kW⋅h) Engine Speed min-1 (rpm) T1-3-4 T4GC-01-03-001 GENERAL / Component Specifications ZW250 Engine Performance Curve (AH-6HK1XYWT) Test Condition: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for Construction Machinery) under standard atmospheric pressure. 2. Equipped with the fan and alternator. Torque (N⋅m) Output (kW) Fuel Consumption Ratio (g/kW⋅h) Engine Speed min-1 (rpm) T1-3-5 T4GC-01-03-002 GENERAL / Component Specifications ENGINE ACCESSORIES RADIATOR ASSEMBLY Type.......................................................... Radiator and Oil Cooler Tandem Type Assembly Inter Cooler and Torque Converter Cooler Tandem Type Assembly Weight ...................................................... 67 kg (148 Ib) (ZW220) 74.5 kg (164 Ib) (ZW250) ZW220 Radiator Capacity.................................................... 15 L (4 US gal) Air-Tight Test Pressure ............................. 100 kPa (1.0 kgf/cm2, 14.5 psi) Cap Opening Pressure............................. 49 kPa (0.5 kgf/cm2, 7 psi) Oil Cooler 5.1 L (3.3 US gal) 1500 kPa (15 kgf/cm2, 217 psi)) − Intercooler Capacity.................................................... 11.5 L (3 US gal) Air-Tight Test Pressure ............................. 245 kPa (2.5 kgf/cm2, 36 psi) Cap Opening Pressure............................. − Torque Converter Cooler 10.2 L (2.7 US gal) 1500 kPa (15 kgf/cm2, 217 psi) − ZW250 Radiator Capacity.................................................... 18 L (4.8 US gal) Air-Tight Test Pressure ............................. 100 kPa (1.0 kgf/cm2,14.5 psi) Cap Opening Pressure............................. 49 kPa (0.5 kgf/cm2, 7 psi) Oil Cooler 5.1 L (1.3 US gal) 1500 kPa (15 kgf/cm2,217 psi)) − Intercooler Capacity.................................................... 12.5 L (3.3 US gal) Air-Tight Test Pressure ............................. 245 kPa (2.5 kgf/cm2, 36 psi) Cap Opening Pressure............................. − Torque Converter Cooler 10.7 L (2.8 US gal) 1500 kPa (15 kgf/cm2, 217 psi) − BATTERY Voltage...................................................... 12 V Capacity.................................................... 108 Ah T1-3-6 GENERAL / Component Specifications HYDRAULIC FAN PUMP Model........................................................ SGP1A27D2H1 Type.......................................................... Fixed Displacement Type Gear Pump Maximum Flow (Theoretical Value).......... 60 L/min (15.85 US gpm) HYDRAULIC FAN MOTOR Relief Set Pressure .................................. 20.6 MPa (210 kgf/cm2) @ 5 L/min (1.32 US gpm) SOLENOID VALVE Function.................................................... Fan Motor Reverse Control Fan Motor Speed Control T1-3-7 GENERAL / Component Specifications HYDRAULIC COMPONENT MAIN PUMP Type.......................................................... Bent Axis Type Variable Displacement Axial Plunger Pump Maximum Flow (Theoretical Value).......... 270 L/min (71 US gum) (ZW220) 290 L/min (77 US gum) (ZW250) REGULATOR Type.......................................................... Hydraulic Pressure Operated Type PRIORITY VALVE Relief Set Pressure .................................. 27.4 MPa (280 kgf/cm2) @ 70 L/min (18.5 US gpm) (ZW220) 29.4 MPa (300 kgf/cm2) @ 90 L/min (23.8 US gpm) (ZW250) PILOT PUMP Model........................................................ HY/ZFS11/16.8 Type.......................................................... Fixed Displacement Type Gear Pump Maximum Flow (Theoretical Value).......... 35 L/min (9.3 US gpm) CONTROL VALVE ZW220 Type.......................................................... Pilot Pressure Operated Type (2 Spools) Main Relief Set Pressure.......................... 27.4 MPa (280 kgf/cm2) @ 200 L/min (52.8 US gpm) Overload Relief Set Pressure................... 34.3 MPa (350 kgf/cm2) @ 35 L/min (9.3 US gpm) (Lift Arm) 30.4 MPa (310 kgf/cm2) @ 35 L/min (9.3 US gpm) (Bucket Tilt) 30.4 MPa (310 kgf/cm2) @ 50 L/min (13 US gpm) (Bucket Dump) ZW250 Type.......................................................... Pilot Pressure Operated Type (2 Spools) Main Relief Set Pressure.......................... 29.4 MPa (300 kgf/cm2) @ 220 L/min (58 US gpm) Overload Relief Set Pressure................... 36.8 MPa (375 kgf/cm2) @ 50 L/min (13 US gpm) (Lift Arm) 32.5 MPa (330 kgf/cm2) @ 50 L/min (13 US gpm) (Bucket Tilt, Bucket Dump) T1-3-8 GENERAL / Component Specifications RIDE CONTROL VALVE (OPTIONAL) Type.......................................................... Pilot Pressure Operated Type Overload Relief Set Pressure................... 39.2 MPa (400 kgf/cm2) @ 50 L/min (13 US gpm) Charge Cut Pressure................................ 11.3 MPa (115 kgf/cm2) RIDE CONTROL ACCUMULATOR (OPTIONAL) Capacity.................................................... 4 L (244 in3) Charging Pressure ................................... 2.9 MPa (30 kgf/cm2) CHARGING BLOCK Charging Pressure ................................... Cut In Pressure: 11.8 MPa (120 kgf/cm2) Cut Out Pressure: 14.7 MPa (150 kgf/cm2) Pilot Relief Valve Set Pressure................. 3.7 MPa (38 kgf/cm2) @ 40 L/min (10.6 US gpm) SOLENOID VALVE (For Charging Block) Function.................................................... • Main Pump Torque Control • Parking Brake SERVICE BRAKE ACCUMULATOR Capacity.................................................... 1.4 L (85.4 in3) Charging Pressure ................................... 4.4 MPa (45 kgf/cm2) PILOT ACCUMULATOR Capacity.................................................... 0.75 L (45.8 in3) Charging Pressure ................................... 2.0 MPa (20 kgf/cm2) PILOT SHUT OFF VALVE Type.......................................................... Rotary Type STEERING VALVE Type.......................................................... Flow Amp Type Over Load Relief Set Pressure ................ 32.3 MPa (330 kgf/cm2) @50 L/min (13 US gpm) (ZW220) 34.3 MPa (350 kgf/cm2) @50 L/min (13 US gpm) (ZW250) T1-3-9 GENERAL / Component Specifications STEERING PILOT VALVE Type.......................................................... Orbitroll Type Gerotor Capacity ...................................... 96 cm3/rev (5.9 in3/rev) STEERING ACCUMULATORｖ Capacity.................................................... 0.2 L (12 in3) Charging Pressure ................................... 8 MPa (82 kgf/cm2) BRAKE VALVE Brake Pressure......................................... 3.9 MPa (40 kgf/cm2) T1-3-10 GENERAL / Component Specifications • Travel System TRANSMISSION Type.......................................................... Counter Shaft Type Gear Ratio ................................................ Forward 1st : 3.225 Forward 2nd : 1.901 Forward 3rd : 1.026 Forward 4th : 0.605 Reverse 1st : 3.225 Reverse 2nd : 1.901 Reverse 3rd : 1.026 Reverse 4th : 0.605 Parking Brake Release Pressure ............. 2.7 MPa (28 kgf/cm2) STANDARD AXLE (FRONT/REAR) ZW220 Model........................................................ Two Stage Transmission Brake Type ............................................... Wet Multiplate Disk Brake Brake Pressure......................................... 3.92 MPa (40 kgf/cm2) Final Reduction Gear Ratio...................... 25.766 ZW250 Model........................................................ Two Stage Transmission Brake Type ............................................... Wet Multiplate Disk Brake Brake Pressure......................................... 3.92 MPa (40 kgf/cm2) Final Reduction Gear Ratio...................... 26.760 STANDARD PROPELLER SHAFT Type.......................................................... Cruciform Joint Type Dimension between Pins.......................... Front : 1500 mm (59.06”) Rear : 367.18 mm (14.46”) T1-3-11 GENERAL / Component Specifications • Front Attachment CYLINDER ZW220 Lift Arm (Left/Right) Rod Diameter ........................................... 85 mm (3.35”) Cylinder Bore............................................ 130 mm (5.12”) Stroke ....................................................... 880 mm (34.65”) Fully Retracted Length ............................. 1420 mm (55.91”) Plating Thickness ..................................... 30 µm (1.2 µin) Bucket 95 mm (3.74”) 165 mm (6.5”) 510 mm (20.08”) 1060 mm (41.73”) 30 µm (1.2 µin) Steering 45 mm (1.77”) 70 mm (2.76”) 442 mm (17.40”) 804 mm (31.65”) 30 µm (1.2 µin) ZW250 Lift Arm (Left/Right) Rod Diameter ........................................... 85 mm (3.35”) Cylinder Bore............................................ 130 mm (5.12”) Stroke ....................................................... 940 mm (37.01”) Fully Retracted Length ............................. 1481 mm (58.31”) Plating Thickness ..................................... 30 µm (1.2 µin) Bucket 100 mm (3.94”) 165 mm (6.5”) 530 mm (20.87”) 1090 mm (42.91”) 30 µm (1.2 µin) Steering 45 mm (1.77”) 70 mm (2.76”) 542 mm (21.34”) 900 mm (35.43”) 30 µm (1.2 µin) T1-3-12 GENERAL / Component Specifications ELECTRIC COMPONENT ENGINE OIL PRESSURE SENSOR Operation Pressure .................................. 29.4 kPa (0.3 kgf/cm2) OVER HEAT SWITCH Operation Temperature ............................ 105±2 ° C (221±2 °F) COOLANT TEMPERATURE SENSOR (For Coolant Temperature Gauge) Operation Temperature ............................ 25 to 120 °C (77 to 248 °F) AIR FILTER RESTRICTION SWITCH Operation Pressure .................................. 6.3±0.6 kPa (635±58 mmH2O) FUEL LEVEL SENSOR Resistance Value...................................... Empty: 90+100Ω, Full: 100-4Ω ENGINE OIL TEMPERATURE SENSOR Operation Temperature ............................ -30 to 120 °C (-22 to 248 °F) BATTERY RELAY Voltage/Current ........................................ 24 V⋅100 A GLOW RELAY Voltage...................................................... 24 V SAFETY RELAY Voltage...................................................... 24 V HORN Voltage/Current ........................................ 24 V⋅3.0±0.5 A Sound Pressure........................................ 113±5 dB (A) @ 2 m (6’ 7”) T1-3-13 GENERAL / Component Specifications ILLUMINATION Work Light ................................................ : Halogen 24 V, 55/70 W Cab Light .................................................. : 24 V, 10 W Head Light ................................................ : Halogen 24 V、75/70 W Turn Signal Light ...................................... : Front : 24 V, 25 W :Rear : 24 V, 21 W Clearance Light ........................................ : 24 V, 5 W License Light ............................................ : 24 V, 12 W Reverse Light ........................................... : 24 V, 21 W Tail Light ................................................... : 24 V, 5 W Brake Light ............................................... : 24 V, 21 W AIR CONDITIONER Refrigerant................................................ 134a Cooling Ability........................................... 4.65 kW (16.74 MJ, 3999 kcal) or more Cool Air Volume........................................ 550 m3/h or more Heating Ability........................................... 5.81 kW (20.92 MJ, 4997 kcal) or more Warm Air Volume...................................... 400 m3/h or more Temperature Adjusting System ................ Electronic Type Refrigerant Quantity ................................. 1050±50 g Compressor Oil Quantity .......................... 160 cm3 EMERGENCY STEERING PUMP UNIT Type.......................................................... Electric Motor Operated Type Maximum Flow ......................................... 17 L/min (4.49 gpm) @10.3 MPa (105 kgf/cm2) ELECTRIC MOTOR Voltage...................................................... 24 V, 2.4 kW T1-3-14 MEMO ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ 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SECTION 2 SYSTEM —CONTENTS— Group 1 Control System Group 4 Electrical System Outline ...................................................... T2-1-1 Outline ...................................................... T2-4-1 Engine Control.......................................... T2-1-6 Main Circuit............................................... T2-4-2 Pump Control ......................................... T2-1-15 Electric Power Circuit................................ T2-4-3 Transmission Control.............................. T2-1-20 Indicator Light Check Circuit ..................... T2-4-4 Other Controls ........................................ T2-1-41 Accessory Circuit ...................................... T2-4-5 Control by Electric and Hydraulic Preheat Circuit .......................................... T2-4-6 Combined Circuit .................................. T2-1-51 Starting Circuit .......................................... T2-4-8 Charging Circuit ...................................... T2-4-12 Group 2 ECM System Serge Voltage Prevention Circuit ............ T2-4-16 Outline ...................................................... T2-2-1 Engine Stop Circuit ................................. T2-4-18 Fuel Injection Control ............................... T2-2-2 Lamplight Circait ..................................... T2-4-19 Compensation of Fuel Injection Head Light Circuit ................................... T2-4-20 Volume ................................................. T2-2-10 Turn Signal Circuit .................................. T2-4-24 Engine Start Control ................................T2-2-11 Brake Light Circuit .................................. T2-4-25 EGR Control ........................................... T2-2-12 Hazard Light Circuit ................................ T2-4-26 Horn Circuit............................................. T2-4-27 Group 3 Hydraulic System Outline ...................................................... T2-3-1 Reverse Light/Buzzer Circuit .................. T2-4-28 Main Circuit .............................................. T2-3-2 Parking Brake Circuit .............................. T2-4-30 Pilot Circuit ............................................. T2-3-17 Emergency Steering Check Steering Circuit ....................................... T2-3-32 Circuit (Optional) ................................... T2-4-32 Hydraulic Drive Fan Circuit ..................... T2-3-38 4GCT-2-1 (Blank) 4GCT-2-2 SYSTEM / Control System GENERAL There are four controllers as shown below with MC – Main Controller – installed at their center. • • • • MC: Main Controller ICF: Information Controller ECM: Engine Control Module Monitor Unit Controllers are mutually connected through CAN, and each controller uploads analog signals detected by sensors and switches as well as analog output signals of solenoid valves on the CAN by converting them into digital ones. As the signals are processed into the digital ones, a large amount of signals detected at each controller can be transmitted through few wires in a shirt time. MC, ECM, and monitor unit display indications on monitors and make various controls of the vehicle body by using analog signals received by each controller as well as digital signals detected on the CAN. ICF stores machine history, receives digital signals for various adjustments from Dr-ZX, transmits them to the CAN, and transmits the vehicle body signal (digital signal) received by each controller to Dr-ZX. A GPS-provision (optional) vehicle makes location arithmetic operation, utilising signals received by artificial sattelites, and transmits body information to the e-service host computer through artificial satellites. (Refer to the TROUBLESHOOTING/ICF) Receipt and Transmission by Analog Signal Monitor Unit GPS S Dr-ZX ICF Receipt and Transmission by Digital Signal ECM MC CAN S S T2-1-1 Sensors, Switches and Solenoid Valves SYSTEM / Control System MC, ECM, and Monitor Unit are used for various operation controls of the body. • Analog input signals from sensors and switches attached to devices other than the engine and monitor unit as well as analog output signals from solenoid valves are transmitted into the MC, and converted into digital signals to be uploaded on the CAN. • Analog input signals from sensors attached to the engine are transmitted to the ECM, and converted into digital signals to be uploaded on the CAN. • Analog input signals from cabin, and analog input signals from sensors and switches necessary for indication of the monitor are transmitted into the monitor unit, and converted into digital signals to be uploaded on the CAN. Each controller detects lacking information necessary for the control program from among the CAN data. (digital signals) Each controller makes various control program arithmetic operations using the detected data (digital signals), outputs actuation signals to the solenoid valves unit and torque control solenoid valve, and controls the pump, engine, transmission, and valves. Analog signals from various sensors, switches, and solenoid valves are periodically transmitted into each controller, and converted into digital signals to be uploaded on the CAN. By repeating the above operations, the vehicle body movement is watched and controlled. T2-1-2 SYSTEM / Control System Injectors Sensors and Switches for Vehicle Body MC ECM Engine Solenoid Valves for Vehicle Body Transmission Sensors and Switches Sensor Switches for Cab and Monitor Solenoid Valves Monitor Unit Relays for Cab Sensors and Switches Switches for Traveling Light-emitting Dildes Dr-ZX ICF GPS T4GC-02-01-001 T2-1-3 SYSTEM / Control System Sensors and switches to detect signals for various operation controls and their controllers are as shown below. Input Signals • Accelerator Pedal Sensor • Driving Mode Switch • • • • • • • • • • • Work Mode Selector Switch Fan Reversing Switch Ride Control Switch Parking Brake Pressure Sensor Pump Delivery Pressure Switch Imprement Pressure Sensor Hydraulic Oil Temperature sensor Clutch Cut Position Sensor Lift Arm Kick-out Switch Lift Arm Angle Sensor (OP) Lift Arm Auto-leveler Upwards Set Switch (OP) • Lift Arm Auto-leveler Downwards Set Switch (OP) • Output Signals Engine Control → → →Accelerator Pedal Control → → → → → → → → → → MC →Automatic Warming Up Control →Engine Torque Control Pump Control →Standard Torque Control →Torque Reduction Control Other Controls →Hydraulic Fan Cooling Control →Hydraulic Fan Cleaning Control →Transmission Alarm Control →Forward/Reverse Indicator Control →Reverse Traveling Alarm Control →Parking Brake Alarm Control → → CAN (See next chart) NOTE: OP : Stands for optional. * : Controls for optional parts provision machines only T2-1-4 Control by Electric and Hydraulic Combined Circuit →*Ride Control Bucket Auto-leveler Control Lift Arm Float Control →Lift Arm Kick-out Control →*Lift Arm Auto-leveler Upward Control →*Lift Arm Auto-leveler Downward Control SYSTEM / Control System Input Signal (See previous chart) • Forward/Reverse Lever • Shift Switch → → • • • • • Down Shift Switch Up Shift Switch Hold Switch Forward/Reverse Selector Switch Forward/Reverse Switch → → → → → • • • • • Brake Pressure Sensor → Torque Converter Input Speed Sensor → Torque Converter Output Speed Sensor → Transmission Middle Shaft Sensor → Vehicle Speed Sensor → (Refer to the SYSTEM/ECM System) Output Signal Transmission control →Neutral Control →Forward/Reverse Lever Priority Control →Forward/Reverse Selector Control While Traveling CAN MC →Manual Speed Shift Control →Automatic Speed Shift Control →Down Shift Control →Up Shift Control →Clutch Cut Control →Shift Holding Control → ECM • Engine Coolant Temperature Sensor → • Torque Converter Oil Temeperature Sensor → Monitor Unit NOTE: ECM controls the engine speed and others based on the target engine speed transmitted from the MC and the converted signal of the torque curve, and on the signals detected by the sensors installed at the engine. For details, refer to the SYSTEM/ECM System. T2-1-5 →(Refer to the SYSTEM/ECM System) SYSTEM / Control System ENGINE CONTROL Following engine controls are made. • Accelerator pedal Control • Automatic warming up control • Engine torque control T2-1-6 SYSTEM / Control System Engine Control System Layout Work Mode Selector Switch L Accelerator Pedal Hydraulic Oil Temperature Sensor Accelerator Pedal Sensor N P Main Pump Delivery Pressure Switch Shift Switch MC ECM Transmission Engine Torque Converter Output Speed Sensor Torque Converter Input Speed Sensor Monitor Unit Engine Coolant Temperature Sensor T2-1-7 T4GC-02-01-002 SYSTEM / Control System Accelerator Pedal Control Purpose: Control of the engine speed in response to stepping amount of accelerator Engine Actual Speed Operation: 1. MC converts the input value into the target engine speed, and transmits it to the ECM. Maximum Speed 2. ECM controls the engine speed in response to the target engine speed. NOTE: Output value of the accelerator pedal sensor is 0.5 V – 4.5 V. NOTE: In case the accelerator pedal sensor becomes abnormal, the MC makes back-up control, and the engine speed is fixed at about 1000 min-1. NOTE: In case the MC becomes out of order, or the CAN fails, the ECM makes back-up control, and the engine speed is fixed at about 1000 min-1. NOTE: In case the MC becomes out of order with the accelerator remaining normal, control of the engine speed is possible by connecting the accelerator pedal sensor wires directly to the ECM. T2-1-8 Minimum Speed Minimum Speed Maximum Speed Target Engine Speed SYSTEM / Control System Accelerator Pedal Accelerator Pedal Sensor Transmission ECM MC Engine Monitor Unit T4GC-02-01-003 T2-1-9 SYSTEM / Control System Automatic Warming Up Control Purpose: Automatic warming up of the engine in response to the hydraulic oil temperature Engine Actual Speed Operation: 1. At start of the engine, if the hydraulic oil temperature is 0°C (32°F) or below, the MC transmits signal to the ECM for setting the engine minimum speed at 1000 min-1. Maximum Speed Automatic Warming Up Speed 2. ECM increases the minimum engine speed to 1000 min-1. 3. When the engine coolant temperature or hydraulic oil temperature is 40°C (104°F) or above, or when 10 minutes have passed, the MC stops signals, and the ECM decreases the engine minimum speed to the idling value. NOTE: At start of the engine, if the hydraulic oil temperature is 1°C (34°F) or above, automatic warming up control is not made. NOTE: In case the hydraulic oil temperature sensor becomes abnormal, automatic warming up control is not made. NOTE: When the parking brake switch is turned OFF, automatic warming up control is released. NOTE: In case automatic warming up control is released by Dr. ZX, retrieve the automatic warming up control effective by Dr. ZX the moment releasing becomes unnecessary. (Retrieving is impossible by just turning the key switch OFF.) T2-1-10 Speed Increase Minimum Speed Minimum Speed Maximum Speed Target Engine Speed SYSTEM / Control System Hydraulic Oil Temperature Sensor Transmission MC ECM Engine Monitor Unit Engine Coolant Temperature Sensor T4GC-02-01-004 T2-1-11 SYSTEM / Control System Engine Torque Control Purpose: Improving fuel consumption rate by changing the torque curve in response to input signals from the work mode selector switch, shift switch, and vehicle speed sensor Engine Torque 1 2 Operation: 3 1. When the signal of the selected work mode is transmitted to the MC, it detects signals from the main pump delivery pressure switch, shift switch, torque converter input speed sensor, and torque converter output speed sensor. 2. MC has programmed torque curves to be selected in response to the combination of work mode, speed shift, torque converter speed ratio, and pump delivery pressure, and outputs to the ECM the selection command signal most suitable to each time. • When the light mode (L) is selected, Torque Curve 4 or 3 is primarily used, which is advantageous in making much of low fuel consumption at light-load work. • When normal mode (N) is selected, Torque Curve 3 or 2 is primarily used, which is advantageous in making much of production as well as low fuel consumption. • When the power mode (P) is selected, Torque Curve 1 or 2 is primarily used, which is advantageous in making much of production mainly as well as low fuel consumption slightly. 3. ECM controls torque curves in response to the inputted torque curve selection command signal. 4 Engine Speed Conceptual Diagram of Engine Torque Curve NOTE: In case the signal from the work mode selector switch is not transmitted to the MC, back-up control of fixing the work mode to the normal mode is made. NOTE: In case the signal from the torque converter input speed sensor or the torque converter output sensor is not transmitted to the MC, engine torque control is made by setting the vehicle speed at the back-up speed. NOTE: In case the signal from the shift switch is not transmitted to the MC, back-up control of fixing to Torque Curve 2 is made. NOTE: Each mode switch of the mode selector switch is supplied with respectively different voltages from the monitor unit, and when the switch selects a mode, the MC judges which mode has been selected by the input voltage. NOTE: Shift switch has two switches, and the combination of their ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. T2-1-12 SYSTEM / Control System Work Mode Selector Switch L＆C N P Main Pump Delivery Pressure Switch Shift Switch MC ECM Transmission Engine Torque Converter Output Speed Sensor Torque Converter Input Speed Sensor Monitor Unit T4GC-02-01-005 NOTE: Illustration shows flow of the signal in case the light mode of the work mode selector switch and Speed 1 of the speed shift switch have been selected. T2-1-13 SYSTEM / Control System (Blank) T2-1-14 SYSTEM / Control System PUMP CONTROL Following pump controls are made. • Standard Torque Control • Torque Reduction Control Pump Control System Layout Accelerator Pedal Accelerator Pedal Sensor Main Pump Delivery Pressure Switch MC ECM Engine Transmission Main Pump regulator Pump Torque Control Solenoid Valve Torque Converter Output Speed Sensor Monitor Unit Torque Converter Input Speed Sensor T4GC-02-01-006 T2-1-15 SYSTEM / Control System Standard Torque Control Purpose: Effectively utilizing engine horsepower by changing pump flow in response to increase or decrease of engine speed Operation: 1. When accelerator pedal is stepped, MC makes arithmetic operation of the target engine speed. 2. MC makes arithmetic operation of the pump maximum tilting angle by receiving the target engine speed signal, and transmits signal to the pump torque control solenoid valve. Q Flow P-Q Line 3. Pump torque control solenoid valve transmits pilot pressure corresponding to the amplitude of signal to the main pump regulator, and controls the pump flow rate. NOTE: In case the pump torque control solenoid valve becomes abnormal, standard-torque control is not made. Pressure T2-1-16 P SYSTEM / Control System Accelerator Pedal Accelerator Pedal Sensor MC ECM Engine Transmission Main Pump Regulator Pump Torque Control Solenoid Valve Monitor Unit T4GC-02-01-007 T2-1-17 SYSTEM / Control System Torque Reduction Control Purpose: Effectively utilizing engine horsepower by changing pump flow in response to increase or decrease of the engine speed due to traveling load Operation: 1. When accelerator pedal is stepped, MC makes arithmetic operation of the target engine speed. Q Flow 2. MC makes arithmetic operation, using the target engine speed and signals from the main pump delivery pressure switch, torque converter input speed sensor, and torque converter output speed sensor, and figures out the pump maximum tilting angle most suitable to each time to transmit it to the pump torque control solenoid valve. P-Q Line 3. Pump torque control solenoid valve transmits pilot pressure corresponding to the amplitude of signal to the main pump regulator, and controls the pump flow rate. 4. If load applied to the engine becomes large and decreases the actual engine speed than the target speed, the pump tilting angle is decreased to reduce delivery flow. Thus, maneuverability of the vehicle body is improved. 5. MC makes arithmetic operation of the actual engine speed, receiving signal from the torque converter input speed sensor. Pressure P NOTE: In case the accelerator pedal becomes abnormal, the back-up control of the accelerator controls and fixes the engine speed at 1000 min-1. NOTE: In case signal from either the main pump delivery pressure switch, torque converter input speed sensor, or torque converter output speed sensor is not transmitted to the MC, it does not make torque reduction control, but makes pump control by the standard-torque control. NOTE: In case the pump torque control solenoid valve becomes abnormal, neither standard-torque control nor torque reduction control is made. T2-1-18 SYSTEM / Control System Accelerator Pedal Accelerator Pedal Switch Main Pump Delivery Pressure Switch MC ECM Engine Transmission Main Pump Regulator Pump Torque Control Solenoid Valve Torque Converter Output Speed Sensor Monitor Unit Torque Converter Input Speed Sensor T4GC-02-01-008 T2-1-19 SYSTEM / Control System TRANSMISSION CONTROL Following transmission controls are made. • Neutral Control • Forward/Reverse Lever Priority Control • Forward/Reverse Selector Control While Traveling • Manual Speed Shift Control • Automatic Speed Shift Control • Down Shift Control • Up Shift Contrl • Clutch Cut Control • Shift Holding Control T2-1-20 SYSTEM / Control System Transmission Control System Layout Key Switch Driving Mode Switch Brake Pressure Sensor Accelerator Pedal Sensor M Brake Pedal Accelerator Pedal L N H Clutch Cut Position Switch Forward Clutch Solenoid Valve Transmission Middle Shaft Sensor OFF S Reverse Clutch Solenoid Valve Transmission N D MC ECM Engine Shift Switch 1 2 3 4 Speed Shift Solenoid Valve Parking Brake Parking Brake Pressure Sensor Monitor Unit Parking Brake Solenoid Valve Vehicle Speed Sensor Torque Converter Input Speed Sensor Forward/Reverse Lever F Torque Converter Output Speed Sensor N R Forward/Reverse Switch F N OFF DOWN R ON UP HOLD Forward/Reverse Selector Switch Up-shift/Down-shift Switch Hold Switch T2-1-21 ON OFF Parking Brake Switch T4GC-02-01-009 SYSTEM / Control System Neutral Control Purpose: Protection of transmission during working of parking brake by restricting clutch connection despite operation of forward/reverse lever or forward/reverse switch Operation: 1. In case either of the signal from forward/reverse lever, forward signal or reverse signal of the forward/reverse switch is transmitted to the MC, the MC confirms the detected value of the parking brake pressure sensor. IMPORTANT: Be careful that in case the parking brake pressure sensor is abnormal, traveling is possible even if the parking brake switch is ON and the parking brake is at work because the parking brake alarm lamp is turned OFF and fixed (release). 2. When the parking brake pressure is higher than the set pressure, the MC transmits signal to the clutch solenoid valve, but does not when lower than that. NOTE: When the pilot pressure is transmitted, the parking brake of the vehicle body is released. NOTE: In case short-circuiting takes place inside the forward/reverse lever, transmission is made neutral forcedly. NOTE: In case electric abnormality takes place involving the forward/reverse switch, traveling by the forward/reverse lever is possible as an emergency measure. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). T2-1-22 SYSTEM / Control System Forward Clutch Solenoid Valve MC Reverse Clutch Solenoid Valve ECM Engine Transmission Parking Brake Pressure Sensor Monitor Unit Parking Brake Solenoid Valve Parking Brake Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF ON R ON OFF Forward/Reverse Selector Switch Parking Brake Switch NOTE: Illustration shows flow of the signal in case. Forward of the forward/reverse lever have been selected with the parking brake switch turned OFF – transmitting brake release signal. T2-1-23 T4GC-02-01-010 SYSTEM / Control System Forward/Reverse Lever Priority Control Purpose: Smoothening danger-preventive function in forward/reverse operation by giving priority to signal from forward/reverse lever over signal from forward/reverse switch Operation: 1. In case the forward/reverse lever is operated while traveling using the forward/reverse switch, the MC disables operation of the forward/reverse switch, and makes forward/reverse control by input signal from the forward/reverse lever. 2. For restarting operation using the forward/reverse switch, have the forward/reverse switch effective again by turning the forward/reverse selector switch ON while making both the forward/reverse lever and the forward/reverse switch at the neutral position. 3. From then on until the forward/reverse lever is operated next, the MC makes forward/reverse control by the forward/reverse switch input signal. NOTE: In case short-circuiting takes place inside the forward/reverse lever, transmission is made neutral forcedly, and traveling becomes impossible, which requires towing. However, in case the forward/reverse switch is out of order, traveling by the forward/reverse lever is possible as an emergency measure. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). T2-1-24 SYSTEM / Control System Forward Clutch Solenoid Valve MC Reverse Clutch Solenoid Valve ECM Engine Transmission Monitor Unit Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF R ON Forward/Reverse Selector Switch T4GC-02-01-011 NOTE: Illustration shows flow of the signal in case forward of the forward/reverse selector lever has been selected while traveling reverse of the forward/reverse lever. T2-1-25 SYSTEM / Control System Forward/Reverse Selector Control While Traveling Purpose: Protection of transmission in traveling at set speed and above by preventing forward/reverse selector unless the vehicle speed is lowered than that Operation: 1. In case the forward/reverse lever is changed to reverse while traveling forward at speed higher than the speed allowed for operation of the forward/reverse lever, the MC lowers the speed shift by transmitting speed shift signal of Speed 4→3→2 to the transmission if the speed shift is Speed 4. 2. If the vehicle speed is lowered to the set speed by operation of the brake pedal or otherwise, the MC transmits signal to the reverse clutch solenoid valve to have the clutch shifted reverse. 3. As the speed increases when the accelerator pedal is stepped, the MC transmits speed shift signal of Speed 2 to Speed 3 to each speed shift solenoid valve, and increases the speed shift. NOTE: In case the forward/reverse lever is operated when the vehicle speed is below the value allowed for changeover of the forward/reverse clutch, the forward/reverse clutch is operated regardless of the speed shift. NOTE: Shift switch has two switches, and the combination of their ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). T2-1-26 SYSTEM / Control System Accelerator Pedal Sensor Brake Sensor Accelerator Pedal Brake Pedal Shift Switch Forward Clutch Solenoid Valve MC Reverse Clutch Solenoid Valve ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Vehicle Speed Sensor Transmission Monitor Unit Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF R ON Forward/Reverse Selector Switch T4GC-02-01-012 NOTE: Illustration shows flow of the signal in case reverse of the forward/reverse lever has been selected and the brake pedal has been stepped while traveling forward at Speed 4 above the value allowable for selection of the forward/reverse clutch. T2-1-27 SYSTEM / Control System Manual Speed Shift Control Purpose: Making speed shift manually Operation: 1. When manual (M) of the Driving mode switch is selected, the MC is provided with voltage of 1V. 2. Manual speed shift program is started in the MC. 3. Shift switch is the rorary type, and has two switches inside. When the speed shift is selected from among Speed 1 through Speed 4, signal of the selected speed shift is transmitted to the MC depending on the combination of ON inside the speed shift switch. Speed Shift Speed 1 Internal Switch 1 ON Internal Switch 2 Speed 2 Speed 3 Speed 4 ON ON ON 4. MC transmits signal to the solenoid valve of the selected speed shift. 5. If forward or reverse of the forward/reverse lever or the forward/reverse switch is selected, traveling is started when the accelerator pedal is stepped. 6. When the vehicle speed reaches the set speed change to the selected speed shift, the MC transmits signal to the solenoid valve of the selected speed shift. NOTE: MC is so programmed as to dtermine necessary vehicle speed ranges for changing to the respective speed shifts. NOTE: In case speed shift from Speed 3 to Speed 1 is attempted while traveling by operating the speed shift switch, Speed 2 is automatically selected first, and Speed 1 is reached after the vehicle speed is lowered to the speed range for Speed 1. NOTE: In case the solenoid valve of either of the Speed 1, Speed 3, or Speed 4 becomes abnormal, the travel speed will be fixed to Speed 2. In case either of the forward clutch solenoid valve, reverse clutch solenoid valve, or Speed 2 solenoid valve becomes abnormal, only the abnormal one cannot be used. NOTE: In case speed shift is raised, the selected speed shift is immediately obtained regardless of the vehicle speed. NOTE: Shift switch has two switches, and the combination of their ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). NOTE: Each mode switch of the driving mode switch is supplied with respectively different voltages from the monitor unit, and if a switch is selected, the MC judges which mode has been selected. NOTE: Speed shift selected by the speed shift switch is the highest speed shift. T2-1-28 SYSTEM / Control System Driving Mode Switch Accelerator Pedal Sensor M Brake Pressure Sensor Brake Pedal Accelerator Pedal L N H Shift Switch Forward Clutch Solenoid Valve MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Monitor Unit Transmission Vehicle Speed Sensor Forward/Reverse Lever F N R Forward /Reverse Switch F N OFF R ON Forward/Reverse Selector Switch T4GC-02-01-013 NOTE: Illustration shows flow of the signal in case forward of the forward/reverse lever has been selected when manual of the Driving Mode switch and Speed 1 of the speed shift switch have been selected. T2-1-29 SYSTEM / Control System Automatic Speed Shift Control Purpose: Automatically changing speed shift with three kinds of timing selection of automatic speed shift change Operation: 1. If either of L, N, and H of the Driving Mode switch is selected, the MC is supplied with votage corresponding to the selected mode. Mode Automatic L Automatic N Automatic H Output Voltage 2V 3V 4V 4. MC transmits signal to the right speed shift solenoid valve in response to the output value each time of the torque converter input speed sensor, torque converter output speed sensor, vehicle speed sensor, and accelerater pedal sensor. MC eventually makes speed shift control until the selected speed shift. 2. MC started the selected automatic speed shift program. • In Automatic L control, the timing of speed shifting up is slow when started at Speed 2, which is advantageous in making much of low fuel consumption. • In Automatic N control, the timing of speed shifting up is fast when started at Speed 2, which is advantageous in making much of production as well as low fuel consumption. • In Automatic H control, though started at Speed 2, besides slow speed shifting up, speed shift to Speed 1 is necessary if traveling load is high, which is advantageous in making much of production. NOTE: In whichever of Modes L, N, and H, starting is made at Speed 1, if the speed shift switch of Speed 1 is selected. 3. Shift switch is the rorary type, and has two switches inside. When the speed shift is selected from among Speed 1 through Speed 4, signal of the selected speed shift is transmitted to the MC depending on the combination of ON inside the speed shift switch. Speed Shift Speed 1 Internal Switch 1 ON Internal Switch 2 Speed 2 Speed 3 Speed 4 ON ON ON T2-1-30 NOTE: MC is so programmed as to dtermine necessary vehicle speed ranges for changing to the respective speed shifts and accelerator pedal output value. Therefore, in case Automatic L of the Driving mode switch and Speed 3 of the speed shift switch are selected at start of traveling, traveling is started at Speed 2 first, and shifted up to Speed 3 as the vehicle speed increases. Conversely, in case speed shift from Speed 3 to Speed 1 is attempted while traveling by operating the speed shift switch, Speed 2 is automatically selected first, and Speed 1 is reached after the vehicle speed is lowered to the speed range for Speed 1. NOTE: In case the Driving mode switch becomes out of order, the MC makes speed shift control in the manual traveling mode. NOTE: In case the solenoid valve of either of the Speed 1, Speed 3, or Speed 4 becomes abnormal, the travel speed will be fixed to Speed 2. In case either of the forward clutch solenoid valve, reverse clutch solenoid valve, or Speed 2 solenoid valve becomes abnormal, only the abnormal one cannot be used. NOTE: In case the travel speed sensor has become abnormal, the travel speed is calculated using the transmission intermediate shaft sensor, but with a large error. In case both of the travel speed sensor and the transmission intermediate shaft sensor have become abnormal, travel at Speed 2 is fixed. NOTE: Speed shift selected by the speed shift switch is the highest speed shift. SYSTEM / Control System Driving Mode Switch Accelerator Pedal Sensor M Brake Pressure Sensor Brake Pedal Accelerator Pedal L N H Shift Switch Forward Clutch Solenoid Valve Transmission MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Vehicle Speed Sensor Monitor Unit Forward/Reverse Lever Torque Converter Input Speed Sensor Torque Converter Output Speed Sensor F N R Forward/Reverse Switch F N OFF R ON Forward/Reverse Selector Switch T4GC-02-01-014 NOTE: Illustration shows flow of the signal in case Automatic L mode of the Driving mode switch, Speed 4 of the speed shift switch, and forward of the forward/reverse selector lever have been selected, while the brake pedal has been stepped. T2-1-31 SYSTEM / Control System Down Shift Control Purpose: Decreasing the speed shift by pushing the switch installed at the right console. Operation: 1. When traveling at Speed 4 in Automatic L mode of the Driving mode switch, signal is transmitted to the MC by pushing the down shift switch once. 2. When traveling faster than the allowable speed shift, the MC cancels the signal from the down shift switch, but transmits signal to the speed shift solenoid valve of Speed 3, when traveling slow. 8. In case of the following, the down shift switch control is canceled. • Operation of the forward/reverse lever or the forward/reverse switch • Operation of the shift switch • Operation of the Driving mode switch • Pushing the hold switch (Only in Automatic mode of the Driving mode switch) 3. Further, if the down shift switch is pushed and the vehicle speed is lowered to the range allowing the speed shift, the speed shift of Speed 2 is selected. 4. In case automatic mode of the Driving mode switch is selected, automatic speed shift control is recovered three seconds after the speed shift has lowered, and then the speed shift is automatically raised once the vehicle speed increases. 5. By keeping pushing the down shift switch, the speed shift is lowered to Speed 2, and Speed 2 is kept during pushing. 6. If the down switch is pushed again within three seconds after removing the finger once, Speed 1 is obtained in case the vehicle speed is slow enough to allow the speed shift down. 7. When the down shift switch is pushed in manual mode of the Driving mode switch, in case the vehicle speed is slow enough to allow the down shift, the speed shift is lowered and the shifted speed is kept. NOTE: In case the vehicle speed sensor becomes abnormal, the MC receives signal from the transmission middle shaft sensor, and controls by making arithmetic operation of the vehicle speed allowable for the speed shift. In case both the vehicle speed sensor and the transmission middle shaft sensor are abnormal, lowering the speed shift is possible as an emergency measure only when the engine stops for one reason or another but traveling is not stopped. NOTE: Shift switch has two switches, and their combination of ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). NOTE: Each mode switch of the Driving mode switch is supplied with respectively different voltages from the monitor unit, and when the switch selects a mode, the MC judges which mode has been selected by the input voltage. T2-1-32 SYSTEM / Control System Driving Mode Switch Accelerator Pedal Sensor Brake Pressure Sensor M Brake Pedal Accelerator Pedal L N H Shift Switch Transmission Middle Shaft Sensor Forward Clutch Solenoid Valve Reverse Clutch Solenoid Valve MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Transmission Monitor Unit Vehicle Speed Sensor Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF DOWN R ON UP Forward/Reverse Selector Switch Up-shift/Down-shift Switch NOTE: Illustration shows flow of the signal from the MC in case Speed 3 has been selected during forward traveling at Speed 4 and Automatic L of the Driving mode switch. T2-1-33 HOLD Hold Switch T4GC-02-01-015 SYSTEM / Control System Up Shift Control Purpose: Raising the speed shift by putting the left hand on the steering wheel and pressing the switch installed at the right console Operation: 1. Signal is transmitted to the MC by pushing the up shift switch once when traveling at Automatic L mode of the Driving mode switch and Speed 4 of the shift switch. 2. MC transmits signal to the speed shift solenoid valve of Speed 2, and the speed shift is raised. 3. If the up shift switch is pushed, the speed shift is further raised to Speed 3 and Speed 4. 4. In case automatic of the Driving mode switch is selected, the speed shift is raised, and returned to the automatic speed shift control in three seconds, eventually raising automatically to the speed shift selected in advance. 5. In case manual of the Driving mode switch is selected, the raised speed shift is kept. 6. In case the following operations are made, the up shift switch is released. • Operation of the forward/reverse lever or forward/reverse switch • Operation of the shift switch • Operation of the Driving mode switch • Pushing the hold switch (only when the automatic of the Driving mode switch is selected) NOTE: Even if the up shift switch is pushed during traveling at the speed shift slected by the shift switch, the speed shift is not raised further. T2-1-34 NOTE: Shift switch has two switches, and their combination of ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). NOTE: Each mode switch of the Driving mode switch is supplied with respectively different voltages from the monitor unit, and when the switch selects a mode, the MC judges which mode has been selected by the input voltage. SYSTEM / Control System Driving Mode Switch Accelerator Pedal Sensor M Brake Pressure Sensor Brake Pedal Accelerator Pedal L N H Shift Switch Forward Clutch Solenoid Valve Reverse Clutch Solenoid Valve MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Transmission Monitor Unit Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF DOWN R ON UP HOLD Forward/Reverse Selector Switch Up shift/Down shift/ Switch Hold Switch NOTE: Illustration shows flow of the signal from the MC in case Speed 2 has been selected during forward traveling at Speed 1 and Automatic L of the Driving mode switch. T2-1-35 T4GC-02-01-016 SYSTEM / Control System Clutch Cut Control Purpose: Enabling release of the forward/reverse clutch of the transmission for making the most of the engine torque by operating the brake during operation of the front attachment. Amount of stepping the brake at the time of declutching can be selected from among three kinds depending on the driver’s preference. 5. In case the brake pressure is lowered below the set pressure by reducing the amount of stepping of the brake pedal, signal transmitted to the clutch solenoid valve is raised, and clutching is made again. Operation: 1. When either mode of the clutch cut position switch is selected, voltage corresponding to the selected mode is transmitted to the MC. Mode OFF S N D Input Voltage 1V 2V 3V 4V 2. MC starts the corresponding clutch cut control program. • Clutch cut does not work in OFF mode. • In Mode S, clutch cut is made at output voltage equivalent to the set pressure of Mode S, and clutching is made again at voltage equivalent to pressures lower than that of Mode S. • In Mode N, clutch cut is made at output voltage equivalent to the set pressure of Mode N, and clutching is made again at voltage equivalent to pressures lower than that of Mode N. • In Mode D, clutch cut is made at output voltage equivalent to the set pressure of Mode D, and clutching is made again at voltage equivalent to pressures lower than that of Mode D. 3. In case the brake pedal is stepped in Mode S, signal from the brake pressure sensor is transmitted to the MC. 4. For signal higher than the set voltage, the MC declutches by lowering signal transmitted to the excited solenoid valve among the respective solenoid valves. T2-1-36 NOTE: In case either of the clutch cut position switch and brake pressure sensor becomes out of order, clutch cut control is not made NOTE: Each mode switch of the clutch cut position switch is supplied with respectively different voltages from the monitor unit, and when the switch selects a mode, the MC judges which mode has been selected by the input voltage. SYSTEM / Control System Brake Pressure Sensor Brake Pedal Clutch Cut Position Switch OFF Forward Clutch Solenoid Valve S N Reverse Clutch Solenoid Valve D MC ECM Engine Transmission Monitor Unit T4GC-02-01-017 NOTE: Illustration shows flow of the signal in case the brake pedal has been stepped in Mode S of the clutch cut position switch. T2-1-37 SYSTEM / Control System Shift Holding Control Purpose: Enabling to hold the speed shift during towing or traveling uphill Operation: 1. When the hold switch is pressed once, signal is transmitted to the MC. 2. MC keeps transmitting signal to the speed shift solenoid valve of each time, and after that the speed shift is fixed even if the the accelerator or the brake pedal is stepped. NOTE: Speed shift holding control is made only when automatic (L, N, or H) of the Driving mode switch is selected. 3. MC releases the speed shift holding control in case the following operations are made or the following switches are operated. • Turning OFF the key switch • Pushing the hold switch again • Down shift switch • Up shift switch • Forward/reverse lever • Forward/reverse selector switch (only when effective) • Forward/reverse switch (only when effective) • Speed shift switch • Driving mode switch • Parking brake switch T2-1-38 NOTE: Shift switch has two switches, and their combination of ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). NOTE: Each mode switch of the Driving mode switch is supplied with respectively different voltages from the monitor unit, and if a switch is selected, the MC judges which mode has been selected. SYSTEM / Control System Key Switch Driving Mode Switch Accelerator Pedal Sensor M Brake Pressure Sensor Accelerator Pedal Brake Pedal L N H Shift Switch Forward Clutch Solenoid Valve MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Transmission Monitor Unit Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF DOWN R ON UP Forward/Reverse Selector Switch Up-Shift/Down-Shift Switch ON HOLD OFF Hold Switch Parking Brake Switch T4GC-02-01-018 T2-1-39 SYSTEM / Control System (Blank) T2-1-40 SYSTEM / Control System OTHER CONTROLS Following other controls are made. • Hydraulic fan cooling control • Hydraulic fan cleaning control • Transmission alarm control • Forward/reverse indicator control • Reverse Traveling alarm control • Parking brake alarm control T2-1-41 SYSTEM / Control System Hydraulic Fan Cooling Control Purpose: Improving fuel consumption rate and noise reduction by restricting the hydraulic fan speed in response to oil temperature and coolant temperature. Operation: 1. When the engine is started, the fan pump rotates, and discharges oil to the fan motor. 2. Signals from the hydraulic oil temperature sensor, engine coolant temperature sensor, and torque converter oil temperature sensor are simultaneously transmitted to the MC, and arithmetic operation of three target hydraulic fan speeds are carried out. 3. MC selects the highest speed, and transmits signal to the flow control solenoid valve. 4. Flow control solenoid valve operates, and pressure oil coming from it flows into the right end of the flow control valve, so the flow control valve spool moves left. 5. When the flow control valve spool moves left, part of the pressure oil flowing to the fan motor flows to the tank port, and the fan motor speed is lowered accordingly. 6. In case oil temperature or coolant temperature of any part is above the set temperature, the hydraulic fan speed is maximum when the engine speed is maximum. 7. In case oil temperature or coolant temperature of any part is below the set temperature, the hydraulic fan speed is lowered in response to the datum of the highest temperature. 8. Besides, the signal from the outside air temperature sensor also enters the MC, and rotates the fan always at the maximum speed, disregarding the controls in 2 through 7 in case the air conditioner switch is ON at the outside air temperature of 35 °C (95 °F) and above. NOTE: In case any of the engine speed sensor, hydraulic oil temperature sensor, engine coolant temperature sensor, torque converter oil temperature sensor and out side temperature sensor becomes out of order, cooling by hydraulic fan control is always made at the maximum speed. T2-1-42 SYSTEM / Control System At oil temperature or coolant temperature above the set temperature (Uncontrolled speed operation) Fan Motor Flow Control Valve Hydraulic Oil Tank Flow Control Solenoid Valve Hydraulic Oil Temperature Sensor Fan Pump Engine Coolant Temperature Sensor Out Side Temperature Sensor MC ECM Engine Air Conditioner Control Panel Transmission Monitor Unit Torque Converter Oil Temperature Sensor T4GC-02-01-019 At oil temperature or coolant temperature below the set temperature (Controlled speed operation) Fan Motor Flow Control Valve Hydraulic Oil Tank Hydraulic Oil Temperature Sensor Flow Control Solenoid Valve Fan Pump Engine Coolant Temperature Sensor Out Side Temperature Sensor MC ECM Engine Air Conditioner Control Panel Transmission Torque Converter Oil Temperature Sensor Monitor Unit T4GC-02-01-020 T2-1-43 SYSTEM / Control System Hydraulic Fan Cleaning Control Purpose: Controlling cleaning by hydraulic fan by reversing the hydraulic fan to blow away dust in case cleaning of the radiator, and oil cooler are needed Operation: 1. When the engine is started after preparing the following conditions and turning the fan reversing switch ON, signal is transmitted from the MC to the reverse control solenoid valve. 2. When the reverse control solenoid valve is operated, the reverse spool strokes, and the fan motor rotation is reversed. 3. In reverse rotation, as hydraulic fan cooling control is not made, the fan speed fluctuates from maximum to minimum in response to the amount of stepping of the accelerator pedal. 4. In case any one of the conditions below is changed during reverse rotation, the engine speed is immediately fixed to idling. 5. Hydraulic fan cleaning control is not released by turning the fan reversing switch OFF only. Control is released by the procedure of turning the fan reversing switch OFF – turning the key switch OFF – turning the key switch ON. 6. In case the engine speed is fixed to idling also, the control is released by the procedure of turning the fan reversing switch OFF – turning the key switch OFF – turning the key switch ON. Conditions: • • • • Fan reversing switch: ON Parking brake switch: ON (Brake is effective.) Forward/reverse lever: neutral Forward/reverse switch: neutral T2-1-44 NOTE: Reverse control solenoid valve is turned ON temporarily when the key switch is turned ON because the spool can stick in case the reverse control solenoid valve is not operated for a long time. It is also turned ON once every one minute after the key switch is turned ON. This operation is not made during the hydraulic fan cleaning operation. SYSTEM / Control System In cooling operation (Normal rotation) Fan Motor Reverse Spool Reverse Control Solenoid Valve Engine Transmission Hydraulic Oil Tank T4GB-02-01-007 In cleaning operation (Reverse rotation) Fan Motor Reverse Spool Reverse Control Solenoid Valve Hydraulic Oil Tank Engine Transmission Parking Brake Solenoid Valve MC ECM OFF Parking Brake Pressure Sensor ON Monitor Unit Fan Reversing Switch F F N N ON R R OFF Forward/Reverse Lever Forward/Reverse Switch Parking Brake Switch T2-1-45 T4GC-02-01-021 SYSTEM / Control System Transmission Alarm Control Purpose: Lighting the transmission alarm lamp on the monitor unit for protection of the transmission in case of disorder of partslikely to cause damage to the transmission Operation: In case any of the parts shown right becomes out of order, the MC transmits signal to the monitor unit, and the transmission alarm lamp is lit. Monitor MC • • • • • • Torque converter input speed sensor Torque converter output speed sensor Vehicle speed sensor Transmission middle shaft sensor Forward/reverse lever Forward/reverse switch during work ECM Engine Transmission Torque Converter Input Speed Sensor Torque Converter Output Speed Sensor Monitor Unit Transmission Alarm Lamp Transmission Middle Shaft Sensor F F N N R R Forward/Reverse Lever Forward/Reverse Switch T2-1-46 Vehicle Speed Sensor T4GC-02-01-022 SYSTEM / Control System Forward/Reverse Indicator Control Purpose: Lighting the forward/reverse indicator on the monitor when the forward/reverse switch is effective NOTE: In case the forward/reverse lever is operated while traveling using the forward/reverse switch, input to the forward/reverse switch becomes ineffective, and the vehicle body moves by operating the forward/reverse lever. (Refer to the Forward/Reverse Lever Priority Control) Operation: 1. Forward/reverse selector switch is turned ON after the forward/reverse lever and the forward/reverse switch are positioned at neutral. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). 2. Then the forward/reverse switch becomes effective, and the monitor unit lights the forward/reverse indicator of the monitor. NOTE: In case the forward/reverse lever becomes out of order, input to the forward/reverse switch becomes ineffective, and the forward/reverse indicator is unlit and fixed. Monitor MC ECM Forward/Reverse Indicator Monitor Unit F F N N OFF R R ON Forward/Reverse Lever Forward/Reverse Switch T2-1-47 Forward/Reverse Selector Switch T4GC-02-01-023 SYSTEM / Control System Reverse Traveling Alarm Control (Refer to the SYSTEM/Electric System) Purpose: Sounding alarm buzzer when the forward/reverse lever or the forward/reverse switch is selected Operation: 1. When reverse of the forward/reverse lever or the forward/reverse switch is selected, the MC earths the terminal from the reverse light relay. 2. Reverse light relay is excited, and electric current flows to the reverse light and the reverse buzzer. Right Reverse Light Reverse Buzzer MC ECM F N Monitor Unit Reverse Light Relay R Forward/Reverse Lever or Forward/Reverse Switch From Terminal #108 of Fuse Box A T2-1-48 Left Reverse Light T4GC-02-01-024 SYSTEM / Control System Parking Brake Alarm Control Purpose: Lighting the parking brake alarm lamp on the monitor unit during parking operation of the brake NOTE: Parking brake of the vehicle body is released if the pilot pressure flows in. Operation: NOTE: For operation circuit of the parking brake, refer to the SYSTEM/Electric System. 1. When the parking brake switch is turned ON, the MC confirms signal of the parking brake pressure sensor. 2. At pressure below the set pressure, the MC transmits signal to the monitor unit, and the parking brake alarm lamp is lit. IMPORTANT: Be careful that in case the parking brake pressure sensor is abnormal, traveling is possible even if the parking brake switch is ON and the parking brake is at work because the parking brake alarm lamp is fixed to OFF (release). Monitor MC ECM Engine Parking Brake Alarm Lamp Transmission Parking Brake Pressure Sensor Monitor Unit Parking Brake ON Parking Brake Solenoid Valve OFF Parking Brake Switch T4GC-02-01-025 T2-1-49 SYSTEM / Control System (Blank) T2-1-50 SYSTEM / Control System CONTROL BY ELECTRIC AND HYDRAULIC COMBINED CIRCUIT Electric and hydraulic combined circuit has the following controls. • • • • • Ride control (optional) Bucket positioner control Lift arm float control Lift arm kick-out control Lift arm auto-leveler upward control (Optional) • Lift arm auto-leveler downward control (Optional) T2-1-51 SYSTEM / Control System Ride Control (Optional) Purpose: Reducing fatigue of the operator by organizing a damper circuit in the lift arm cylinder and reducing shock in traveling on rough roads Operation: 1. When the ride control switch is turned ON, the MC makes the ride control effective, and the ride control indicator of the monitor is lit. 2. At vehicle speed of 7 km/h (4 mph) and above, the MC receives signal from the vehicle speed sensor, and transmits electric current to the ride control solenoid valve. 3. When the ride control solenoid valve is operated and the spool moves, a damper circuit is organized between the rod end and the bottom end of the lift arm cylinder. When the vehicle body travels on bumpy roads, the fluctuation of the bottom pressure of the lift arm cylinder is absorbed by the ride control accumulator, and the shock of the whole vehicle body is reduced. NOTE: Ride control is not made at the vehicle speed of 7 km/h (4 mph) and below. NOTE: In case the ride control switch or the ride control solenoid valve becomes out of order, the ride control is not made. T2-1-52 SYSTEM / Control System Lift Arm Cylinder MC ECM Engine Monitor Unit Ride Control Switch To Control Valve Vehicle Speed Sensor Ride Control Accumulator OFF ON Transmission Ride Control Indicator Relief Valve Ride Control Valve Ride Control Solenoid Valve Spool Pilot Pump Hydraulic Oil Tank T4GC-02-01-026 T2-1-53 SYSTEM / Control System Bucket Auto-leveler Control (ZW220) Purpose: Automatically tilting the bucket at an appropriate angle (horizontal) to start digging in returning the bucket to the tilting position Operation: 1. In dumping operation of the bucket, the bar is located in front of the bucket proximity switch. While the bar passes by the bucket proximity switch, the bucket proximity switch becomes ON, and excites the electromagnet on the bucket tilting end of the pilot valve. 2. When the bucket operation lever is moved farther than the bucket tilting detent position (position to move farther than the tilting position), the bucket operation lever is retained by the electromagnet on the bucket tilting end, and pressure oil from the pilot valve moves the bucket spool of the control valve. 3. Pressure oil from the main pump flows into the bottom end of the bucket cylinder through the bucket spool of the control valve, and extends the bucket cylinder. When the bucket cylinder is extended, the bar also passes by the bucket proximity switch. 4. When the bar becomes distant from the bucket proximity switch, the bucket proximity switch is turned OFF, and the electromagnet on the bucket tilting end is also turned OFF, which makes the bucket operation lever in the neutral position. As the bucket spool of the control valve also returns to neutral, the bucket cylinder stops. As a result, the bucket is tilted at the right digging angle (horizontal). T2-1-54 SYSTEM / Control System Bucket Cylinder Bar Bucket Proximity Switch From #194 Terminal of Fuse Box B Control Box Pilot Valve for Bucket Bucket Electromagnet on Bucket Tilting End Pilot Pump Lift Arm Main Pump T2-1-55 Hydraulic Oil Tank T4GB-02-01-013 SYSTEM / Control System Bucket Auto-leveler Control (ZW250) Purpose: Automatically tilting the bucket at an appropriate angle (horizontal) to start digging in returning the bucket to the tilting position Operation: 1. In dumping operation of the bucket, the bar is located in front of the bucket proximity switch. While the bar passes by the bucket proximity switch, the bucket proximity switch becomes ON, and excites the electromagnet on the bucket tilting end of the pilot valve. 2. When the bucket operation lever is moved farther than the bucket tilting detent position (position to move farther than the tilting position), the bucket operation lever is held by the electromagnet on the bucket tilting end, and pressure oil from the pilot valve moves the bucket spool of the control valve. 3. Pressure oil from the main pump flows into the bottom end of the bucket cylinder through the bucket spool of the control valve, and extends the buket cylinder. When the bucket cylinder is extended, the bar also passes by the bucket proximity switch. 4. When the bar becomes distant from the bucket proximity switch, the bucket proximity switch is turned OFF, and the electromagnet on the bucket tilt end is also turned OFF, which makes the bucket operation lever in the neutral position. As the bucket spool of the control valve also returns to neutral, the bucket cylinder stops. As a result, the bucket is tilted at the right digging angle (horizontal). T2-1-56 SYSTEM / Control System Bucket Cylinder Bucket Proximity Switch From #194 Terminal of Fuse Box B Bar Control Valve Pilot Valve for Bucket Electromagnet on Bucket Tilting End Bucket Pilot Pump Lift Arm Main Pump T2-1-57 Hydraulic Oil Tank T4GB-02-01-033 SYSTEM / Control System Lift Arm Float Control (ZW220) Purpose: Free raising and lowering of the lift arm in response to the external load for snow removing and road cleaning Operation: 1. When the lift arm operation lever is moved to the floating position (farther position than the lift arm lowering position), the lift arm operation lever is retained by the electromagnet on the lift arm lowering end, and pressure oil from the pilot valve moves the lift arm spool of the control valve up to the floating position (farthest right position). NOTE: When the engine is rotating, the electromagnet on the lift arm lowering end is always excited by the electric current from #194 terminal of Fuse Box B. 2. Pressure oil from the main pump is blocked by the lift arm spool, and ports on the rod end and the bottom end of the lift arm cylinder are connected through the lift arm spool, leading to the tank port. As the both ports of the lift arm cylinder have the same pressure as the hydraulic oil tank, the lift arm cylinder is not restricted, allowing free movement of the lift arm depending on the external force. 3. Lift arm operation lever returns to neutral, if pulled more strongly than the magnetic force of the electromagnet. As the lift arm spool of the control valve also returns to neutral, the lift arm floating control is released. T2-1-58 SYSTEM / Control System Lift Arm Cylinder Bottom End Port Rod End Port Control Valve From #194 Terminal of Fuse Box B Electromagnet on Lift Arm Lowering End Bucket Pilot Valve for Lift Arm Lift Arm Pilot Pump Main Pump T2-1-59 Hydraulic Oil Tank T4GB-02-01-014 SYSTEM / Control System Lift Arm Float Control (ZW250) Purpose: Free raising and lowering of the lift arm in response to the external load for snow removing and road cleaning Operation: 1. When the lift arm operation lever is moved to the floating position (farther position than the lift arm lowering position), the lift arm operation lever is retained by the electromagnet on the lift arm lowering end, and pressure oil from the pilot valve moves the lift arm spool of the control valve up to the floating position (farthest left position). NOTE: When the engine is rotating, the electromagnet on the lift arm lowering end is always excited by the electric current from #194 terminal of Fuse Box B. 2. Pressure oil from the main pump is blocked by the lift arm spool, and ports on the rod end and the bottom end of the lift arm cylinder are connected through the lift arm spool, leading to the tank port. As the both ports of the lift arm cylinder have the same pressure as the hydraulic oil tank, the lift arm cylinder is not restricted, allowing free movement of the lift arm depending on the external force. 3. Lift arm operation lever returns to neutral, if pulled more strongly than the magnetic force of the electromagnet. As the lift arm spool of the control valve also returns to neutral, the lift arm floating control is released. T2-1-60 SYSTEM / Control System Lift Arm Cylinder Bottom End Port Rod End Port Control Valve From #194 Terminal of Fuse Box B Electromagnet on Lift Arm Lowering End Bucket Pilot Valve for Lift Arm Lift Arm Pilot Pump Main Pump T2-1-61 Hydraulic Oil Tank T4GB-02-01-034 SYSTEM / Control System Lift Arm Kick-out Control (ZW220) Purpose: Automatically locating the lift arm at proper height in returning the lift arm to the highest position Operation: 1. When lowering the lift arm, the plate is located in front of the lift arm proximity switch. While the plate passes by the lift arm proximity switch, the lift arm proximity switch becomes ON, and the electromagnet on the lift arm end is also excited. 2. When the lift arm operation lever is moved farther than the lift arm raising detent position (position to pull farther than the raising position), the bucket operation lever is retained by the electromagnet on the lift arm raising end, and pressure oil from the pilot valve moves the lift arm spool of the control valve toward raising. 3. Pressure oil from the main pump flows into the bottom end of the lift cylinder through the lift arm spool of the control valve, and extends the lift arm cylinder. When the lift arm cylinder is extended, the plate also passes by the lift arm proximity switch. 4. When the plate becomes distant from the lift arm proximity switch, the lift arm proximity switch is turned OFF, and the electromagnet on the lift arm raising end is also turned OFF, which makes the lift arm operation lever in the neutral position. As the lift arm spool of the control valve also returns to neutral, the lift arm cylinder stops. As a result, the lift arm stops. T2-1-62 SYSTEM / Control System Plate Lift Arm Proximity Switch Lift Arm Cylinder Bottom End Port Rod End Port Control Valve From #194 Terminal of Fuse Box B Bucket Pilot Valve for Lift Arm Lift Arm Pilot Pump Electromagnet on Lift Arm Lowering End Main Pump T2-1-63 Hydraulic Oil Tank T4GB-02-01-015 SYSTEM / Control System Lift Arm Kick-out Control (ZW250) Purpose: Automatically locating the lift arm at proper height in returning the lift arm to the highest position Operation: 1. When lowering the lift arm, the plate is located in front of the lift arm proximity switch. While the plate passes by the lift arm proximity switch, the lift arm proximity switch becomes ON, and the electromagnet on the lift arm end is also excited. 2. When the lift arm operation lever is moved farther than the lift arm raising detent position (position to pull farther than the raising position), the bucket operation lever is retained by the electromagnet on the lift arm raising end, and pressure oil from the pilot valve moves the lift arm spool of the control valve toward raising. 3. Pressure oil from the main pump flows into the bottom end of the lift cylinder through the lift arm spool of the control valve, and extends the lift arm cylinder. When the lift arm cylinder is extended, the plate also passes by the lift arm proximity switch. 4. When the plate becomes distant from the lift arm proximity switch, the lift arm proximity switch is turned OFF, and the electromagnet on the lift arm raising end is also turned OFF, which makes the lift arm operation lever in the neutral position. As the lift arm spool of the control valve also returns to neutral, the lift arm cylinder stops. As a result, the lift arm stops. T2-1-64 SYSTEM / Control System Plate Lift Arm Proximity Switch Lift Arm Cylinder Bottom End Port Rod End port Control Valve From #194 Terminal Fuse Box B Pilot Valve for Lift Arm Bucket Electromagnet for Lift Arm End Lift Arm Pilot Pump Main Pump T2-1-65 Hydraulic Oil Tank T4GB-02-01-035 SYSTEM / Control System Lift Arm Auto-leveler Upward Control (Optional) (ZW220) Purpose: Free locating of the lift arm between the horizon and the highest position Operation: 1. If the SET position of the lift arm auto-leveler upward set switch is selected after the lift arm is located within the allowable location of the lift arm auto-leveler (a’ in the illustration), signal from the lift arm angle sensor is memorized by the MC, and that is the lift arm auto-leveler upward location. NOTE: When the lift arm is outside a’, even if the SET position of the lift arm auto-leveler upward set switch is selected, setting of the lift arm auto- leveler upward cannot be made. In case setting was thus unsuccessful, or setting in a different position is needed, make setting again with the above in mind. 3. Pressure oil from the main pump flows into the bottom end port of the lift cylinder through the lift arm spool of the control valve, and raises the lift arm. 4. When the lift arm angle sensor moves up to the lift arm auto-leveler upward locating position, earthing of #241 terminal of the MC is released, and the electromagnet on the lift arm upward end is unexcited. Thus the lift arm operation lever returns to the neutral position, and supply of pressure oil from the pilot valve to the control valve is stopped. 5. As the lift arm spool of the control valve also returns to neutral, the lift arm stops at the lift arm auto-leveler upward stop position. NOTE: Above the lift arm upward set position, the electromagnet on the lift arm raising end is always excited. NOTE: In case the lift arm angle sensor becomes out of order, the lift arm auto-leveler upward control is not made. a (Lift Arm Upward Work Range) a’ (Lift Arm Auto-leveler Up ward Allowable Setting Range) Position of Lift Arm Foot Pin Position of Lift Arm Tip Pin IMPORTANT: In case either the lift arm angle sensor or the MC has been replaced, be sure to make learning control of the lift arm angle sensor. (Refer to the OPERATIONAL PERFORMANCE TEST/Adjustment) 2. When the lift arm auto-leveler upward switch is turned ON, #241 terminal of the MC is earthed, and excites electromagnet on the lift arm upward end of the pilot valve. When the lift arm operation lever is moved to the lift arm upward detent position (position to pull farther than the upward position), the lift arm operation lever is retained by the electromagnet on the lift arm upward end, and pressure oil is supplied to the control valve from the pilot valve. T2-1-66 SYSTEM / Control System Link Lift Arm Angle Sensor Lift Arm Cylinder Bottom End Port Rod End Port Lift Arm Auto-leveler Upward Set Switch Control Valve OFF SET ON 234 238 MC 237 Bucket 241 Electromagnet on Lift Arm Raising End From #194 Terminal of Fuse Box B Lift Arm Pilot Valve for Lift Arm Pilot Pump Main Pump T2-1-67 Hydraulic Oil Tank T4GB-02-01-016 SYSTEM / Control System Lift Arm Auto-leveler Upward Control (Optional) (ZW250) Purpose: Free locating of the lift arm between the horizon and the highest position Operation: 1. If the SET position of the lift arm auto-leveler upward set switch is selected after the lift arm is located within the allowable location of the lift arm auto-leveler (a’ in the illustration), signal from the lift arm angle sensor is memorized by the MC, and that is the lift arm auto-leveler upward location. NOTE: When the lift arm is outside a’, even if the SET position of the lift arm auto-leveler upward set switch is selected, setting of the lift arm auto- leveler upward cannot be made. In case setting was thus unsuccessful, or setting in a different position is needed, make setting again with the above in mind. 3. Pressure oil from the main pump flows into the bottom end port of the lift cylinder through the lift arm spool of the control valve, and raises the lift arm. 4. When the lift arm angle sensor moves up to the lift arm auto-leveler upward locating position, earthing of #241 terminal of the MC is released, and the electromagnet on the lift arm upward end. Thus the lift arm operation lever returns to the neutral position, and supply of pressure oil from the pilot valve to the control valve is stopped. 5. As the lift arm spool of the control valve also returns to neutral, the lift arm stops at the lift arm auto-leveler upward stop position. NOTE: Above the lift arm upward set position, the electromagnet on the lift arm raising end is always excited. a (Lift Arm Upward Work Range) a’ (Lift Arm Auto-leveler Upward Allowable Setting Range) Position of Lift Arm Foot Pin Position of Lift Arm Tip Pin NOTE: In case the lift arm angle sensor becomes out of order, the lift arm auto-leveler upward control is not made. IMPORTANT: In case either the lift arm angle sensor or the MC has been replaced, be sure to make learning control of the lift arm angle sensor. (Refer to the OPERATIONAL PERFORMANCE TEST/Adjustment) 2. When the lift arm auto-leveler upward switch is turned ON, #241 terminal of the MC is earthed, and excites electromagnet on the lift arm upward end of the pilot valve. When the lift arm operation lever is moved farther than the lift arm upward detent position (position to pull farther than the upward position), the lift arm operation lever is retained by the electromagnet on the lift arm upward end, and pressure oil is supplied to the control valve from the pilot valve. T2-1-68 SYSTEM / Control System Link Lift Arm Angle Sensor Lift Arm Cylinder Bottom End Port Rod End Port Lift Arm Auto-leveler Upward Set Switch OFF SET ON Control Valve 234 238 MC 237 Bucket 241 Electromagnet on Lift Arm Raising End From #194 Terminal of Fuse Box B Lift Arm Pilot Valve for Lift Arm Pilot Pump Main Pump T2-1-69 Hydraulic Oil Tank T4GB-02-01-036 SYSTEM / Control System Lift Arm Auto-leveler Downward Control (Optional)(ZW220) Purpose: Free locating of the lift arm between the horizon and the lowest position Operation: 1. If the SET position of the lift arm auto-leveler downward set switch is selected after the lift arm is located within the allowable location of the lift arm auto-leveler (b’ in the illustration), signal from the lift arm angle sensor is memorized by the MC, and that is the lift arm auto-leveler downward location. NOTE: When the lift arm is outside b’, even if the SET position of the lift arm auto-leveler downward set switch is selected, setting of the lift arm auto- leveler downward cannot be made. In case setting was thus unsuccessful, or setting in a different position is needed, make setting again with the above in mind. 3. Pressure oil from the main pump flows into the rod end port of the lift cylinder through the lift arm spool of the control valve, and lowers the lift arm. 4. When the lift arm angle sensor moves down to the lift arm auto-leveler downward locating position, earthing of #242 terminal of the MC is released, and the electromagnet on the lift arm downward end is unexcited for a while until it is excited again soon after. 5. Thus the lift arm operation lever returns to the neutral position, and supply of pilot pressure from the pilot valve to the control valve is stopped. 6. As the lift arm spool of the control valve also returns to neutral, the lift arm stops at the lift arm auto-leveler downward stop position. Position of Lift Arm Tip Pin Position of Lift Arm Foot Pin b’ (Lift Arm Auto-leveler Downward Allowable Setting Range) b (Lift Arm Downward Work Range) NOTE: In case the lift arm angle sensor becomes out of order, the lift arm auto-leveler downward control is not made. IMPORTANT: In case either the lift arm angle sensor or the MC has been replaced, be sure to make learning control of the lift arm angle sensor. (Refer to the OPERATIONAL PERFORMANCE TEST/Adjustment) 2. When the lift arm auto-leveler downward switch is turned ON, #242 terminal of the MC is earthed, and excites electromagnet on the lift arm downward end of the pilot valve. When the lift arm operation lever is moved to the lift arm downward detent position (position farther than the downward position), the lift arm operation lever is retained by the electromagnet on the lift arm downward end, and pressure oil is supplied to the control valve from the pilot valve. T2-1-70 SYSTEM / Control System Link Lift Arm Angle Sensor Lift Arm Cylinder Bottom End Port Rod End Port Lift Arm Auto-leveler Downward Set Switch OFF SET ON 234 Control Valve 240 MC 239 242 Bucket Electromagnet on Lift Arm Lowering End Pilot Valve for Lift Arm From #194 Terminal of Fuse Box B Lift Arm Pilot Pump T4GB-02-01-017 T2-1-71 SYSTEM / Control System Lift Arm Auto-leveler Downward Control (Optional)(ZW250) Purpose: Free locating of the lift arm between the horizon and the lowest position Operation: 1. If the SET position of the lift arm auto-leveler downward set switch is selected after the lift arm is located within the allowable location of the lift arm auto-leveler (b’ in the illustration), signal from the lift arm angle sensor is memorized by the MC, and that is the lift arm auto-leveler downward location. NOTE: When the lift arm is outside b’, even if the SET position of the lift arm auto-leveler downward set switch is selected, setting of the lift arm auto- leveler downward cannot be made. In case setting was thus unsuccessful, or setting in a different position is needed, make setting again with the above in mind. 3. Pressure oil from the main pump flows into the rod end port of the lift cylinder through the lift arm spool of the control valve, and lowers the lift arm. 4. When the lift arm angle sensor moves down to the lift arm auto-leveler downwards locating position, earthing of #242 terminal of the MC is released, and the electromagnet on the lift arm downward end is unexcited for a while until it is excited again soon after. 5. Thus the lift arm operation lever returns to the neutral position, and supply of pilot pressure from the pilot valve to the control valve is stopped. 6. As the lift arm spool of the control valve also returns to neutral, the lift arm stops at the lift arm auto-leveler downward stop position. Position of Lift Arm Tip Pin Position of Lift Arm Foot Pin b’ (Lift Arm Auto-leveler Downward Allowable Setting Range) b (Lift Arm Downward Work Range) NOTE: In case the lift arm angle sensor becomes out of order, the lift arm auto-leveler downward control is not made. IMPORTANT: In case either the lift arm angle sensor or the MC has been replaced, be sure to make learning control of the lift arm angle sensor. (Refer to the OPERATIONAL PERFORMANCE TEST/Adjustment) 2. When the lift arm auto-leveler downward switch is turned ON, #242 terminal of the MC is earthed, and excites electromagnet on the lift arm downward end of the pilot valve. When the lift arm operation lever is moved to the lift arm downward detent position (position farther than the downward position), the lift arm operation lever is retained by the electromagnet on the lift arm downward end, and pressure oil is supplied to the control valve from the pilot valve. T2-1-72 SYSTEM / Control System Link Lift Arm Angle Sensor Lift Arm Cylinder Bottom End Port Rod End Port Lift arm Auto-leveler Downward Set Switch OFF SET ON 234 Control Valve 240 MC 239 242 Bucket Electromagnet on Lift Arm Lowering End Pilot Valve for Lift Arm From #194 Terminal of Fuse Box B Pilot Pump Lift Arm T4GB-02-01-037 T2-1-73 SYSTEM / Control System (Blank) T2-1-74 SYSTEM / ECM System OUTLINE • Supply pump is driven by engine and generates Signals from sensors and MC (Main Controller) are input to ECM (Engine Control Module). ECM calculates and drives two way valve, suction control valve and EGR motor in order to control supply pump, injector and EGR (Exhaust Gas Recirculation). • • • • • high pressure fuel. • Common rail distributes high pressure fuel generated by supply pump to injector of each engine cylinder. • Injector injects high pressure fuel from common rail. Fuel Injection Control Engine Start Control EGR Control Correction of Fuel Injection Volume Engine Stop Control (Refer to System/Electric System) Crank Revolution Sensor Cam Angle Sensor Atmosphere Sensor Fuel Temperature Sensor Coolant Temperature Sensor Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR EGR Motor ECM MC Common Rail Pressure Sensor Two Way Valve Suction Control Valve Common Rail Supply Pump Injector Fuel Tank T4GB-02-02-022 T2-2-1 SYSTEM / ECM System FUEL INJECTION CONTROL ECM monitors running state of engine according to signals from each sensor and MC. ECM controls the volume, pressure, timing and rate of fuel injection Crank Revolution Sensor Control by Two Way Valve • Fuel injection volume control • Fuel injection (volume) timing control • Fuel injection rate control Control by Suction Control Valve • Fuel injection pressure control Cam Angle Sensor Atmosphere Sensor Fuel Temperature Sensor Coolant Temperature Sensor Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR EGR Motor ECM MC Common Rail Pressure Sensor Two Way Valve Suction Control Valve Common Rail Supply Pump Injector Fuel Tank T4GB-02-02-022 T2-2-2 SYSTEM / ECM System (Blank) T2-2-3 SYSTEM / ECM System Fuel Injection Volume Control Function: Controls fuel injection volume in order to be optimum. Operation: 1. ECM detects engine speed according to input signals from crank revolution sensor and cam angle sensor. 2. MC calculates target engine speed according to input signals from sensors and switches. MC sends signal to ECM. (Refer to System/Control System.) 3. ECM turns two way valve in the injector into ON or OFF mainly according to the engine speed and signal from MC in order to control fuel injection volume. NOTE: Mode switches of the work mode switch are supplied with respectively different voltages from the monitor unit. MC judges the selected mode by the supplied voltage. NOTE: Two switches are installed inside the shift switch, and the turning ON condition varies depending on the combination of speed shifts. MC judges the selected speed shift by the combination of two input currents. T2-2-4 SYSTEM / ECM System Accelerator Pedal Sensor Work Mode Switch Crank Revolution Sensor Cam Angle Sensor Accelerator Pedal Atmosphere Sensor L Fuel Temperature Sensor N Coolant Temperature Sensor P Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR Motor Shift Switch MC ECM Common Rail Pressure Sensor Two Way Valve Monitor Unit Common Rail Supply Pump Wheel Speed Engine Coolant Sensor Temperature Sensor Injector Fuel Tank T4GC-02-02-004 T2-2-5 SYSTEM / ECM System Fuel Injection Pressure Control Fuel Injection Timing Control Function: Controls fuel injection pressure according to fuel pressure in common rail. Operation: 1. ECM calculates fuel injection volume according to engine speed and target engine speed signal of MC. (Refer to Page T2-2-4). 2. Common rail pressure sensor sends signal corresponding to pressure in common rail to ECM. 3. ECM calculates appropriate pressure in common rail according to engine speed, fuel injection volume and common rail pressure sensor signal. ECM drives suction control valve in supply pump and appropriate volume of fuel to common rail. 4. Fuel in common rail is supplied to each engine cylinder through injector from common rail. NOTE: Mode switches of the work mode switch are supplied with respectively different voltages from the monitor unit. MC judges the selected mode by the supplied voltage. Function: Calculates appropriate fuel injection timing. Operation: 1. ECM calculates fuel injection timing according to engine speed and fuel injection volume. 2. ECM drives ON/OFF of two way valve in injector in order to control fuel injection timing. Fuel Injection Rate Control Function: Improves combustion inside the engine cylinders. Operation: 1. Injector initially injects small amount of fuel (pilot injection) for ignition. 2. Injector executes the second injection (main injection) after ignition. ECM drives ON/OFF of two way valve in injector in order to control fuel injection timing and volume. NOTE: Two switches are installed inside the shift switch, and the turning ON condition varies depending on the combination of speed shifts. MC judges the selected speed shift by the combination of two input currents. T2-2-6 SYSTEM / ECM System Accelerator Pedal Sensor Work Mode Switch Crank Revolution Sensor Cam Angle Sensor Accelerator Pedal Atmosphere Sensor L Fuel Temperature Sensor N Coolant Temperature Sensor P Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR Motor Shift Switch MC ECM Suction Control Valve Monitor Unit Common Rail Pressure Sensor Two Way Valve Common Rail Supply Pump Wheel Speed Sensor Engine Coolant Temperature Sensor Injector Fuel Tank T4GC-02-02-005 T2-2-7 SYSTEM / ECM System Fuel Injection 1. Fuel pressure is constantly applied to the injector nozzle. 2. When the magnetic coil of the two-way valve is turned ON, the valve is opened, and the high-pressure fuel in the control chamber returns to the fuel tank through Orifice 1. 3. Spring force raises the hydraulic piston, and the nozzle is opened to start injection. 4. When the magnetic coil of the two-way valve is turned OFF, the valve is closed, and the circuit leading to the fuel tank is closed. 5. In this way, the control chamber is filled with high-pressure fuel. 6. Difference of top and bottom pressure of the piston lowers the piston, and the nozzle is closed to finish injection. T2-2-8 SYSTEM / ECM System 1. Two Way Valve: ON 2. Fuel Injection Start From ECM From ECM Magnetic Coil Valve From Common Rail Two Way Valve Two Way Valve Return to Fuel Tank Return to Fuel Tank From Common Rail Orifice 1 Control Chamber Hydraulic Piston Spring Spring Nozzle Nozzle 3. Two Way Valve: OFF 4. Fuel Injection Stop From ECM From ECM Magnetic Coil Two Way Valve Two Way Valve Valve From Common Rail From Common Rail Control Chamber Hydraulic Piston Orifice 2 Nozzle Nozzle T1GR-02-02-012 T2-2-9 SYSTEM / ECM System COMPENSATION OF FUEL INJECTION VOLUME 1. Atmosphere pressure sensor sends signal corresponding to atmospheric pressure to ECM. 2. ECM calculates atmospheric pressure according to input signal. ECM controls two way valve in injector and corrects of fuel injection volume. Atmosphere Pressure Sensor ECM Two Way Valve T1GR-02-02-002 T2-2-10 SYSTEM / ECM System ENGINE START CONTROL Function: Controls energizing time of glow plug by coolant temperature and improves startability of engine. Operation: 1. Coolant temperature sensor sends signal corresponding to coolant temperature to ECM. 2. ECM connects the ground circuit of glow relay according to signals and controls energizing time of glow plug. Coolant Temperature Sensor From Key Switch Terminal M ECM Glow Relay From Battery Relay Glow Plug T2-2-11 T4GB-02-02-016 SYSTEM / ECM System EGR (EXHAUST GAS RECIRCULATION) CONTROL Function: EGR controls lets part of exhaust gas recirculate inside intake manifold and mix it with intake air. Consequently, the combustion temperature is lowered and generation of nitrogen oxide (Nox) is reduced. Operation: • EGR Gas Amount Control 1. ECM determines amount of EGR gas according to engine speed, fuel flow rate, coolant temperature, atmospheric pressure and intake air temperature. 2. ECM drives the EGR motor, and opens the EGR valve. And transfer the EGR gas corresponding to the engine condition to the intake manifold to be mixed with the intake air. 3. At the same time, EGR motor position sensor detects amount of opening of EGR valve. • EGR Gas Coolant EGR gas is cooled by coolant system located along EGR gas passage. By mixing the cooled EGR gas with the intake air, the combustion temperature is lowered, and the NOx is reduced in comparison with ordinary EGR gas. • Lead Valve Lead valve prevents new air from entering into EGR gas passage and reverse flow of EGR gas. As EGR gas flows in one direction. T2-2-12 SYSTEM / ECM System To Inter Cooler Exhaust Gas EGR Gas From Air Cleaner Coolant Out Coolant System Engine Coolant In EGR Valve Intake Manifold EGR Motor Position Sensor From Inter Cooler EGR Motor Lead Valve Intake Air ECM T1GR-02-02-011 T2-2-13 SYSTEM / ECM System (Blank) T2-2-14 SYSTEM/Hydraulic System OUTLINE Hydraulic system is broadly be divided into the main circuit, pilot circuit, steering circuit, and hydraulic drive fan circuit. • Main Circuit Main circuit consists of the priority valve circuit, neutral circuit, single operation circuit, and combined operation circuit – composed of the main pump, priority valve, control valve, cylinders, etc. • Pilot Circuit Pilot circuit consists of the charging block circuit, front attachment operation control circuit, pump control circuit, brake circuit, and ride control circuit (optional) – composed of the pilot pump, charging block and valves for controlling each circuit. • Steering Circuit Steering circuit consists of the normal steering circuit, steering shock damping circuit, emergency steering circuit (optional), steering stop circuit– composed of the pump, priority valve, steering valve, cylinders, and other valves. • Hydraulic Drive Fan Circuit Hydraulic drive fan circuit consists of the flow control circuit and reverse rotation control circuit – composed of the motor for radiator cooling fan and the pump for radiator cooling fan. NOTE: Steering circuit can be divided into the main circuit and the pilot circuit, but is described here as an single circuit for making explanation clear. T2-3-1 SYSTEM/Hydraulic System MAIN CIRCUIT Outline • Main pump draws hydraulic oil, from the hydraulic oil tank through the suction filter and delivers. • Delivered pressure oil flows to the steering valve and the control valve through the priority valve. • Pressure oil led to the steering valve flows to the steering cylinders in response to operation of the spool in the steering valve and the return oil flows back to the hydraulic oil tank through the steering valve. • Pressure oil led to the control valve flows to the cylinders in response to operation of the spool in the control valve, and the return oil flows back to the hydraulic oil tank through the control valve. T2-3-2 SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Control Valve Bucket Spool Steering Valve Lift Arm Spool Priority Valve Main Pump Suction Filter Hydraulic oil Tank T4GB-02-02-010 T2-3-3 SYSTEM/Hydraulic System Priority Valve Circuit • At stop of the engine, the priority valve spool is • When pressure at Port LS2 and the spring force pushed leftward, by the spring force. When the engine is started, pressure oil from the main pump flows toward the steering valve through the priority valve spool, while also entering Ports LS1 and LS2 through Orifices 1 and 2 respectively. At neutral of the steering valve, pressure oil led to Port LS2 flows to the hydraulic oil tank through Orifice 3 and the steering valve spool, so Port LS2 is not pressurized. As pressure at LS1 causes larger force than the spring force, the priority valve spool moves right, and pressure oil from the main pump is all supplied to the control valve. Priority valve spool is provided with a notch for leading pressure oil from the main pump toward the steering valve and a notch for leading pressure oil from the main pump toward the control valve, which are both connected to the main pump delivery port constantly. When the priority valve spool moves right, the notch for leading pressure oil from the main pump toward the steering valve moves until the delivery port on the steering valve side in the priority valve is closed. When pressure balance is obtained and the spool stops moving. When the steering valve spool moves, the tank port connected with Port LS2 is closed. At this time, Port LS2 is connected with the main circuit through the steering valve spool, and pressure corresponding to movement of the steering valve spool arises at Port LS2. overcome pressure at Port LS1, the priority valve spool moves left. • Larger the movement of the steering valve spool is, the higher the pressure at Port LS2 rises, the larger the priority valve spool moves left, and the more pressure oil from the main pump is supplied to the steering valve. • • • • • • • T2-3-4 NOTE: Orifice 2 of the priority valve is installed for warming up the circuit by flowing pressure oil to the hydraulic oil tank from Port LS2 at neutral of the steering valve. Diameter of Port 2 is small, and temperature of the oil passing through it rises rapidly, but pressure is not raised enough to influence movement of the priority valve spool. SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Steering Valve Control Valve Hydraulic Oil Tank Bucket Spool Hydraulic Oil Tank Lift Arm Hydraulic Oil Tank Priority Valve Spring Orifice1 Orifice 1 Orifice 3 LS1 Spool LS2 At Stop of Engine Main Pump NOTE: Illustration shows oil flow in idling operation while the engine is rotating. Control valve illustrated is for ZW220. T2-3-5 T4GB-02-02-011 SYSTEM/Hydraulic System Neutral Circuit • At neutral position of the control lever, pressure oil from the main pump returns to the hydraulic oil tank through the neutral circuit of the control valve. • Only when the steering valve spool moves actuated by the priority valve, pressure oil is supplied to the steering valve, the steering valve is not provided with a neutral circuit. (Refer to Priority Valve Circuit in this section.) Single Operation Circuit • Pressure oil from the main pump enters the control valve, and flows to the lift arm and bucket spools. • When the steering valve spool moves, the priority valve spool moves left, and pressure oil from the main pump flows to the steering valve. (Refer to Priority Valve Circuit in this section.) T2-3-6 SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Steering Valve Control Valve Hydraulic Oil Tank Bucket Spool Hydraulic Oil Tank Lift Arm Hydraulic Oil Tank Priority Valve Spool Main Pump T4GB-02-02-017 NOTE: Illustration shows oil flow in idling operation while the engine is rotating. Control valve illustrated is for ZW220. T2-3-7 SYSTEM/Hydraulic System Combined Operation Circuit (ZW220) • Lift Arm Raising/Bucket Dumping • When the bucket is dumped with the lift arm • • • • • raised, pilot pressure shifts the lift arm and bucket spools. Pressure from the own pump is applied to Port LS1 of the priority valve, but Port LS2 is not pressurized because it is connected to the hydraulic oil tank port. Pressure at Port LS1 causes larger force than the spring force of the priority valve, and moves the spool right. Therefore, pressure oil from the main pump flows to the lift arm cylinders through the check valve in the control valve and the lift arm spool, and raises the lift arm. Pressure oil from the main pump also flows to the buket cylinder through the check valve, orifice, and bucket spool in the control valve, and dumps the bucket. Lift arm raising operation is more heavy loaded than the bucket dumping operation, but pressure oil passing the bucket operation circuit enters the bucket cylinder after passing the check valve and orifice, allowing smooth movement of both the lift arm cylinders and the buket cylinder. T2-3-8 SYSTEM/Hydraulic System Steering Cylinders Bucket Cylinder Lift Arm Cylinders Steering Valve Control Valve From Pilot Valve (Bucket Dump) Bucket Orifice Hydraulic Oil Tank Lift Arm From Pilot Valve (Lift Arm Raise) Check Valve Hydraulic Oil Tank Priority Valve Spring LS2 LS1 Spool Main Pump T4GB-02-02-012 T2-3-9 SYSTEM/Hydraulic System • Lift Arm Raising/Steering Right • When the steering wheel is turned right with the lift arm raised, pilot pressure shifts the lift arm spool in the control valve and the steering valve spool. • Pressure from the own pump is applied to Port LS1 of the priority valve through Orifice 1, and main pressure returning from the steering valve spool through Orifice 3 and the spring force are applied to Port LS2. • Pressure at Port LS2 changes in proportion to the steering valve spool stroke, and when pressure at Port LS2 is low, the priority valve spool moves left slightly, and when it is high, the spool moves left drastically. • Flow rate and direction of the main pump are controlled by the leftward stroke of the priority valve spool, and the flow rate corresponding to the stroke flows to the steering valve, and the remainder flow rate flows to the control valve. NOTE: If the steering wheel is turned quickly and largely for reasons of avoiding danger or something, the priority valve spool largely moves left, and much of the pressure oil from the main pump is supplied to the steering valve, delaying movement of the front attachment. • Pressure oil led to the steering valve flows to the steering cylinders, and the vehicle body turns right. • Pressure oil led to the control valve also flows to the lift arm cylinder though the check valve and the lift arm spool, and raises the lift arm. • In this way, steering and lift arm operations are simultaneously made. T2-3-10 SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Steering Valve Control Valve Hydraulic Oil Tank From Steering Pilot Valve (Right Steering) Bucket Spool Hydraulic Oil Tank From Pilot Valve (Lift Arm Raise) Lift Arm Check Valve Hydraulic Oil Tank Priority Valve Spring Orifice 2 Orifice 1 Orifice 3 LS1 Spool LS2 Main Pump T4GB-02-02-013 T2-3-11 SYSTEM/Hydraulic System Combined Operation Circuit (ZW250) • Lift Arm Raising/Bucket Dumping • When the bucket is dumped with the lift arm • • • • • • • • raised, pilot pressure shift the lift arm and bucket spools in the control valve. Also, the same pilot pressure that changed the lift arm spool in the control valve shifts the selector valve spool downward as well. Pressure from the own pump is applied to Port LS1 of the priority valve, but Port LS2 is not pressurized because it is connected to the hydraulic oil tank. Pressure at Port LS1 causes larger force than the spring force of the priority valve, and moves the spool right. By movement of the spool, pressure oil from the main pump flows to the lift arm cylinders through the check valve in the control valve and the lift arm spool, and raises the lift arm. Pressure oil from the main pump also flows to the bucket cylinder though the flow rate control valve in the control valve and the bucket spool, and dumps the bucket. Lift arm raising operation is more heavy loaded than the bucket dumping operation, but pressure inside the spring chamber rises in the bucket dumping operation because shift of the selector valve is over. Raised pressure in the spring chamber prevents the flow rate control valve from moving much, and flow of pressure oil to the bucket spool is restricted. As a result, flow rate to the lift arm cylinders is secured, causing smooth operation of the lift arm cylinders and bucket cylinder. T2-3-12 SYSTEM/Hydraulic System Steering Cylinders Bucket Cylinder Lift Arm Cylinders From Pilot Valve (Bucket Damp) Flow Rate Spring Control Valve Chamber Steering Valve Control Valve Bucket Hydraulic Oil Tank From Pilot Valve (Lift Arm Raise) Lift Arm Selector Valve From Pilot Valve (Lift Arm Raise) Check Valve Priority Valve Hydraulic Oil Tank Spring LS2 LS1 Spool Main Pump T4GB-02-02-018 T2-3-13 SYSTEM/Hydraulic System • Lift Arm Raising/Steering right • When the steering wheel is turned right with the lift arm raised, pilot pressure shifts the lift arm spool in the control valve and the steering valve spool. • Pressure from the own pump is applied to Port LS1 of the priority valve through Orifice 1, and main pressure returning from the steering valve spool through Orifice 3 and the spring force are applied to Port LS2. • Pressure at Port LS2 changes in proportion to the steering valve spool stroke, and when pressure at Port LS2 is low, the priority valve spool moves left slightly, and when it is high, the spool moves left drastically. • Flow rate and direction of the main pump are controlled by the leftward stroke of the priority valve spool, and the flow rate corresponding to the stroke flows to the steering valve, and the remainder flow rate flows to the control valve. NOTE: When the steering wheel is turned quickly and largely for reasons of avoiding danger or something, the priority valve spool largely moves left, and much of the pressure oil from the main pump is supplied to the steering valve, delaying movement of the front attachment. • Pressure oil led to the steering valve flows to the steering cylinders, and the vehicle body turns right. • Pressure oil led to the control valve also flows to the lift arm cylinders though the check valve and the lift arm spool, and raises the lift arm. • In this way, steering and lift arm operations are simultaneously made. T2-3-14 SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Steering Valve Control Valve Hydraulic Oil Tank From Steering Pilot Valve (Right Steering) Bucket Spool Hydraulic Oil Tank Lift Arm From Pilot Valve (Left Arm Raise) Check Valve Hydraulic Oil Tank Priority Valve Spring Orifice 2 Orifice 1 Orifice 3 LS1 Spool LS2 Main Pump T4GB-02-02-019 T2-3-15 SYSTEM/Hydraulic System (Blank) T2-3-16 SYSTEM/Hydraulic System PILOT CIRCUIT Outline: Pressure oil from the pilot pump is used to operate the circuit below. • Charging Block Circuit • Front Attachment Operation Control Circuit • Pump Control Circuit • Brake Circuit • Ride Control Circuit (Optional) Front Attachment Control Circuit Pilot Shutoff Valve Lift Arm Pilot Valve Bucket Pilot Valve Optional Pilot Valve Control Valve Brake Valve Service Brake Brake Circuit Parking Brake Main Pump Regulator Charging Block Ride Control Solenoid Valve Spool Pump Control Circuit Ride Control Circuit (Optional) Ride Control Valve Charging Block Circuit Pilot Filter Pilot Pump Suction Filter Hydraulic Oil Tank T4GC-02-02-001 T2-3-17 SYSTEM/Hydraulic System Charging Block Circuit • Charging block is installed for supplying pressure oil from the pilot pump preferentially to the service brake circuit, while distributing it to other pilot circuits as well. • When the engine is started, oil is delivered from the pilot pump, and enters the charging block. • At this time, when the amount of accumulated pressure of the service brake accumulators is low, the relief valve is closed. • In this case, only pilot pressure is applied to Port B of the priority valve, but both the pilot pressure and the spring force are applied to Port A. So, the priority valve moves right, restricting pressure oil to flow further. • Pressure oil from the pilot pump flows toward the service brake circuit through the check valve, and accumulates the service brake accumulators. (to be continued to T2-3-20) NOTE: Spring of the priority valve is so adjusted that the valve is not completely closed. Even in the minimum opening condition, a certain amount of pressure oil is being supplied to the circuits downstream. T2-3-18 SYSTEM/Hydraulic System Service Brake Brake Valve Front Brake Service Brake Accumulators Brake Valve Rear Brake Check Valves Relief Valve B Priority Valve A Spring Charging Block Pilot Pump NOTE: Illustration shows oil flow when the priority valve is closed in response to pressure decrease in the service brake circuit. T2-3-19 T4GC-02-02-002 SYSTEM/Hydraulic System • When the service accumulators are pressurized • • • • • • • • to a certain amount, the relief valve opens, and pressure is lost because Port A of the priority valve is connected to the hydraulic oil tank. Pressure at Port B of the priority valve causes larger force than the spring force, and moves the priority valve spool left. So, pressure oil from the pilot pump is all supplied to the priority valve and the circuits downstream. Pressure oil from the priority valve is supplied through each port to the respective pilot circuits. When pressure in the pilot circuit rises higher than a certain amount, the pilot relief valve opens, and prevents components of the pilot circuit from being damaged. Pressure oil from Port PS1 passes the steering pilot valve to be supplied for actuation of the steering valve spool. (Refer to Steering Circuit.) Pressure oil from Port X changes its flow in response to the stroke of the pump torque control solenoid valve which is controlled by the signal from MC, and is used for controlling the main pump regulator. (Refer to Pump Control Circuit.) Pressure oil from Port BR3 is supplied for parking brake release pressure by operation of the parking brake solenoid valve. (Refer to Parking Brake Circuit) Pressure oil from Port PS2 is supplied for controlling the servo piston of the main pump (Refer to Pump Control Circuit.) and the spool of the ride control valve (Refer to Ride Control Circuit.). Pressure oil from Port PP enters each pilot valve through the pilot shutoff valve, and is supplied to the control valve for actuation of the spool. (Refer to Front Attachment Operation Control Circuit.) T2-3-20 SYSTEM/Hydraulic System Bucket Pilot Valve Lift Arm Pilot Valve Spare Pilot Valve (Optional) Pilot Shutoff Valve To Service Brake Circuit Service Brake Accumulators Priority Valve Relief Valve B Pilot Pump Pilot Relief Valve Hydraulic Oil Tank PS1 A Spring X Pump Torque Control Solenoid Valve BR3 PS2 Parking Brake Pressure Sensor Parking Brake Solenoid Valve PP Charging Block NOTE: Illustration shows the oil flow in neutral condition of the pilot valve when the service brake accumulators are pressurized, the priority valve is open, and the pilot shutoff valve is open. T2-3-21 T4GB-02-02-020 SYSTEM/Hydraulic System Front Attachment Operation Control Circuit (ZW220) • Pressure oil from the pilot pump flows the • • • • charging block, and comes out of Port PP of the charging block to be supplied to each pilot valve through the pilot shutoff valve. Priority valve of the charging block supplies pressure oil preferentially to the service brake circuit when pressure in the service brake accumulators are lowered. (Refer to Charging Block Circuit.) Pilot shutoff valve is a manually operated type, and is installed for prevention of accidents due to mistaken operation by stopping suppy of pressure oil to the pilot valve when it is closed. By controlling each pilot valve, pressure oil from the pilot pump shifts the control valve spools. At both ends of the spool for the lift arm cylinders of the control valve, slow-return valves are installed for moderating sudden movement of the spool. T2-3-22 SYSTEM/Hydraulic System Bucket Pilot Valve 1 2 Lift Arm Pilot Valve 3 4 Spare Pilot Valve (Optional) 5 6 7 8 Control Valve Pilot Shutoff Valve 8 Spare 2 7 To Service Brake Circuit Service Brake Accumulators 6 Priority Valve 2 Spare 1 5 Bucket 1 Pilot Pump 4 Slow-Return Valves Lift Arm 3 Main Pump PP T4GB-02-02-002 Charging Block NOTE: Numeral of each port of the pilot valves and the control valve shows the port to be connected. Illustration shows the oil flow in neutral condition of the pilot valve when the service brake accumulators are pressurized, the priority valve is open, and the pilot shutoff valve is open. T2-3-23 SYSTEM/Hydraulic System Front Attachment Operation Control Circuit (ZW250) • Pressure oil from the pilot pump flows the • • • • charging block, and comes out of Port PP of the charging block to be supplied to each pilot valve through the pilot shutoff valve. Priority valve of the charging block supplies pressure oil preferentially to the service brake circuit when pressure in the service brake accumulators are lowered. (Refer to Charging Block Circuit.) Pilot shutoff valve is a manually operated type, and is installed for prevention of accidents due to mistaken operation by stopping suppy of pressure oil to the pilot valve when it is closed. By controlling each pilot valve, pressure oil from the pilot pump shifts the control valve spool. At both ends of the spool for the lift arm cylinders of the control valve, slow-return valves are installed for moderating sudden movement of the spool. T2-3-24 SYSTEM/Hydraulic System Bucket Pilot Valve 1 Lift Arm Pilot Valve 2 3 4 Spare Pilot Valve (Optional) 5 6 7 8 Control Valve Pilot Shutoff Valve 8 Spare 2 7 To Service Brake Circuit Service Brake Accumulators 6 Priority Valve 2 Spare 1 5 Bucket 1 Pilot Pump 4 Slow-Return Valves Lift Arm 3 Main Pump PP Charging Block T4GB-02-02-021 NOTE: Numeral of each port of the pilot valves and the control valve shows the port to be connected. Illustration shows the oil flow in neutral condition of the pilot valve when the service brake accumulators are pressurized, the priority valve is open, and the pilot shutoff valve is open. T2-3-25 SYSTEM/Hydraulic System Pump Control Circuit (Refer to COMPONENT OPERATION / Pump Device group) • Pump Control by Servo Piston Control Pressure • Servo piston control pressure (PS2) is supplied from the charging block for actuation of the servo piston of the main pump. • Pump Flow Rate Control by Flow Rate Control Pressure (Pi1/Pi2) • Pressures upward and downward the orifice – Pi1 and Pi2 – of the pump flow rate control valve installed at the farthest downstream of the control valve neutral circuit are supplied to the main pump regulator for adjusting the pump flow rate. • Pump Flow Rate Control by Pump Torque Control Solenoid Valve • Signal from MC actuates the pump torque control solenoid valve, and controls the pressure (X) supplied to the main pump regulator for controlling the pump flow rate. T2-3-26 SYSTEM/Hydraulic System Charging Block Pilot Pump Pump Torque Control Solenoid Valve Hydraulic Oil Tank Command Signal from MC Pilot Presser (X) PS2 Pump From Control Valve Orifice Control Valve Pi2 Pi1 Main Pump Servo Piston Main Pump Regulator T4GB-02-02-003 NOTE: Control valve illustrated is for ZW220. T2-3-27 SYSTEM/Hydraulic System Brake Circuit Service Brake Circuit (Refer to COMPONENT OPERATION / Charging Block) (Refer to COMPONENT OPERATION / Brake Valve) • Pressure oil from the pilot pump flows through the charging block, and is accumulated in the service brake accumulators. • By stepping the brake pedal, pressure in the service brake accumulators is applied to the front brake and the rear brake through the brake valve, and actuates the service brake. • When the brake pedal is stepped several times, pressure inside the service brake accumulators is lowered, and the relief valve is closed. • Priority valve spool moves right, and pressure in the service brake accumulators is kept constant by preferentially supplying pressure oil from the pilot pump to the service brake circuit, and firmly brakes the vihicle. Parking Brake Circuit • Pressure oil from the pilot pump is applied to the parking brake solenoid valve through the charging block. • When the parking brake is switched OFF, the parking brake solenoid valve is excited, and pressure oil entering the parking brake cylinder releases the parking brake. • If the parking barke is switched ON, the parking brake solenoid valve is unexcited, and resultant stop of pressure oil supply to the parking brake causes working of the parking brake. • Even if pressure is lowered caused by damage of hose or something in the upstream of the solenoid valve, the parking brake accumulators so function as to retain the parking brake circuit pressure for a certain period of time. NOTE: Spring of the priority valve is so adjusted that the valve is not completely closed. Even in the minimum opening condition, a certain amount of pressure oil flow is being supplied to the circuits downstream. NOTE: Even when the engine is stopped, the service brake circuit pressure is retained for a while with the functions of the service brake accumulators and the check valve. T2-3-28 NOTE: Parking brake is released when the solenoid valve is excited. SYSTEM/Hydraulic System Service Brake Brake Pedal Front Brake Service Brake Accumulators Brake Valve Rear Brake Check Valves Relief Valve Priority Valve Spring Parking Brake Pressure Sensor Parking Brake Solenoid Valve Parking Brake Release Pilot Accumulator No Signal for Parking Brake Release Brake Charging Block Pilot Pump NOTE: Illustration shows oil flow when the relief valve and the priority valve are open in response to pressure increase in the service brake circuit, and also oil flow when the parking brake is working with the unexcitement of the parking brake solenoid valve. T2-3-29 T4GC-02-02-003 SYSTEM/Hydraulic System Ride Control Circuit (Optional) (Refer to SYSTEM / Electric-Hydraulic Combined Circuit Control in Control System) • In front attachment operation, operating pressure from the lift arm cylinders is accumulated in the ride control accumulator through the charge cut spool. • When the ride control switch is turned ON, the ride control solenoid valve is excited, and the spool moves downward. • Bottom end of the lift arm cylinders is connected with the ride control accumulator, while the rods side end of the lift arm cylinders is connected to the hydraulic oil tank. • In this way, force to raise the front attachment is relieved to the hydraulic oil tank, and force to lower the front attachment is absorbed by the ride control accumulator, thus enabling stable traveling on rough roads. T2-3-30 SYSTEM/Hydraulic System Ride Control Accumulator Lift Arm Cylinders To Control Valve Ride Control Valve Ride Control Command Signal Ride Control Solenoid Valve Spool Charge Cut Spool Hydraulic Oil Tank Pilot Pump NOTE: Illustration shows oil flow when the ride control solenoid valve is excited. T2-3-31 T4GB-02-02-009 SYSTEM/Hydraulic System STEERING CIRCUIT Normal Steering Circuit • Normally, pressure oil from the main pump flows to the steering valve through the priority valve, but is not pressurized because the pilot line (LS2) is led to the hydraulic oil tank. • Therefore, pressure oil is all supplied to the control valve because the priority valve spool is shifted to the right pushed by pressure (LS1) from the own main pump large enough to overcome the spring force of the priority valve. • When the steering wheel is turned, the spool in the steering pilot valve is shifted, and pressure oil from the pilot pump moves the steering valve spool. • When the steering wheel is quickly turned, a large amount of pilot pressure oil is supplied in a short period of time to the end of the steering valve spool through the steering pilot valve, and the steering valve spool moves quickly and largely. • When the steering wheel is slowly turned, a small amount of pilot pressure oil is supplied gradually to the end of the steering valve spool through the steering pilot valve, and the steering valve spool moves slowly and slightly. • In proportion to the stroke of the steering valve spool, pressure in the pilot line (LS2) rises, and the priority valve spool is pushed left by the spring force of the priority valve and pressure of the pilot line (LS2). • In this way, pressure oil from the main pump flows to the steering cylinders through the priority valve and the steering valve, and the steering cylinders are actuated. (Refer to COMPONENT OPERATION / Pump Device) T2-3-32 NOTE: When pressure oil passes inside the steering pilot valve, it flows to the steering valve after passing the Gerotor part. Gerotor is connected with the middle shaft of the pilot steering valve, so powered steering effect is generated. (Refer to COMPONENT OPERATION / Steering Pilot Valve) SYSTEM/Hydraulic System Steering Cylinders Steering Accumulators Steering Valve Hydraulic Oil Tank Spool Orifice Orifice Pump Discharge Pressure Switch Steering Pilot Valve To Control Valve Gerotor Spool Priority Valve Spring Emergency Steering Pump Equipment LS2 Steering Wheel LS1 Pilot Pump Hydraulic Oil Tank Main Pump NOTE: Illustration shows flow of pressure oil when the steering wheel is turned right. T2-3-33 T4GB-02-02-023 SYSTEM/Hydraulic System Steering Shock Damping Circuit • Pressure of the pressure oil supplied from the steering pilot valve to the spool end of the steering valve is reduced by passing through the orifice inside the steering valve, and is applied to the spool end of the opposite side. In this way, the vehicle shock due to sudden shift of the spool is damped, and stable steering operation is possible. (Refer to COMPONENT OPERATION / Steering Valve) • Steering accumulators are provided for damping the joggling of the vehicle taking place at stop of the steering wheel rotation. Emergency Steering Circuit (Optional) • When traveling, if the main pump delivery is stopped or drastically decreased caused by failure of the engine or the main pump, the signal of the pump delivery pressure switch is transmitted into the monitor controller, and the monitor controller starts the motor of the emergency steering pump equipment. • Pressure oil is supplied from the emergency steering pump for 1 minute, and steering operation is possible. • When 1 minute have passed or when the key switch has been turned OFF after moving the vehicle to a safe place, the emergency steering pump stops. NOTE: When engine is started, the monitor unit automatically starts the emergency steering pump unit to confirm its function. When the pressure sensing signal of the emergency steering pump delivery pressure switch enters the monitor unit, the emergency steering pump unit automatically stops. T2-3-34 SYSTEM/Hydraulic System Steering Cylinders Steering Accumulators Steering Valve Spool Orifice Orifice Pump Delivery Pressure Switch Steering Pilot Valve To Control Valve Gerotor Spool Priority Valve Spring Emergency Steering Pump Delivery Pressure Sensor Emergency Steering Pump Equipment LS2 Steering Wheel LS1 Pilot Pump Main Pump NOTE: Illustration shows flow of pressure oil when the steering wheel is turned right. T2-3-35 T4GB-02-02-023 SYSTEM/Hydraulic System Steering Stop Circuit (Refer to COMPONET OPERATION / Steering Valve) • When either of the left or right cylinder is at the • As a result, the steering valve spool is shifted at stroke end, the stop valve spool contacts the frame, and the stop valve closes to block pressure oil from being supplied to the steering valve from the steering pilot valve. neutral, and supply of pressure oil from the main pump to the steering cylinders is stopped. Steering Cylinders Steering Valve Spool Stop Valve Stop Valve External Force Applied Steering Pilot Valve Main Pump Pilot Pump Hydraulic Oil Tank T4GB-02-02-00 NOTE: Illustration shows flow of oil when the steering valve is turned right. T2-3-36 SYSTEM/Hydraulic System (Blank) T2-3-37 SYSTEM/Hydraulic System HYDRAULIC DRIVE FAN CIRCUIT (Refer to COMPONET OPERATION / Others) (Refer to COMPONET OPERATION / Hydraulic Fan Motor) • Pressure oil from the fan pump flows to the fan • • • • • • motor for radiator cooling through the flow control valve and the reverse rotation spool. Electric current corresponding to the oil temperature is sent from MC to the flow control solenoid valve. Pressure oil is supplied to the flow control valve spool end in response to the stroke of the flow control solenoid valve, when it is excited. When the flow control valve is operated, pressure oil from the fan pump to the fan motor is restricted, and speed of the fan motor is controlled. When the fan reversing rotation switch is turned ON, electric current flows from MC to the reverse rotation control solenoid valve. When the reverse rotation control solenoid valve is operated, pressure oil is supplied to the reverse rotation spool end. When the reverse rotation spool is shifted, the inlet port of pressure oil supplied to the fan motor is shifted, and the fan motor rotates reversely. T2-3-38 SYSTEM/Hydraulic System Fan Motor Reverse Rotation Spool Reverse Rotation Control Solenoid Valve Reverse Rotation Signal from MC Flow Control Valve Flow Control Solenoid Valve Hydraulic oil Tank Hydraulic oil Tank Fan Pump Flow Adjustment Signal from MC NOTE: Illustration shows flow of pressure oil controlling nothing. T2-3-39 T4GB-02-02-008 SYSTEM/Hydraulic System (Blank) T2-3-40 SYSTEM/Electric System OUTLINE Electric circuit can largely be divided into the main circuit part, lamplight circuit and control circuit • Main Circuit Circuit for engine start/stop, circuit for battery charging, and circuit for accessories • Lamplight Circuit Circuit for use in traveling (composed of head lights, turn signals, brake lights, and horn) • Control Circuit (Refer to the SYSTEM/Control System.) Control circuit for engine, pumps, transmission, and valves [composed of actuators like solenoid valves, MC (main controller), ECM (engine control module), ICF (information controller), monitor unit, switches, sensors, and pressure switches] In this chapter, functions and compositions of the main circuit and lamplight circuit are explained. T2-4-1 SYSTEM/Electric System MAIN CIRCUIT • Electric Power Circuit: for supplying electricity to the electric system as power source • Indicator Light Check Circuit: for checking monitor warning lamps and indicators • Accessory Circuit: for working at ACC of the key switch • Preheat Circuit: for assisting engine start in chilly weather • Starting Circuit: for starting engine • Charging Circuit: for supplying electricity to the battery and replenishing electricity • Surge Voltage Prevention Circuit: for preventing occurrence of surge voltage at stop of the engine • Engine Stop Circuit: for stopping the engine by the ECM T2-4-2 SYSTEM/Electric System ELECTRIC POWER SWITCH:OFF) CIRCUIT (KEY Ground terminal of the battery is earthed to the base machine. Electric current from the plus terminal flows as follows at OFF of the key switch. → Even at OFF of the key switch, very small amount of electric current is being supplied to the circuit, so the ground terminal of the battery needs to be disconnected in case of a long downtime. #6 Terminal Key Switch Head Light Switch Battery ↓ Fusible Link → Fuse Box B → #11 Terminal → #9 Terminal Load Dump Relay → #2 Terminal GPS Flasher Relay ICF MC Optional Control Unit (Optional) → #7 Terminal ECM Relay → #37 Terminal Interior Light Radio MC → → #381 Terminal #711 Terminal Optional Control Unit (Optional) Monitor Unit Head Light Switch Key Switch Fuse Box B 348 149 126 6 11 9 35 158 127 2 7 39 42 37 381 711 Fusible Link Battery Relay 638 34 263 70 710 75 Battery T4GC-02-04--001 T2-4-3 SYSTEM/Electric System INDICATOR LIGHT CHECK CIRCUIT (KEY SWITCH:ON) • When the key switch is turned ON, Terminal B is • Monitor unit checks warning lamps and indicators connected inside the key switch to ACC and Terminal M. • Electric current from Terminal M of the key switch is enters #67 Terminal of the monitor unit. by lighting them, and also starts the liquid crystal display. Key Switch Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 127 2 838 711 75 148 126 638 34 263 Monitor Unit 67 Fusible Link Battery Relay Battery T4GB-02-03-002 T2-4-4 SYSTEM/Electric System ACCESSORY CIRCUIT • At ACC of the key switch, Terminal B is connected inside the key switch to Terminal ACC. • Electric current from Terminal ACC of the key switch enters #3 Terminal of the radio through #34 and #35 Terminals of Fuse Box B, enabling the radio to work. Key Switch Fuse Box B Radio Fusible Link 348 149 577 327 222 323 6 11 9 35 158 127 2 838 711 75 Battery Relay 148 126 638 34 Battery T4GB-02-03-003 T2-4-5 SYSTEM/Electric System PREHEAT CIRCUIT (KEY SWITCH:ON) • When the key switch is turned ON, Terminal B is connected inside the key switch to Terminal M. • Part of the electric current from Terminal M flows • • • • • • to the glow relay, and the remainder excites the battery relay through #54 and #55 Terminals of Fuse Box A, and the battery power source supplies electricity to the glow relay through the fuse (100A). Electric current from #55 Terminal of Fuse Box A also enters #56 Terminal of ECM, and the preheating circuit of the ECM is started. Signal corresponding to the coolant temperature is being transmitted from the coolant temperature sensor to #283 Terminal of the ECM. ECM earths #60 Terminal, and controls the excitement time of the glow relay if the coolant temperature is below a set temperature. While the glow relay is being excited, electricity from the power source is supplied to the glow plug from the glow relay, and so preheating is made. While preheating is being made, as #233 Terminal of the ECM is earthed, electricity flows from #233 Terminal of the monitor unit to #233 terminal of the ECM, and the monitor unit lights the glow signal. In case preheating is not made, the glow signal is lit for two seconds for checking of indicator lights. NOTE: In case preheating has been made, preheating continues for a certain period of time even after the engine start (after-heating), but the glow signal is not lit. T2-4-6 SYSTEM/Electric System Key Switch Fuse Box A 264 362 692 157 From #6 Terminal of Fuse Box B 55 163 693 108 54 12 99 698 699 700 697 79 Glow Relay Monitor Unit Glow Signal Glow Plug 233 Coolant Temperature Sensor Fuse (100A) 60 56 283 284 233 Battery Relay Fusible Link To #638 Terminal of Fuse Box B ECM Battery T4GB-02-03-004 NOTE: Illustration shows flow of electricity in case preheating is being made with the glow relay excited and glow plug supplied with electricity from the power source. T2-4-7 SYSTEM/Electric System STARTING START) CIRCUIT (KEY SWITCH: Operation of Starter Relay Forward/Reverse Lever at Neutral Position • At START of the key switch, Terminal B is • At START of the key switch, continuity is made connected inside the key switch to Terminals M and ST. Electric current from Terminal M excites the battery relay through #54 and #55 Terminals of Fuse Box A, so electricity from the battery power source is led from the battery relay to Terminals B of the starter motor and the starter relay. Electric current from Terminal ST of the key switch flows through the neutral relay to Terminal S of the starter relay and the coil inside. Starter relay is turned ON, and electric current also flows to Terminal S of the starter from Terminal C of the starter relay. As a result, the relay inside the starter is turned ON, and the starter motor rotates. Also, the electric current from Terminal M of the key switch flows to all the controllers as a signal for notifying the key position at ON or START. between Terminals B and ST of the key switch, and electric current flows to the base of Transistor Q2 through Resistance R4 inside the starter relay. Transistor Q2 is turned ON, and electric current flows to Coil L of the relay. As a result, Terminals B and S of the starter are connected, and the starter operates. • When the engine is started, the alternator begins charging, and the voltage of Terminal R of the starter relay raises. • If this voltage reaches 21 – 22 V, Zener Diode Z is turned ON. As a result, Transistor Q1 is turned ON, and Transistor Q2 is turning OFF because no electric current flows to its base. At this moment, continuity between Terminals B and S of the starter is lost, and the starter is turned OFF. • C1 shown in the illustration below indicates a condenser for stabilizing working voltage. D4 is a diode for protection from reverse connection of the battery. • • • • • Starter Relay B S D3 (1) R3 R2 From Terminal L of Alternator Z R L R4 D2 Q1 C1 C C (2) (1) S Q2 M B (2) Starter E D4 B ST Key Switch Neutral Relay 12V Battery 12V T4GB-02-03-019 T2-4-8 SYSTEM/Electric System Key Switch 264 Fuse Box A 362 692 From #6 Terminal of Fuse Box B Signal of Key ON to (Monitor Unit) Signal of Key ON to (MC, ECM, and ICX) 157 464 55 163 693 108 12 54 79 99 699 700 697 No Forward/Reverse Signal Neutral Relay To #638 Terminal of Fuse Box B Fuse (100A) Starter Relay Fusible Link Battery Relay Battery Starter Motor Alternator T4GC-02-04--002 T2-4-9 SYSTEM/Electric System Forward/Reverse Lever at Operate Position • Starting Safety Circuit (Neutral Relay) • At START of the key switch, Terminal B can be • • • • • connected inside the key switch to Terminals M and ST. Electric current from Terminal ST of the key switch flows to the neutral relay, and the electric current from Terminal M of the key switch flows to the Terminals #54 and #55 of Fuse Box A then excites the battery relay. By exciting the battery relay, electricity from the battery power source flows to Terminals B of the starter motor and the starter relay. At this moment, either of the forward-reverse lever and the forward-reverse switch is at forward or reverse, the neutral relay is excited. Circuit between the neutral relay and Terminal S of the starter relay is blocked by excites the neutral relay. Therefore, in case either of the forward-reverse lever and the forward-reverse switch is at forward or reverse, the starter motor is not operated even if the key switch is at START. T2-4-10 SYSTEM/Electric System Key Switch Fuse Box A 264 362 692 210 From #6 Terminal of Fuse Box B 157 464 55 163 693 108 12 54 79 99 698 699 700 Forward/Reverse Operation Signal 697 Neutral Relay To #638 Terminal of Fuse Box B Fuse (100A) Starter Relay Fusible Link Battery Relay Battery Starter Motor T4GB-02-03-006 T2-4-11 SYSTEM/Electric System CHARGING CIRCUIT (KEY SWITCH:ON) • Engine starts, and the key switch returns to ON automatically. • At ON, Terminal B is connected inside the key switch to ACC and Terminal M. • Electric current from Terminal M of the key switch excites the battery relay through #54 and #55 Terminals of Fuse Box A. • When the engine rotates, the alternator begins to generate electricity, and the electric current from Terminal B of the alternator flows to the battery through the battery relay, charging the battery. • In the mean time, the electric current from Terminal L of the alternator flows to #119 Terminal of the monitor unit to have the monitor unit turn off the alternator indicator, and also flows to #594 Terminal of the ICF and #592 Terminal of the GPS to record history data of the engine operation time. T2-4-12 SYSTEM/Electric System Key Switch Fuse Box A 264 362 692 From #6 Terminal of Fuse Box B Alternator Indicator Monitor Unit 592 GPS 119 594 ICX 157 464 55 163 693 108 12 144 133 121 696 695 698 699 700 54 79 99 120 674 697 To #638 Terminal of Fuse Box B Fuse (100A) Starter Relay Fusible Link Battery Relay Battery Starter Motor T4GB-02-03-007 Alternator T2-4-13 SYSTEM/Electric System Operation of Alternator • Alternator consists of Field Coil FC, Stator Coil SC, • At first, electric current is not flowing to Field Coil Diode D, and others. Regulator consists of Transistors T1 and T2, Zener Diode ZD, Resistances R1 and R2, and others. Terminal B of the alternator is connected to Base B of Transistor T1 as follows. B - R - RF - (R) - R1 - Base B of Transistor T1 At On of the battery relay, the battery voltage works on Base B of Transistor T1 of the regulator, and continuity is made between Collector C and Emitter E. In other words, the earth end of Field Coil FC is grounded through Transistor T1. FC. When the rotor rotates, alternating voltage is generated in Stator Coil SC by the remanent magnetism of the rotor itself. • Electric current flows to Field Coil FC, and further magnetizes the rotor, resulting in rise of electric generation voltage. This further raises electric generation voltage, and charging the battery begins. • • • • Alternator B Battery Relay R L RF (R) Regulator R3 R4 R5 R6 D ZD R2 Battery B SC E R1 FC C T2 B D1 (F) G C E T1 (G) T157-04-02-008 T2-4-14 SYSTEM/Electric System Operation of Regulator • As electric generation voltage rises higher than • If voltage working on Zener Diode ZD lowers the set voltage of Zener Diode ZD, electric current flows to Base B of Transistor T2, and continuity is made between Connector C and Emitter E. • Operation of Transistor T2 stops flow of the electric current to Base B of Transistor T1, and turns T1 OFF. • Electric current stops flowing to Field Coil FC, and electric generation voltage of Stator Coil SC lowers. below the set voltage, Transistor T2 is turned OFF, and Transistor T1 is turned ON again. • Electric current flows to Field Coil FC, and electric generation voltage of Stator Coil SC is raised. • Electric generation voltage of the alternator is kept constant by repeating the above operations. RF Battery Relay R3 R4 R5 R6 Battery ZD R2 B SC A E C FC R1 (F) G D1 B C T2 E T1 (G) T157-04-02-009 T2-4-15 SYSTEM/Electric System SURGE VOLTAGE PREVENTION CIRCUIT • When the engine is stopped (key switch: OFF), • • • • • the electric current from Terminal M of the key switch is stopped, and the battery relay is turned OFF. Even if the key switch is turned off, the engine does not stop immediately keeping freewheeling, and the alternator continues generation of electricity. As the generated electric current does not flow to the battery, surge voltage (voltage rise) is generated, resulting in causes for failures of electronic equipment like the controller and other parts. For this reason, the surge voltage protection circuit is provided. During charging, the electric generation current from Terminal L of the alternator enters #119 Terminal of the monitor unit. Monitor unit earths #33 Terminal to the ground. Electric current flows to the excitement circuit of the load dump relay, and the load dump relay works. Therefore, even if the key switch is turned OFF during rotation of the engine, the electric current from the battery keeps exciting the battery relay through the load dump relay. Also, the battery relay is turned OFF about ten seconds after the alternator stops generation of electricity. T2-4-16 SYSTEM/Electric System Key Switch Load Dump Relay 33 Monitor Unit 119 Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 127 2 838 7 39 42 37 381 711 70 148 126 638 34 263 710 75 Fuse (100A) Starter Relay Fusible Link Battery Relay Battery Starter Motor T4GB-02-03-008 Alternator T2-4-17 SYSTEM/Electric System ENGINE STOP CIRCUIT • When the key switch is turned OFF from ON, the • ECM unexcited the fuel injection solenoid valve, electric current flowing from Terminal M to #56 Terminal of the ECM to show the key switch at ON is stopped. and the engine is stopped. Key Switch Fuse Box A 264 362 692 210 From #6 Terminal of Fuse Box B 157 54 55 163 80 108 12 79 99 698 699 700 697 To #638 Terminal of Fuse Box B Fuel Injection Solenoid Valve 56 Fuse (100A) Fusible Link Battery Relay ECM Battery T4GB-02-03-009 T2-4-18 SYSTEM/Electric System LAMPLIGHT CIRCUIT • Head Light Circuit: for turning on and off head lights, clearance lights and license light. • Turn Signal Circuit: for turning on and off turn signals • Brake Light Circuit: for turning on and off brake lights • Hazard Light Circuit: for turning on and off hazard light indicators • Horn Circuit: for sounding horn • Reverse Light/Buzzer Circuit: for turning on and off reverse lights and reverse buzzer • Parking Brake Circuit: for working and releasing parking brake • Emergency Steering Check Circuit (Optional): for confirming operation of emergency steering pump unit T2-4-19 SYSTEM/Electric System HEAD LIGHT CIRCUIT Clearance and License Light Circuit • Terminal B of the key switch is directly connected to the head light switch. • When the head light switch is positioned at (Clearance Lights), part of the electricity from the S terminal of the head light switch enters #47 Terminal of the monitor unit, and the illumination light of the monitor unit is lit. • Remainder of the electricity from the S terminal of the head light switch enters #710 Terminal of Fuse Box B, and further divided to #39 and #42 Terminals. • Electricity from the power source coming out of #39 Terminal of Fuse Box B lights front left and rear left clearance lights. • Electricity from the power source coming out of #42 Terminal of Fuse Box B lights the license light and the front right and rear right clearance lights. T2-4-20 SYSTEM/Electric System Head Light Switch Key Switch Fuse Box A Illumination Light 264 362 692 210 124 135 47 Monitor Unit 157 123 55 63 163 54 121 696 695 698 699 700 120 Front Right Clearance Light 694 697 Fuse Box B 838 348 149 577 Rear Right Clearance Light 126 6 11 9 35 158 127 2 License Light 638 34 263 7 39 42 37 381 711 70 710 75 Rear Left Clearance Light Fusible Link Front Left Clearance Light Battery Battery Relay T2-4-21 T4GB-02-03-010 SYSTEM/Electric System Head Light Lighting Circuit • When the key switch is turned ON, the electricity • • • • • • from the power source coming out of Terminal M of the key switch excites the battery relay through #54 and #55 Terminals of Fuse Box A, and the electricity from the battery power source flows to Fuse Box A and Fuse Box B. Electricity from the battery power source coming out of #124 Terminal of Fuse Box A enters the right head light relay. Electricity from the battery power source coming out of #121 Terminal of Fuse Box A enters the left head light relay. Electricity from the battery power source coming out of #127 Terminal of Fuse Box B enters the high beam relay. When the head light switch is positioned at (Head Lights), the electricity from the power source coming out of Terminal S lights each of the clearance lights (Refer to Clearance Light Lighting Circuit.), and the electricity from the power source coming out of Terminal H flows to the high-low beam switch. At this moment, if the high-low beam switch is turned to Lo (Low Beam), the electricity from the power source enters the right head light relay and the left head light relay, and the electricity from the battery power source enters the head lights to light them by exciting the respective relays. If the high-low beam switch is turned to Hi (High Beam), the electricity from the power source excites the high-beam relay, and the electricity from the battery power source enters and lights the high-beam lights. Electricity from the power source coming out of the high-low beam switch also enters #130 Terminal of the monitor unit, and lights the high-beam indicators. T2-4-22 SYSTEM/Electric System Head Light Switch High-Low Beam Switch Key Switch Lo Hi Fuse Box A Monitor Unit High-Beam Indicator High-Beam Right Head Light Left Head Light Relay Relay Relay 130 264 362 692 210 124 135 157 123 55 63 163 54 121 696 695 698 699 700 120 694 697 Fuse Box B 838 348 149 577 Right High-Beam Light 126 6 11 9 35 158 127 2 Right Head Light 638 34 263 7 39 42 37 381 711 Left High-Beam Light Left Head Light 70 710 75 Fusible Link Battery Battery Relay T2-4-23 T4GB-02-03-018 SYSTEM/Electric System TURN SIGNAL CIRCUIT • Electricity from the battery power source also • Electricity from the power source coming out of flows to the flasher relay coming out of #11 Terminal of Fuse Box B. • In case the turn signal switch is turned to left (L), Terminal L of the turn signal switch is earthed, and the left turn signal relay is excited. the flasher relay enters the front and rear left turn signal lights and #23 Terminal of the monitor unit through the left turn signal relay. • As a result, front and rear left turn signal lights and the left turn signal indicators flicker. Turn Signal Switch Left Turn Signal Monitor Unit Right Turn Signal Key Switch Left Right Turn Signal Relay Turn Signal 23 26 Rear Right Turn Signal Light Flasher Relay Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 127 2 838 711 75 148 126 638 34 Front Right Turn Signal Rear Left Turn Signal Fusible Link Battery Relay Front Left Turn Signal Battery T4GB-02-03-011 T2-4-24 SYSTEM/Electric System BRAKE LIGHT CIRCUIT • When the key switch is turned ON, the electricity • When the brake pedal is stepped, the brake light from the power source coming out of Terminal M of the key switch excites the battery relay, and the electricity from the battery power source enters #99 Terminal of Fuse Box A and the brake light relay through #12 Terminal. switch is earthed. • As a result, the brake light relay is excited, and the electricity from the battery power source enters the brake lights, and light them. Key Switch From #6 Terminal of Fuse Box B Brake Light Relay Brake Pedal Fuse Box A 264 362 692 210 124 135 Brake Light Switch 55 163 693 108 12 144 133 121 696 695 698 699 700 Right Brake Light 157 123 54 79 99 120 694 697 Left Brake Light Fusible Link Battery Relay Battery To #638 Terminal of Fuse Box B T4GB-02-03-012 T2-4-25 SYSTEM/Electric System HAZARD LIGHT CIRCUIT • Electricity from the battery power source also • Electricity from the power source coming out of flows to the flasher relay coming out of #11 Terminal of Fuse Box B. • In case the hazard switch is turned ON, the hazard switch is earthed, and the left and right turn signal relays are excited. the flasher relay enters all of the front and rear left and right turn signal lights and #23 and #26 Terminals of the monitor unit through the left and right turn signal relays. • As a result, all of the front and rear left and right turn signal lights and the left and right turn signal indicators flicker. Turn Signal Switch Left Turn signal Right Turn signal Monitor Unit Diode A Diode C Diode B Diode D Left Turn Signal Relay Right Turn Signal Relay 23 26 Rear Right Turn Signal Light Front Right Turn Signal Light Hazard Switch Flasher Relay Key Switch Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 127 2 838 7 39 42 37 381 711 70 148 126 638 34 263 710 75 Rear Left Turn Signal Light Fusible Link Battery Relay Front Left Turn Signal Light Battery T4GB-02-03-013 T2-4-26 SYSTEM/Electric System HORN CIRCUIT • When the key switch is turned ON, the electricity from the power source coming out of Terminal M excites the battery relay through #54 and #55 Terminals of Fuse Box A, and the electricity from the battery power source enters #120 Terminal of Fuse Box A and the horn relay through #133 Terminal. • Horn switch is earthed when pushed. • As a result, the horn relay is excited, and the electricity from the battery power source enters the horn, and the horn sounds. Key Switch From #6 Terminal of Fuse Box B Fuse Box A 264 362 692 210 124 135 Horn Relay Horn Switch 55 163 693 108 12 144 133 121 696 695 698 699 700 Horn 157 123 54 79 99 120 694 697 Battery Relay Fusible Link Battery To #638 Terminal of Fuse Box B T4GB-02-03-014 T2-4-27 SYSTEM/Electric System REVERSE LIGHT/BUZZER CIRCUIT • When the key switch is turned ON, the electricity from the power source coming out of Terminal M excites the battery relay through #54 and #55 Terminals of Fuse Box A. • Electricity from the battery power source enters #99 Terminal of Fuse Box A, and enters the reverse light relay through #108 Terminal. • When the forward-reverse lever is turned to reverse, Terminal R is earthed, and the MC earths #109 Terminal because the electricity from the power source flows to the forward-reverse lever through #84 Terminal of the MC. • As a result, the reverse light relay is excited, and the electricity from the battery power source flows to the reverse light and the reverse buzzer. T2-4-28 SYSTEM/Electric System Forward/Reverse Lever Key Switch From #6 Terminal of Fuse Box B Fuse Box A MC 84 264 362 692 210 124 135 Reverse Light Relay 157 123 54 55 163 693 108 12 144 133 121 696 695 698 699 700 109 Right Reverse Light 79 99 120 694 697 Reverse Buzzer Left Reverse Light Fusible Link Battery Relay Battery To #638 Terminal of Fuse Box B T4GC-02-04-003 T2-4-29 SYSTEM/Electric System PARKING BRAKE CIRCUIT • When the key switch is turned ON, the electricity • However, as a self-exciting circuit is formed in from the power source coming out of Terminal M excites the battery relay through #54 and #55 Terminals of Fuse Box A. Electricity from the power source enters #79 Terminal of Fuse Box A and Parking Brake Relay 1 through #163 Terminal of Fuse Box A. Electricity from the power source coming out of Terminal D of Parking Brake Relay 1 through Terminal B of Parking Brake Relay 1 flows to Terminal B of Parking Brake Relay 2 and Terminal B of the parking brake switch. Parking brake switch is composed of three circuits of ON, NEUTRAL, and OFF, and so constructed as to remain at ON when turned ON, but to automatically return to NEUTRAL when turned OFF. When the parking brake switch is turned OFF, electric current flows from Terminal E of the parking brake switch to Terminal A of Parking Brake 2 and the parking brake solenoid valve. At this moment, if the engine is not running, Parking Brake Relay 1 is excited because #684 Terminal of the monitor unit is earthed. Therefore, the parking brake cannot be released because the electricity from the power source having been supplied through Parking Brake 1 to Terminal B of the parking brake switch and Terminal B of the parking brake relay is blocked. In case the engine is running, Parking Brake Relay 2 is excited because the electric current from Terminal L of the alternator enters #119 Terminal of the monitor unit, releasing earthing of #684 Terminal of the monitor unit. As a result, a circuit in which electricity flows from Terminal C of Parking Brake Relay 2 to Terminal A of Parking Brake Relay 2 (self-exciting circuit) is formed, and the parking brake solenoid valve works, releasing the parking brake. As the parking brake switch automatically returns to neutral, the circuit from Terminal E of the parking brake switch to Parking Brake Relay 2 is blocked. Parking Brake Relay 2, electric current keeps flowing to the parking brake solenoid valve, keeping the released condition of the parking brake until the key switch is turned OFF or the parking brake switch is turned ON. • • • • • • • • • IMPORTANT: Parking brake cannot be released unless the engine is running. T2-4-30 • When the parking brake switch is turned ON, Terminal A of the parking brake switch is earthed, and Parking Brake Relay 1 is excited. • Electricity from the power source having been supplied to Terminal B of Parking Brake Relay 2 and Terminal B of Parking Brake Switch through Terminal D of Parking Brake Relay 2 is blocked. • As a result, the parking brake works because Parking Brake Relay 2 and the parking brake solenoid valve are unexcited. SYSTEM/Electric System Key Switch From #163Terminal of Fuse Box A From #6 terminal of Fuse Box B 684 Monitor Unit 119 From Terminal L of Alternator NEUTRAL Parking Brake Switch イ Parking Brake Parking Brake Relay 2 Relay 1 OFF AB E F GH A B CD E A B CD E 684 Monitor Unit 119 To #638 Terminal of Fuse Box B Fuse (100A) 157 123 54 55 163 693 108 12 144 133 121 696 695 698 699 700 (When forming a self-exciting circuit) ON Fuse Box A 264 362 692 210 124 135 Battery Relay 79 99 120 694 697 Battery Parking Brake Solenoid Valve From Terminal L of Alternator T4GB-02-03-016 NOTE: Illustration shows flow of electric current when the parking brake switch remains pushed after the parking brake switch has been turned OFF during rotation of the engine. T2-4-31 SYSTEM/Electric System EMERGENCY STEERING CHECK CIRCUIT (OPTIONAL) (Manual Check Circuit) • When the key switch is turned ON, the electric current from Terminal M the battery relay, and the electricity from the power source enters the emergency steering relay through #323 terminal of Fuse Box B, and also enters Terminal B of the emergency steering pump unit. • When the emergency steering check switch is turned ON, electric current flows to #179 Terminal of the monitor unit. • At the same time, as the monitor unit excites #180 Terminal, the emergency steering relay is excited. • Electricity from the power unit enters Terminal C of the emergency steering pump unit through the emergency steering relay, exciting Terminal B, and the emergency steering pump unit is started. IMPORTANT: Emergency steering pump unit is not so designed as to be operated for a long time. When its operation has been confirmed, turn the emergency steering check switch OFF by stopping pushing the switch. (Auto Check Circuit) • When the engine is started by turning the key switch to the ST position, the alternator starts generating electricity. • When part of the electricity generation signal from Terminal L of the alternator enters the monitor unit, and rises to the predetermined voltage, Terminal #180 is earthed, and the emergency steering relay is excited. • Electricity from the power unit enters Terminal C of the emergency steering pump unit through the emergency steering relay, exciting Terminal B, and the emergency steering pump unit is started. • The emergency steering pump unit works for several seconds, and then the earthed circuit of Terminal #180 is automatically cancelled and the emergency steering pump unit stops. • In case hydraulic oil higher than the predetermined value has been being delivered during operation of the emergency steering pump unit, the emergency steering pump delivery pressure switch is turned OFF, and the automatic inspection operation is stopped normally. • In case hydraulic oil higher than the predetermined value has not been being delivered, the emergency steering pump delivery pressure switch remains ON, and the emergency steering operation warning lamp on the monitor unit flickers to notify abnormality of the emergency steering pump unit. T2-4-32 SYSTEM/Electric System Key Switch Fuse Box A 264 362 692 210 124 135 464 55 163 80 108 12 157 123 54 79 120 Emergency Steering Check Switch Emergency Steering Relay 694 695 698 699 700 697 Fuse Box B Emergency Steering Pump Delivery Pressure Sensor 119 179 180 Emergency Steering Pump Unit 348 149 577 327 222 323 6 11 9 35 158 148 126 638 710 381 711 Monitor Unit 838 75 Battery Relay Fuse (100A) Battery Alternator T4GB-02-03-020 T2-4-33 SYSTEM/Electric System (Blank) T2-4-34 MEMO ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ 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SECTION 3 COMPONENT OPERATION Group 1 Pump Device CONTENTS Group 5 Steering Valve Outline ...................................................... T3-1-1 Outline ...................................................... T3-5-1 Main Pump ............................................... T3-1-2 Operation .................................................. T3-5-4 Regulator.................................................. T3-1-4 Steering Overload Relief Valve ................. T3-5-8 Priority Valve .......................................... T3-1-18 Pilot Pump,Pump Delivery Pressure Switch .................................. T3-1-19 Steering Main Relief Valve...................... T3-1-20 Group 2 Control Valve Group 6 Pilot Valve Outline (Two Lever Type Pilot Valve for Front Attachment) ................................... T3-6-1 Operation .................................................. T3-6-2 Electromagnetic Detent............................. T3-6-6 Outline ...................................................... T3-2-1 Outline (Joystick Type Pilot Valve for Hydraulic Circuit ..................................... T3-2-14 Front Attachment) ................................... T3-6-7 Main Relief Valve.................................... T3-2-22 Operation .................................................. T3-6-8 Overload Relief Valve ............................. T3-2-26 Electromagnetic Detent........................... T3-6-12 Restriction Valve..................................... T3-2-31 Outline (Lever Type Pilot Valve for Negative Control Valve ........................... T3-2-32 Additional Circuit) (Optional) ................. T3-6-13 Flow Rate Control Valve ......................... T3-2-34 Operation ................................................ T3-6-14 Outline (Joystick Type Pilot Valve for Group 3 Hydraulic Fan Motor Outline ...................................................... T3-3-1 Operation ................................................. T3-3-4 Additional Circuit) (Optional) ................... T3-6-17 Operation ................................................ T3-6-18 Flow Control Valve.................................... T3-3-6 Reverse Control Valve .............................. T3-3-8 Fun Pump ............................................... T3-3-10 Group 4 Pilot Valve Outline ...................................................... T3-4-1 Construction ............................................. T3-4-2 Operation ................................................. T3-4-3 4GCT-3-1 Group 7 Charging Block Group 11 Brake Valve Outline ...................................................... T3-7-1 Outline .................................................... T3-11-1 Priority Valve ............................................ T3-7-6 Operation ................................................ T3-11-4 Pilot Relief Valve ...................................... T3-7-7 Pump Torque Control Proportional Solenoid Valve ....................................... T3-7-8 Group 12 Others Pilot Shutoff Valve................................... T3-12-1 Propeller Shaft ........................................ T3-12-2 Service Brake Accumulator, Pilot Accumulator ................................... T3-7-9 Emergency Steering Check Block ........... T3-12-3 Parking Brake Solenoid Valve................ T3-7-10 Emergency Steering Pump (Optional) ..... T3-12-4 Service Brake Pressure Sensor.............. T3-7-12 Parking Brake Pressure Sensor ............. T3-7-12 Group 8 Ride Control Valve Outline ...................................................... T3-8-1 Operation ................................................. T3-8-4 Charge Cut Spool ..................................... T3-8-6 Over Load Relief Valve ............................. T3-8-8 Ride Control Accumlator ......................... T3-8-10 Drain Plug ...............................................T3-8-11 Group 9 Drive Unit Outline ...................................................... T3-9-1 Torque Converter...................................... T3-9-2 Transmission ............................................ T3-9-4 Transmisson Regulator Valve ................. T3-9-26 Transmission Control Valve .................... T3-9-28 Manual Spool (Emergency Travel Spool .................................................... T3-9-36 Proportional Solenoid Valve.................... T3-9-38 Group 10 Axle Outline .................................................... T3-10-1 Differential .............................................. T3-10-2 Torque Proportioning Differential (TPD).. T3-10-6 Limited Slip Differential (LSD)................. T3-10-8 Service Brake ........................................T3-10-10 Final Drivel Axle Shaft ...........................T3-10-12 4GCT-3-2 COMPONENT OPERATION / Pump Device OUTLINE Pump device has a main pump (1) and a pilot pump (2), and main pump (1) has a built-in priority valve (6). Driving force of the engine is transmitted to the shaft (3) through the transmission input shaft, and actuates main pump (1) and pilot pump (2). Main pump (1) is a swash-plate type variable displacement axial plunger pump. Pilot pump (2) is a gear pump. Pump delivery pressure switch (4) is provided for controlling the main pump. 1 2 5 6 3 4 T4GB-03-01-001 1 - Main Pump 3 - Shaft 5- 2 - Pilot Pump 4 - Pump Delivery Pressure Switch 6- T3-1-1 Steering Main Relief Valve Priority Valve COMPONENT OPERATION / Pump Device MAIN PUMP Main pump supplies pressure oil for operating the cylinders and other hydraulic components. Also, the pump is provided with a regulator for controlling the delivery flow. Shaft (5) is connected with the cylinder block (1), and shaft (5) and cylinder block (1) corotate. 1 2 When cylinder block (1) rotates, plungers (2) reciprocate inside the cylinder block because of the tilting of swash plate (4), and delivers the hydraulic oil. Control of the main pump delivery is made by changing the tilting angle of swash plate (4) with servo piston 1 (3) and servo piston 2 (6) which increase or decrease the stroke of plungers (2). 3 4 5 6 8 7 T4GB-03-01-002 1 - Cylinder Block 2 - Plunger 34- Servo Piston 1 (2 pieces) Swash Plate 56- T3-1-2 Shaft Servo Piston 2 78- Feed Back Lever Link COMPONENT OPERATION / Pump Device Increase and Decrease Operations of Delivery Flow Tilting angle variation of swash plate (4) is made by the movement of servo piston 1 (3) and servo piston 2 (6). Movement of the servo pistons is controlled by the regulator. Also, the feed back of the swash plate movement is given to the regulator by feed back lever (7) and link (8). 7 8 6 3 4 NOTE: Refer to the following pages for operation of the regulator. • Tilting Change Operation Tilting center of the swash plate is located at A in the drawings right. Pilot pressure is always applied to servo piston 2 (6). Therefore, when the circuit of servo piston 1’s (3) is connected to the hydraulic oil tank, swash plate (4) tilts clockwisw around A. Conversely, as there are two servo piston 1’s (3), when pilot pressure is applied to both of servo piston 1’s (3) and servo piston 2, the swash plate (4) tilts counterclockwise around A. T4GB-03-01-022 A Minimum Tilting 6 3 4 • Feed Back Operation End of feed back lever (7) is inserted into the boss on the side face of the swash plate (4). When swash plate (4) tilts, the boss also moves, and feed back lever (7) moves together. For example, if swash plate (4) tilts to the maximum tilting position from the minimum tilting position, the center of feed back lever (7) moves from B to C. This movement of feed back lever (7) moves link (8), and feed back is given to the regulator. Housing Maximum Tilting 8 7 T4GB-03-01-023 A 4 Boss Housing C T3-1-3 B T4GB-03-01-024 COMPONENT OPERATION / Pump Device REGULATOR Regulator controls flow of the main pump, receiving various kinds of signal pressure. The regulator includes the spring (1), sleeve 1 (2), sleeve 2 (7), spool 1 (3), spool 2 (6), piston (4), load piston (5), inner spring (8), and outer spring (9). Regulator opens and closes the circuit leading to servo piston 1 (10) by receiving various kinds of signal pressure, and controls delivery flow of the pump by varying the tilting angle of swash plate (11). NOTE: Pilot primary pressure (Pg) is always applied to Servo Piston 2 (12). 3 2 Pi1 T Air Vent 1 4 Pi2 Pg ST T Pd1 T 5 7 6 10 8、9 Large Small Tilting Angle 12 T4GB-03-01-006 Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-4 Pi1 - Pump Control Pressure 1 Pi2 - Pump Control Pressure 2 Pg - Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device 2 5 4 3 6 7 10 4 - Piston 5 - Load Piston 6 - Spool 2 8 9 11 T4GB-03-01-007 12 1 - Spring 2 - Sleeve 1 3 - Spool 1 1 7 - Sleeve 2 8 - Inner Spring 9 - Outer Spring T3-1-5 10 - Servo Piston 1(2 pieces) 11 - Swash Plate 12 - Servo Piston 2 COMPONENT OPERATION / Pump Device Control Function of Regulator Regulator has the following three control functions. • Control by Pump Control Pressure Pump flow control valve inside the control valve controls the pump control pressure (Pi1 - Pi2) in response to the operating stroke of the control lever. By receiving this pump control pressure (Pi1 - Pi2), the regulator increases or decreases the pump delivery flow in response to the pressure. When the control lever is operated, pump control pressure (Pi1 - Pi2) lowers, and the regulator increases the pump delivery flow. If the control lever is returned to neutral, pump control pressure (Pi1 Pi2) rises, and the regulator decreases the pump delivery flow. Flow (Q) 0 Pump Control Pressure (Pi1-Pi2) • Control by Pump Delivery Pressure (Self Delivery Pressure) Pump Delivery Pressure (Self Delivery Pressure) Pd1 enters the regulator. In case this pump pressure exceeds the set P - Q line, the pump delivery flow is decreased to return the pressure to the P - Q line. Flow (Q) Pressure Increase Flow Decrease • Control by Pilot Pressure from Torque Control Solenoid Valve MC (Main Controller) makes arithmetic operations of the operating conditions of the vehicle body, and transmits signals to the pump torque control solenoid valve to obtain needed pump torque. Pump torque control solenoid valve transmits Pump Torque Control Pressure ST corresponding to this signal to the regulator. Regulator, receiving the pilot pressure, decreases the pump delivery flow. 0 Flow (Q) 0 T3-1-6 Pressure (P) Pressure (P) COMPONENT OPERATION / Pump Device (Blank) T3-1-7 COMPONENT OPERATION / Pump Device Control by Pump Control Pressure Flow Decrease 1. When the control lever stroke is reduced, pressure difference arising before and after the flow control valve (difference between pressure Pi1 and Pi2) in the control valve is enlarged. 2. Pump Control Pressure Pi1 pushes Spool 1 (3), and Spool 1 (3) moves toward the arrow. 3. This movement causes Pilot Primary Pressure Pg to be led to servo piston 1 (10) also. 4. As there are two servo piston 1’s (10), the swash plate (11) tilts toward the flow decreasing direction. 5. Movement of swash plate (11) is conveyed to sleeve 1 (2) through feed back lever link (13). Sleeve 1 (2) moves toward the movement of spool 1 (3). 6. Pilot pressure having been led to servo piston 1 (10) is blocked when sleeve 1 (2) has moved the same distance as spool 1 (3). This causes servo piston 1’s (10) to stop and the flow decrease is completed. Flow (Q) 0 Pump Control Pressure (Pi1-Pi2) 3 2 Pi1 1 Air Vent T 4 Pi2 Pg ST T Pd1 T 13 10 Small Large 12 Tilting Angle T4GB-03-01-006 1234- Spring Sleeve 1 Spool 1 Piston Pd1 ST T- T3-1-8 10 11 12 13 - Pump Delivery Pressure (Self Delivery Pressure) Torque Control Pressure Return Line to Hydraulic Oil Tank Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 3 2 4 1 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 13 Self Delivery Pressure Pd1 12 11 10 T4GB-03-01-008 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 3 2 4 1 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 13 Self Delivery Pressure Pd1 12 10 11 T4GB-03-01-009 T3-1-9 COMPONENT OPERATION / Pump Device Flow Increase 1. When the control lever stroke is enlarged, pressure difference arising before and after the flow control valve (difference between pressure Pi1 and Pi2) in the control valve is reduced. 2. Force due to spring (1) and Pump Control Pressure Pi2 pushes spool 1 (3), and spool 1 (3) moves toward the arrow. 3. This movement causes the circuit of servo piston 1’s (10) to be led to the hydraulic oil tank. 4. As Pilot Primary Presuure Pg is always applied to servo piston 2 (12), the swash plate (11) tilts toward the flow increasing direction. 5. Movement of the swash plate (11) is transmitted to sleeve 1 (2) through the feed back lever link (13). Sleeve 1 (2) moves toward the movement of spool 1 (3). 6. When sleeve 1 (2) has moved the same distance as spool 1 (3) did, communication of servo piston 1’s (10) with the hydraulic tank is stopped, and this causes servo piston 1’s (10) to stop and the flow increase is completed. Flow (Q) 0 Pump Control Pressure (Pi1-Pi2) 3 2 Pi1 1 Air Vent T 4 Pi2 Pg ST T Pd1 T 13 10 Large Small 12 Tilting Angle T4GB-03-01-006 1234- Spring Sleeve 1 Spool 1 Piston 10 11 12 13 - Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-10 Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 3 2 4 1 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 13 Self Delivery Pressure Pd1 12 10 11 T4GB-03-01-010 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 3 2 4 1 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 13 Self Delivery Pressure Pd1 12 10 11 T4GB-03-01-011 T3-1-11 COMPONENT OPERATION / Pump Device Control by Pump Delivery Pressure (Self Delivery Pressure) Flow Decrease 1. When load is applied to the pump by making one operation or another, Pump Delivery Pressure Pd1 rises. (As done during an operation, the pump control pressure (Pi1 - Pi2) remains lowered.) 2. Load piston (5) pushes spool 2 (6), the inner spring (8), and the outer spring (9), and Spool 2 (6) moves toward the arrow. 3. This movement causes Pilot Primary Pressure Pg to be led to servo piston 1’s (10) also. 4. As there are two servo piston 1 (10), the swash plate (11) tilts toward the flow decreasing direction. 5. This movement of the swash plate (11) is conveyed to sleeve 2 (7) through the feed back lever link (13). Sleeve 2 (7) moves toward the movement of spool 2 (6). 6. Pilot pressure having been led to servo piston 1 (10) is blocked when sleeve 2 (7) has moved the same distance as spool 2 (6). This causes servo piston 1’s (10) to stop and the flow decrease is completed. Flow (Q) 0 Pressure (P) Pi1 Air Vent T Pi2 Pg ST T Pd1 T 5 7 6 10 8、9 Large Small Tilting Angle 12 13 T4GB-03-01-006 56789- Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-12 10 11 12 13 - Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device Pump Control Pressure Pi1 5 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 9 13 Self Delivery Pressure Pd1 12 10 11 T4GB-03-01-012 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 13 Self Delivery Pressure Pd1 9 12 10 11 T4GB-03-01-013 T3-1-13 COMPONENT OPERATION / Pump Device Flow Increase 1. When the pump load is reduced, Self Delivery Pressure Pd1 lowers. (As done during an operation, the pump control pressure (Pi1 - Pi2) remains lowered.) 2. Load piston (5) and spool 2 (6) are pushed by inner spring (8) and outer spring (9), and spool 2 (6) moves toward the arrow. 3. This movement causes the circuit of servo piston 1’s (10) to be led to the hydraulic oil tank. 4. As Pilot Primary Presuure Pg is always applied to servo piston 2 (12), swash plate (11) tilts toward the flow increasing direction. 5. Movement of swash plate (11) is conveyed to sleeve 2 (7) through feed back lever link (13). sleeve 2 (7) moves toward the movement of spool 2 (6). 6. When sleeve 2 (7) has moved the same distance as spool 2 (6), the openings of spool 2 (6) and sleeve 2 (7) close, stopping communication of servo piston 1’s (10) with the hydraulic tank, and this causes servo piston 1’s (10) to stop and the flow increase is completed. Flow (Q) 0 Pressure (P) Pi1 Air Vent T Pi2 Pg ST T Pd1 T 5 7 8、9 6 10 12 Large Small Tilting Angle 13 T4GB-03-01-006 56789- Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-14 10 11 12 13 - Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 13 Self Delivery Pressure Pd1 9 12 10 11 T4GB-03-01-014 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST Self Delivery Pressure Pd1 13 12 10 11 T4GB-03-01-015 T3-1-15 COMPONENT OPERATION / Pump Device Control of Torque Control Solenoid Valve by Pilot Pressure Flow Decrease 1. Command from the MC (main controller) drives the pump torque control solenoid valve, and Pump Torque Control Pressure ST enters the regulator. 2. Adding to Self Delivery Pressure Pd1, Pump Torque Control Pressure ST works on load piston (5). 3. Load piston (5) pushes spool 2 (6), inner spring (8), and outer spring (9), and spool 2 (6) moves toward the arrow. 4. This movement causes Pilot Primary Pressure Pg to be led to servo piston 1’s (10) also. 5. As there are two servo piston 1 (10), swash plate (11) tilts toward the flow decreasing direction. 6. This movement of swash plate (11) is conveyed to sleeve 2 (7) through feed back lever link (13). sleeve 2 (7) moves toward the movement of spool 2 (6). 7. Pilot pressure having been led to servo piston 1 (10) is blocked when sleeve 2 (7) has moved the same distance as spool 2 (6). This causes servo piston 1’s (10) to stop and the flow decrease is completed. Flow (Q) 0 Pressure (P) Pi1 Air Vent T Pi2 Pg ST T Pd1 T 5 7 8、9 6 10 Large Small Tilting Angle 12 13 T4GB-03-01-006 56789- Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-16 10 11 12 13 - Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 9 13 Self Delivery Pressure Pd1 12 10 11 T4GB-03-01-016 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 13 Self Delivery Pressure Pd1 9 12 10 11 T4GB-03-01-017 T3-1-17 COMPONENT OPERATION / Pump Device PRIORITY VALVE (Refer to the Main Curcuit in the SYSTEM / Hydraulic System) Main pump has a built-in priority valve. Priority valve is installed for effectively distributing the main pump delivery oil to the steering valve and the control valve. Before Steering Operation Operation 1. Before Steering Operation Pressure oil from the main pump tends to flow to the steering valve through Port CF, but flows to the both ends of the priority valve spool because Port CF is blocked. Pressure oil on one end of the spool flows from Port LS to the hydraulic oil tank through the steering valve, and its pressure is lowered. The spool to both ends of which different pressures are applied moves toward Port LS, overcoming the the spring force. Therefore, the majority of the main pump pressure oil flows to the control valve through Port EF. 2. In Steering Operation If steering is operated, and the steering valve spool moves, pressure at Port LS rise in response to the amount of the steering valve spool movement. The spool is pushed up by the pressure at Port LS and the spring force. Therefore, the main pump pressure oil flows to both Port EF and Port CF. When the steering valve spool moves to the maximum stroke, the majority of the main pump pressure oil flows to the steering valve through Port CF. Port CF To Steering Valve From Main Pump To Control Valve Port EF Spool Spring Port LS To Hydraulic Oil Tank T4GB-03-01-018 In Steering Operation Port CF To Steering Valve From Main Pump To Control Valve Spool Port EF Spring Port LS T4GB-03-01-019 T3-1-18 COMPONENT OPERATION / Pump Device PILOT PUMP Drive gear (1) is driven throught the shaft of the main pump, and the diven gear (2) geared to this also rotates. 1 - Drive Gear Suction Port 1 2 2 - Driven Gear Delivery Port T137-02-03-005 PUMP DELIVERY PRESSURE SWITCH Pump delivery pressure necessary for various kinds of control is sensed. Hydraulic pressure is received by the diaphragm (9), and deformation of the diaphragm is sensed as an electric signal. 6 - Earth 7 - Output 8 - Electric Source (5V) 9 - Pressure-applied Part (Diaphragm) 6 T3-1-19 7 8 9 T157-02-03-010 COMPONENT OPERATION / Pump Device STEERING MAIN RELIEF VALVE Main pump has a built-in steering main relief valve. When the steering circuit pressure exceed the set pressure, pressure oil is returned to the hydarulic oil tank through inside of the main pump housing. Before Operation Steering Circuit Pressure for up to Set Pressure Operation In case steering circuit pressure exceed the set pressure, the puppet is pushed toward the spring, and pressure is returned to the hydraulic oil tank through inside of the main pump housing. NOTE: When the steering relief valve is operated, the spool of the priority valve moves to the Port LS end, and the majority of the pressure oil from the main pump flows to the control valve through Port EF. (Refer to T3-1-18.) T4GB-03-01-020 In Operation Steering Circuit Pressure for less than Set Pressure To Main Pump Housing T4GB-03-01-021 T3-1-20 COMPONENT OPERATION / Control Valve OUTLINE Control valve controls pressure, flow, and direction of oil in the hydraulic circuit. The control valve includes the main relief valve, overload relief valve, negative control valve, restriction valve, flow control valve, and spool, and its operation is of the hydraulic pilot type. ZW250 ZW220 Lift Arm Lift Arm Bucket Bucket T4GB-03-02-001 T4GB-03-02-002 T3-2-1 COMPONENT OPERATION / Control Valve Component Layout ZW220 1 2 3 4 11 5 6 7 7 10 9 T3-2-2 8 T4GB-03-02-003 COMPONENT OPERATION / Control Valve ZW220 A 7 6 8 9 7 5 B C D E 4 2 3 T4GB-03-02-004 1 - Bucket Flow Control Valve 2 - Negative Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7 - Restriction Valve 8 - Low-pressure Relief Valve 9 - Main Relief Valve T3-2-3 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) COMPONENT OPERATION / Control Valve ZW220 1 2 3 4 11 5 6 7 7 10 9 T3-2-4 8 T4GB-03-02-003 COMPONENT OPERATION / Control Valve ZW220 8 9 Section A * 7 7 2 T4GB-03-02-005 Section B* 8 9 T4GB-03-02-006 1 - Bucket Flow Control Valve 2 - Negative Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7- Restriction Valve 8- Low-pressure Relief Valve 9- Main Relief Valve * Refer to T3-2-3. T3-2-5 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) COMPONENT OPERATION / Control Valve ZW220 1 2 3 4 11 5 6 7 7 10 9 T3-2-6 8 T4GB-03-02-003 COMPONENT OPERATION / Control Valve ZW220 Section C* 6 10 7 7 5 * Section D 1 11 4 3 Section E * 2 T4GB-03-02-007 1 - Bucket Flow Control Valve 2 - Negative Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7- Restriction Valve 8- Low-pressure Relief Valve 9- Main Relief Valve * Refer to T3-2-3. T3-2-7 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) COMPONENT OPERATION / Control Valve ZW250 1 2 3 4 5 6 8 7 8 9 11 10 T4GB-03-02-008 T3-2-8 COMPONENT OPERATION / Control Valve ZW250 D 10 C 6 7 8 8 A E 5 4 3 T4GB-03-02-009 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Negative Control Valve 4 - Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7 - Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9 - Low-pressure Relief Valve T3-2-9 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) COMPONENT OPERATION / Control Valve ZW250 1 2 3 4 5 6 8 7 8 9 11 10 T4GB-03-02-008 T3-2-10 COMPONENT OPERATION / Control Valve ZW250 Section A* 11 7 6 8 8 Section B* 1 2 5 4 T4GB-03-02-010 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Negative Control Valve 4- Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7- Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9- * Refer to T3-2-9. T3-2-11 Low-pressure Relief Valve 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) COMPONENT OPERATION / Control Valve ZW250 1 2 3 4 5 6 8 7 8 9 10 11 T4GB-03-02-008 T3-2-12 COMPONENT OPERATION / Control Valve ZW250 Section C:* 10 9 Section D* C 3 E Section E* 3 T4GB-03-02-011 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Negative Control Valve 4- Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7- Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9- * Refer to T3-2-9. T3-2-13 Low-pressure Relief Valve 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) COMPONENT OPERATION / Control Valve HYDRAULIC CIRCUIT ZW220 Main Circuit Main circuit contains a parallel circuit, which enables compound operations. Main circuit (between the pump and the cylinder) is provided with the main relief valve. The main relief valve prevents pressure inside the main circuit from increasing over the set pressure during operation (when any control lever is operated). Front circuit (between the control valve and the cylinder) of the lift arm bucket is provided with the overload relief valve. Overload relief valve prevents surge pressure from being developed be external loads in the front circuit and from increasing over the set pressure at neutral position of the spool (neutral position of the control lever). T3-2-14 COMPONENT OPERATION / Control Valve Bucket Cylinder Lift Arm Cylinder Control Valve Bucket Overload Relief Valve Lift Arm Parallel Circuit Main Relief Valve Main Pump T4GB-03-02-012 T3-2-15 COMPONENT OPERATION / Control Valve ZW250 Main Circuit Main circuit contains a parallel circuit, which enables compound operations. Main circuit (between the pump and the cylinder) is provided with the main relief valve. The main relief valve prevents pressure inside the main circuit from increasing over the set pressure during operation (when any control lever is operated). Front circuit (between the control valve and the cylinder) of the lift arm bucket is provided with the overload relief valve. Overload relief valve prevents surge pressure from being developed be external loads in the front circuit and from increasing over the set pressure at neutral position of the spool (neutral position of the control lever). T3-2-16 COMPONENT OPERATION / Control Valve Bucket Cylinder Lift Arm Cylinder Control Valve Overload Valve Bucket Lift Arm Parallel Circuit Main Relief Valve Main Pump T4GB-03-02-023 T3-2-17 COMPONENT OPERATION / Control Valve Pilot Operation Circuit ZW220 Pressure oil from the pilot valve (shown in numerals) works on the spool of the control valve, and moves the spool. • Pressure oil is being sent to the bucket spool for dumping and crowding operations. • Pressure oil is being sent to the lift arm spool for raising and lowering operations. Spool for lowering is two-staged, and the first stage is for lowering the lift arm, while the second stage is for floating the lift arm. T3-2-18 COMPONENT OPERATION / Control Valve Bucket Pilot Valve Lift Arm Pilot Valve 1 3 2 4 Pilot Pump Control Valve Bucket 1 2 Lift Arm 4 3 Main Pump T4GB-03-02-013 1 - Bucket Crowding 2 - Bucket Dumping 34- Lift Arm Lowering Lift Arm Raising T3-2-19 COMPONENT OPERATION / Control Valve ZW250 Pressure oil from the pilot valve (shown in numerals) works on the spool of the control valve, and moves the spool. • Pressure oil is being sent to the bucket spool for dumping and crowding operations. • Pressure oil is being sent to the lift arm spool for raising and lowering operations. Spool for lowering is two-staged, and the first stage is for lowering the lift arm, while the second stage is for floating the lift arm. T3-2-20 COMPONENT OPERATION / Control Valve Bucket Pilot Valve Lift Arm Pilot Valve 1 3 2 4 Pilot Pump Control Valve Bucket 2 1 4 Lift Arm 3 4 Main Pump T4GB-03-02-024 1 - Bucket Crowding 2 - Bucket Dumping 3 - Lift Arm Lowering 4 - Lift Arm Raising T3-2-21 COMPONENT OPERATION / Control Valve MAIN RELIEF VALVE Main relief valve prevents pressure inside the main circuit from increasing over the set pressure during operation of the cylinder. This prevents oil leakage from the hoses and piping fittings as well as cylinder breakage. ZW220 Operation of Relief Valve 1. Pressure at port HP (in the main circuit) works on the pilot poppet through orifice A of the main poppet and orifice B of the seat. 2. When the pressure at Port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP (in the hydraulic oil tank) passing through passage A and the periphery of the sleeve. 3. At this time, pressure difference arises between port HP and the spring chamber, caused by orifice A. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the main poppet opens, and the pressure oil at port HP flows to port LP. 5. As a result, pressure in the main circuit lowers. 6. If the main circuit pressure lowers to the set pressure, the main poppet is closed by the force of spring A. T3-2-22 COMPONENT OPERATION / Control Valve In Normal Condition: Main Poppet Orifice A Orifice B Seat Passage A Spring B HP Sleeve LP Spring Chamber Spring A T4GB-03-02-034 Pilot Poppet When Relieving: Main Poppet Orifice A Orifice B Seat Passage A Spring B HP Sleeve LP Spring Chamber Spring A T3-2-23 Pilot Poppet T4GB-03-02-035 COMPONENT OPERATION / Control Valve ZW250 Operation of Relief Valve 1. Pressure at port HP (in the main circuit) works on the pilot poppet through orifice A of the main poppet and orifice B of the seat. 2. When the pressure at port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP (in the hydraulic oil tank) passing through passage A and the periphery of the sleeve. 3. At this time, pressure difference arises between port HP and the spring chamber, caused by orifice A. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the main poppet opens, and the pressure oil at port HP flows to port LP. 5. As a result, pressure in the the main circuit lowers. 6. If the main circuit pressure lowers to the set pressure, the main poppet is closed by the force of spring A. T3-2-24 COMPONENT OPERATION / Control Valve In Normal Condition: Orifice A Main Poppet Orifice B Seat Passage A Spring B HP Sleeve LP Spring Chamber Spring A Pilot Poppet T4GB-03-02-025 When Relieving: Orifice A Main Poppet Orifice B Seat Passage A Spring B HP LP Sleeve Spring Chamber Spring A Pilot Poppet T4GB-03-02-026 T3-2-25 COMPONENT OPERATION / Control Valve OVERLOAD RELIEF VALVE (With Make-up Function) Overload relief valve is installed on the bottom end of the lift arm and the bottom and rod ends of the bucket. Overload relief valve so controls pressure in each front circuit not to rise abnormally. It also makes make-up operation by refilling oil from the hydraulic oil tank for preventing cavitation. Operation of Relief Valve in ZW220 (Port on Bucket Rod) & ZW250 (All Ports) Make-up Operation 1. When the pressure at port HP (in the front circuit) lowers than the pressure at port LP (in the hydraulic oil tank), the sleeve moves right. 2. Hydraulic oil at port LP flows into port HP, and cavitation is prevented. 3. When the pressure at port HP rises to the set pressure, the sleeve is closed by the force of spring C. 1. Pressure at port HP (in the front circuit) works on the pilot poppet through the orifice of the piston. 2. When the pressure at port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP (in the hydraulic oil tank) passing through passage A and the periphery of the sleeve. 3. At this time, pressure difference arises between port HP and the spring chamber, caused by the orifice. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the piston and the main poppet open, and the pressure oil at port HP flows to port LP. 5. As a result, pressure in the the main circuit lowers. 6. If the front circuit pressure lowers to the set pressure, the piston and the main poppet are closed by the force of spring A. T3-2-26 COMPONENT OPERATION / Control Valve In Normal Condition: Main Poppet Spring A Sleeve Passage A Spring B HP T4GB-03-02-030 LP Orifice Piston Spring Chamber Pilot Poppet Spring C When Relieving: Main Poppet Sleeve Spring A Passage A Spring B HP LP Orifice T4GB-03-02-031 Spring Chamber Pilot Poppet Piston In Make-up Operation: Sleeve HP LP R4GB-03-02-032 Spring C T3-2-27 COMPONENT OPERATION / Control Valve Operation of Relief Valve in ZW220 (Ports on Bottom End of Lift Arm and Bucket) 1. Pressure at port HP (front circuit) passes the seat, and works on the shaft. 2. When the pressure at port HP rises to the value corresponding to the set force of spring A, the shaft moves, and pressure oil flows to port LP. 3. As a result, the pressure in the front circuit lowers. 4. If the pressure in the front circuit lowers to the set pressure, the shaft is moved by the force of spring A, and the oil passage closes. Make-up Operation 1. When the pressure at port HP (in the front circuit) lowers than the pressure at port LP (in the hydraulic oil tank), the sleeve moves right. 2. Hydraulic oil at port LP flows into port HP, and cavitation is prevented. 3. When the pressure at port HP rises to the set pressure, the sleeve is closed by the force of spring C. T3-2-28 COMPONENT OPERATION / Control Valve In Normal Condition: Seat HP Shaft LP Spring B Spring A T4GB-03-02-027 When Relieving: Seat Shaft HP LP Spring B Spring A T4GB-03-02-028 In Make-up Operation: Seat HP Shaft LP Spring B Spring A T4GB-03-02-029 T3-2-29 COMPONENT OPERATION / Control Valve (Blank) T3-2-30 COMPONENT OPERATION / Control Valve RESTRICTION VALVE Restriction valve is installed at the inlet part to the pilot circuit on the both ends of the spool for the lift arm. If the pilot valve is made at the neutral position during operation of the lift arm, the pilot pressure oil having been supplied to the spool for the lift arm is drained through the orifice of the check valve of the restriction valve, and pilot pressure gradually lowers. As a result, shock to the body occurring in operation of the front attachment can be reduced by gradually returning the lift arm spool to the neutral position. Check Valve Spool End Orifice Pilot Valve End T4GB-03-02-014 T3-2-31 COMPONENT OPERATION / Control Valve NEGATIVE CONTROL VALVE Control valve has a built-in negative control valve. Negative control valve controls the main pump delivery flow of the main pump by the flow control pressure (Pc1 and Pc2). Negative Control Valve Orifice Pc2 Operation Pc1 • At Neutral Pressure oil coming through the control valve neutral circuit at neutral position of the control valve is supplied as pilot pressure for controlling the pump delivery flow from before and after the orifice of the negative control valve installed at the outlet of the control valve. At this time, spool B moves left because differential pressure is occurring between the Pc1 and Pc2. Therefore, pilot pressure (PS2) enters the large-diameter chamber for the servo piston through spool B and spool A. Pilot pressure (PS2) also enters the small-diameter chamber for the servo piston, but as the the large-diameter chamber has a larger area than the small-diameter chamber, the servo piston moves right, and the pump delivery flow is reduced. • In Operation In operations handling the lift arm and the bucket, pressure oil is not supplied to Pc1 and Pc2. At this time, differential pressure is lowered between the Pc1 and Pc2, so the regulator for the main pump is at neutral, and restriction of delivery flow is not made (increase pump delivery flow). Main Pump Neutral Circuit NOTE: Illustration shows the control valve for the ZW220. T3-2-32 Large-Diameter Chamber Servo Piston Small-Diameter Chamber Spool A Pilot Pressure (PS2) Spool B T4GB-03-02-015 COMPONENT OPERATION / Control Valve ZW220 Section A ZW250 *1,*2 Section D *3,*4 From Main Pump From Main Pump Pc2 Section E Pc1 E Orifice Part *1 Section E *3 Pc1 Pc1 Orifice Part Pc2 Pc2 Negative Control Valve T4GB-03-02-017 Negative Control Valve T4GB-03-02-016 *1: Refer to T3-2-3. *2: Refer to T3-2-5. *3: Refer to T3-2-9. *4: Refer to T3-2-13. T3-2-33 COMPONENT OPERATION / Control Valve FLOW CONTROL VALVE In Compound Operation of Bucket Crowding and Lift Arm Raising Flow control valve is installed in the bucket circuit, and narrows the circuit in compound operations, giving priority to operations of the other actuators. ZW220 In Single Operation of Bucket Crowding 1. Pressure oil from the main pump passes the lift arm spool. 2. Pressure oil from the lift arm spool flows to the bucket spool through check valve 1, and is supplied to the bucket cylinder. 1. Part of the pressure oil from the main pump is supplied to the lift arm cylinder through the lift arm spool. 2. Remainder of the pressure oil from the main pump is supplied to the bucket spool through the parallel circuit. 3. At that time, flow is restricted because pressure oil passes the orifice through check valve 2. 4. Pressure oil having passed the orifice flows to the bucket spool, and is supplied to the bucket cylinder. 5. As a result, flow to the bucket spool is restricted, and more pressure oil is supplied to the lift arm end having higher pressure, and both the bucket and the arm move. Inlet of Pressure Oil from Main Pump in Lift Arm Spool Operation Check Valve 2 Orifice Check Valve 1 To Bucket Spool T4GB-03-02-020 Inlet of Pressure Oil from Main Pump at Neutral of Lift Arm Spool T3-2-34 COMPONENT OPERATION / Control Valve ZW220 In Single Operation of Bucket Crowding Bucket Cylinder Bucket Spool Pilot Pressure Check Valve 1 Lift Arm Spool T4GB-03-02-019 In Compound Operation of Bucket Crowding and Lift Arm Raising Bucket Cylinder Pilot Pressure Bucket Spool Check Valve 2 Lift Arm Cylinder Orifice Pilot Pressure Lift Arm Spool Parallel Circuit T4GB-03-02-019 T3-2-35 COMPONENT OPERATION / Control Valve ZW250 In Single Operation of Bucket Crowding In Compound Operation of Bucket Crowding and Lift Arm Raising 1. Pressure oil from the main pump flows toward the poppet. 2. Pressure oil entering the poppet pushes the poppet left, and flows to the bucket spool, with its small portion also flowing to the bucket spool through the check valve inside the poppet to be supplied to the bucket cylinder. 1. Part of the pressure oil from the main pump is supplied to the lift arm cylinder through the lift arm spool. 2. Remainder of the pressure oil from the main pump is supplied toward the bucket spool. 3. Pressure oil from the main pump passes the parallel circuit, and flows to the changeover valve through the check valve of the poppet. 4. At this time, the changeover valve is positioned on the orifice end because pilot pressure for raising the lift arm is working on the changeover valve. 5. By the effect of the orifice of the changeover valve, pressure on the spring end of the poppet rises, and force to push the poppet right (for closing) arises. 6. As a result, flow to the bucket spool is restricted, and more pressure oil is supplied to the lift arm end having higher pressure, and both the bucket cylinder and the arm cylinder move. Spring A Check Valve Poppet Spring B To Bucket Spool Pilot Presser for Lift Arm Raising Pressure Oil from Main Pump Changeover Valve To Hydraulic Oil Tank To Bucket Spool T1V1-03-03-064 T3-2-36 COMPONENT OPERATION / Control Valve ZW250 In Single Operation of Bucket Crowding Bucket Cylinder Spring A Bucket Spool Poppet Pilot Pressure Spring B Lift Arm Spool Check Valve Main Pump T4GB-03-02-021 In Compound Operation of Bucket Crowding and Lift Arm Raising Bucket Cylinder Spring A Poppet Bucket Spool Pilot Pressure Pilot Pressure Changeover Valve Check Valve Parallel Circuit Lift Arm Cylinder Spring B Lift Arm Spool Pilot Pressure Main Pump T4GB-03-02-022 T3-2-37 COMPONENT OPERATION / Control Valve (Blank) T3-2-38 COMPONENT OPERATION / Hydraulic Fan Motor OUTLINE Shaft of the fan motor is provided with the cooling fan, and the pressure oil from the fan pump rotates the cooling fan by driving the shaft. Fan motor has a built-in reverse control solenoid valve, a flow adjustment solenoid valve, and others, and controls the motor rotational direction and rotation speed. Reverse Control Solenoid Valve Flow Adjustment Solenoid Valve C A B B C A T4GB-03-03-001 T3-3-1 COMPONENT OPERATION / Hydraulic Fan Motor Component Layout Cooling Fan Shaft Fan Motor Reverse Spool Reverse Control Solenoid Valve Flow Control Valve Reverse Signal from MC Flow Control Valve Spring Flow Adjustment Solenoid Valve Relief Valve Hydraulic Oil Tank Hydraulic Oil Tank Fan Pump Flow Adjustment Command Signal from MC T3-3-2 T4GB-02-02-008 COMPONENT OPERATION / Hydraulic Fan Motor Section B-B* Section C-C* 5 6 7 8 9 10 Section A-A* 1 2 3 4 12 11 T4GB-03-03-002 1 - Shaft 4 - Cylinder Block 2 - Thrust Plate 3 - Piston 5 - Center Spring 6 - Valve Pｌａｔｅ 7 - Flow Adjustment Solenoid Valve 8 - Flow Control Valve 9 - Relief Valve *Refer to T3-3-1 T3-3-3 10 - Reverse Control Solenoid Valve 11 - Reverse Spool 12 - Flow Control Valve Spring COMPONENT OPERATION / Hydraulic Fan Motor OPERATION Fan motor is a swash-plate type axial piston motor, and converts the pressure oil sent from the fan motor into rotational motion. Operation Principle of Hydraulic Motor 1. Pressure oil from the fan motor is led to cylinder block (4) through valve plate (6). 2. Pressure oil entering cylinder block (4) pushes respective pistons (3). 3. This force F1 works on thrust plate (2), and is divided into the component forces of F2 and F3 because thrust plate (2) is fixed to shaft (1) at an angle of ⍺°. 4. Resultant force of F3 is a rotational force, and rotates cylinder block (4) through pistons (3). 5. Cylinder block (4) is conncted to shaft (1) by the splines, and the output shaft rotates. T3-3-4 COMPONENT OPERATION / Hydraulic Fan Motor α° F1 F3 F2 2 1 4 2 3 4 6 3 T4GB-03-03-003 From Fan Pump To Tank T4GB-03-03-004 T3-3-5 COMPONENT OPERATION / Hydraulic Fan Motor FLOW CONTROL VALVE In case the cooling water and oil are below the set temperature, the flow control valve supplies necessary amount of the pressure oil from the fan pump, and returns redundant amount to the tank to make control for lowering the engine load and wind noise of the cooling fan. Operation 1. Pressure oil flowing from port P works on the A end as upstream pressure of flow control valve orifice (8), and on the B end as its downstream pressure, and the differential pressure works on flow control valve spring (12). 2. When the pressure difference becomes larger than the set force, flow control valve spool (8) moves, and redundant flow flows to port T. T3-3-6 COMPONENT OPERATION / Hydraulic Fan Motor 7 8 From Fan Pump P B A 12 T T4GB-03-03-005 To Tank T3-3-7 COMPONENT OPERATION / Hydraulic Fan Motor REVERSE CONTROL VALVE Fan motor is reversed by operations of the reverse control solenoid valve and the reverse spool. Operation • At Neutral of Reverse Control Solenoid Valve 1. When reverse control solenoid valve (1) is at neutral, the pressure oil (P) from the fan pump is blocked by changeover valve (2). 2. As reverse spool (11) is being pushed by spring (4), the pressure oil (P) from the fan pump flows to port MB, and the fan motor rotates normally. • In Operation of Reverse Control Solenoid Valve 1. When reverse control solenoid valve (1) is operated, the pressure oil from the fan pump flows to the right end of reverse spool (11) through changeover valve (2). 2. When the pressure oil entering the right end of reverse spool (11) overcomes the spring (4), reverse spool (11) moves leftwards. 3. Pressure oil (P) from the fan pump flows to port MA, and the fan motor makes reverse rotation. T3-3-8 COMPONENT OPERATION / Hydraulic Fan Motor At Neutral 1 P OFF 2 MB MA 4 T 3 T4GB-03-03-006 In Operation 1 P ON 2 MA MB 4 T T3-3-9 3 T4GB-03-03-007 COMPONENT OPERATION / Hydraulic Fan Motor FAN PUMP Fan pump is a gear pump always supplying pressure oil to the fan motor during the engine operation. Fan pump is installed to the engine. 1 2 3 4 5 T4GB-03-03-008 6 1 - Drive Gear 2 - Oil Seal 3 - Bushing 4 - Body 5 - Cover 6 - Front Cover 7 8 9 7 - Gasket 8 - Driven Gear 9 - Side Plate T3-3-10 10 10 - Gasket COMPONENT OPERATION / Steering Pilot Valve OUTLINE Steering pilot valve is located between the brake/pilot pump and the steering valve. Steering pilot valve supplies the pressure oil from the pilot pump to the steering valve in response to the movement of the steering handle. (Refer to the Steering Curcuit in the SYSTEM / Hydraulic System) Port L (for Steering Left) Port R (for Steering Right) Steering Handle T487-03-02-001 Port T (to Hydraulic Oil Tank) Port P (from Brake/Pilot Pump) T3-4-1 COMPONENT OPERATION / Steering Pilot Valve CONSTRUCTION 8 7 11 Steering pilot valve consists of gerotor (8), drive (7), sleeve (3), spool (4), pin (5), housing (1), centering springs (2), and others. 10 When the steering handle is rotated, spool (4) rotates, and an oil passage is generated between spool (4) and sleeve (3). Flow of the pressure oil from the pilot pump is controlled by spool (4) and sleeve (3), and flows to the steering valve. Centering springs (2) are arranged both in spool (4) and sleeve (3), and so function as to return sleeve (3) to the neutral position when holding the handle is stopped. 9 1 2 5 4 3 4 2 1 6 T1F3-03-07-002 3 Port R Port L Hole 5 Port P 10 9 8 7 6 T4GB-03-04-008 1 - Housing 2 - Centering Spring 3 - Sleeve 456- Spool Pin Plate 789- T3-4-2 Drive Gerotor Spacer 10 - Cap 11 - Check Valve COMPONENT OPERATION / Steering Pilot Valve OPERATION 4 Sleeve (3), spool (4), and drive (7) are mutually connected by pin (5). When the handle (or the spool (4)) is turned, a relative angular difference arises between sleeve (3) and spool (4) because the hole of spool (4) is a lengthened one. Movement of the steering handle is conveyed only to spool (4), and port P (from the steering pump) is connected to port R (to the steering valve) or port L through sleeve (3) and spool (4). 1 3 Port L 2 Port R Handle Port T Port P 7 8 7 T4GB-03-04-007 11 1 6 10 9 2 T1F3-03-07-002 1 5 4 3 T3-4-3 7 8 COMPONENT OPERATION / Steering Pilot Valve Steering Left: 4. Return oil from the steering valve enters port R, and flows in the order of housing (1) - sleeve (3) spool (4) - sleeve (3) - port T to return to the hydraulic oil tank. 5. When the pressure oil from the brake/pilot pump enters gerotor (8), gerotor (8) rotates leftwards. Rotation of gerotor (8) is transmitted to the sleeve (3) through drive (7), and sleeve (3) rotates leftwards similarly. 6. When sleeve (3) rotates the same amount of turns as spool (4), passages of sleeve (3) and spool (4) are closed, and operation of the steering valve is stopped. 7. Therefore, gerotor (8) rotates in response to rotation of the handle, and the steering valve is operated in response to the amount of turns of the handle. 1. When the steering handle is turned left, spool (4) rotates, and the pressure oil from the brake/pilot pump flows in the order of port P - sleeve (3) spool (4) - sleeve (3) - housing (1) - gerotor (8). 2. Pressure oil from gerotor (8) flows in the order of housing (1) - sleeve (3) - spool (4) - sleeve (3) port L - steering valve, and controls the steering valve. 3. Steering valve drives the steering cylinder with the pressure oil from the main pump, and directs the vehicle body toward left. Steering Cylinder Steering Valve Main Pump Port L Port R Port P Port T Brake/Pilot Pump 1 8 7 4 2 3 Steering Pilot Valve T4GB-03-04-009 T3-4-4 L R P COMPONENT OPERATION / Steering TPilot Valve Steering Right When the steering handle is turned right, the pressure oil from the pilot pump flows in the order of port P - port R - steering cylinder, and operates the steering valve to direct the front wheel right. Return oil from the steering valve flows in the order of port L - port T to return to the hydraulic oil tank. T4GB-03-04--010 Neutral When the steering handle is not being turned, the oil from the pilot pump works on port P of the steering pilot valve, but does not flow to the steering valve because it is blocked by spool (4). Therefore, the steering cylinder is not operated. T P 4 T4GB-03-04--011 T3-4-5 COMPONENT OPERATION / Steering Pilot Valve (Blank) T3-4-6 COMPONENT OPERATION / Steering Valve OUTLINE Steering valve is located between the main pump and the steering cylinder. Steering valve supplies the pressure oil from the main pump to the steering cylinder in response to the pilot oil pressure of the steering pilot valve. Steering cylinder is provided with the overload relief valve. A C B T4GB-03-04-001 T3-5-1 COMPONENT OPERATION / Steering Valve Component Layout 4 1 2 3 Port A Port T Port B Port Pa Port Pb 5 Port A: Pressure for Steering Right Port P: From Main Pump 6 Port DR Port P Port LS Port B: Pressure for Steering Left Port T: Return to Hydraulic Oil Tank 4 5 Port Pa: Pilot Pressure for Steering Right Port LS: To Port LS of Priority Valve T3-5-2 T4GB-03-04-002 Port Pb: Pilot Pressure for Steering Left Port DR: Return to Hydraulic Oil Tank COMPONENT OPERATION / Steering Valve Section A * 7 Port P Port DR 1 Port T Section B * 3 Port LS Port B Port A 2 Port Pb Port Pa 4 5 7 Section C * T4GB-03-04-003 4 6 T4GB-03-04-006 1 - Spool 2 - Overload Relief Valve 3 - Overload Relief Valve 4 - Lord Check Valve 5 - Variable Orifice 6 - Fixed Orifice *: Refer to T3-5-1 T3-5-3 7- Passage A COMPONENT OPERATION / Steering Valve OPERATION In Neutral 1. When steering spool (1) is in the neutral position, port A and port B of the steering cylinder are closed. 2. Pressure oil from the main pump does not flow to the steering cylinder because port P is closed. T3-5-4 COMPONENT OPERATION / Steering Valve Section A * Port P Port DR Port T Section B :* Port B Port A T4GB-03-04-004 1 *: Refer to T3-5-1. T3-5-5 COMPONENT OPERATION / Steering Valve When Steering Left 1. When the steering handle is turned left, the pilot pressure oil is sent to port Pb from the steering pilot valve, and spool (1) moves right. 2. Pressure oil from the main pump is sent to the steering valve through port P, and further sent to passage A (7) through variable orifice (5). 3. Pressure oil in passage A (7) pushes and opens load check valve (4), and flows to the steering cylinder through port B. 4. And the return oil from the steering cylinder enters spool (1) through port A, and returns to the hydraulic oil tank through port T. 5. Also, the pilot pressure oil flowing into port Pb pushes spool (1) on port Pb end, while flowing to port Pa after being decompressed by fixed orifice (6). This reduces the shock caused by fast operation of the handle. (Refer to T3-5-2 and also Steering Curcuit in the SYSTEM / Hydraulic System) NOTE: Opening area of the variable orifice (5) is proportional to the amount of stroke of the spool (1) due to the pilot pressure from the steering pilot valve. (Refer to the Steering Curcuit in the SYSTEM / Hydraulic System) T3-5-6 COMPONENT OPERATION / Steering Valve Port P 1 7 5 Port T Port LS Port B Port A Port Pb Port Pa 4 6 5 7 T3-5-7 T4GB-03-04-005 COMPONENT OPERATION / Steering Valve STEERING OVERLOAD RELIEF VALVE Steering overload relief valve is installed in the left and right steering circuits. Overload relief valve controls pressure in the respective steering circuits from rising abnormally high when the steering cylinder is moved by an external force. Make-up Operation Operation of Relief Valve 1. Pressure at port HP (in the steering circuit) works on the pilot poppet, passing the orifice in the piston. 2. When the pressure at port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP (in the hydraulic oil tank), passing passage A and the periphery of the sleeve. 3. At this moment, pressure difference arises between port HP and the spring chamber caused by the orifice. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the piston and the main poppet open, and the pressure oil at port HP flows to port LP. 5. As a result, the pressure in the steering cylinder circuit lowers. 6. If the steering cylinder circuit pressure lowers to the set pressure value, the piston and the main poppet are closed by the force of spring A. T3-5-8 1. When the pressure at port HP (in the steering cylinder circuit) lowers than the pressure at port LP (in the hydraulic oil tank), the sleeve moves right. 2. Hydraulic oil flows into port HP, and cavitation is prevented. 3. If the pressure at port HP rises to the set pressure value, the sleeve is closed by the force of spring C. COMPONENT OPERATION / Steering Valve Normally (When not Relieving): Main Poppet Sleeve Spring A Passage A Spring B HP T4GB-03-02-030 LP Orifice Piston When Relieving: Spring Chamber Main Poppet Pilot Poppet Sleeve Spring A Spring C Passage A Spring B HP LP Orifice Piston T4GB-03-02-031 Spring Chamber In Make-up Operation: Pilot Poppet Sleeve HP LP T4GB-03-02-032 Spring C T3-5-9 COMPONENT OPERATION / Steering Valve (Blank) T3-5-10 COMPONENT OPERATION / Pilot Valve OUTLINE (TWO LEVER TYPE PILOT VALVE FOR FRONT ATTACHMENT) Pilot valve is a valve for controlling the pilot pressure oil for moving the spool of the control valve. Provided with the PPC (Pressure Proportional Control Valve) function, the pilot valve outputs pressure corresponding to the control lever stroke of the control lever, and moves the spool of the control valve. The bi-directional, four-port type is adopted for the front-end attachment. Port No. 1 2 3 4 Bucket Crowd Bucket Tilting Out Lift Arm Lower Lift Arm Raise Hydraulic Symbol P 1 2 3 4 T T4GB-03-05-001 P T3-6-1 1 2 3 4 T T4GB-03-05-002 COMPONENT OPERATION / Pilot Valve OPERATION At Neutral (between A and B of Pusher Stroke) 1. At the neutral position of the control lever, spool (7) is completely blocking the pressure oil of port P. Also, the outlet port is connected to port T through the notch part of spool (7), and the pressure oil at the output port is equal to the pressure in the hydraulic tank. 2. When the control lever is moved slightly, lever (1) is tilted, and push rod (2) and pusher (3) are pushed in. Pusher (3) and spring guide (4) remain mutually connected, and move downward, compressing return spring (6). 3. At this time, spool (7) is pushed by balance spring (5), and moves downward until the clearance in Part A becomes zero. 4. During this movement, the output port remains connected with port T, and pressure oil is not supplied to the output port. NOTE: Lever stroke during the period when the clearance (A) becomes zero is the play of the control lever. T3-6-2 E Pilot Pressure F D C A B Pusher Stroke Output Diagram T505-02-07-006 COMPONENT OPERATION / Pilot Valve Pusher Stroke: between A and B 1 2 3 4 5 6 Port T (Clearance of Part A: 0) （A） Port P Notch Part 7 Output Port 1 - Lever 2 - Push Rod 3 - Pusher 4 - Spring Guide T4GB-03-05-004 T4GB-03-05-003 5 - Balance Spring 6 - Return Spring T3-6-3 7- Spool COMPONENT OPERATION / Pilot Valve During Metering or Pressure Decrease (In Pusher Stroke between C and D) Full Stroke (Pusher Stroke between E and F) 1. When the control lever is further tilted, the ouput port is connected with port P through spool (7). 2. Pressure oil from Port P flows into the output port through spool (7), and the pressure at the output port is raised. 3. Pressure at the output port works on face B of spool (7), and tends to push up spool (7). 4. In case the force tending to push up the spool (7) is smaller than the spring force of balance spring (5), balance spring (5) is not compressed. Therefore, port P and the output port remain connected, and the pressure at the output port keeps rising. 5. When the pressure at the output port rises further, the force tending to push spool (7) up increases. If this force becomes larger than the force of balance spring (5), spool (7) moves upwards, compressing the balance spring (5). 6. When spool (7) moves upward, the output port is not connected any longer, and pressure oil stops flowing from port P to the output port. And pressure increase at the output port is stopped. 7. In this way, balance spring (5) is compressed by the amount spool (7) is pushed down, and the pressure at the output port is the balanced pressure working on the spring force and spool (7). T3-6-4 1. When the control lever is fully stroked, pusher (3) moves downward until spring guide (4) contacts the shoulder part of the casing. 2. At this time, spool (7) is directly pushed by the bottom of pusher (3). Therefore, the output port remains connected with port P through the notch part of spool (7) because even if the pressure at the output port is raised, spool (7) does not move upward. 3. As a result, the pressure on the output port end is equal to the pressure at port P. Stroke amount C of the pusher determines the total stroke of the lever. E Pilot Pressure F D C A B Pusher Stroke Output Diagram T505-02-07-006 COMPONENT OPERATION / Pilot Valve Pusher Stroke: between C and D Pusher Stroke: between E and F 3 5 (C) Port T 4 Notch Part Face B Port P Port P 7 7 Output Port 3- Pusher 4- Spring Guide Output Port T4GB-03-05-005 5- T3-6-5 Balance Spring 7- Spool T4GB-03-05-006 COMPONENT OPERATION / Pilot Valve Electromagnetic Detent Coil for detent is installed at the push rod part of the pilot valve. 3. Adsorbed condition is retained until the coil assembly is unexcited or until adsorption is forcefully cancelled by moving the control lever the other way around. 1. When one of the control levers is tilted, push rod (2) and plate (8) of the other are pushed upwards by the spring force. 2. If the control lever is operated until its stroke end, plate (8) of the other is adsorbed by coil assembly (10). 2 10 8 T4GB-03-05-007 2- Push Rod 8- Pｌａｔｅ 10 - Coil Assembly T3-6-6 COMPONENT OPERATION / Pilot Valve OUTLINE (JOYSTICK TYPE PILOT VALVE FOR FRONT ATTACHMENT) Port No. 1 2 3 4 Bucket Crowd Bucket Tilting Out Lift Arm Lower Lift Arm Raise Hydraulic Symbol 1 2 3 4 P T T4GB-03-05-001 2 3 T 1 4 P T3-6-7 T4GB-03-05-008 COMPONENT OPERATION / Pilot Valve OPERATION At Neutral 1. At neutral, spool (7) completely blocks the pressure oil at port P. Also, the output port is connected with port T through the fine control hole of spool (7). For this reason, the pressure at the output port is equal to the pressure at port T. 2. If the control lever is tilted slightly, disc (1) is tilted, and push rod (2) and piston (3) are pushed in. Piston (3) pushes down spring guide (4) and balance spring (5), and moves downward. 3. At this time, spool (7) is pushed by spring (5), and moves downward until the clearance at part A becomes zero. 4. During this movement, the output port remains connected with port T, and pressure oil is not supplied to the output port. NOTE: Lever stroke during the period when the clearance (A) becomes zero is the play of the control lever. T3-6-8 COMPONENT OPERATION / Pilot Valve At Neutral 1 2 3 4 5 6 Port T (A) Port P (Clearance of Part A: 0) Fine Control Hole 7 Output Port T4GB-03-05-009 12- Disc Push Rod 3 - Piston 4 - Spring Guide T4GB-03-05-010 56- T3-6-9 Balance Spring Return Spring 7 - Spool COMPONENT OPERATION / Pilot Valve During Metering or Pressure Decrease Full Stroke 1. When the control lever is further tilted, the ouput port is connected with port P through the fine control hole of spool (7). 2. Pressure oil from port P flows into the output port through spool (7), and the pressure at the output port is raised. 3. Pressure at the output port works on spool (7), and tends to push up spool (7). 4. In case the force tending to push up spool (7) is smaller than the spring force of balance spring (5), balance spring (5) is not compressed. Therefore, port P and the output port remain connected, and the pressure at the output port keeps rising. 5. When the pressure at the output port rises further, the force tending to push spool (7) up increases. If this force becomes larger than the force of balance spring (5), spool (7) moves upwards, compressing the balance spring (5). 6. When spool (7) moves upward, the output port is not connected any longer, and pressure oil stops flowing from port P to the output port. And pressure increase at the output port is stopped. 7. In this way, balance spring (5) is compressed by the amount spool (7) is pushed down, and the pressure at the output port is the balanced pressure working on the spring force and spool (7). 1. When the control lever is fully stroked, disc (7) pushes down push rod (2) and piston (3), and spring guide (4) pushes down spool (7). 2. Output port is connected with port P through the fine control hole of spool (7). 3. Spool (7) is being pushed down by spring guide (4), and the output port remains connected through the fine control hole of spool (7) because even if the pressure at the output port is raised, spool (7) does not move upward. 4. As a result, the pressure on the output port end is equal to the pressure at Port P. T3-6-10 COMPONENT OPERATION / Pilot Valve During Metering or Pressure Decrease Full Stroke 2 3 4 5 Fine Control Hole Port P Fine Control Hole Port P 7 7 Output Port Output Port T4GB-03-05-011 23- Push Rod Piston 45- Spring Guide Balance Spring T4GB-03-05-012 7- T3-6-11 Spool COMPONENT OPERATION / Pilot Valve ELECTROMAGNETIC DETENT Coil for detent is installed at the push rod part of the pilot valve. 3. Adsorption condition is retained until coil assembly (8) is unexcited or until adsorption is forcefully cancelled by operating the control lever toward the other direction. 1. When one of the control levers is tilted, push rod (2) and plate (9) of the other are pushed upwards by the spring force. 2. If the control lever is operated until its stroke end, plate (9) of the other is adsorbed by coil assembly (8). 2 8 9 T4GB-03-05-013 2- Push Rod 8- Coil Assembly 9- T3-6-12 Plate COMPONENT OPERATION / Pilot Valve OUTLINE (LEVER TYPE PILOT VALVE FOR ADDITIONAL CIRCUIT) (OPTIONAL) Port No. 1 2 Optional Optional T T Hydraulic Symbol P P T P 1 1 2 2 T554-02-07-009 1 T3-6-13 2 T1LA-03-04-001 COMPONENT OPERATION / Pilot Valve OPERATION At Neutral (between A and B of Pusher Stroke) 1. At the neutral position of the control lever, spool (7) is completely blocking the pressure oil of port P. Also, the outlet port is connected to port T through the notch part of spool (7), and the pressure oil at the output port is equal to the pressure in the hydraulic tank. 2. When the control lever is moved slightly, cam (1) is tilted, and pusher (2) and spring guide (4) are pushed in. Pusher (3) and spring guide (4) move downward, remaining mutually connected, and compressing return spring (6). 3. At this time, spool (7) is pushed by balance spring (5), and moves downward until the clearance in Part A becomes zero. 4. During this movement, the output port remains connected with port T, and pressure oil is not supplied to the output port. 5. When the pressure at the output port rises further, the force tending to push spool (7) up increases. If this force becomes larger than the force of balance spring (5), spool (7) moves upwards, compressing balance spring (5). 6. When spool (7) moves upward, the notch part closes, and pressure oil stops flowing from port P to the output port. And pressure increase at the output port is stopped. 7. In this way, balance spring (5) is compressed by the amount the spool (7) is pushed down, and the pressure at the output port is the balanced pressure working on the spring force and spool (7). NOTE: Lever stroke during the period when Part A becomes zero is the play of the control lever. Pilot Pressure D During Metering or Pressure Decrease (In Pusher Stroke between C and D) 1. When the control lever is further tilted, the hole part of spool (7) is connected with notch part (B). 2. Pressure oil from port P flows into the output port through notch part (B) and the hole part of spool (7), and the pressure at the output port is raised. 3. Pressure at the output port works on the bottom of spool (7), and tends to push up spool (7). 4. In case the force tending to push up spool (7) is smaller than the spring force of balance spring (5), balance spring (5) is not compressed. Therefore, port P and the output port remain connected, and the pressure at the output port keeps rising. T3-6-14 C A B Pusher Stroke T1F3-03-09-004 Output Diagram COMPONENT OPERATION / Pilot Valve Between A and B of Pusher Stroke 1 2 3 4 5 Port T 6 (A) Clearance at Part A: 0 Port P Hole Part 7 Passage T1LA-03-04-002 Output Port T1LA-03-04-003 Between C and D of Pusher Stroke 5 Port T Notch Part (B) Port P Hole Part 7 Output Port 1 - Cam 2 - Pusher 3 - Plate 4 - Spring Guide T1LA-03-04-004 56- T3-6-15 Balance Spring Return Spring 7 - Spool COMPONENT OPERATION / Pilot Valve (Blank) T3-6-16 COMPONENT OPERATION / Pilot Valve OUTLINE (JOYSTICK TYPE PILOT VALVE FOR ADDITIONAL CIRCUIT) (OPTIONAL) Port No. 1 2 3 4 Optional Optional Optional Optional P Hydraulic Symbol T P 1 3 2 4 4 T105-02-07-020 3 １ 2 T1V1-03-04-001 T T3-6-17 COMPONENT OPERATION / Pilot Valve OPERATION Head of spool (6) is hung by the top face of spring guide (3). Spring guide (3) is lifted up by return spring (5). At Neutral (Output Diagram: between A and B): 1. At neutral, spool (6) completely blocks the pressure oil at port P (from the pilot pump). Also, the output port is connected with port T (to the hydraulic oil tank) through the internal passage of spool (6). 2. For this reason, the pressure at the output port (to the control valve) is equal to the pressure at Port T. 3. If the control lever is tilted slightly, cam (1) is tilted, and pusher (2) is pushed in. Pusher (2) and spring guide (3), mutually connected, push down return spring (5), and moves downward. 4. At this time, the pressures at the output port and port T are equal, so spool (6) moves downward with the bottom face of its head keeping contact with spring guide (3) by the force of balance spring (4). 5. This condition continues until hole part (7) of spool (6) is connected with port P. T3-6-18 E Pilot Pressure F D C A B Lever Stroke T523-02-05-001 Output Diagram COMPONENT OPERATION / Pilot Valve 1 1 2 2 3 3 4 4 5 5 6 7 Port P 6 6 Output Port Port T 7 1 - Cam 2 - Pusher Port T 7 Port P Output Port 3 - Spring Guide 4 - Balance Spring Port T Port P Output Port T1V1-03-04-007 5 - Return Spring 6 - Spool T3-6-19 T1V1-03-04-008 7 - Hole Part COMPONENT OPERATION/Pilot Valve During Metering or Pressure Decrease (Output Diagram: between C and D) 1. When the control lever is further tilted and pusher (2) is pushed down, hole part (7) of spool (6) reaches port P, and the prsessure oil from port P flows into the output port. 2. Pressure at the output port works on the bottom of spool (6), and tends to push up spool (6). 3. In case the force working on spool (6) is smaller than the spring force of balance spring (4), balance spring (5) is not compressed. Therefore, spool (6) is not pushed up, and the pressure at the output port keeps rising. 4. When the pressure at the output port rises further, the force tending to push spool (6) up increases. If this force becomes larger than the force of the balance spring (4), spool (6) moves upwards, compressing the balance spring (4). 5. When spool (6) moves upward, hole part (7) closes, pressure oil stops flowing from Port P to the output port, and pressure increase at the output port is stopped. 6. In this way, the balance spring (4) is compressed by the amount spool (6) is pushed down, and the pressure at the output port is the balanced pressure working on the spring force and spool (6). T3-6-20 E Pilot Pressure F D C A B Lever Stroke T523-02-05-001 Output Diagram COMPONENT OPERATION/Pilot Valve 1 1 2 2 3 3 4 4 5 5 6 6 Port T 7 Port P 7 Output Port 1 - Cam 2 - Pusher Port T 3 - Spring Guide 4 - Balance Spring Port P Output Port T1V1-03-04-009 5 - Return Spring 6 - Spool T3-6-21 7 - Hole Part T1V1-03-04-010 COMPONENT OPERATION/Pilot Valve Full Stroke (Output Diagram: between E and F) 1. When the control lever is fully stroked, pusher (2) moves downward until it contacts the shoulder part of the casing. 2. At this time, spool (6) is directly pushed by the bottom of the pusher (2). Therefore, even if the pressure at the output port is raised, hole part (7) of spool (6) is not closed. 3. As a result, the pressure on the output port end is equal to the pressure at port P. E Pilot Pressure D C A NOTE: Stroke amount E of the pusher (2) determines the total stroke of the lever. B Lever Stroke T523-02-05-001 Output Diagram T3-6-22 F COMPONENT OPERATION/Pilot Valve 1 2 2 3 4 5 E 6 Port T 7 Port P Output Port 1 - Cam 2 - Pusher 3 - Spring Guide 4 - Balance Spring T1V1-03-04-011 T1V1-03-04-007 5 - Return Spring 6 - Spool T3-6-23 7 - Hole Part COMPONENT OPERATION/Pilot Valve (Blank) T3-6-24 COMPONENT OPERATION / Charging Block OUTLINE Charging block is installed for supplying the pressure oil from the pilot pump not only to the service brake accumulator and the brake valve by giving them priority, but also to the parking brake, the steering pilot valve, and others. Charging block consists of the priority valve, relief valve, pump torque control proportional solenoid valve, pilot relief valve, check valve, and others. 2 Port for Attaching Service Brake Accumulator (Rear) Port for Attaching Service Brake Accumulator (Front) 3 5 Pump Torque Control Proportional Solenoid Valve 13 Parking Brake Solenoid Valve 17 Port for Attaching Pilot Accumulator T4GB-03-06-001 T3-7-1 COMPONENT OPERATION / Charging Block Component Layout 1 2 3 4 5 6 7 8 22 9 10 11 21 12 13 14 20 15 16 17 18 T4GB-03-06-013 4 19 1 - Service Brake Accumulator (Rear) 2 - Adaptor 9 - Priority Valve 16 - Port BR3 （To Parking Brake） 10 - Pilot Relief Valve 3 - Port M2 (To Rear End of Brake Valve) 4 - Check Valve 5 - Port M1 (To Front End of Brake Valve) 6 - Service Brake Accumulator (Front) 7 - Service Brake Pressure Sensor 8 - Port P (from Pilot Pump) 11 - Port DR (To Hydraulic Oil Tank) 17 - Port PS2 (To Main Pump Regulator and Ride Control Valve (Optional)) 18 - Pilot Accumulator 12 - Port DR2(To Hydraulic Oil Tank) 13 - Port PS1 (To Steering Pilot Valve) 14 - Port X （To Main Pump Regulator） 15 - Parking Brake Pressure Sensor T3-7-2 19 - Port PP （To Pilot Shutoff Valve） 20 - Parking Brake Solenoid Valve 21 - Pump Torque Control Proportional Solenoid Valve 22 - Relief Valve COMPONENT OPERATION / Charging Block 11 Section V-V* 10 14 Section U-U* 12 21 15 16 Section T-T* 20 Section S-S 19 * 18 4 T4GB-03-06-003 *Refer to T3-7-1. 4 T3-7-3 COMPONENT OPERATION / Charging Block Layout Drawing 1 2 3 4 5 6 7 8 22 9 10 11 21 12 13 14 20 15 16 17 18 T4GB-03-06-013 4 19 1 - Service Brake Accumulator (Rear) 2 - Adaptor 9- Priority Valve 3 - Port M2 (To Rear End of Brake Valve) 4 - Check Valve 5 - Port M1 (To Front End of Brake Valve) 6 - Service Brake Accumulator (Front) 7 - Service Brake Pressure Sensor 8 - Port P (From Pilot Pump) 11 - Port DR (To Hydraulic Oil Tank) 10 - Pilot Relief Valve 12 - Port DR2 (To Hydraulic Oil Tank) 13 - Port PS1 (To Steering Pilot Valve) 14 - Port X （To Main Pump Regulator） 15 - Parking Brake Pressure Sensor T3-7-4 16 - Port BR3 （To Parking Brake） 17 - Port PS2 (To Main Pump Regulator and Ride Control Valve (Optional)) 18 - Pilot Accumulator 19 - Port PP （To Pilot Shutoff Valve） 20 - Parking Brake Solenoid Valve 21 - Pump Torque Control Proportional Solenoid Valve 22 - Relief Valve COMPONENT OPERATION / Charging Block Section Z-Z* 6 1 4 Section Y-Y* * Section X-X 7 8 4 Section W-W* 22 9 *Refer to T3-7-1. T3-7-5 T4GB-03-06-004 COMPONENT OPERATION / Charging Block PRIORITY VALVE (REFER TO THE PILOT CURCUIT IN THE SYSTEM / HYDRAULIC SYSTEM) 1. Pressure oil from the pilot pump flows in through port P, and works on the both ends of the plunger of the priority valve. 2. Same pressure is applied to the both ends of the plunger, so the plunger does not move, and a restricted amount of pressure oil is supplied to the other pilot circuits. 3. When the service brake accumulator is accumulated exceeding the set pressure, the piston of the relief valve pushes the needle valve. 4. Pressure oil in the spring chamber of the plunger flows to the hydraulic oil tank through port DR. 5. Plunger is pushed toward the spring chamber to stroke because the spring chamber is decompressed. 6. A larger amount of the pressure oil from the pilot pump is supplied to the other pilot circuits through the priority valve. Below Set Pressure of Service Brake Accumulator Relief Valve From Port P Plunger (Section W-W) T4GB-03-06-005 To Service Brake Circuit To Other Pilot Circuits Above Set Pressure of Service Brake Accumulator Needle Valve Piston Service Brake Accumulator Pressure To Port Dr From Port P Plunger Spring Chamber (Section W-W) T4GB-03-06-006 To Other Pilot Circuits T3-7-6 COMPONENT OPERATION / Charging Block PILOT RELIEF VALVE 1. Pilot relief valve prevents the pressure in the pilot circuit from increasing over the set pressure during operations of the actuators like the pilot valve. 2. When the pilot circuit pressure is above the set pressure, pressure oil works on the poppet of the pilot relief valve. 3. Poppet works toward the spring to be connected with port DR. 4. Pressure oil in the pilot circuit returns to the hydraulic oil tank through port DR. 5. When the pilot circuit pressure is below the set pressure to the spring force, the poppet moves left, closing connection of port DR. Normally Poppet (Section V-V) From Port P T4GB-03-06-007 When Relieving Poppet (Section V-V) T3-7-7 Port DR Spring T4GB-03-06-008 COMPONENT OPERATION / Charging Block PUMP TORQUE CONTROL PROPORTIONAL SOLENOID VALVE (REFER TO THE PILOT CURCUIT IN THE SYSTEM / HYDRAULIC SYSTEM) Pilot pressure supplied to the main pump regulator for controlling the pump delivery flow is controlled by the operation of the pump torque control proportional solenoid valve. Not in Operation of Solenoid Valve To Main Pump Regulator Port X 1. When there is no signal from the MC (Main Controller), the spool of the solenoid valve is being pushed by the spring. 2. Pilot pressure oil is supplied to port ST of the main pump regulator through port X. 3. When signal is transmitted from the MC, the spool moves toward the spring in response to the signal of the spool, and the amount of the pilot pressure oil flowing out of port X is lowered. 4. When the signal from the MC becomes the maximum value, the spool fully strokes toward the spring, and the pilot pressure oil is blocked by the spool. 5. Port X and port DR2 are connected, and the pilot pressure oil at port X is lost. Spring (Section U-U) Pilot Pressure Oil T4GB-03-06-009 In Operation of Solenoid Valve Port X Port DR2 Spool (Section U-U) Spring Pilot Pressure Oil T4GB-03-06-010 T3-7-8 COMPONENT OPERATION / Charging Block SERVICE BRAKE ACCUMULATOR / PILOT ACCUMULATOR Accumulator is installed in the pilot circuit leading to the service brake and the pilot valve. High-pressure nitrogen gas is contained in the accumulator, and the pilot pressure oil compresses the nitrogen gas through the diaphragm. Circuit pressure oil is retained by compression of the nitrogen gas. IMPORTANT: Construction of the accumulator does not allow disassembly. Replace the whole assembly, when necessary. Seal Ring Retainer Shell Diaphragm Valve Poppet T4GB-03-06-011 T3-7-9 COMPONENT OPERATION / Charging Block PARKING BRAKE SOLENOID VALVE Pressure oil from the pilot pump is accumulated in the pilot accumulator, and its pressure always works on the outlet of the parking brake solenoid valve. When the parking brake solenoid valve is operated, the pilot accumulator enters the parking brake through the spool, and releases the parking brake. Parking Brake Solenoid Valve Port for Attaching Pilot Accumulator T3-7-10 T4GB-03-07-004 COMPONENT OPERATION / Charging Block Not in Operation Parking Brake Pressure Sensor Parking Brake Drain Port Spool Spring Parking Brake Solenoid Valve (Section T-T) Pilot Accumulator Pressure T4GB-03-07-005 In Operation Parking Brake Pressure Sensor Parking Brake Spool Spring Parking Brake Solenoid Valve (Section T-T) Pilot Pressure Accumulator Pressure T3-7-11 T4GB-03-07-006 COMPONENT OPERATION / Charging Block SERVICE BRAKE PRESSURE SENSOR Brake pressure necessary for the service brake is sensed. Sensor is installed in the service brake circuit of the charging block, and senses the oil pressure of the service brake accumulator. 1 - Earth 2 - Output 3 - Electric Power Source （5V） 4 - Pressure Applied Part （Diaphragm） 1 2 4 3 T4GB-03-06-012 PARKING BRAKE PRESSURE SENSOR Brake pressure oil necessary for the parking brake is sensed. Sensor is installed in the parking brake circuit of the charging block, and senses the oil pressure of the pilot accumulator. 3 - Pressure-applied Part 5 - (Diaphragm) 6 - Earth 7- Output 8- Electric Source （5V） 5 6 7 8 T176-03-01-023 T3-7-12 COMPONENT OPERATION / Ride Control Valve OUTLINE (Refer to the SYSTEM / Control System) Ride control valve enables stable traveling by absorbing the force generated in the lift arm cylinder in traveling on rough roads. Ride control valve consists of the ride control solenoid valve, spool, charge-cut spool, overload relief valve, and others. Overload Relief Valve A B Ride Control Solenoid Valve T4GB-03-08-001 T3-8-1 COMPONENT OPERATION / Ride Control Valve Component Layout Lift Arm Cylinder Ride Control Accumulator 5 Ride Control Valve SP 3 Pi 1 4 B A 2 To Hydraulic Oil Tank T From Charging Block T4GB-03-08-002 1 - Ride Control Solenoid Valve 2 - Charge-cut Spool 34- Overload Relief Valve Spool 5- T3-8-2 Draing Plug COMPONENT OPERATION / Ride Control Valve Section A* Port Pi To Ride Control Accumulator 1 Port SP 3 Port B Port A Port T 2 *Refer to T3-8-1. T3-8-3 4 T4GB-03-08-003 COMPONENT OPERATION / Ride Control Valve OPERATION 1. At neutral, port Pi and the ouput port are not connected, blocked by the spool. 2. When the signal from the MC (Main Controller) enters the solenoid, the solenoid is excited. 3. Solenoid pushes the spool with the force corresponding to the signal from the MC, so port Pi and the output port are connected, and pilot pressure oil pushes the main spool. 4. When the main spool is pushed toward spring 2, port A (on the bottom end of the lift arm cylinder) and the ride control accumulator are connected, and port B (on the rod end of the lift arm cylinder) and port T are connected. 5. As a result, the pushing force of the lift arm cylinder is absorbed by the accumulator, and the load generated by the pushing up force is absorbed by sucking up the hydraulic oil from the tank port. Section A* Pilot Pressure Spool To Ride Control Accumulator Port Pi Port A Port B Spring 1 Output Port Spring 2 T4GB-03-08-006 Tank Port Main Spool *Refer to T3-8-1. T3-8-4 COMPONENT OPERATION / Ride Control Valve (Blank) T3-8-5 COMPONENT OPERATION / Ride Control Valve CHARGE-CUT SPOOL Charge-cut spool accumulates the pressure oil in the lift arm cylinder in the ride control accumulator, and shuts down the pressure oil from the lift arm cylinder when the ride control accumulator is accumulated to the set pressure. 1. When the ride control is not in operation, the pressure oil on the lift arm cylinder bottom end flows to port X, passing the orifice through port A. 2. Pressure oil flowing into port X passes in the spool of the charge-cut spool, and opening the check valve, flows into port Y to be accumulated in the ride control accumulator. 3. As Spool Sectional Area M is larger than Spool Sectional Area N, when the ride control accumulator is accumulated to the set pressure, the pressure oil from port X pushes the spool toward the spring. 4. When the spool moves toward the spring, the passage of the pressure oil from the spool to port Y is closed, and accumulating the ride control accumulator is stopped. T3-8-6 COMPONENT OPERATION / Ride Control Valve During Accumulation of Accumulator Orifice Spring Port A Spool Port X To Ride Control Accumulator Port Y Check Valve T4GB-03-08-007 After Accumulation of Accumulator Sectional Area M Sectional Area N T3-8-7 T4GB-03-08-008 COMPONENT OPERATION / Ride Control Valve OVERLOAD RELIEF VALVE Overload relief valve is installed for preventing hoses and the ride control accumulator from being damaged in case the pressure in the bottom end circuit of the lift arm cylinder is suddenly raised by an external force or something during operation of the lift arm cylinder. Operation 1. Pressure at port HP (in the main circuit) works on the pilot poppet, passing orifice A of the main poppet and orifice B of the seat. 2. When the pressure at port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP, passing passage A and the periphery of the sleeve. 3. At this moment, pressure difference arises between port HP and the spring chamber caused by orifice A. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the main poppet opens, and the pressure oil at port HP flows to port LP. 5. As a result, the pressure in the actuator circuit lowers. 6. If the actuator circuit pressure lowers to the set pressure, the main poppet is closed by the force of spring A. IMPORTANT: Never disassemble or adjust the overload relief valve. Replace the whole assembly, when necessary. T3-8-8 COMPONENT OPERATION / Ride Control Valve Normally: Sleeve Make-up Valve Main Poppet Orifice A Orifice B Seat Passage A Spring B HP LP Spring C T176-03-03-012 Spring Chamber Spring A Pilot Poppet When Relieving: Sleeve Main Poppet Orifice A Orifice B Seat Passage A Spring B HP LP T176-03-03-013 Spring Chamber Spring A T3-8-9 Pilot Poppet COMPONENT OPERATION / Ride Control Valve RIDE CONTROL ACCUMULATOR Ride control accumulator is installed in the accumulation circuit of the ride control. High-pressure nitrogen gas is contained in the accumulator, and the pressure oil compresses the nitrogen gas through the piston. Compression of the nitrogen gas dampens shock of the pressure oil due to pitching and the like of the lift arm cylinder raising circuit. IMPORTANT: Construction of the ride control accumulator does not allow disassembly. Replace the whole assembly, when necessary. T4GB-03-08-009 T3-8-10 COMPONENT OPERATION / Ride Control Valve DRAIN PLUG Ride control valve is provided with the drain plug for returning the pressure oil of the ride control accumulator to the oil tank at the time of maintenance or something. When necessary, connect the accumulator port (port SP) and the tank port (port T) by loosening the lock nut first and the drain plug later. CAUTION: Excessive loosening (More than 2 turns) of the drain plug can result in oil burst due to removal of the drain plug itself. Section B * Port SP Lock Nut Drain Plug Relief Plug Port T *Refer to T3-8-1. T3-8-11 Ｔ4ＧＢ-03-08-010 COMPONENT OPERATION / Ride Control Valve (Blank) T3-8-12 COMPONENT OPERATION / Drive Unit OUTLINE Drive unit consists of the transmission and the torque converter. Drive unit is connected with the engine. Power from the engine is transmitted to the transmission through the engine flywheel and the torque converter. Torque Converter T4GC-03-09-005 Transmission T3-9-1 COMPONENT OPERATION / Drive Unit TORQUE CONVERTER Torque converter consists of the converter wheel assembly, pump drive device, turbine shaft, and others. In the converter wheel assembly, impeller (7) and turbine (3) are mutually opposed with stator (4) installed in between, and they are all contained in the casing filled with oil. Engine rotation is transmitted from the engine wheel to the transmission through input plate (2), cover wheel (1), impeller (7), turbine (3), and turbine shaft (11). Hydraulic oil for the torque converter supplied from the transmission control valve enters the converter wheel through the oil passage of the stator support. When impeller (7) is rotated by the engine rotation, oil flows along the blade of impeller (7) toward the periphery, and flows into the turbine (3). This oil flow collides with the blade of turbine (3), and rotates turbine (3) and turbine shaft (11). Also, the output torque of turbine shaft (11) is generated by the reaction force caused by the oil flow direction change due to collision of oil with the blade of turbine (3). Stator (4) always rectifies the oil flow coming out of turbine (3) in the determined direction, and flows the oil into impeller (7) for enlarging torque. T3-9-2 COMPONENT OPERATION / Drive Unit 7 8 9 10 11 1 2 3 4 5 6 T4GC-03-09-001 1 - Cover Wheel 2 - Input Plate 3 - Turbine 4 - Stator 5 - Input Guide 6 - Stator Hub 7 - Impeller 8 - Impeller Hub 9 - Pump Drive Gear T3-9-3 10 - Guide Carrier 11 - Turbine Shaft COMPONENT OPERATION / Drive Unit TRANSMISSION Transmission so fuctions as to transform the rotation speed and rotation direction of the power transmitted from the torque converter. Transmission is composed of the four clutch shaft assemblies, the reverse gear, output shaft, parking brake, control valve, and others. Safety valve is installed at the inlet part of the hydraulic oil for the torque converter, and relieves redundant oil into the converter housing. Input Forward Clutch Reverse Gear Reverse Clutch Idler Gear 3rd & 4th Speeds Clutch 1st & 2nd Speeds Clutch Output T4GC-03-09-002 Transmission Gear Layout Drawing (Viewed from Vehicle Front End） T3-9-4 COMPONENT OPERATION / Drive Unit Front View of Transmission 1 A 2 5 B 6 B C 3 C 7 8 4 A T4GC-03-09-003 1 - Breather 2 - from Oil Cooler 3 - Control Valve 4 - Oil Feed Port 5 - Charging Pump 6 - Rotation Sensor (A) T3-9-5 7 - Rotation Sensor (B) 8 - Vehicle Speed Sensor COMPONENT OPERATION / Drive Unit Rear View of Transmission 1 D D 2 3 9 8 7 E 6 4 Detail E 5 T4GC-03-09-004 Section DD 1 - Engine Speed Sensor 2 - Suction Tube 3 - Hose 4 - Strainer 5 - To Oil Cooler 6 - Converter Outlet Boss 7 - Oil Pressure Gauge Port 8 - Safety Valve 9 - Spring T3-9-6 COMPONENT OPERATION / Drive Unit Side View of Transmission 2 1 3 4 3 5 6 9 10 7 8 T4GC-03-09-005 1 - Converter Inlet Pressure Port 2 - Regulator Valve 3 - Forward Clutch Pressure Port 4 - Reverse Clutch Pressure Port 5 - 1st Speed Clutch Pressure Port 6 - 2nd Speed Clutch Pressure Port 7 - 3rd Speed Clutch Pressure Port 8 - 4th Speed Clutch Pressure Port 9 - Parking Brake Release Pressure Inlet T3-9-7 10 - Parking Brake Pressure Switch Port COMPONENT OPERATION / Drive Unit Cross-Sectional Drawing of Transmission 1 2 14 3 4 Section BB※ 13 5 12 11 10 9 Section 15 1234- Charging Pump Pump Drive Shaft Forward Clutch Distributor Cap CC※ 5678- 7 8 Section AA※ T4GC-03-09-006 16 Parking Brake Front Output Flange Output Shaft Drain Plug 6 910 11 12 - ※Refer to T3-9-5 T3-9-8 Rear Output Flange 1st & 2nd Speeds Clutch Distributor Cap Idler Shaft 13 14 15 16 - Torque Converter Reverse Clutch Distributor Cap 3rd & 4th Speeds Clutch COMPONENT OPERATION / Drive Unit Clutch Shaft Clutch shaft assemblies contain clutch discs of the respective speed shifts, and transmit or stop power. 1 2 3 4 5 A 6 7 8 9 10 11 B 12 13 Detail B Detail A 1234- Hub Gear End Plate Return Spring Seal Ring (Inner) 567- Bleed Valve Seal Ring (Outer) Piston T4GC-03-09-007 8 - Disk 9 - Plate 10 - Hub Gear T3-9-9 11 - Shaft 12 - Plug 13 - Seal Ring COMPONENT OPERATION / Drive Unit (Forward Clutch Shaft) T4GC-03-09-008 (Reverse Clutch Shaft) T4GC-03-09-009 T3-9-10 COMPONENT OPERATION / Drive Unit (1st & 2nd Speeds Clutch Shaft) T4GC-03-09-010 (3rd & 4th Speeds Clutch Shaft) T4GC-03-09-011 T3-9-11 COMPONENT OPERATION / Drive Unit Operation In Operation Clutch is operated by the pressure oil from the transmission control valve. Pressure oil transmitted from the transmission control valve reaches the back of piston (7) through the oil passage inside shaft (11). Oil passage is blocked because the pressure oil pushes the bleed valve (5) in piston (7) toward disc (8), and piston (7) is pushed toward disc (8). Piston (7) transmits power to the whole of shaft (11) and hub gear (1) connected by pressing and adhering disc (8) and plate (9). Not in Operation When pressure oil is not transmitted from the transmission control valve, bleed valve (5) is opened by the centrifugal force of shaft (11), so the risidual pressure oil in the piston and others are discharged toward disc (8). Piston (7) is pushed back by the return spring (3) between plates (9). There arises a clearance between disc (8) and plate (9), so shaft (11) and clutch hub gear (1) rotate separately, and power is not transmitted. T3-9-12 COMPONENT OPERATION / Drive Unit In Operation 1 8 9 7 11 Detail A From Control Valve A T4GC-03-09-012 Not in Operation 1 9 3 8 7 5 11 Detail B B T4GC-03-09-013 1 - Hub Gear 3 - Return Spring 57- Bleed Valve Piston 89- T3-9-13 Disk Plate 11 - Shaft COMPONENT OPERATION / Drive Unit Transmission of Power 1 2 Input Reverse Gear 4 Forward Clutch Reverse Clutch 5 3 7 9 1st & 2nd Speeds Clutch 6 Idler Gear 8 3rd & 4th Speeds Clutch 12 10 13 14 11 15 16 Output 1234- Input Gear Reverse Gear F-R Gear F Hub Gear 5678- F-R Gear R Hub Gear Idler Gear Idler Gear 910 11 12 - T3-9-14 T4GC-03-09-002 2nd Hub Gear 1st Hub Gear Low-range Gear 4th Hub Gear 13 14 15 16 - 3rd Hub Gear High-range Gear Output Gear Output Gear COMPONENT OPERATION / Drive Unit 5 6 Reverse Clutch 2 1 4 Forward Clutch 8 10 3 11 7 9 1st & 2nd Speeds Gear 16 15 14 12 13 T4GC-03-09-014 T3-9-15 COMPONENT OPERATION / Drive Unit Forward 1st Speed In the case of forward 1st speed, the forward clutch and the 1st speed part of the 1st & 2nd speeds clutch are connected. Torque converter transmits torque to F hub gear (4) geared to the input gear (1). Torque from F hub gear (4) is transmitted to the 1st speed hub gear (10) through F - R gear (3), the idler gear (7), and the idler gear (8). Furthermore, torque is outputted from the 1st hub gear (10) to the low-range gear (11), and eventually outputted to the output gear (16). 1 Input 4 Forward Clutch 3 7 1st & 2nd Speeds Clutch 8 10 11 16 Output Power Flow: Forward 1st Speed T3-9-16 T4GC-03-09-015 COMPONENT OPERATION / Drive Unit 1 4 Forward Clutch 3 8 10 7 11 1st & 2nd Speeds Clutch 16 T4GC-03-09-016 1 - Input Gear 3 - F−R Gear 47- F Hub Gear Idler Gear 8 - Idler Gear 10 - 1st Speed Hub Gear T3-9-17 11 - Low-Range Gear 16 - Output Gear COMPONENT OPERATION / Drive Unit Forward 2nd Speed In the case of forward 2nd speed, the forward clutch and the 2nd speed part of the 2nd speed clutch are connected. Torque converter transmits torque to F hub gear (4) geared to input gear (1). Torque from F hub gear (4) is transmitted to the 2nd speed hub gear (9) through F - R gear (3) and idler gear (7). Furthermore, torque is outputted from 2nd hub gear (9) to low-range gear (11), and eventually outputted to output gear (16). 1 Input 4 Forward Clutch 3 7 1st & 2nd Speeds Clutch 9 11 16 Output Power Flow: Forward 2nd Speed T3-9-18 T4GC-03-09-017 COMPONENT OPERATION / Drive Unit 1 4 Forward Clutch 3 7 11 1st & 2nd Speeds Clutch 16 9 T4GC-03-09-018 1 - Input Gear 3 - F−R Gear 47- F Hub gear Idler Gear 9 - 2nd Speed Hub Gear 11 - Low-range Gear T3-9-19 16 - Output Gear COMPONENT OPERATION / Drive Unit Forward 3rd Speed In the case of forward 3rd speed, the forward clutch and the speed 3 part of the 3rd & 4th Speeds clutch are connected. Torque converter transmits torque to F hub gear (4) geared to the input gear (1). Torque from F hub gear (4) is transmitted to 3rd Speed hub gear (13) through F - R gear (3) and idler gear (8). Furthermore, torque is outputted from 3rd hub gear (13) to high-range gear (14), and eventually outputted to output gear (15). 1 Input 4 Forward Clutch 3 7 8 13 14 15 Output Power Flow: Forward 3rd Speed T3-9-20 T4GC-03-09-019 COMPONENT OPERATION / Drive Unit 1 4 3 Forward Clutch 8 7 15 14 3rd & 4th Speeds Clutch 13 T4GC-03-09-020 1 - Input Gear 3 - F−R Gear 47- F Hub Gear Idler Gear 8 - Idler Gear 13 - 3rd Hub Gear T3-9-21 14 - High-Range Gear 15 - Output Gear COMPONENT OPERATION / Drive Unit Forward 4th Speed In the case of forward 4th speed, forward clutch and the 4th speed part of 3rd & 4th speeds clutch are connected. Torque converter transmits torque to F hub gear (4) geared to input gear (1). Torque from F hub gear (4) is transmitted to 4th speed hub gear (12) through F - R gear (3) and the idler gear (7). Furthermore, torque is outputted from the 4th hub gear (12) to the high-range gear (14), and eventually outputted to the output gear (15). 1 Input 4 Forward Clutch 3 3rd & 4th Speeds Clutch 7 12 14 15 Output Power Flow: Forward 4th Speed T3-9-22 T4GC-03-09-021 COMPONENT OPERATION / Drive Unit 1 4 Forward Clutch 3 7 15 12 3rd & 4th Speeds Clutch 14 T4GC-03-09-022 1 - Input Gear 3 - F−R Gear 47- F Hub Gear Idler Gear 12 - 4th Hub Gear 14 - High-Range Gear T3-9-23 15 - Output Gear COMPONENT OPERATION / Drive Unit Reverse 1st Speed In the case of reverse 1st speed, the reverse clutch and the 1st Speed part of the 1st & 2nd Speeds clutch are connected. Torque converter transmits torque to R hub gear (6) from reverse gear (2) geared to input gear (1). Torque from R hub gear (6) is transmitted to 1st speed gear (10) through F - R gear (5), idler gear (7), and idler gear (8). Furthermore, torque is outputted from 1st hub gear (10) to low-range gear (11), and eventually outputted to output gear (16). Processes of the idler gear and after are applied to the other reverse speed shifts similarly. 1 2 Input Reverse Clutch 7 6 5 8 1st & 2nd Speeds Clutch 10 11 16 Output Power Flow: Reverse 1st Speed T3-9-24 T4GC-03-09-023 COMPONENT OPERATION / Drive Unit 5 Reverse Clutch 6 2 1 7 8 10 11 1st & 2nd Speeds Clutch 16 T4GC-03-09-024 1 - Input Gear 2 - Reverse Gear 5 - FR Gear 678- R Hub Gear Idler Gear Idler Gear 10 - 1st Hub Gear 11 - Low-Range Gear 16 - Output Gear T3-9-25 COMPONENT OPERATION / Drive Unit TRANSMISSION REGULATOR VALVE The transmission regulator valve so controls the pressure oil from the charging pump as to be constant, and supplies it to the transmission control valve for controlling the clutch. Pressure oil entering the P port of the regulator valve from the charging pump passes the small hole of the regulator spool, and enters the back chamber of the spool. When the oil pressure entering the back chamber rises higher than the pressure corresponding to the spring force, the regulator spool moves toward the spring, and the pressure oil at the P port flows from the outlet port to the torque converter. This movement of the spool keeps the pressure at port P constant. port P is connected to the transmission control valve, and pressure oil of a constant pressure is supplied to the transmission control valve. The pressure oil from Port P passes the oil passage inside the transmission casing, and is transferred to the transmission control valve. Oil overflow passes the oil passage in the mission case, and is transferred to the torque converter. T3-9-26 COMPONENT OPERATION / Drive Unit Normally Small Hole of Regulator Spool Regulator Spool Spring From Charging Pump T4GC-03-09-025 When overflowing Regulator Spool Spring To Transmission Control Valve From Charging Pump To Torque Converter T3-9-27 T4GC-03-09-026 COMPONENT OPERATION / Drive Unit TRANSMISSION CONTROL VALVE Transmission control valve transfers to each clutch the oil sent from the regulator valve, and makes changeover of the vehicle travel direction and speed shift. Transmission control valve is composed of the valve body and the solenoid valves for the respective clutches, and controls the clutch oil pressure by operating the shift lever to actuate each solenoid valve, and by moving the modulation spool of the valve body. Proportional solenoid valves are controlled about their oil pressure by the electric signal transmitted from the controller, and can obtain oil pressure waves of different characteristics depending on the vehicle condition. T3-9-28 COMPONENT OPERATION / Drive Unit Control Valve 4th Speed Clutch 3rd Speed Clutch 2nd Speed Clutch 1st Speed Clutch Reverse Clutch Forward Clutch Regulator Valve Clutch Lubrication Torque Converter Cooler Torque Converter Torque Converter Safety Valve Filter Charging Pump T4GC-03-09-027 T3-9-29 COMPONENT OPERATION / Drive Unit 9 8 7 6 5 4 T4GC-03-09-028 3 1 - Cover 2 - Valve Body 3 - Solenoid Body 2 4 - 4th Speed Proportional Solenoid Valve 5 - 3rd Speed Proportional Solenoid Valve 6 - 2nd Speed Proportional Solenoid Valve 7 - 1st Speed Proportional Solenoid Valve 8 - Reverse Proportional Solenoid Valve 9 - Forward Proportional Solenoid Valve T3-9-30 1 COMPONENT OPERATION / Drive Unit 1 2 3 24 4 5 23 6 7 8 22 9 21 10 11 12 20 13 14 19 15 16 17 18 T4GC-03-09-029 From Charging Pump 1 - Solenoid Body 7 - Emergency Reverse Spool 2 - Valve Body 8 - Reverse Modulation Spool 3 - Cover 9 - Reverse Modulation Spring 4 - Emergency Forward Spool 10 - 1st Speed Modulation Spool 11 - 1st Speed Modulation Spring 12 - Emergency 2nd Speed Spool 5 - Forward Modulation Spool 6 - Forward Modulation Spring 13 - 2nd Speed Modulation Spool 14 - 2nd Speed Modulation Spring 15 - 3rd Speed Modulation Spool 16 - 3rd Speed Modulation Spring 17 - 4th Speed Modulation Spool 18 - 4th Speed Modulation Spring T3-9-31 19 - 4th Speed Proportional Solenoid Valve 20 - 3rd Speed Proportional Solenoid Valve 21 - 2nd Speed Proportional Solenoid Valve 22 - 1st Speed Proportional Solenoid Valve 23 - Reverse Proportional Solenoid Valve 24 - Forward Proportional Solenoid Valve COMPONENT OPERATION / Drive Unit Operation Modulation mechanism enables smoother speed change by varying the pressure increase wave or pressure decrease wave of each clutch depending on the the vehicle condition (engine speed, vehicle speed, and others). Vehicle condition is judged by analyzing the information (electric signal) sensed by the engine speed sensor, vehicle speed sensor, and shift lever utilizing the mission controller, and the electric signal is transmitted from the controller to the proportional solenoid valve depending on the shift change. Proportional solenoid valve regulates the oil pressure depending on the electric signal transmitted from the controller, and transfers oil to the modulation spool. Modulation spool regulates the clutch oil pressure also, depending on the oil pressure transmitted from the proportional solenoid valve, and transfers oil to the clutch piston. In Pressure Decrease Oil Pressure In Pressure Increase Time Transition Point T4GC-03-09-030 Clutch Oil Pressure Wave T3-9-32 COMPONENT OPERATION / Drive Unit At Neutral Pressure oil regulated by the regulator valve flows to the oil passage (a) of the transmission control valve, and is divided flowing into the oil passage (b) leading to the proportional solenoid valve (1) and the oil passage (c) of the modulation spool (2). Oil does not flow from the oil passage (b) to the oil passage (d) because the electric signal to be transmitted from the controller to the proportional solenoid valve (1) is stopped in the neutral condition. Also, oil is confined between the oil passage (c) and the oil passage (e) of the piston, so the clutch pressure is not raised, becoming the neutral condition. 1 d 2 To Piston T4GC-03-09-031 c a From Regulator Valve b 1 - Proportional Solenoid Valve 2 - Modulation Spool T3-9-33 e COMPONENT OPERATION / Drive Unit Shift to 2nd Speed from Neutral (In Pressure Increase) • In Process of Clutch Connection (Refer to Oil Pressure Wave A of T3−9−32.) 2. Also, the oil transferred to the oil passage (e) passes back chamber (g) of modulation spool (2), and is sent to back chamber (h) of the modulation spool (2). As modulation spring (3) is assembled in back chamber (h) of modulation spool (2), overcomes the oil pressure in oila passage (e), and moves modulation spool (2) right, closing oil passage (e) temporarily. When the transmission is shifted by the lever, electric signal is transmitted from the controller to proportional solenoid valve (1). During oil pressure wave A, the oil transferred to oil passage (b) of proportional solenoid valve (1) is regulated to the pressure corresponding to the electric signal of the controller, and is transferred to the oil passage (d). 1. Oil transferred to oil passage (d) is transferred to pressure chamber (f) of the modulation spool (2), overcomes the force of modulation spring (3), and moves modulation spool (2) to the left column. As a result, oil is transferred from the oil passage (c) to oil passage (e) of the clutch piston, and the clutch pressure is raised. 1 3 h Electric current from the controller is enlarged gradually, and repeats the processes in 1. and 2. As a result, the clutch oil pressure is gradually raised. g d f To 2nd Speed Clutch T4GC-03-09-032 c a b 1 - Proportional Solenoid Valve 2 - Modulation Spool 3 - Modulation Spring T3-9-34 e 2 COMPONENT OPERATION / Drive Unit • At End of Clutch Connection • In Shift Down Condition from Forward 2nd Speed (Refer to Pressure Oil Wave B of T3-9-32.) to 1st Speed [at DSS] Finally, pressures in pressure chamber (f) and pressure chamber (h) become equal. Spring (3) is assembled in pressure chamber (h), but as the spool diameter in the pressure chamber (f) is larger than the diameter corresponding to the pressure chamber (h) plus spring (3) force, the modulation spool (2) is pushed to fully stroke. Therefore, completely opening oil passage (c) and the oil passage (e). (Refer to the drawing below.) As a result, the clutch pressure and the regulator pressure become equal and constant. Pressure increase of the 1st Speed clutch pressure is similar to “Speed Shift Change from Neutral to 2nd Speed.” Pressure decrease of the 2nd Speed clutch pressure is operated reversely, and the clutch pressure is gradually lowered by gradually lowering the electric signal (electric current value) from the high condition. Overlapping the clutch pressure of the partner clutch pressure by gradually raising the 1st Speed clutch pressure and gradually lowering the 2 nd clutch pressure eliminates lack of torque at the time of shift down in digging, and achieves smooth workability. Proportional solenoid valve and the modulation spool organize a set in terms of construction, and enables obtaining constantly best modulation pressure wave by combining the pressure increase characteristics and the pressure decrease characteristics. (Refer to Clutch Oil Pressure Wave on T3-9-32.) 3 To 2nd Speed Clutch 2 f T4GC-03-09-033 c h 1 - Modulation Spool 2 - Modulation Spring T3-9-35 e COMPONENT OPERATION / Drive Unit MANUAL SPOOL (EMERGENCY TRAVEL SPOOL) In case the solenoid valve cannot be operated caused by electric disorders (e.g.: disconnection), changeover of the control valve to Forward 2nd Speed or Reverse 2nd Speed is possible by manually operating this spool. This spool is used for self-traveling of the vehicle to the place of maintenance in an emergency or something. IMPORTANT: Prior to use of the manual spool, stop the engine. Operating the manual spool while the engine is running is dangerous because the vehicle can begin moving. Operation • Forward 2nd Speed When changeover to Forward 2nd Speed is made, push in the forward emergency travel spool (3) and 2nd emergency travel spool (5) each by 5 mm, and turn them 90 degrees, keeping pushing them. Oil regulated to the regulator pressure flows into the passage (b) through the passage (a) opened by the forward modulation spool, and flows to the forward clutch to connect the clutch. Similarly, the 2nd clutch also flows into the oil passage (f) through the oil passage (e) opened by the 2nd modulation spool (7), and flows to the 2nd clutch to connect the clutch. • Reverse 2nd Speed When the forward emergency travel spool (3) is turned by 90 degrees, the spool returns to the original position by the force of the spring (1). Similarly to forward 2nd speed, in reverse 2nd speed, push in the reverse emergency travel spool (5) by 5 mm, and turns it 90 degrees. Oil regulated to the regulator pressure flows into the oil passage (d), through the oil passage (c) opened by the reverse modulation spool (4), and flows to the reverse clutch to connect the clutch. IMPORTANT: Avoid simultaneous use of the forward emergency travel spool (3) and the reverse emergency travel spool (5). Breakage of the clutch can be caused. T3-9-36 COMPONENT OPERATION / Drive Unit From Regulator Valve c 1 a Forward Clutch b 2 3 4 5 d Reverse Clutch f 2nd Clutch 6 7 e • In Operation of Manual Spool From To Each Regulator Valve Clutches T4GC-03-09-034 1 - Modulation Spring 3- Emergency Forward Spool 5- Emergency Reverse Spool 2 - Forward Modulation Spool 4- Reverse Modulation Spool 6- Emergency 2nd Speed Spool T3-9-37 7- 2nd Speed Modulation Spool COMPONENT OPERATION / Drive Unit PROPORTIONAL SOLENOID VALVE Operation • At Neutral: Spool (1) is pushed right by the spring Proportional splenoid valve is used as a pilot valve for the clutch oil pressure, and transfers oil to the modulation spool by receiving the electric signal from the controller, and by raising or lowering the oil pressure. S T P 1 (2), and outlet port S is connected with tank port T. • At Excitement: Solenoid valve (3) pushes the spool (1) left with a force in proportion to the electric current flowing at the solenoid (3). Pilot pressure oil flows to output port S from port P, and the pressure at output port S rises. This pressure at output port S works on the shoulder part ‘a’ of the spool (1). Shoulder part ‘a’ has different sectional areas, and generates a force to push the spool (1). When the pressure at output port S rises, and the force pushing the spool (1) right becomes larger than the force due to the solenoid (3) to push the spool (1) left, the spool (1) is returned to the right, the passage between output port S and port P is closed, and the pressure at output port S stops rising. 2 3 a a T107-02-07-005 1 - Spool 2- Spring 3- T3-9-38 Solenoid COMPONENT OPERATION / Axle OUTLINE Axle consists of the differential, final drive, axle shaft, brake, and others. Axle Shaft Final Drive Power from the transmission is transmitted to the front axle and the rear axle through the propeller shaft. Inside the axle, power is transmitted to the differential, and divided into left and right, and drives the axle shaft and the wheels through the final drive. Differential Brake Brake T4GB-03-10-001 T3-10-1 COMPONENT OPERATION / Axle DIFFERENTIAL Differential enables the left and the right drive wheels to rotate at different rotating speeds in steering of the vehicle body or traveling on bumpy roads. 4 5 6 7 8 9 10 11 3 2 12 1 13 14 15 16 17 18 19 20 21 123456- Brake Ring Brake Disc Piston Side Gear Case A Ring Gear 78910 11 12 - Pinion Gear Spider Case B Roller Bearing Differential Body Gear & Shaft 13 14 15 16 17 18 - T3-10-2 Adjusting Nut Bearing Retainer Pinion Shaft Roller Bearing Bearing Cage Spacer 19 - Roller Bearing 20 - Oil Seal 21 - Flange T4GB-03-10-002 COMPONENT OPERATION / Axle Function • Purpose of Differential When the vehicle body is steered, the inner wheel turns with a smaller radius, so the outer wheel needs to rotate faster for smooth steering. Suppose driving the rear wheel by directly installing the gear to the propeller shaft with a shaft having no differential. In this case, the outer wheel and the rear wheel rotate the same amount. In other words, when the vehicle body is steered, the outer wheel cannot rotate more than the inner wheel, and as a result, skidding sideways or tire wear takes place. Also, the axle shaft is subjected to torsional stress, resulting in unstable transmission of drive force. On the other hand, in case a differential is installed, the inner and the outer wheels can rotate at different speeds, and the problem mentioned above can be eliminated. Extension Line of Rear Wheel Centers In Turning of Vehicle Body In Traveling of Vehicle Body on Rough Roads T202-03-05-005 T3-10-3 COMPONENT OPERATION / Axle • Principle of Differential Operation principle of the differential is explained here comparing it to the racks and the pinion gear in the drawing. When the load W is equally applied to the racks A and B, if C is moved upward by the distance of H, the racks A and B both move by the same distance of H in unison with the pinion. If moved by removing the load to the rack B, the pinion rotates on the rack A (with load applied), and moves the rack B upward. At this time, the distance the rack B moves is longer than the distance the pinion moves rotating. Distance the rack B moves can be calculated using the equation of H+H=2H. This principle is applied to the differential. W W W C C H H H 2H Rack (A) Rack (B) Rack (A) Pinion • Operation of Differential Rack (B) Pinion T202-03-05-006 In Traveling Straight In case resistances applied to the axle shafts (7) and (8) connected by spline to the differential side gears (2) and (3) are the same, or in case the vehicle body is traveling straight on plane roads, the differential pinion gears (1) and (4) remain unrotated. Differential pinion gears (1) and (4) and the side gears (2) and (3) remain fixed by being mutually geared, and rotate in unison with the housing (6) connected with the ring gear (9). In case the constituent portion of the whole is rotating solidly like this, the differential function of the differential does not work, but gears (1), (2), (3), and (4) play only the role of joints for connecting the axle shafts (7) and (8). 10 9 1 8 2 3 4 7 6 T487-03-06-014 T3-10-4 COMPONENT OPERATION / Axle In Steering When the vehicle body swings, uneven resistances are applied to the drive wheels. Therefore, caused by the difference of the resistances applied to the inner and outer wheels, the differential pinion gears (1) and (4) begin revolving on the side gears (2) and (3), each rotating round the pinion shaft. As a result, in case the resistance force applied to the shaft (7) is large, the pinion gears (1) and (4) rotate in the same direction as the rotational direction on the side gear (2) of the shaft (7). And the speed of the shaft (7) is lowered, and the amount of the speed reduction is applied to the shaft (8), working the differential function. Suppose the ring gear (9) is driven by the drive pinion (10) at the speed of 100. In the condition of the vehicle body traveling straight, the drive wheels on the both sides rotate at the same speed. However, in case the vehicle body swings, and the speed of the right drive wheel is lowered to 90, the left wheel turns at the speed of 100+(100−90)=110 because the speed of 10(100−90=10) is added to the speed of the left wheel. If the ring gear (9) rotates at 100, the summation of the speeds of the left and right wheels becomes always 200 regardless of movement of the respective wheels. T3-10-5 10 9 1 8 2 3 4 7 6 T487-03-06-014 COMPONENT OPERATION / Axle TORQUE PROPORTIONING DIFFERENTIAL (TPD) Wheel loader is operated mostly on roads of bad conditions. In case of skidding, working efficiency and tire lives are lowered. In order to avoid lowering of working efficiency and tire lives, the axle is provided with the torque proportioning differential. Differential pinion gear of the torque proportioning differential has an odd number of teeth, and the differential pinion gear and the side gear have special tooth profiles. Therefore, the difference of the road resistances to the left and right tires causes deviation of the gearing locations between the differential pinion gear and the left and right side gears, and the drive force transferred to the left and right tires changes. Differential Pinion Gear Right Side Gear Left Side Gear Forward Rotation T3-10-6 T487-03-06-015 COMPONENT OPERATION / Axle Traveling Straight with the Same Resistances to Left and Right Tires In case resistances to the left and right tires are the same, the distances ‘a’ and ‘b’ from the differential pinion gear center to the respective contact points of the left and right side gears are the same. Therefore, the differential pinion gear and the left and right side gears solidly rotate toward forward, and the drive forces of the left and right tires become the same. Differential Pinion Gear Left Side Gear Right Side Gear T487-03-06-016 Traveling on Soft Roads (Different Resistances to Left and Right Tires) In traveling on soft roads, if the left tire skids, the side gear on the left tire receiving little resistance tends to rotate more forward than the right side gear. This rotation causes deviation of the contact points of the differential pinion gear and the left and right side gears in the torque proportioning differential. In case the left side gear rotates slightly more forward than the right side gear, the distance ‘a’ of the contact point of the differential pinion gear and the left side gear is lengthened. Correlation of the forces at this time is as follows. a×TA (force applied to the left side gear) = b×TB (force applied to the right side gear). Until the difference of the road resistances exceeds certain value, the differential pinion gear does not roate, but the left and right side gears rotate at the same speed solidly. Besides, the left tire does not rotate reduntantly, and does not skid. (Right tire can have drive force larger than the left tire.) Therefore, tire lives are prolonged, and working efficiency is improved. Differential Pinion Gear Left Side Gear T3-10-7 Right Side Gear T487-03-06-017 COMPONENT OPERATION / Axle LIMITED SLIP DIFFERENTIAL (LSD) (Optional) Operation Principle Wheel loader, as required by the kind of work, must be operated in places where skidding takes place easily like sand and muddy soil. In places like these, Tires can slip even if the torque proportioning differential (TPD) is installed. Rotation is transmitted to the slipping tire, but not to the tires contacting the earth, so not only the funtion of the wheel loader is worsened, but the tire lives are shortened. In order to avoid this, the limited slip differential (LSD) provided with the differential movement restriction device for avoiding different movement of the left and right wheels is adopted. Drive force transmitted to the left and right tires further changes. LSD is so constructed that the clutch disc is inserted between the pressure ring supporting the spider with the cam and the case, which makes restriction of different movement by keeping the tire speeds the same by the resistances of the friction surfaces. Also, the variation of the dive force transmitted to the left and right tires is made larger than the TPD. Ring Gear Pressure Ring Side Gear Pressure Plate Clutch Disc Case Spider Pinion Gear T4GB-03-10-003 T3-10-8 COMPONENT OPERATION / Axle Traveling Straight with the Same Road Resistances to Left and Right Tires As the differential pinion gear and the left and right pinion gears rotate solidly, the drive forces of the left and right tires are the same similarly to the TPD. Traveling on Soft Roads (Different Road Resistances to Left and Right Tires) Drive force is transmitted to the case, pressure ring, and spider through the ring gear. At this time, the spider having the cam construction pushes the pressure ring with the thrust P. Clutch disc is geared with the case through the pressure ring. Side gears fitted to the clutch disc by spline rotate solidly with the case, and the left and right gears rotate at the same speed. Like this, the left and right axle shafts fitted to the side gears by spline tend to rotate solidly with the case, and the differential movement restriction works. In case the drive force provided for the skidding tire is larger than the road resistance, part of the torque of the skidding tire is added to the tire contacting the road by the differential movement restriction (because of the same speed of the left and right tires), and the tire contacting the road is provided with more torque. Until the difference of the resistances between the left and right tires exceeds certain value (until the clutch disc begins to slip), the left and right gears solidly rotate at a constant speed. On such soft roads, the drive force increases by 1.5 times the value for the TPD if the LSD is provided. T3-10-9 Clutch Disc Pressure Plate Spider Pressure Ring T4GB-03-10-004 COMPONENT OPERATION / Axle SERVICE BRAKE Brake adopted is the wet type multi-disc brake, and is assembled in the differential body of the axle. Four wheels of this vehicle has all this disc brake. • In Operation of Brake Oil pressure from the brake valve works on the back of brake piston (5) to move brake piston(5), and brake disc (3) and brake ring (2) is compressed. Inner surface of brake disc (3) is fitted by spline to shaft (8) through disk hub (7). Also, the outer surface of brake ring (2) is fixed to differential body (4). Therefore, the rotation of the pushed and compressed brake disc (3) stops, restricting the vehicle. • In Release of Brake When the oil pressure from the brake valve is decreased, brake piston(5) is returned by return spring (6), and brake disc (3) is freed. Restriction of the vehicle is released. T3-10-10 COMPONENT OPERATION / Axle 1 2 2 3 3 2 Brake Oil Pressure 4 5 6 7 8 T4GB-03-10-005 1 - End Plate 2 - Brake Ring 34- Brake Disc Differential Body 56- • Operation 1 2 Brake Piston Return Spring 78- Disc Hub Shaft 3 2 To • Release 3 2 3 2 1 From Brake Valve 5 2 3 2 Brake Valve 5 6 6 T4GB-03-10-007 T3-10-11 T4GB-03-10-008 COMPONENT OPERATION / Axle FINAL DRIVE / AXLE SHAFT Final drive is the device for finally decreasing the speed in the power transmission system, and of the planetary gear type. As for power transmission, the power from the differential, transmitted from the shaft, rotates the three planetary gears in the ring gear, and transmits rotation of the planetary carrier to the axle shaft through the planetary carrier. Final Drive Axle Shaft Ring Gear Shaft Housing Planetary Carrier Planetary Gear T4GB-03-10-006 T3-10-12 COMPONENT OPERATION / Brake Valve OUTLINE Brake valve is operated by the brake pedal. (Refer to the Brake Circuit of SYSTEM/Hydraulic System) Brake valve sends pilot pressure depending on the extent of stepping the brake pedal, and operates the fore wheel or rear wheel service brake. Brake Pedal Brake Valve T4GB-03-11-001 T3-11-1 COMPONENT OPERATION / Brake Valve Component Layout 1 2 3 4 Port T 5 6 Port BR1 Port M1 11 7 Port BR2 Port M2 10 8 9 T4GB-03-11-002 1 - Pedal 2 - Roller 3 - Spool Input 4 - Spring 5 - Spring 6 - Spring 7 - Spool 8 - Spool 9 - Spring T3-11-2 10 - Plunger 11 - Plunger COMPONENT OPERATION / Brake Valve 1 5 7 From Port M2 of Charging Block M1 From Port M2 of Charging Block M2 BR1 BR2 T To Front Service Brake To Rear Service Brake 8 9 T4GB-03-11-003 T3-11-3 COMPONENT OPERATION / Brake Valve OPERATION Not in Operation of Brake 1. When the brake valve is not in operation, the ports (BR1 and BR2) are connected with the tank port (T) because the spring (9) returns the spools (7 and 8) to the non-operating position. 2. Ports (M1 and M2) and the brake ports (BR1 and BR2) are blocked by the spools (7 and 8), and the pressure oil in the service brake accumulator is retained. T M1 BR1 M2 BR2 7 8 9 T4GB-03-11-004 T3-11-4 COMPONENT OPERATION / Brake Valve In Operation of Brake 1. When the brake valve is stepped, spool input (3) is pushed through roller (2). Spool input moves the spools (7 and 8) forward through the spring (5). 2. When the spools (7 and 8) moves forward, ports (BR1 and BR2) and port (T) are disconnected. When spools (7 and 8) are further moved forward, the ports (BR1 and BR2) and the ports (M1 and M2) are connected, and the pressure oil of the accumulator flows out from the ports (BR1 and BR2), beginning braking operation. 3. Pressure oil on the ports (BR1 and BR2) end passes the orifices installed in spools (7 and 8), and works on the built-in plungers (10 and 11) of spools (7 and 8) as the return force (oil pressure rection force) of the spools (7 and 8). Summation of this oil pressure reaction force and the load of spring (9) balances with the load of spring (5), and controls the brake oil pressure on the brake ports (BR1 and BR2) end. 4. Deflection and load of spring (5) are fed back as the stroke and operating force of the brake pedal, and provides the operator with virtual operation feeling. 2 3 5 T BR1 M1 7 11 BR2 M2 8 10 9 T4GB-03-11-005 T3-11-5 COMPONENT OPERATION / Brake Valve In Brake Release 1. When the operating force is released, spool input (3) is pushed back by spring (4). 2. Compression of spring (5) is released, and spools (7 and 8) are returned to the non-operation position by the summation of the oil pressure reaction force working on the plunger and load of the spring (9). 3. At this time, the ports (BR1 and BR2) and the port (M1 and M2) are blocked by the spools (7 and 8), and the ports (BR1 and BR2) are relieved to the port (T). Pressure oil on the ports (BR1 and BR2) end is discharged to the port (T), and the brake operation is released. 3 4 T 5 BR1 M1 7 BR2 M2 8 9 T4GB-03-11-006 T3-11-6 COMPONENT OPERATION / Others PILOT SHUTOFF VALVE Pilot shutoff valve is a munually operated changeover valve, and by operating the pilot control shutoff lever, rotates the spool to turn ON and OFF the pilot pressure to the pilot valve. Section Z-Z Shutoff Position of Pilot Shutoff Valve At OFF of the pilot shutoff valve, the pressure oil from the pilot pump does not flow to the pilot valve. Oil on the pilot valve end flows to the hydraulic oil tank. At ON of Pilot Control Shutoff Lever At ON of the pilot shutoff valve, the drain circuit is blocked, and the pressure oil from the pilot pump flows to the pilot valve. From Brake/ Pilot Pump To Pilot Valve T4GB-03-12-001 A2 A1 Z T1 T2 T3 P Z A3 A4 T4 A5 T4GB-03-12-002 A1 - Extra A2 - Extra A3 - To Pilot Valve (Optional) A4 - To Pilot Valve A5 - Extra P - From Brake/Pilot Pump T1 - From Pilot Valve T2 - Extra T3-12-1 T3 - From Pilot Valve (Optional) T4 - To Hydraulic Oil Tank COMPONENT OPERATION / Others PROPELLER SHAFT Propeller shafts are installed between the transmission and the front axle, and between the transmission and the rear axle, respectively. Propeller shaft transmits the power from the transmission to the front axle and the rear axle. Joint adopted is the universal joint most commonly used. Between Front Axle and Transmission Universal Joint T4GB-03-12-003 Between Transmission and Rear Axle Universal Joint T4GB-03-12-004 T3-12-2 COMPONENT OPERATION / Others EMERGENCY STEERING CHECK BLOCK Emergency steering check block is installed between the main pump and steering valve. Built-in check valve is provided for preventing the delivery oil of the emergency steering pump from flowing to the main pump. A A: from main pump B: from emergency steering pump C: pressure sensor port D: to steering valve E: to hydraulic oil tank B Section X-X B A C Y D Section Y-Y A Y E C D E X X T4GB-03-12-007 T3-12-3 COMPONENT OPERATION / Others EMERGENCY STEERING PUMP (OPTIONAL) Emergency steering pump is installed to be started in case supply of the pressure oil from the main pump is suddenly stopped for one reason or another, and for supplying pressure oil to the steering valve in place of the main pump until the time when the vehicle body is moved to a safe place. Emergency steering pump consists of the gear pump, electric motor, relief valve, and check valve. Electric Motor Part Gear Pump Part Relief Valve Check Valve T4GB-03-12-008 T3-12-4 MEMO ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ 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Hitachi Construction Machinery Co. Ltd Attn: Publications, Marketing & Product Support Fax: 81-29-831-1162 Hitachi Ref. No. SERVICE MANUAL REVISION REQUEST FORM NAME OF COMPANY: MODEL: PUBLICATION NO.: YOUR NAME: DATE: FAX: (Located at the right top corner in the cover page) PAGE NO.: (Located at the bottom center in the page. If two or more revisions are requested, use the comment column) YOUR COMMENTS / SUGGESTIONS: Attach photo or sketch if required. If your need more space, please use another sheet. REPLY: (Copy this form for usage) SECTION 1 GENERAL ―CONTENTS― Group 1 Specifications Group 3 Component Specifications Specifications ........................................... T1-1-1 Engine ...................................................... T1-3-1 Engine Accessories .................................. T1-3-6 Group 2 Component Layout Main Component Layout........................... T1-2-1 Electrical Component Layout.................... T1-2-4 Hydraulic Component ............................... T1-3-8 Electrical Component.............................. T1-3-13 (Overview) Electrical System (Cab) ............................ T1-2-5 Electrical System .................................... T1-2-6 (Controller and Relays) Electrical System (Right Console) ............ T1-2-7 Electrical System (Monitor and Switchs)... T1-2-8 Monitor Panel ........................................... T1-2-9 Engine and Fan Pump ............................ T1-2-10 Pump Device and Drive Unit....................T1-2-11 Control Valve .......................................... T1-2-12 Ride Control Valve,Charging Block and Fan Motor ................................... T1-2-13 Steering Valve and Emergency Steering Pump (Optional) .................................. T1-2-14 4GCT-1-1 (Blank) 4GCT-1-2 GENERAL / Specification SPECIFICATIONS M4GB-12-002 − ZW220 (Standard) ZW250 (Standard) Operating Weight kg(lb) 3.4 (BOC) 3.7 (BOC) Static Tipping Load (Full Turn) kg(lb) 17290 19610 Rated Loading Weight kg(lb) 5120 5600 − ISUZU 6HK1 139.3 kW/2170 rpm (189 PS/2170 rpm) ISUZU 6HK1 163.0 kW/2240 rpm (221.5 PS/2240 rpm) A: Overall Length mm(ft.in) 8245 8385 B: Overall Width (Bucket) mm(ft.in) 2910 3050 C: Overall Height mm(ft.in) 3375 3405 D: Wheel Base mm(ft.in) 3300 3350 E: Tread mm(ft.in) 2160 2200 F: Ground Clearance mm(ft.in) 450 425 G: Height to Bucket Hinge Pin, Fully Raised mm(ft.in) 4090 4195 H: Dumping Clearance 45 Degree, Full Height mm(ft.in) 2880 2950 I: mm(ft.in) 1150 1120 R1: Turning Radius (Centerline of Outside Tire) mm(ft.in) 5620 5715 R2: Loader Clearance Circle, Bucket in Carry Position mm(ft.in) 6620 6780 Maximum Travel Speed (Forward/Reverse) km/h(mph) 34.5/34.5 34.5/34.5 Number of Travel Shift (Forward/Reverse) − 4/4 4/4 Degree(%) 40 40 − 23.5-25-16PR 23.5-25-16PR Type Engine Dumping Reach, 45 Degree Dump, Full Height Articulation Angle (Left/Right) Tire Size T1-1-1 GENERAL / Specification (Blank) T1-1-2 GENERAL / Component Layout MAIN COMPONENT LAYOUT (OVERVIEW) 1 2 3 PHOTO 4 5 Overview 001 6 12 7 11 10 9 T4GB-01-02-005 8 1 - Bucket 2 - Bell Crank 4 - Head Light 5 - Front Working Light 3 - Bucket Cylinder 6 - Rear Working Light (Optional) 7 - Rear Working Light 8 - Rear Combination Light (Turn Signal, Hazard Light Clearance Light and Brake Light) 9 - Turn Signal, Hazard Light and Clearance Light T1-2-1 10 - Lift Arm Cylinder 11 - Lift Arm 12 - Bucket Link GENERAL / Component Layout MAIN COMPONENT LAYOUT (UPPERSTRUCTURE) PHOTO Overview 002 1 20 2 3 4 5 21 19 18 17 16 15 6 7 8 9 10 14 13 12 11 T4GB-01-02-002 123456- Charging Block Pilot Valve Brake Valve Steering Pilot Valve Steering Valve Control Valve 78910 11 12 - Stop Valve Pilot Shutoff Valve Engine Oil Filter Pilot Filter Engine Fuel Tank 13 14 15 16 17 18 - T1-2-2 Torque Converter Cooler Hydraulic Oil Cooler Hydraulic Fan Motor Radiator Inter Cooler Reserve Tank 19 - Muffler 20 - Air Cleaner 21 - Hydraulic Oil Tank GENERAL / Component Layout MAIN COMPONENT LAYOUT (TRAVEL SYSTEM) PHOTO Overview 1 003 2 3 4 5 6 9 8 7 T4GB-01-02-004 1 - Front Axle 2 - Propeller Shaft (Front) 3 - Steering Cylinder 45- Pump Device Transmission 6 - Rear Axle 7 - Propeller Shaft (Rear) T1-2-3 8 - Steering Accumulator 9 - Brake Pressure Sensor GENERAL / Component Layout ELECTRICAL COMPONENT LAYOUT (OVERVIEW) Cab (Refer to T1-2-5) 1 2 11 12 Engine and Fan Pump (Refer to T1-2-10) 10 3 4 5 6 7 8 Pump Device (Refer to T1-2-11) Drive Unit (Refer to T1-2-11) 9 T4GB-01-02-019 1 - Hydraulic Oil Level Switch 2 - Air Filter Restriction Switch 4 - Reverse Buzzer 5 - Battery 3 - ECM 6 - Boost Pressure Sensor 7 - Fuel Level Sensor 8 - Hydraulic Oil Temperature Sensor 9 - Lift Arm Angle Sensor (Optional) T1-2-4 10 - Bucket Proximity Switch 11 - Lift Arm Proximity Switch GENERAL / Component Layout ELECTRICAL SYSTEM (CAB) 1 2 3 Monitor and Switches (Refer to T1-2-8) 4 Right Consol (Refer to T1-2-7) 6 5 Controller and Relays (Refer to T1-2-6) T4GB-01-02-006 1 - Radio 3 - Speaker 2 - Auxiliary Switch Panel (Optional) 4 - Rear Wiper Motor 5 - Brake Lamp Switch T1-2-5 6 - Front Wiper Motor GENERAL / Component Layout Controller and Relays 5 6 T4GB-01-02-006 10 4 1 14 15 16 17 18 2 19 20 21 22 23 11 7 12 8 13 9 3 24 25 26 27 28 29 30 31 32 33 T4GC-01-02-002 1- Flasher Relay 2- Option Controller (Optional) 3 - MCF 9- Front Window Heater Relay 10 - Neutral Relay 11 - Rear Window Heater Relay 4- ICF 12 - Wiper Relay (Left) 5- Dr.ZX Connector 13 - Wiper Relay (Right) 6- Fuse Box 7- Fog Light Relay (Optional) 14 - Reverse Light Relay (A-R5) 15 - Brake Light Relay (A-R4) 8- Auxiliary 16 - High Beam Relay (A-R3) 17 - Head Light Relay (Right) (A-R2) T4GB-01-02-022 18 - Head Light Relay (Left) (A-R1) 19 - Emergency Steering Relay (A-R10) 20 - Horn Relay (A-R9) 21 - Turn Signal Relay (Right) (A-R8) 22 - Working Light Relay (Rear) (A-R7) 23 - Working Light Relay (Front) (A-R8) 24 - Front Wiper Relay (B-R5) 25 - Neutral Relay (B-R4) T1-2-6 26 - Load Dump Relay (B-R3) 27 - Parking Brake Relay (B-R2) 28 - Parking Brake Relay (B-R1) 29 - Fuel Pump Relay (B-R10) 30 - Main Relay (B-R9) 31 - Rear Washer Relay (B-R8) 32 - Turn Signal Relay (Left) (B-R7) 33 - Rear Wiper Relay (B-R6) GENERAL / Component Layout Right Console PHOTO Control Lever 011 012 PHOTO Right Console 013 T4GB-01-02-006 2 3 4 6 5 7 1 8 9 10 18 17 16 15 14 13 12 T4GB-01-02-023 11 1 - Down Shift Switch 2 - Bucket Control Lever 3 - Lift Arm Control Lever 4 - Forward/Reverse Switch 5 - Horn Switch 6 - Auxiliary Control Lever (Optional) 7 - Quick Coupler Switch (Optional) 8 - Lift Arm Auto Leveler Downward Set Switch (Optional) 9 - Lift Arm Auto Leveler Upward Set Switch (Optional) 10 - Front Control Lock Lever 11 - Emergency Steering Check Switch 12 - Fan Reversing Switch 13 - Fog Light Switch (Optional) 15 - Forward/Reverse Selector Switch 16 - Lighter 17 - Up-shift/Down-shift Switch 14 - Ride Control Switch (Optional) 18 - Hold Switch T1-2-7 GENERAL / Component Layout Monitor and Switches PHOTO Cab 004 1 005 2 T4GB-01-02-006 14 3 13 12 4 5 11 6 7 10 9 8 1 - Monitor Panel (Refer to T1-2-9) 2 - Driving Mode Switch 3 - Turn Signal Lever /Head Light Switch/Dimmer Switch 4 - Parking Brake Switch T4GB-01-02-024 5 - Work Mode Selector Switch 9 - Front Wiper Switch 12 - Rear Wiper Switch 6 - Clutch Cut Position Switch 10 - Forward/Reverse Lever and Shift Switch 11 - Air Conditioner Switch Panel 13 - Working Light Switch 7 - Key Switch 8 - Steering Column Tilt /Telescopic Lever T1-2-8 14 - Hazard Light Switch GENERAL / Component Layout Monitor Panel 1 2 3 4 5 6 7 8 9 10 11 34 12 33 13 14 32 15 31 T4GB-01-02-001 30 29 28 1 - Coolant Temperature Gauge 2 - Transmission Oil Temperature Gauge 3 - Turn Signal Indicator (Left) 4 - High Beam Indicator 5 - Working Light Indicator 6 - Turn Signal Indicator (Right) 7 - Monitor Display 8 - Stop Indicator 9 - Service Indicator 27 26 25 24 23 22 10 - Parking Brake Indicator 21 20 19 18 11 - Clearance Light Indicator 19 - Lever Steering Indicator (Optional) 20 - Monitor Mode Selector 12 - Fuel Gauge 21 - Glow Signal 13 - Brake Low Oil Pressure Indicator 14 - Brake Low Oil Level Indicator 15 - Emergency Steering Indicator (Optional) 16 - Low Steering Oil Pressure Indicator 17 - Seat Belt Indicator 22 - Monitor Display Selector (Up) 23 - Maintenance Indicator 24 - Monitor Display selector (Down) 25 - Forward/Reverse Switch Indicator 26 - Water Separator Indicator 18 - Discharge Warning Indicator T1-2-9 17 16 27 - Engine Warning Indicator 28 - Overheat Indicator 29 - Engine Low Oil Pressure Indicator 30 - Air Filter Restriction Indicator 31 - Transmission Warning Indicator 32 - Transmission Oil Filter Restriction Indicator 33 - Hydraulic Oil Temperature Indicator 34 - Transmission Oil Temperature Indicator GENERAL / Component Layout ENGINE AND FAN PUMP 1 2 PHOTO Engine 030 3 6 7 8 042 9 5 10 11 4 14 13 12 T4GB-01-02-025 1 - Glow Plug 9 - EGR Valve 12 - Crank Revolution Sensor 2 - Injector 5 - Coolant Temperature Sensor 6 - Overheat Switch 10 - Supply Pump 3 - Cam Angle Sensor 7 - Boost Pressure Sensor 11 - Fuel Temperature Sensor 13 - Engine Oil Pressure Sensor 14 - Common Rail Pressure Sensor 4 - Fan Pump 8 - Boost Temperature Sensor T1-2-10 GENERAL / Component Layout PUMP DEVICE 1 2 PHOTO Hydraulic System 114 3 6 5 T4GB-01-02-009 4 DRIVE UNIT PHOTO 7 21 8 9 Transmission 108 109 13 14 15 16 17 18 20 12 19 11 10 T4GC-01-02-001 1 - Main Pump 7- 2 - Regulator Torque Converter Input Speed Sensor 8 - Air Breather 3 - Priority Valve 9- 4 - Pump Delivery Pressure Switch 5 - Pilot Pump 10 - Vehicle Speed Sensor 11 - Transmission Output Speed Sensor Charge Pump 12 - Transmission Middle Shaft Sensor 13 - Forward Clutch Solenoid Valve 14 - Reverse Clutch Solenoid Valve 15 - 1st Clutch Solenoid Valve 16 - 2nd Clutch Solenoid Valve 6 - Steering Relief Valve T1-2-11 17 - 3rd Clutch Solenoid Valve 18 - 4th Clutch Solenoid Valve 19 - Transmission Control Valve 20 - Parking Brake Pressure Switch 21 - Regulator Valve GENERAL / Component Layout CONTROL VALVE ZW220 5 4 1 2 3 T4GB-01-02-027 ZW250 5 1 4 PHOTO Control Valve 089 3 090 2 T4GB-03-02-002C 1 - Over Load Relief Valve (Lift Arm: Bottom) 2 - Over Load Relief Valve (Bucket: Bottom) 3 - Over Load Relief Valve (Bucket: Rod) 4 - Make-up Valve (Lift Arm: Rod) T1-2-12 5 - Main Relief Valve GENERAL / Component Layout RIDE CONTROL VALVE (OPTIONAL) CHARGING BLOCK PHOTO 1 2 Charging Block 3 4 073 5 6 PHOTO Ride Control 099 10 T4GB-01-02-014 9 8 7 T4GB-01-02-013 FAN MOTOR 10 11 12 PHOTO Cooling Fan 039 T4GB-01-02-012 1 - Overload Relief Valve 2 - Ride Control Solenoid Valve 3 - Ride Control Accumulator 5 - Service Brake Accumulator (Front) 6 - Service Brake Accumulator (Rear) 7 - Relief Valve 89- Pilot Relief Valve Pump Torque Control Solenoid Valve 10 - Parking Brake Solenoid Valve 4 - Pilot Accumulator T1-2-13 11 - Reverse Control Solenoid Valve 12 - Relief Valve 13 - Flow Control Solenoid Valve GENERAL / Component Layout STEERING VALVE PHOTO 1 Steering System 2 078 T4GB-01-02-020 EMERGENCY STEERING PUMP (OPTIONAL) 3 PHOTO Emergency Steering 081 4 5 6 T4GB-01-02-010 1 - Overload Relief Valve 2 - Overload Relief Valve 3 - Electric Motor 4 - Gear Pump 5 - Check Valve T1-2-14 6- Relief Valve GENERAL / Component Specifications ENGINE ZW220 Manufacturer ............................................ ISUZU Model........................................................ AH-6HK1XYWT-03 (Wet Type) Type.......................................................... Diesel, 4 Cycle, Water Cooled, Over Head Valve, Inline, Direct Injection, Turbo Charged Cyl. NO. - Bore×Stroke............................. 6-115 mm×125 mm (4.53 in×4.92 in) 3 3 Piston Displacement................................. 7790 cm (475 in ) -1 Rated Output ............................................ 139.3±3 kW/2170 min (189±4 PS/2170 rpm) -1 Max. Output .............................................. 164.3±3 kW/2000 min (223.4±4 PS/2000 rpm) Compression Ratio................................... 17.5 Dry Weight................................................ 630 kg (1389 lb) Firing Order .............................................. 1-5-3-6-2-4 Rotation Direction ..................................... Clock Wise (Viewed from fan side) ZW250 Manufacturer ............................................ ISUZU Model........................................................ AH-6HK1XYWT-04 (Wet Type) Type.......................................................... Diesel, 4 Cycle, Water Cooled, Over Head Valve, Inline, Direct Injection, Turbo Charged Cyl. NO. - Bore×Stroke............................. 6-115 mm×125 mm (4.53in×4.92 in) 3 3 Piston Displacement................................. 7790 cm (475 in ) -1 Rated Output ............................................ 163.0±3 kW/2240 min (222±4 PS/2240 rpm) -1 Max. Output .............................................. 179.1±3 kW/2000 min (243.5±4 PS/2000 rpm) Compression Ratio................................... 17.5 Dry Weight................................................ 630 kg (1389 lb) Firing Order .............................................. 1-5-3-6-2-4 Rotation Direction ..................................... Clock Wise (Viewed from fan side) COOLING SYSTEM Cooling Fan .............................................. Diameter 850 mm (33.47 in), 6 Blades (N6G-Type Blade, Steel Center), Draw-in Type Thermostat ............................................... Cracking Temperature at Atmospheric Pressure: 82 °C (180 °F) Full Open (Stroke: 10 mm (0.39 in) or more) Temperature: 95 °C (203 °F) Fan Pump................................................. Gear Pump T1-3-1 GENERAL / Component Specifications LUBRICATION SYSTEM Lubrication Pump Type............................. Gear Pump Oil Filter .................................................... Full-Flow Paper Element Type with Bypass Oil Cooler ................................................. Water Cooled Integral Type STARTING SYSTEM Motor ........................................................ Magnetic Pinion Shift Reduction Type Voltage/Output.......................................... 24 V⋅5 kW PREHEAT SYSTEM Preheating Method ................................... Glow Plug (QOS II Type with After Glow) ENGINE STOP SYSTEM Stop Method ............................................. Fuel Shut Off (Electrically Controlled) ALTERNATOR Type.......................................................... Regulator Integrated AC Type Voltage/Output.......................................... 24 V⋅50 A (Brush less) SUPERCHARGING SYSTEM Model........................................................ RHG6 Type.......................................................... Exhaust Turbocharger Type FUEL SYSTEM Type.......................................................... Common Rail Type (HP4 Model) Governor .................................................. Electrically Controlled Injection Nozzle ........................................ Electric Multi Hole Injector (G2 Type) T1-3-2 GENERAL / Component Specifications PERFORMANCE IMPORTANT: This list shows design specifications, which are not servicing standards. ZW220 Fuel Consumption Ratio........................... 212.0±13.6 g/kW⋅h (156±10 g/PS⋅h) @ 2000 min-1 (rpm) Maximum Output Torque .......................... 981±60 N⋅m (100±6 kgf⋅m) @ at approx. 1400 min-1 (rpm) Compression Pressure............................. 3.04 Mpa (31 kgf/cm2) @ 200 min-1 (rpm) Valve Clearance (Inlet/Exhaust)............... 0.4/0.4 mm (when cool) No Load Speed......................................... Slow: (at Full Load: 850±20 min-1 (rpm)) Fast: (at Full Load: 2260±20 min-1 (rpm)) ZW250 Fuel Consumption Ratio........................... 212.0±13.6 g/kW⋅h (156±10 g/PS⋅h) @ 2000 min-1(rpm) Maximum Output Torque .......................... 1022±60 N⋅m (104±6 kgf⋅m) @ at approx 1400 min-1 (rpm) Compression Pressure............................. 3.04 MPa (31 kgf/cm2) @ 200 min-1 (rpm) Valve Clearance (Inlet/Exhaust)............... 0.4/0.4 mm (0.016/0.016 in) (when cool) No load Speed.......................................... Slow: (at Full Load: 850±20 min-1 (rpm)) Fast: (at Full Load: 2330±20 min-1 (rpm)) T1-3-3 GENERAL / Component Specifications ZW220 Engine Performance Curve (AH-6HK1XYWT-03) Test Condition: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for Construction Machinery) under standard atmospheric pressure. 2. Equipped with the fan and alternator. Torque (N⋅m) Output (kW) Fuel Consumption (g/kW⋅h) -1 Engine Speed min (rpm) T1-3-4 T4GC-01-03-001 GENERAL / Component Specifications ZW250 Engine Performance Curve (AH-6HK1XYWT-04) Test Condition: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for Construction Machinery) under standard atmospheric pressure. 2. Equipped with the fan and alternator. Torque (N⋅m) Output (kW) Fuel Consumption (g/kW⋅h) Engine Speed min-1 (rpm) T1-3-5 T4GC-01-03-002 GENERAL / Component Specifications ENGINE ACCESSORIES RADIATOR ASSEMBLY Type.......................................................... Radiator and Oil Cooler Tandem Type Assembly Intercooler and Torque Converter Cooler Tandem Type Assembly Weight ...................................................... 67 kg (148 Ib) (ZW220) 74.5 kg (164 Ib) (ZW250) ZW220 Radiator Capacity.................................................... 15 L (4 US gal) Air-Tight Test Pressure ............................. 100 kPa (1.0 kgf/cm2, 14.5 psi) Cap Opening Pressure............................. 49 kPa (0.5 kgf/cm2, 7 psi) Oil Cooler 5.1 L (3.3 US gal) 1500 kPa (15 kgf/cm2, 217 psi)) − Intercooler Capacity.................................................... 11.5 L (3 US gal) Air-Tight Test Pressure ............................. 245 kPa (2.5 kgf/cm2, 36 psi) Cap Opening Pressure............................. − Torque Converter Cooler 10.2 L (2.7 US gal) 1500 kPa (15 kgf/cm2, 217 psi) − ZW250 Radiator Capacity.................................................... 18 L (4.8 US gal) Air-Tight Test Pressure ............................. 100 kPa (1.0 kgf/cm2,14.5 psi) Cap Opening Pressure............................. 49 kPa (0.5 kgf/cm2, 7 psi) Oil Cooler 5.1 L (1.3 US gal) 1500 kPa (15 kgf/cm2,217 psi)) − Intercooler Capacity.................................................... 12.5 L (3.3 US gal) Air-Tight Test Pressure ............................. 245 kPa (2.5 kgf/cm2, 36 psi) Cap Opening Pressure............................. − Torque Converter Cooler 10.7 L (2.8 US gal) 1500 kPa (15 kgf/cm2, 217 psi) − BATTERY Voltage...................................................... 12 V Capacity.................................................... 108 Ah T1-3-6 GENERAL / Component Specifications HYDRAULIC FAN PUMP Model........................................................ SGP1A27D2H1 Type.......................................................... Fixed Displacement Type Gear Pump Maximum Flow (Theoretical Value).......... 60 L/min (15.85 US gpm) HYDRAULIC FAN MOTOR Relief Set Pressure .................................. 20.6 MPa (210 kgf/cm2) @ 5 L/min (1.32 US gpm) SOLENOID VALVE Function.................................................... Fan Motor Reverse Control Fan Motor Speed Control T1-3-7 GENERAL / Component Specifications HYDRAULIC CONPONENT MAIN PUMP Type.......................................................... Bent Axis Type Variable Displacement Axial Plunger Pump Maximum Flow (Theoretical Value).......... 270 L/min (71 US gum) (ZW220) 290 L/min (77 US gum) (ZW250) REGULATOR Type.......................................................... Hydraulic Pressure Operated Type PRIORITY VALVE Relief Set Pressure .................................. 27.4 MPa (280 kgf/cm2) @ 70 L/min (18.5 US gpm) (ZW220) 29.4 MPa (300 kgf/cm2) @ 90 L/min (23.8 US gpm) (ZW250) PILOT PUMP Model........................................................ HY/ZFS11/16.8 Type.......................................................... Fixed Displacement Type Gear Pump Maximum Flow (Theoretical Value).......... 35 L/min (9.3 US gpm) CONTROL VALVE ZW220 Type.......................................................... Pilot Pressure Operated Type (2 Spools) Main Relief Set Pressure.......................... 27.4 MPa (280 kgf/cm2) @ 200 L/min (52.8 US gpm) Overload Relief Set Pressure................... 34.3 MPa (350 kgf/cm2) @ 35 L/min (9.3 US gpm) (Lift Arm) 30.4 MPa (310 kgf/cm2) @ 35 L/min (9.3 US gpm) (Bucket Tilt) 30.4 MPa (310 kgf/cm2) @ 50 L/min (13 US gpm) (Bucket Dump) ZW250 Type.......................................................... Pilot Pressure Operated Type (2 Spools) Main Relief Set Pressure.......................... 29.4 MPa (300 kgf/cm2) @ 220 L/min (58 US gpm) Overload Relief Set Pressure................... 36.8 MPa (375 kgf/cm2) @ 50 L/min (13 US gpm) (Lift Arm) 32.5 MPa (330 kgf/cm2) @ 50 L/min (13 US gpm) (Bucket Tilt, Bucket Dump) T1-3-8 GENERAL / Component Specifications RIDE CONTROL VALVE (OPTIONAL) Type.......................................................... Pilot Pressure Operated Type Overload Relief Set Pressure................... 39.2 MPa (400 kgf/cm2) @ 50 L/min (13 US gpm) Charge Cut Pressure................................ 11.3 MPa (115 kgf/cm2) RIDE CONTROL ACCUMULATOR (OPTIONAL) Capacity.................................................... 4 L (244 in3) Charging Pressure ................................... 2.9 MPa (30 kgf/cm2) CHARGING BLOCK Charging Pressure ................................... Cut In Pressure: 11.8 MPa (120 kgf/cm2) Cut Out Pressure: 14.7 MPa (150 kgf/cm2) Pilot Relief Valve Set Pressure................. 3.7 MPa (38 kgf/cm2) @ 40 L/min (10.6 US gpm) SOLENOID VALVE (For Charging Block) Function.................................................... • Main Pump Torque Control • Parking Brake SERVICE BRAKE ACCUMULATOR Capacity.................................................... 1.4 L (85.4 in3) Charging Pressure ................................... 4.4 MPa (45 kgf/cm2) PILOT ACCUMULATOR Capacity.................................................... 0.75 L (45.8 in3) Charging Pressure ................................... 2.0 MPa (20 kgf/cm2) PILOT SHUT OFF VALVE Type.......................................................... Rotary Type STEERING VALVE Type.......................................................... Flow Amp Type Over Load Relief Set Pressure ................ 32.3 MPa (330 kgf/cm2) @50 L/min (13 US gpm) (ZW220) 34.3 MPa (350 kgf/cm2) @50 L/min (13 US gpm) (ZW250) T1-3-9 GENERAL / Component Specifications STEERING PILOT VALVE Type.......................................................... Orbitrol Type Gerotor Capacity ...................................... 96 cm3/rev (5.9 in3/rev) STEERING ACCUMULATORｖ Capacity.................................................... 0.2 L (12 in3) Charging Pressure ................................... 8 MPa (82 kgf/cm2) BRAKE VALVE Brake Pressure......................................... 3.9 MPa (40 kgf/cm2) T1-3-10 GENERAL / Component Specifications • Travel System TRANSMISSION Type.......................................................... Counter Shaft Type Gear Ratio ................................................ Forward 1st : 3.225 Forward 2nd : 1.901 Forward 3rd : 1.026 Forward 4th : 0.605 Reverse 1st : 3.225 Reverse 2nd : 1.901 Reverse 3rd : 1.026 Reverse 4th : 0.605 Parking Brake Release Pressure ............. 2.7 MPa (28 kgf/cm2) STANDARD AXLE (FRONT/REAR) ZW220 Model........................................................ Two Stage Transmission Brake Type ............................................... Wet Multiplate Disk Brake Brake Pressure......................................... 3.92 MPa (40 kgf/cm2) Final Reduction Gear Ratio...................... 25.766 ZW250 Model........................................................ Two Stage Transmission Brake Type ............................................... Wet Multiplate Disk Brake Brake Pressure......................................... 3.92 MPa (40 kgf/cm2) Final Reduction Gear Ratio...................... 26.760 STANDARD PROPELLER SHAFT Type.......................................................... Cruciform Joint Type Dimension between Pins.......................... Front : 1500 mm (59.06”) Rear : 367.18 mm (14.46”) T1-3-11 GENERAL / Component Specifications • Front Attachment CYLINDER ZW220 Lift Arm (Left/Right) Rod Diameter ........................................... 85 mm (3.35”) Cylinder Bore............................................ 130 mm (5.12”) Stroke ....................................................... 880 mm (34.65”) Fully Retracted Length ............................. 1420 mm (55.91”) Plating Thickness ..................................... 30 µm (1.2 µin) Bucket 95 mm (3.74”) 165 mm (6.5”) 510 mm (20.08”) 1060 mm (41.73”) 30 µm (1.2 µin) Steering 45 mm (1.77”) 70 mm (2.76”) 442 mm (17.40”) 804 mm (31.65”) 30 µm (1.2 µin) ZW250 Lift Arm (Left/Right) Rod Diameter ........................................... 85 mm (3.35”) Cylinder Bore............................................ 130 mm (5.12”) Stroke ....................................................... 940 mm (37.01”) Fully Retracted Length ............................. 1481 mm (58.31”) Plating Thickness ..................................... 30 µm (1.2 µin) Bucket 100 mm (3.94”) 165 mm (6.5”) 530 mm (20.87”) 1090 mm (42.91”) 30 µm (1.2 µin) Steering 45 mm (1.77”) 70 mm (2.76”) 542 mm (21.34”) 900 mm (35.43”) 30 µm (1.2 µin) T1-3-12 GENERAL / Component Specifications ELECTRICAL COMPONENT ENGINE OIL PRESSURE SENSOR Operation Pressure .................................. 29.4 kPa (0.3 kgf/cm2) OVERHEAT SWITCH Operation Temperature ............................ 105±2 ° C (221±2 °F) COOLANT TEMPERATURE SENSOR (For Coolant Temperature Gauge) Operation Temperature ............................ 25 to 120 °C (77 to 248 °F) AIR FILTER RESTRICTION SWITCH Operation Pressure .................................. 6.3±0.6 kPa (635±58 mmH2O) FUEL LEVEL SENSOR Resistance Value...................................... Empty: 90+100Ω, Full: 100-4Ω ENGINE OIL TEMPERATURE SENSOR Operation Temperature ............................ -30 to 120 °C (-22 to 248 °F) BATTERY RELAY Voltage/Current ........................................ 24 V⋅100 A GLOW RELAY Voltage...................................................... 24 V SAFETY RELAY Voltage...................................................... 24 V HORN Voltage/Current ........................................ 24 V⋅3.0±0.5 A Sound Pressure........................................ 113±5 dB (A) @ 2 m (6’ 7”) T1-3-13 GENERAL / Component Specifications ILLUMINATION Work Light ................................................ : Halogen 24 V, 55/70 W Cab Light .................................................. : 24 V, 10 W Head Light ................................................ : Halogen 24 V、75/70 W Turn Signal Light ...................................... : Front : 24 V, 25 W :Rear : 24 V, 21 W Clearance Light ........................................ : 24 V, 5 W License Light ............................................ : 24 V, 12 W Reverse Light ........................................... : 24 V, 21 W Tail Light ................................................... : 24 V, 5 W Brake Light ............................................... : 24 V, 21 W AIR CONDITIONER Refrigerant................................................ 134a Cooling Ability........................................... 4.65 kW (16.74 MJ, 3999 kcal) or more Cool Air Volume........................................ 550 m3/h or more Heating Ability........................................... 5.81 kW (20.92 MJ, 4997 kcal) or more Warm Air Volume...................................... 400 m3/h or more Temperature Adjusting System ................ Electronic Type Refrigerant Quantity ................................. 1050±50 g Compressor Oil Quantity .......................... 160 cm3 EMERGENCY STEERING PUMP UNIT Type.......................................................... Electrical Motor Operated Type Maximum Flow ......................................... 17 L/min (4.49 gpm) @10.3 MPa (105 kgf/cm2) ELECTRICAL MOTOR Voltage...................................................... 24 V, 2.4 kW T1-3-14 SECTION 2 SYSTEM —CONTENTS— Group 1 Control System Group 4 Electrical System Outline ...................................................... T2-1-1 Outline ...................................................... T2-4-1 Engine Control.......................................... T2-1-6 Main Circuit............................................... T2-4-2 Pump Control ......................................... T2-1-15 Electric Power Circuit................................ T2-4-3 Transmission Control.............................. T2-1-20 Indicator Light Check Circuit ..................... T2-4-4 Other Controls ........................................ T2-1-41 Accessory Circuit ...................................... T2-4-5 Control by Electric and Hydraulic Preheat Circuit .......................................... T2-4-6 Combined Circuit .................................. T2-1-51 Starting Circuit .......................................... T2-4-8 Charging Circuit ...................................... T2-4-12 Group 2 ECM System Serge Voltage Prevention Circuit ............ T2-4-16 Outline ...................................................... T2-2-1 Engine Stop Circuit ................................. T2-4-18 Fuel Injection Control ............................... T2-2-2 Lamplight Circait ..................................... T2-4-19 Compensation of Fuel Injection Head Light Circuit ................................... T2-4-20 Volume ................................................. T2-2-10 Turn Signal Circuit .................................. T2-4-24 Engine Start Control ................................T2-2-11 Brake Light Circuit .................................. T2-4-25 EGR Control ........................................... T2-2-12 Hazard Light Circuit ................................ T2-4-26 Horn Circuit............................................. T2-4-27 Group 3 Hydraulic System Outline ...................................................... T2-3-1 Reverse Light/Buzzer Circuit .................. T2-4-28 Main Circuit .............................................. T2-3-2 Parking Brake Circuit .............................. T2-4-30 Pilot Circuit ............................................. T2-3-17 Emergency Steering Check Steering Circuit ....................................... T2-3-32 Circuit (Optional) ................................... T2-4-32 Hydraulic Drive Fan Circuit ..................... T2-3-38 4GCT-2-1 (Blank) 4GCT-2-2 SYSTEM / Control System GENERAL There are four controllers as shown below with MC – Main Controller – installed at their center. · · · · MC: Main Controller ICF: Information Controller ECM: Engine Control Module Monitor Unit Controllers are mutually connected through CAN, and each controller uploads analog signals detected by sensors and switches as well as analog output signals to solenoid valves on the CAN by converting them into digital ones. As the signals are processed into the digital ones, a large amount of signals detected at each controller can be transmitted through few wires in a short time. PHOTO MC, ECM, and monitor unit display indications on monitors and make various controls of the vehicle body by using analog signals received by each controller as well as digital signals detected on the CAN. ICF stores machine history, receives digital signals for various adjustments from Dr-ZX, transmits them to the CAN, and transmits the vehicle body signal (digital signal) received by each controller to Dr-ZX. A GPS-provision (optional) vehicle makes location arithmetic operation, utilising signals received by artificial sattelites, and transmits body information to the e-service host computer through artificial satellites. (Refer to the TROUBLESHOOTING/ICF) PHOTO Cab PHOTO MCF & ICF 004 020 ECM 037 Receipt and Transmission by Analog Signal Monitor Unit GPS S Dr-ZX ICF Receipt and Transmission by Digital Signal ECM MC CAN S S T2-1-1 Sensors, Switches and Solenoid Valves SYSTEM / Control System MC, ECM, and Monitor Unit are used for various operation controls of the body. · Analog input signals from sensors and switches attached to devices other than the engine and monitor unit as well as analog output signals from solenoid valves are transmitted into the MC, and converted into digital signals to be uploaded on the CAN. · Analog input signals from sensors attached to the engine are transmitted to the ECM, and converted into digital signals to be uploaded on the CAN. · Analog input signals from cabin, and analog input signals from sensors and switches necessary for indication of the monitor are transmitted into the monitor unit, and converted into digital signals to be uploaded on the CAN. Each controller detects lacking information necessary for the control program from among the CAN data. (digital signals) Each controller makes various control program arithmetic operations using the detected data (digital signals), outputs actuation signals to the solenoid valves unit and torque control solenoid valve, and controls the pump, engine, transmission, and valves. Analog signals from various sensors, switches, and solenoid valves are periodically transmitted into each controller, and converted into digital signals to be uploaded on the CAN. By repeating the above operations, the vehicle body movement is watched and controlled. T2-1-2 SYSTEM / Control System Injectors Sensors and Switches for Vehicle Body MC ECM Engine Solenoid Valves for Vehicle Body Transmission Sensors and Switches Sensors and Switches for Cab and Monitor Solenoid Valves Monitor Unit Relays for Cab Sensors and Switches Switches for Traveling Light-emitting Dildes Dr-ZX ICF GPS T4GC-02-01-001 T2-1-3 SYSTEM / Control System Sensors and switches to detect signals for various operation controls and their controllers are as shown below. Input Signals • Accelerator Pedal Sensor • Driving Mode Switch • • • • • • • • • • • Work Mode Selector Switch Fan Reversing Switch Ride Control Switch Parking Brake Pressure Sensor Pump Delivery Pressure Switch Imprement Pressure Sensor Hydraulic Oil Temperature sensor Clutch Cut Position Sensor Lift Arm Kick-out Switch Lift Arm Angle Sensor (OP) Lift Arm Auto-leveler Upwards Set Switch (OP) • Lift Arm Auto-leveler Downwards Set Switch (OP) • Output Signals Engine Control ® ® →Accelerator Pedal Control ® ® ® ® ® ® ® ® ® ® MC →Automatic Warming Up Control →Engine Torque Control Pump Control →Standard Torque Control →Torque Reduction Control Other Controls →Hydraulic Fan Cooling Control →Hydraulic Fan Cleaning Control →Transmission Alarm Control →Forward/Reverse Indicator Control →Reverse Traveling Alarm Control →Parking Brake Alarm Control ® ® CAN (See next chart) NOTE: OP : Stands for optional. * : Controls for optional parts provision machines only T2-1-4 Control by Electric and Hydraulic Combined Circuit →*Ride Control Bucket Auto-leveler Control Lift Arm Float Control →Lift Arm Kick-out Control →*Lift Arm Auto-leveler Upward Control →*Lift Arm Auto-leveler Downward Control SYSTEM / Control System Input Signal (See previous chart) • Forward/Reverse Lever • Shift Switch • • • • • • • • • • (Refer to the SYSTEM/ECM System) Transmission control →Neutral Control →Forward/Reverse Lever Priority Control →Forward/Reverse Selector Control While Traveling → → Down Shift Switch → Up Shift Switch → Hold Switch → Forward/Reverse Selector Switch → Forward/Reverse Switch → Brake Pressure Sensor → Torque Converter Input Speed Sensor → Torque Converter Output Speed Sensor → Transmission Middle Shaft Sensor → Vehicle Speed Sensor → Output Signal CAN MC →Manual Speed Shift Control →Automatic Speed Shift Control →Down Shift Control →Up Shift Control →Clutch Cut Control →Shift Holding Control → ECM • Engine Coolant Temperature Sensor → • Torque Converter Oil Temeperature Sensor → Monitor Unit NOTE: ECM controls the engine speed and others based on the target engine speed transmitted from the MC and the converted signal of the torque curve, and on the signals detected by the sensors installed at the engine. For details, refer to the SYSTEM/ECM System. T2-1-5 →(Refer to the SYSTEM/ECM System) SYSTEM / Control System ENGINE CONTROL Following engine controls are made. • Accelerator pedal Control • Automatic warming up control • Engine torque control T2-1-6 SYSTEM / Control System Engine Control System Layout PHOTO Pedals 009 Work Mode Selector Switch L Accelerator Pedal Hydraulic Oil Temperature Sensor Accelerator Pedal Sensor N P Main Pump Delivery Pressure Switch Shift Switch MC ECM Transmission Engine Torque Converter Output Speed Sensor Torque Converter Input Speed Sensor Monitor Unit Engine Coolant Temperature Sensor Work Mode Selector Switch L: Light Mode (Fast Front Speed) N: Normal Mode P: Power Mode (High Traction Force) Shift Control Switch st 1: 1 Speed nd 2: 2 Speed rd 3: 3 Speed th 4: 4 Speed T2-1-7 T4GC-02-01-002 SYSTEM / Control System Accelerator Pedal Control Purpose: Control of the engine speed in response to stepping amount of accelerator pedal. Engine Actual Speed Operation: 1. MC converts the input value into the target engine speed, and transmits it to the ECM. Maximum Speed 2. ECM controls the engine speed in response to the target engine speed. NOTE: Output value of the accelerator pedal sensor is 0.5 V – 4.5 V. NOTE: In case the accelerator pedal sensor becomes abnormal, the MC makes back-up control, and the engine speed is fixed at about 1000 min-1. NOTE: In case the MC becomes out of order, or the CAN fails, the ECM makes back-up control, and the engine speed is fixed at about 1000 min-1. NOTE: In case the MC becomes out of order with the accelerator remaining normal, control of the engine speed is possible by connecting the accelerator pedal sensor wires directly to the ECM. T2-1-8 Minimum Speed Minimum Speed Maximum Speed Target Engine Speed SYSTEM / Control System Accelerator Pedal Accelerator Pedal Sensor Transmission ECM MC Engine Monitor Unit T4GC-02-01-003 T2-1-9 SYSTEM / Control System Automatic Warming Up Control Purpose: Automatic warming up of the engine in response to the hydraulic oil temperature Engine Actual Speed Operation: 1. At start of the engine, if the hydraulic oil temperature is 0°C (32°F) or below, the MC transmits signal to the ECM for setting the engine minimum speed at 1000 min-1. Maximum Speed Automatic Warming Up Speed 2. ECM increases the minimum engine speed to 1000 min-1. 3. When the engine coolant temperature or hydraulic oil temperature is 40°C (104°F) or above, or when 10 minutes have passed, the MC stops signals, and the ECM decreases the engine minimum speed to the idling value. NOTE: At start of the engine, if the hydraulic oil temperature is 1°C (34°F) or above, automatic warming up control is not made. NOTE: In case the hydraulic oil temperature sensor becomes abnormal, automatic warming up control is not made. NOTE: When the parking brake switch is turned OFF, automatic warming up control is released. NOTE: In case automatic warming up control is released by Dr. ZX, retrieve the automatic warming up control effective by Dr. ZX the moment releasing becomes unnecessary. (Retrieving is impossible by just turning the key switch OFF.) T2-1-10 Speed Increase Minimum Speed Minimum Speed Maximum Speed Target Engine Speed SYSTEM / Control System PHOTO Hydraulic Oil Temp PHOTO Overheat and Coolant Temp 048 098 Hydraulic Oil Temperature Sensor Transmission MC ECM Engine Monitor Unit Engine Coolant Temperature Sensor T4GC-02-01-004 T2-1-11 SYSTEM / Control System Engine Torque Control Purpose: Improving fuel consumption rate by changing the torque curve in response to input signals from the work mode selector switch, shift switch and vehicle speed sensor Engine Torque 1 2 Operation: 3 1. When the signal of the selected work mode is transmitted to the MC, it detects signals from the main pump delivery pressure switch, shift switch, torque converter input speed sensor and torque converter output speed sensor. 2. MC has programmed torque curves to be selected in response to the combination of work mode, speed shift, torque converter speed ratio, pump delivery pressure and outputs to the ECM the selection command signal most suitable to each time. • When the light mode (L) is selected, Torque Curve 4 or 3 is primarily used, which is advantageous in making much of low fuel consumption at light-load work. • When normal mode (N) is selected, Torque Curve 3 or 2 is primarily used, which is advantageous in making much of production as well as low fuel consumption. • When the power mode (P) is selected, Torque Curve 1 or 2 is primarily used, which is advantageous in making much of production mainly as well as low fuel consumption slightly. 3. ECM controls torque curves in response to the inputted torque curve selection command signal. 4 Engine Speed Conceptual Diagram of Engine Torque Curve NOTE: In case the signal from the work mode selector switch is not transmitted to the MC, back-up control of fixing the work mode to the normal mode is made. NOTE: In case the signal from the torque converter input speed sensor or the torque converter output sensor is not transmitted to the MC, engine torque control is made by setting the vehicle speed at the back-up speed. NOTE: In case the signal from the shift switch is not transmitted to the MC, back-up control of fixing to Torque Curve 2 is made. NOTE: Each mode switch of the mode selector switch is supplied with respectively different voltages from the monitor unit, and when the switch selects a mode, the MC judges which mode has been selected by the input voltage. NOTE: Shift switch has two switches, and the combination of their ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. T2-1-12 SYSTEM / Control System Work Mode Selector Switch L＆C PHOTO N Torque Converter P 109 Main Pump Delivery Pressure Switch Shift Switch MC ECM Transmission Engine Torque Converter Output Speed Sensor Torque Converter Input Speed Sensor Monitor Unit T4GC-02-01-005 NOTE: Illustration shows flow of the signal in case the light mode of the work mode selector switch and Speed 1 of the speed shift switch have been selected. T2-1-13 SYSTEM / Control System (Blank) T2-1-14 SYSTEM / Control System PUMP CONTROL Following pump controls are made. • Standard Torque Control • Torque Reduction Control Pump Control System Layout Accelerator Pedal PHOTO PHOTO Hydraulic System Torque Converter 114 107 Accelerator Pedal Sensor Main Pump Delivery Pressure Switch MC ECM Engine Transmission Main Pump regulator Pump Torque Control Solenoid Valve Torque Converter Output Speed Sensor Monitor Unit Torque Converter Input Speed Sensor T4GC-02-01-006 T2-1-15 SYSTEM / Control System Standard Torque Control Purpose: Effectively utilizing engine horsepower by changing pump flow in response to increase or decrease of engine speed Operation: 1. When accelerator pedal is stepped, MC makes arithmetic operation of the target engine speed. 2. MC makes arithmetic operation of the pump maximum tilting angle by receiving the target engine speed signal, and transmits signal to the pump torque control solenoid valve. Q Flow P-Q Line 3. Pump torque control solenoid valve transmits pilot pressure corresponding to the amplitude of signal to the main pump regulator, and controls the pump flow rate. NOTE: In case the pump torque control solenoid valve becomes abnormal, standard-torque control is not made. Pressure T2-1-16 P SYSTEM / Control System Accelerator Pedal Accelerator Pedal Sensor MC ECM Engine Transmission Main Pump Regulator Pump Torque Control Solenoid Valve Monitor Unit T4GC-02-01-007 T2-1-17 SYSTEM / Control System Torque Reduction Control Purpose: Effectively utilizing engine horsepower by changing pump flow in response to increase or decrease of the engine speed due to traveling load Operation: 1. When accelerator pedal is stepped, MC makes arithmetic operation of the target engine speed. Q Flow 2. MC makes arithmetic operation, using the target engine speed and signals from the main pump delivery pressure switch, torque converter input speed sensor, torque converter output speed sensor and figures out the pump maximum tilting angle most suitable to each time to transmit it to the pump torque control solenoid valve. P-Q Line 3. Pump torque control solenoid valve transmits pilot pressure corresponding to the amplitude of signal to the main pump regulator, and controls the pump flow rate. 4. If load applied to the engine becomes large and decreases the actual engine speed than the target speed, the pump tilting angle is decreased to reduce delivery flow. Thus, maneuverability of the vehicle body is improved. 5. MC makes arithmetic operation of the actual engine speed, receiving signal from the torque converter input speed sensor. Pressure P NOTE: In case the accelerator pedal becomes abnormal, the back-up control of the accelerator controls and fixes the engine -1 speed at 1000 min . NOTE: In case signal from either the main pump delivery pressure switch, torque converter input speed sensor, or torque converter output speed sensor is not transmitted to the MC, it does not make torque reduction control, but makes pump control by the standard-torque control. NOTE: In case the pump torque control solenoid valve becomes abnormal, neither standard-torque control nor torque reduction control is made. T2-1-18 SYSTEM / Control System Accelerator Pedal Accelerator Pedal Switch Main Pump Delivery Pressure Switch MC ECM Engine Transmission Main Pump Regulator Pump Torque Control Solenoid Valve Torque Converter Output Speed Sensor Monitor Unit Torque Converter Input Speed Sensor T4GC-02-01-008 T2-1-19 SYSTEM / Control System TRANSMISSION CONTROL Following transmission controls are made. • Neutral Control • Forward/Reverse Lever Priority Control • Forward/Reverse Selector Control While Traveling • Manual Speed Shift Control • Automatic Speed Shift Control • Down Shift Control • Up Shift Contrl • Clutch Cut Control • Shift Holding Control T2-1-20 SYSTEM / Control System Transmission Control System Layout Key Switch Driving Mode Switch Brake Pressure Sensor Accelerator Pedal Sensor M Brake Pedal Accelerator Pedal L N H Clutch Cut Position Switch Forward Clutch Solenoid Valve Transmission Middle Shaft Sensor OFF S Reverse Clutch Solenoid Valve Transmission N D MC ECM Engine Shift Switch 1 2 3 4 Speed Shift Solenoid Valve Parking Brake Parking Brake Pressure Sensor Monitor Unit Parking Brake Solenoid Valve Vehicle Speed Sensor Torque Converter Input Speed Sensor Forward/Reverse Lever F Torque Converter Output Speed Sensor N R Forward/Reverse Switch F N OFF DOWN R ON UP HOLD Forward/Reverse Selector Switch Up-shift/Down-shift Switch Hold Switch T2-1-21 ON OFF Parking Brake Switch T4GC-02-01-009 SYSTEM / Control System Neutral Control Purpose: Protection of transmission during working of parking brake by restricting clutch connection despite operation of forward/reverse lever or forward/reverse switch Operation: 1. In case either of the signal from forward/reverse lever, forward signal or reverse signal of the forward/reverse switch is transmitted to the MC, the MC confirms the detected value of the parking brake pressure sensor. IMPORTANT: Be careful that in case the parking brake pressure sensor is abnormal, traveling is possible even if the parking brake switch is ON and the parking brake is at work because the parking brake alarm lamp is turned OFF and fixed (release). 2. When the parking brake pressure is higher than the set pressure, the MC transmits signal to the clutch solenoid valve, but does not when lower than that. NOTE: When the pilot pressure is supplied, the parking brake of the vehicle body is released. NOTE: In case short-circuiting takes place inside the forward/reverse lever, transmission is made neutral forcedly. NOTE: In case electric abnormality takes place involving the forward/reverse switch, traveling by the forward/reverse lever is possible as an emergency measure. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). T2-1-22 SYSTEM / Control System PHOTO PHOTO Cab 004 005 PHOTO PHOTO Control Lever Transmission Parking Brake 011 108 112 012 109 Forward Clutch Solenoid Valve MC Reverse Clutch Solenoid Valve ECM Engine Transmission Parking Brake Pressure Sensor Monitor Unit Parking Brake Solenoid Valve Parking Brake Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF ON R ON OFF Forward/Reverse Selector Switch Parking Brake Switch NOTE: Illustration shows flow of the signals in case. Forward of the forward/reverse lever have been selected with the parking brake switch turned OFF – transmitting brake release signal. T2-1-23 T4GC-02-01-010 SYSTEM / Control System Forward/Reverse Lever Priority Control Purpose: Smoothening danger-preventive function in forward/reverse operation by giving priority to signal from forward/reverse lever over signal from forward/reverse switch Operation: 1. In case the forward/reverse lever is operated while traveling using the forward/reverse switch, the MC disables operation of the forward/reverse switch, and makes forward/reverse control by input signal from the forward/reverse lever. 2. For restarting operation using the forward/reverse switch has the forward/reverse switch effective again by turning the forward/reverse selector switch ON while making both the forward/reverse lever and the forward/reverse switch at the neutral position. 3. From then on until the forward/reverse lever is operated next, the MC makes forward/reverse control by the forward/reverse switch input signal. NOTE: In case short-circuiting takes place inside the forward/reverse lever, transmission is made neutral forcedly, and traveling becomes impossible, which requires towing. However, in case the forward/reverse switch is out of order, traveling by the forward/reverse lever is possible as an emergency measure. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). T2-1-24 SYSTEM / Control System PHOTO Right Console Forward Clutch Solenoid Valve 013 MC Reverse Clutch Solenoid Valve ECM Engine Transmission Monitor Unit Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF R ON Forward/Reverse Selector Switch T4GC-02-01-011 NOTE: Illustration shows flow of the signals in case forward of the forward/reverse selector lever has been selected while traveling reverse of the forward/reverse lever. T2-1-25 SYSTEM / Control System Forward/Reverse Selector Control While Traveling Purpose: Protection of transmission in traveling at set speed and above by preventing forward/reverse selector unless the vehicle speed is lowered than that Operation: 1. In case the forward/reverse lever is changed to reverse while traveling forward at speed higher than the speed allowed for operation of the forward/reverse lever, the MC lowers the speed shift by transmitting speed shift signal of Speed 4®3®2 to the transmission if the speed shift is Speed 4. 2. If the vehicle speed is lowered to the set speed by operation of the brake pedal or otherwise, the MC transmits signal to the reverse clutch solenoid valve to have the clutch shifted reverse. 3. As the speed increases when the accelerator pedal is stepped, the MC transmits speed shift signal of Speed 2 to Speed 3 to each speed shift solenoid valve, and increases the speed shift. NOTE: In case the forward/reverse lever is operated when the vehicle speed is below the value allowed for changeover of the forward/reverse clutch, the forward/reverse clutch is operated regardless of the speed shift. NOTE: Shift switch has two switches, and the combination of their ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). T2-1-26 SYSTEM / Control System Accelerator Pedal Sensor Brake Sensor Accelerator Pedal Brake Pedal Shift Switch Forward Clutch Solenoid Valve MC Reverse Clutch Solenoid Valve ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Vehicle Speed Sensor Transmission Monitor Unit Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF R ON Forward/Reverse Selector Switch T4GC-02-01-012 NOTE: Illustration shows flow of the signals in case reverse of the forward/reverse lever has been selected and the brake pedal has been stepped while traveling forward at Speed 4 above the value allowable for selection of the forward/reverse clutch. T2-1-27 SYSTEM / Control System Manual Speed Shift Control Purpose: Making speed shifts manually Operation: 1. When manual (M) of the Driving mode switch is selected, the MC is provided with voltage of 1V. 2. Manual speed shift program is started in the MC. 3. Shift switch is the rorary type, and has two switches inside. When the speed shift is selected from among Speed 1 through Speed 4, signal of the selected speed shift is transmitted to the MC depending on the combination of ON inside the speed shift switch. Speed Shift Speed 1 Internal Switch 1 ON Internal Switch 2 Speed 2 Speed 3 Speed 4 ON ON ON 4. MC transmits signal to the solenoid valve of the selected speed shift. 5. If forward or reverse of the forward/reverse lever or the forward/reverse switch is selected, traveling is started when the accelerator pedal is stepped. 6. When the vehicle speed reaches the set speed change to the selected speed shift, the MC transmits signal to the solenoid valve of the selected speed shift. NOTE: MC is so programmed as to dtermine necessary vehicle speed ranges for changing to the respective speed shifts. NOTE: In case speed shift from Speed 3 to Speed 1 is attempted while traveling by operating the speed shift switch, Speed 2 is automatically selected first, and Speed 1 is reached after the vehicle speed is lowered to the speed range for Speed 1. NOTE: In case the solenoid valve of either of the Speed 1, Speed 3, or Speed 4 becomes abnormal, the travel speed will be fixed to Speed 2. In case either of the forward clutch solenoid valve, reverse clutch solenoid valve, or Speed 2 solenoid valve becomes abnormal, only the abnormal one cannot be used. NOTE: In case speed shift is raised, the selected speed shift is immediately obtained regardless of the vehicle speed. NOTE: Shift switch has two switches, and the combination of their ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). NOTE: Each mode switch of the driving mode switch is supplied with respectively different voltages from the monitor unit, and if a switch is selected, the MC judges which mode has been selected. NOTE: Speed shift selected by the speed shift switch is the highest speed shift. T2-1-28 SYSTEM / Control System Driving Mode Switch Accelerator Pedal Sensor M Brake Pressure Sensor Accelerator Pedal L PHOTO Cab Brake Pedal 005 N H Shift Switch Forward Clutch Solenoid Valve MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Monitor Unit Transmission Vehicle Speed Sensor Forward/Reverse Lever F N R Forward /Reverse Switch F N OFF R ON Forward/Reverse Selector Switch T4GC-02-01-013 NOTE: Illustration shows flow of the signals in case forward of the forward/reverse lever has been selected when manual of the Driving Mode switch and Speed 1 of the speed shift switch have been selected. T2-1-29 SYSTEM / Control System Automatic Speed Shift Control Purpose: Automatic speed shift with three kinds of timing selection Operation: 1. If either of L, N, and H of the Driving Mode switch is selected, the MC is supplied with votage corresponding to the selected mode. Mode Automatic L Automatic N Automatic H Output Voltage 2V 3V 4V 4. MC transmits signal to the selected speed shift solenoid valve in response to the output value each time of the torque converter input speed sensor, torque converter output speed sensor, vehicle speed sensor and accelerator pedal sensor. MC eventually makes speed shift control until the selected speed shift. 2. MC started the selected automatic speed shift program. · In Automatic L control, the timing of speed shifting up is slow when started at Speed 2, which is advantageous in making much of low fuel consumption. · In Automatic N control, the timing of speed shifting up is fast when started at Speed 2, which is advantageous in making much of production as well as low fuel consumption. · In Automatic H control, though started at Speed 2, besides slow speed shifting up, speed shift to Speed 1 is necessary if traveling load is high, which is advantageous in making much of production. NOTE: In whichever of Modes L, N, and H, starting is made at Speed 1, if the speed shift switch of Speed 1 is selected. 3. Shift switch is the rorary type, and has two switches inside. When the speed shift is selected from among Speed 1 through Speed 4, signal of the selected speed shift is transmitted to the MC depending on the combination of ON inside the speed shift switch. Speed Shift Speed 1 Internal Switch 1 ON Internal Switch 2 Speed 2 Speed 3 Speed 4 ON ON ON T2-1-30 NOTE: MC is so programmed as to dtermine necessary vehicle speed ranges for changing to the respective speed shifts and accelerator pedal output value. Therefore, in case Automatic L of the Driving mode switch and Speed 3 of the speed shift switch are selected at start of traveling, traveling is started at Speed 2 first, and shifted up to Speed 3 as the vehicle speed increases. Conversely, in case speed shift from Speed 3 to Speed 1 is attempted while traveling by operating the speed shift switch, Speed 2 is automatically selected first, and Speed 1 is reached after the vehicle speed is lowered to the speed range for Speed 1. NOTE: In case the Driving mode switch becomes out of order, the MC makes speed shift control in the manual traveling mode. NOTE: In case the solenoid valve of either of the Speed 1, Speed 3, or Speed 4 becomes abnormal, the travel speed will be fixed to Speed 2. In case either of the forward clutch solenoid valve, reverse clutch solenoid valve, or Speed 2 solenoid valve becomes abnormal, only the abnormal one cannot be used. NOTE: In case the travel speed sensor has become abnormal, the travel speed is calculated using the transmission intermediate shaft sensor, but with a large error. In case both of the travel speed sensor and the transmission intermediate shaft sensor have become abnormal, travel at Speed 2 is fixed. NOTE: Speed shift selected by the speed shift switch is the highest speed shift. SYSTEM / Control System Driving Mode Switch Accelerator Pedal Sensor M Brake Pressure Sensor Brake Pedal Accelerator Pedal L N H Shift Switch Forward Clutch Solenoid Valve Transmission MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Vehicle Speed Sensor Monitor Unit Forward/Reverse Lever Torque Converter Input Speed Sensor Torque Converter Output Speed Sensor F N R Forward/Reverse Switch F N OFF R ON Forward/Reverse Selector Switch T4GC-02-01-014 NOTE: Illustration shows flow of the signal in case Automatic L mode of the Driving mode switch, Speed 4 of the speed shift switch, and forward of the forward/reverse selector lever have been selected, while the accelerator pedal has been stepped. T2-1-31 SYSTEM / Control System Down Shift Control Purpose: Decreasing the speed shift by pushing the switch installed at the right console. Operation: 1. When traveling at Speed 4 in Automatic L mode of the Driving mode switch, signal is transmitted to the MC by pushing the down shift switch once. 2. When traveling faster than the allowable speed shift, the MC cancels the signal from the down shift switch, but transmits signal to the speed shift solenoid valve of Speed 3, when traveling slow. 8. In case of the following, the down shift switch control is canceled. • Operation of the forward/reverse lever or the forward/reverse switch • Operation of the shift switch • Operation of the Driving mode switch • Pushing the hold switch (Only in Automatic mode of the Driving mode switch) 3. Further, if the down shift switch is pushed and the vehicle speed is lowered to the range allowing the speed shift, the speed shift of Speed 2 is selected. 4. In case automatic mode of the Driving mode switch is selected, automatic speed shift control is recovered three seconds after the speed shift has lowered, and then the speed shift is automatically raised once the vehicle speed increases. 5. By keeping pushing the down shift switch, the speed shift is lowered to Speed 2, and Speed 2 is kept during pushing. 6. If the down switch is pushed again within three seconds after removing the finger once, Speed 1 is obtained in case the vehicle speed is slow enough to allow the speed shift down. 7. When the down shift switch is pushed in manual mode of the Driving mode switch, in case the vehicle speed is slow enough to allow the down shift, the speed shift is lowered and the shifted speed is kept. NOTE: In case the vehicle speed sensor becomes abnormal, the MC receives signal from the transmission middle shaft sensor, and controls by making arithmetic operation of the vehicle speed allowable for the speed shift. In case both the vehicle speed sensor and the transmission middle shaft sensor are abnormal, lowering the speed shift is possible as an emergency measure only when the engine stops for one reason or another but traveling is not stopped. NOTE: Shift switch has two switches, and their combination of ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). NOTE: Each mode switch of the Driving mode switch is supplied with respectively different voltages from the monitor unit, and when the switch selects a mode, the MC judges which mode has been selected by the input voltage. T2-1-32 SYSTEM / Control System Driving Mode Switch Accelerator Pedal Sensor Brake Pressure Sensor M Brake Pedal Accelerator Pedal L N H Shift Switch Transmission Middle Shaft Sensor Forward Clutch Solenoid Valve Reverse Clutch Solenoid Valve MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Transmission Monitor Unit Vehicle Speed Sensor Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF DOWN R ON UP Forward/Reverse Selector Switch Up-shift/Down-shift Switch NOTE: Illustration shows flow of the signals from the MC in case Speed 3 has been selected during forward traveling at Speed 4 and Automatic L of the Driving mode switch. T2-1-33 HOLD Hold Switch T4GC-02-01-015 SYSTEM / Control System Up Shift Control Purpose: Raising the speed shift by putting the left hand on the steering wheel and pressing the switch installed at the right console Operation: 1. Signal is transmitted to the MC by pushing the up shift switch once when traveling at Automatic L mode of the Driving mode switch and Speed 4 of the shift switch. 2. MC transmits signal to the speed shift solenoid valve of Speed 2, and the speed shift is raised. 3. If the up shift switch is pushed, the speed shift is further raised to Speed 3 and Speed 4. 4. In case automatic travel mode switch is selected, the speed shift is raised, and returned to the automatic speed shift control in three seconds, eventually rising automatically to the speed shift selected in advance. 5. In case manual travel mode switch is selected, the raised speed shift is kept. 6. In case the following operations are made, the up shift switch is released. • Operation of the forward/reverse lever or forward/reverse switch • Operation of the shift switch • Operation of the Driving mode switch • Pushing the hold switch (only when the automatic of the Driving mode switch is selected) NOTE: Even if the up shift switch is pushed during traveling at the speed shift slected by the shift switch, the speed shift is not raised further. T2-1-34 NOTE: Shift switch has two switches, and their combination of ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). NOTE: Each mode switch of the Driving mode switch is supplied with respectively different voltages from the monitor unit, and when the switch selects a mode, the MC judges which mode has been selected by the input voltage. SYSTEM / Control System Driving Mode Switch Accelerator Pedal Sensor M Brake Pressure Sensor Brake Pedal Accelerator Pedal L N H Shift Switch Forward Clutch Solenoid Valve Reverse Clutch Solenoid Valve MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Transmission Monitor Unit Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF DOWN R ON UP HOLD Forward/Reverse Selector Switch Up shift/Down shift Switch Hold Switch NOTE: Illustration shows flow of the signals from the MC in case Speed 2 has been selected during forward traveling at Speed 1 and Automatic L of the Driving mode switch. T2-1-35 T4GC-02-01-016 SYSTEM / Control System Clutch Cut Control Purpose: Enabling release of the forward/reverse clutch of the transmission for making the most of the engine torque by operating the brake during operation of the front attachment. Amount of stepping the brake pedal at the time of declutching can be selected from among three kinds depending on the driver’s preference. 5. In case the brake pressure is lowered below the set pressure by reducing the amount of stepping of the brake pedal, signal transmitted to the clutch solenoid valve is raised, and clutching is made again. Operation: 1. When either mode of the clutch cut position switch is selected, voltage corresponding to the selected mode is transmitted to the MC. Mode OFF S N D Input Voltage 1V 2V 3V 4V 2. MC starts the corresponding clutch cut control program. • Clutch cut does not work in OFF mode. • In Mode S, clutch cut is made at output voltage equivalent to the set pressure of Mode S, and clutching is made again at voltage equivalent to pressures lower than that of Mode S. • In Mode N, clutch cut is made at output voltage equivalent to the set pressure of Mode N, and clutching is made again at voltage equivalent to pressures lower than that of Mode N. • In Mode D, clutch cut is made at output voltage equivalent to the set pressure of Mode D, and clutching is made again at voltage equivalent to pressures lower than that of Mode D. 3. In case the brake pedal is stepped in Mode S, signal from the brake pressure sensor is transmitted to the MC. 4. For signal higher than the set voltage, the MC declutches by lowering signal transmitted to the excited solenoid valve among the respective solenoid valves. T2-1-36 NOTE: In case either of the clutch cut position switch and brake pressure sensor becomes out of order, clutch cut control is not made NOTE: Each mode switch of the clutch cut position switch is provided with respectively different voltages from the monitor unit, and when the switch selects a mode, the MC judges which mode has been selected by the input voltage. SYSTEM / Control System PHOTO Cab 005 Brake Pressure Sensor Brake Pedal Clutch Cut Position Switch OFF Forward Clutch Solenoid Valve S N Reverse Clutch Solenoid Valve D MC ECM Engine Transmission Monitor Unit T4GC-02-01-017 NOTE: Illustration shows flow of the signals in case the brake pedal has been stepped in Mode S of the clutch cut position switch. T2-1-37 SYSTEM / Control System Shift Holding Control Purpose: Enabling to hold the speed shift during towing or traveling uphill Operation: 1. When the hold switch is pressed once, signal is transmitted to the MC. 2. MC keeps transmitting signal to the speed shift solenoid valve of each time, and after that the speed shift is fixed even if the the accelerator or the brake pedal is stepped. NOTE: Speed shift holding control is made only when automatic (L, N, or H) of the Driving mode switch is selected. 3. MC releases the speed shift holding control in case the following operations are made or the following switches are operated. • Turning OFF the key switch • Pushing the hold switch again • Down shift switch • Up shift switch • Forward/reverse lever • Forward/reverse selector switch (only when effective) • Forward/reverse switch (only when effective) • Speed shift switch • Driving mode switch • Parking brake switch T2-1-38 NOTE: Shift switch has two switches, and their combination of ON varies depending on each speed shift. Controller judges which speed shift has been selected by the combination of the two input signals. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). NOTE: Each mode switch of the Driving mode switch is provided with respectively different voltages from the monitor unit, and if a switch is selected, the MC judges which mode has been selected. SYSTEM / Control System Key Switch PHOTO Driving Mode Switch Accelerator Pedal Sensor M Brake Pressure Sensor Accelerator Pedal Brake Pedal Control Lever 011 012 L N H Shift Switch Forward Clutch Solenoid Valve MC ECM Engine 1 2 3 4 Speed Shift Solenoid Valve Transmission Monitor Unit Forward/Reverse Lever F N R Forward/Reverse Switch F N OFF DOWN R ON UP Forward/Reverse Selector Switch Up-Shift/Down-Shift Switch ON HOLD OFF Hold Switch Parking Brake Switch T4GC-02-01-018 T2-1-39 SYSTEM / Control System (Blank) T2-1-40 SYSTEM / Control System OTHER CONTROLS Following other controls are made. • Hydraulic fan cooling control • Hydraulic fan cleaning control • Transmission alarm control • Forward/reverse indicator control • Reverse Traveling alarm control • Parking brake alarm control T2-1-41 SYSTEM / Control System Hydraulic Fan Cooling Control Purpose: Improving fuel consumption rate and noise reduction by restricting the hydraulic fan speed in response to hydraulic oil temperature and coolant temperature. Operation: 1. When the engine is started, the fan pump rotates and discharges oil to the fan motor. 2. Signals from the hydraulic oil temperature sensor, engine coolant temperature sensor and torque converter oil temperature sensor are simultaneously transmitted to the MC, and arithmetic operation of three target hydraulic fan speeds are carried out. 3. MC selects the highest temperature and transmits signal to the flow control solenoid valve. 4. Flow control solenoid valve operates and pressure oil coming from it flows into the right end of the flow control valve, so the flow control valve spool moves left. 5. When the flow control valve spool moves left, part of the pressure oil flowing to the fan motor flows to the tank port, and the fan motor speed is lowered accordingly. 6. In case oil temperature or coolant temperature of any part is above the set temperature, the hydraulic fan speed is maximized when the engine speed is in maximum. 7. In case oil temperature or coolant temperature of any part is below the set temperature, the hydraulic fan speed is lowered in response to the datum of the highest temperature. 8. Besides, the signal from the outside air temperature sensor also enters the MC, and rotates the fan always at the maximum speed, disregarding the controls in 2 through 7 in case the air conditioner switch is ON at the outside air temperature of 35 °C (95 °F) and above. NOTE: In case any of the engine revolution sensor, hydraulic oil temperature sensor, engine coolant temperature sensor, torque converter oil temperature sensor and out side temperature sensor becomes out of order, cooling by hydraulic fan control is always made at the maximum speed. T2-1-42 SYSTEM / Control System At oil temperature or coolant temperature above the set temperature (Uncontrolled speed operation) PHOTO Fan Motor Cooling Fan 039 Flow Control Valve Hydraulic Oil Tank Flow Control Solenoid Valve Hydraulic Oil Temperature Sensor Fan Pump Engine Coolant Temperature Sensor Out Side Temperature Sensor MC ECM Engine Air Conditioner Control Panel Transmission Monitor Unit Torque Converter Oil Temperature Sensor T4GC-02-01-019 At oil temperature or coolant temperature below the set temperature (Controlled speed operation) Fan Motor Flow Control Valve Hydraulic Oil Tank Hydraulic Oil Temperature Sensor Flow Control Solenoid Valve Fan Pump Engine Coolant Temperature Sensor Out Side Temperature Sensor MC ECM Engine Air Conditioner Control Panel Transmission Torque Converter Oil Temperature Sensor Monitor Unit T4GC-02-01-020 T2-1-43 SYSTEM / Control System Hydraulic Fan Cleaning Control Purpose: Control of cleaning by hydraulic fan by reversing the hydraulic fan to blow away dust in case cleaning of the radiator and oil cooler are needed Operation: 1. When the engine is started after preparing the following conditions and turning the fan reversing switch ON, signal is transmitted from the MC to the reverse control solenoid valve. 2. When the reverse control solenoid valve is operated, the reverse spool strokes and the fan motor rotation is reversed. 3. In reverse rotation, as hydraulic fan cooling control is not made, the fan speed fluctuates from maximum to minimum in response to the amount of stepping the accelerator pedal. 4. In case any one of the conditions below is changed during reverse rotation, the engine speed is immediately fixed to idling. 5. Hydraulic fan cleaning control is not released by turning the fan reversing switch OFF only. Control is released by the procedure of turning the fan reversing switch OFF – turning the key switch OFF – turning the key switch ON. 6. In case the engine speed is fixed to idling also, the control is released by the procedure of turning the fan reversing switch OFF – turning the key switch OFF – turning the key switch ON. Conditions: • • • • Fan reversing switch: ON Parking brake switch: ON (Brake is effective.) Forward/reverse lever: neutral Forward/reverse switch: neutral T2-1-44 NOTE: Reverse control solenoid valve is turned ON temporarily when the key switch is turned ON because the spool can stick in case the reverse control solenoid valve is not operated for a long time. It is also turned ON once every one minute after the key switch is turned ON. This operation is not made during the hydraulic fan cleaning operation. SYSTEM / Control System In cooling operation (Normal rotation) Fan Motor Reverse Spool Reverse Control Solenoid Valve Engine Transmission Hydraulic Oil Tank T4GB-02-01-007 In cleaning operation (Reverse rotation) Fan Motor Reverse Spool Reverse Control Solenoid Valve Hydraulic Oil Tank Engine Transmission Parking Brake Solenoid Valve MC ECM OFF Parking Brake Pressure Sensor ON Monitor Unit Fan Reversing Switch F F N N ON R R OFF Forward/Reverse Lever Forward/Reverse Switch Parking Brake Switch T2-1-45 T4GC-02-01-021 SYSTEM / Control System Transmission Alarm Control Purpose: Lighting the transmission alarm lamp on the monitor unit for protection of the transmission in case of disorder of parts likely to cause damage to the transmission Operation: In case any of the parts shown right becomes out of order, the MC transmits signal to the monitor unit, and the transmission alarm lamp is lit. Monitor MC • • • • • • Torque converter input speed sensor Torque converter output speed sensor Vehicle speed sensor Transmission middle shaft sensor Forward/reverse lever Forward/reverse switch during work ECM Engine Transmission Torque Converter Input Speed Sensor Torque Converter Output Speed Sensor Monitor Unit Transmission Alarm Lamp Transmission Middle Shaft Sensor F F N N R R Forward/Reverse Lever Forward/Reverse Switch T2-1-46 Vehicle Speed Sensor T4GC-02-01-022 SYSTEM / Control System Forward/Reverse Indicator Control Purpose: Lighting the forward/reverse indicator on the monitor when the forward/reverse switch is effective NOTE: In case the forward/reverse lever is operated while traveling using the forward/reverse switch, input to the forward/reverse switch becomes ineffective, and the vehicle body moves by operating the forward/reverse lever. (Refer to the Forward/Reverse Lever Priority Control) Operation: 1. Forward/reverse selector switch is turned ON after the forward/reverse lever and the forward/reverse switch are positioned at neutral. NOTE: Forward/reverse switch does not transmit neutral signal. In case of no electric current from the forward/reverse switch, the controller judges the switch as neutral (N). 2. Then the forward/reverse switch becomes effective, and the monitor unit lights the forward/reverse indicator of the monitor. NOTE: In case the forward/reverse lever becomes out of order, input to the forward/reverse switch becomes ineffective, and the forward/reverse indicator is unlit and fixed. Monitor MC ECM Forward/Reverse Indicator Monitor Unit F F N N OFF R R ON Forward/Reverse Lever Forward/Reverse Switch T2-1-47 Forward/Reverse Selector Switch T4GC-02-01-023 SYSTEM / Control System Reverse Traveling Alarm Control (Refer to the SYSTEM/Electric System) Purpose: Sounding alarm buzzer when the forward/reverse lever or the forward/reverse switch is selected Operation: 1. When reverse of the forward/reverse lever or the forward/reverse switch is selected, the MC earths the terminal from the reverse light relay. 2. Reverse light relay is excited, and electric current flows to the reverse light and the reverse buzzer. Right Reverse Light Reverse Buzzer MC ECM F N Monitor Unit Reverse Light Relay R Forward/Reverse Lever or Forward/Reverse Switch From Terminal #108 of Fuse Box A T2-1-48 Left Reverse Light T4GC-02-01-024 SYSTEM / Control System Parking Brake Alarm Control Purpose: Lighting the parking brake alarm lamp on the monitor unit during parking operation of the brake NOTE: Parking brake of the vehicle body is released if the pilot pressure flows in. Operation: NOTE: For operation circuit of the parking brake, refer to the SYSTEM/Electric System. 1. When the parking brake switch is turned ON, the MC confirms signal of the parking brake pressure sensor. 2. At pressure below the set pressure, the MC transmits signal to the monitor unit, and the parking brake alarm lamp is lit. IMPORTANT: Be careful that in case the parking brake pressure sensor is abnormal, traveling is possible even if the parking brake switch is ON and the parking brake is at work because the parking brake alarm lamp is fixed to OFF (release). Monitor MC ECM Engine Parking Brake Alarm Lamp Transmission Parking Brake Pressure Sensor Monitor Unit Parking Brake ON Parking Brake Solenoid Valve OFF Parking Brake Switch T4GC-02-01-025 T2-1-49 SYSTEM / Control System (Blank) T2-1-50 SYSTEM / Control System CONTROLS BY ELECTRICAL AND HYDRAULIC COMBINED CIRCUIT Electrical and hydraulic combined circuit has the following controls. • • • • • Ride control (optional) Bucket positioner control Lift arm float control Lift arm kick-out control Lift arm auto-leveler upward control (Optional) • Lift arm auto-leveler downward control (Optional) T2-1-51 SYSTEM / Control System Ride Control (Optional) Purpose: Reducing fatigue of the operator by organizing a damper circuit in the lift arm cylinders and reducing shock in traveling Operation: 1. When the ride control switch is turned ON, the MC makes the ride control effective and the ride control indicator of the monitor is lit. 2. At vehicle speed of 7 km/h (4 mph) and above, the MC receives signal from the vehicle speed sensor, and transmits electric current to the ride control solenoid valve. 3. When the ride control solenoid valve is operated and the spool moves, a damper circuit is organized between the rod ends and the bottom ends of the lift arm cylinder. When the vehicle travels on bumpy roads, the fluctuation of the bottom pressure of the lift arm cylinders is absorbed by the ride control accumulator, and the shock of the whole vehicle body is reduced. NOTE: Ride control is not made at the vehicle speed of 7 km/h (4 mph) and below. NOTE: In case the ride control switch or the ride control solenoid valve becomes out of order, the ride control is not made. T2-1-52 SYSTEM / Control System PHOTO PHOTO Right Console 013 Ride Control 099 Lift Arm Cylinder MC ECM Engine Monitor Unit Ride Control Switch To Control Valve Vehicle Speed Sensor Ride Control Accumulator OFF ON Transmission Ride Control Indicator Relief Valve Ride Control Valve Ride Control Solenoid Valve Spool Pilot Pump Hydraulic Oil Tank T4GC-02-01-026 T2-1-53 SYSTEM / Control System Bucket Auto-leveler Control (ZW220) Purpose: Automatically tilting the bucket at an appropriate angle (horizontal) to start digging in returning the bucket to the tilting position Operation: 1. In dumping operation of the bucket, the bar is located in front of the bucket proximity switch. While the bar passes by the bucket proximity switch, the bucket proximity switch becomes ON, and excites the electromagnet on the bucket tilting end of the pilot valve. 2. When the bucket operation lever is moved farther than the bucket tilting detent position (position to move farther than the tilting position), the bucket operation lever is retained by the electromagnet on the bucket tilting end, and pressure oil from the pilot valve moves the bucket spool of the control valve. 3. Pressure oil from the main pump flows into the bottom end of the bucket cylinder through the bucket spool of the control valve, and extends the bucket cylinder. When the bucket cylinder is extended, the bar also passes by the bucket proximity switch. 4. When the bar becomes distant from the bucket proximity switch, the bucket proximity switch is turned OFF, and the electromagnet on the bucket tilting end is also turned OFF, which makes the bucket operation lever in the neutral position. As the bucket spool of the control valve also returns to neutral, the bucket cylinder stops. As a result, the bucket is tilted at the right digging angle (horizontal). T2-1-54 SYSTEM / Control System PHOTO Proximity Switch Bucket Cylinder From #194 Terminal of Fuse Box B 092 Bar Bucket Proximity Switch 093 Control Valve Pilot Valve for Bucket Bucket Electromagnet on Bucket Tilting End Pilot Pump Lift Arm Main Pump T2-1-55 Hydraulic Oil Tank T4GB-02-01-013 SYSTEM / Control System Bucket Auto-leveler Control (ZW250) Purpose: Automatically tilting the bucket at an appropriate angle (horizontal) to start digging in returning the bucket to the tilting position Operation: 1. In dumping operation of the bucket, the bar is located in front of the bucket proximity switch. While the bar passes by the bucket proximity switch, the bucket proximity switch becomes ON, and excites the electromagnet on the bucket tilting end of the pilot valve. 2. When the bucket operation lever is moved farther than the bucket tilting detent position (position to move farther than the tilting position), the bucket operation lever is held by the electromagnet on the bucket tilting end, and pressure oil from the pilot valve moves the bucket spool of the control valve. 3. Pressure oil from the main pump flows into the bottom end of the bucket cylinder through the bucket spool of the control valve, and extends the buket cylinder. When the bucket cylinder is extended, the bar also passes by the bucket proximity switch. 4. When the bar becomes distant from the bucket proximity switch, the bucket proximity switch is turned OFF, and the electromagnet on the bucket tilt end is also turned OFF, which makes the bucket operation lever in the neutral position. As the bucket spool of the control valve also returns to neutral, the bucket cylinder stops. As a result, the bucket is tilted at the right digging angle (horizontal). T2-1-56 SYSTEM / Control System Bucket Cylinder Bucket Proximity Switch From #194 Terminal of Fuse Box B Bar Control Valve Pilot Valve for Bucket Electromagnet on Bucket Tilting End Bucket Pilot Pump Lift Arm Main Pump T2-1-57 Hydraulic Oil Tank T4GB-02-01-033 SYSTEM / Control System Lift Arm Float Control (ZW220) Purpose: Free raising and lowering of the lift arm in response to the external load for snow removing and road cleaning Operation: 1. When the lift arm operation lever is moved to the floating position (farther position than the lift arm lowering position), the lift arm operation lever is retained by the electromagnet on the lift arm lowering end, and pressure oil from the pilot valve moves the lift arm spool of the control valve up to the floating position (farthest right position). NOTE: When the engine is rotating, the electromagnet on the lift arm lowering end is always excited by the electric current from #194 terminal of Fuse Box B. 2. Pressure oil from the main pump is blocked by the lift arm spool, and ports on the rod ends and the bottom ends of the lift arm cylinders are connected through the lift arm spool, leading to the tank port. As the both ports of the lift arm cylinder have the same pressure as the hydraulic oil tank, the lift arm cylinders are not restricted, allowing free movement of the lift arm depending on the external force. 3. Lift arm operation lever returns to neutral, if pulled more strongly than the magnetic force of the electromagnet. As the lift arm spool of the control valve also returns to neutral, the lift arm floating control is released. T2-1-58 SYSTEM / Control System Lift Arm Cylinder Bottom End Port Rod End Port Control Valve From #194 Terminal of Fuse Box B Electromagnet on Lift Arm Lowering End Bucket Pilot Valve for Lift Arm Lift Arm Pilot Pump Main Pump T2-1-59 Hydraulic Oil Tank T4GB-02-01-014 SYSTEM / Control System Lift Arm Float Control (ZW250) Purpose: Free raising and lowering of the lift arm in response to the external load for snow removing and road cleaning Operation: 1. When the lift arm operation lever is moved to the floating position (farther position than the lift arm lowering position), the lift arm operation lever is retained by the electromagnet on the lift arm lowering end, and pressure oil from the pilot valve moves the lift arm spool of the control valve up to the floating position (farthest left position). NOTE: When the engine is rotating, the electromagnet on the lift arm lowering end is always excited by the electric current from #194 terminal of Fuse Box B. 2. Pressure oil from the main pump is blocked by the lift arm spool, and ports on the rod ends and the bottom ends of the lift arm cylinders are connected through the lift arm spool, leading to the tank port. As the both ports of the lift arm cylinders have the same pressure as the hydraulic oil tank, the lift arm cylinders are not restricted, allowing free movement of the lift arm depending on the external force. 3. Lift arm operation lever returns to neutral, if pulled more strongly than the magnetic force of the electromagnet. As the lift arm spool of the control valve also returns to neutral, the lift arm floating control is released. T2-1-60 SYSTEM / Control System Lift Arm Cylinder Bottom End Port Rod End Port Control Valve From #194 Terminal of Fuse Box B Electromagnet on Lift Arm Lowering End Bucket Pilot Valve for Lift Arm Lift Arm Pilot Pump Main Pump T2-1-61 Hydraulic Oil Tank T4GB-02-01-034 SYSTEM / Control System Lift Arm Kick-out Control (ZW220) Purpose: Automatically locating the lift arm at proper height in returning the lift arm to the highest position Operation: 1. When lowering the lift arm, the plate is located in front of the lift arm proximity switch. While the plate passes by the lift arm proximity switch, the lift arm proximity switch becomes ON, and the electromagnet on the lift arm end is also excited. 2. When the lift arm operation lever is moved farther than the lift arm raising detent position (position to pull farther than the raising position), the bucket operation lever is retained by the electromagnet on the lift arm raising end, and pressure oil from the pilot valve moves the lift arm spool of the control valve toward raising. 3. Pressure oil from the main pump flows into the bottom ends of the lift arm cylinders through the lift arm spool of the control valve, and extends the lift arm cylinders. When the lift arm cylinders are extended, the plate also passes by the lift arm proximity switch. 4. When the plate becomes distant from the lift arm proximity switch, the lift arm proximity switch is turned OFF, and the electromagnet on the lift arm raising end is also turned OFF, which makes the lift arm operation lever in the neutral position. As the lift arm spool of the control valve also returns to neutral, the lift arm cylinders stop. As a result, the lift arm stops. T2-1-62 SYSTEM / Control System Plate Lift Arm Proximity Switch Lift Arm Cylinder Bottom End Port Rod End Port Control Valve From #194 Terminal of Fuse Box B Bucket Pilot Valve for Lift Arm Lift Arm Pilot Pump Electromagnet on Lift Arm Lowering End Main Pump T2-1-63 Hydraulic Oil Tank T4GB-02-01-015 SYSTEM / Control System Lift Arm Kick-out Control (ZW250) Purpose: Automatically locating the lift arm at proper height in returning the lift arm to the highest position Operation: 1. When lowering the lift arm, the plate is located in front of the lift arm proximity switch. While the plate passes by the lift arm proximity switch, the lift arm proximity switch becomes ON, and the electromagnet on the lift arm end is also excited. 2. When the lift arm operation lever is moved farther than the lift arm raising detent position (position to pull farther than the raising position), the bucket operation lever is retained by the electromagnet on the lift arm raising end, and pressure oil from the pilot valve moves the lift arm spool of the control valve toward raising. 3. Pressure oil from the main pump flows into the bottom ends of the lift cylinders through the lift arm spool of the control valve, and extends the lift arm cylinders. When the lift arm cylinder is extended, the plate also passes by the lift arm proximity switch. 4. When the plate becomes distant from the lift arm proximity switch, the lift arm proximity switch is turned OFF, and the electromagnet on the lift arm raising end is also turned OFF, which makes the lift arm operation lever in the neutral position. As the lift arm spool of the control valve also returns to neutral, the lift arm cylinders stop. As a result, the lift arm stops. T2-1-64 SYSTEM / Control System Plate Lift Arm Proximity Switch Lift Arm Cylinder Bottom End Port Rod End port Control Valve From #194 Terminal Fuse Box B Pilot Valve for Lift Arm Bucket Electromagnet for Lift Arm End Lift Arm Pilot Pump Main Pump T2-1-65 Hydraulic Oil Tank T4GB-02-01-035 SYSTEM / Control System Lift Arm Auto-leveler Upward Control (Optional) (ZW220) Purpose: Free locating of the lift arm between the horizon and the highest position Operation: 1. If the SET position of the lift arm auto-leveler upward set switch is selected after the lift arm is located within the allowable location of the lift arm auto-leveler (a’ in the illustration), signal from the lift arm angle sensor is memorized by the MC, and that is the lift arm auto-leveler upward location. NOTE: When the lift arm is outside a’, even if the SET position of the lift arm auto-leveler upward set switch is selected, setting of the lift arm auto-leveler upward cannot be made. In case setting was thus unsuccessful, or setting in a different position is needed, make setting again with the above in mind. 3. Pressure oil from the main pump flows into the bottom end ports of the lift cylinder through the lift arm spool of the control valve, and raises the lift arm. 4. When the lift arm angle sensor moves up to the lift arm auto-leveler upward locating position, earthing of #241 terminal of the MC is released, and the electromagnet on the lift arm upward end is unexcited. Thus the lift arm operation lever returns to the neutral position, and supply of pressure oil from the pilot valve to the control valve is stopped. 5. As the lift arm spool of the control valve also returns to neutral, the lift arm stops at the lift arm auto-leveler upward stop position. NOTE: Above the lift arm upward set position, the electromagnet on the lift arm raising end is always excited. NOTE: In case the lift arm angle sensor becomes out of order, the lift arm auto-leveler upward control is not made. a (Lift Arm Upward Work Range) a’ (Lift Arm Auto-leveler Up ward Allowable Setting Range) Position of Lift Arm Foot Pin Position of Lift Arm Tip Pin IMPORTANT: In case either the lift arm angle sensor or the MC has been replaced, be sure to make learning control of the lift arm angle sensor. (Refer to the OPERATIONAL PERFORMANCE TEST/Adjustment) 2. When the lift arm auto-leveler upward switch is turned ON, #241 terminal of the MC is earthed, and excites electromagnet on the lift arm upward end of the pilot valve. When the lift arm operation lever is moved to the lift arm upward detent position (position to pull further than the upward position), the lift arm operation lever is retained by the electromagnet on the lift arm upward end, and pressure oil is supplied to the control valve from the pilot valve. T2-1-66 SYSTEM / Control System PHOTO Lift Arm Auto-Leveler 100 101 102 103 Link Lift Arm Angle Sensor Lift Arm Cylinder Bottom End Port Rod End Port Lift Arm Auto-leveler Upward Set Switch Control Valve OFF SET ON 234 238 MC 237 Bucket 241 Electromagnet on Lift Arm Raising End From #194 Terminal of Fuse Box B Lift Arm Pilot Valve for Lift Arm Pilot Pump Main Pump T2-1-67 Hydraulic Oil Tank T4GB-02-01-016 SYSTEM / Control System Lift Arm Auto-leveler Upward Control (Optional) (ZW250) Purpose: Free locating of the lift arm between the horizon and the highest position Operation: 1. If the SET position of the lift arm auto-leveler upward set switch is selected after the lift arm is located within the allowable location of the lift arm auto-leveler (a’ in the illustration), signal from the lift arm angle sensor is memorized by the MC, and that is the lift arm auto-leveler upward location. NOTE: When the lift arm is outside a’, even if the SET position of the lift arm auto-leveler upward set switch is selected, setting of the lift arm auto-leveler upward cannot be made. In case setting was thus unsuccessful, or setting in a different position is needed, make setting again with the above in mind. 3. Pressure oil from the main pump flows into the bottom end port of the lift cylinder through the lift arm spool of the control valve, and raises the lift arm. 4. When the lift arm angle sensor moves up to the lift arm auto-leveler upward locating position, earthing of #241 terminal of the MC is released, and the electromagnet on the lift arm upward end. Thus the lift arm operation lever returns to the neutral position, and supply of pressure oil from the pilot valve to the control valve is stopped. 5. As the lift arm spool of the control valve also returns to neutral, the lift arm stops at the lift arm auto-leveler upward stop position. NOTE: Above the lift arm upward set position, the electromagnet on the lift arm raising end is always excited. a (Lift Arm Upward Work Range) a’ (Lift Arm Auto-leveler Upward Allowable Setting Range) Position of Lift Arm Foot Pin Position of Lift Arm Tip Pin NOTE: In case the lift arm angle sensor becomes out of order, the lift arm auto-leveler upward control is not made. IMPORTANT: In case either the lift arm angle sensor or the MC has been replaced, be sure to make learning control of the lift arm angle sensor. (Refer to the OPERATIONAL PERFORMANCE TEST/Adjustment) 2. When the lift arm auto-leveler upward switch is turned ON, #241 terminal of the MC is earthed, and excites electromagnet on the lift arm upward end of the pilot valve. When the lift arm operation lever is moved farther than the lift arm upward detent position (position to pull farther than the upward position), the lift arm operation lever is retained by the electromagnet on the lift arm upward end, and pressure oil is supplied to the control valve from the pilot valve. T2-1-68 SYSTEM / Control System Link Lift Arm Angle Sensor Lift Arm Cylinder Bottom End Port Rod End Port Lift Arm Auto-leveler Upward Set Switch OFF SET ON Control Valve 234 238 MC 237 Bucket 241 Electromagnet on Lift Arm Raising End From #194 Terminal of Fuse Box B Lift Arm Pilot Valve for Lift Arm Pilot Pump Main Pump T2-1-69 Hydraulic Oil Tank T4GB-02-01-036 SYSTEM / Control System Lift Arm Auto-leveler Downward Control (Optional)(ZW220) Purpose: Free locating of the lift arm between the horizon and the lowest position Operation: 1. If the SET position of the lift arm auto-leveler downward set switch is selected after the lift arm is located within the allowable location of the lift arm auto-leveler (b’ in the illustration), signal from the lift arm angle sensor is memorized by the MC, and that is the lift arm auto-leveler downward location. NOTE: When the lift arm is outside b’, even if the SET position of the lift arm auto-leveler downward set switch is selected, setting of the lift arm auto-leveler downward cannot be made. In case setting was thus unsuccessful, or setting in a different position is needed, make setting again with the above in mind. 3. Pressure oil from the main pump flows into the rod end ports of the lift arm cylinders through the lift arm spool of the control valve, and lowers the lift arm. 4. When the lift arm angle sensor moves down to the lift arm auto-leveler downward locating position, earthing of #242 terminal of the MC is released, and the electromagnet on the lift arm downward end is unexcited for a while until it is excited again soon after. 5. Thus the lift arm operation lever returns to the neutral position, and supply of pilot pressure from the pilot valve to the control valve is stopped. 6. As the lift arm spool of the control valve also returns to neutral, the lift arm stops at the lift arm auto-leveler downward stop position. Position of Lift Arm Tip Pin Position of Lift Arm Foot Pin b’ (Lift Arm Auto-leveler Downward Allowable Setting Range) b (Lift Arm Downward Work Range) NOTE: In case the lift arm angle sensor becomes out of order, the lift arm auto-leveler downward control is not made. IMPORTANT: In case either the lift arm angle sensor or the MC has been replaced, be sure to make learning control of the lift arm angle sensor. (Refer to the OPERATIONAL PERFORMANCE TEST/Adjustment) 2. When the lift arm auto-leveler downward switch is turned ON, #242 terminal of the MC is earthed, and excites electromagnet on the lift arm downward end of the pilot valve. When the lift arm operation lever is moved to the lift arm downward detent position (position farther than the downward position), the lift arm operation lever is retained by the electromagnet on the lift arm downward end, and pressure oil is supplied to the control valve from the pilot valve. T2-1-70 SYSTEM / Control System Link Lift Arm Angle Sensor Lift Arm Cylinder Bottom End Port Rod End Port Lift Arm Auto-leveler Downward Set Switch OFF SET ON 234 Control Valve 240 MC 239 242 Bucket Electromagnet on Lift Arm Lowering End Pilot Valve for Lift Arm From #194 Terminal of Fuse Box B Lift Arm Pilot Pump T4GB-02-01-017 T2-1-71 SYSTEM / Control System Lift Arm Auto-leveler Downward Control (Optional)(ZW250) Purpose: Free locating of the lift arm between the horizon and the lowest position Operation: 1. If the SET position of the lift arm auto-leveler downward set switch is selected after the lift arm is located within the allowable location of the lift arm auto-leveler (b’ in the illustration), signal from the lift arm angle sensor is memorized by the MC, and that is the lift arm auto-leveler downward location. NOTE: When the lift arm is outside b’, even if the SET position of the lift arm auto-leveler downward set switch is selected, setting of the lift arm auto-leveler downward cannot be made. In case setting was thus unsuccessful, or setting in a different position is needed, make setting again with the above in mind. 3. Pressure oil from the main pump flows into the rod end ports of the lift arm cylinders through the lift arm spool of the control valve, and lowers the lift arm. 4. When the lift arm angle sensor moves down to the lift arm auto-leveler downwards locating position, earthing of #242 terminal of the MC is released, and the electromagnet on the lift arm downward end is unexcited for a while until it is excited again soon after. 5. Thus the lift arm operation lever returns to the neutral position, and supply of pilot pressure from the pilot valve to the control valve is stopped. 6. As the lift arm spool of the control valve also returns to neutral, the lift arm stops at the lift arm auto-leveler downward stop position. Position of Lift Arm Tip Pin Position of Lift Arm Foot Pin b’ (Lift Arm Auto-leveler Downward Allowable Setting Range) b (Lift Arm Downward Work Range) NOTE: In case the lift arm angle sensor becomes out of order, the lift arm auto-leveler downward control is not made. IMPORTANT: In case either the lift arm angle sensor or the MC has been replaced, be sure to make learning control of the lift arm angle sensor. (Refer to the OPERATIONAL PERFORMANCE TEST/Adjustment) 2. When the lift arm auto-leveler downward switch is turned ON, #242 terminal of the MC is earthed, and excites electromagnet on the lift arm downward end of the pilot valve. When the lift arm operation lever is moved to the lift arm downward detent position (position farther than the downward position), the lift arm operation lever is retained by the electromagnet on the lift arm downward end, and pressure oil is supplied to the control valve from the pilot valve. T2-1-72 SYSTEM / Control System Link Lift Arm Angle Sensor Lift Arm Cylinder Bottom End Port Rod End Port Lift arm Auto-leveler Downward Set Switch OFF SET ON 234 Control Valve 240 MC 239 242 Bucket Electromagnet on Lift Arm Lowering End Pilot Valve for Lift Arm From #194 Terminal of Fuse Box B Pilot Pump Lift Arm T4GB-02-01-037 T2-1-73 SYSTEM / Control System (Blank) T2-1-74 SYSTEM / ECM System OUTLINE • Supply pump is driven by engine and generates Signals from sensors and MC (Main Controller) are input to ECM (Engine Control Module). ECM calculates and drives two way valve, suction control valve and EGR motor in order to control supply pump, injectors and EGR (Exhaust Gas Recirculation). • • • • • high pressure fuel. • Common rail distributes high pressure fuel generated by supply pump to injector of each engine cylinder. • Injector injects high pressure fuel from common rail. Fuel Injection Control Engine Start Control EGR Control Correction of Fuel Injection Volume Engine Stop Control (Refer to System/Electric System) Crank Revolution Sensor Cam Angle Sensor Atmospheric Pressure Sensor Fuel Temperature Sensor Coolant Temperature Sensor Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR EGR Motor ECM MC Common Rail Pressure Sensor Two Way Valve Suction Control Valve Common Rail Supply Pump Injector Fuel Tank T4GB-02-02-022 T2-2-1 SYSTEM / ECM System FUEL INJECTION CONTROL ECM monitors running state of engine according to signals from each sensor and MC. ECM controls the volume, pressure, timing and volume of fuel injection PHOTO PHOTO Common Rail 045 046 Fuel Supply Pump 047 049 Crank Revolution Sensor Control for Two Way Valve • Fuel injection volume control • Fuel injection (volume) timing control • Fuel injection Volume control Control for Suction Control Valve • Fuel injection pressure control Cam Angle Sensor Atmospheric Pressure Sensor Fuel Temperature Sensor Coolant Temperature Sensor Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR EGR Motor ECM MC Common Rail Pressure Sensor Two Way Valve Suction Control Valve Common Rail Supply Pump Injector Fuel Tank T4GB-02-02-022 T2-2-2 SYSTEM / ECM System (Blank) T2-2-3 SYSTEM / ECM System Fuel Injection Volume Control Function: Controls fuel injection volume in order to be optimum. Operation: 1. ECM detects engine speed according to input signals from crank revolution sensor and cam angle sensor. 2. MC calculates target engine speed according to input signals from sensors and switches. MC sends signal to ECM. (Refer to System/Control System.) 3. ECM turns two way valves in the injectors into ON or OFF mainly according to the engine speed and signal from MC in order to control fuel injection volume. NOTE: Mode switches of the work mode switch are supplied with respectively different voltages from the monitor unit. MC judges the selected mode by the supplied voltage. NOTE: Two switches are installed inside the shift switch, and the turning ON condition varies depending on the combination of speed shifts. MC judges the selected speed shift by the combination of two input currents. T2-2-4 SYSTEM / ECM System Accelerator Pedal Sensor Work Mode Switch Crank Revolution Sensor Cam Angle Sensor Accelerator Pedal Atmospheric Pressure Sensor L Fuel Temperature Sensor N Coolant Temperature Sensor P Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR Motor Shift Switch MC ECM Common Rail Pressure Sensor Two Way Valve Monitor Unit Common Rail Supply Pump Wheel Speed Engine Coolant Sensor Temperature Sensor Injector Fuel Tank T4GC-02-02-004 T2-2-5 SYSTEM / ECM System Fuel Injection Pressure Control Fuel Injection Timing Control Function: Controls fuel injection pressure according to fuel pressure in common rail. Operation: 1. ECM calculates fuel injection volume according to engine speed and target engine speed signal of MC. (Refer to Page T2-2-4). 2. Common rail pressure sensor sends signal corresponding to pressure in common rail to ECM. 3. ECM calculates appropriate pressure in common rail according to engine speed, fuel injection volume and common rail pressure sensor signal. ECM drives suction control valve in supply pump and appropriate volume of fuel to common rail. 4. Fuel in common rail is supplied to each engine cylinder through injector from common rail. NOTE: Mode switches of the work mode switch are supplied with respectively different voltages from the monitor unit. MC judges the selected mode by the supplied voltage. Function: Calculates appropriate fuel injection timing. Operation: 1. ECM calculates fuel injection timing according to engine speed and fuel injection volume. 2. ECM drives ON/OFF of two way valves in injectors in order to control fuel injection timing. Fuel Injection Volume Control Function: Improves combustion inside the engine cylinders. Operation: 1. Injectors initially inject small amount of fuel (pilot injection) for ignition. 2. Injectors execute the second injection (main injection) after ignition. ECM drives ON/OFF of two way valves in injectors in order to control fuel injection timing and volume. NOTE: Two switches are installed inside the shift switch, and the turning ON condition varies depending on the combination of speed shifts. MC judges the selected speed shift by the combination of two input currents. T2-2-6 SYSTEM / ECM System Accelerator Pedal Sensor Work Mode Switch Crank Revolution Sensor Cam Angle Sensor Accelerator Pedal Atmospheric Pressure Sensor L Fuel Temperature Sensor N Coolant Temperature Sensor P Inlet Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR Motor Shift Switch MC ECM Common Rail Pressure Sensor Two Way Valve Suction Control Valve Monitor Unit Common Rail Supply Pump Wheel Speed Sensor Engine Coolant Temperature Sensor Injector Fuel Tank T4GC-02-02-005 T2-2-7 SYSTEM / ECM System Fuel Injection 1. Fuel pressure is constantly applied to the injector nozzles. 2. When the magnetic coil of the two-way valve is turned ON, the valve is opened, and the high-pressure fuel in the control chamber returns to the fuel tank through Orifice 1. 3. Spring force raises the hydraulic piston, and the nozzle is opened to start injection. 4. When the magnetic coil of the two-way valve is turned OFF, the valve is closed, and the circuit leading to the fuel tank is closed. 5. In this way, the control chamber is filled with high-pressure fuel. 6. Difference of top and bottom pressure of the piston lowers the piston, and the nozzle is closed to finish injection. T2-2-8 SYSTEM / ECM System 1. Two Way Valve: ON 2. Fuel Injection Start From ECM From ECM Magnetic Coil Valve From Common Rail Two Way Valve Two Way Valve Return to Fuel Tank Return to Fuel Tank From Common Rail Orifice 1 Control Chamber Hydraulic Piston Spring Spring Nozzle Nozzle 3. Two Way Valve: OFF 4. Fuel Injection Stop From ECM From ECM Magnetic Coil Two Way Valve Two Way Valve Valve From Common Rail From Common Rail Control Chamber Hydraulic Piston Orifice 2 Nozzle Nozzle T1GR-02-02-012C T2-2-9 SYSTEM / ECM System COMPENSATION OF FUEL INJECTION VOLUME 1. Atmosphere pressure sensor sends signal corresponding to atmospheric pressure to ECM. 2. ECM calculates atmospheric pressure according to input signal. ECM controls two way valves in injectors and corrects of fuel injection volume. Atmospheric Pressure Sensor ECM Two Way Valve T1GR-02-02-002C T2-2-10 SYSTEM / ECM System ENGINE START CONTROL Function: Controls energizing time of glow plugs by coolant temperature and improves startability of engine. Operation: 1. Coolant temperature sensor sends signal corresponding to coolant temperature to ECM. 2. ECM connects the ground circuit of glow relay according to signals and controls energizing time of glow plugs. Coolant Temperature Sensor From Key Switch Terminal M ECM Glow Relay From Battery Relay Glow Plug T2-2-11 T4GB-02-02-016 SYSTEM / ECM System EGR (EXHAUST GAS RECIRCULATION) CONTROL Function: EGR controls lets part of exhaust gas recirculate inside intake manifold and mix it with intake air. Consequently, the combustion temperature is lowered and generation of nitrogen oxide (Nox) is reduced. Operation: • EGR Gas Amount Control 1. ECM determines amount of EGR gas according to engine speed, fuel flow rate, coolant temperature, atmospheric pressure and intake air temperature. 2. ECM drives the EGR motor, and opens the EGR valve. And transfer the EGR gas corresponding to the engine condition to the intake manifold to be mixed with the intake air. 3. At the same time, EGR motor position sensor detects amount of opening of EGR valve. • EGR Gas Coolant EGR gas is cooled by coolant system located along EGR gas passage. By mixing the cooled EGR gas with the intake air, the combustion temperature is lowered, and the NOx is reduced in comparison with ordinary EGR gas. • Lead Valve Lead valve prevents new air from entering into EGR gas passage and reverse flow of EGR gas. As EGR gas flows in one direction. T2-2-12 SYSTEM / ECM System To Intercooler Exhaust Gas EGR Gas From Air Cleaner Coolant Out Coolant System Engine Coolant In EGR Valve Intake Manifold EGR Motor Position Sensor From Intercooler EGR Motor Lead Valve Intake Air ECM T1GR-02-02-011 T2-2-13 SYSTEM / ECM System (Blank) T2-2-14 SYSTEM/Hydraulic System OUTLINE Hydraulic system is broadly divided into the main circuit, pilot circuit, steering circuit, and hydraulic drive fan circuit. • Main Circuit Main circuit consists of the priority valve circuit, neutral circuit, single operation circuit, and combined operation circuit – composed of the main pump, priority valve, control valve, cylinders, etc. • Pilot Circuit Pilot circuit consists of the charging block circuit, front attachment operation control circuit, pump control circuit, brake circuit, and ride control circuit (optional) – composed of the pilot pump, charging block and valves for controlling each circuit. • Steering Circuit Steering circuit consists of the normal steering circuit, steering shock damping circuit, emergency steering circuit (optional), steering stop circuit– composed of the pump, priority valve, steering valve, cylinders, and other valves. • Hydraulic Drive Fan Circuit Hydraulic drive fan circuit consists of the flow control circuit and reverse rotation control circuit – composed of the motor for radiator cooling fan and the pump for radiator cooling fan. NOTE: Steering circuit can be divided into the main circuit and the pilot circuit, but is described here as an single circuit for making explanation clear. T2-3-1 SYSTEM/Hydraulic System MAIN CIRCUIT Outline • Main pump draws hydraulic oil from the hydraulic oil tank through the suction filter and delivers. • Delivered pressure oil flows to the steering valve and the control valve through the priority valve. • Pressure oil led to the steering valve flows to the steering cylinders in response to operation of the spool in the steering valve and the return oil flows back to the hydraulic oil tank through the steering valve. • Pressure oil led to the control valve flows to the cylinders in response to operation of the spool in the control valve, and the return oil flows back to the hydraulic oil tank through the control valve. T2-3-2 SYSTEM/Hydraulic System PHOTO PHOTO Hydraulic System Main Control Valve 114 089 Bucket Cylinder Steering Cylinders Lift Arm Cylinders Control Valve Bucket Spool Steering Valve Lift Arm Spool Priority Valve Main Pump Suction Filter Hydraulic oil Tank T4GB-02-02-010 T2-3-3 SYSTEM/Hydraulic System Priority Valve Circuit • With the engine stopped, the priority valve spool • When pressure at Port LS2 and the spring force is pushed leftward by the spring force. When the engine is started, pressure oil from the main pump flows toward the steering valve through the priority valve spool, while also entering Ports LS1 and LS2 through Orifices 1 and 2 respectively. With the steering valve in neutral, pressure oil led to Port LS2 flows to the hydraulic oil tank through Orifice 3 and the steering valve spool, so Port LS2 is not pressurized. As pressure at LS1 causes larger force than the spring force, the priority valve spool moves right, and pressure oil from the main pump is all supplied to the control valve. Priority valve spool is provided with a notch for leading pressure oil from the main pump toward the steering valve and a notch for leading pressure oil from the main pump toward the control valve, which are both connected to the main pump delivery port constantly. When the priority valve spool moves right, the notch for leading pressure oil from the main pump toward the steering valve moves until the delivery port on the steering valve side in the priority valve is closed. When pressure balance is obtained and the spool stops moving. When the steering valve spool moves, the tank port connected with Port LS2 is closed. At this time, Port LS2 is connected with the main circuit through the steering valve spool, and pressure corresponding to movement of the steering valve spool arises at Port LS2. overcome pressure at Port LS1, the priority valve spool moves left. • Larger the movement of the steering valve spool is, the higher the pressure at Port LS2 rises, the larger the priority valve spool moves left, and the more pressure oil from the main pump is supplied to the steering valve. • • • • • • • T2-3-4 NOTE: Orifice 2 of the priority valve is installed for warming up the circuit by flowing pressure oil to the hydraulic oil tank from Port LS2 at neutral of the steering valve. Diameter of Port 2 is small, and temperature of the oil passing through it rises rapidly, but pressure is not raised enough to influence movement of the priority valve spool. SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Steering Valve Control Valve Hydraulic Oil Tank Bucket Spool Hydraulic Oil Tank Lift Arm Hydraulic Oil Tank Priority Valve Spring Orifice 2 Orifice 1 Orifice 3 LS1 Spool LS2 At Stop of Engine Main Pump NOTE: Illustration shows oil flow in idling operation while the engine is rotating. Control valve illustrated is for ZW220. T2-3-5 T4GB-02-02-011 SYSTEM/Hydraulic System Neutral Circuit • At neutral position of the control lever, pressure oil from the main pump returns to the hydraulic oil tank through the neutral circuit of the control valve. • Only when the steering valve spool moves actuated by the priority valve, pressure oil is supplied to the steering valve, the steering valve is not provided with a neutral circuit. (Refer to Priority Valve Circuit in this section.) Single Operation Circuit • Pressure oil from the main pump enters the control valve, and flows to the lift arm and bucket spools. • When the steering valve spool moves, the priority valve spool moves left, and pressure oil from the main pump flows to the steering valve. (Refer to Priority Valve Circuit in this section.) T2-3-6 SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Steering Valve Control Valve Bucket Lift Arm Priority Valve Main Pump T4GB-02-02-017 NOTE: Illustration shows oil flow while the engine is rotating in idling operation. Control valve illustrated is for ZW220. T2-3-7 SYSTEM/Hydraulic System Combined Operation Circuit (ZW220) · Lift Arm Raising/Bucket Dumping • When the bucket is dumped with the lift arm • • • • • raised, pilot pressure shifts the lift arm and bucket spools. Pressure from the main pump is applied to Port LS1 of the priority valve, but Port LS2 is not pressurized because it is connected to the hydraulic oil tank port. Pressure at Port LS1 causes larger force than the spring force of the priority valve, and moves the spool right. Therefore, pressure oil from the main pump flows to the lift arm cylinders through the check valve in the control valve and the lift arm spool, and raises the lift arm. Pressure oil from the main pump also flows to the bucket cylinder through the check valve, orifice, and bucket spool in the control valve, and dumps the bucket. Lift arm raising operation is more heavy loaded than the bucket dumping operation, but pressure oil passing the bucket operation circuit enters the bucket cylinder after passing the check valve and orifice, allowing smooth movement of both the lift arm cylinders and the bucket cylinder. T2-3-8 SYSTEM/Hydraulic System Steering Cylinders Bucket Cylinder Lift Arm Cylinders Steering Valve Control Valve From Pilot Valve (Bucket Dump) Bucket Orifice Hydraulic Oil Tank Lift Arm From Pilot Valve (Lift Arm Raise) Check Valve Hydraulic Oil Tank Priority Valve Spring LS2 LS1 Spool Main Pump T4GB-02-02-012 T2-3-9 SYSTEM/Hydraulic System · Lift Arm Raising/Steering Right • When the steering wheel is turned right with the lift arm raised, pilot pressure shifts the lift arm spool in the control valve and the steering valve spool. • Pressure from the main pump is applied to Port LS1 of the priority valve through Orifice 1, and main pressure returning from the steering valve spool through Orifice 3 and the spring force are applied to Port LS2. • Pressure at Port LS2 changes in proportion to the steering valve spool stroke, and when pressure at Port LS2 is low, the priority valve spool moves left slightly, and when it is high, the spool moves left drastically. • Flow rate and direction of the main pump are controlled by the leftward stroke of the priority valve spool, and the flow rate corresponding to the stroke flows to the steering valve, and the remainder flow rate flows to the control valve. NOTE: If the steering wheel is turned quickly and largely for reasons of avoiding danger or something, the priority valve spool largely moves left, and much of the pressure oil from the main pump is supplied to the steering valve, delaying movement of the front attachment. • Pressure oil led to the steering valve flows to the steering cylinders, and the vehicle body turns right. • Pressure oil led to the control valve also flows to the lift arm cylinder though the check valve and the lift arm spool, and raises the lift arm. • In this way, steering and lift arm operations are simultaneously made. T2-3-10 SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Steering Valve Control Valve Hydraulic Oil Tank From Steering Pilot Valve (Right Steering) Bucket Spool Hydraulic Oil Tank From Pilot Valve (Lift Arm Raise) Lift Arm Check Valve Hydraulic Oil Tank Priority Valve Spring Orifice 2 Orifice 1 Orifice 3 LS1 Spool LS2 Main Pump T4GB-02-02-013 T2-3-11 SYSTEM/Hydraulic System Combined Operation Circuit (ZW250) · Lift Arm Raising/Bucket Dumping • When the bucket is dumped with the lift arm • • • • • • • • raised, pilot pressure shifts the lift arm and bucket spools in the control valve. Also, the same pilot pressure that changed the lift arm spool in the control valve shifts the selector valve spool downward as well. Pressure from the main pump is applied to Port LS1 of the priority valve, but Port LS2 is not pressurized because it is connected to the hydraulic oil tank. Pressure at Port LS1 causes larger force than the spring force of the priority valve, and moves the spool right. By movement of the spool, pressure oil from the main pump flows to the lift arm cylinders through the check valve in the control valve and the lift arm spool, and raises the lift arm. Pressure oil from the main pump also flows to the bucket cylinder though the flow rate control valve in the control valve and the bucket spool, and dumps the bucket. Lift arm raising operation is heavier loaded than the bucket dumping operation, but pressure inside the spring chamber rises in the bucket dumping operation because shift of the selector valve is over. Raised pressure in the spring chamber prevents the flow rate control valve from moving much, and flow of pressure oil to the bucket spool is restricted. As a result, flow rate to the lift arm cylinders is secured, causing smooth operation of the lift arm cylinders and bucket cylinder. T2-3-12 SYSTEM/Hydraulic System Steering Cylinders Bucket Cylinder Lift Arm Cylinders From Pilot Valve (Bucket Damp) Flow Rate Spring Control Valve Chamber Steering Valve Control Valve Bucket From Pilot Valve (Lift Arm Raise) Lift Arm Selector Valve From Pilot Valve (Lift Arm Raise) Priority Valve LS2 LS1 Main Pump T4GB-02-02-018 T2-3-13 SYSTEM/Hydraulic System · Lift Arm Raising/Steering right • When the steering wheel is turned right with the lift arm raised, pilot pressure shifts the lift arm spool in the control valve and the steering valve spool. • Pressure from the main pump is applied to Port LS1 of the priority valve through Orifice 1, and main pressure returning from the steering valve spool through Orifice 3 and the spring force are applied to Port LS2. • Pressure at Port LS2 changes in proportion to the steering valve spool stroke, and when pressure at Port LS2 is low, the priority valve spool moves left slightly, and when it is high, the spool moves left drastically. • Flow rate and direction of the main pump are controlled by the leftward stroke of the priority valve spool, and the flow rate corresponding to the stroke flows to the steering valve, and the remainder flow rate flows to the control valve. NOTE: When the steering wheel is turned quickly and largely for reasons of avoiding danger or something, the priority valve spool largely moves left, and much of the pressure oil from the main pump is supplied to the steering valve, delaying movement of the front attachment. • Pressure oil led to the steering valve flows to the steering cylinders, and the vehicle body turns right. • Pressure oil led to the control valve also flows to the lift arm cylinders though the check valve and the lift arm spool, and raises the lift arm. • In this way, steering and lift arm operations are simultaneously made. T2-3-14 SYSTEM/Hydraulic System Bucket Cylinder Steering Cylinders Lift Arm Cylinders Steering Valve Control Valve Hydraulic Oil Tank From Steering Pilot Valve (Right Steering) Bucket Spool Hydraulic Oil Tank Lift Arm From Pilot Valve (Left Arm Raise) Check Valve Hydraulic Oil Tank Priority Valve Spring Orifice 2 Orifice 1 Orifice 3 LS1 Spool LS2 Main Pump T4GB-02-02-019 T2-3-15 SYSTEM/Hydraulic System (Blank) T2-3-16 SYSTEM/Hydraulic System PILOT CIRCUIT Outline: Pressure oil from the pilot pump is used to operate the circuit below. • Charging Block Circuit • Front Attachment Operation Control Circuit • Pump Control Circuit • Brake Circuit • Ride Control Circuit (Optional) Front Attachment Control Circuit Pilot Shutoff Valve Lift Arm Pilot Valve Bucket Pilot Valve Optional Pilot Valve Control Valve Brake Valve Service Brake Brake Circuit Parking Brake Main Pump Regulator Charging Block Ride Control Solenoid Valve Spool Pump Control Circuit Ride Control Circuit (Optional) Ride Control Valve Charging Block Circuit Pilot Filter Pilot Pump Suction Filter Hydraulic Oil Tank T4GC-02-02-001 T2-3-17 SYSTEM/Hydraulic System Charging Block Circuit • Charging block is installed for supplying pressure oil from the pilot pump preferentially to the service brake circuit, while distributing it to other pilot circuits as well. • When the engine is started, oil is delivered from the pilot pump, and enters the charging block. • At this time, when the amount of accumulated pressure of the service brake accumulators is low, the relief valve keeps closed. • In this case, only pilot pressure is applied to Port B of the priority valve, but both the pilot pressure and the spring force are applied to Port A. So, the priority valve moves right, restricting pressure oil to flow further. • Pressure oil from the pilot pump flows toward the service brake circuit through the check valve, and accumulates the service brake accumulators. (to be continued to T2-3-20) NOTE: Spring of the priority valve is so adjusted that the valve is not completely closed. Even in the minimum opening condition, a certain amount of pressure oil is being supplied to the circuits downstream. T2-3-18 SYSTEM/Hydraulic System PHOTO PHOTO Pedals 006 PHOTO PHOTO Charging Block Service Brake Parking Brake 073 105 113 Service Brake Brake Pedal Front Brake Service Brake Accumulators Brake Valve Rear Brake Check Valves Relief Valve B Priority Valve A Charging Block Pilot Pump NOTE: Illustration shows oil flow when the priority valve is closed in response to pressure decrease in the service brake circuit. T2-3-19 T4GC-02-02-002 SYSTEM/Hydraulic System • When the service accumulators are pressurized • • • • • • • • to a certain amount, the relief valve opens, and pressure is lost because Port A of the priority valve is connected to the hydraulic oil tank. Pressure at Port B of the priority valve causes larger force than the spring force, and moves the priority valve spool left. So, pressure oil from the pilot pump is all supplied to the priority valve and the circuits downstream. Pressure oil from the priority valve is supplied through each port to the respective pilot circuits. When pressure in the pilot circuit rises higher than a certain amount, the pilot relief valve opens, and prevents components of the pilot circuit from being damaged. Pressure oil from Port PS1 passes the steering pilot valve to be supplied for actuation of the steering valve spool. (Refer to Steering Circuit.) Pressure oil from Port X changes its flow in response to the stroke of the pump torque control solenoid valve which is controlled by the signal from MC, and is used for controlling the main pump regulator. (Refer to Pump Control Circuit.) Pressure oil from Port BR3 is supplied for parking brake release pressure by operation of the parking brake solenoid valve. (Refer to Parking Brake Circuit) Pressure oil from Port PS2 is supplied for controlling the servo piston of the main pump (Refer to Pump Control Circuit.) and the spool of the ride control valve (Refer to Ride Control Circuit.). Pressure oil from Port PP enters each pilot valve through the pilot shutoff valve, and is supplied to the control valve for actuation of the spool. (Refer to Front Attachment Operation Control Circuit.) T2-3-20 SYSTEM/Hydraulic System PHOTO Bucket Pilot Valve Lift Arm Pilot Valve Spare Pilot Valve (Optional) Pilot Valve 018 Pilot Shutoff Valve To Service Brake Circuit Service Brake Accumulators Priority Valve Relief Valve B Pilot Pump Pilot Relief Valve Hydraulic Oil Tank PS1 A Spring X Pump Torque Control Solenoid Valve BR3 PS2 Parking Brake Pressure Sensor Parking Brake Solenoid Valve PP Charging Block NOTE: Illustration shows the oil flow in neutral condition of the pilot valve when the service brake accumulators are pressurized, the priority valve is open, and the pilot shutoff valve is open. T2-3-21 T4GB-02-02-020 SYSTEM/Hydraulic System Front Attachment Operation Control Circuit (ZW220) • Pressure oil from the pilot pump flows the • • • • charging block, and comes out of Port PP of the charging block to be supplied to each pilot valve through the pilot shutoff valve. Priority valve of the charging block supplies pressure oil preferentially to the service brake circuit when pressure in the service brake accumulators are lowered. (Refer to Charging Block Circuit.) Pilot shutoff valve is a manually operated type, and is installed for prevention of accidents due to mistaken operation by stopping suppy of pressure oil to the pilot valve when it is closed. By controlling each pilot valve, pressure oil from the pilot pump shifts the control valve spools. At both ends of the spool for the lift arm cylinders of the control valve, slow-return valves are installed for moderating sudden movement of the spool. T2-3-22 SYSTEM/Hydraulic System Bucket Pilot Valve 1 2 Lift Arm Pilot Valve 3 4 Spare Pilot Valve (Optional) 5 6 7 8 Control Valve Pilot Shutoff Valve 8 Spare 2 7 To Service Brake Circuit Service Brake Accumulators 6 Priority Valve 2 Spare 1 5 Bucket 1 Pilot Pump 4 Slow-Return Valves Lift Arm 3 Main Pump PP T4GB-02-02-002 Charging Block NOTE: Numeral of each port of the pilot valves and the control valve shows the port to be connected. Illustration shows the oil flow in neutral condition of the pilot valve when the service brake accumulators are pressurized, the priority valve is open, and the pilot shutoff valve is open. T2-3-23 SYSTEM/Hydraulic System Front Attachment Operation Control Circuit (ZW250) • Pressure oil from the pilot pump flows the • • • • charging block, and comes out of Port PP of the charging block to be supplied to each pilot valve through the pilot shutoff valve. Priority valve of the charging block supplies pressure oil preferentially to the service brake circuit when pressure in the service brake accumulators are lowered. (Refer to Charging Block Circuit.) Pilot shutoff valve is a manually operated type, and is installed for prevention of accidents due to mistaken operation by stopping suppy of pressure oil to the pilot valve when it is closed. By controlling each pilot valve, pressure oil from the pilot pump shifts the control valve spool. At both ends of the spool for the lift arm cylinders of the control valve, slow-return valves are installed for moderating sudden movement of the spool. T2-3-24 SYSTEM/Hydraulic System Bucket Pilot Valve 1 Lift Arm Pilot Valve 2 3 4 Spare Pilot Valve (Optional) 5 6 7 8 Control Valve Pilot Shutoff Valve 8 Spare 2 7 To Service Brake Circuit Service Brake Accumulators 6 Priority Valve 2 Spare 1 5 Bucket 1 Pilot Pump 4 Slow-Return Valves Lift Arm 3 Main Pump PP Charging Block T4GB-02-02-021 NOTE: Numeral of each port of the pilot valves and the control valve shows the port to be connected. Illustration shows the oil flow in neutral condition of the pilot valve when the service brake accumulators are pressurized, the priority valve is open, and the pilot shutoff valve is open. T2-3-25 SYSTEM/Hydraulic System Pump Control Circuit (Refer to COMPONENT OPERATION / Pump Device group) · Pump Control by Servo Piston Control Pressure • Servo piston control pressure (PS2) is supplied from the charging block for actuation of the servo piston of the main pump. · Pump Flow Rate Control by Flow Rate Control Pressure (Pi1/Pi2) • Pressures upward and downward the orifice – Pi1 and Pi2 – of the pump flow rate control valve installed at the farthest downstream of the control valve neutral circuit are supplied to the main pump regulator for adjusting the pump flow rate. · Pump Flow Rate Control by Pump Torque Control Solenoid Valve • Signal from MC actuates the pump torque control solenoid valve, and controls the pressure (X) supplied to the main pump regulator for controlling the pump flow rate. T2-3-26 SYSTEM/Hydraulic System PHOTO Charging Block Main Control Valve 090 Pilot Pump Pump Torque Control Solenoid Valve Hydraulic Oil Tank Command Signal from MC Pilot Presser (X) PS2 Pump From Control Valve Orifice Control Valve Pi2 Pi1 Main Pump Servo Piston Main Pump Regulator T4GB-02-02-003 NOTE: Control valve illustrated is for ZW220. T2-3-27 SYSTEM/Hydraulic System Brake Circuit Service Brake Circuit (Refer to COMPONENT OPERATION / Charging Block) (Refer to COMPONENT OPERATION / Brake Valve) • Pressure oil from the pilot pump flows through the charging block, and is accumulated in the service brake accumulators. • By stepping the brake pedal, pressure in the service brake accumulators is applied to the front brake and the rear brake through the brake valve, and actuates the service brake. • When the brake pedal is stepped several times, pressure inside the service brake accumulators is lowered, and the relief valve is closed. • Priority valve spool moves right, and pressure in the service brake accumulators is kept constant by preferentially supplying pressure oil from the pilot pump to the service brake circuit, and firmly brakes the vihicle. Parking Brake Circuit • Pressure oil from the pilot pump is applied to the parking brake solenoid valve through the charging block. • When the parking brake is switched OFF, the parking brake solenoid valve is excited, and pressure oil entering the parking brake cylinder releases the parking brake. • If the parking barke is switched ON, the parking brake solenoid valve is unexcited, and resultant stop of pressure oil supply to the parking brake causes working of the parking brake. • Even if pressure is lowered caused by damage of hose or something in the upstream of the solenoid valve, the parking brake accumulators so function as to retain the parking brake circuit pressure for a certain period of time. NOTE: Spring of the priority valve is so adjusted that the valve is not completely closed. Even in the minimum opening condition, a certain amount of pressure oil flow is being supplied to the circuits downstream. NOTE: Even when the engine is stopped, the service brake circuit pressure is retained for a while with the functions of the service brake accumulators and the check valve. T2-3-28 NOTE: Parking brake is released when the solenoid valve is excited. SYSTEM/Hydraulic System PHOTO PHOTO Parking Brake Service Brake 112 067 Service Brake Brake Pedal Front Brake Service Brake Accumulators Brake Valve Rear Brake Check Valves Relief Valve Priority Valve Spring Parking Brake Pressure Sensor Parking Brake Solenoid Valve Parking Brake Release Pilot Accumulator Brake Charging Block Pilot Pump NOTE: Illustration shows oil flow when the relief valve and the priority valve are open in response to pressure increase in the service brake circuit, and also oil flow when the parking brake is working with the unexcitement of the parking brake solenoid valve. T2-3-29 T4GC-02-02-003 SYSTEM/Hydraulic System Ride Control Circuit (Optional) (Refer to SYSTEM / Electric-Hydraulic Combined Circuit Control in Control System) • In front attachment operation, operating pressure for the lift arm cylinders is accumulated in the ride control accumulator through the charge cut spool. • When the ride control switch is turned ON, the ride control solenoid valve is excited, and the spool moves downward. • Bottom ends of the lift arm cylinders are connected with the ride control accumulator, while the rods side ends of the lift arm cylinders are connected to the hydraulic oil tank. • In this way, force to lower the front attachment is relieved to the hydraulic oil tank, and force to lower the front attachment is absorbed by the ride control accumulator, thus enabling stable traveling. T2-3-30 SYSTEM/Hydraulic System PHOTO Ride Control 099 Ride Control Accumulator Lift Arm Cylinders To Control Valve Ride Control Valve Ride Control Command Signal Ride Control Solenoid Valve Spool Charge Cut Spool Hydraulic Oil Tank Pilot Pump NOTE: Illustration shows oil flow when the ride control solenoid valve is excited. T2-3-31 T4GB-02-02-009 SYSTEM/Hydraulic System STEERING CIRCUIT Normal Steering Circuit • Normally pressure oil from the main pump flows to the steering valve through the priority valve, but is not pressurized because the pilot line (LS2) is led to the hydraulic oil tank. • Therefore, pressure oil is all supplied to the control valve because the priority valve spool is shifted to the right pushed by pressure (LS1) from the main pump large enough to overcome the spring force of the priority valve. • When the steering wheel is turned, the spool in the steering pilot valve is shifted, and pressure oil from the pilot pump moves the steering valve spool. • When the steering wheel is quickly turned, a large amount of pilot pressure oil is supplied in a short period of time to the end of the steering valve spool through the steering pilot valve, and the steering valve spool moves quickly and largely. • When the steering wheel is slowly turned, a small amount of pilot pressure oil is supplied gradually to the end of the steering valve spool through the steering pilot valve, and the steering valve spool moves slowly and slightly. • In proportion to the stroke of the steering valve spool, pressure in the pilot line (LS2) rises, and the priority valve spool is pushed left by the spring force of the priority valve and pressure of the pilot line (LS2). • In this way, pressure oil from the main pump flows to the steering cylinders through the priority valve and the steering valve, and the steering cylinders are actuated. (Refer to COMPONENT OPERATION / Pump Device) T2-3-32 NOTE: When pressure oil passes inside the steering pilot valve, it flows to the steering valve after passing the Gerotor part. Gerotor is connected with the middle shaft of the pilot steering valve, so powered steering effect is generated. (Refer to COMPONENT OPERATION / Steering Pilot Valve) SYSTEM/Hydraulic System PHOTO Steering Cylinders Steering System 076 077 078 079 Steering Accumulators Steering Valve Spool Orifice Orifice Pump Discharge Pressure Switch Steering Pilot Valve To Control Valve Gerotor Priority Valve Emergency Steering Pump Equipment LS2 Steering Wheel LS1 Pilot Pump Main Pump NOTE: Illustration shows flow of pressure oil when the steering wheel is turned right. T2-3-33 T4GB-02-02-023 SYSTEM/Hydraulic System Steering Shock Damping Circuit • Pressure of the pressure oil supplied from the steering pilot valve to the spool end of the steering valve is reduced by passing through the orifice inside the steering valve, and is applied to the spool end of the opposite side. In this way, the vehicle shock due to sudden shift of the spool is damped, and stable steering operation is possible. (Refer to COMPONENT OPERATION / Steering Valve) • Steering accumulators are provided for damping the joggling of the vehicle taking place at stop of the steering wheel rotation. Emergency Steering Circuit (Optional) • When traveling, if the main pump delivery is stopped or drastically decreased caused by failure of the engine or the main pump, the signal of the pump delivery pressure switch is transmitted into the monitor controller, and the monitor controller starts the motor of the emergency steering pump equipment. • Pressure oil is supplied from the emergency steering pump for 1 minute, makes steering operation possible. • When 1 minute have passed or when the key switch has been turned OFF after moving the vehicle to a safe place, the emergency steering pump stops supplying oil flow to the steering valve.. T2-3-34 SYSTEM/Hydraulic System Steering Cylinders Steering Accumulators Steering Valve Orifice Orifice Pump Delivery Pressure Switch Steering Pilot Valve To Control Valve Gerotor Priority Valve Emergency Steering Pump Delivery Pressure Sensor Emergency Steering Pump Equipment LS2 Steering Wheel LS1 Pilot Pump Main Pump NOTE: Illustration shows flow of pressure oil when the steering wheel is turned right. T2-3-35 T4GB-02-02-023 SYSTEM/Hydraulic System Steering Stop Circuit (Refer to COMPONET OPERATION / Steering Valve) • When either of the left or right cylinder is at the • As a result, the steering valve spool is shifted at stroke end, the stop valve spool contacts the frame, and the stop valve closes to block pressure oil from being supplied to the steering valve from the steering pilot valve. neutral, and supply of pressure oil from the main pump to the steering cylinders is stopped. Steering Cylinders PHOTO Steering System 077 Steering Valve Spool Stop Valve Stop Valve External Force Applied Steering Pilot Valve Main Pump Pilot Pump Hydraulic Oil Tank T4GB-02-02-00 NOTE: Illustration shows flow of oil when the steering valve is turned right. T2-3-36 SYSTEM/Hydraulic System (Blank) T2-3-37 SYSTEM/Hydraulic System HYDRAULIC DRIVE FAN CIRCUIT (Refer to COMPONET OPERATION / Others) (Refer to COMPONET OPERATION / Hydraulic Fan Motor) • Pressure oil from the fan pump flows to the fan • • • • • • motor for radiator cooling through the flow control valve and the reverse rotation spool. Electric current corresponding to the oil temperature is sent from MC to the flow control solenoid valve. Pressure oil is supplied to the flow control valve spool end in response to the stroke of the flow control solenoid valve, when it is excited. When the flow control valve is operated, pressure oil from the fan pump to the fan motor is restricted, and speed of the fan motor is controlled. When the fan reversing rotation switch is turned ON, electric current flows from MC to the reverse rotation control solenoid valve. When the reverse rotation control solenoid valve is operated, pressure oil is supplied to the reverse rotation spool end. When the reverse rotation spool is shifted, the inlet port of pressure oil supplied to the fan motor is shifted, and the fan motor rotates reversely. T2-3-38 SYSTEM/Hydraulic System PHOTO Fan Motor Cooling Fan 039 Reverse Rotation Spool Reverse Rotation Control Solenoid Valve Reverse Rotation Signal from MC Flow Control Valve Flow Control Solenoid Valve Hydraulic oil Tank Hydraulic oil Tank Fan Pump Flow Adjustment Signal from MC NOTE: Illustration shows flow of pressure oil controlling nothing. T2-3-39 T4GB-02-02-008 SYSTEM/Hydraulic System (Blank) T2-3-40 SYSTEM/Electric System OUTLINE Electrical circuits can largely be divided into the main circuit parts, lamplight circuits and control circuits. · Main Circuits Circuit for engine start/stop, circuit for battery charging, and circuit for accessories. · Lamplight Circuits Circuit for use in traveling (composed of head lights, turn signals, brake lights, and horn) · Control Circuits (Refer to the SYSTEM/Control System.) Control circuit for engine, pumps, transmission, and valves [composed of actuators like solenoid valves, MC (main controller), ECM (engine control module), ICF (information controller), monitor unit, switches, sensors, and pressure switches] In this chapter, functions and compositions of the main circuits and lamplight circuits are explained. T2-4-1 SYSTEM/Electric System MAIN CIRCUIT • Electrical Power Circuit: for supplying electricity to the electric system as power source • Indicator Light Check Circuit: for checking monitor warning lamps and indicators • Accessory Circuit: for working at ACC of the key switch • Preheat Circuit: for assisting engine start in chilly weather • Starting Circuit: for starting engine • Charging Circuit: for supplying electricity to the battery and replenishing electricity • Surge Voltage Prevention Circuit: for preventing occurrence of surge voltage at stop of the engine • Engine Stop Circuit: for stopping the engine by the ECM T2-4-2 SYSTEM/Electric System ELECTRICAL POWER SWITCH:OFF) CIRCUIT (KEY Ground terminal of the battery is earthed to the base machine. Electrical current from the plus positive flows as follows at OFF of the key switch. ® Even at OFF of the key switch, very small amount of electrical current is being supplied to the circuit, so the ground terminal of the battery needs to be disconnected in case of a long downtime. #6 Terminal Key Switch Head Light Switch Battery ¯ Fusible Link ® Fuse Box B ® #11 Terminal Flasher Relay ® #9 Terminal Load Dump Relay ® #2 Terminal GPS ICF MC Optional Control Unit (Optional) ® #7 Terminal ECM Relay ® #37 Terminal Interior Light Radio MC ® ® #381 Terminal #711 Terminal Optional Control Unit (Optional) Monitor Unit Head Light Switch Key Switch Fuse Box B 348 149 126 6 11 9 35 158 127 2 7 39 42 37 381 711 Fusible Link Battery Relay 638 34 263 70 710 75 Battery T4GC-02-04--001 T2-4-3 SYSTEM/Electric System INDICATOR LIGHT CHECK CIRCUIT (KEY SWITCH:ON) • When the key switch is turned ON, Terminal B is • Monitor unit checks warning lamps and indicators connected inside the key switch to ACC and Terminal M. • Electrical current from Terminal M of the key switch is enters #67 Terminal of the monitor unit. by lighting them, and also starts the liquid crystal display. Key Switch Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 127 2 838 711 75 148 126 638 34 263 Monitor Unit 67 Fusible Link Battery Relay Battery T4GB-02-03-002 T2-4-4 SYSTEM/Electric System ACCESSORY CIRCUIT • At ACC of the key switch, Terminal B is connected inside the key switch to Terminal ACC. • Electrical current from Terminal ACC of the key switch enters #3 Terminal of the radio through #34 and #35 Terminals of Fuse Box B, enabling the radio to work. Key Switch Fuse Box B Radio Fusible Link 348 149 577 327 222 323 6 11 9 35 158 127 2 838 711 75 Battery Relay 148 126 638 34 Battery T4GB-02-03-003 T2-4-5 SYSTEM/Electric System PREHEAT CIRCUIT (KEY SWITCH:ON) • When the key switch is turned ON, Terminal B is connected inside the key switch to Terminal M. • Part of the electrical current from Terminal M • • • • • • flows to the glow relay, and the remainder excites the battery relay through #54 and #55 Terminals of Fuse Box A, and the battery power source supplies electricity to the glow relay through the fuse (100A). Electrical current from #55 Terminal of Fuse Box A also enters #56 Terminal of ECM, and the preheating circuit of the ECM is started. Signal corresponding to the coolant temperature is being transmitted from the coolant temperature sensor to #283 Terminal of the ECM. ECM earths #60 Terminal, and controls the excitement time of the glow relay if the coolant temperature is below a set temperature. While the glow relay is being excited, electricity from the power source is supplied to the glow plug from the glow relay, and so preheating is made. While preheating is being made, as #233 Terminal of the ECM is earthed, electricity flows from #233 Terminal of the monitor unit to #233 terminal of the ECM, and the monitor unit lights the glow signal. In case preheating is not made, the glow signal is lit for two seconds for checking of indicator lights. NOTE: In case preheating has been made, preheating continues for a certain period of time even after the engine start (after-heating), but the glow signal is not lit. T2-4-6 SYSTEM/Electric System PHOTO Fusiable Links Key Switch 032 Fuse Box A 264 362 692 157 From #6 Terminal of Fuse Box B 55 163 693 108 54 12 99 698 699 700 697 79 Glow Relay Monitor Unit 。 Glow Signal Glow Plug 233 Coolant Temperature Sensor Fuse (100A) 60 56 283 284 233 Battery Relay Fusible Link To #638 Terminal of Fuse Box B ECM Battery T4GB-02-03-004 NOTE: Illustration shows flow of electricity in case preheating is being made with the glow relay excited and glow plug supplied with electricity from the power source. T2-4-7 SYSTEM/Electric System STARTING START) CIRCUIT (KEY SWITCH: Forward/Reverse Lever at Neutral Position Operation of Starter Relay • At START of the key switch, Terminal B is • At START of the key switch, continuity is made connected inside the key switch to Terminals M and ST. Electric current from Terminal M excites the battery relay through #54 and #55 Terminals of Fuse Box A, so electricity from the battery power source is led from the battery relay to Terminals B of the starter motor and the starter relay. Electric current from Terminal ST of the key switch flows through the neutral relay to Terminal S of the starter relay and the coil inside. Starter relay is turned ON, and electric current also flows to Terminal S of the starter from Terminal C of the starter relay. As a result, the relay inside the starter is turned ON, and the starter motor rotates. Also, the electric current from Terminal M of the key switch flows to all the controllers as a signal for notifying the key position at ON or START. between Terminals B and ST of the key switch, and electric current flows to the base of Transistor Q2 through Resistance R4 inside the starter relay. Transistor Q2 is turned ON, and electric current flows to Coil L of the relay. As a result, Terminals B and S of the starter are connected, and the starter operates. • When the engine is started, the alternator begins charging, and the voltage of Terminal R of the starter relay raises. • If this voltage reaches 21 – 22 V, Zener Diode Z is turned ON. As a result, Transistor Q1 is turned ON, and Transistor Q2 is turning OFF because no electric current flows to its base. At this moment, continuity between Terminals B and S of the starter is lost, and the starter is turned OFF. • C1 shown in the illustration below indicates a condenser for stabilizing working voltage. D4 is a diode for protection from reverse connection of the battery. • • • • • Starter Relay B S D3 (1) R3 R2 From Terminal L of Alternator Z R L R4 D2 Q1 C1 C C (2) (1) S Q2 M B (2) Starter E D4 B ST Key Switch Neutral Relay 12V Battery 12V T4GB-02-03-019 T2-4-8 SYSTEM/Electric System Key Switch 264 Fuse Box A 362 692 From #6 Terminal of Fuse Box B Signal of Key ON to (Monitor Unit) Signal of Key ON to (MC, ECM, and ICX) 157 464 55 163 693 108 12 54 79 99 699 700 697 No Forward/Reverse Signal Neutral Relay To #638 Terminal of Fuse Box B Fuse (100A) Starter Relay Fusible Link Battery Relay Battery Starter Motor Alternator T4GC-02-04--002 T2-4-9 SYSTEM/Electric System Forward/Reverse Lever at Operational Position · Starting Safety Circuit (Neutral Relay) • At START of the key switch, Terminal B can be • • • • • connected inside the key switch to Terminals M and ST. Electric current from Terminal ST of the key switch flows to the neutral relay, and the electric current from Terminal M of the key switch flows to the Terminals #54 and #55 of Fuse Box A then excites the battery relay. By exciting the battery relay, electricity from the battery power source flows to Terminals B of the starter motor and the starter relay. At this moment, either of the forward-reverse lever and the forward-reverse switch is at forward or reverse, the neutral relay is excited. Circuit between the neutral relay and Terminal S of the starter relay is blocked by excites the neutral relay. Therefore, in case either of the forward-reverse lever and the forward-reverse switch is at forward or reverse, the starter motor is not operated even if the key switch is at START. T2-4-10 SYSTEM/Electric System Key Switch Fuse Box A 264 362 692 157 210 From #6 Terminal of Fuse Box B 464 55 163 693 108 12 54 79 99 698 699 700 Forward/Reverse Operation Signal 697 Neutral Relay To #638 Terminal of Fuse Box B Fuse (100A) Starter Relay Fusible Link Battery Relay Battery Starter Motor T4GB-02-03-006 T2-4-11 SYSTEM/Electric System CHARGING CIRCUIT (KEY SWITCH:ON) • Engine starts, and the key switch returns to ON • • • • automatically by releasing fingers away from the key switch. At ON, Terminal B is connected inside the key switch to ACC and Terminal M. Electric current from Terminal M of the key switch excites the battery relay through #54 and #55 Terminals of Fuse Box A. When the engine rotates, the alternator begins to generate electricity, and the electric current from Terminal B of the alternator flows to the battery through the battery relay, charging the battery. In the mean time, the electric current from Terminal L of the alternator flows to #119 Terminal of the monitor unit to have the monitor unit turn off the alternator indicator, and also flows to #594 Terminal of the ICF and #592 Terminal of the GPS to record history data of the engine operation time. T2-4-12 SYSTEM/Electric System PHOTO Alternator Key Switch 034 Fuse Box A 264 362 692 From #6 Terminal of Fuse Box B Alternator Indicator Monitor Unit 592 GPS 119 594 ICX 157 464 55 163 693 108 12 144 133 121 696 695 698 699 700 54 79 99 120 674 697 To #638 Terminal of Fuse Box B Fuse (100A) Starter Relay Fusible Link Battery Relay Battery Starter Motor T4GB-02-03-007 Alternator T2-4-13 SYSTEM/Electric System Operation of Alternator • Alternator consists of Field Coil FC, Stator Coil SC, • At first, electric current is not flowing to Field Coil Diode D, and others. Regulator consists of Transistors T1 and T2, Zener Diode ZD, Resistances R1 and R2, and others. Terminal B of the alternator is connected to Base B of Transistor T1 as follows. B - R - RF - (R) - R1 - Base B of Transistor T1 At On of the battery relay, the battery voltage works on Base B of Transistor T1 of the regulator, and continuity is made between Collector C and Emitter E. In other words, the earth end of Field Coil FC is grounded through Transistor T1. FC. When the rotor rotates, alternating voltage is generated in Stator Coil SC by the remanent magnetism of the rotor itself. • Electric current flows to Field Coil FC, and further magnetizes the rotor, resulting in rise of electric generation voltage. This further raises electric generation voltage, and charging the battery begins. • • • • Alternator B Battery Relay R L RF (R) Regulator R3 R4 R5 R6 D ZD R2 Battery B SC E R1 FC C T2 B D1 (F) G C E T1 (G) T157-04-02-008C T2-4-14 SYSTEM/Electric System Operation of Regulator • As electric generation voltage rises higher than • If voltage working on Zener Diode ZD lowers the set voltage of Zener Diode ZD, electric current flows to Base B of Transistor T2, and continuity is made between Connector C and Emitter E. • Operation of Transistor T2 stops flow of the electric current to Base B of Transistor T1, and turns T1 OFF. • Electric current stops flowing to Field Coil FC, and electric generation voltage of Stator Coil SC lowers. below the set voltage, Transistor T2 is turned OFF, and Transistor T1 is turned ON again. • Electric current flows to Field Coil FC, and electric generation voltage of Stator Coil SC is raised. • Electric generation voltage of the alternator is kept constant by repeating the above operations. RF Battery Relay R3 R4 R5 R6 Battery ZD R2 B SC A E C FC R1 (F) G D1 B C T2 E T1 (G) T157-04-02-009 T2-4-15 SYSTEM/Electric System SURGE VOLTAGE PREVENTION CIRCUIT • When the engine is stopped (key switch: OFF), • • • • • the electric current from Terminal M of the key switch is stopped, and the battery relay is turned OFF. Even if the key switch is turned off, the engine does not stop immediately keeping freewheeling, and the alternator continues generation of electricity. As the generated electric current does not flow to the battery, surge voltage (voltage rise) is generated, resulting in causes for failures of electronic equipment like the controller and other parts. For this reason, the surge voltage protection circuit is provided. During charging, the electric generation current from Terminal L of the alternator enters #119 Terminal of the monitor unit. Monitor unit earths #33 Terminal to the ground. Electric current flows to the excitement circuit of the load dump relay, and the load dump relay works. Therefore, even if the key switch is turned OFF during rotation of the engine, the electric current from the battery keeps exciting the battery relay through the load dump relay. Also, the battery relay is turned OFF about ten seconds after the alternator stops generation of electricity. T2-4-16 SYSTEM/Electric System Key Switch Load Dump Relay 33 Monitor Unit 119 Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 127 2 838 7 39 42 37 381 711 70 148 126 638 34 263 710 75 Fuse (100A) Starter Relay Fusible Link Battery Relay Battery Starter Motor T4GB-02-03-008 Alternator T2-4-17 SYSTEM/Electric System ENGINE STOP CIRCUIT • When the key switch is turned OFF from ON, the • ECM unexcited the fuel injection solenoid valve, electric current flowing from Terminal M to #56 Terminal of the ECM to show the key switch at ON is stopped. and the engine is stopped. Key Switch Fuse Box A 264 362 692 210 From #6 Terminal of Fuse Box B 157 54 55 163 80 108 12 79 99 698 699 700 697 To #638 Terminal of Fuse Box B Fuel Injection Solenoid Valve 56 Fuse (100A) Fusible Link Battery Relay ECM Battery T4GB-02-03-009 T2-4-18 SYSTEM/Electric System LAMPLIGHT CIRCUIT • Head Light Circuit: for turning on and off head lights, clearance lights and license light. • Turn Signal Circuit: for turning on and off turn signals • Brake Light Circuit: for turning on and off brake lights • Hazard Light Circuit: for turning on and off hazard light indicators • Horn Circuit: for sounding horn • Reverse Light/Buzzer Circuit: for turning on and off reverse lights and reverse buzzer • Parking Brake Circuit: for working and releasing parking brake • Emergency Steering Check Circuit (Optional): for confirming operation of emergency steering pump unit T2-4-19 SYSTEM/Electric System HEAD LIGHT CIRCUIT Clearance and License Light Circuit • Terminal B of the key switch is directly connected to the head light switch. • When the head light switch is positioned at (Clearance Lights), part of the electricity from the S terminal of the head light switch enters #47 Terminal of the monitor unit, and the illumination light of the monitor unit is lit. • Remainder of the electricity from the S terminal of the head light switch enters #710 Terminal of Fuse Box B, and further divided to #39 and #42 Terminals. • Electricity from the power source coming out of #39 Terminal of Fuse Box B lights front left and rear left clearance lights. • Electricity from the power source coming out of #42 Terminal of Fuse Box B lights the license light and the front right and rear right clearance lights. T2-4-20 SYSTEM/Electric System Head Light Switch Key Switch Fuse Box A Illumination Light 264 362 692 210 124 135 47 Monitor Unit 157 123 55 63 163 54 121 696 695 698 699 700 120 Front Right Clearance Light 694 697 Fuse Box B 838 348 149 577 Rear Right Clearance Light 126 6 11 9 35 158 127 2 License Light 638 34 263 7 39 42 37 381 711 70 710 75 Rear Left Clearance Light Fusible Link Front Left Clearance Light Battery Battery Relay T2-4-21 T4GB-02-03-010 SYSTEM/Electric System Head Light Lighting Circuit • When the key switch is turned ON, the electricity • • • • • • from the power source coming out of Terminal M of the key switch excites the battery relay through #54 and #55 Terminals of Fuse Box A, and the electricity from the battery power source flows to Fuse Box A and Fuse Box B. Electricity from the battery power source coming out of #124 Terminal of Fuse Box A enters the right head light relay. Electricity from the battery power source coming out of #121 Terminal of Fuse Box A enters the left head light relay. Electricity from the battery power source coming out of #127 Terminal of Fuse Box B enters the high beam relay. When the head light switch is positioned at (Head Lights), the electricity from the power source coming out of Terminal S lights each of the clearance lights (Refer to Clearance Light Lighting Circuit.), and the electricity from the power source coming out of Terminal H flows to the high-low beam switch. At this moment, if the high-low beam switch is turned to Lo (Low Beam), the electricity from the power source enters the right head light relay and the left head light relay, and the electricity from the battery power source enters the head lights to light them by exciting the respective relays. If the high-low beam switch is turned to Hi (High Beam), the electricity from the power source excites the high-beam relay, and the electricity from the battery power source enters and lights the high-beam lights. Electricity from the power source coming out of the high-low beam switch also enters #130 Terminal of the monitor unit, and lights the high-beam indicators. T2-4-22 SYSTEM/Electric System Head Light Switch High-Low Beam Switch Key Switch Lo Hi Fuse Box A Monitor Unit High-Beam Indicator High-Beam Right Head Light Left Head Light Relay Relay Relay 130 264 362 692 210 124 135 157 123 55 63 163 54 121 696 695 698 699 700 120 694 697 Fuse Box B 348 149 577 838 Right High-Beam Light 126 6 11 9 35 158 127 2 Right Head Light 638 34 263 7 39 42 37 381 711 Left High-Beam Light Left Head Light 70 710 75 Fusible Link Battery Battery Relay T2-4-23 T4GB-02-03-018 SYSTEM/Electric System TURN SIGNAL CIRCUIT • Electricity from the battery power source also • Electricity from the power source coming out of flows to the flasher relay coming out of #11 Terminal of Fuse Box B. • In case the turn signal switch is turned to left (L), Terminal L of the turn signal switch is earthed, and the left turn signal relay is excited. the flasher relay enters the front and rear left turn signal lights and #23 Terminal of the monitor unit through the left turn signal relay. • As a result, front and rear left turn signal lights and the left turn signal indicators flicker. Turn Signal Switch Left Turn Signal Monitor Unit Right Turn Signal Key Switch Left Right Turn Signal Relay Turn Signal Relay 23 26 Rear Right Turn Signal Light Flasher Relay Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 127 2 838 711 75 148 126 638 34 Front Right Turn Signal Rear Left Turn Signal Fusible Link Battery Relay Front Left Turn Signal Battery T4GB-02-03-011 T2-4-24 SYSTEM/Electric System BRAKE LIGHT CIRCUIT • When the key switch is turned ON, the electricity • When the brake pedal is stepped, the brake light from the power source coming out of Terminal M of the key switch excites the battery relay, and the electricity from the battery power source enters #99 Terminal of Fuse Box A and the brake light relay through #12 Terminal. switch is earthed. • As a result, the brake light relay is excited, and the electricity from the battery power source enters the brake lights, and light them. Key Switch PHOTO Pedals 007 From #6 Terminal of Fuse Box B Brake Light Relay Brake Pedal Fuse Box A 264 362 692 210 124 135 Brake Light Switch 55 163 693 108 12 144 133 121 696 695 698 699 700 Right Brake Light 157 123 54 79 99 120 694 697 Left Brake Light Fusible Link Battery Relay Battery To #638 Terminal of Fuse Box B T4GB-02-03-012 T2-4-25 SYSTEM/Electric System HAZARD LIGHT CIRCUIT • Electricity from the battery power source also • Electricity from the power source coming out of flows to the flasher relay coming out of #11 Terminal of Fuse Box B. • In case the hazard switch is turned ON, the hazard switch is earthed, and the left and right turn signal relays are excited. the flasher relay enters all of the front and rear left and right turn signal lights and #23 and #26 Terminals of the monitor unit through the left and right turn signal relays. • As a result, all of the front and rear left and right turn signal lights and the left and right turn signal indicators flicker. Turn Signal Switch Left Turn signal Right Turn signal Monitor Unit Diode A Diode C Diode B Diode D Left Turn Signal Relay Right Turn Signal Relay 23 26 Rear Right Turn Signal Light Front Right Turn Signal Light Hazard Switch Flasher Relay Key Switch Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 127 2 838 7 39 42 37 381 711 70 148 126 638 34 263 710 75 Rear Left Turn Signal Light Fusible Link Battery Relay Front Left Turn Signal Light Battery T4GB-02-03-013 T2-4-26 SYSTEM/Electric System HORN CIRCUIT • When the key switch is turned ON, the electricity from the power source coming out of Terminal M excites the battery relay through #54 and #55 Terminals of Fuse Box A, and the electricity from the battery power source enters #120 Terminal of Fuse Box A and the horn relay through #133 Terminal. • Horn switch is earthed when pushed. • As a result, the horn relay is excited, and the electricity from the battery power source enters the horn, and the horn sounds. Key Switch From #6 Terminal of Fuse Box B Fuse Box A 264 362 692 210 124 135 Horn Relay Horn Switch 55 163 693 108 12 144 133 121 696 695 698 699 700 Horn 157 123 54 79 99 120 694 697 Battery Relay Fusible Link Battery To #638 Terminal of Fuse Box B T4GB-02-03-014 T2-4-27 SYSTEM/Electric System REVERSE LIGHT/BUZZER CIRCUIT • When the key switch is turned ON, the electricity from the power source coming out of Terminal M excites the battery relay through #54 and #55 Terminals of Fuse Box A. • Electricity from the battery power source enters #99 Terminal of Fuse Box A, and enters the reverse light relay through #108 Terminal. • When the forward-reverse lever is turned to reverse, Terminal R is earthed, and the MC earths #109 Terminal because the electricity from the power source flows to the forward-reverse lever through #84 Terminal of the MC. • As a result, the reverse light relay is excited, and the electricity from the battery power source flows to the reverse light and the reverse buzzer. T2-4-28 SYSTEM/Electric System Forward/Reverse Lever Key Switch From #6 Terminal of Fuse Box B Fuse Box A MC 84 264 362 692 210 124 135 Reverse Light Relay 157 123 54 55 163 693 108 12 144 133 121 696 695 698 699 700 109 Right Reverse Light 79 99 120 694 697 Reverse Buzzer Left Reverse Light Fusible Link Battery Relay Battery To #638 Terminal of Fuse Box B T4GC-02-04-003 T2-4-29 SYSTEM/Electric System PARKING BRAKE CIRCUIT • When the key switch is turned ON, the electricity • However, as a self-exciting circuit is formed in from the power source coming out of Terminal M excites the battery relay through #54 and #55 Terminals of Fuse Box A. Electricity from the power source enters #79 Terminal of Fuse Box A and Parking Brake Relay 1 through #163 Terminal of Fuse Box A. Electricity from the power source coming out of Terminal D of Parking Brake Relay 1 through Terminal B of Parking Brake Relay 1 flows to Terminal B of Parking Brake Relay 2 and Terminal B of the parking brake switch. Parking brake switch is composed of three circuits of ON, NEUTRAL, and OFF, and so constructed as to remain at ON when turned ON, but to automatically return to NEUTRAL when turned OFF. When the parking brake switch is turned OFF, electric current flows from Terminal E of the parking brake switch to Terminal A of Parking Brake 2 and the parking brake solenoid valve. At this moment, if the engine is not running, Parking Brake Relay 1 is excited because #684 Terminal of the monitor unit is earthed. Therefore, the parking brake cannot be released because the electricity from the power source having been supplied through Parking Brake 1 to Terminal B of the parking brake switch and Terminal B of the parking brake relay is blocked. In case the engine is running, Parking Brake Relay 2 is excited because the electric current from Terminal L of the alternator enters #119 Terminal of the monitor unit, releasing earthing of #684 Terminal of the monitor unit. As a result, a circuit in which electricity flows from Terminal C of Parking Brake Relay 2 to Terminal A of Parking Brake Relay 2 (self-exciting circuit) is formed, and the parking brake solenoid valve works, releasing the parking brake. As the parking brake switch automatically returns to neutral, the circuit from Terminal E of the parking brake switch to Parking Brake Relay 2 is blocked. Parking Brake Relay 2, electric current keeps flowing to the parking brake solenoid valve, keeping the released condition of the parking brake until the key switch is turned OFF or the parking brake switch is turned ON. • • • • • • • • • IMPORTANT: Parking brake cannot be released unless the engine is running. T2-4-30 • When the parking brake switch is turned ON, Terminal A of the parking brake switch is earthed, and Parking Brake Relay 1 is excited. • Electricity from the power source having been supplied to Terminal B of Parking Brake Relay 2 and Terminal B of Parking Brake Switch through Terminal D of Parking Brake Relay 2 is blocked. • As a result, the parking brake works because Parking Brake Relay 2 and the parking brake solenoid valve are unexcited. SYSTEM/Electric System PHOTO Cab Key Switch 005 From #163Terminal of Fuse Box A From #6 terminal of Fuse Box B 684 Monitor Unit 119 From Terminal L of Alternator NEUTRAL Parking Brake Switch スイッチ Parking Brake Parking Brake Relay 2 Relay 1 OFF AB E F GH A B CD E A B CD E 684 Monitor Unit 119 To #638 Terminal of Fuse Box B Fuse (100A) 157 123 54 55 163 693 108 12 144 133 121 696 695 698 699 700 (W hen forming a self-exciting circuit) ON Fuse Box A 264 362 692 210 124 135 Battery Relay 79 99 120 694 697 Battery Parking Brake Solenoid Valve From Terminal L of Alternator T4GB-02-03-016 NOTE: Illustration shows flow of electric current when the parking brake switch remains pushed after the parking brake switch has been turned OFF during rotation of the engine. T2-4-31 SYSTEM/Electric System EMERGENCY STEERING CHECK CIRCUIT (OPTIONAL) (Manual Check Circuit) • When the key switch is turned ON, the electric current from Terminal M the battery relay, and the electricity from the power source enters the emergency steering relay through #323 terminal of Fuse Box B, and also enters Terminal B of the emergency steering pump unit. • When the emergency steering check switch is turned ON, electric current flows to #179 Terminal of the monitor unit. • At the same time, as the monitor unit excites #180 Terminal, the emergency steering relay is excited. • Electricity from the power unit enters Terminal C of the emergency steering pump unit through the emergency steering relay, exciting Terminal B, and the emergency steering pump unit is started. IMPORTANT: Emergency steering pump unit is not so designed as to be operated for a long time. When its operation has been confirmed, turn the emergency steering check switch OFF by stopping pushing the switch. (Auto Check Circuit) • When the engine is started by turning the key switch to the ST position, the alternator starts generating electricity. • When part of the electricity generation signal from Terminal L of the alternator enters the monitor unit, and rises to the predetermined voltage, Terminal #180 is earthed, and the emergency steering relay is excited. • Electricity from the power unit enters Terminal C of the emergency steering pump unit through the emergency steering relay, exciting Terminal B, and the emergency steering pump unit is started. • The emergency steering pump unit works for several seconds, and then the earthed circuit of Terminal #180 is automatically cancelled and the emergency steering pump unit stops. • In case hydraulic oil higher than the predetermined value has been being delivered during operation of the emergency steering pump unit, the emergency steering pump delivery pressure switch is turned OFF, and the automatic inspection operation is stopped normally. • In case hydraulic oil higher than the predetermined value has not been being delivered, the emergency steering pump delivery pressure switch remains ON, and the emergency steering operation warning lamp on the monitor unit flickers to notify abnormality of the emergency steering pump unit. T2-4-32 SYSTEM/Electric System PHOTO Emergency Steering 081 Key Switch Fuse Box A 264 362 692 210 124 135 464 55 163 80 108 12 157 123 54 79 120 Emergency Steering Check Switch Emergency Steering Relay 694 695 698 699 700 697 Fuse Box B 348 149 577 327 222 323 6 11 9 35 158 Emergency Steering Pump Delivery Pressure Sensor 119 179 180 Emergency Steering Pump Unit 838 148 126 638 710 381 711 Monitor Unit 75 Battery Relay Fuse (100A) Battery Alternator T4GB-02-03-020 T2-4-33 SYSTEM/Electric System (Blank) T2-4-34 SECTION 3 COMPONENT OPERATION Group 1 Pump Device CONTENTS Group 5 Steering Valve Outline ...................................................... T3-1-1 Outline ...................................................... T3-5-1 Main Pump ............................................... T3-1-2 Operation .................................................. T3-5-4 Regulator.................................................. T3-1-4 Steering Overload Relief Valve ................. T3-5-8 Priority Valve .......................................... T3-1-18 Pilot Pump,Pump Delivery Pressure Switch .................................. T3-1-19 Steering Main Relief Valve...................... T3-1-20 Group 2 Control Valve Group 6 Pilot Valve Outline (Two Lever Type Pilot Valve for Front Attachment) ................................... T3-6-1 Operation .................................................. T3-6-2 Electromagnetic Detent............................. T3-6-6 Outline ...................................................... T3-2-1 Outline (Joystick Type Pilot Valve for Hydraulic Circuit ..................................... T3-2-14 Front Attachment) ................................... T3-6-7 Main Relief Valve.................................... T3-2-22 Operation .................................................. T3-6-8 Overload Relief Valve ............................. T3-2-26 Electromagnetic Detent........................... T3-6-12 Restriction Valve..................................... T3-2-31 Outline (Lever Type Pilot Valve for Negative Control Valve ........................... T3-2-32 Additional Circuit) (Optional) ................. T3-6-13 Flow Rate Control Valve ......................... T3-2-34 Operation ................................................ T3-6-14 Outline (Joystick Type Pilot Valve for Group 3 Hydraulic Fan Motor Outline ...................................................... T3-3-1 Operation ................................................. T3-3-4 Additional Circuit) (Optional) ................... T3-6-17 Operation ................................................ T3-6-18 Flow Control Valve.................................... T3-3-6 Reverse Control Valve .............................. T3-3-8 Fun Pump ............................................... T3-3-10 Group 4 Pilot Valve Outline ...................................................... T3-4-1 Construction ............................................. T3-4-2 Operation ................................................. T3-4-3 4GBT-3-1 Group 7 Charging Block Group 11 Brake Valve Outline .....................................................T3-7-1 Outline ................................................... T3-11-1 Priority Valve ............................................T3-7-6 Operation ............................................... T3-11-4 Pilot Relief Valve ......................................T3-7-7 Pump Torque Control Proportional Solenoid Valve .......................................T3-7-8 Group 12 Others Pilot Shutoff Valve ..................................T3-12-1 Propeller Shaft .......................................T3-12-2 Service Brake Accumulator, Pilot Accumulator ...................................T3-7-9 Emergency Steering Check Block ...........T3-12-3 Parking Brake Solenoid Valve ................T3-7-10 Emergency Steering Pump (Optional) .....T3-12-4 Service Brake Pressure Sensor..............T3-7-12 Parking Brake Pressure Sensor .............T3-7-12 Group 8 Ride Control Valve Outline .....................................................T3-8-1 Operation .................................................T3-8-4 Charge Cut Spool .....................................T3-8-6 Over Load Relief Valve .............................T3-8-8 Ride Control Accumlator .........................T3-8-10 Drain Plug .............................................. T3-8-11 Group 9 Drive Unit Outline .....................................................T3-9-1 Torque Converter .....................................T3-9-2 Transmission............................................T3-9-4 Transmisson Regulator Valve .................T3-9-26 Transmission Control Valve ....................T3-9-28 Manual Spool (Emergency Travel Spool ....................................................T3-9-36 Proportional Solenoid Valve....................T3-9-38 Group 10 Axle Outline ...................................................T3-10-1 Differential..............................................T3-10-2 Torque Proportioning Differential (TPD) ..T3-10-6 Limited Slip Differential (LSD) ................T3-10-8 Service Brake....................................... T3-10-10 Final Drivel Axle Shaft .......................... T3-10-12 4GCT-3-2 COMPONENT OPERATION / Pump Device OUTLINE Pump device has a main pump (1) and a pilot pump (2), and main pump (1) has a built-in priority valve (6). Driving force of the engine is transmitted to the shaft (3) through the transmission input shaft, and actuates main pump (1) and pilot pump (2). Main pump (1) is a swash-plate type variable displacement axial plunger pump. Pilot pump (2) is a gear pump. Pump delivery pressure switch (4) is provided for controlling the main pump. PHOTO 1 2 Hydraulic System 114 5 6 3 4 T4GB-03-01-001C 1 - Main Pump 3 - Shaft 5- 2 - Pilot Pump 4 - Pump Delivery Pressure Switch 6- T3-1-1 Steering Main Relief Valve Priority Valve COMPONENT OPERATION / Pump Device MAIN PUMP Main pump supplies pressure oil for operating the cylinders and other hydraulic components. Also, the pump is provided with a regulator for controlling the delivery flow. Shaft (5) is connected with the cylinder block (1), and shaft (5) and cylinder block (1) corotate. 1 2 When cylinder block (1) rotates, plungers (2) reciprocate inside the cylinder block because of the tilting of swash plate (4), and delivers the hydraulic oil. Control of the main pump delivery is made by changing the tilting angle of swash plate (4) with servo piston 1 (3) and servo piston 2 (6) which increase or decrease the stroke of plungers (2). 3 4 5 6 8 7 T4GB-03-01-002C 1 - Cylinder Block 2 - Plunger 34- Servo Piston 1 (2 pieces) Swash Plate 56- T3-1-2 Shaft Servo Piston 2 78- Feed Back Lever Link COMPONENT OPERATION / Pump Device Increase and Decrease Operations of Delivery Flow Tilting angle variation of swash plate (4) is made by the movement of servo piston 1 (3) and servo piston 2 (6). Movement of the servo pistons is controlled by the regulator. Also, the feed back of the swash plate movement is given to the regulator by feed back lever (7) and link (8). 7 8 6 3 4 NOTE: Refer to the following pages for operation of the regulator. • Tilting Change Operation Tilting center of the swash plate is located at A in the drawings right. Pilot pressure is always applied to servo piston 2 (6). Therefore, when the circuit of servo piston 1’s (3) is connected to the hydraulic oil tank, swash plate (4) tilts clockwisw around A. Conversely, as there are two servo piston 1’s (3), when pilot pressure is applied to both of servo piston 1’s (3) and servo piston 2, the swash plate (4) tilts counterclockwise around A. T4GB-03-01-022C A Minimum Tilting 6 3 4 • Feed Back Operation End of feed back lever (7) is inserted into the boss on the side face of the swash plate (4). When swash plate (4) tilts, the boss also moves, and feed back lever (7) moves together. For example, if swash plate (4) tilts to the maximum tilting position from the minimum tilting position, the center of feed back lever (7) moves from B to C. This movement of feed back lever (7) moves link (8), and feed back is given to the regulator. Housing Maximum Tilting 8 7 T4GB-03-01-023 A 4 Boss Housing C T3-1-3 B T4GB-03-01-024 COMPONENT OPERATION / Pump Device REGULATOR Regulator controls flow of the main pump, receiving various kinds of signal pressure. The regulator includes the spring (1), sleeve 1 (2), sleeve 2 (7), spool 1 (3), spool 2 (6), piston (4), load piston (5), inner spring (8), and outer spring (9). Regulator opens and closes the circuit leading to servo piston 1 (10) by receiving various kinds of signal pressure, and controls delivery flow of the pump by varying the tilting angle of swash plate (11). NOTE: Pilot primary pressure (Pg) is always applied to Servo Piston 2 (12). 3 2 Pi1 T Air Vent 1 4 Pi2 Pg ST T Pd1 T 5 7 6 10 8、9 Large Small Tilting Angle 12 T4GB-03-01-006C Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-4 Pi1 - Pump Control Pressure 1 Pi2 - Pump Control Pressure 2 Pg - Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device 2 5 4 3 6 7 10 4 - Piston 5 - Load Piston 6 - Spool 2 8 9 11 T4GB-03-01-007C 12 1 - Spring 2 - Sleeve 1 3 - Spool 1 1 7 - Sleeve 2 8 - Inner Spring 9 - Outer Spring T3-1-5 10 - Servo Piston 1(2 pieces) 11 - Swash Plate 12 - Servo Piston 2 COMPONENT OPERATION / Pump Device Control Function of Regulator Regulator has the following three control functions. • Control by Pump Control Pressure Pump flow control valve inside the control valve controls the pump control pressure (Pi1 - Pi2) in response to the operating stroke of the control lever. By receiving this pump control pressure (Pi1 - Pi2), the regulator increases or decreases the pump delivery flow in response to the pressure. When the control lever is operated, pump control pressure (Pi1 - Pi2) lowers, and the regulator increases the pump delivery flow. If the control lever is returned to neutral, pump control pressure (Pi1 Pi2) rises, and the regulator decreases the pump delivery flow. Flow (Q) 0 Pump Control Pressure (Pi1-Pi2) • Control by Pump Delivery Pressure (Self Delivery Pressure) Pump Delivery Pressure (Self Delivery Pressure) Pd1 enters the regulator. In case this pump pressure exceeds the set P - Q line, the pump delivery flow is decreased to return the pressure to the P - Q line. Flow (Q) Pressure Increase Flow Decrease • Control by Pilot Pressure from Torque Control Solenoid Valve MC (Main Controller) makes arithmetic operations of the operating conditions of the vehicle body, and transmits signals to the pump torque control solenoid valve to obtain needed pump torque. Pump torque control solenoid valve transmits Pump Torque Control Pressure ST corresponding to this signal to the regulator. Regulator, receiving the pilot pressure, decreases the pump delivery flow. 0 Flow (Q) 0 T3-1-6 Pressure (P) Pressure (P) COMPONENT OPERATION / Pump Device (Blank) T3-1-7 COMPONENT OPERATION / Pump Device Control by Pump Control Pressure Flow Decrease 1. When the control lever stroke is reduced, pressure difference arising before and after the flow control valve (difference between pressure Pi1 and Pi2) in the control valve is enlarged. 2. Pump Control Pressure Pi1 pushes Spool 1 (3), and Spool 1 (3) moves toward the arrow. 3. This movement causes Pilot Primary Pressure Pg to be led to servo piston 1 (10) also. 4. As there are two servo piston 1’s (10), the swash plate (11) tilts toward the flow decreasing direction. 5. Movement of swash plate (11) is conveyed to sleeve 1 (2) through feed back lever link (13). Sleeve 1 (2) moves toward the movement of spool 1 (3). 6. Pilot pressure having been led to servo piston 1 (10) is blocked when sleeve 1 (2) has moved the same distance as spool 1 (3). This causes servo piston 1’s (10) to stop and the flow decrease is completed. Flow (Q) 0 Pump Control Pressure (Pi1-Pi2) 3 2 Pi1 1 Air Vent T 4 Pi2 Pg ST T Pd1 T 13 10 Small Large 12 Tilting Angle T4GB-03-01-006C 1234- Spring Sleeve 1 Spool 1 Piston Pd1 ST T- T3-1-8 10 11 12 13 - Pump Delivery Pressure (Self Delivery Pressure) Torque Control Pressure Return Line to Hydraulic Oil Tank Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 3 2 4 1 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 13 Self Delivery Pressure Pd1 12 11 10 T4GB-03-01-008 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 3 2 4 1 Pump Control Pressure Pi2 Pump Torque Control Pressure ST Self Delivery Pressure Pd1 13 12 10 11 T4GB-03-01-009 T3-1-9 COMPONENT OPERATION / Pump Device Flow Increase 1. When the control lever stroke is enlarged, pressure difference arising before and after the flow control valve (difference between pressure Pi1 and Pi2) in the control valve is reduced. 2. Spool 1 (3) moves back by spring force (1). 3. This movement causes the circuit of servo piston 1’s (10) to be led to the hydraulic oil tank. 4. As Pilot Primary Presuure Pg is always applied to servo piston 2 (12), the swash plate (11) tilts toward the flow increasing direction. 5. Movement of the swash plate (11) is transmitted to sleeve 1 (2) through the feed back lever link (13). Sleeve 1 (2) moves toward the movement of spool 1 (3). 6. When sleeve 1 (2) has moved the same distance as spool 1 (3) did, communication of servo piston 1’s (10) with the hydraulic tank is stopped, and this causes servo piston 1’s (10) to stop and the flow increase is completed. Flow (Q) 0 Pump Control Pressure (Pi1-Pi2) 3 2 Pi1 1 Air Vent T 4 Pi2 Pg ST T Pd1 T 13 10 Large Small 12 Tilting Angle T4GB-03-01-006C 1234- Spring Sleeve 1 Spool 1 Piston 10 11 12 13 - Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-10 Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 3 2 4 1 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 13 Self Delivery Pressure Pd1 12 10 11 T4GB-03-01-010 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 3 2 4 1 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 13 Self Delivery Pressure Pd1 10 12 11 T4GB-03-01-011 T3-1-11 COMPONENT OPERATION / Pump Device Control by Pump Delivery Pressure (Self Delivery Pressure) Flow Decrease 1. When load is applied to the pump by making one operation or another, Pump Delivery Pressure Pd1 rises. (As done during an operation, the pump control pressure (Pi1 - Pi2) remains lowered.) 2. Load piston (5) pushes spool 2 (6), the inner spring (8), and the outer spring (9), and Spool 2 (6) moves toward the arrow. 3. This movement causes Pilot Primary Pressure Pg to be led to servo piston 1’s (10) also. 4. As there are two servo piston 1 (10), the swash plate (11) tilts toward the flow decreasing direction. 5. This movement of the swash plate (11) is conveyed to sleeve 2 (7) through the feed back lever link (13). Sleeve 2 (7) moves toward the movement of spool 2 (6). 6. Pilot pressure having been led to servo piston 1 (10) is blocked when sleeve 2 (7) has moved the same distance as spool 2 (6). This causes servo piston 1’s (10) to stop and the flow decrease is completed. Flow (Q) 0 Pressure (P) Pi1 Air Vent T Pi2 Pg ST T Pd1 T 5 7 6 10 8、9 Large Small Tilting Angle 12 13 T4GB-03-01-006C 56789- Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-12 10 11 12 13 - Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device Pump Control Pressure Pi1 5 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 9 13 Self Delivery Pressure Pd1 12 10 11 T4GB-03-01-012 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 13 Self Delivery Pressure Pd1 9 12 10 11 T4GB-03-01-013 T3-1-13 COMPONENT OPERATION / Pump Device Flow Increase 1. When the pump load is reduced, Self Delivery Pressure Pd1 lowers. (As done during an operation, the pump control pressure (Pi1 - Pi2) remains lowered.) 2. Load piston (5) and spool 2 (6) are pushed by inner spring (8) and outer spring (9), and spool 2 (6) moves toward the arrow. 3. This movement causes the circuit of servo piston 1’s (10) to be led to the hydraulic oil tank. 4. As Pilot Primary Presuure Pg is always applied to servo piston 2 (12), swash plate (11) tilts toward the flow increasing direction. 5. Movement of swash plate (11) is conveyed to sleeve 2 (7) through feed back lever link (13). sleeve 2 (7) moves toward the movement of spool 2 (6). 6. When sleeve 2 (7) has moved the same distance as spool 2 (6), the openings of spool 2 (6) and sleeve 2 (7) close, stopping communication of servo piston 1’s (10) with the hydraulic tank, and this causes servo piston 1’s (10) to stop and the flow increase is completed. Flow (Q) 0 Pressure (P) Pi1 Air Vent T Pi2 Pg ST T Pd1 T 5 7 8、9 6 10 12 Large Small Tilting Angle 13 T4GB-03-01-006C 56789- Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-14 10 11 12 13 - Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 13 Self Delivery Pressure Pd1 9 12 10 11 T4GB-03-01-014 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST Self Delivery Pressure Pd1 13 12 10 11 T4GB-03-01-015 T3-1-15 COMPONENT OPERATION / Pump Device Control of Torque Control Solenoid Valve by Pilot Pressure Flow Decrease 1. Command from the MC (main controller) drives the pump torque control solenoid valve, and Pump Torque Control Pressure ST enters the regulator. 2. Adding to Self Delivery Pressure Pd1, Pump Torque Control Pressure ST works on load piston (5). 3. Load piston (5) pushes spool 2 (6), inner spring (8), and outer spring (9), and spool 2 (6) moves toward the arrow. 4. This movement causes Pilot Primary Pressure Pg to be led to servo piston 1’s (10) also. 5. As there are two servo piston 1 (10), swash plate (11) tilts toward the flow decreasing direction. 6. This movement of swash plate (11) is conveyed to sleeve 2 (7) through feed back lever link (13). sleeve 2 (7) moves toward the movement of spool 2 (6). 7. Pilot pressure having been led to servo piston 1 (10) is blocked when sleeve 2 (7) has moved the same distance as spool 2 (6). This causes servo piston 1’s (10) to stop and the flow decrease is completed. Flow (Q) 0 Pressure (P) Pi1 Air Vent T Pi2 Pg ST T Pd1 T 5 7 8、9 6 10 Large Small Tilting Angle 12 13 T4GB-03-01-006C 56789- Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring Pd1 - Pump Delivery Pressure (Self Delivery Pressure) ST - Pump Torque Control Pressure TReturn Line to Hydraulic Oil Tank T3-1-16 10 11 12 13 - Servo Piston 1 Swash Plate Servo Piston 2 Feed Back Lever Link Pi1 Pi2 Pg - Pump Control Pressure 1 Pump Control Pressure 2 Pilot Primary Pressure (From Pilot Pump) COMPONENT OPERATION / Pump Device 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 9 13 Self Delivery Pressure Pd1 12 10 11 T4GB-03-01-016 5 Pump Control Pressure Pi1 To Hydraulic Oil Tank Pilot Primary Pressure Pg 6 7 Pump Control Pressure Pi2 Pump Torque Control Pressure ST 8 13 Self Delivery Pressure Pd1 9 12 10 11 T4GB-03-01-017 T3-1-17 COMPONENT OPERATION / Pump Device PRIORITY VALVE (Refer to the Main Curcuit in the SYSTEM / Hydraulic System) Main pump has a built-in priority valve. Priority valve is installed for effectively distributing the main pump delivery oil to the steering valve and the control valve. PHOTO Hydraulic System Operation 1. Before Steering Operation Pressure oil from the main pump tends to flow to the steering valve through Port CF, but flows to the both ends of the priority valve spool because Port CF is blocked. Pressure oil on one end of the spool flows from Port LS to the hydraulic oil tank through the steering valve, and its pressure is lowered. The spool to both ends of which different pressures are applied moves toward Port LS, overcoming the the spring force. Therefore, the majority of the main pump pressure oil flows to the control valve through Port EF. 2. In Steering Operation If steering is operated, and the steering valve spool moves, pressure at Port LS rise in response to the amount of the steering valve spool movement. The spool is pushed up by the pressure at Port LS and the spring force. Therefore, the main pump pressure oil flows to both Port EF and Port CF. When the steering valve spool moves to the maximum stroke, the majority of the main pump pressure oil flows to the steering valve through Port CF. 114 Before Steering Operation Port CF To Steering Valve From Main Pump To Control Valve Port EF Spool Spring Port LS To Hydraulic Oil Tank T4GB-03-01-018C In Steering Operation Port CF To Steering Valve From Main Pump To Control Valve Spool Port EF Spring Port LS T3-1-18 T4GB-03-01-019C COMPONENT OPERATION / Pump Device PILOT PUMP Drive gear (1) is driven throught the shaft of the main pump, and the diven gear (2) geared to this also rotates. 1 - Drive Gear Suction Port 1 2 2 - Driven Gear PHOTO Hydraulic System 114 Delivery Port T137-02-03-005C PUMP DELIVERY PRESSURE SWITCH Pump delivery pressure necessary for various kinds of control is sensed. Hydraulic pressure is received by the diaphragm (9), and deformation of the diaphragm is sensed as an electric signal. 6 - Earth 7 - Output 8 - Electric Source (5V) 9 - Pressure-applied Part (Diaphragm) 6 T3-1-19 7 8 9 T157-02-03-010C COMPONENT OPERATION / Pump Device STEERING MAIN RELIEF VALVE Main pump has a built-in steering main relief valve. When the steering circuit pressure exceed the set pressure, pressure oil is returned to the hydarulic oil tank through inside of the main pump housing. Before Operation ILLUSTRATION T4GB-01-02-009 Steering Circuit Pressure for up to Set Pressure Operation In case steering circuit pressure exceed the set pressure, the puppet is pushed toward the spring, and pressure is returned to the hydraulic oil tank through inside of the main pump housing. NOTE: When the steering relief valve is operated, the spool of the priority valve moves to the Port LS end, and the majority of the pressure oil from the main pump flows to the control valve through Port EF. (Refer to T3-1-18.) T4GB-03-01-020C In Operation Steering Circuit Pressure for less than Set Pressure To Main Pump Housing T4GB-03-01-021C T3-1-20 COMPONENT OPERATION / Control Valve OUTLINE Control valve controls pressure, flow, and direction of oil in the hydraulic circuit. The control valve includes the main relief valve, overload relief valves, pump control valve, restriction valves, flow control valve, and spools, and its operation is of the hydraulic pilot type. PHOTO Main Control Valve ZW250 ZW220 Lift Arm 089 090 Lift Arm Bucket Bucket T4GB-03-02-001C T4GB-03-02-002C T3-2-1 COMPONENT OPERATION / Control Valve Component Layout ZW220 1 2 3 4 11 5 6 7 7 10 9 T3-2-2 8 T4GB-03-02-003C COMPONENT OPERATION / Control Valve ZW220 A 7 6 8 9 7 5 B C D E 4 2 3 T4GB-03-02-004C 1 - Bucket Flow Control Valve 2 - Pump Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7 - Restriction Valve 8 - Low-pressure Relief Valve 9 - Main Relief Valve T3-2-3 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) COMPONENT OPERATION / Control Valve ZW220 1 2 3 4 11 5 6 7 7 10 9 T3-2-4 8 T4GB-03-02-003C COMPONENT OPERATION / Control Valve ZW220 8 9 Section A * 7 7 2 T4GB-03-02-005C Section B* 8 9 T4GB-03-02-006C 1 - Bucket Flow Control Valve 2 - Pump Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7- Restriction Valve 8- Low-pressure Relief Valve 9- Main Relief Valve * Refer to T3-2-3. T3-2-5 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) COMPONENT OPERATION / Control Valve ZW220 1 2 3 4 11 5 6 7 7 10 9 T3-2-6 8 T4GB-03-02-003C COMPONENT OPERATION / Control Valve ZW220 Section C* 6 10 7 7 5 * Section D 1 11 4 3 Section E * 2 T4GB-03-02-007C 1 - Bucket Flow Control Valve 2 - Pump Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7- Restriction Valve 8- Low-pressure Relief Valve 9- Main Relief Valve * Refer to T3-2-3. T3-2-7 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) COMPONENT OPERATION / Control Valve ZW250 1 2 3 4 5 6 8 7 8 9 11 10 T4GB-03-02-008C T3-2-8 COMPONENT OPERATION / Control Valve ZW250 D 10 C 6 7 8 8 A E 5 4 3 T4GB-03-02-009C 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Pump Control Valve 4 - Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7 - Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9 - Low-pressure Relief Valve T3-2-9 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) COMPONENT OPERATION / Control Valve ZW250 1 2 3 4 5 6 8 7 8 9 11 10 T4GB-03-02-008C T3-2-10 COMPONENT OPERATION / Control Valve ZW250 Section A* 11 7 6 8 8 Section B* 1 2 5 4 T4GB-03-02-010C 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Pump Control Valve 4- Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7- Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9- * Refer to T3-2-9. T3-2-11 Low-pressure Relief Valve 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) COMPONENT OPERATION / Control Valve ZW250 1 2 3 4 5 6 8 7 8 9 10 11 T4GB-03-02-008C T3-2-12 COMPONENT OPERATION / Control Valve ZW250 Section C:* 10 9 Section D* C 3 E Section E * 3 T4GB-03-02-011C 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Pump Control Valve 4- Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7- Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9- * Refer to T3-2-9. T3-2-13 Low-pressure Relief Valve 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) COMPONENT OPERATION / Control Valve HYDRAULIC CIRCUIT ZW220 Main Circuit Main circuit contains a parallel circuit, which enables compound operations. Main circuit (between the pump and the cylinders) is provided with the main relief valve. The main relief valve prevents pressure inside the main circuit from increasing over the set pressure during operation (when any control lever is operated). Front circuit (between the control valve and the cylinders) of the lift arm and bucket is provided with the overload relief valves. Overload relief valve prevents surge pressure from being developed be external loads in the front circuit and from increasing over the set pressure at neutral position of the spool (neutral position of the control lever). T3-2-14 COMPONENT OPERATION / Control Valve Bucket Cylinder Lift Arm Cylinder Control Valve Bucket Overload Relief Valve Lift Arm Parallel Circuit Main Relief Valve Main Pump T4GB-03-02-012C T3-2-15 COMPONENT OPERATION / Control Valve ZW250 Main Circuit Main circuit contains a parallel circuit, which enables compound operations. Main circuit (between the pump and the cylinders) is provided with the main relief valve. The main relief valve prevents pressure inside the main circuit from increasing over the set pressure during operation (when any control lever is operated). Front circuit (between the control valve and the cylinders) of the lift arm and bucket is provided with the overload relief valves. Overload relief valve prevents surge pressure from being developed be external loads in the front circuit and from increasing over the set pressure at neutral position of the spool (neutral position of the control lever). T3-2-16 COMPONENT OPERATION / Control Valve Bucket Cylinder Lift Arm Cylinder Control Valve Overload Valve Bucket Lift Arm Parallel Circuit Main Relief Valve Main Pump T4GB-03-02-023C T3-2-17 COMPONENT OPERATION / Control Valve Pilot Operation Circuit ZW220 Pressure oil from the pilot valve (shown in numerals) works on the spools of the control valve, and moves the spools. • Pressure oil is being sent to the bucket spool for dumping and crowding operations. • Pressure oil is being sent to the lift arm spool for raising and lowering operations. Spool for lowering is two-staged, and the first stage is for lowering the lift arm, while the second stage is for floating the lift arm. T3-2-18 COMPONENT OPERATION / Control Valve PHOTO Bucket Pilot Valve Lift Arm Pilot Valve Pilot Valve 018 1 2 3 4 Pilot Pump Control Valve Bucket 1 2 Lift Arm 4 3 Main Pump T4GB-03-02-013 1 - Bucket Crowding 2 - Bucket Dumping 34- Lift Arm Lowering Lift Arm Raising T3-2-19 COMPONENT OPERATION / Control Valve ZW250 Pressure oil from the pilot valve (shown in numerals) works on the spools of the control valve, and moves the spools. • Pressure oil is being sent to the bucket spool for dumping and crowding operations. • Pressure oil is being sent to the lift arm spool for raising and lowering operations. Spool for lowering is two-staged, and the first stage is for lowering the lift arm, while the second stage is for floating the lift arm. T3-2-20 COMPONENT OPERATION / Control Valve Bucket Pilot Valve Lift Arm Pilot Valve PHOTO Pilot Valve 1 2 3 4 018 Pilot Pump Control Valve PHOTO Main Control Valve 089 Bucket 2 1 4 Lift Arm 3 4 Main Pump T4GB-03-02-024 1 - Bucket Crowding 2 - Bucket Dumping 3 - Lift Arm Lowering 4 - Lift Arm Raising T3-2-21 COMPONENT OPERATION / Control Valve MAIN RELIEF VALVE Main relief valve prevents pressure inside the main circuit from increasing over the set pressure during operation of the cylinder. This prevents oil leakage from the hoses and piping fittings as well as cylinder breakage. ZW220 Operation of Relief Valve 1. Pressure at port HP (in the main circuit) works on the pilot poppet through orifice A of the main poppet and orifice B of the seat. 2. When the pressure at Port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP (in the hydraulic oil tank) passing through passage A and the periphery of the sleeve. 3. At this time, pressure difference arises between port HP and the spring chamber, caused by orifice A. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the main poppet opens, and the pressure oil at port HP flows to port LP. 5. As a result, pressure in the main circuit lowers. 6. If the main circuit pressure lowers to the set pressure, the main poppet is closed by the force of spring A. T3-2-22 COMPONENT OPERATION / Control Valve In Normal Condition: Main Poppet Orifice A Orifice B Seat Passage A Spring B HP Sleeve LP Spring Cham- Spring A ber T4GB-03-02-034C Pilot Poppet When Relieving: Main Poppet Orifice A Orifice B Seat Passage A Spring B HP Sleeve LP Spring Chamber Spring A T3-2-23 Pilot Poppet T4GB-03-02-035C COMPONENT OPERATION / Control Valve ZW250 Operation of Relief Valve 1. Pressure at port HP (in the main circuit) works on the pilot poppet through orifice A of the main poppet and orifice B of the seat. 2. When the pressure at port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP (in the hydraulic oil tank) passing through passage A and the periphery of the sleeve. 3. At this time, pressure difference arises between port HP and the spring chamber, caused by orifice A. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the main poppet opens, and the pressure oil at port HP flows to port LP. 5. As a result, pressure in the the main circuit lowers. 6. If the main circuit pressure lowers to the set pressure, the main poppet is closed by the force of spring A. T3-2-24 COMPONENT OPERATION / Control Valve In Normal Condition: Orifice A Main Poppet Orifice B Seat Passage A Spring B HP Sleeve LP Spring Chamber Spring A Pilot Poppet T4GB-03-02-025C When Relieving: Orifice A Main Poppet Orifice B Seat Passage A Spring B HP LP Sleeve Spring Chamber Spring A Pilot Poppet T4GB-03-02-026C T3-2-25 COMPONENT OPERATION / Control Valve OVERLOAD RELIEF VALVE (With Make-up Function) Overload relief valve is installed on the bottom end of the lift arm cylinders and the bottom and rod ends of the bucket cylinder. Overload relief valve so controls pressure in each front circuit not to rise abnormally. It also makes make-up operation by refilling oil from the hydraulic oil tank for preventing cavitation. Operation of Relief Valve in ZW220 (Port on Bucket Rod) & ZW250 (All Ports) Make-up Operation 1. When the pressure at port HP (in the front circuit) lowers than the pressure at port LP (in the hydraulic oil tank), the sleeve moves right. 2. Hydraulic oil at port LP flows into port HP, and cavitation is prevented. 3. When the pressure at port HP rises to the set pressure, the sleeve is closed by the force of spring C. 1. Pressure at port HP (in the front circuit) works on the pilot poppet through the orifice of the piston. 2. When the pressure at port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP (in the hydraulic oil tank) passing through passage A and the periphery of the sleeve. 3. At this time, pressure difference arises between port HP and the spring chamber, caused by the orifice. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the piston and the main poppet open, and the pressure oil at port HP flows to port LP. 5. As a result, pressure in the the main circuit lowers. 6. If the front circuit pressure lowers to the set pressure, the piston and the main poppet are closed by the force of spring A. T3-2-26 COMPONENT OPERATION / Control Valve In Normal Condition: Main Poppet Spring A Sleeve Passage A Spring B HP T4GB-03-02-030C LP Orifice Piston Spring Chamber Pilot Poppet Spring C When Relieving: Main Poppet Sleeve Spring A Passage A Spring B HP LP Orifice Piston T4GB-03-02-031C Spring Chamber Pilot Poppet In Make-up Operation: Sleeve HP LP R4GB-03-02-032 Spring C T3-2-27 COMPONENT OPERATION / Control Valve Operation of Relief Valve in ZW220 (Ports on Bottom End of Lift Arm and Bucket) 1. Pressure at port HP (front circuit) passes the seat, and works on the shaft. 2. When the pressure at port HP rises to the value corresponding to the set force of spring A, the shaft moves, and pressure oil flows to port LP. 3. As a result, the pressure in the front circuit lowers. 4. If the pressure in the front circuit lowers to the set pressure, the shaft is moved by the force of spring A, and the oil passage closes. Make-up Operation 1. When the pressure at port HP (in the front circuit) lowers than the pressure at port LP (in the hydraulic oil tank), the sleeve moves right. 2. Hydraulic oil at port LP flows into port HP, and cavitation is prevented. 3. When the pressure at port HP rises to the set pressure, the sleeve is closed by the force of spring C. T3-2-28 COMPONENT OPERATION / Control Valve In Normal Condition: Seat HP Shaft LP Spring B Spring A T4GB-03-02-027C When Relieving: Seat Shaft HP LP Spring B Spring A T4GB-03-02-028C In Make-up Operation: Seat HP Shaft LP Spring B Spring A T4GB-03-02-029C T3-2-29 COMPONENT OPERATION / Control Valve (Blank) T3-2-30 COMPONENT OPERATION / Control Valve RESTRICTION VALVE PHOTO Restriction valve is installed at the inlet part to the pilot circuit on the both ends of the spool for the lift arm cylinders. If the pilot valve is made at the neutral position during operation of the lift arm, the pilot pressure oil having been supplied to the spool for the lift arm is drained through the orifice of the check valve of the restriction valve, and pilot pressure gradually lowers. As a result, shock to the body occurring in operation of the front attachment can be reduced by gradually returning the lift arm spool to the neutral position. Check Valve Orifice Main Control Valve 089 Pilot Valve End Spool End T4GB-03-02-014C Orifice Size Raise Side 1.0 mm Lower Side 1.2 mm T3-2-31 COMPONENT OPERATION / Control Valve PUMP CONTROL VALVE Control valve has a built-in negative control valve. Pump control valve controls the main pump delivery flow of the main pump by the flow control pressure (Pi1 and Pi2). Pump Control Valve Orifice Pi2 Operation Pi1 • At Neutral Pressure oil coming through the control valve neutral circuit at neutral position of the control valve is supplied as pilot pressure for controlling the pump delivery flow from before and after the orifice of the pump control valve installed at the outlet of the control valve. At this time, spool B moves left because differential pressure is occurring between the Pi1 and Pi2. Therefore, pilot pressure (PS2) enters the large-diameter chamber for the servo piston through spool B and spool A. Pilot pressure (PS2) also enters the small-diameter chamber for the servo piston, but as the the large-diameter chamber has a larger area than the small-diameter chamber, the servo piston moves right, and the pump delivery flow is reduced. • In Operation In operations handling the lift arm and the bucket, pressure oil is not supplied to Pi1 and Pi2. At this time, differential pressure is lowered between the Pi1 and Pi2, so the regulator for the main pump is at neutral, and restriction of delivery flow is not made (increase pump delivery flow). Main Pump Neutral Circuit Servo Piston Small-Diameter Chamber Large-Diameter Chamber Spool A Pilot Pressure (PS2) NOTE: Illustration shows the control valve for the ZW220. Spool B T4GB-03-02-015C Oil Flow L/min A ZW220 ZW250 Pump Control Pressure Pump Control Pressure Flow Flow (Pi1-Pi2) (Pi1-Pi2) L/min L/min 2 2 MPa (kgf/cm ) MPa (kgf/cm ) A B +0.01 +0.1 -0(4 -0) 0.39 B 1.47±0.05(15±0.5) C +0.01 +0.1 0.67 -0(17 -0) C Pump Control Pressure (Pi1-Pi2) MPa (kgf/cm 2) T4GB-04-02-002 T3-2-32 271±3 +0.01 +0.1 -0(5 -0) 0.49 291±3 80±2 1.47±0.05(15±0.5) 100±2 36±3 +0.01 +0.1 0.67 -0(17 -0) 55±3 COMPONENT OPERATION / Control Valve ZW250 ZW220 Section A *1,*2 Section D*3,*4 From Main Pump From Main Pump Pi2 Pi1 E Orifice Part Section E *1 Section E *3 Pi1 Pi1 Orifice Part Pi2 Pi2 Negative Control Valve T4GB-03-02-017C Negative Control Valve T4GB-03-02-016C *1: Refer to T3-2-3. *2: Refer to T3-2-5. *3: Refer to T3-2-9. *4: Refer to T3-2-13. T3-2-33 COMPONENT OPERATION / Control Valve FLOW CONTROL VALVE In Compound Operation of Bucket Crowding and Lift Arm Raising Flow control valve is installed in the bucket circuit, and narrows the circuit in compound operations, giving priority to operations of the other actuators. ZW220 In Single Operation of Bucket Crowding 1. Pressure oil from the main pump passes the lift arm spool. 2. Pressure oil from the lift arm spool flows to the bucket spool through check valve 1, and is supplied to the bucket cylinder. 1. Part of the pressure oil from the main pump is supplied to the lift arm cylinders through the lift arm spool. 2. Remainder of the pressure oil from the main pump is supplied to the bucket spool through the parallel circuit. 3. At that time, flow is restricted because pressure oil passes the orifice through check valve 2. 4. Pressure oil having passed the orifice flows to the bucket spool, and is supplied to the bucket cylinder. 5. As a result, flow to the bucket spool is restricted, and more pressure oil is supplied to the lift arm cylinder ends having higher pressure, and both the bucket and the arm move. Inlet of Pressure Oil from Main Pump in Lift Arm Spool Operation Check Valve 2 Orifice Check Valve 1 To Bucket Spool T4GB-03-02-020C Inlet of Pressure Oil from Main Pump at Neutral of Lift Arm Spool T3-2-34 COMPONENT OPERATION / Control Valve ZW220 In Single Operation of Bucket Crowding Bucket Cylinder Bucket Spool Pilot Pressure Lift Arm Cylinders Check Valve 1 Lift Arm Spool T4GB-03-02-019 In Compound Operation of Bucket Crowding and Lift Arm Raising Bucket Cylinder Pilot Pressure Bucket Spool Check Valve 2 Lift Arm Cylinders Orifice Pilot Pressure Lift Arm Spool Parallel Circuit T4GB-03-02-019 T3-2-35 COMPONENT OPERATION / Control Valve ZW250 In Single Operation of Bucket Crowding In Compound Operation of Bucket Crowding and Lift Arm Raising 1. Pressure oil from the main pump flows toward the poppet. 2. Pressure oil entering the poppet pushes the poppet left, and flows to the bucket spool, with its small portion also flowing to the bucket spool through the check valve inside the poppet to be supplied to the bucket cylinder. 1. Part of the pressure oil from the main pump is supplied to the lift arm cylinder through the lift arm spool. 2. Remainder of the pressure oil from the main pump is supplied toward the bucket spool. 3. Pressure oil from the main pump passes the parallel circuit, and flows to the changeover valve through the check valve of the poppet. 4. At this time, the changeover valve is positioned on the orifice end because pilot pressure for raising the lift arm is working on the changeover valve. 5. By the effect of the orifice of the changeover valve, pressure on the spring end of the poppet rises, and force to push the poppet right (for closing) arises. 6. As a result, flow to the bucket spool is restricted, and more pressure oil is supplied to the lift arm end having higher pressure, and both the bucket cylinder and the arm cylinder move. Spring A Check Valve Poppet Spring B To Bucket Spool Pilot Presser for Lift Arm Raising Pressure Oil from Main Pump Changeover Valve To Hydraulic Oil Tank To Bucket Spool T1V1-03-03-064C T3-2-36 COMPONENT OPERATION / Control Valve ZW250 In Single Operation of Bucket Crowding Bucket Cylinder Spring A Bucket Spool Poppet Pilot Pressure Spring B Lift Arm Spool Check Valve Main Pump T4GB-03-02-021 In Compound Operation of Bucket Crowding and Lift Arm Raising Bucket Cylinder Spring A Poppet Bucket Spool Pilot Pressure Pilot Pressure Changeover Valve Check Valve Parallel Circuit Lift Arm Cylinders Spring B Lift Arm Spool Pilot Pressure Main Pump T4GB-03-02-022 T3-2-37 COMPONENT OPERATION / Control Valve (Blank) T3-2-38 COMPONENT OPERATION / Hydraulic Fan Motor OUTLINE Shaft of the fan motor is provided with the cooling fan, and the pressure oil from the fan pump rotates the cooling fan by driving the shaft. Fan motor has a built-in reverse control solenoid valve, a flow adjustment solenoid valve and others, and the reverse control solenoid valve controls the motor rotational direction, and the flow adjustment solenoid valve controls rotation speed. PHOTO Cooling Fan Pump 039 040 Reverse Control Solenoid Valve Flow Adjustment Solenoid Valve C A B B C A T4GB-03-03-001C T3-3-1 COMPONENT OPERATION / Hydraulic Fan Motor Component Layout Cooling Fan Shaft Fan Motor Reverse Spool Reverse Control Solenoid Valve Flow Control Valve Reverse Signal from MC Flow Control Valve Spring Relief Valve Flow Adjustment Solenoid Valve Fan Pump T4GB-02-02-008C Flow Adjustment Command Signal from MC (For example) ZW220 -1 Speed (min ) Coolant (°C) Hydraulic Oil (°C) T/C Oil (°C) A/C ON (°C) Current (mA) 500 50 50 50 - 800 500 80 70 80 - 800 1650 90 90 100 30 - 35 0 1650 100 100 110 - 0 T3-3-2 COMPONENT OPERATION / Hydraulic Fan Motor * Section B-B * Section C-C 5 6 7 8 9 10 * Section A-A 1 2 3 4 12 11 T4GB-03-03-002C 1 - Shaft 4 - Cylinder Block 2 - Thrust Plate 3 - Piston 5 - Center Spring 6 - Valve Pｌａｔｅ 7 - Flow Adjustment Solenoid Valve 8 - Flow Control Valve 9 - Relief Valve *Refer to T3-3-1 T3-3-3 10 - Reverse Control Solenoid Valve 11 - Reverse Spool 12 - Flow Control Valve Spring COMPONENT OPERATION / Hydraulic Fan Motor OPERATION Fan motor is a swash-plate type axial piston motor, and converts the pressure oil sent from the fan motor into rotational motion. Operation Principle of Hydraulic Motor 1. Pressure oil from the fan motor is led to cylinder block (4) through valve plate (6). 2. Pressure oil entering cylinder block (4) pushes respective pistons (3). 3. This force F1 works on thrust plate (2), and is divided into the component forces of F2 and F3 because thrust plate (2) is fixed to shaft (1) at an angle of α°. 4. Resultant force of F3 is a rotational force, and rotates cylinder block (4) through pistons (3). 5. Cylinder block (4) is conncted to shaft (1) by the splines, and the output shaft rotates. T3-3-4 COMPONENT OPERATION / Hydraulic Fan Motor α° F1 F3 F2 2 1 4 2 3 4 6 3 T4GB-03-03-003C From Fan Pump To Tank T4GB-03-03-004C T3-3-5 COMPONENT OPERATION / Hydraulic Fan Motor FLOW CONTROL VALVE In case the cooling water and oil are below the set temperature, the flow control valve supplies necessary amount of the pressure oil from the fan pump, and returns redundant amount to the tank to make control for lowering the engine load and wind noise of the cooling fan. Operation 1. Pressure oil flowing from port P works on the A end as upstream pressure of flow control valve orifice (8), and on the B end as its downstream pressure, and the differential pressure works on flow control valve spring (12). 2. When the pressure difference becomes larger than the set force, flow control valve spool (8) moves, and redundant flow flows to port T. T3-3-6 COMPONENT OPERATION / Hydraulic Fan Motor 7 8 From Fan Pump P B A 12 T T4GB-03-03-005C To Tank T3-3-7 COMPONENT OPERATION / Hydraulic Fan Motor REVERSE CONTROL VALVE Fan motor is reversed by operations of the reverse control solenoid valve and the reverse spool. Operation • At Neutral of Reverse Control Solenoid Valve 1. When reverse control solenoid valve (1) is at neutral, the pressure oil (P) from the fan pump is blocked by changeover valve (2). 2. As reverse spool (11) is being pushed by spring (4), the pressure oil (P) from the fan pump flows to port MB, and the fan motor rotates normally. • In Operation of Reverse Control Solenoid Valve 1. When reverse control solenoid valve (1) is operated, the pressure oil from the fan pump flows to the right end of reverse spool (11) through changeover valve (2). 2. When the pressure oil entering the right end of reverse spool (11) overcomes the spring (4), reverse spool (11) moves leftwards. 3. Pressure oil (P) from the fan pump flows to port MA, and the fan motor makes reverse rotation. T3-3-8 COMPONENT OPERATION / Hydraulic Fan Motor At Neutral 1 P OFF 2 MB MA 4 T 3 T4GB-03-03-006C In Operation 1 P ON 2 MA MB 4 T T3-3-9 3 T4GB-03-03-007C COMPONENT OPERATION / Hydraulic Fan Motor FAN PUMP Fan pump is a gear pump always supplying pressure oil to the fan motor during the engine operation. Fan pump is installed to the engine. PHOTO Cooling Fan Pump 032 1 2 3 4 5 T4GB-03-03-008C 6 1 - Drive Gear 2 - Oil Seal 3 - Bushing 4 - Body 5 - Cover 6 - Front Cover 7 8 9 7 - Gasket 8 - Driven Gear 9 - Side Plate T3-3-10 10 10 - Gasket COMPONENT OPERATION / Steering Pilot Valve OUTLINE Steering pilot valve is located between the brake/pilot pump and the steering valve. Steering pilot valve supplies the pressure oil from the pilot pump to the steering valve in response to the movement of the steering wheel. (Refer to the Steering Curcuit in the SYSTEM / Hydraulic System) PHOTO Steering System 076 Port L (for Steering Left) Port R (for Steering Right) Steering Wheel T487-03-02-001C Port T (to Hydraulic Oil Tank) Port P (from Brake/Pilot Pump) T3-4-1 COMPONENT OPERATION / Steering Pilot Valve CONSTRUCTION 8 7 11 Steering pilot valve consists of gerotor (8), drive (7), sleeve (3), spool (4), pin (5), housing (1), centering springs (2) and others. 10 When the steering wheel is rotated, spool (4) rotates, and an oil passage is generated between spool (4) and sleeve (3). Flow of the pressure oil from the pilot pump is controlled by spool (4) and sleeve (3), and flows to the steering valve. Centering springs (2) are arranged both in spool (4) and sleeve (3), and so function as to return sleeve (3) to the neutral position when the steering wheel is stopped. 9 1 2 5 4 3 T1F3-03-07-002C 6 4 2 3 1 Port R Port L Hole 5 Port P 10 9 8 7 6 T4GB-03-04-008 1 - Housing 2 - Centering Spring 3 - Sleeve 456- Spool Pin Plate 789- T3-4-2 Drive Gerotor Spacer 10 - Cap 11 - Check Valve COMPONENT OPERATION / Steering Pilot Valve OPERATION 4 Sleeve (3), spool (4) and drive (7) are mutually connected by pin (5). When the steering wheel (or the spool (4)) is turned, a relative angular difference arises between sleeve (3) and spool (4) because the hole of spool (4) is a lengthened one. Movement of the steering wheel is conveyed only to spool (4), and port P (from the steering pump) is connected to port R (to the steering valve) or port L through sleeve (3) and spool (4). 1 3 Port L 7 Port R Steering Wheel Port T Port P 2 11 2 T4GB-03-04-007C 11 1 6 10 9 2 T1F3-03-07-002C 1 5 4 3 T3-4-3 7 8 COMPONENT OPERATION / Steering Pilot Valve Steering Left: 4. Return oil from the steering valve enters port R, and flows in the order of housing (1) - sleeve (3) spool (4) - sleeve (3) - port T to return to the hydraulic oil tank. 5. When the pressure oil from the brake/pilot pump enters gerotor (8), gerotor (8) rotates leftwards. Rotation of gerotor (8) is transmitted to the sleeve (3) through drive (7), and sleeve (3) rotates leftwards similarly. 6. When sleeve (3) rotates the same amount of turns as spool (4), passages of sleeve (3) and spool (4) are closed, and operation of the steering valve is stopped. 7. Therefore, gerotor (8) rotates in response to rotation of the steering wheel, and the steering valve is operated in response to the amount of turns of the steering wheel. 1. When the steering wheel is turned left, spool (4) rotates, and the pressure oil from the brake/pilot pump flows in the order of port P - sleeve (3) spool (4) - sleeve (3) - housing (1) - gerotor (8). 2. Pressure oil from gerotor (8) flows in the order of housing (1) - sleeve (3) - spool (4) - sleeve (3) port L - steering valve, and controls the steering valve. 3. Steering valve drives the steering cylinders with the pressure oil from the main pump, and directs the vehicle body toward left. Steering Cylinder PHOTO Steering System 078 Steering Valve Main Pump Port L Port R Port P Port T Brake/Pilot Pump 1 8 7 4 2 3 Steering Pilot Valve T4GB-03-04-009C T3-4-4 COMPONENT OPERATION / Steering Pilot Valve Steering Right T L R P When the steering wheel is turned right, the pressure oil from the pilot pump flows in the order of port P port R - steering cylinder, and operates the steering valve to direct the front wheel right. Return oil from the steering valve flows in the order of port L - port T to return to the hydraulic oil tank. T4GB-03-04-010C T Neutral When the steering wheel is not being turned, the oil from the pilot pump works on port P of the steering pilot valve, but does not flow to the steering valve because it is blocked by spool (4). Therefore, the steering cylinders are not operated. P 4 T4GB-03-04-011C T3-4-5 COMPONENT OPERATION / Steering Pilot Valve (Blank) T3-4-6 COMPONENT OPERATION / Steering Valve OUTLINE Steering valve is located between the main pump and the steering cylinder. Steering valve supplies the pressure oil from the main pump to the steering cylinder in response to the pilot oil pressure of the steering pilot valve. Steering cylinder is provided with the overload relief valve. PHOTO Steering System 078 A C B T4GB-03-04-001C T3-5-1 COMPONENT OPERATION / Steering Valve Component Layout 4 1 2 3 Port T Port A Port B Port Pa Port Pb 5 Port A: Pressure for Steering Right Port P: From Main Pump 6 Port DR Port P Port LS Port B: Pressure for Steering Left Port T: Return to Hydraulic Oil Tank 4 5 Port Pa: Pilot Pressure for Steering Right Port LS: To Port LS of Priority Valve T3-5-2 T4GB-03-04-002C Port Pb: Pilot Pressure for Steering Left Port DR: Return to Hydraulic Oil Tank COMPONENT OPERATION / Steering Valve Section A * 7 Port P Port DR 1 Port T Section B * 3 Port LS Port B Port A 2 Port Pb Port Pa 4 5 7 Section C * T4GB-03-04-003C 4 6 T4GB-03-04-006C 1 - Spool 2 - Overload Relief Valve 3 - Overload Relief Valve 4 - Load Check Valve 5 - Variable Orifice 6 - Fixed Orifice *: Refer to T3-5-1 T3-5-3 7- Passage A COMPONENT OPERATION / Steering Valve OPERATION In Neutral 1. When steering spool (1) is in the neutral position, port A and port B of the steering cylinder are closed. 2. Pressure oil from the main pump does not flow to the steering cylinders because port P is closed. T3-5-4 COMPONENT OPERATION / Steering Valve Section A * Port P Port DR Port T Section B :* Port B Port A T4GB-03-04-004C 1 *: Refer to T3-5-1. T3-5-5 COMPONENT OPERATION / Steering Valve When Steering Left 1. When the steering wheel is turned left, the pilot pressure oil is sent to port Pb from the steering pilot valve, and spool (1) moves right. 2. Pressure oil from the main pump is sent to the steering valve through port P, and further sent to passage A (7) through variable orifice (5). 3. Pressure oil in passage A (7) pushes and opens load check valve (4), and flows to the steering cylinders through port B. 4. And the return oil from the steering cylinders enters spool (1) through port A, and returns to the hydraulic oil tank through port T. 5. Also, the pilot pressure oil flowing into port Pb pushes spool (1) on port Pb end, while flowing to port Pa after being decompressed by fixed orifice (6). This reduces the shock caused by fast operation of the steering wheel. (Refer to T3-5-2 and also Steering Curcuit in the SYSTEM / Hydraulic System) NOTE: Opening area of the variable orifice (5) is proportional to the amount of stroke of the spool (1) due to the pilot pressure from the steering pilot valve. (Refer to the Steering Curcuit in the SYSTEM / Hydraulic System) T3-5-6 COMPONENT OPERATION / Steering Valve Port P 1 7 5 Port T Port LS Port B Port A Port Pb Port Pa 4 6 5 7 T3-5-7 T4GB-03-04-005 COMPONENT OPERATION / Steering Valve STEERING OVERLOAD RELIEF VALVE Steering overload relief valves are installed in the left and right steering circuits. Overload relief valve controls pressure in the respective steering circuits from rising abnormally high when the steering cylinders are moved by an external force. Make-up Operation Operation of Relief Valve 1. Pressure at port HP (in the steering circuit) works on the pilot poppet, passing the orifice in the piston. 2. When the pressure at port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP (in the hydraulic oil tank), passing passage A and the periphery of the sleeve. 3. At this moment, pressure difference arises between port HP and the spring chamber caused by the orifice. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the piston and the main poppet open, and the pressure oil at port HP flows to port LP. 5. As a result, the pressure in the steering cylinder circuit lowers. 6. If the steering cylinder circuit pressure lowers to the set pressure value, the piston and the main poppet are closed by the force of spring A. T3-5-8 1. When the pressure at port HP (in the steering cylinder circuit) lowers than the pressure at port LP (in the hydraulic oil tank), the sleeve moves right. 2. Hydraulic oil flows into port HP, and cavitation is prevented. 3. If the pressure at port HP rises to the set pressure value, the sleeve is closed by the force of spring C. COMPONENT OPERATION / Steering Valve Normally (When not Relieving): Main Poppet Sleeve Spring A Passage A Spring B HP T4GB-03-02-030C LP Orifice Piston When Relieving: Spring Chamber Main Poppet Pilot Poppet Sleeve Spring A Spring C Passage A Spring B HP LP Orifice Piston T4GB-03-02-031C Spring Chamber In Make-up Operation: Pilot Poppet Sleeve HP LP T4GB-03-02-032C Spring C T3-5-9 COMPONENT OPERATION / Steering Valve (Blank) T3-5-10 COMPONENT OPERATION / Pilot Valve OUTLINE (TWO LEVER TYPE PILOT VALVE FOR FRONT ATTACHMENT) Pilot valve is a valve for controlling the pilot pressure oil for moving the spool of the control valve. Provided with the PPC (Pressure Proportional Control Valve) function, the pilot valve outputs pressure corresponding to the control lever stroke of the control lever, and moves the spool of the control valve. The bi-directional, four-port type is adopted for the front-end attachment. Port No. 1 2 3 4 PHOTO Control Levers 012 Bucket Crowd Bucket Tilting Out Lift Arm Lower Lift Arm Raise Hydraulic Symbol P 1 2 3 4 T T4GB-03-05-001C P T3-6-1 1 2 3 4 T T4GB-03-05-002C COMPONENT OPERATION / Pilot Valve OPERATION At Neutral (between A and B of Pusher Stroke) 1. At the neutral position of the control lever, spool (7) is completely blocking the pressure oil of port P. Also, the outlet port is connected to port T through the notch part of spool (7), and the pressure oil at the output port is equal to the pressure in the hydraulic tank. 2. When the control lever is moved slightly, lever (1) is tilted, and push rod (2) and pusher (3) are pushed in. Pusher (3) and spring guide (4) remain mutually connected, and move downward, compressing return spring (6). 3. At this time, spool (7) is pushed by balance spring (5), and moves downward until the clearance in Part A becomes zero. 4. During this movement, the output port remains connected with port T, and pressure oil is not supplied to the output port. NOTE: Lever stroke during the period when the clearance (A) becomes zero is the play of the control lever. T3-6-2 E Pilot Pressure F D C A B Pusher Stroke Output Diagram T505-02-07-006 COMPONENT OPERATION / Pilot Valve Pusher Stroke: between A and B 1 2 3 4 5 6 Port T (Clearance of Part A: 0) （A） Port P Notch Part 7 Output Port 1 - Lever 2 - Push Rod 3 - Pusher 4 - Spring Guide T4GB-03-05-004C T4GB-03-05-003C 5 - Balance Spring 6 - Return Spring T3-6-3 7- Spool COMPONENT OPERATION / Pilot Valve During Metering or Pressure Decrease (In Pusher Stroke between C and D) Full Stroke (Pusher Stroke between E and F) 1. When the control lever is further tilted, the ouput port is connected with port P through spool (7). 2. Pressure oil from Port P flows into the output port through spool (7), and the pressure at the output port is raised. 3. Pressure at the output port works on face B of spool (7), and tends to push up spool (7). 4. In case the force tending to push up the spool (7) is smaller than the spring force of balance spring (5), balance spring (5) is not compressed. Therefore, port P and the output port remain connected, and the pressure at the output port keeps rising. 5. When the pressure at the output port rises further, the force tending to push spool (7) up increases. If this force becomes larger than the force of balance spring (5), spool (7) moves upwards, compressing the balance spring (5). 6. When spool (7) moves upward, the output port is not connected any longer, and pressure oil stops flowing from port P to the output port. And pressure increase at the output port is stopped. 7. In this way, balance spring (5) is compressed by the amount spool (7) is pushed down, and the pressure at the output port is the balanced pressure working on the spring force and spool (7). T3-6-4 1. When the control lever is fully stroked, pusher (3) moves downward until spring guide (4) contacts the shoulder part of the casing. 2. At this time, spool (7) is directly pushed by the bottom of pusher (3). Therefore, the output port remains connected with port P through the notch part of spool (7) because even if the pressure at the output port is raised, spool (7) does not move upward. 3. As a result, the pressure on the output port end is equal to the pressure at port P. Stroke amount C of the pusher determines the total stroke of the lever. E Pilot Pressure F D C A B Pusher Stroke Output Diagram T505-02-07-006 COMPONENT OPERATION / Pilot Valve Pusher Stroke: between C and D Pusher Stroke: between E and F 3 5 (C) Port T 4 Notch Part Face B Port P Port P 7 7 Output Port 3- Pusher 4- Spring Guide Output Port T4GB-03-05-005C 5- T3-6-5 Balance Spring 7- Spool T4GB-03-05-006C COMPONENT OPERATION / Pilot Valve Electromagnetic Detent Coil for detent is installed at the push rod part of the pilot valve. 3. Adsorbed condition is retained until the coil assembly is unexcited or until adsorption is forcefully cancelled by moving the control lever the other way around. 1. When one of the control levers is tilted, push rod (2) and plate (8) of the other are pushed upwards by the spring force. 2. If the control lever is operated until its stroke end, plate (8) of the other is adsorbed by coil assembly (10). 2 10 8 T4GB-03-05-007C 2- Push Rod 8- Pｌａｔｅ 10 - Coil Assembly T3-6-6 COMPONENT OPERATION / Pilot Valve OUTLINE (JOYSTICK TYPE PILOT VALVE FOR FRONT ATTACHMENT) Port No. 1 2 3 4 Bucket Crowd Bucket Tilting Out Lift Arm Lower Lift Arm Raise Hydraulic Symbol PHOTO Control Lever 011 1 2 3 4 018 P T T4GB-03-05-001C 2 3 T 1 4 P T3-6-7 T4GB-03-05-008C COMPONENT OPERATION / Pilot Valve OPERATION At Neutral 1. At neutral, spool (7) completely blocks the pressure oil at port P. Also, the output port is connected with port T through the fine control hole of spool (7). For this reason, the pressure at the output port is equal to the pressure at port T. 2. If the control lever is tilted slightly, disc (1) is tilted, and push rod (2) and piston (3) are pushed in. Piston (3) pushes down spring guide (4) and balance spring (5), and moves downward. 3. At this time, spool (7) is pushed by spring (5), and moves downward until the clearance at part A becomes zero. 4. During this movement, the output port remains connected with port T, and pressure oil is not supplied to the output port. NOTE: Lever stroke during the period when the clearance (A) becomes zero is the play of the control lever. T3-6-8 COMPONENT OPERATION / Pilot Valve At Neutral 1 2 3 4 5 6 Port T (A) Port P (Clearance of Part A: 0) Fine Control Hole 7 Output Port T4GB-03-05-009C 12- Disc Push Rod 3 - Piston 4 - Spring Guide T4GB-03-05-010C 56- T3-6-9 Balance Spring Return Spring 7 - Spool COMPONENT OPERATION / Pilot Valve During Metering or Pressure Decrease Full Stroke 1. When the control lever is further tilted, the ouput port is connected with port P through the fine control hole of spool (7). 2. Pressure oil from port P flows into the output port through spool (7), and the pressure at the output port is raised. 3. Pressure at the output port works on spool (7), and tends to push up spool (7). 4. In case the force tending to push up spool (7) is smaller than the spring force of balance spring (5), balance spring (5) is not compressed. Therefore, port P and the output port remain connected, and the pressure at the output port keeps rising. 5. When the pressure at the output port rises further, the force tending to push spool (7) up increases. If this force becomes larger than the force of balance spring (5), spool (7) moves upwards, compressing the balance spring (5). 6. When spool (7) moves upward, the output port is not connected any longer, and pressure oil stops flowing from port P to the output port. And pressure increase at the output port is stopped. 7. In this way, balance spring (5) is compressed by the amount spool (7) is pushed down, and the pressure at the output port is the balanced pressure working on the spring force and spool (7). 1. When the control lever is fully stroked, disc (7) pushes down push rod (2) and piston (3), and spring guide (4) pushes down spool (7). 2. Output port is connected with port P through the fine control hole of spool (7). 3. Spool (7) is being pushed down by spring guide (4), and the output port remains connected through the fine control hole of spool (7) because even if the pressure at the output port is raised, spool (7) does not move upward. 4. As a result, the pressure on the output port end is equal to the pressure at Port P. T3-6-10 COMPONENT OPERATION / Pilot Valve During Metering or Pressure Decrease Full Stroke 2 3 4 5 Fine Control Hole Port P Fine Control Hole Port P 7 7 Output Port Output Port T4GB-03-05-011C 23- Push Rod Piston 45- Spring Guide Balance Spring T4GB-03-05-012C 7- T3-6-11 Spool COMPONENT OPERATION / Pilot Valve ELECTROMAGNETIC DETENT Coils for detents are installed at the push rod part of the pilot valve. 3. Adsorption condition is retained until coil assembly (8) is unexcited or until adsorption is forcefully cancelled by operating the control lever toward the other direction. 1. When one of the control levers is tilted, push rod (2) and plate (9) of the other are pushed upwards by the spring force. 2. If the control lever is operated until its stroke end, plate (9) of the other is adsorbed by coil assembly (8). 2 8 9 T4GB-03-05-013C 2- Push Rod 8- Coil Assembly 9- T3-6-12 Plate COMPONENT OPERATION / Pilot Valve OUTLINE (LEVER TYPE PILOT VALVE FOR ADDITIONAL CIRCUIT) (OPTIONAL) Port No. 1 2 Optional Optional T T Hydraulic Symbol P P T P 1 1 2 2 T554-02-07-009C T1LA-03-04-001C 1 T3-6-13 2 COMPONENT OPERATION / Pilot Valve OPERATION At Neutral (between A and B of Pusher Stroke) 1. At the neutral position of the control lever, spool (7) is completely blocking the pressure oil of port P. Also, the outlet port is connected to port T through the notch part of spool (7), and the pressure oil at the output port is equal to the pressure in the hydraulic tank. 2. When the control lever is moved slightly, cam (1) is tilted, and pusher (2) and spring guide (4) are pushed in. Pusher (3) and spring guide (4) move downward, remaining mutually connected, and compressing return spring (6). 3. At this time, spool (7) is pushed by balance spring (5), and moves downward until the clearance in Part A becomes zero. 4. During this movement, the output port remains connected with port T, and pressure oil is not supplied to the output port. 5. When the pressure at the output port rises further, the force tending to push spool (7) up increases. If this force becomes larger than the force of balance spring (5), spool (7) moves upwards, compressing balance spring (5). 6. When spool (7) moves upward, the notch part closes, and pressure oil stops flowing from port P to the output port. And pressure increase at the output port is stopped. 7. In this way, balance spring (5) is compressed by the amount the spool (7) is pushed down, and the pressure at the output port is the balanced pressure working on the spring force and spool (7). NOTE: Lever stroke during the period when Part A becomes zero is the play of the control lever. Pilot Pressure D During Metering or Pressure Decrease (In Pusher Stroke between C and D) 1. When the control lever is further tilted, the hole part of spool (7) is connected with notch part (B). 2. Pressure oil from port P flows into the output port through notch part (B) and the hole part of spool (7), and the pressure at the output port is raised. 3. Pressure at the output port works on the bottom of spool (7), and tends to push up spool (7). 4. In case the force tending to push up spool (7) is smaller than the spring force of balance spring (5), balance spring (5) is not compressed. Therefore, port P and the output port remain connected, and the pressure at the output port keeps rising. T3-6-14 C A B Pusher Stroke T1F3-03-09-004 Output Diagram COMPONENT OPERATION / Pilot Valve Between A and B of Pusher Stroke 1 2 3 4 5 Port T 6 (A) Clearance at Part A: 0 Port P Hole Part 7 Passage T1LA-03-04-002C Output Port T1LA-03-04-003C Between C and D of Pusher Stroke 5 Port T Notch Part (B) Port P Hole Part 7 Output Port 1 - Cam 2 - Pusher 3 - Plate 4 - Spring Guide T1LA-03-04-004C 56- T3-6-15 Balance Spring Return Spring 7 - Spool COMPONENT OPERATION / Pilot Valve (Blank) T3-6-16 COMPONENT OPERATION / Pilot Valve OUTLINE (JOYSTICK TYPE PILOT VALVE FOR ADDITIONAL CIRCUIT) (OPTIONAL) Port No. 1 2 3 4 Optional Optional Optional Optional P Hydraulic Symbol T P 1 3 2 4 4 T105-02-07-020C 3 １ 2 T1V1-03-04-001C T T3-6-17 COMPONENT OPERATION / Pilot Valve OPERATION Head of spool (6) is hung by the top face of spring guide (3). Spring guide (3) is lifted up by return spring (5). At Neutral (Output Diagram: between A and B): 1. At neutral, spool (6) completely blocks the pressure oil at port P (from the pilot pump). Also, the output port is connected with port T (to the hydraulic oil tank) through the internal passage of spool (6). 2. For this reason, the pressure at the output port (to the control valve) is equal to the pressure at Port T. 3. If the control lever is tilted slightly, cam (1) is tilted, and pusher (2) is pushed in. Pusher (2) and spring guide (3), mutually connected, push down return spring (5), and moves downward. 4. At this time, the pressures at the output port and port T are equal, so spool (6) moves downward with the bottom face of its head keeping contact with spring guide (3) by the force of balance spring (4). 5. This condition continues until hole part (7) of spool (6) is connected with port P. T3-6-18 E Pilot Pressure F D C A B Lever Stroke T523-02-05-001 Output Diagram COMPONENT OPERATION / Pilot Valve 1 1 2 2 3 3 4 4 5 5 6 7 Port P Output Port 6 6 Port T 7 1 - Cam 2 - Pusher Port T 7 Port P Output Port 3 - Spring Guide 4 - Balance Spring Port T Port P Output Port T1V1-03-04-007 5 - Return Spring 6 - Spool T3-6-19 T1V1-03-04-008 7 - Hole Part COMPONENT OPERATION/Pilot Valve During Metering or Pressure Decrease (Output Diagram: between C and D) 1. When the control lever is further tilted and pusher (2) is pushed down, hole part (7) of spool (6) reaches port P, and the prsessure oil from port P flows into the output port. 2. Pressure at the output port works on the bottom of spool (6), and tends to push up spool (6). 3. In case the force working on spool (6) is smaller than the spring force of balance spring (4), balance spring (5) is not compressed. Therefore, spool (6) is not pushed up, and the pressure at the output port keeps rising. 4. When the pressure at the output port rises further, the force tending to push spool (6) up increases. If this force becomes larger than the force of the balance spring (4), spool (6) moves upwards, compressing the balance spring (4). 5. When spool (6) moves upward, hole part (7) closes, pressure oil stops flowing from Port P to the output port, and pressure increase at the output port is stopped. 6. In this way, the balance spring (4) is compressed by the amount spool (6) is pushed down, and the pressure at the output port is the balanced pressure working on the spring force and spool (6). T3-6-20 E Pilot Pressure F D C A B Lever Stroke T523-02-05-001 Output Diagram COMPONENT OPERATION/Pilot Valve 1 1 2 2 3 3 4 4 5 5 6 6 Port T Port T Output Port 1 - Cam 2 - Pusher 7 Port P 7 3 - Spring Guide 4 - Balance Spring Port P Output Port T1V1-03-04-009 5 - Return Spring 6 - Spool T3-6-21 7 - Hole Part T1V1-03-04-010 COMPONENT OPERATION/Pilot Valve Full Stroke (Output Diagram: between E and F) 1. When the control lever is fully stroked, pusher (2) moves downward until it contacts the shoulder part of the casing. 2. At this time, spool (6) is directly pushed by the bottom of the pusher (2). Therefore, even if the pressure at the output port is raised, hole part (7) of spool (6) is not closed. 3. As a result, the pressure on the output port end is equal to the pressure at port P. E Pilot Pressure D C A NOTE: Stroke amount E of the pusher (2) determines the total stroke of the lever. B Lever Stroke T523-02-05-001 Output Diagram T3-6-22 F COMPONENT OPERATION/Pilot Valve 1 2 2 3 4 5 E 6 Port T 7 Port P Output Port 1 - Cam 2 - Pusher 3 - Spring Guide 4 - Balance Spring T1V1-03-04-011 T1V1-03-04-007 5 - Return Spring 6 - Spool T3-6-23 7 - Hole Part COMPONENT OPERATION/Pilot Valve (Blank) T3-6-24 COMPONENT OPERATION / Charging Block OUTLINE Charging block is installed for supplying the pressure oil from the pilot pump not only to the service brake accumulator and the brake valve by giving them priority, but also to the parking brake, the steering pilot valve, and others. Charging block consists of the priority valve, relief valve, pump torque control proportional solenoid valve, pilot relief valve, check valve, and others. PHOTO Charging Block To Steering Pilot Valve Port for Attaching Service Brake Accumulator (Rear) To Rear Service Brake To Front Service Brake Check Valve 073 Port for Attaching Service Brake Accumulator (Front) Port for Service Brake Sensor Pump Torque Control Proportional Solenoid Valve Pilot Relief Valve (3.9 MPa) 072 Relief Valve (14.7 MPa) To Steering Pilot Valve Check Valve Parking Brake Solenoid Valve to be adopted in EU specification To Ride Control Valve Port for Attaching Pilot Accumulator T4GB-03-06-001C T3-7-1 COMPONENT OPERATION / Charging Block Component Layout 1 2 3 4 5 6 7 Relief Valve 14.7 MPa) 8 22 9 10 Pilot Relief Valve (3.9 MPa) 11 21 12 13 14 20 15 16 17 18 4 19 1 - Service Brake Accumulator (Rear) 2 - Adaptor 9- Priority Valve 3 - Port M2 (To Rear End of Brake Valve) 4 - Check Valve 5 - Port M1 (To Front End of Brake Valve and Parking Brake) 6 - Service Brake Accumulator (Front) 7 - Service Brake Pressure Sensor 11 - Port DR (To Hydraulic Oil Tank) 10 - Pilot Relief Valve 12 - Port DR2 (To Hydraulic Oil Tank) 13 - Port PS1 (To Steering Pilot Valve) 14 - Port X （To Main Pump Regulator） 15 - Port S3 (To be adopted in EU Specification Machines) 8 - Port P (From Pilot Pump) T3-7-2 T4GB-03-06-002C 16 - Port BR3 (to be adopted in EU Specification Machines) 17 - Port PS2 (To Main Pump Regulator and Ride Control Valve (Optional)) 18 - Pilot Accumulator 19 - Port PP （To Pilot Shutoff Valve） 20 - Parking Brake Solenoid Valve (To be adopted in EU Specification Machines) 21 - Pump Torque Control Proportional Solenoid Valve 22 - Relief Valve COMPONENT OPERATION / Charging Block 11 Section V-V* 10 Section U-U * 14 12 21 Section T-T 15 * 16 20 Section S-S 19 * 18 4 T4GB-03-06-003C 4 *Refer to T3-7-1. T3-7-3 COMPONENT OPERATION / Charging Block Component Layout 1 2 3 4 5 6 7 8 22 9 10 11 21 12 13 14 20 15 16 17 18 4 19 1 - Service Brake Accumulator (Rear) 2 - Adaptor 9- Priority Valve 3 - Port M2 (To Rear End of Brake Valve) 4 - Check Valve 5 - Port M1 (To Front End of Brake Valve and Parking Brake) 6 - Service Brake Accumulator (Front) 7 - Service Brake Pressure Sensor 11 - Port DR (To Hydraulic Oil Tank) 10 - Pilot Relief Valve 12 - Port DR2 (To Hydraulic Oil Tank) 13 - Port PS1 (To Steering Pilot Valve) 14 - Port X （To Main Pump Regulator） 15 - Port S3 (To be adopted in EU Specification Machines) 8 - Port P (From Pilot Pump) T3-7-4 T4GB-03-06-002C 16 - Port BR3 (To be adopted in EU Specification Machines) 17 - Port PS2 (To Main Pump Regulator and Ride Control Valve (Optional)) 18 - Pilot Accumulator 19 - Port PP （To Pilot Shutoff Valve） 20 - Parking Brake Solenoid Valve (To be adopted in EU Specification Machines) 21 - Pump Torque Control Proportional Solenoid Valve 22 - Relief Valve COMPONENT OPERATION / Charging Block Section Z-Z* 6 1 4 7 Section Y-Y* 8 Section X-X* 4 Section W-W * 22 9 *Refer to T3-7-1. T3-7-5 T4GB-03-06-004C COMPONENT OPERATION / Charging Block PRIORITY VALVE (REFER TO THE PILOT CIRCUIT IN THE SYSTEM / HYDRAULIC SYSTEM) 1. Pressure oil from the pilot pump flows in through port P, and works on the both ends of the plunger of the priority valve. 2. Same pressure is applied to the both ends of the plunger, so the plunger does not move, and a restricted amount of pressure oil is supplied to the other pilot circuits. 3. When the service brake accumulator is accumulated exceeding the set pressure, the piston of the relief valve pushes the needle valve. 4. Pressure oil in the spring chamber of the plunger flows to the hydraulic oil tank through port DR. 5. Plunger is pushed toward the spring chamber to stroke because the spring chamber is decompressed. 6. A larger amount of the pressure oil from the pilot pump is supplied to the other pilot circuits through the priority valve. Below Set Pressure of Service Brake Accumulator Relief Valve From Port P Plunger (Section W-W) T4GB-03-06-005C To Service Brake Circuit To Other Pilot Circuits Above Set Pressure of Service Brake Accumulator Needle Valve Piston Service Brake Accumulator Pressure To Port Dr From Port P Plunger Spring Chamber (Section W-W) T4GB-03-06-006C To Other Pilot Circuits T3-7-6 COMPONENT OPERATION / Charging Block PILOT RELIEF VALVE 1. Pilot relief valve prevents the pressure in the pilot circuit from increasing over the set pressure during operations of the actuators like the pilot valve. 2. When the pilot circuit pressure is above the set pressure, pressure oil works on the poppet of the pilot relief valve. 3. Poppet works toward the spring to be connected with port DR. 4. Pressure oil in the pilot circuit returns to the hydraulic oil tank through port DR. 5. When the pilot circuit pressure is below the set pressure to the spring force, the poppet moves left, closing connection of port DR. Normally Poppet (Section V-V) From Port P T4GB-03-06-007C When Relieving Poppet Port DR (Section V-V) Spring T3-7-7 T4GB-03-06-008C COMPONENT OPERATION / Charging Block PUMP TORQUE CONTROL PROPORTIONAL SOLENOID VALVE (REFER TO THE PILOT CIRCUIT IN THE SYSTEM / HYDRAULIC SYSTEM) Pilot pressure supplied to the main pump regulator for controlling the pump delivery flow is controlled by the operation of the pump torque control proportional solenoid valve. Not in Operation of Solenoid Valve To Main Pump Regulator Port X 1. When there is no signal from the MC (Main Controller), the spool of the solenoid valve is being pushed by the spring. 2. Pilot pressure oil is supplied to port ST of the main pump regulator through port X. 3. When signal is transmitted from the MC, the spool moves toward the spring in response to the signal of the spool, and the amount of the pilot pressure oil flowing out of Port X is lowered. 4. When the signal from the MC becomes the maximum value, the spool fully strokes toward the spring, and the pilot pressure oil is blocked by the spool. 5. Port X and port DR2 are connected, and the pilot pressure oil at port X is lost. Spring (Section U-U) Pilot Pressure Oil T4GB-03-06-009C In Operation of Solenoid Valve Port X Port DR2 Spool Spring (Section U-U) Pilot Pressure Oil T4GB-03-06-010C T3-7-8 COMPONENT OPERATION / Charging Block SERVICE BRAKE ACCUMULATOR / PILOT ACCUMULATOR Accumulator is installed in the pilot circuit leading to the service brake and the pilot valve. High-pressure nitrogen gas is contained in the accumulator, and the pilot pressure oil compresses the nitrogen gas through the diaphragm. Circuit pressure oil is retained by compression of the nitrogen gas. IMPORTANT: Construction of the accumulator does not allow disassembly. Replace the whole assembly, when necessary. PHOTO Charging Block 073 Seal Ring Retainer Shell Diaphragm Valve Poppet T4GB-03-06-011C T3-7-9 COMPONENT OPERATION / Charging Block PARKING BRAKE SOLENOID VALVE Pressure oil from the pilot pump is accumulated in the pilot accumulator, and its pressure always works on the outlet of the parking brake solenoid valve. When the parking brake solenoid valve is operated, the pilot accumulator enters the parking brake through the spool, and releases the parking brake. Parking Brake Solenoid Valve Port for Attaching Pilot Accumulator T3-7-10 T4GB-03-07-004C COMPONENT OPERATION / Charging Block Not in Operation Parking Brake Pressure Sensor Parking Brake Drain Port Spool Spring Parking Brake Solenoid Valve (Section T-T) Pilot Accumulator Pressure T4GB-03-07-005C In Operation Parking Brake Pressure Sensor Parking Brake Spool Spring Parking Brake Solenoid Valve (Section T-T) Pilot Pressure Accumulator Pressure T3-7-11 T4GB-03-07-006C COMPONENT OPERATION / Charging Block SERVICE BRAKE PRESSURE SENSOR Brake pressure necessary for the service brake is sensed. Sensor is installed in the service brake circuit of the charging block, and senses the oil pressure of the service brake accumulator. 1 - Earth 2 - Output 3 - Electric Power Source （5V） 4 - Pressure Applied Part （Diaphragm） 1 2 4 3 T4GB-03-06-012C PARKING BRAKE PRESSURE SENSOR Brake pressure oil necessary for the parking brake is sensed. Sensor is installed in the parking brake circuit of the charging block, and senses the oil pressure of the pilot accumulator. 3 - Pressure-applied Part 5 - (Diaphragm) 6 - Earth 7- Output 8- Electric Source （5V） 5 6 7 8 T176-03-01-023C T3-7-12 COMPONENT OPERATION / Ride Control Valve OUTLINE (Refer to the SYSTEM / Control System) Ride control valve enables stable traveling by absorbing the force generated in the lift arm cylinders in traveling. Ride control valve consists of the ride control solenoid valve, spool, charge-cut spool, overload relief valve and others. PHOTO Ride Control System 099 Overload Relief Valve A B Ride Control Solenoid Valve T4GB-03-08-001C T3-8-1 COMPONENT OPERATION / Ride Control Valve Component Layout Lift Arm Cylinder Ride Control Accumulator 2.9 MPa 5 Ride Control Valve SP 3 39.2 MPa Pi 1 4 B A 2 11.3 MPa To Hydraulic Oil Tank T From Charging Block T4GB-03-08-002C 1 - Ride Control Solenoid Valve 2 - Charge-cut Spool 34- Overload Relief Valve Spool 5- T3-8-2 Drain Plug COMPONENT OPERATION / Ride Control Valve * Section A Port Pi To Ride Control Accumulator Port SP 1 3 Port B Port A Port T T4GB-03-08-003C 2 *Refer to T3-8-1. T3-8-3 4 COMPONENT OPERATION / Ride Control Valve OPERATION 1. At neutral, port Pi and the ouput port are not connected, blocked by the spool. 2. When the signal from the MC (Main Controller) enters the solenoid, the solenoid is excited. 3. Solenoid pushes the spool with the force corresponding to the signal from the MC, so port Pi and the output port are connected, and pilot pressure oil pushes the main spool. 4. When the main spool is pushed toward spring 2, port A (on the bottom ends of the lift arm cylinder) and the ride control accumulator are connected, and port B (on the rod end of the lift arm cylinder) and port T are connected. 5. As a result, the accumulator absorbs the pushing force of the lift arm cylinders, and the load generated by the pushing up force is absorbed by sucking up the hydraulic oil from the tank port. Section A* Pilot Pressure Spool To Ride Control Accumulator Port Pi Port A Port B Spring 1 Output Port Spring 2 T4GB-03-08-006C Tank Port Main Spool *Refer to T3-8-1. T3-8-4 COMPONENT OPERATION / Ride Control Valve (Blank) T3-8-5 COMPONENT OPERATION / Ride Control Valve CHARGE-CUT SPOOL Charge-cut spool accumulates the pressure oil in the lift arm cylinders in the ride control accumulator, and shuts down the pressure oil from the lift arm cylinders when the ride control accumulator is accumulated to the set pressure. 1. When the ride control is not in operation, the pressure oil on the lift arm cylinder bottom ends flows to port X, passing the orifice through port A. 2. Pressure oil flowing into port X passes in the spool of the charge-cut spool, and opening the check valve, flows into port Y to be accumulated in the ride control accumulator. 3. As Spool Sectional Area M is larger than Spool Sectional Area N, when the ride control accumulator is accumulated to the set pressure, the pressure oil from port X pushes the spool toward the spring. 4. When the spool moves toward the spring, the passage of the pressure oil from the spool to port Y is closed, and accumulating the ride control accumulator is stopped. T3-8-6 COMPONENT OPERATION / Ride Control Valve During Accumulation of Accumulator Orifice Spring Port A Spool Port X To Ride Control Accumulator Port Y Check Valve T4GB-03-08-007C After Accumulation of Accumulator Sectional Area M Sectional Area N T3-8-7 T4GB-03-08-008C COMPONENT OPERATION / Ride Control Valve OVERLOAD RELIEF VALVE Overload relief valve is installed for preventing hoses and the ride control accumulator from being damaged in case the pressure in the bottom end circuit of the lift arm cylinders is suddenly raised by an external force or something during operation of the lift arm cylinders. Operation 1. Pressure at port HP (in the main circuit) works on the pilot poppet, passing orifice A of the main poppet and orifice B of the seat. 2. When the pressure at port HP rises to the setting force of spring B, the pilot poppet opens, and pressure oil flows to port LP, passing passage A and the periphery of the sleeve. 3. At this moment, pressure difference arises between port HP and the spring chamber caused by orifice A. 4. When this pressure difference reaches the value corresponding to the set force of spring A, the main poppet opens, and the pressure oil at port HP flows to port LP. 5. As a result, the pressure in the actuator circuit lowers. 6. If the actuator circuit pressure lowers to the set pressure, the main poppet is closed by the force of spring A. IMPORTANT: Never disassemble or adjust the overload relief valve. Replace the whole assembly, when necessary. T3-8-8 COMPONENT OPERATION / Ride Control Valve Normally: Sleeve Make-up Valve Main Poppet Orifice A Orifice B Seat Passage A Spring B HP LP Spring C T176-03-03-012C Spring Chamber Spring A Pilot Poppet When Relieving: Sleeve Main Poppet Orifice A Orifice B Seat Passage A Spring B HP LP T176-03-03-013C Spring Chamber Spring A T3-8-9 Pilot Poppet COMPONENT OPERATION / Ride Control Valve RIDE CONTROL ACCUMULATOR Ride control accumulator is installed in the accumulation circuit of the ride control. High-pressure nitrogen gas is contained in the accumulator, and the pressure oil compresses the nitrogen gas through the piston. Compression of the nitrogen gas dampens shock of the pressure oil due to pitching and the like of the lift arm cylinder raising circuit. IMPORTANT: Construction of the ride control accumulator does not allow disassembly. Replace the whole assembly, when necessary. T4GB-03-08-009C T3-8-10 COMPONENT OPERATION / Ride Control Valve DRAIN PLUG Ride control valve is provided with the drain plug for returning the pressure oil of the ride control accumulator to the oil tank at the time of maintenance or something. When necessary, connect the accumulator port (port SP) and the tank port (port T) by loosening the lock nut first and the drain plug later. CAUTION: Excessive loosening (More than 2 turns) of the drain plug can result in oil burst due to removal of the drain plug itself. Section B* Port SP Lock Nut Drain Plug Relief Plug Port T *Refer to T3-8-1. 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VLJQDO IURP WKH FRQWUROOHUDQGE\UDLVLQJRUORZHULQJWKHRLOSUHVVXUH $W1HXWUDO6SRRO LVSXVKHGULJKWE\WKHVSULQJ DQG RXWOHW SRUW 6 LVFRQQHFWHG ZLWK WDQN SRUW 7 $W ([FLWHPHQW 6ROHQRLG YDOYH SXVKHV WKH VSRRO OHIW ZLWK D IRUFH LQ SURSRUWLRQ WR WKH HOHFWULF FXUUHQW IORZLQJ DW WKH VROHQRLG 3LORW SUHVVXUHRLOIORZVWRRXWSXWSRUW6IURPSRUW3DQG WKHSUHVVXUHDWRXWSXWSRUW6ULVHV 7KLV SUHVVXUH DW RXWSXW SRUW 6 ZRUNV RQ WKH VKRXOGHUSDUWµD¶RIWKHVSRRO 6KRXOGHUSDUWµD¶ KDV GLIIHUHQW VHFWLRQDO DUHDV DQG JHQHUDWHV D IRUFHWRSXVKWKHVSRRO :KHQWKHSUHVVXUHDW RXWSXW SRUW 6 ULVHV DQG WKH IRUFH SXVKLQJ WKH VSRRO ULJKWEHFRPHVODUJHUWKDQWKHIRUFHGXH WR WKH VROHQRLG WR SXVK WKH VSRRO OHIW WKH VSRRO LV UHWXUQHG WR WKH ULJKW WKH SDVVDJH EHWZHHQ RXWSXW SRUW 6 DQG SRUW 3 LV FORVHG DQG WKHSUHVVXUHDWRXWSXWSRUW6VWRSVULVLQJ 6 7 3 D D 7& 6SRRO 6SULQJ 6ROHQRLG 7 COMPONENT OPERATION / Axle OUTLINE Axle consists of the differential, final drive, axle shaft, brakes and others. Power from the transmission is transmitted to the front axle and the rear axle through the propeller shaft. Inside the axle, power is transmitted to the differential, and divided into left and right, and drives the axle shaft and the wheels through the final drive. PHOTO Propeller Shaft and Axle 111 066 068 Axle Shaft Final Drive Differential Brake Brake T4GB-03-10-001C T3-10-1 COMPONENT OPERATION / Axle DIFFERENTIAL Differential enables the left and the right drive wheels to rotate at different rotating speeds in steering of the vehicle body or traveling on bumpy roads. 4 5 6 7 8 9 10 11 3 2 12 1 13 14 15 16 17 18 19 20 21 T4GB-03-10-002C 123456- Brake Ring Brake Disc Piston Side Gear Case A Ring Gear 78910 11 12 - Pinion Gear Spider Case B Roller Bearing Differential Body Gear & Shaft 13 14 15 16 17 18 - T3-10-2 Adjusting Nut Bearing Retainer Pinion Shaft Roller Bearing Bearing Cage Spacer 19 - Roller Bearing 20 - Oil Seal 21 - Flange COMPONENT OPERATION / Axle Function • Purpose of Differential When the vehicle body is steered, the inner wheel turns with a smaller radius, so the outer wheel needs to rotate faster for smooth steering. Suppose driving the rear wheel by directly installing the gear to the propeller shaft with a shaft having no differential. In this case, the outer wheel and the rear wheel rotate the same amount. In other words, when the vehicle body is steered, the outer wheel cannot rotate more than the inner wheel, and as a result, skidding sideways or tire wear takes place. Also, the axle shaft is subjected to torsional stress, resulting in unstable transmission of drive force. On the other hand, in case a differential is installed, the inner and the outer wheels can rotate at different speeds, and the problem mentioned above can be eliminated. Extension Line of Rear Wheel Centers In Turning of Vehicle Body In Traveling of Vehicle Body on Rough Roads T202-03-05-005 T3-10-3 COMPONENT OPERATION / Axle • Principle of Differential Operation principle of the differential is explained here comparing it to the racks and the pinion gear in the drawing. When the load W is equally applied to the racks A and B, if C is moved upward by the distance of H, the racks A and B both move by the same distance of H in unison with the pinion. If moved by removing the load to the rack B, the pinion rotates on the rack A (with load applied), and moves the rack B upward. At this time, the distance the rack B moves is longer than the distance the pinion moves rotating. Distance the rack B moves can be calculated using the equation of H+H=2H. This principle is applied to the differential. W W W C C H H H 2H Rack (A) Rack (B) Rack (A) Pinion • Operation of Differential Rack (B) Pinion T202-03-05-006 In Traveling Straight In case resistances applied to the axle shafts (7) and (8) connected by spline to the differential side gears (2) and (3) are the same, or in case the vehicle body is traveling straight on plane roads, the differential pinion gears (1) and (4) remain unrotated. Differential pinion gears (1) and (4) and the side gears (2) and (3) remain fixed by being mutually geared, and rotate in unison with the housing (6) connected with the ring gear (9). In case the constituent portion of the whole is rotating solidly like this, the differential function of the differential does not work, but gears (1), (2), (3), and (4) play only the role of joints for connecting the axle shafts (7) and (8). 10 9 1 8 2 3 4 7 6 T487-03-06-014 T3-10-4 COMPONENT OPERATION / Axle In Steering When the vehicle body swings, uneven resistances are applied to the drive wheels. Therefore, caused by the difference of the resistances applied to the inner and outer wheels, the differential pinion gears (1) and (4) begin revolving on the side gears (2) and (3), each rotating round the pinion shaft. As a result, in case the resistance force applied to the shaft (7) is large, the pinion gears (1) and (4) rotate in the same direction as the rotational direction on the side gear (2) of the shaft (7). And the speed of the shaft (7) is lowered, and the amount of the speed reduction is applied to the shaft (8), working the differential function. Suppose the ring gear (9) is driven by the drive pinion (10) at the speed of 100. In the condition of the vehicle body traveling straight, the drive wheels on the both sides rotate at the same speed. However, in case the vehicle body swings, and the speed of the right drive wheel is lowered to 90, the left wheel turns at the speed of 100+(100−90)=110 because the speed of 10(100−90=10) is added to the speed of the left wheel. If the ring gear (9) rotates at 100, the summation of the speeds of the left and right wheels becomes always 200 regardless of movement of the respective wheels. T3-10-5 10 9 1 8 2 3 4 7 6 T487-03-06-014 COMPONENT OPERATION / Axle TORQUE PROPORTIONING DIFFERENTIAL (TPD) Wheel loader is operated mostly on roads of bad conditions. In case of skidding, working efficiency and tire lives are lowered. In order to avoid lowering of working efficiency and tire lives, the axle is provided with the torque proportioning differential. Differential pinion gear of the torque proportioning differential has an odd number of teeth, and the differential pinion gear and the side gear have special tooth profiles. Therefore, the difference of the road resistances to the left and right tires causes deviation of the gearing locations between the differential pinion gear and the left and right side gears, and the drive force transferred to the left and right tires changes. Differential Pinion Gear Right Side Gear Left Side Gear Forward Rotation T3-10-6 T487-03-06-015C COMPONENT OPERATION / Axle Traveling Straight with the Same Resistances to Left and Right Tires In case resistances to the left and right tires are the same, the distances ‘a’ and ‘b’ from the differential pinion gear center to the respective contact points of the left and right side gears are the same. Therefore, the differential pinion gear and the left and right side gears solidly rotate toward forward, and the drive forces of the left and right tires become the same. Differential Pinion Gear Left Side Gear Right Side Gear T487-03-06-016C Traveling on Soft Roads (Different Resistances to Left and Right Tires) In traveling on soft roads, if the left tire skids, the side gear on the left tire receiving little resistance tends to rotate more forward than the right side gear. This rotation causes deviation of the contact points of the differential pinion gear and the left and right side gears in the torque proportioning differential. In case the left side gear rotates slightly more forward than the right side gear, the distance ‘a’ of the contact point of the differential pinion gear and the left side gear is lengthened. Correlation of the forces at this time is as follows. a×TA (force applied to the left side gear) = b×TB (force applied to the right side gear). Until the difference of the road resistances exceeds certain value, the differential pinion gear does not roate, but the left and right side gears rotate at the same speed solidly. Besides, the left tire does not rotate reduntantly, and does not skid. (Right tire can have drive force larger than the left tire.) Therefore, tire lives are prolonged, and working efficiency is improved. Differential Pinion Gear Left Side Gear T3-10-7 Right Side Gear T487-03-06-017C COMPONENT OPERATION / Axle LIMITED SLIP DIFFERENTIAL (LSD) (Optional) Operation Principle Wheel loader, as required by the kind of work, must be operated in places where skidding takes place easily like sand and muddy soil. In places like these, Tires can slip even if the torque proportioning differential (TPD) is installed. Rotation is transmitted to the slipping tire, but not to the tires contacting the earth, so not only the funtion of the wheel loader is worsened, but the tire lives are shortened. In order to avoid this, the limited slip differential (LSD) provided with the differential movement restriction device for avoiding different movement of the left and right wheels is adopted. Drive force transmitted to the left and right tires further changes. LSD is so constructed that the clutch disc is inserted between the pressure ring supporting the spider with the cam and the case, which makes restriction of different movement by keeping the tire speeds the same by the resistances of the friction surfaces. Also, the variation of the dive force transmitted to the left and right tires is made larger than the TPD. Ring Gear Pressure Ring Side Gear Pressure Plate Clutch Disc Case Spider Pinion Gear T4GB-03-10-003C T3-10-8 COMPONENT OPERATION / Axle Traveling Straight with the Same Road Resistances to Left and Right Tires As the differential pinion gear and the left and right pinion gears rotate solidly, the drive forces of the left and right tires are the same similarly to the TPD. Traveling on Soft Roads (Different Road Resistances to Left and Right Tires) Drive force is transmitted to the case, pressure ring, and spider through the ring gear. At this time, the spider having the cam construction pushes the pressure ring with the thrust P. Clutch disc is geared with the case through the pressure ring. Side gears fitted to the clutch disc by spline rotate solidly with the case, and the left and right gears rotate at the same speed. Like this, the left and right axle shafts fitted to the side gears by spline tend to rotate solidly with the case, and the differential movement restriction works. In case the drive force provided for the skidding tire is larger than the road resistance, part of the torque of the skidding tire is added to the tire contacting the road by the differential movement restriction (because of the same speed of the left and right tires), and the tire contacting the road is provided with more torque. Until the difference of the resistances between the left and right tires exceeds certain value (until the clutch disc begins to slip), the left and right gears solidly rotate at a constant speed. On such soft roads, the drive force increases by 1.5 times the value for the TPD if the LSD is provided. T3-10-9 Clutch Disc Pressure Plate Spider Pressure Ring T4GB-03-10-004C COMPONENT OPERATION / Axle SERVICE BRAKE Brake adopted is the wet type multi-disc brake, and is assembled in the differential body of the axle. Four wheels of this vehicle has all this disc brake. • In Operation of Brake Oil pressure from the brake valve works on the back of brake piston (5) to move brake piston(5), and brake disc (3) and brake ring (2) is compressed. Inner surface of brake disc (3) is fitted by spline to shaft (8) through disk hub (7). Also, the outer surface of brake ring (2) is fixed to differential body (4). Therefore, the rotation of the pushed and compressed brake disc (3) stops, restricting the vehicle. • In Release of Brake When the oil pressure from the brake valve is decreased, brake piston(5) is returned by return spring (6), and brake disc (3) is freed. Restriction of the vehicle is released. T3-10-10 COMPONENT OPERATION / Axle 1 2 2 3 3 2 Brake Oil Pressure 4 5 6 7 8 T4GB-03-10-005C 1 - End Plate 2 - Brake Ring 34- Brake Disc Differential Body 56- • Operation 1 2 Brake Piston Return Spring 78- Disc Hub Shaft • Release 3 2 3 2 From Brake Valve 1 5 2 3 2 3 2 To Brake Valve 5 6 6 T4GB-03-10-007C T3-10-11 T4GB-03-10-008C COMPONENT OPERATION / Axle FINAL DRIVE / AXLE SHAFT Final drive is the device for finally decreasing the speed in the power transmission system, and of the planetary gear type. As for power transmission, the power from the differential, transmitted from the shaft, rotates the three planetary gears in the ring gear, and transmits rotation of the planetary carrier to the axle shaft through the planetary carrier. Final Drive Axle Shaft Ring Gear Shaft Housing Planetary Carrier Planetary Gear T4GB-03-10-006C T3-10-12 COMPONENT OPERATION / Brake Valve OUTLINE Brake valve is operated by the brake pedals. (Refer to the Brake Circuit of SYSTEM/Hydraulic System) Brake valve sends pilot pressure depending on the extent of stepping the brake pedal, and operates the front wheel or rear wheel service brake. PHOTO Service Brake 006 105 Brake Pedal Brake Valve T4GB-03-11-001C T3-11-1 COMPONENT OPERATION / Brake Valve Component Layout 1 2 3 4 Port T 5 6 Port BR1 Port M1 11 7 Port BR2 Port M2 10 8 9 T4GB-03-11-002C 1 - Pedal 2 - Roller 3 - Spool Input 4 - Spring 5 - Spring 6 - Spring 7 - Spool 8 - Spool 9 - Spring T3-11-2 10 - Plunger 11 - Plunger COMPONENT OPERATION / Brake Valve PHOTO 1 Service Brake 105 5 7 From Port M2 of Charging Block M1 From Port M2 of Charging Block M2 BR1 BR2 T To Front Service Brake To Rear Service Brake 8 9 T4GB-03-11-003C T3-11-3 COMPONENT OPERATION / Brake Valve OPERATION Not in Operation of Brake 1. When the brake valve is not in operation, the ports (BR1 and BR2) are connected with the tank port (T) because the spring (9) returns the spools (7 and 8) to the non-operating position. 2. Ports (M1 and M2) and the brake ports (BR1 and BR2) are blocked by the spools (7 and 8), and the pressure oil in the service brake accumulator is retained. Port T T4GB-03-11-002C+ T3-11-4 COMPONENT OPERATION / Brake Valve In Operation of Brake 1. When the brake valve is stepped, spool input (3) is pushed through roller (2). Spool input moves the spools (7 and 8) forward through the spring (5). 2. When the spools (7 and 8) moves forward, ports (BR1 and BR2) and port (T) are disconnected. When spools (7 and 8) are further moved forward, the ports (BR1 and BR2) and the ports (M1 and M2) are connected, and the pressure oil of the accumulator flows out from the ports (BR1 and BR2), beginning braking operation. 3. Pressure oil on the ports (BR1 and BR2) end passes the orifices installed in spools (7 and 8), and works on the built-in plungers (10 and 11) of spools (7 and 8) as the return force (oil pressure rection force) of the spools (7 and 8). Summation of this oil pressure reaction force and the load of spring (9) balances with the load of spring (5), and controls the brake oil pressure on the brake ports (BR1 and BR2) end. 4. Deflection and load of spring (5) are fed back as the stroke and operating force of the brake pedal, and provides the operator with virtual operation feeling. 2 3 5 T BR1 M1 7 11 BR2 M2 8 10 9 T4GB-03-11-005C T3-11-5 COMPONENT OPERATION / Brake Valve In Brake Release 1. When the operating force is released, spool input (3) is pushed back by spring (4). 2. Compression of spring (5) is released, and spools (7 and 8) are returned to the non-operation position by the summation of the oil pressure reaction force working on the plunger and load of the spring (9). 3. At this time, the ports (BR1 and BR2) and the port (M1 and M2) are blocked by the spools (7 and 8), and the ports (BR1 and BR2) are relieved to the port (T). Pressure oil on the ports (BR1 and BR2) end is discharged to the port (T), and the brake operation is released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ilot Shutoff Valve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ront Propeller Shaft %HWZHHQ)URQW$[OHDQG7UDQVPLVVLRQ 066 8QLYHUVDO-RLQW 7*%& %HWZHHQ7UDQVPLVVLRQDQG5HDU$[OH PHOTO Rear Propeller Shaft 111 8QLYHUVDO-RLQW 7*%& 7 COMPONENT OPERATION / Others EMERGENCY STEERING CHECK BLOCK A: from main pump B: from emergency steering pump C: pressure sensor port D: to steering valve E: to hydraulic oil tank Emergency steering check block is installed between the main pump and steering valve. Built-in check valve is provided for preventing the delivery oil of the emergency steering pump from flowing to the main pump. PHOTO A T/C Cooler Check Valve B 032 Section X-X B A C Y D Section Y-Y A Y E C D E X X T4GB-03-12-007C T3-12-3 COMPONENT OPERATION / Others EMERGENCY STEERING PUMP (OPTIONAL) Emergency steering pump is installed to be started in case supply of the pressure oil from the main pump is suddenly stopped for one reason or another, and for supplying pressure oil to the steering valve in place of the main pump until the time when the vehicle body is moved to a safe place. Emergency steering pump consists of the gear pump, electric motor, relief valve, and check valve. PHOTO Emergency Steering 081 Electric Motor Part Gear Pump Part Relief Valve Check Valve T4GB-03-12-008C T3-12-4 INTRODUCTION TO THE READER • This manual is written for an experienced technician to provide technical information needed to maintain and repair this machine. • Be sure to thoroughly read this manual for correct product information and service procedures. • If you have any questions or comments, at if you found any errors regarding the contents of this manual, please contact using “Service Manual Revision Request Form” at the end of this manual. (Note: Do not tear off the form. Copy it for usage.): Publications Marketing & Product Support Hitachi Construction Machinery Co. Ltd. TEL: 81-29-832-7084 FAX: 81-29-831-1162 ADDITIONAL REFERENCES • Please refer to the materials listed below in addition to this manual. • The Operator’s Manual • The Parts Catalog • The Engine Manual • Parts Catalog of the Engine • Hitachi Training Material MANUAL COMPOSITION • This manual consists of three portions: the Technical Manual (Operational Principle), the Technical Manual (Troubleshooting) and the Workshop Manual. • Information included in the Technical Manual (Operational Principle): technical information needed for redelivery and delivery, operation and activation of all devices and systems. • Information included in the Technical Manual (Troubleshooting): technical information needed for operational performance tests, and troubleshooting procedures. • Information included in the Workshop Manual: technical information needed for maintenance and repair of the machine, tools and devices needed for maintenance and repair, maintenance standards, and removal/installation and assemble/disassemble procedures. PAGE NUMBER • Each page has a number, located on the center lower part of the page, and each number contains the following information: Example : 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 signal words are used to alert the reader to the potential for personal injury of machine damage. This is the safety alert symbol. When you see this symbol, be alert to the potential for personal injury. Never fail to follow the safety instructions prescribed along with the safety alert symbol. The safety alert symbol is also used to draw attention to component/part weights. To avoid injury and damage, be sure to use appropriate lifting techniques and equipment when lifting heavy parts. • CAUTION: Indicated potentially hazardous situation which could, if not avoided, result in personal injury or death. • IMPORTANT: Indicates a situation which, if not conformed to the instructions, could result in damage to the machine. • NOTE: Indicates supplementary technical information or know-how. 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 indicated in parenthheses just behind SI units. Quantity Length Volume Weight Force Torque To Convert From mm mm L L m3 kg N N N⋅m N⋅m Into in ft US gal US qt yd3 lb kgf lbf kgf⋅m lbf⋅ft A table for conversion from SI units to other system units is shown below for reference purposees. Quantity Multiply By 0.03937 0.003281 0.2642 1.057 1.308 2.205 0.10197 0.2248 1.0197 0.7375 Pressure Power Temperature Velocity Flow rate IN-02 To Convert From MPa MPa kW kW °C km/h min-1 L/min mL/rev Into kgf/cm2 psi PS HP °F mph rpm US gpm cc/rev Multiply By 10.197 145.0 1.360 1.341 °C×1.8+32 0.6214 1.0 0.2642 1.0 SAFETY RECOGNIZE SAFETY INFORMATION • These are the SAFETY ALERT SYMBOLS. • When you see these symbols on your machine or in operator`s manual, be alert to the potential for personal injury. • Follow recommended precautions and safe operating practices. 001-E01A-0001 SA-688 UNDERSTAND SIGNAL WORDS • On machine safety signs, signal words designating the degree or level of hazard - DANGER, WARNING, or CAUTION - are used with the safety alert symbol. • DANGER indicates an imminently hazardous situation which, if not avoided, will result in death or serious injury. • WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury. • CAUTION indicates a potentially hazardous situation • which, if not avoided, may result in minor or moderate injury. • DANGER or WARNING safety signs are located near specific hazards. General precautions are listed on CAUTION safety signs. • Some safety signs don’t use any of the designated signal words above after the safety alert symbol are occasionally used on this machine. • To avoid confusing machine protection with personal safety messages, a signal word IMPORTANT indicates a situation which, if not avoided, could result in damage to the machine. • NOTE indicates an additional explanation for an element of information. 002-E01A-1223 SA-1 SA-1223 SAFETY FOLLOW SAFETY INSTRUCTIONS • Carefully read and follow all safety signs on the • • • • • machine and all safety messages in operator`s manual. Safety signs should be installed, maintained and replaced when necessary. • If a safety sign or operator`s manual is damaged or missing, order a replacement from your authorized dealer in the same way you order other replacement parts (be sure to state machine model and serial number when ordering). Learn how to operate the machine and its controls correctly and safely. Allow only trained, qualified, authorized personnel to operate the machine. Keep your machine in proper working condition. • Unauthorized modifications of the machine may impair its function and/or safety and affect machine life. • Do not modify any machine parts without authorization. Failure to do so may deteriorate the part safety, function, and/or service life. In addition, personal accident, machine trouble, and/or damage to material caused by unauthorized modifications will void Hitachi Warranty Policy. • Do not use attachments and/or optional parts or equipment not authorized by Hitachi. Failure to do so may deteriorate the safety, function, and/or service life of the machine. In addition, personal accident, machine trouble, and/or damage to material caused by using unauthorized attachments and/or optional parts or equipment will void Hitachi Warranty Policy. The safety messages in this SAFETY chapter are intended to illustrate basic safety procedures of machines. However it is impossible for these safety messages to cover every hazardous situation you may encounter. If you have any questions, you should first consult your supervisor and/or your authorized dealer before operating or performing maintenance work on the machine. SA-003 003-E01B-0003 PREPARE FOR EMERGENCIES • Be prepared if a fire starts or if an accident occurs. • Keep a first aid kit and fire extinguisher on hand. • Thoroughly read and understand the label attached on the fire extinguisher to use it properly. • To ensure that a fire-extinguisher can be always used when necessary, check and service the fire-extinguisher at the recommended intervals as specified in the fire-extinguisher manual. • Establish emergency procedure guidelines to cope with fires and accidents. • Keep emergency numbers for doctors, ambulance service, hospital, and fire department posted near your telephone. 004-E01A-0437 SA-2 SA-437 SAFETY WEAR PROTECTIVE CLOTHING • Wear close fitting clothing and safety equipment appropriate to the job. You may need: A hard hat Safety shoes Safety glasses, goggles, or face shield Heavy gloves Hearing protection Reflective clothing Wet weather gear Respirator or filter mask. Be sure to wear the correct equipment and clothing for the job. Do not take any chances. SA-438 • Avoid wearing loose clothing, jewelry, or other items that can catch on control levers or other parts of the machine. • Operating equipment safely requires the full attention of the operator. Do not wear radio or music headphones while operating the machine. 005-E01A-0438 PROTECT AGAINST NOISE • Prolonged exposure to loud noise can cause impairment or loss of hearing. • Wear a suitable hearing protective device such as earmuffs or earplugs to protect against objectionable or uncomfortably loud noises. 006-E01A-0434 SA-434 NSPECT MACHINE • Inspect your machine carefully each day or shift by walking around it before you start it to avoid personal injury. • In the walk-around inspection be sure to cover all points described in the “PRE-START INSPECTION” chapter in the operator’s manual. 007-E01A-0435 SA-435 SA-3 SAFETY GENERAL PRECAUTIONS FOR CAB • Before entering the cab, thoroughly remove all dirt • • • • • • and/or oil from the soles of your work boots. If any controls such as a pedal is operated while with dirt and/or oil on the soles of the operator’s work boots the operator’s foot may slip off the pedal, possibly resulting in a personal accident. Do not leave parts and/or tools lying around the operator’s seat. Store them in their specified locations. Avoid storing transparent bottles in the cab. Do not attach any transparent type window decorations on the windowpanes as they may focus sunlight, possibly starting a fire. Refrain from listening to the radio, or using music headphones or mobile telephones in the cab while operating the machine. Keep all flammable objects and/or explosives away from the machine. After using the ashtray, always cover it to extinguish the match and/or tobacco. Do not leave cigarette lighters in the cab. When the temperature in the cab increases, the lighter may explode. 524-E01A-0000 SA-4 SAFETY USE HANDHOLDS AND STEPS • Falling is one of the major causes of personal injury. • When you get on and off the machine, always face the machine and maintain a three-point contact with the steps and handrails. • Do not use any controls as hand-holds. • Never jump on or off the machine. Never mount or dismount a moving machine. • Be careful of slippery conditions on platforms, steps, and handrails when leaving the machine. 008-E01A-0439 SA-439 ADJUST THE OPERATOR'S SEAT • A poorly adjusted seat for either the operator or for the work at hand may quickly fatigue the operator leading to misoperations. • The seat should be adjusted whenever changing the operator for the machine. • The operator should be able to fully depress the pedals and to correctly operate the control levers with his back against the seat back. • If not, move the seat forward or backward, and check again. • Adjust the rear view mirror position so that the best rear visibility is obtained from the operator’s seat. If the mirror is broken, immediately replace it with a new one. 009-E01A-0462 ENSURE SAFETY BEFORE RISING FROM OR LEAVING OPERATOR’S SEAT • Before rising from the operator’s seat to open/close either side window or to adjust the seat position, be sure to first lower the front attachment to the ground and then move the pilot control shut-off lever to the LOCK position. Failure to do so may allow the machine to unexpectedly move when a body part unintentionally comes in contact with a control lever, possibly resulting in serious personal injury or death. • Before leaving the machine, be sure to first lower the front attachment to the ground and then move the pilot control shut-off lever to the LOCK position. Turn the key switch OFF to stop the engine. • Before leaving the machine, close all windows, doors, and access covers and lock them up. SA-5 SA-462 SAFETY FASTEN YOUR SEAT BELT • If the machine should overturn, the operator may become injured and/or thrown from the cab. Additionally the operator may be crushed by the overturning machine, resulting in serious injury or death. • Prior to operating the machine, thoroughly examine webbing, buckle and attaching hardware. If any item is damaged or worn, replace the seat belt or component before operating the machine. • Be sure to remain seated with the seat belt securely fastened at all times when the machine is in operation to minimize the chance of injury from an accident. • We recommend that the seat belt be replaced every three years regardless of its apparent condition. SA-237 010-E01A-0237 MOVE AND OPERATE MACHINE SAFELY • Bystanders can be run over. • Take extra care not to run over bystanders. Confirm the location of bystanders before moving, or operating the machine. • Always keep the travel alarm and horn in working condition (if equipped). It warns people when the machine starts to move. • Use a signal person when moving, swinging, or operating the machine in congested areas. Coordinate hand signals before starting the machine. • Use appropriate illumination. Check that all lights are operable before operating the machine. If any faulty illumination is present, immediately repair it. SA-398 011-E01A-0398 HANDLE STARTING AIDS SAFELY Starting fluid: • Starting fluid is highly flammable. • Keep all sparks and flame away when using it. • Keep starting fluid well away from batteries and cables. • Remove container from machine if engine does not need starting fluid. • To prevent accidental discharge when storing a pressurized container, keep the cap on the container, and store it in a cool, well-protected location. • Do not incinerate or puncture a starting fluid container. 036-E01A-0293-3 SA-6 SA-293 SAFETY OPERATE SEAT ONLY FROM OPERATOR'S • Inappropriate engine starting procedures may cause the machine to runaway, possibly resulting in serious injury or death. • Start the engine only when seated in the operator's seat. • NEVER start the engine while standing on the track or on ground. • Do not start engine by shorting across starter terminals. • Before starting the engine, confirm that all control levers are in neutral. • Before starting the engine, confirm the safety around the machine and sound the horn to alert bystanders. SA-431 012-E01B-0431 JUMP STARTING • Battery gas can explode, resulting in serious injury. • If the engine must be jump started, be sure to • • • • follow the instructions shown in the “OPERATING THE ENGINE” chapter in the operator’s manual. The operator must be in the operator’s seat so that the machine will be under control when the engine starts. Jump starting is a two-person operation. Never use a frozen battery. Failure to follow correct jump starting procedures could result in a battery explosion or a runaway machine. SA-032 S013-E01A-0032 SA-032 SA-7 SAFETY INVESTIGATE JOB SITE BEFOREHAND • When working at the edge of an excavation or on a road shoulder, the machine could tip over, possibly resulting in serious injury or death. • Investigate the configuration and ground conditions of the job site beforehand to prevent the machine from falling and to prevent the ground, stockpiles, or banks from collapsing. • Make a work plan. Use machines appropriate to the work and job site. • Reinforce ground, edges, and road shoulders as necessary. Keep the machine well back from the edges of excavations and road shoulders. • When working on an incline or on a road shoulder, employ a signal person as required. • Confirm that your machine is equipped a FOPS cab before working in areas where the possibility of falling stones or debris exist. • When the footing is weak, reinforce the ground before starting work. • When working on frozen ground, be extremely alert. As ambient temperatures rise, footing becomes loose and slippery. • Beware the possibility of fire when operating the machine near flammable objects such as dry grass. 015-E01B-0447 SA-8 SA-447 SAFETY EQUIPMENT OF HEAD GUARD, ROPS, FOPS In case the machine is operated in areas where the possibility of falling stones or debris exist, equip a head guard, ROPS, or FOPS according to the potential hazardous conditions. (The standard cab for this machine corresponds to ROPS and FOPS.) ROPS: Roll-Over Protective Structure FOPS: Falling Object Protective Structure SA-521 PROVIDE SIGNALS FOR JOBS INVOLVING MULTIPLE NUMBERS OF MACHINES • For jobs involving multiple numbers of machines, provide signals commonly known by all personnel involved. Also, appoint a signal person to coordinate the job site. Make sure that all personnel obey the signal person’s directions. 018-E01A-0481 SA-481 SA-9 SAFETY KEEP RIDERS OFF MACHINE • Riders on machine are subject to injury such as being struck by foreign objects and being thrown off the machine. • Only the operator should be on the machine. Keep riders off. • Riders also obstruct the operator’s view, resulting in the machine being operated in an unsafe manner. 014-E01B-0427 SA-427 DRIVE SAFELY • Beware of the possibility of slipping and/or turning over the machine when driving on a slope. • When driving on level ground, hold the bucket at mark (A) 400 to 500 mm above the ground as illustrated. • Avoid driving over any obstacles. • Drive the machine slowly when driving on rough terrain. • Avoid quick direction changes. Failure to do so may cause the machine to turn over. • If the engine stops while driving, the steering function becomes inoperative. Immediately stop the machine by applying the bake to prevent personal accident. SA-448 019-E07A-0448 DRIVE MACHINE SAFELY (WORK SITE) • Before driving the machine, always confirm that the steering wheel/F-N-R lever direction corresponds to the direction you wish to drive. • Be sure to detour around any obstructions. • Driving on a slope may cause the machine to slip or overturn, possibly resulting in serious injury or death. • When driving up or down a slope, keep the bucket facing the direction of travel, approximately 200 to 300 mm (approximately 8 to 12 in) (A) above the ground. • If the machine starts to skid or becomes unstable, immediately lower the bucket to the ground and stop. SA-449 SA-450 • Driving across the face of a slope or steering on a slope may cause the machine to skid or overturn. If the direction must be changed, move the machine to level ground, then, change the direction to ensure safe operation. 019-E05B-0515 SA-451 SA-10 SAFETY DRIVE SAFELY WITH BUCKET LOADED • If the machine is incorrectly operated while driving with the bucket loaded, turning over of the machine may result. Be sure to follow all the instructions indicated below. • When driving the machine on a job site with the bucket loaded, hold the bucket as low as possible to keep the machine balanced and to have good visibility. • Do not exceed the rated load capacity. Always operate the machine within the rated load capacity. • Avoid fast starts, stops, and quick turns. Failure to do so may result in personal injury and/or death. • Avoid rapid drive direction changes which could possibly cause personal injury and/or death. SA-400 051-E02A-0400 DRIVE ON SNOW SAFELY • Beware of the possibility of slipping or turning over the machine when driving on frozen snow surfaces. • The machine may slip more easily than expected on frozen snow surfaces even if the inclination is small. Reduce speed when driving. Avoid fast starts, stops and quick turns. • Road shoulder and/or set-up utilities covered with snow are difficult to locate. Be sure where they are before removing snow. • Be sure to use tire chains when driving on snow. • Avoid applying the brake for quick stops on snow. If a quick stop is required, lower the bucket to the ground. SA-452 052-E02A-0452 TRAVEL ON PUBLIC ROADS SAFELY • This machine is not allowed to drive on public loads with the bucket loaded. • Be sure to empty the bucket. • Hold the bucket at mark (A) 400 to 500 mm above the road surface as illustrated. 053-E02A-0453 SA-453 SA-11 SAFETY AVOID INJURY FROM ROLLAWAY ACCIDENTS • Death or serious injury may result if you attempt to mount or stop a moving machine. To avoid rollaways: • Select level ground when possible to park machine. • Do not park the machine on a grade. • Lower the bucket to the ground. • Place the F-N-R lever in neutral, and put the park brake switch in the ON (parking brake) position. • Run the engine at slow idle speed without load for 5 minutes to cool down the engine. • Stop the engine and remove the key from the key switch. • Pull the lock lever to LOCK position. • Block both tires and lower the bucket to the ground. • Position the machine to prevent rolling. • Park a reasonable distance from other machines. SA-457 020-E02A-0516 SA-458 SA-12 SAFETY AVOID ACCIDENTS FROM BACKING UP AND TURNING • Make sure no one is working under or close to the machine before backing up or turning the machine to avoid personal injury and/or death by being run over or entangled in the machine. • Keep all personnel away from the machine by sounding the horn and/or using hand signals. Use extra care to be sure no one is in from the articulation area before turning the machine. • Keep windows, mirrors, and lights in good condition. • Reduce travel speed when dust, heavy rain, fog, etc., reduce the visibility. • In case good visibility is not obtained, use a signal person to guide you. SA-383 021-E02A-0517 SA-312 SA-13 SAFETY AVOID POSITIONING ANYONE BUCKET OVER • Never allow the bucket to pass over co-workers and/or the dump truck operator’s cab. Falling soil from the bucket or contact with bucket may cause serious personal accidents and/or damage to the machine. • Avoid carrying the bucket over the co-workers to ensure safe operation. 023-E02A-0518 SA-518 AVOID TIPPING DO NOT ATTEMPT TO JUMP CLEAR OF TIPPING MACHINE. MACHINE WILL TIP OVER FASTER THAN YOU CAN JUMP FREE, POSSIBLY RESULTING IN SERIOUS PERSONAL INJURY OR DEATH. IF TIPPING OVER OF THE MACHINE IS PREDICTED, SECURELY HOLD THE STEERING WHEEL TO PREVENT YOUR BODY FROM BEING THROWN OUT OF THE MACHINE. MACHINE WILL TIP OVER FASTER THAN YOU CAN JUMP FREE FASTEN YOUR SEAT BELT • The danger of tipping is always present when operating on a grade, possibly resulting in serious injury or death. To avoid tipping: • Be extra careful before operating on a grade. • Prepare machine operating area flat. • Keep the bucket low to the ground and close to the machine. • Reduce operating speeds to avoid tipping or slipping. • Avoid changing direction when traveling on grades. • NEVER attempt to travel across a grade steeper than 5 degrees if crossing the grade is unavoidable. • Reduce swing speed as necessary when swinging loads. • Be careful when working on frozen ground. • Temperature increases will cause the ground to become soft and make ground travel unstable. SA-14 SA-463 SAFETY NEVER UNDERCUT A HIGH BANK • The edges could collapse or a land slide could occur causing serious injury or death. 026-E01A-0519 SA-519 DIG WITH CAUTION Before digging, check the location of cables, gas lines, and water lines. 027-E01A-0396 SA-396 PERFORM TRUCK LOADING SAFELY • Do not operate the machine involuntarily. Unexpected machine movement may cause personal injury and/or death. • Do not lower the bucket with the loader control lever in the FLOAT position. The bucket may free fall, possibly causing personal injury and/or death. • Always select a level surface for truck loading. 028-E01A-397 SA-397 SA-15 SAFETY AVOID POWER LINES Serious injury or death can result from contact with electric lines. Never move any part of the machine or load closer to any electric line than 3 m (10 ft) plus twice the line insulator length. 29-E01A-0455 SA-455 PRECAUTIONS FOR OPERATION • If the front attachment or any part of the machine comes in contact with an overhead obstacle, both the machine and the overhead obstacle may become damaged, and personal injury may result. • Take care to avoid coming in contact with overhead obstacles with the bucket or arm during operation. PRECAUTIONS FOR LIGHTENING • The machine is vulnerable to lighting strikes. • In the event of an electrical storm, immediately stop operation, and lower the bucket to the ground. Evacuate to a safe place far away from the machine. • After the electrical storm has passed, check all of the machine safety devices for any failure. If any failed safety devices are found, operate the machine only after repairing them. OBJECT HANDLING • If a lifted load should fall, any person nearby may be struck by the falling load or may be crushed underneath it, resulting in serious injury or death. • When using the machine for craning operations, be sure to comply with all local regulations. • Do not use damaged chains or frayed cables, sables, slings, or ropes. • Before craning, position the upperstructure with the position of the bucket support located on the chassis at the front. • Move the load slowly and carefully. Never move it suddenly. • Keep all persons well away from the load. • Never move a load over a person's head. • Do not allow anyone to approach the load until it is safely and securely situated on supporting blocks or on the ground. • Never attach a sling or chain to the bucket teeth. They may come off, causing the load to fall. 032-E01A-0132 SA-16 SA-132 SAFETY PROTECT AGAINST FLYING DEBRIS • If flying debris hit eyes or any other part of the body, serious injury may result. • Guard against injury from flying pieces of metal or debris; wear goggles or safety glasses. • Keep bystanders away from the working area before striking any object. 031-E01A-0432 SA-432 PARK MACHINE SAFELY To avoid accidents: • Park machine on a firm, level surface. • Lower bucket to the ground. • Place the F-N-R lever in neutral, and put the park brake switch in the ON (parking brake) position. • Run engine at slow idle speed without load for 5 minutes. • Turn key switch to OFF to stop engine. • Remove the key from the key switch. • Lower the lock lever to the LOCK position. • Close windows, roof vent, and cab door. • Lock all access doors and compartments. 033-E07B-0456 SA-17 SA-456 SAFETY STORE ATTACHMENTS SAFELY • Stored attachments such as buckets, hydraulic hammers, and blades can fall and cause serious injury or death. • Securely store attachments and implements to prevent falling. Keep children and bystanders away from storage areas. 504-E01A-0034 SA-034 TRANSPORT SAFELY • Take care the machine may turn over when loading or unloading the machine onto or off of a truck or trailer. • Observe the related regulations and rules for safe transportation. • Select an appropriate truck or trailer for the machine to be transported. • Be sure to use a signal person. • Always follow the following precautions for loading or unloading: 1. Select solid and level ground. 2. Always use a ramp or deck strong enough to support the machine weight. 3. Use the low speed gear. 4. Never steer the machine while on the ramp. If the traveling direction must be changed while the ramp, unload the machine from the ramp, reposition the machine on the ground, then try loading again. 5. After loading, install the lock bar to securely hold the articulation mechanism. 6. Wedge the front and rear of tires. Securely hold the machine to the truck or trailer deck with wire ropes. Be sure to further follow the details described in the TRANSPORTING section. 035-E07A-0454 SA-18 Less than 15° SA-454 SAFETY HANDLE FLUIDS SAFELY-AVOID FIRES • Handle fuel with care; it is highly flammable. If fuel ignites, an explosion and/or a fire may occur, possibly resulting in serious injury or death. • Do not refuel the machine while smoking or when near open flame or sparks. • Always stop the engine before refueling the machine. • Fill the fuel tank outdoors. • All fuels, most lubricants, and some coolants are flammable. • Store flammable fluids well away from fire hazards. • Do not incinerate or puncture pressurized containers. • Do not store oily rags; they can ignite and burn spontaneously. • Securely tighten the fuel and oil filler cap. SA-018 034-E01A-0496 SA-019 SA-19 SAFETY PRACTICE SAFE MAINTENANCE To avoid accidents: • Understand service procedures before starting work. • Keep the work area clean and dry. • Do not spray water or steam inside cab. • Never lubricate or service the machine while it is moving. • Keep hands, feet and clothing away from power-driven parts. Before servicing the machine: 1. Park the machine on a level surface. 2. Lower the bucket to the ground. 3. Turn the auto-idle switch off. 4. Run the engine at slow idle speed without load for 5 minutes. 5. Turn the key switch to OFF to stop engine. 6. Relieve the pressure in the hydraulic system by moving the control levers several times. 7. Remove the key from the switch. 8. Attach a “Do Not Operate” tag on the control lever. 9. Lower the lock lever to the LOCK position. 10. Lock bar connects the front and rear frames. 11. Allow the engine to cool. SA-028 • If a maintenance procedure must be performed • • • • • • with the engine running, do not leave machine unattended. Never work under a machine raised by the lift arm. Inspect certain parts periodically and repair or replace as necessary. Refer to the section discussing that part in the “MAINTENANCE” chapter of operator`s manual. Keep all parts in good condition and properly installed. Fix damage immediately. Replace worn or broken parts. Remove any buildup of grease, oil, or debris. When cleaning parts, always use nonflammable detergent oil. Never use highly flammable oil such as fuel oil and gasoline to clean parts or surfaces. Disconnect battery ground cable (-) before making adjustments to electrical systems or before performing welding on the machine. SA-312 SA-134 500-E02C-0520 SA-527 SA-20 SAFETY • Sufficiently illuminate the work site. Use a maintenance work light when working under or inside the machine. • Always use a work light protected with a guard. In case the light bulb is broken, spilled fuel, oil, antifreeze fluid, or window washer fluid may catch fire. SA-037 WARN OTHERS OF SERVICE WORK • Unexpected machine movement can cause serious injury. • Before performing any work on the machine, attach a “Do Not Operate” tag on the control lever. This tag is available from your authorized dealer. 501-E01A-0287 SS2045102 SUPPORT MACHINE PROPERLY • Never attempt to work on the machine without securing the machine first. • Always lower the attachment to the ground before you work on the machine. • If you must work on a lifted machine or attachment, securely support the machine or attachment. Do not support the machine on cinder blocks, hollow tires, or props that may crumble under continuous load. Do not work under a machine that is supported solely by a jack. 519-E01A-0527 SA-527 STAY CLEAR OF MOVING PARTS • Entanglement in moving parts can cause serious injury. • To prevent accidents, care should be taken to ensure that hands, feet, clothing, jewelry and hair do not become entangled when working around rotating parts. 502-E01A-0026 SA-026 SA-21 SAFETY SUPPORT MAINTENANCE PROPERLY • Explosive separation of a tire and rim parts can cause serious injury or death. • Do not attempt to mount a tire unless you have the proper equipment and experience to perform the job. Have it done by your authorized dealer or a qualified repair service. • Always maintain the correct tire pressure. DO NOT inflate tire above the recommended pressure. • When inflating tires, use a chip-on chuck and extension hose long enough to allow you to stand to one side and not in front of or over the tire assembly. Use a safety cage it available. • Inspect tires and wheels daily. Do not operate with low pressure, cuts bubbles, damaged rims, or missing lug bolts and nuts. • Never cut or weld on an inflated tire or rim assembly. Heat from welding could cause an increase in pressure and may result in tire explosion. SA-249 521-E02A-0249 PREVENT PARTS FROM FLYING • Travel reduction gears are under pressure. • As pieces may fly off, be sure to keep body and face away from AIR RELEASE PLUG to avoid injury. • GEAR OIL is hot. Wait for GEAR OIL to cool, then gradually loosen AIR RELEASE PLUG to release pressure. 503-E03A-0344 SA-344 SA-22 SAFETY PREVENT BURNS Hot spraying fluids: • After operation, engine coolant is hot and under pressure. Hot water or steam is contained in the engine, radiator and heater lines. Skin contact with escaping hot water or steam can cause severe burns. • To avoid possible injury from hot spraying water. DO NOT remove the radiator cap until the engine is cool. When opening, turn the cap slowly to the stop. Allow all pressure to be released before removing the cap. • The hydraulic oil tank is pressurized. Again, be sure to release all pressure before removing the cap. SA-039 Hot fluids and surfaces: • Engine oil, gear oil and hydraulic oil also become hot during operation. The engine, hoses, lines and other parts become hot as well. • Wait for the oil and components to cool before starting any maintenance or inspection work. SA-225 505-E01B-0498 REPLACE CALLY RUBBER HOSES PERIODI- • Rubber hoses that contain flammable fluids under pressure may break due to aging, fatigue, and abrasion. It is very difficult to gauge the extent of deterioration due to aging, fatigue, and abrasion of rubber hoses by inspection alone. • Periodically replace the rubber hoses. (See the page of “Periodic replacement of parts” in the operator’s manual.) • Failure to periodically replace rubber hoses may cause a fire, fluid injection into skin, or the front attachment to fall on a person nearby, which may result in severe burns, gangrene, or otherwise serious injury or death. S506-E01A-0019 SA-23 SA-019 SAFETY AVOID HIGH-PRESSURE FLUIDS • Fluids such as diesel fuel or hydraulic oil under pressure can penetrate the skin or eyes causing serious injury, blindness or death. • Avoid this hazard by relieving pressure before disconnecting hydraulic or other lines. • Tighten all connections before applying pressure. • Search for leaks with a piece of cardboard; take care to protect hands and body from high-pressure fluids. Wear a face shield or goggles for eye protection. • If an accident occurs, see a doctor familiar with this type of injury immediately. Any fluid injected into the skin must be surgically removed within a few hours or gangrene may result. SA-031 507-E03A-0499 SA-292 SA-044 SA-24 SAFETY PREVENT FIRES Check for Oil Leaks: • Fuel, hydraulic oil and lubricant leaks can lead to fires. • Check for oil leaks due to missing or loose clamps, kinked hoses, lines or hoses that rub against each other, damage to the oil-cooler, and loose oil-cooler flange bolts. • Tighten, repair or replace any missing, loose or damaged clamps, lines, hoses, oil-cooler and oil-cooler flange bolts. • Do not bend or strike high-pressure lines. • Never install bent or damaged lines, pipes, or hoses. Check for Shorts: • Short circuits can cause fires. • Clean and tighten all electrical connections. • Check before each shift or after eight(8) to ten(10) hours operation for loose, kinked, hardened or frayed electrical cables and wires. • Check before each shift or after eight(8) to ten(10) hours operation for missing or damaged terminal caps. • DO NOT OPERATE MACHINE if cable or wires are loose, kinked, etc.. Clean up Flammables: • Spilled fuel and oil, and trash, grease, debris, accumulated coal dust, and other flammables may cause fires. • Prevent fires by inspecting and cleaning the machine daily and by removing spilled or accumulated flammables immediately. Check Key Switch: • If a fire breaks out, failure to stop the engine will escalate the fire, hampering fire fighting. Always check key switch function before operating the machine every day: 1. Start the engine and run it at slow idle. 2. Turn the key switch to the OFF position to confirm that the engine stops. • If any abnormalities are found, be sure to repair them before operating the machine. 508-E02B-0019 Check Heat Shields: • Damaged or missing heat shields may lead to fires. • Damaged or missing heat shields must be repaired or replaced before operating the machine. 508-E02A-0393 SA-25 SA-019 SAFETY EVACUATING IN CASE OF FIRE • If a fire breaks out, evacuate the machine in the following way: • Stop the engine by turning the key switch to the OFF position if there is time. • Use a fire extinguisher if there is time. • Exit the machine. 518-E01A-0393 SA-393 BEWARE OF EXHAUST FUMES • Prevent asphyxiation. Engine exhaust fumes can cause sickness or death. • If you must operate in a building, be sure there is adequate ventilation. Either use an exhaust pipe extension to remove the exhaust fumes or open doors and windows to bring enough outside air into the area. 509-E01A-0016 SA-016 PRECAUTIONS GRINDING FOR WELDING AND • Welding may generate gas and/or small fires. • Be sure to perform welding in a well ventilated and prepared area. Store flammable objects in a safe place before starting welding. • Only qualified personnel should perform welding. Never allow an unqualified person to perform welding. • Grinding on the machine may create fire hazards. Store flammable objects in a safe place before starting grinding. • After finishing welding and grinding, recheck that there are no abnormalities such as the area surrounding the welded area still smoldering. 523-E01A-0818 SA-26 SA-818 SAFETY AVOID HEATING NEAR PRESSURIZED FLUID LINES • Flammable spray can be generated by heating near pressurized fluid lines, resulting in severe burns to yourself and bystanders. • Do not heat by welding, soldering, or using a torch near pressurized fluid lines or other flammable materials. • Pressurized lines can be accidentally cut when heat goes beyond the immediate flame area. Install temporary fireresistant guards to protect hoses or other materials before engaging in welding, soldering, etc.. SA-030 AVOID APPLYING HEAT TO LINES CONTAINING FLAMMABLE FLUIDS • Do not weld or flame cut pipes or tubes that contain flammable fluids. • Clean them thoroughly with nonflammable solvent before welding or flame cutting them. 510-E01B-0030 REMOVE PAINT BEFORE WELDING OR HEATING • Hazardous fumes can be generated when paint is heated by welding, soldering, or using a torch. If inhaled, these fumes may cause sickness. • Avoid potentially toxic fumes and dust. • Do all such work outside or in a well-ventilated area. Dispose of paint and solvent properly. • Remove paint before welding or heating: 1. If you sand or grind paint, avoid breathing the dust. Wear an approved respirator. 2. If you use solvent or paint stripper, remove stripper with soap and water before welding. Remove solvent or paint stripper containers and other flammable material from area. Allow fumes to disperse at least 15 minutes before welding or heating. 511-E01A-0029 SA-27 SA-029 SAFETY BEWARE OF ASBESTOS DUST • Take care not to inhale dust produced in the work site. Inhalation of asbestos fibers may be the cause of lung cancer. • Depending on the wok site conditions, the risk of inhaling asbestos fiber may exist. Spray water to prevent asbestos from becoming airborne. Do not use compressed air. • When operating the machine in a work site where asbestos might be present, be sure to operate the machine from the upwind side and wear a mask rated to prevent the inhalation of asbestos. • Keep bystanders out of the work site during operation. • Asbestos might be present in imitation parts. Use only genuine Hitachi Parts. SA-029 PREVENT BATTERY EXPLOSIONS • Battery gas can explode. • Keep sparks, lighted matches, and flame away from the top of battery. • Never check battery charge by placing a metal object across the posts. Use a voltmeter or hydrometer. • Do not charge a frozen battery; it may explode. Warm the battery to 16 °C (60 °F) first. • Do not continue to use or charge the battery when electrolyte level is lower than specified. Explosion of the battery may result. • Loose terminals may produce sparks. Securely tighten all terminals. SA-032 • Battery electrolyte is poisonous. If the battery should explode, battery electrolyte may be splashed into eyes, possibly resulting in blindness. • Be sure to wear eye protection when checking electrolyte specific gravity. 512-E01B-0032 SERVICE AIR CONDITIONING SYSTEM SAFELY • If spilled onto skin, refrigerant may cause a cold contact burn. • Refer to the instructions described on the container for proper use when handling the refrigerant. • Use a recovery and recycling system to avoid leaking refrigerant into the atmosphere. • Never touch the refrigerant. 513-E01A-0405 SA-28 SA-405 SAFETY HANDLE CHEMICAL PRODUCTS SAFELY • Direct exposure to hazardous chemicals can cause serious injury. Potentially hazardous chemicals used with your machine include such items as lubricants, coolants, paints, and adhesives. • A Material Safety Data Sheet (MSDS) provides specific details on chemical products: physical and health hazards, safety procedures, and emergency response techniques. • Check the MSDS before you start any job using a hazardous chemical. That way you will know exactly what the risks are and how to do the job safely. Then follow procedures and use recommended equipment. • See your authorized dealer for MSDS’s (available only in English) on chemical products used with your machine. SA-309 515-E01A-0309 DISPOSE OF WASTE PROPERLY • Improperly disposing of waste can threaten the environment and ecology. Potentially harmful waste used with HITACHI equipment includes such items as oil, fuel, coolant, brake fluid, filters, and batteries. • Use leakproof containers when draining fluids. Do not use food or beverage containers that may mislead someone into drinking from them. • Do not pour waste onto the ground, down a drain, or into any water source. • Air conditioning refrigerants escaping into the air can • damage the Earth’s atmosphere. Government regulations may require a certified air conditioning service center to recover and recycle used air conditioning refrigerants. • Inquire on the proper way to recycle or dispose of waste from your local environmental or recycling center, or from your authorized dealer. 516-E01A-0226 SA-29 SA-226 SAFETY BEFORE RETURNING THE MACHINE TO THE CUSTOMER • After maintenance or repair work is complete, confirm that: • The machine is functioning properly, especially the safety systems. • Worn or damaged parts have been repaired or replaced. S517-E01A-0435 SA-435 SA-30 SECTION AND GROUP CONTENTS TECHNICAL MANUAL (Troubleshooting) SECTION 4 OPERATIONAL PERFORMANCE TEST Group Group Group Group Group Group 1 Introduction 2 Standard 3 Engine Test 4 Wheel Loader Test 5 Component Test 6 Adjustment SECTION 5 TROUBLESHOOTING Group Group Group Group Group Group Group Group 1 Diagnosing Procedure 2 Dr-ZX 3 e-Whell 4 Component Layout 5 Troubleshooting A 6 Troubleshooting B 7 Troubleshooting C 8 Electrical System Inspection TECHNICAL MANUAL (Operational Principle) All information, illustrations and specifications in this manual are based on the latest product information available at the time of publication. The right is reserved to make changes at any time without notice. COPYRIGHT (C) 2006 Hitachi Construction Machinery Co., Ltd. Tokyo, Japan All rights reserved SECTION 1 GENERAL SECTION 3 COMPONENT OPERATION Group 1 Specification Group 1 Pump Device Group 2 Component Layout Group 2 Control Valve Group 3 Component Specifications Group 3 Hydraulic Fan Motor SECTION 2 SYSTEM Group 4 Steering Pilot Valve Group 5 Steering Valve Group 1 Control System Group 6 Pilot Valve Group 2 ECM System Group 3 Hydraulic System Group 7 Charging Block Group 4 Electrical System Group 8 Ride Control Valve Group 9 Drive Unit Group 10 Axle Group 11 Brake Valve Group 12 Others WORKSHOP MANUAL SECTION 1 GENERAL INFORMATION Group 1 Precautions for Disassembling and Assembling Group 2 Tightening Torque Group 3 Painting Group 4 Bleeding Air from Hydraulic Oil Tank SECTION 2 BASE MACHINE (UPPER STRUCTURE) Group 1 Cab Group 2 Counterweight Group 3 Frame Group 4 Pump Device Group 5 Control Valve Group 6 Pilot Valve Group 7 Ride Control Valve Group 8 Pilot Shutoff Valve Group 9 Hydraulic Fan Motor SECTION 3 BASE MACHINE (TRAVEL SYSTEM) Group 1 Tire Group 2 Drive Unit Group 3 Axle Group 4 Propeller Shaft Group 5 Brake Valve Group 6 Charging Block Group 7 Steering Pilot Valve Group 8 Steering Valve Group 9 Steering Cylinder Group 10 Emergency Steering Pump Unit (Optional) SECTION 4 FRONT ATTACHMENT Group 1 Front Attachment Group 2 Cylinder SECTION 5 ENGINE SECTION 4 OPERATIONAL PERFORMANCE TEST CONTENTS Group 1 Introduction Group 4 Wheel Loader Test Operational Performance Tests ................... T4-1-1 Travel Speed.................................................T4-4-1 Preparation for Performance Tests .............. T4-1-2 Service Brake Function Check .....................T4-4-2 Service Brake Wear Amount ........................T4-4-3 Group 2 Standard Parking Brake Function Check.....................T4-4-4 Bucket and Bell Crank Stopper Operational Performance Standard Table ........................................... T4-2-1 Clearances ..................................................T4-4-6 Main Pump P-Q Curve............................... T4-2-11 Hydraulic Cylinder Cycle Time .....................T4-4-8 Sensor Activating Range............................ T4-2-13 Cylinder Drift Check................................... T4-4-10 Bucket Levelness .......................................T4-4-11 Group 3 Engine Test Control Lever Operating Force.................. T4-4-12 Engine Speed............................................... T4-3-1 Control Lever Stroke.................................. T4-4-13 Engine Compression Pressure .................... T4-3-3 Valve Clearance Adjustment ........................ T4-3-4 Lubricant Consumption ................................ T4-3-7 4GCT-4-1 Group 5 Component Test Primary Pilot Pressure ................................. T4-5-1 Secondary Pilot Pressure ............................ T4-5-3 Solenoid Valve Set Pressure ....................... T4-5-4 Main Pump Delivery Pressure ..................... T4-5-6 Main Relief Valve Set Pressure ................... T4-5-8 Steering Relief Pressure ............................ T4-5-12 Overload Relief Valve Set Pressure .......... T4-5-14 Main Pump Flow Rate................................ T4-5-16 Regulator Adjustment................................. T4-5-20 Service Brake Pressure (Front and Rear) . T4-5-22 Parking Brake Pressure ............................. T4-5-24 Brake Accumulated Pressure .................... T4-5-26 Brake Warning Set Pressure (Decrease) .. T4-5-28 Brake Warning Set Pressure (Increase) .... T4-5-30 Transmission Clutch Pressure ................... T4-5-32 Torque Converter Pressure (Inlet and Outlet)..................................... T4-5-33 Group 6 Adjustment Transmission Learning................................. T4-6-1 Lift Arm Angle Sensor Learning (Optional)................................... T4-6-6 Drive Belt Tension Adjustment ..................... T4-6-8 4GCT-4-2 OPERATIONAL PERFORMANCE TEST / Introduction OPERATIONAL PERFORMANCE TESTS Use operational performance test procedure to quantitatively check all system and functions on the machine. Purpose of Performance Tests 1. To comprehensively evaluate each operational function by comparing the performance test data with the standard values. 2. According to the evaluation results, repair, adjust, or replace parts or components as necessary to restore the machine’s performance to the desired standard. 3. To economically operate the machine under optimal conditions. The machine performance does not always deteriorate as the working hours increase. However, the machine performance is normally considered to reduce in proportion to the increase of the operation hours. Accordingly, restoring the machine performance by repair, adjustment, or replacement shall consider the number of the machine’s working hours. Definition of “Performance Standard” 1. Operation speed values and dimensions of the new machine. 2. Operational performance of new components adjusted to specifications. Allowable errors will be indicated as necessary. Kinds of Tests 1. Base machine performance test is to check the operational performance of each system such as engine, travel, swing, and hydraulic cylinders. 2. Hydraulic component unit test is to check the operational performance of each component such as hydraulic pump, motor, and various kinds of valves. Performance Standards “Performance Standard” is shown in tables to evaluate the performance test data. Precautions for Evaluation of Test Data 1. To evaluate not only that the test data are correct, but also in what range the test data are. 2. Be sure to evaluate the test data based on the machine operation hours, kinds and state of work loads, and machine maintenance conditions. T4-1-1 OPERATIONAL PERFORMANCE TEST / Introduction PREPARATION TESTS FOR PERFORMANCE Observe the following rules in order to carry out performance tests accurately and safely. THE MACHINE 1. Repair any defects and damage found, such as oil or water leaks, loose bolts, cracks and so on, before starting to test. TEST AREA 1. Select a hard and flat surface. 2. Secure enough space to allow the machine to run straight more than 200 m (656 ft 2 in), and to operate steering. 3. If required, rope off the test area and provide signboards to keep unauthorized personnel away. PRECAUTIONS 1. Before starting to test, agree upon the signals to be employed for communication among coworkers. Once the test is started, be sure to communicate with each other using these signals, and to follow them without fail. 2. Operate the machine carefully and always give first priority to safety. 3. While testing, always take care to avoid accidents due to landslides or contact with high-voltage power lines. Always confirm that there is sufficient space for full swings. 4. Avoid polluting the machine and the ground with leaking oil. Use oil pans to catch escaping oil. Pay special attention to this when removing hydraulic pipings. MAKE PRECISE MEASUREMENT 1. Accurately calibrate test instruments in advance to obtain correct data. 2. Carry out tests under the exact test conditions prescribed for each test item. 3. Repeat the same test and confirm that the test data obtained can be produced repeatedly. Use mean values of measurements if necessary. T4-1-2 T105-06-01-003 OPERATIONAL PERFORMANCE TEST / Standard OPERATIONAL PERFORMANCE STANDARD TABLE • ZW220 Acceletor Pedal : Full Stroke Driving Mode Switch : H Mode Work Mode Switch : N Mode Hydraulic Oil Temperature : 50±5 °C (122±41 °F) The standard performance values are listed in the table below. Refer to the Group T4-3 or later for performance test procedures. The following switch positions shall be selected and the hydraulic oil temperature shall be maintained as indicated below as the preconditions of performance tests unless otherwise instructed in each performance test procedure: PERFORMANCE TEST DESIGNATION ENGINE SPEED (FAN SPEED min/max) min-1 Slow Idle Speed (without load) Fast Idle Speed (without load) Fast Idle Speed (with engine stalled) Fast Idle Speed (with engine stalled and relieved) ENGINE COMPRESSION PRESSURE 2 MPa (kgf/cm , psi) VALVE CLEARANCE (IN, EX) mm LUBRICANT CONSUMPTION (Rated output) mL/h DRIVE BELT BEND mm RADIATOR CAP OPENING PRESSURE 2 kPa (kgf/cm , psi) Performance Standard 840±25 2230/2220±25 1990/1900±50 1760/1750±50 3.04 (31.0, 442) 0.4 45 or less 6 to 8 49 (0.5, 7) T4-2-1 NOTE: 1 mm=0.03937 in Reference Remarks Page T4-3-1 Value indicated on Dr. ZX ↑ ↑ ↑ Engine speed: 200min-1 T4-3-3 With the engine cold Hour meter: 2000 hours or less T4-3-4 T4-3-7 T4-6-8 - OPERATIONAL PERFORMANCE TEST / Standard PERFORMANCE TEST DESIGNATION TRAVEL SPEED km/h First Gear (Forward/Reverse) Second Gear (Forward/Reverse) Third Gear (Forward/Reverse) Fourth (Forward/Reverse) SERVICE BRAKE CAPACITY m SERVICE BRAKE WEAR mm Brake Disc Brake Ring (t=15) Brake Ring (t=5) PARKING BRAKE CAPACITY mm/5 min PARKING BRAKE WEAR mm Brake Disc Brake Ring BUCKET STOPPER CLEARANCE mm BELL CRANK STOPPER CLEARANCE mm FRONT PIN WEAR mm (to new pin outer diameter) FRONT BUSHING WEAR mm (to new pin outer diameter) CLEARANCE BETWEEN FRONT PIN AND BUSHING mm BUCKET BUMP mm HYDRAULIC CYLINDER CYCLE TIME sec Lift Arm Raise Lift Arm Lower (Float) Bucket Roll-Out Steering (engine: neutral) Steering (engine: full) DIG FUNCTION DRIFT CHECK mm/15 min Lift Arm Cylinder Bucket Cylinder Bucket Bottom Performance Standard 7.0/7.1±0.7 12.3/12.3±1.2 22.0/22.0±2.2 34.5/34.5±3.6 5.0 or less Remarks Reference Page T4-4-1 Value indicated on Dr. ZX ↑ ↑ ↑ T4-4-2 T4-4-3 6.2 15.0 5.0 0 Allowable Limit: 5.3 Allowable Limit: 13.5 Allowable Limit: 4.3 2.2 2.4 0 Allowable Limit: 1.9 Allowable Limit: 2.2 T4-4-4 - T4-4-6 T4-4-6 2 - Allowable Limit: -1.0 - - Allowable Limit: -1.5 - 0.3 14 T4-4-11 T4-4-8 5.3±0.3 2.9±0.3 1.2±0.3 2.8±0.3 2.5±0.3 T4-4-10 45 or less 15 or less 150 or less T4-2-2 OPERATIONAL PERFORMANCE TEST / Standard PERFORMANCE TEST DESIGNATION Performance Standard CONTROL LEVER OPERATING FORCE N (kgf, lbf) Lift Arm Raise (STD/MF) Lift Arm Raise Detent (STD/MF) Lift Arm Raise Detent Release (STD/MF) Lift Arm Lower (STD/MF) Lift Arm Lower Float (STD/MF) Lift Arm Lower Float Release (STD/MF) Bucket Lever Tilt (STD/MF) Bucket Lever Tilt Detent (STD/MF) Bucket Lever Tilt Detent Release (STD/MF) Bucket Lever Dump (STD/MF) Steering Wheel (Right/Left) 11 (1.1, 2.5)/ 19 (1.9, 4.3) or less 17 (1.7, 3.8)/ 30 (3.1, 6.8) or less 40 (4.1, 9)/ 20(2.0, 4.5) or less 11 (1.1, 2.5)/ 19 (1.9, 4.3) or less 17 (1.7, 3.8)/ 30 (3.1, 6.8) or less 40 (4.1, 9)/ 20 (2.0, 4.5) or less 12 (1.2, 2.7)/ 22 (2.2, 5) or less 18 (1.8, 4)/ 33 (3.3, 7.4) or less 40 (4.1, 9)/ 20 (2.0, 4.5) or less 17(1.7, 3.8)/ 28 (2.9, 6.3) or less 17 (1.7, 3.8)/ 17 (1.7, 3.8) or less Forward/Reverse Lever 11.8+1-2 (1.2+0.1-0.2, 2.7+0.2-0.5)/ 11.8+1-2 (1.2+0.1-0.2, 2.7+0.2-0.5) Accelerator Pedal 25.0±3.5 (3. 6±0.4, 5.6±0.8) Brake Pedal Right 318+65-45 (32.4+6.6-4.6, 71.6+14.6-10.1) Inching Pedal Left 288+80-30 (29.4+8.2-3.1, 64.8+18-6.8) NOTE: STD: Standard Lever (Two-Lever) MF: Multi-Function Lever (Joystick Lever) T4-2-3 Remarks Reference Page T4-4-12 OPERATIONAL PERFORMANCE TEST / Standard Performance Standard PERFORMANCE TEST DESIGNATION CONTROL LEVER STROKE mm Lift Arm Raise Position (STD/MF) Lift Arm Raise Detent Position (STD/MF) Lift Arm Lower Position (STD/MF) Lift Arm Lower Float Position (STD/MF) Bucket Lever Tilt Position (STD/MF) Bucket Lever Tilt Detent Position (STD/MF) Bucket Lever Dump Position (STD/MF) Steering Wheel Rotation (Right Max. to Left Max.) Forward/Reverse Lever (F/R) Accelerator Pedal Depressing Angle (without play) Brake Pedal (Right) Depressing Angle (without play) Inching Pedal (Left) Depressing Angle (without play) Steering Wheel Play Brake Pedal Play ELECTROLYTE DENSITY (Specification at 20 °C) 2 TIRE INFLATION kPa (kgf/cm , psi) Remarks Reference Page T4-4-13 34±5/63±10 54±5/80±10 34±5/63±10 54±5/80±10 34±5/63±10 54±5/80±10 54±5/80±10 3.5 to 4.0 50±5/50±5 18.0°±1.5 18.4°±1.0 17.4°±1.0 5 to 15 12 to 20 1.26 375 (3.83, 55) NOTE: STD: Standard Lever (Two-Lever) MF: Multi-Function Lever (Joystick Lever) T4-2-4 Allowable Limit: 1.16 - OPERATIONAL PERFORMANCE TEST / Standard PERFORMANCE TEST DESIGNATION PRIMARY PILOT PRESSURE 2 MPa (kgf/cm , psi) SECONDARY PILOT PRESSURE 2 MPa (kgf/cm , psi) Performance Standard 4.0+1.0-0.5 +10 (41 -5, 580+142-71) 3.7+0.5-0.3 +5 (38 -3, 538+73-64) Remarks Reference Page T4-5-1 T4-5-3 SOLENOID VALVE SET PRESSURE 2 MPa (kgf/cm , psi) Solenoid Valve Unit Set Pressure MAIN PUMP DELIVERY PRESSURE 2 MPa (kgf/cm , psi) Value indicated on Dr. ZX±0.2 (2, 28) 2.0+1.0-0.5 +10 (20 -5, 100+142-71) Value indicated on Dr. ZX In neutral, Value indicated on Dr. ZX T4-5-4 T4-5-6 T4-5-8 MAIN RELIEF VALVE PRESSURE 2 MPa (kgf/cm , psi) Lift Arm (Relief operation) Bucket (Relief operation) OVERLOAD RELIEF PRESSURE 2 MPa (kgf/cm , psi) Lift Arm Raise Bucket Roll-In Bucket Roll-Out MAIN PUMP FLOW RATE STEERING RELIEF PRESSURE (L/min) 2 MPa (kgf/cm , psi) SERVICE BRAKE PRESSURE 2 (Forward/Reverse) MPa (kgf/cm , psi) PARKING BRAKE PRESSURE 2 MPa (kgf/cm , psi) 27.4+2.0-0.5 (280+20-5, 3983+284-71) 27.4+2.0-0.5 (280+20-5, 3983+284-71) (Reference values at 50 L/min) 34.3+1.0-0 (350+10-0, 4987+142-0) 30.4+1.0-0 (310+10-0, 4420+142-0) 30.4+1.0-0 (310+10-0, 4420+142-0) +2.0 27.4 -0.5 (280+20-5, 3983+291-73) 4.18±0.85 (42.7±8.7, 608±124) 3.7+0.5-0.3 +5 (38 -3, 538+73-44) BRAKE ACCUMULATOR PRESSURE Value indicated on Dr. ZX Value indicated on Dr. ZX T4-5-14 Value indicated on Dr. ZX at Brake Pedal (Right) T4-5-16 T4-5-12 T4-5-22 T4-5-24 T4-5-26 2 MPa (kgf/cm , psi) Service Brake Parking Brake BRAKE WARNING PRESSURE 2 (Pressure-Decreasing) MPa (kgf/cm , psi) BRAKE WARNING PRESSURE 2 (Pressure-Increasing) MPa (kgf/cm , psi) TRANSMISSION CLUTCH PRESSURE 2 MPa (kgf/cm , psi) TORQUE CONVERTER PRESSURE 2 (Inlet/Outlet) MPa (kgf/cm , psi) 14.7±1.0 (150±10, 2137±145) 3.7+0.5-0.3 +5 (38 -3, 538+73-44) 8±0.5 (82±5, 1163±73) 10±0.5 (102±5, 1454±73) 2.2 to 2.4 (22 to 24, 320 to 349) 0.84 to 0.94 (8.6 to 9.6, 122 to 137)/ 0.32 to 0.42 (3.3 to 4.3, 47 to 61) T4-2-5 T4-5-28 T4-5-30 T4-5-32 T4-5-33 OPERATIONAL PERFORMANCE TEST / Standard • ZW250 The standard performance values are listed in the table below. Refer to the Group T4-3 or later for performance test procedures. Acceletor Pedal : Full Stroke Driving Mode Switch : H Mode Work Mode Switch : N Mode Hydraulic Oil Temperature : 50±5 °C (122±41 °F) The following switch positions shall be selected and the hydraulic oil temperature shall be maintained as indicated below as the preconditions of performance tests unless otherwise instructed in each performance test procedure: PERFORMANCE TEST DESIGNATION ENGINE SPEED (FAN SPEED min/max) min-1 Slow Idle Speed (without load) Fast Idle Speed (without load) Fast Idle Speed (with engine stalled) Fast Idle Speed (with engine stalled and relieved) ENGINE COMPRESSION PRESSURE 2 MPa (kgf/cm , psi) VALVE CLEARANCE (IN, EX) mm LUBRICANT CONSUMPTION (Rated output) mL/h DRIVE BELT BEND mm RADIATOR CAP OPENING PRESSURE 2 kPa (kgf/cm , psi) Performance Standard 840±25 2300/2290±25 2040/1960±50 1790/1770±50 3.04 (31.0, 442) 0.4 45 or less 6 to 8 49 (0.5, 7) T4-2-6 NOTE: 1 mm=0.03937 in Reference Remarks Page T4-3-1 Value indicated on Dr. ZX ↑ ↑ ↑ Engine speed: 200min-1 T4-3-3 With the engine cold Hour meter: 2000 hours or less T4-3-4 T4-3-7 T4-6-8 - OPERATIONAL PERFORMANCE TEST / Standard PERFORMANCE TEST DESIGNATION TRAVEL SPEED km/h First Gear (Forward/Reverse) Second Gear (Forward/Reverse) Third Gear (Forward/Reverse) Fourth (Forward/Reverse) SERVICE BRAKE CAPACITY m SERVICE BRAKE WEAR mm Brake Disc Brake Ring (t=15) Brake Ring (t=5) PARKING BRAKE CAPACITY mm/5 min PARKING BRAKE WEAR mm Brake Disc Brake Ring BUCKET STOPPER CLEARANCE mm BELL CRANK STOPPER CLEARANCE mm FRONT PIN WEAR mm (to new pin outer diameter) FRONT BUSHING WEAR mm (to new pin outer diameter) CLEARANCE BETWEEN FRONT PIN AND BUSHING mm BUCKET BUMP mm HYDRAULIC CYLINDER CYCLE TIME sec Lift Arm Raise Lift Arm Lower (Float) Bucket Roll-Out Steering (engine: neutral) Steering (engine: full) DIG FUNCTION DRIFT CHECK mm/15 min Lift Arm Cylinder Bucket Cylinder Bucket Bottom Performance Standard 7.1/7.1±0.7 12.3/12.3±1.2 21.9/21.9±2.2 34.5/34.5±3.5 5.0 or less Remarks Reference Page T4-4-1 Value indicated on Dr. ZX ↑ ↑ ↑ T4-4-2 T4-4-3 6.2 15.0 5.0 0 Allowable Limit: 5.3 Allowable Limit: 13.5 Allowable Limit: 4.5 2.2 2.4 0 Allowable Limit: 1.9 Allowable Limit: 2.2 T4-4-4 - T4-4-6 T4-4-6 2 - Allowable Limit: -1.0 - - Allowable Limit: -1.5 - 0.3 14 T4-4-11 T4-4-8 5.3±0.3 2.9±0.3 1.1±0.3 2.8±0.3 2.5±0.3 T4-4-10 45 or less 15 or less 150 or less T4-2-7 OPERATIONAL PERFORMANCE TEST / Standard PERFORMANCE TEST DESIGNATION Performance Standard CONTROL LEVER OPERATING FORCE N (kgf, lbf) Lift Arm Raise (STD/MF) Lift Arm Raise Detent (STD/MF) Lift Arm Raise Detent Release (STD/MF) Lift Arm Lower (STD/MF) Lift Arm Lower Float (STD/MF) Lift Arm Lower Float Release (STD/MF) Bucket Lever Tilt (STD/MF) Bucket Lever Tilt Detent (STD/MF) Bucket Lever Tilt Detent Release (STD/MF) Bucket Lever Dump (STD/MF) Steering Wheel (Right/Left) 11 (1.1, 2.5)/ 19 (1.9, 4.3) or less 17 (1.7, 3.8)/ 30 (3.1, 6.8) or less 40 (4.1, 9)/ 20(2.0, 4.5) or less 11 (1.1, 2.5)/ 19 (1.9, 4.3) or less 17 (1.7, 3.8)/ 30 (3.1, 6.8) or less 40 (4.1, 9)/ 20 (2.0, 4.5) or less 12 (1.2, 2.7)/ 22 (2.2, 5) or less 18 (1.8, 4)/ 33 (3.3, 7.4) or less 40 (4.1, 9)/ 20 (2.0, 4.5) or less 17(1.7, 3.8)/ 28 (2.9, 6.3) or less 17 (1.7, 3.8)/ 17 (1.7, 3.8) or less Forward/Reverse Lever 11.8+1-2 (1.2+0.1-0.2, 2.7+0.2-0.5)/ 11.8+1-2 (1.2+0.1-0.2, 2.7+0.2-0.5) Accelerator Pedal 25.0±3.5 (3. 6±0.4, 5.6±0.8) Brake Pedal Right 318+65-45 (32.4+6.6-4.6, 71.6+14.6-10.1) Inching Pedal Left 288+80-30 (29.4+8.2-3.1, 64.8+18-6.8) NOTE: STD: Standard Lever (Two-Lever) MF: Multi-Function Lever (Joystick Lever) T4-2-8 Remarks Reference Page T4-4-12 OPERATIONAL PERFORMANCE TEST / Standard Performance Standard PERFORMANCE TEST DESIGNATION CONTROL LEVER STROKE mm Lift Arm Raise Position (STD/MF) Lift Arm Raise Detent Position (STD/MF) Lift Arm Lower Position (STD/MF) Lift Arm Lower Float Position (STD/MF) Bucket Lever Tilt Position (STD/MF) Bucket Lever Tilt Detent Position (STD/MF) Bucket Lever Dump Position (STD/MF) Steering Wheel Rotation (Right Max. to Left Max.) Forward/Reverse Lever (F/R) Accelerator Pedal Depressing Angle (without play) Brake Pedal (Right) Depressing Angle (without play) Inching Pedal (Left) Depressing Angle (without play) Steering Wheel Play Brake Pedal Play ELECTROLYTE DENSITY (Specification at 20 °C) 2 TIRE INFLATION kPa (kgf/cm , psi) Remarks Reference Page T4-4-13 34±5/63±10 54±5/80±10 34±5/63±10 54±5/80±10 34±5/63±10 54±5/80±10 54±5/80±10 3.5 to 4.0 50±5/50±5 18.0°±1.5 18.4°±1.0 17.4°±1.0 5 to 15 12 to 20 1.26 375 (3.75, 47.3) NOTE: STD: Standard Lever (Two-Lever) MF: Multi-Function Lever (Joystick Lever) T4-2-9 Allowable Limit: 1.16 - OPERATIONAL PERFORMANCE TEST / Standard PERFORMANCE TEST DESIGNATION PRIMARY PILOT PRESSURE 2 MPa (kgf/cm , psi) SECONDARY PILOT PRESSURE 2 MPa (kgf/cm , psi) Performance Standard 4.0+1.0-0.5 +10 (41 -5, 580+142-71) 3.7+0.5-0.3 +5 (38 -3, 538+73-64) Remarks Reference Page T4-5-1 T4-5-3 SOLENOID VALVE SET PRESSURE 2 MPa (kgf/cm , psi) Solenoid Valve Unit Set Pressure MAIN PUMP DELIVERY PRESSURE 2 MPa (kgf/cm , psi) Value indicated on Dr. ZX±0.2 (2, 28) 2.0+1.0-0.5 +10 (20 -5, 100+142-71) Value indicated on Dr. ZX In neutral, Value indicated on Dr. ZX T4-5-4 T4-5-6 T4-5-8 MAIN RELIEF VALVE PRESSURE 2 MPa (kgf/cm , psi) Lift Arm (Relief operation) Bucket (Relief operation) OVERLOAD RELIEF PRESSURE 2 MPa (kgf/cm , psi) Lift Arm Raise Bucket Roll-In Bucket Roll-Out MAIN PUMP FLOW RATE STEERING RELIEF PRESSURE (L/min) 2 MPa (kgf/cm , psi) SERVICE BRAKE PRESSURE 2 (Forward/Reverse) MPa (kgf/cm , psi) PARKING BRAKE PRESSURE 2 MPa (kgf/cm , psi) 29.4+2.0-0.5 (300+20-5, 4274+284-71) 29.4+2.0-0.5 (300+20-5, 4274+284-71) (Reference values at 50 L/min) 36.8+1.0-0 (375+10-0, 5350+142-0) 32.5+1.0-0 (332+10-0, 4725+142-0) 32.5+1.0-0 (332+10-0, 4725+142-0) +2.0 29.4 -0.5 (300+20-5, 4274+291-73) 4.18±0.85 (42.7±8.7, 608±124) 3.7+0.5-0.3 +5 (38 -3, 538+73-44) BRAKE ACCUMULATOR PRESSURE Value indicated on Dr. ZX Value indicated on Dr. ZX T4-5-14 Value indicated on Dr. ZX at Brake Pedal (Right) T4-5-16 T4-5-12 T4-5-22 T4-5-24 T4-5-26 2 MPa (kgf/cm , psi) Service Brake Parking Brake BRAKE WARNING PRESSURE 2 (Pressure-Decreasing) MPa (kgf/cm , psi) BRAKE WARNING PRESSURE 2 (Pressure-Increasing) MPa (kgf/cm , psi) TRANSMISSION CLUTCH PRESSURE 2 MPa (kgf/cm , psi) TORQUE CONVERTER PRESSURE 2 (Inlet/Outlet) MPa (kgf/cm , psi) 14.7±1.0 (150±10, 2137±145) 3.7+0.5-0.3 +5 (38 -3, 538+73-44) 8±0.5 (82±5, 1163±73) 10±0.5 (102±5, 1454±73) 2.2 to 2.4 (22 to 24, 320 to 349) 0.94 to 1.04 (9.6 to 10.6, 137 to 151)/ 0.34 to 0.44 (3.5 to 4.5, 49 to 64) T4-2-10 T4-5-28 T4-5-30 T4-5-32 T4-5-33 OPERATIONAL PERFORMANCE TEST / Standard MAIN PUMP P-Q CURVE P-Q Control (Torque Control) (REFERENCE: Measured at Test Stand) • Rated Pump Speed: ZW220: 2170 min-1 (rpm) ZW250: 2240 min-1 (rpm) • Hydraulic Oil Temperature: 50±5 °C (122±41 °F) L/min A B C D Flow Rate Delivery Pressure MPa (kgf/cm2) ZW220 A B C D T4GB-04-02-001 ZW250 Delivery Pressure MPa (kgf/cm2, psi) Flow Rate L/min (gpm) Delivery Pressure MPa (kgf/cm2, psi) Flow Rate L/min (gpm) 4.9 (50, 712) 19.6 (200, 2849) 24.5 (250, 3562) 27.4 (280, 3983) 271±3 (72±0.8) 270±3 (71±0.8) 240±6 (63±1.6) 210±6 (55±1.6) 4.9 (50, 712) 19.6 (200, 2849) 25.5 (260, 3707) 29.4 (300, 4274) 291±3 (77±0.8) 290±3 (77±0.8) 275±6 (73±1.6) 225±6 (59±1.6) T4-2-11 OPERATIONAL PERFORMANCE TEST / Standard P-Q Control by Pump Control Pilot Pressure Signal (REFERENCE: Measured at Test Stand) • Rated Pump Speed: ZW220: 2170 min-1 (rpm) ZW250: 2240 min-1 (rpm) • Hydraulic Oil Temperature: 50±5 °C (122±41 °F) L/min A Flow Rate B C Pump Control Pressure MPa (kgf/cm2) T4GB-04-02-002 Pi1－Pi2 ZW220 A B C ZW250 Pump Control Pressure (Pi1－Pi2) MPa (kgf/cm2, psi) Flow Rate L/min (gpm) Pump Control Pressure (Pi1－Pi2) MPa (kgf/cm2, psi) Flow Rate L/min (gpm) 0.39+0.01-0 (4+0.1-0, 57+1.5-0) 1.47±0.05 (15±0.5, 214±7) 1.67+0.01-0 (17+0.1-0, 243+1.5-0) 271±3 (172±0.8) 80±2 (21±0.5) 36±3 (10±0.8) 0.49+0.01-0 (5+0.1-0, 71+1.5-0) 1.47±0.05 (15±0.5, 214±7) 1.67+0.01-0 (17+0.1-0, 243+1.5-0) 291±3 (77±0.8) 100±2 (26±0.5) 55±3 (15±0.8) T4-2-12 OPERATIONAL PERFORMANCE TEST / Standard SENSOR ACTIVATING RANGE 1. Checking Method • Hydraulic Oil Temperature: 50 ± 5 °C (122±41 °F) • Unless specified: Engine Speed Fast Idle Work Mode Switch N • Monitor each sensor by using Dr. ZX. 2. Sensor Activating Range • ZW220 Item Pump Delivery Pressure Implement Pressure Parking Brake Pressure Service Brake Pressure Specification MPa (kgf/cm2, psi) Neutral 1.2 to 2.6 (12 to 27, 174 to 378) Relieved 26.7 to 30.0 (272 to 306, 3882 to 4361) Neutral 1.2 to 2.6 (12 to 27, 174 to 378) Implement Lever: Relieved 26.7 to 30.0 (272 to 306, 3882 to 4361) Parking Brake Switch: ON 0 to 0.1 (0 to 1, 0 to 15) Parking Brake Switch: OFF 3.6 to 4.3 (37 to 44, 523 to 625) Brake Pedal: Neutral 0 to 0.1 (0 to 1, 0 to 15) Brake Pedal: Fully De- 3.3 to 5.0 (34 to 51, 480 to 727) pressed Operation • ZW250 Item Pump Delivery Pressure Implement Pressure Parking Brake Pressure Service Brake Pressure Specification MPa (kgf/cm2, psi) Neutral 1.2 to 2.6 (12 to 27, 174 to 378) Relieved 28.7 to 32.0 (293 to 327, 4172 to 4652) Neutral 1.2 to 2.6 (12 to 27, 174 to 378) Implement Lever: Relieved 28.7 to 32.0 (293 to 327, 4172 to 4652) Parking Brake Switch: ON 0 to 0.1 (0 to 1, 0 to 15) Parking Brake Switch: OFF 3.6 to 4.3 (37 to 44, 523 to 625) Brake Pedal: Neutral 0 to 0.1 (0 to 1, 0 to 15) Brake Pedal: Fully De- 3.3 to 5.0 (34 to 51, 480 to 727) pressed Operation T4-2-13 OPERATIONAL PERFORMANCE TEST / Standard (Blank) T4-2-14 OPERATIONAL PERFORMANCE TEST / Engine Test ENGINE SPEED Summary 1. Measure the engine speed by using the monitor unit or Dr. ZX. 2. Measure the engine speeds in each mode. NOTE: If the engine speed is not adjusted correctly, all other performance data will be unreliable. Consequently, measure the engine speed before performing all other tests in order to check that the engine speed meets specification. Preparation: 1. Select the monitor which is started on the service mode or Engine Actual Speed on the MC screen by Dr.ZX. 2. Warm up the machine until coolant temperature reaches 50 °C (122 °F) or more, hydraulic oil temperature is 50±5 °C (122±41 °F) and Transmission oil temperature is 85±5 °C (185±41 °F). M4GB-01-039 Measurement: 1. Measure the items as followings: slow idle with no load), fast idle (with no load), fast idle (when engine stalls) and fast idle (when engine stalls and is relieved). 2. When measuring, set the switch and test condition as shown in the table below in response to the engine speed to be measured. Forward/Reverse Lever Accelerator Pedal Travel Mode Switch Slow Idle N No depression M (with no load) Fast Idle Forward third/fourth gear Full depression M (with no load) Fast Idle N Full depression M (when engine stalls) Fast Idle (when engine stalls Forward third/fourth gear Full depression M and is relieved) T4-3-1 Work Mode Switch N N N N OPERATIONAL PERFORMANCE TEST / Engine Test Slow Idle (with no load) Fast Idle (with no load) Fast Idle (when engine stalls) Fast Idle (when engine stalls and is relieved) Clutch Cut Position Switch Brake Pedal Parking Brake Switch - - ON S Full depression ON OFF Full depression OFF Transporting position No control lever operation OFF Full depression OFF Transporting position Bucket is raised and relieved. Evaluation: Refer to Operational Performance Standard in Group T4-2. Remedy: Refer to Troubleshooting in Section T5. T4-3-2 Control Lever (Bucket) Transporting position No control lever operation Transporting position No control lever operation OPERATIONAL PERFORMANCE TEST / Engine Test ENGINE COMPRESSION PRESSURE Summary: 1. Measure compression pressure in the cylinders and check for a decline in engine power. 2. Check exhaust gas color. Keep track of engine oil consumption. 3. Check for abnormalities in the intake system, including the air filter. Preparation: 1. Confirm that valve clearances are correct. 2. Confirm that the batteries are charged properly. 3. Run the engine until the coolant temperature gauge reaches the operating range. 4. Remove all the glow plugs from each cylinder. ： 20 N⋅m (2.0 kgf⋅m, 14.8 lbf⋅ft) IMPORTANT: If disconnecting the connector of injector, fuel cannot be jetted. Therefore, ECM judges that the fuel system is faulty and the fault code is displayed. After measurement, delete the displayed fault code. 5. Disconnect the connector of injector which is installed to the lower head cover. 6. Install the negative terminal of battery. 7. Turn the starter. Exhaust foreign subjects from the cylinder. 8. Install a pressure gauge and an adaptor (Isuzu EN-46722) to the glow plug mounting part. (Sufficiently install them in order to prevent air leakage.) Injector Lower Head Cover Connector T1V7-04-03-002 Measurement: 1. Turn the starter and measure compression pressure of each cylinder. 2. Repeat the measurement three times and calculate the mean values. Evaluation: Refer to Operational Performance Standard in Group T4-2. Remedy: Refer to the engine shop manual. T4-3-3 T1V1-04-03-005 OPERATIONAL PERFORMANCE TEST / Engine Test VALVE CLEARANCE Terminal Nut Summary: 1. Perform the measurement when the engine is cold. 2. Before starting any work, clean the head cover mounting area and avoid contamination in the engine. Preparation: 1. Remove the head cover. 2. Remove the terminal nut which secures the harness to the injector. ： 2 N⋅m (0.2 kgf⋅m, 1.5 lbf⋅ft) 3. Remove the harness assembly from the injector. 4. Remove the leak off pipe. Harness ： 12 N⋅m (1.2 kgf⋅m, 8.9 lbf⋅ft) 5. Rotate the crank pulley. Align the top dead center (TDC) mark on crank pulley with the top mark located on timing gear case. Injector T1V1-04-03-008 NOTE: When rotating the crank pulley, remove the fan guard. Then, rotate the fan while holding the fan belt. If it is difficult to rotate, remove all glow plugs and release compression pressure. 6. Check if piston No.1 (or piston No.4) is now positioned at the TDC in the compression stroke. Leak Off Pipe NOTE: Move push rods for the intake and exhaust valves on the No.1 cylinder up and down by hand. If any clearances on the both ends of the push rods are found, piston No.1 is positioned at TDC in the compression stroke. (If the exhaust valve of cylinder No.1 is pushed down, piston No.4 is positioned at TDC in the compression stroke. T1V1-04-03-007 Top Mark Crank Pulley 7. Start measurement from the cylinder (No.1 or No.6) positioned at TDC in the compression stroke. TDC Mark T4-3-4 T1V7-04-03-001 OPERATIONAL PERFORMANCE TEST / Engine Test Measurement: 1. Insert a thickness gauge into the clearance between rocker arm and bridge cap end and measure the valve clearance. Adjusting Screw NOTE: The cylinders are aligned from No.1 to No.6 in that order, as viewed from the fan side. Injection Order: 1-5-3-6-2-4 2. When measurement is started from No.1 cylinder, perform the same measurement to all valves indicated with the mark “○” in the table below. (When measurement is started from No.6 cylinder, perform the measurement in the valves shown with mark “×”.) Cylinder No. Valve locations When the measurement is started from No.1 cylinder When the measurement is started from No.6 cylinder No.1 I E { { No.2 I E { × No.3 I E { × 3. Rotate the crankshaft 360°. Align the TDC mark with the pointer. Continue measurement of other valves in the same way. Bridge Cap T4GB-04-03-003 No.4 I E { × No.5 I E No.6 I E { × × × Rocker Arm Evaluation: Refer to Operational Performance Standard in Group T4-2. T4GB-04-03-004 T4-3-5 OPERATIONAL PERFORMANCE TEST / Engine Test Adjustment: If the measurement results are out of specification, adjust the valve clearance in the same order of measurement. Adjusting Screw Rocker Arm IMPORTANT: Touch the bridge to the end of valve heads (2 used) horizontally and adjust the valve clearance carefully. 1. Loosen the lock nuts (12 used) and adjusting screws (12 used), which secure the bridge and rocker arm. 2. Insert a thickness gauge into the clearance between rocker arm and bridge cap. 3. Tighten the adjusting screw of rocker arm until condition for the thickness gauge is proper. 4. Tighten the lock nut of rocker arm. : 22 N⋅m (2.2 kgf⋅m, 16.2 lbf⋅ft) 5. Tighten the adjusting screw of bridge until the bridge comes in contact with the valve head. 6. Tighten the lock nut of bridge. : 22 N⋅m (2.2 kgf⋅m, 16.2 lbf⋅ft) 7. Check the valve clearance after the lock nuts are tightened. T1V1-04-03-002 Lock Nut Bridge Bridge Cap T1V1-04-03-003 Valve Head T4-3-6 Bridge OPERATIONAL PERFORMANCE TEST / Engine Test LUBRICANT CONSUMPTION Measuring Method 1. Place the machine on level firm ground and leave the machine for at least one hour in order to let the lubricant lower to the oil pan when the engine stops. At this time, confirm that the machine is level by using a leveler. 2. Record read-out A (unit: hour) of the hour meter. 3. Replenish the lubricant up to the high-level gauge. 4. Operate the machine for at least 100 hours or until the oil level lowers to the low-level gauge. IMPORTANT: Keep the machine-leaving time in Step 1 above. 5. Place the machine on level firm ground and leave the machine for at least one hour in order to let the lubricant lower to the oil pan when the engine stops. At this time, confirm that the machine is level by using a leveler. 6. Record read-out B (unit: hour) of the hour meter. 7. Replenish the lubricant up to the high-level gauge while measuring the oil-replenishing volume C. NOTE: When measuring, use a high-precision measuring cylinder or the like. 8. Determine lubricant consumption from the following equation: Oil replenishing volume (C) [mL] / Operating hours (B-A) [hr] Evaluation: Refer to Operational Performance Standard in Group T4-2. T4-3-7 OPERATIONAL PERFORMANCE TEST / Engine Test (Blank) T4-3-8 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test TRAVEL SPEED 6. Convert the measurement value to be expressed in km/h. Measurement value (seconds) = S (sec) Converted value (hourly speed) = A (km/h) Summary: 1. The overall performance of the travel drive system (torque converter through transmission) is judged by measuring the time necessary for traveling 50 m (164 ft). A= Preparation: 1. Adjust air pressure of the tires evenly in advance. Air pressure:375 kPa (3.83 kgf/cm2, 55 psi) 2. On a firm level and uniform supporting surface, prepare a 50 m (164 ft) straight travel course, and 70 m (230 ft) forward and backward runways. (For measurement at Speed 4, a forward runway of 300 m (984 ft) is needed.) 3. Empty the bucket, and hold the lift arm afloat 0.4 to 0.5 m (1 ft 4 in to 1 ft 8 in) above the ground. 4. Keep the hydraulic oil temperature at 50±5 °C (122±41 °F). Warm the axle oil satisfactorily by repeating travel and brake operations. Make a warm up operation so that the indicators of the engine water temperature monitor and the torque converter oil temperature monitor rise above the horizontal positions. 50 × 600 S × 1000 Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to the Trouble Shooting in Section T5. 0.4 to 0.5 m (1’4” to 1’8”) Ending Point Travel Course Runway Starting Point T4GB-04-04-001 Measurement CAUTION: Avoid measurement at reverse for fear of dangers involved. 1. Make measurement for each mode (Speeds 1 to 4). 2. Select the switches as follows. Parking Brake Accelerator Shift Switch Switch Pedal Speed 1 Speed 1 OFF Full depression Speed 2 Speed 2 OFF Full depression Speed 3 Speed 3 OFF Full depression Speed 4 Speed 4 OFF Full depression 3. Put the forward-reverse lever at the F (Forward) position. From the runway, travel by depression the accelerator pedal to the stroke end. 4. Measure the travel speed (sec) of each travel mode. 5. Make measurement three times, and determine the measurement value by obtaining their mean values. T4-4-1 Travel Mode Switch H H H H Work Mode Switch N N N N OPERATIONAL PERFORMANCE TEST / Wheel Loader Test SERVICE BRAKE FUNCTION CHECK Summary: 1. The overall performance of the service brake is judged. 2. The braking capability of the brake is an item of safety control. Be sure to conduct the performance test. Preparation: 1. Adjust air pressure of the tires evenly in advance. Air pressure: 375 kPa (3.83 kgf/cm2, 55 psi) 2. On a paved dry road, prepare a 100 m (328 ft) straight travel course (a 50 m (164 ft) of runway and a 50 m (164 ft) of measurement road), and set the brake starting point. 3. Empty the bucket, and hold the lift arm afloat 0.4 to 0.5 m (1 ft 4 in to 1 ft 8 in) above the ground. 4. Keep the hydraulic oil temperature at 50±5 °C (122±41 °F). Warm the axle oil satisfactorily by repeating travel and brake operations. Make a warm up operation so that the indicators of the engine water temperature monitor and the torque converter oil temperature monitor rise above the horizontal positions. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to the Trouble Shooting in Section T5. 0.4 to 0.5 m (1’4” to 1’8”) Stopping Distance Stopping Point Brake Starting Point T4GB-04-04-002 Measurement CAUTION: Avoid measurement at reverse for fear of dangers involved. (Forward-reverse lever: F) 1. Make measurement for high-speed mode. 2. Select the switches as follows. Shift Switch Parking Brake Switch Speed 4 OFF Accelerator Pedal Full depression 3. Put the forward-reverse lever at the F (Forward) position. From the runway, travel at 20 km/h (12 mph) by depression the accelerator pedal to the stroke end. 4. Depression the brake at the brake starting point, and completely stop the vehicle. (Right Service Brake Pedal) 5. Measure the distance from the brake starting point to the point where the front tire is contacting. 6. Make measurement three times, and determine the measurement value by obtaining their mean values. T4-4-2 Travel Mode Switch Work Mode Switch Clutch Cut Position Switch H N OFF OPERATIONAL PERFORMANCE TEST / Wheel Loader Test SERVICE BRAKE WEAR AMOUNT 1 Summary: The extent of wear of the brake disc at the service brake of the axle is judged by the wear gauge. Preparation: 1. Clean the inspection plug (1) of the axle, and loosen it. 2. In the case of the rear axle, the inspection plug (1) is located below the center line of the differential, so loosen the inspection plug (1) after draining the axle oil. T4GB-04-04-004 2 Measurement: 1. Operate the service brake by depression the brake pedal. 2. Insert the wear gauge (2) into the inspection port until it contacts the brake disc (6) between the brake ring (3) and the brake ring (4). Inspection Port T4GB-04-04-005 Evaluation: 1. In case the wear gauge (2) has entered between the brake rings (3 and 4), and the model scale of the wear gauge (2) and the housing face (5) have coincided, the wear amount of the brake disc (6) is not reached the maximum allowable limit of use. In case the wear gauge (2) has not entered between the brake rings (3 and 4), and the model scale is sticking above the housing face (5), the brake disc (6) is worn in excess of the maximum allowable limit of use. 2. In the method above, in case the maximum allowable limit of use has not reached, or in case the service brake portion has been assembled, refer to the Performance Standard Table in Group T4-2. Distance between Housing Face (5) and Brake Disc (6) Model Dimensions (L) mm ZW220 52 ZW250 54 T4-4-3 5 2 L 6 3 4 T4GB-04-04-006 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test PARKING BRAKE FUNCTION CHECK Summary: 1. The function of the parking brake on a determined slope is measured. 2. The braking capability of the brake is an item of safety control. Be sure to conduct the performance test. Preparation: 1. Make measurement on a plane slope of 11.31 ° (20 %). 2. Empty the bucket, and hold the lift arm afloat 0.4 to 0.5 m (1’4” to 1’8”) above the ground. 3. Keep the hydraulic oil temperature at 50±5 °C (122±41 °F). 4. Warm the axle oil satisfactorily by repeating travel and brake operations. Make a warm up operation so that the indicators of the engine water temperature monitor and the torque converter oil temperature monitor rise above the horizontal positions. 0.4 to 0.5 m (1’4” to 1’8”) 11.31° (20%) T4GB-04-04-003 Measurement: 1. Travel up the slope, and put the parking brake switch at the P position. 2. Stop the engine. 3. After the body has stopped, put a mark (white line) on the tire and the ground surface respectively. 4. After Five minutes have passed, measure the amount of movement of the white line of the tire from that of the ground surface. 5. Make measurement three times, and determine the measurement value by obtaining their mean values. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4-4-4 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test (Blank) T4-4-5 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test BUCKET STOPPER AND BELL CRANK CLEARANCE Summary; Wear and deformation conditions of the bucket stopper (dump end and crowd end) and the clearance between the bell crank stopper and the cross tube are measured. Preparation: Stop the vehicle on a plane road surface, and operate the parking brake. Bucket Dump Stopper Bell Crank Stopper Measurement: 1. Bucket dump stopper 1-1. Raise the lift arm to the highest lifting position, and stop the engine. 1-2. At stop of the engine, dump calmly until the buket contacts the dump stopper. At this time, measure the Strokes (A and B) of the bucket cylinder and the lift arm and the dump angle (C) of the bucket. In addition, measure the clearance between the bell crank stopper and the cross tube. 1-3. At the same time, make measurement of the contact conditions of the bucket dump stoppers (left and right). 2. Bucket crowd stopper 1-1. Raise the lift arm until the lift arm cylinder stroke (E) becomes the length of the standard dimension. 1-2. Set the engine at idling speed, and make crowding operation until the bucket calmly contacts the bucket crowd stopper. 1-3. At this time, measure the strokes (D and E) of the bucket cylinder and the lift arm cylinder and the crowd angle (F) of the bucket. In addition, measure the height (G) from the ground to the bucket lowest portion. 1-4. Also measure the contact conditions of the bucket crowd stoppers (left and right). T4GB-04-04-008 Bucket Crowd Stopper T4GB-04-04-010 T4-4-6 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test Evaluation: 1. Bucket Dumper Stopper 1-1. Cylinder Stroke Strokes A and B Bucket Cylinder Lift Arm Cylinder Model A (mm) B (mm) ZW220 362±1.5 1120±2 ZW250 373±1.5 1180±2 2. Bucket Crowd Stopper 2-1. Cylinder Strokes D and E Bucket Cylinder Model D (mm) ZW220 690 ZW250 719 1-2. Bucket Dump Angle C Model C (°) ZW220 50±2 ZW250 50±2 2-2. Bucket Crowd Angle (F) Model F (°) ZW220 50 ZW250 50 1-3. Clearance between Bell Crank Stopper and Cross Tube Clearance between Bell Crank Model Stopper and Cross Tube (mm) Standard 2.0 ZW220 Limit Standard 2.0 ZW250 2-3. Height from Ground to Bucket Lowest Portion (G) Model G (mm) ZW220 450 ZW250 425 Limit 1-4. Clearance between Bucket Dump Stopper and Lift Arm Clearance at Longitudinal and Unsymmetrical Lateral Clearance Model Contact of a Stopper (mm) (mm) Standard 0 0 ZW220 Limit 0.5 1.0 Standard 0 0 ZW250 Limit 0.5 1.0 2-4. Clearance between Bucket Dump Stopper and Lift Arm Clearance at Longitudinal and Unsymmetrical Lateral Clearance Model Contact of a Stopper (mm) (mm) Standard 0 0 ZW220 Limit 0.5 1.0 Standard 0 0 ZW250 Limit 0.5 1.0 Clearance at Unsymmetrical Contact Clearance Limit Left Clearance at Unsymmetrical Contact Right Longitudinal and Lateral Clearance of a Stopper Clearance Limit Left Lift Arm Cylinder E (mm) 360 371 Clearance Limit Right Left Right T4GB-04-04-009 Longitudinal and Lateral Clearance of a Stopper Clearance Limit Left Right T4GB-04-04-009 T4-4-7 NOTE: Standard dimensions indicate those of a new tire at the designated air pressure. OPERATIONAL PERFORMANCE TEST / Wheel Loader Test HYDRAULIC CYLINDER CYCLE TIME Lift Arm Cylinder: Summary: 1. The overall performance of the cylinders drive system (main pump through each cylinder) is judged by measuring the operating time of the cylinders for the lift arm, bucket, and steeering. 2. The bucket is made empty in advance. (for Lifting) Preparation: 1. Measurement is made for the following positions. 1-1. Measurement of Lift Arm Cylinder (for Liftig) Fully crowd the bucket, and lower the lift arm. 1-2. Measurement of Lift Arm Cylinder (for Lowering) Lower the lift arm until the bucket bottom face touches the ground horizontally. 1-3. Measurement of Bucket Cylinder Lift the lift arm to the highest position. 1-4. Measurement of Steering Cylinder Empty the bucket, and take the travel forward position. T4GB-04-04-016 (for Lowering) 2. Keep the hydraulic oil temperature at 50±5 °C (122±41 °F). CAUTION: Select ground filled with sand or something so that the bucket contacts the ground with buffer. T487-04-03-005 Bucket Cylinder: T487-04-03-006 Travel Position 0.4 to 0.5 m (1’4” to 1’8”) M4GB-04-001 T4-4-8 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test Measurement: 1. Select the pedal, switches, and forward-reverse lever as follows. Parking Brake Accelerator Pedal Switch Lift Arm Full Stroke ON (for Lifting) (Engine Maximum Speed) Lift Arm Neutral ON (for Lowering) (Engine Minimum Speed) Full Stroke Bucket ON (Engine Maximum Speed) Neutral Steering OFF (Engine Minimum Speed) Full Stroke Steering OFF (Engine Maximum Speed) 2. Make measurement operation as follows. (including the buffer range) 2-1. Measurement of Lift Arm Cylinder (for Lifting) Operate the lift arm lever to the stroke end, and measure the time of movement of the lift arm from the lowest position to the highest position. 2-2. Measurement of Lift Arm Cylinder (for Lowering) Lower the bucket to the ground in the horizontal position, and lift the lift arm to the highest position. Keep the lift arm lever at the afloat position, and measure the time of movement of the bucket reaching the ground. 2-3. Measurement of Bucket Cylinder Operate the bucket lever to the stroke end, and measure the time of movement of the bucket from the full crowd position to the full dump position. 2-4. Measurement of Steering Cylinder Operate the steering wheel to the stroke end, and measure the time of movement of the steering wheel from the right to the left end, and from the left to the right end. CAUTION: Before measurement, confimr that there are no human beings or obstacles in the steering range. 3. Make measurement three times, and determine the measurement value by obtaining their mean values. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to the Trouble Shooting in Section T5. T4-4-9 Forward-reverse Lever Work Mode Switch N N N N N N N N N N OPERATIONAL PERFORMANCE TEST / Wheel Loader Test CYLINDER DRIFT CHECK Summary: 1. Internal leakage of the lift arm, bucket cylinders, and control valves when the buket is loaded with load equivalent to the standard load is judged by the settlement (shrinkage) of the cylinder rod. 2. Measurement is made in the standard front condition (standard bucket). 3. In case measurement is made immediately after the cylinder replacement, conduct air venting of the cylinder before measurement by operating the cylinders slowly to the stroke ends several times. Preparation: 1. Load the bucket with weight or sand equivalent to the standard load ZW220: 5085 kg (11210 lb) ZW250: 5600 kg (12346 lb) 2. In the front position, extend the lift arm to the maximum reach, and hold the bucket at an agle of about 5° declined forward from full crowding. Bucket Cylinder CAUTION: Never allow any personnel to be under the bucket. 1. Keep the hydraulic oil temperature at 50±5 °C (122±41 °F). Measurement of Settlement Lift Arm Cylinder Measurement: 1. Stop the engine. 2. After 15 minutes have passed, measure the shrinkage of the lift arm cylinder, shrinkage of the bucket cylinder, and the settlement of the bucket bottom respectively. 3. Make measurement three times, and determine the measurement value by obtaining their mean values. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4GB-04-04-014 B A T4GB-04-04-015 Remedy: Refer to the Trouble Shooting in Section T5. T4-4-10 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test BUCKET LEVELNESS Summary: Left and right inclinations of the bucket are checked in order to prevent uneven wear of the cutting edge of the bucket. Preparation: 1. Place the unloaded base machine on a horizontal bed on rhe ground. (In case a bed is not available, place it on a horizontal flat concrete on the ground. Deal with the measurement values as guide lines.) 2. Adjust the tire air pressure to the designated value. 3. Have the bucket bottom contact the ground horizontally. Cutting Edge Measurement: 1. Have the bucket bottom float slightly above the bed. 2. Measure the vertical distance from the bed and the bottom face of the cutting edge on the left and right ends, and confirm the difference. 3. Make measurement three times, and determine the measurement value by obtaining their mean values. CAUTION: Never put hands, feet, and measuring instruments under the bucket. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4-4-11 T4GB-04-04-011 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test CONTROL LEVER OPERATING FORCE Summary 1. Operating conditions of the levers, pedals, and steering wheel are confirmed, and their operating force are measured. 2. Maximum operating force of the levers, pedals, and steering wheel are measured. 3. Measurement of each of the operating levers is made at the center of the grip. Measurement of each of the pedals is made at 150 mm (6 in) from the pedal support. Travel Position Preparation: 1. In the front position, empty the bucket in advance. 2. Keep the hydraulic oil temperature at 50±5 °C (122±41 °F). Measurement 1. Make measurement for each of the operating levers, pedals, and steering wheel. 2. Select the pedal, switches, and forward-reverse lever as follows. Parking Forward-reverse Accelerator Pedal Brake Switch Lever Neutral (Engine Minimum ON N Speed) 0.4 to 0.5 m (1’4” to 1’8”) M4GB-04-001 CAUTION: Before measurement, confimr that there are no human beings or obstacles in the steering range. 3. Apply a spring balance scale (tension type) to each of the lift arm, bucket, and froward-reverse lever, and measure their maximum operating efforts by operating them to the stroke end. 4. In the case of the pedals, apply a spring balance scale (compression type) or a load cell to them, and measure their operating efforts when they are stepped slightly. 5. For the steering wheel, apply a spring balance scale (tension type) to the knob, and measure the maximum operating effort when it is moved. 6. Make measurement three times, and determine the measurement value by obtaining their mean values. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4-4-12 T4GB-04-04-013 Knob M4GB-01-004 Brake Pedal Accelerator Pedal OPERATIONAL PERFORMANCE TEST / Wheel Loader Test CONTROL LEVER STROKE Summary: 1. Plays and operating conditions of operating levers, pedals, and steering wheel are confirmed, and their strokes are measured. 2. Measurement of each of the operating levers is made at the tip of the grip. Measurement of each of the pedals is made at the top of the pedal. 3. In the case of existence of play at neutral, make measurement by dividing it on both sides evenly. Preparation: 1. Keep the hydraulic oil temperature at 50±5 °C (122±40 °F). Measurement: 1. Measurement of Operating Lever 1-1. Have the bucket bottom contact the ground. 1-2. Stop the engine. 1-3. Measure the stroke from the neutral position to the stroke end of each of the lift arm, bucket, and forward-reverse operating levers at the top center of the grip. 2. Measurement of Pedal 2-1. Have the bucket contact the ground. 2-2. Stop the engine. 2-3. Measure the stroke from the neutral position to the stroke end of the pedal at the top of the pedal. 3. Measurement of Steering Wheel 3-1. Start the engine. (Low idling) 3-2. Have the bucket float slightly above the ground. 3-3. Measure the number of times of rotation required for reaching the left stroke end from the right, and vice versa of the steering wheel. 4. make measurement corresponding to a straight line. 5. Make measurement three times, and determine the measurement value by obtaining their mean values. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4-4-13 OPERATIONAL PERFORMANCE TEST / Wheel Loader Test (Blank) T4-4-14 OPERATIONAL PERFORMANCE TEST / Component Test PRIMARY PILOT PRESSURE (Including Brake Circuit) CAUTION: If air is mixed in the brake system, the brake function is reduced, and serious hazard may occur. Bleed air from the brake system after removing and installing the pipe lines and replacing hydraulic oil. Refer to Troubleshooting B in Group T5-6. IMPORTANT: Primary pilot pressure circuit shuts off a circuit connecting to pilot relief valve if pressure in the accumulator is insufficient, and delivers primary pilot pressure to accumulator circuit. At this time, primary pilot pressure reaches 15 MPa (153 kgf/cm2, 2180 psi) or high, so use a pressure gauge capable of measuring 15 MPa (153 kgf/cm2, 2180 psi) or higher. Hose (3/4-16UNF) Preparation: 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Remove the hose end from the pilot filter inlet or outlet port. Install adapter (13/16-16UNF), nipple, pressure gauge and coupling. : 22 mm, 24 mm, 27 mm Pilot Filter T4GB-04-05-001 4. Start the engine. Check for any oil leaks at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). Measurement: 1. Set engine speed at fast idle. Depress the accelerator pedal fully. 2. Measure pilot pressure without load by using a pressure gauge. 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. NOTE: When pressure in the service brake accumulator is reduced during measurement of primary pilot pressure, the measured valve is increased to 15 MPa (153 kgf/cm2, 2180 psi) for several seconds. T4-5-1 T1F3-04-05-001 OPERATIONAL PERFORMANCE TEST / Component Test Primary Pilot Pressure Adjustment Procedure Adjustment: Adjust the relief valve set-pressure in charging block as necessary. 1. Remove plug (1) from the relief valve. : 30 mm 2. Remove shim (2) from the relief valve. 3. Install the estimated number of shim (2). 4. Install shim (2) to the relief valve. Tighten plug (1). : 98.0±9.8 N⋅m (960±95 kgf⋅m, 710±71 lbf⋅ft) Charging Block M4GB-07-100 5. Check the set-relief pressure. Charging Block NOTE: Standard Change in Pressure (Reference) Set the thickness of shims at less than 1.5 mm. Shim Thickness Change in Pressure (mm) kPa (kgf/cm2) (psi) 0.2 61.8 (0.63) (9) 0.4 124.6 (1.27) (18) 0.8 249.2 (2.54) (36) 1 X X T4GB-04-05-002 Section X-X 1 T4GB-04-05-003 2 T4-5-2 OPERATIONAL PERFORMANCE TEST / Component Test SECONDARY PILOT PRESSURE Preparation: 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Measure pressure at the location between pilot valve and main valve. Remove the pilot hose to be measured. Install the hose (9/16-18UNF length: approx. 400 mm) to the signal control valve side. Install a tee and a pressure gauge between the hoses. : 17 mm, 19 mm, 22 mm Pilot Valve 4. Start the engine. Check for any oil leaks at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). Measurement: 1. Set engine speed at fast idle. Depress the accelerator pedal fully. 2. Measure pilot pressure by using a pressure gauge with the corresponding control lever operated full stroke. 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to Troubleshooting in Section T5. T4-5-3 Pilot Hose Signal Control Valve Pressure Gauge Tee T4GB-04-05-004 OPERATIONAL PERFORMANCE TEST / Component Test SOLENOID VALVE SET PRESSURE Measure solenoid valve set pressure by using both Dr. ZX and the pressure gauge. Preparation: 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Remove the line from port X in the charging block. Install a tee, a hose and adapter (ST 6461). Install pressure gauge (ST 6942). : 17 mm, 19 mm, 22 mm Install Dr. ZX and select the monitoring function. 4. Start the engine. Check for any oil leaks at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). Charging Block Solenoid Valve Measurement: 1. Set engine speed at fast idle. 2. Measure without depressing the accelerator pedal. Measure with the accelerator pedal fully depressed. 3. Read the values on both Dr. ZX and the pressure gauge. 4. Repeat the measurement three times and calculate the average values. Port X T4GB-04-05-005 Pressure Gauge Evaluation: Refer to the performance Standard Table in Group T4-2. To Port X T4GB-04-05-006 Hose T4-5-4 Tee Adapter OPERATIONAL PERFORMANCE TEST / Component Test Solenoid Valve Set Pressure Adjustment Procedure IMPORTANT: O-ring on the threads may come off the sealing surface and oil leak may occur. Do not loosen and tighten the adjusting screw excessively. Do not loosen the adjusting screw more than 1.2 turns. Do not tighten the adjusting screw more than 2 turns. 1. Loosen lock nut (1). Turn adjusting screw (2) and adjust set pressure of the solenoid valve. 2. Retighten lock nut (1). : 18 mm : 19.6 N⋅m (2 kgf⋅m, 14 lbf⋅ft) : 6 mm 1 2 T4GB-04-05-007 Charging Block 3. Check the set pressure of solenoid valve. NOTE: Standard Change in Pressure (Reference) Adjusting Screw 1/4 1/2 3/4 1 Turns kPa 39.2 80.4 120 160 Change in (kgf/cm2) (0.4) (0.82) (1.22) (1.63) Pressure (psi) (6) (12) (17) (23) T4GB-04-05-002 2 Pressure Increase Pressure Decrease W107-02-05-129 T4-5-5 OPERATIONAL PERFORMANCE TEST / Component Test MAIN PUMP DELIVERY PRESSURE The main pump delivery pressure can also be measured by using Dr. ZX. Summary: Measure the main pump delivery pressure in order to check performance of the main pump. Pressure Gauge Preparation: 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Remove the plug from the main pump delivery port. Install an adapter, a hose and a pressure gauge. : 6 mm (If Dr. ZX is used, install Dr. ZX and select the controller function diagnosing.) 4. Start the engine. Check for any leaks at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). Measurement: 1. Set engine speed at fast idle. Depress the accelerator pedal fully. 2. Measure pressure without load (with the control levers in neutral). 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to Troubleshooting in Section T5. T4-5-6 Pressure Check Port T4GB-04-05-008 Adapter OPERATIONAL PERFORMANCE TEST / Component Test (Blank) T4-5-7 OPERATIONAL PERFORMANCE TEST / Component Test MAIN RELIEF PRESSURE The main relief pressure can also be measured by using Dr. ZX. Summary: Measure the main relief valve set pressure at the main pump delivery port in order to check performance of the main relief valve. Preparation: 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Remove the plug from the main pump delivery port. Install an adapter, a hose and a pressure gauge. : 6 mm (If Dr. ZX is used, install Dr. ZX and select the controller function diagnosing.) 4. Start the engine. Check for any oil leaks at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). Measurement: 1. Set engine speed at fast idle. Depress the accelerator pedal fully. 2. Slowly operate the lift arm or bucket control levers to the stroke end (extend or retract) and relieve each function. 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4-5-8 Pressure Gauge Pressure Check Port T4GB-04-05-008 Adapter OPERATIONAL PERFORMANCE TEST / Component Test Main Relief Valve Pressure Adjustment Procedure •ZW220 1. Secure lock nut (1). Remove nut (3). : 17 mm 2. Secure adjusting screw (2). Loosen lock nut (1). : 17 mm 3. Turn adjusting screw (2) and adjust the relief pressure to the specification. 4. Secure adjusting screw (2). Tighten lock nut (1). : 19.5 N⋅m (2 kgf⋅m, 14 lbf⋅ft) 5. Secure lock nut (1). Tighten nut (3). 6. Check the relief set pressure. T4GB-04-05-009 NOTE: Standard Change in Pressure (Reference) Adjusting Screw 1/4 1/2 3/4 1 Turns MPa 2.79 5.59 8.36 11.2 Change in (kgf/cm2) (28.5) (57) (85.2) (114) Pressure (psi) (406) (813) (1215) (1628) 3 1 2 T4GB-04-05-010 2 Pressure Increase Pressure Decrease T105-06-05-002 T4-5-9 OPERATIONAL PERFORMANCE TEST / Component Test •ZW250 1. Loosen lock nut (1). : 17 mm 2. Turn adjusting screw (2) and adjust the relief pressure to the specification. : 6 mm 3. Tighten lock nut (1). : 29.4 N⋅m (3 kgf⋅m, 22 lbf⋅ft) 4. Check the relief set pressure. 1 2 T4GB-04-05-011 NOTE: Standard Change in Pressure (Reference) Adjusting Screw 1/4 1/2 3/4 1 Turns Change in Pressure MPa (kgf/cm2) (psi) 4.5 (46) (654) 8.9 (91) (1294) 13.4 (137) (1948) 17.8 (182) (2588) 2 Pressure Increase Pressure Decrease W107-02-05-129 T4-5-10 OPERATIONAL PERFORMANCE TEST / Component Test (Blank) T4-5-11 OPERATIONAL PERFORMANCE TEST / Component Test STEERING RELIEF PRESSURE The steering relief pressure can also be measured by using Dr. ZX. Pressure Gauge Summary: Measure the steering relief valve set pressure at the main pump delivery port in order to check performance of the steering relief valve. Preparation: 1. Stop the engine. 2. Pusht the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Remove the plug from the main pump delivery port. Install an adapter, a hose and a pressure gauge. : 6 mm (If Dr.ZX is used, install Dr.ZX and select the controller function diagnosing.) 4. Start the engine. Check for any oil leaks at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). Measurement: 1. Set engine speed at fast idle. Depress the accelerator pedal fully. 2. Install the articulation lock bar. Slowly operate the steering handle and relieve the steering. 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4-5-12 Pressure Check Port Adapter T4GB-04-05-008 OPERATIONAL PERFORMANCE TEST / Component Test Steering Relief Valve Pressure Adjustment Procedure 1. Secure lock nut (1). Remove nut (3). : 24 mm 2. Secure adjusting screw (2). Loosen lock nut (1). : 24 mm 3. Turn adjusting screw (2) and adjust the relief pressure to the specification. 4. Secure adjusting screw (2). Tighten lock nut (1). : 37 N⋅m(3.8 kgf⋅m, 27 lbf⋅ft) 5. Secure lock nut (1). Tighten nut (3). : 37 N⋅m(3.8 kgf⋅m, 27 lbf⋅ft) 6. Check the relief set pressure. Steering Relief Valve T4GB-04-05-012 3 1 NOTE: Standard Change in Pressure (Reference) Adjusting Screw 1/4 1/2 3/4 1 Turns Change in Pressure MPa (kgf/cm2) (psi) 3.8 (39) (552) 7.5 (77) (1050) 11.3 (155) (1643) 15.0 (153) (2181) 2 T4GB-04-05-013 2 Pressure Increase Pressure Decrease T105-06-05-002 T4-5-13 OPERATIONAL PERFORMANCE TEST / Component Test OVERLOAD PRESSURE RELIEF VALVE SET Summary: 1. The circuit pressure must be increased by applying an external force while blocking the return circuit from the control valve. This measuring method is hazardous and the results obtained with this method are unreliable. 2. The oil flow rate used to set the overload relief pressure is far less than that used to set the main relief pressure. Therefore, measuring the overload pressure in the main circuit by increasing the main relief set-pressure more than the overload valve set-pressure is not a proper method. In addition, in case a main relief valve designed to leak a small quantity of oil before reliving is used, its pre-leaking start pressure must be increased more than the overload relief valve set-pressure. However, the pre-leaking start pressure is not always increased more than the overload relief valve set-pressure as the adjustable upper limit of the main relief valve set-pressure is provided. Accordingly, the overload relief valve assembly should be removed from the machine and checked on a specified test stand at a correct oil flow rate. Some overload relief valves come in contact with the control valve body to block the oil passage. When this type of overload relief valve is checked, the control valve body must be precisely finished as the test unit. Provide one control valve other than that on the machine as a test kit. 4. Install Dr. ZX and select the monitoring function. Start the engine. Check for any oil leaks at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). Measurement: 1. Set engine speed at fast idle. Depress the accelerator pedal fully. 2. Slowly operate the control levers (lift arm or bucket) corresponding to the overload relief valve to be measured to the stroke ends (extend and retract) and relieve each function. 3. Read the pressures on the pressure gauge at this time. 4. Repeat the measurement three times and calculate the average values. Evaluation: Performance of the overload relief valves are normal if the measured main relief pressures are within the specified value range. Refer to the Performance Standard Table in Group T4-2. Pressure Gauge 3. If the overload relief valve performance must be checked on the machine, however, measure the main relief pressure while releasing each front function respective to the measuring overload relief valve. And, assume that the overload relief valve is functioning correctly if the obtained main relief pressure is within the specified value range. Measure the main pressure of the front functions by using Dr. ZX. Preparation: 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Remove the plug from the main pump delivery port. Install an adapter, a hose and a pressure gauge. : 6 mm T4-5-14 Pressure Check Port Adapter T4GB-04-05-008 OPERATIONAL PERFORMANCE TEST / Component Test Overload Relief Procedure Valve Pressure Adjusting NOTE: In principle, adjust the overload relief valve pressure on a test stand. Adjust the pressure setting of the overload relief valve with adjusting screw (2) after loosening lock nut (1). 1 1. Loosen lock nut (1). : 17 mm 2. Turn adjusting screw (2) and adjust the pressure. : 6 mm 3. Tighten lock nut (1). : 17 mm : 29.5 N⋅m (3.0 kgf⋅m, 22 lbf⋅ft) 2 W107-02-05-128 4. Check the set pressure. NOTE: Standard Change in Pressure (Reference) Adjusting Screw 1/4 1/2 3/4 1 Turns MPa 5.2 10.6 15.9 21.1 Change in (kgf/cm2) (54) (108) (162) (216) Pressure (psi) (770) (1540) (2300) (3070) 2 Pressure Increase Pressure Decrease W107-02-05-129 T4-5-15 OPERATIONAL PERFORMANCE TEST / Component Test MAIN PUMP FLOW RATE • P-Q Control (Torque Control) Summary: Main pump performance is checked by measuring the pump flow rate by using a hydraulic tester installed at the main pump delivery port to be measured. Use Dr. ZX and a pressure gauge at the same time. IMPORTANT: This measurement procedure is a simple method. The measured data will be lower by approx. 5 % than the accurately measured value. In order to measure accurately, disconnect the return circuit from the control valve and connect it to the hydraulic oil tank. Preparation: 1. Stop the engine. Push the air bleed valve and release any remaining pressure. Install a vacuum pump to the oil filler port. NOTE: Operate the vacuum pump while connecting the pump flow rate test line. 2. Remove the delivery hose from the main pump. Install pipe (1) to split flange (8) in the removed hose with the bolt. : 41 mm : 10 mm 3. Connect pipe (1) to hydraulic tester (4) with test hose (2) and adapter (3). Install adapter (5), joint (6) and flange (7). : 41 mm : 10 mm 4. Connect flange (7) to the delivery hose with split flange (8) and bolt (9). : 10 mm 5. Install a pressure gauge to the main pump. (Refer to the page on Main Pump Relief Pressure.) : 6 mm 6. Remove hose (11) from the regulator. Install plug (G1/4) to the hole on hose (11). : 17 mm 7. Remove the vacuum pump. Loosen plug (10) on top of the pump casing. Bleed air from the pump casing until oil only comes out of the plug clearance. 8. Fully open the loading valve of hydraulic tester. 9. Start the engine. Check for any oil leaks at the pressure gauge connection. Install Dr. ZX and select the monitor display function of MC. Measurement: 1. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). 2. Measure the maximum flow rate. 3. Set engine speed at fast idle. Depress the accelerator pedal fully. 4. Adjust the main relief valve set pressure in the control valve to each pressure point specified along the main pump P-Q curve. (Refer to T4-2.) Slowly close the loading valve of the hydraulic tester while relieving the pressure in the bucket crowd circuit. Measure the flow rates and engine speeds at the pressure points specified in the P-Q curve. 5. Repeat the measurement three times and calculate the average values. T4-5-16 OPERATIONAL PERFORMANCE TEST / Component Test Evaluation: 1. Convert the measured flow rates to those at the specified pump speed by using the following formulas: 2. Standard Flow Rate Refer to the Performance Standard Table in Group T4-2. Qc = (Ns × Q) ⁄ Ne Qc : Converted Flow Rate Q : Measured Flow Rate Ns : Specified Engine Speed: ZW220: 2170 min-1 ZW250: 2240 min-1 Ne : Measured Engine Speed: Value by Dr. ZX 1 2 3 5 4 6 7 8 9 Delivery Hose (To Control Valve) T1F3-04-05-010 10 11 T4GB-04-05-014 1 - Pipe 2 - Test Hose 3 - Adapter (PF1× UNF1-7/8) 456- Hydraulic Tester Adapter (PF1×UNF1-7/8) Joint 789- T4-5-17 Flange Split Flange Bolt (4 Used) 10 - Plug 11 - Hose OPERATIONAL PERFORMANCE TEST / Component Test • Pilot Characteristics Summary: Main pump performance is checked by measuring the pump flow rate by using a hydraulic tester installed at the main pump delivery port to be measured. Use Dr. ZX and a pressure gauge at the same time. IMPORTANT: This measurement procedure is a simple method. The measured data will be lower by approx. 5 % than the accurately measured value. In order to measure accurately, disconnect the return circuit from the control valve and connect it to the hydraulic oil tank. Preparation: 1. Refer to steps 1 to 4 on page T4-5-16. Install a hydraulic tester to the main pump. 2. Remove the hose from regulator port Pi1 of the pump. Install a plug to the removed hose. : 19 mm 3. Install adapters (13) (3 used) to pressure reducing valve (14). Remove the hose from port P of the orbit roll. Insert tee (10), adapter (11) and hose (12) between orbit roll and charging block. Install hose (12) to port P1 on reducing valve (14). : 19 mm 4. Install tee (15) to port P2 on pressure reducing valve (14). Install pressure gauge (16) and hose (12) to tee (15). Install hose (12) to regulator port Pi1. : 19 mm 5. Install hose (12) and adapter (13) to port T on pressure reducing valve (14). Remove plug L from the return pipe. Install hose (12). : 19 mm 6. Connect regulator port Pi2 to the hydraulic oil tank. As for the emergency steering, install tee (17), adapter (18) and hose (19) to port E in the emergency steering block. Install hose (19) to regulator port Pi2. 7. Remove the vacuum pump. Loosen the plug on top of the pump casing. Bleed air from the pump casing until oil only comes out of the plug clearance. 8. Fully open the loading valve of the hydraulic tester. 9. Start the engine. Check for any oil leaks at the pipe connection. Measurement: 1. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F) 2. The pump flow rate in response to the external command pilot pressure is measured. 3. Set engine speed at fast idle. Depress the accelerator pedal fully 4. Adjust the pressure reducing valve set pressure to each pressure point specified along the main pump P-Q curve. (Pilot Characteristics) (Refer to T4-2.) Measure the flow rates and engine speeds at the pressure points specified in the P-Q curve. 5. Repeat the measurement three times and calculate the average values. Evaluation: 1. Convert the measured flow rates to those at the specified pump speed by using the following formulas: Qc = (Ns × Q) / Ne Qc : Converted Flow Rate Q : Measured Flow Rate Ns : Specified Engine Speed : ZW220: 2170 min-1 ZW250: 2240 min-1 Ne : Measured Engine Speed Value by Dr. ZX 2. Standard Flow Rate Refer to the Performance Standard Table in Group T4-2. T4-5-18 OPERATIONAL PERFORMANCE TEST / Component Test 1 2 3 5 4 6 7 8 9 Delivery Hose (To Control Valve) T1F3-04-05-010 Port Pi2 Port Pi1 Pilot Steering Valve Port P Pilot Steering Valve Port P Hose T4GB-04-05-025 Charging Block T4GB-04-05-026 Pressure Reducing Valve Port Position Emergency Steering Check Block Return Pipe T 17 L P1 P2 19 13 To Regulator Port Pi2 12 16 13 To Hydraulic Oil Tank To Port P in Pilot Steering Valve To Regulator Port Pi1 12 Charging Block 15 13 6 - Test Hose 2 - Test Hose 7 - Flange 3 - Adapter (G1 × UNF1-7/8) (ST 6146) 4 - Hydraulic Tester 8 - Split Flange (4085560) 12 13 14 1 - Pipe 5 - Adapter (G1 × UNF1-7/8) (ST 6146) 18 Port E 9 - Bolt (J781240) (4 Used) 10 - Tee 7/16-20UNF x G1/4 11 10 11 - Adapter (9/16 UNF x G1/4) (A852123) 12 - Hose (9/16 UNF) (4304905) 13 - Adapter (9/16 UNF x G3/8) (A852133) 14 - Pressure Reducing Valve (4325439) 15 - Tee (9/16 UNF x G1/4) T4-5-19 T1F3-04-05-009 16 - Pressure Gauge 17 - Tee 18 - Adapter 19 - Hose OPERATIONAL PERFORMANCE TEST / Component Test REGULATOR ADJUSTMENT 6 5 1 2 7 8 4 3 9 10 T4GB-04-05-016 1 - Lock Nut (For Minimum Flow Rate) 2 - Adjusting Screw (For Minimum Flow Rate) 3 - Lock Nut (For Maximum Flow Rate) Adjustment Item 1. Maximum Flow Rate 4 - Adjusting Screw (For Maximum Flow Rate) 5 - Lock Nut (For Pilot Pressure Characteristic) 6 - Adjusting Screw (For Pilot Pressure Characteristic) 7 - Lock Nut (For P-Q Control) 8 - Adjusting Screw (For P-Q Control) 9- Lock Nut (For P-Q Control) 10 - Adjusting Screw (For P-Q Control) Adjustment Procedure Remarks ZW220 1) Do not turn adjusting screw (6) more Loosen lock nut (5) and turn than two turns. adjusting screw (6). 2) Do not increase the maximum flow Rotate adjusting screw (6) 1/4 a rate. turn clockwise and the maximum In other words, do not turn adjusting pump flow rate decreases by screw (6) counterclockwise. 11.26 cm3/rev. (0.69 in3/rev). 3) Secure tighten lock nut (5) after the : 32 mm adjustment. : 40 N⋅m (4.1 kgf⋅m, 30 lbf⋅ft) ZW250 1) Do not turn the adjusting screw (4) Loosen lock nut (3) and turn more than two turns. adjusting screw (4). 2) Do not increase the maximum flow Rotating adjusting screw (4) 1/4 rate. a turn clockwise and maximum In other words, do not turn adjusting pump flow rate decreases by screw (4) counterclockwise. 12.58 cm3/rev. (0.77 in3/rev). 3) Securely retighten lock nut (3) after : 22 mm the adjustment. : 20 N⋅m (2 kgf⋅m, 15 lbf⋅ft) T4-5-20 OPERATIONAL PERFORMANCE TEST / Component Test Adjustment Item Adjustment Procedure Remarks 2. Pilot Pressure Characteristics Loosen lock nut (1) and turn 1) Do not turn the adjusting screw (2) adjusting screw (2). more than one turn. Rotate adjusting screw (2) 1/4 a 2) Securely tighten lock nut (1) after turn clockwise and the pump flow the adjustment. Q rate decreases by X cm3/rev. (X in3/rev). ZW220: X=8.08 (0.49) ZW250: X=9.22 (0.56) : 17 mm : 20 N⋅m (2 kgf⋅m, 15 lbf⋅ft) Pi 3. P-Q Control (Torque Adjustment) Q A Pd A: Loosen lock nut (7) and turn 1) Do not turn the adjusting screws (8, adjusting screw (8). 10) more than one turn. Rotating adjusting screw (8) 2) Rotate the adjusting screws (8, 10) 1/4 a turn clockwise increases while watching the engine and the pump flow rate performance. increase by Y cm3/rev. (Y 3) Securely tighten lock nuts (7, 9) after the adjustment. in3/rev.). ZW220: Y=13.6 (0.83) ZW250: Y=15.5 (0.95) : 30 mm : 30 N⋅m (3.1 kgf⋅m, 22 lbf⋅ft) Q B Pd B: Loosen lock nut (9) and turn adjusting screw (10). Rotating adjusting screw (10) 1/4 a turn clockwise and the pump flow rate increases by Z cm3/rev. (Z in3/rev). ZW220: Z=3.9 (0.24) ZW250: Z=4.2 (0.26) : 13 mm : 10 N⋅m (1 kgf⋅m, 7.5 lbf⋅ft) T4-5-21 OPERATIONAL PERFORMANCE TEST / Component Test SERVICE BRAKE PRESSURE (FRONT AND REAR) (The pressure can be measured by using Dr. ZX.) CAUTION: If air is mixed in the brake system, the brake function is reduced and serious hazard may occur. Bleed air from the brake system after removing and installing the pipe lines and replacing hydraulic oil. Refer to Troubleshooting B in Group T5-6. Summary: Measure the pressure at the brake valve pressure check port when the brake pedal is depressed. Preparation: CAUTION: Set the block onto the front and rear tires in order not to move the machine. Keep away from the machine. 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Depress the brake at least 50 strokes in order to reduce the accumulated pressure left in the brake circuit. 4. Install the measuring devices to the front and rear wheel brake circuits. 4-1. Front wheel brake circuit pressure: Remove plug (1) from the pressure check port in brake valve. Install a nipple and a pressure gauge to the pressure check port. : 19 mm, 22 mm : 6 mm 4-2. Rear wheel brake circuit pressure: Remove plug (2) from the pressure check port in brake valve. Install a nipple and a pressure gauge to the pressure check port. : 19 mm, 22 mm : 6 mm 5. Start the engine. Check for any oil leaks at the pressure gauge connection. 6. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). T4GB-04-05-017 Block Brake Valve T4-5-22 1 2 T4GB-04-05-018 OPERATIONAL PERFORMANCE TEST / Component Test Conditions for Measurement: 1. Set engine speed at fast idle. 2. Depress the accelerator pedal fully. Measurement: 1. Measure the pressure when fully depressing the brake pedal at left side to the floor. 2. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to Troubleshooting B in Group T5-6. Normally, the front and rear wheel brake pressures become equal. If not, malfunction of the brake valve and dirt caught in the valve are suspected. T4-5-23 OPERATIONAL PERFORMANCE TEST / Component Test PARKING BRAKE PRESSURE CAUTION: If air is mixed in the brake system, the brake function is reduced and serious hazard may occur. Bleed air from the brake system after removing and installing the pipe lines and replacing hydraulic oil. Refer to Troubleshooting B in Group T5-6. Summary: 1. Measure the parking brake release pressure in the parking brake release circuit. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to Troubleshooting B in Group T5-6. Preparation: 1. 2. 3. 4. 5. CAUTION: Set the block onto the front and rear tires in order not to move the machine. Keep away from the machine. Stop the engine. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. Remove brake hose (1) from the parking brake side. Install a pressure gauge to the removed hose. : 19 mm, 22 mm Start the engine. Check for any oil leaks at the pressure gauge connection. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). T4GB-04-05-017 Block 1 Conditions for Measurement: 1. Set engine speed at fast idle. 2. Depress the accelerator pedal fully. Measurment: 1. Release the parking brake and measure the pressure at this time. 2. Repeat the measurement three times and calculate the average values. M4GB-06-004 T4-5-24 OPERATIONAL PERFORMANCE TEST / Component Test (Blank) T4-5-25 OPERATIONAL PERFORMANCE TEST / Component Test BRAKE ACCUMLATED PRESSURE (The pressure can be measured by using Dr. ZX.) CAUTION: If air is mixed in the brake system, the brake function is reduced serious hazard may occur. Bleed air from the brake system after removing and installing the pipe lines and replacing hydraulic oil. Refer to the Troubleshooting B in Group T5-6. Summary: The accumulated brake pressure is measured at output port of the accumulator. The accumulated brake pressure varies according to operation of the brake. Record the maximum value. Preparation: T4GB-04-05-017 CAUTION: Set the block onto the front and rear tires in order not to move machine. Keep away from the machine. 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Depress the brake at least 50 strokes in order to reduce the accumulated pressure left in the brake circuit. 4. Remove plug (1) from the pressure check port of charging block in bottom of the cab. Install a nipple and a pressure gauge to the pressure check port. : 19 mm, 22 mm : 6 mm 5. Start the engine. Check for any oil leaks at the pressure gauge connection. 6. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). Block 1 T4GB-04-05-019 T4-5-26 OPERATIONAL PERFORMANCE TEST / Component Test Conditions for Measurement: 1. Set engine speed at fast idle. 2. Depress the accelerator pedal fully. Measurement: 1. Measure maximum pressure when depressing the brake pedal slowly several times. 2. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to Troubleshooting B in Group T5-6. T4-5-27 OPERATIONAL PERFORMANCE TEST / Component Test BRAKE WARNING (DECREASE) SET PRESSURE (The pressure can be measured by using Dr. ZX.) CAUTION: If air is mixed in the brake system, the brake function is reduced serious hazard may occur. Bleed air from the brake system after removing and installing the pipe lines and replacing hydraulic oil. Refer to the Troubleshooting B in Group T5-6. Summary: When the warning buzzer sounds by reducing the accumulated brake pressure, measure the pressure at the output port of accumulator. Preparation: CAUTION: Set the block onto he front and rear tires in order not to move the machine. Keep away from the machine. 1. Stop the engine. 2. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 3. Depress the brake at least 50 strokes in order to reduce the accumulated pressure left in the brake circuit. 4. Remove plug (1) from the charged pressure check port in brake valve. Install a nipple and a pressure gauge to the pressure check port. : 19 mm, 22 mm : 6 mm 5. Start the engine. Check for any oil leaks at the pressure gauge connection. 6. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). T4GB-04-05-017 Block Blake Valve 1 T4GB-04-05-018 T4-5-28 OPERATIONAL PERFORMANCE TEST / Component Test Conditions for Measurement: 1. Select the following switch positions. Forward/Reverse Lever Parking Brake Switch N P (Parking) Measurement: 1. Stop the engine. Turn the key switch to ON position. 2. Measure the pressure when warning buzzer sounds by slowly depressing the brake pedal several times. 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to Troubleshooting B in Group T5-6. T4-5-29 OPERATIONAL PERFORMANCE TEST / Component Test BRAKE WARNING SET PRESSURE (INCREASE) (The pressure can be measured by using Dr. ZX.) CAUTION: If air is mixed in the brake system, the brake function is reduced serious hazard may occur. Bleed air from the brake system after removing and installing the pipe lines and replacing hydraulic oil. Refer to the Troubleshooting B in Group T5-6. Summary: When sounding of the warning buzzer stops by increasing the accumulated brake pressure, measure the pressure at the output port of accumulator. Preparation: CAUTION: Set the block onto the front and rear tires in order not to move machine. Keep away from the machine. 4. Stop the engine. 5. Push the air bleed valve on top of the hydraulic oil tank and release any remaining pressure. 6. Depress the brake at least 50 strokes in order to reduce the accumulated pressure left in the brake circuit. 5. Remove plug (1) from the charged pressure check port in brake valve. Install a nipple and a pressure gauge to the pressure check port. : 19 mm, 22 mm : 6 mm 6. Start the engine. Check for any oil leaks at the pressure gauge connection. 5. Maintain the hydraulic oil temperature at 50±5 °C (122±41 °F). T4GB-04-05-017 Block Blake Valve 1 T4GB-04-05-018 T4-5-30 OPERATIONAL PERFORMANCE TEST / Component Test Conditions for Measurement: 1. Select the following switch positions. Forward/Reverse Lever Parking Brake Switch N ON Measurement: 1. Stop the engine. Turn the key switch to ON position. 2. Set the engine control dial to slow idle. 3. Depress the brake pedal several times and make the warning buzzer sound. 4. Start the engine. Measure the pressure when sounding of the warning buzzer stops. Notice that it is difficult to read the gauge as the pressure increases rapidly. 5. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. Remedy: Refer to Troubleshooting B in Group T5-6. T4-5-31 OPERATIONAL PERFORMANCE TEST / Component Test TRANSMISSION CLUTCH PRESSURE Summary: Measure each operating pressure of the tansmission clutch at each port of the transmission control valve. Reverse Clutch Pressure Forward Clutch Pressure First Gear Clutch Pressure Preparation: 1. Stop the engine. 2. Remove the plug from the port. Install a hose, an adapter and a pressure gauge. : 8 mm : 21 mm 3. Start the engine. Check for any oil leaks at the pressure gauge connection. 4. Maintain the torque converter oil temperature at 60 to 80 °C (140 to 176 °F). Second Gear Clutch Pressure Third Gear Clutch Pressure Fourth Gear Clutch Pressure Measurement: CAUTION: Set the block onto the front and rear tires in order not to move machine. Keep away from the machine. 1. Select the following switch positions. T4GB-04-05-023 Accelerator Pedal Fully Depressed Brake Pedal Travel Mode Clutch Cut-Off Position Switch Parking Brake Switch Fully Depressed M OFF OFF 2. Operate the forward/reverse lever and the shift switch. Measure each clutch pressure. Travel Switch Forward/Reverse Lever Shift Switch F R 1st 2nd 3rd 4th F R N N N N 4 4 1 2 3 4 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4-5-32 OPERATIONAL PERFORMANCE TEST / Component Test TORQUE CONVERTER PRESSURE (INLET AND OUTLET) Torque Converter Inlet Pressure Check Port Summary: Measure inlet pressure and outlet pressure of the torque converter pressure at the port of torque converter housing. Preparation: 1. Stop the engine. 2. Inlet pressure: Remove the plug from the port of regulator valve (1). Install a hose, an adapter and a pressure gauge to the open part. : 6 mm Outlet pressure: Remove the plug from the port of torque converter housing (2). Install a hose, an adapter and a pressure gauge to the open part. : 6 mm 3. Start the engine. Check for any oil leaks at the pressure gauge connection. 4. Maintain the torque converter oil temperature at 60 to 80 °C (140 to 176 °F). 1 2 Torque Converter Outlet Pressure Check Port Measurement: CAUTION: Set the block onto the front and rear tires in order not to move the machine. Keep away from the machine. 1. Select the following switch positions: T4GB-04-05-024 T4GB-04-05-017 Block Accelerator Pedal Fully Depressed Brake Pedal Travel Mode Clutch Cut-Off Position Switch Parking Brake Switch Fully Depressed M OFF OFF 2. Set the front/reverse lever to “F” (Forward) and the shift switch to “4” (Fourth Gear). Measure the pressure. 3. Repeat the measurement three times and calculate the average values. Evaluation: Refer to the Performance Standard Table in Group T4-2. T4-5-33 OPERATIONAL PERFORMANCE TEST / Component Test (Blank) T4-5-34 OPERATIONAL PERFORMANCE TEST / Adjustment TRANSMISSION LEARNING Relay Box After removing and/or replacing the components as described below for repair, perform the transmission learning (calibration). • Replacement or repair of the transmission assembly, transmission control valve or clutch pack • Replacement or repair of MC (Main Controller) Preparation: 1. Start the service mode in monitor. Start the engine. (Refer to T5-1-6.) 2. Select the transmission oil temperature on the monitor. (Refer to T5-1-7.) 3. Heat transmission oil. 3-1. Disconnect connector (1) (6-pole, gray) in the relay box from dummy connector. 3-2. Select or operate the switches from the left item in the table below. T4GB-04-06-007 1 T4GB-04-06-001 Clutch Cut-Off Position Switch Shift Switch Parking Brake Switch Brake Pedal OFF Second Gear OFF Fully Depressed 3-3. Stall the transmission and heat transmission oil to 90 °C (194 °F). 3-4. When transmission oil temperature on the monitor reaches 90 °C (194 °F), return the forward/reverse lever to neutral (N) and stop the engine. T4-6-1 Accelerator pedal Fully Depressed Forward/Reverse Lever F OPERATIONAL PERFORMANCE TEST / Adjustment Learning 1. Install the calibration switch to the connector (6-pole, gray) in relay box in 10 seconds after turning the key switch OFF (the battery relay is tuned OFF). At this time, return the calibration start switch to neutral. IMPORTANT: If the battery relay is not turned OFF, calibration cannot be performed. It takes 10 seconds to turn the battery relay OFF after turning the key switch OFF. Calibration Switch Calibration Start Switch 2. Start the service mode in monitor. Start the engine. Set engine speed at idling speed. (Refer to T5-1-6.) 3. Select the transmission oil temperature on the monitor. (Refer to T5-1-7.) IMPORTANT: Do not operate each switch and lever until calibration finishes. 4. When transmission oil temperature reaches 75 °C (167 °F), push T/M in the calibration start switch. The start of learning display as illustrated in the right is selected on the monitor. Lift Arm T/M T4GB-04-06-003 Start of Learning Oil temperature when starting learning 5. When learning finishes, the end of learning display as illusrated in the right is selected on the monitor. Return the calibration start switch to neutral. 6. Remove the calibration switch from the connector and stop the engine. T4GB-04-06-004 The speed stage during learning is displayed on the monitor. 11 to 13: First Gear, 21 to23: Second Gear, 31 to 33: Third Gear, 41 to 43: Fourth Gear, F1 to F3: Forward, A1 to A3: Reverse End of Learning T4GB-04-06-006 T4-6-2 OPERATIONAL PERFORMANCE TEST / Adjustment Error Display When calibration fails, the error is displayed on the monitor. The error consists of two types; when start of calibration fails, when calibration is aborted during calibration. • Error display when start of calibration fails If the error display as figure 1 is displayed before starting calibration, calibration cannot be continued. After the trouble correspoding to error No. is solved, start calibration again. Error No. 2 3 4 Error Display Figure 1 Error The forward/reverse lever is not in “N”. The parking brake is not in “ON”. The machine is driving. T/M temperature is lower than 5 specification. *1 T/M temperature is higher than 6 specification. *1 Engine speed is lower than specification. 7 *2 Engine speed is higher than 8 specification. *2 *1: Error No. and T/M temperature at this time (figure 2) are displayed alternately. *2: Error No. and engine speed at this time (figure 3) are displayed alternately. NOTE: If error No. 2, 3 or 4 is displayed, set the switch and lever corresponding to this error to the correct position so that SR is displayed on the monitor. If error No. 6 is displayed, wait until transmission oil temperature reaches specification so that SR is displayed on the monitor. When SR is displayed, push the calibration start switch again and start calibration. Error No. T4GB-04-06-009 Figure 2 T/M Temperature T4GB-04-06-010 Figure 3 Engine Speed T4-6-3 T4GB-04-06-011 OPERATIONAL PERFORMANCE TEST / Adjustment NOTE: If error No. 5, 7 or 8 is displayed, stop the engine. Remove the calibration switch from the connector and solve the trouble. Then, start calibration again. T4-6-4 OPERATIONAL PERFORMANCE TEST / Adjustment • Error display when calibration is aborted during calibration When calibration is aborted during calibration, the error display as illustrated in the right is selected. After the trouble is solved, start calibration again. Error No. 000108 000208 000308 000408 000508 000109 000209 000309 000110 000210 000310 000111 000211 000311 000112 000212 000312 000113 000213 000313 000114 000214 000314 Error The key is turned into OFF. Engine speed is out of specification. The parking brake is turned into OFF. The machine starts traveling. The forward/reverse lever is operated. Failure of learning at first gear. Failure of learning at second gear. T4GB-04-06-013 Error No. Failure of learning at third gear. Failure of learning at fourth gear. Failure of learning at forward. Failure of learning at reverse. NOTE: Cause of the error No. display on failure of learning (from first gear to reverse): The clutch at the speed when the error occurs may be out of correctable range (malfunction of drive unit parts) or the transmission oil temperature may be beyond the specification. T4-6-5 OPERATIONAL PERFORMANCE TEST / Adjustment LIFT ARM ANGLE SENSOR LEARNING (OPTIONAL) After removing and/or replacing the components as described below for repair, perform the left arm angle learning (calibration). • Removal and installation of angle sensor, Replacement of angle sensor • Replacement or repair of MC (Main Controller) Preparation: 1. Install Dr. ZX and start the engine. Select Boom Anlge and Angle Sensor Learning Status on the main controller screen in Dr. ZX. 1 2 2. Raise the lift arm to the highest position. At this time, check if voltage at Boom Angle on the display in Dr. ZX is 3.78±0.5 V. 3. If voltage 3.78±0.5 V is not displayed, the followings may be caused. Conduct the remedy. • The rotation shaft in angle sensor (1) turns with sensor lever (2) together. • Angle sensor (1) failure 4. Set control lever lock (3) to LOCK position and stop the engine. T4GB-04-06-008 3 LOCK M4GB-01-050 T4-6-6 OPERATIONAL PERFORMANCE TEST / Adjustment 5. Install calibration switch (5) to connector (4) (6-pole, gray) in relay box in 10 seconds after turning the key switch OFF (the battery relay is tuned OFF). At this time, return calibration start switch (6) to neutral. IMPORTANT: If the battery relay is not turned OFF, calibration cannot be performed. It takes 10 seconds to turn the battery relay OFF after turning the key switch OFF. Relay Box 6. Lay down calibration start switch (6) to the lift arm side. Start the engine at idling speed. 7. If “Finish” in Angle Sensor Learning Status on Dr. ZX is turned into black, learning finishes. Return calibration start switch (6) to OFF (neutral). If “Failed” or “Not Learn” in Angle Sensor Learning Status on Dr. ZX is turned into black, repeat the procedures from step 1. T4GB-04-06-007 4 8. Return the control lever lock to UNLOCK. Lower the lift arm onto the ground. Stop the engine. 9. After learning of the lift arm angle sensor, set the stop position of lift arm. (Refer to the Operator’s Manual.) T4GB-04-06-001 5 6 Lift Arm T/M T4GB-04-06-003 T4-6-7 OPERATIONAL PERFORMANCE TEST / Adjustment DRIVE BELT TENSION ADJUSTMENT Summary: If the drive belt is loosened, the charge is defective of the battery or wear-out at early stage of drive belt occurs. If the drive belt is too tense, the water pump and the bearing of alternator are damaged. Adjust the drive belt within specification. Measurement: Push the drive belt between water pump (1) and alternator (2) pulley by finger. Measure slack of the drive belt. 1 Push Here Pushing force: Approx. 98 N (10 kgf, 72 lbf) CAUTION: As soon as the machine is operated, the engine is too hot. When measureing, take a good care. 2 Evaluation: Slack of drive belt: 6 to 8 mm (0.24 to 0.31 in) M4GB-07-082 Adjustment: 1. Loosen nut (3) and bolt (5). 2. Adjust tension of the drive belt to specification with bolt (4). 3. Tighten nut (3) and bolt (5). After tightening, check slack of the drive belt. 3 4 NOTE: When the drive belt is replaced with the new one, the drive belt does not fit first. After the engine is running at slow idle for 3 to 5 minutes, check slack of the drive belt. 5 T4-6-8 T4GB-04-03-001 MEMO ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ 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SECTION 5 TROUBLESHOOTING CONTENTS Group 1 Diagnosing Procedure Group 3 e-Wheel Introduction ..............................................T5-1-1 Outline .....................................................T5-3-1 Diagnosing Procedure ..............................T5-1-2 List of Daily Report Data...........................T5-3-2 How to Operate Service Made of List of Frequency Distribution Data ...........T5-3-3 Monitor ....................................................T5-1-6 List of Total Operationg Hours ..................T5-3-4 Display List of Monitor Service Mode ........T5-1-7 List of Alarm .............................................T5-3-5 List of failure ............................................T5-3-6 Group 2 Dr.ZX Outline .....................................................T5-2-1 Operation .................................................T5-2-2 Self-Diagnosing Result ............................T5-2-4 Select Controller.......................................T5-2-6 Main Controller .......................................T5-2-7 Main Menu Monitor Display (Main Controller) ................................................T5-2-8 Setting (Main Controller).........................T5-2-12 Record Data Display (Main Controller)....T5-2-19 How to Download and Upload Data of ICF ...........................................................T5-3-7 Various Setup if ICF and Satellite Communication Terminal by Using Dr.ZX......................................................T5-3-10 List of ICF Fault Code ............................T5-3-22 List of Fault Code of Sattellite Communication Terminal ........................T5-3-23 Group 4 Component Layout Password Change (Main Controller) .......T5-2-20 Main Component Layout (Overview) .........T5-4-1 Engine Controller ...................................T5-2-21 Main Component Layout (Upper- Monitor Display (Engine Controller) ........T5-2-22 structure)..................................................T5-4-2 Recorded Data Display (Engine Main Component Layout (Travel Controller) ..............................................T5-2-26 System) ....................................................T5-4-3 Password Change (Engine Controller) ....T5-2-27 Electric Component Layout (Overview) .....T5-4-4 ICF Controller.........................................T5-2-29 Electrical System (Cab) ............................T5-4-5 ICF Various Setup (ICF Controller) .........T5-2-30 Engine and Fan Pump ............................T5-4-10 Save Data Check (ICF Controller) ..........T5-2-40 Pump Device, Drive Unit......................... T5-4-11 Password Change (ICF Controller) .........T5-2-41 Control Valve ..........................................T5-4-12 Monitor Unit............................................T5-2-43 Ride Control Valve ,Charging Block, Monitoring (Monitor Unit) ........................T5-2-44 Fan Motor...............................................T5-4-13 Various Settings (Monitor Unit) ...............T5-2-46 Steering Valve, Emergency Internal Hour Meter Synchronization.......T5-2-47 Steering Pump (Optional) .......................T5-4-14 Password Change (Monitor Unit) ............T5-2-48 Components in Control Valve..................T5-4-16 Components in Steering Valve ................T5-4-28 4GCT-5-1 Components in Charging Block ..............T5-4-32 Transmission Failure Components in Ride Control Valve .........T5-4-38 MC Fault Code 11600 ...........................T5-5-86 Front View of Transmission ....................T5-4-42 MC Fault Code 11601 ...........................T5-5-87 Side View of Transmission .....................T5-4-43 MC Fault Code 11602 ...........................T5-5-88 Rear View of Transmission .....................T5-4-44 MC Fault Code 11904 ...........................T5-5-89 Cross-Sectional Drawing of MC Fault Code 11905 ...........................T5-5-90 Torque Converter ...................................T5-4-45 CAN Data Reception Failure Cross-Sectional Drawing of MC Fault Codes 11910, 11920................T5-5-91 Transmission..........................................T5-4-46 CAN Harness Check (MC Fault Codes 11910, 11920) .........T5-5-92 Cross-Sectional Drawing of Clutch Shaft ...........................................T5-4-47 MC Fault Code 11914 .............................T5-5-95 Cross-Sectional Drawing of CAN Harness Check (MC Fault Code 11914) ......................T5-5-96 Transmission Regulator Valve ................T5-4-48 Cross-Sectional Drawing of Other Failures Transmission Control Valve ....................T5-4-49 MC Fault Code 11901 .............................T5-5-99 Proportional Solenoid Valve Truble Group 5 Troubleshooting A Troubleshooting A Procedure....................T5-5-1 MC Fault Code List...................................T5-5-2 ECM Fault Code List ..............................T5-5-22 ICF Fault Code List ................................T5-5-46 Satellite Terminal Fault Code List ...........T5-5-48 Monitor Unit Fault Code List ...................T5-5-50 Controller Hardware Failure MC Fault Codes 11000 to 11002.............T5-5-51 MC Fault Code 11003.............................T5-5-52 MC Fault Code 11004.............................T5-5-53 CAN Harness Check ..............................T5-5-54 Engine Failure MC Fault Code 11103 .............................T5-5-75 MC Fault Code 11105 .............................T5-5-76 Pump Failure MC Fault Code 11204.............................T5-5-77 MC Fault Code 11209.............................T5-5-78 Pilot Failure MC Fault Code 11312.............................T5-5-79 MC Fault Code 11313.............................T5-5-80 Proportional Solenoid Valve Failure MC Fault Code 11412.............................T5-5-81 MC Fault Code 11413.............................T5-5-82 Check...................................................T5-5-100 ECM, Sensor System ECM Fault Codes 100, 102, 105, 108, 110, 157, 172 .......................................T5-5-103 ECM Fault Codes 174, 636, 723, 10001 ...................................................T5-5-104 ECM, External Device System ECM Fault Codes 651, 652, 653, 654, 655, 656, 1347, 10002..........................T5-5-105 ECM, Fuel System ECM Fault Codes 157, 633, 1239, 1240 .....................................................T5-5-106 ECM, Engine Protection ECM Fault Codes 110, 190 ...................T5-5-108 ECM, External Circuit System ECM Fault Codes 987, 1485.................T5-5-108 ECM, Internal Circuit System ECM Fault Codes 628, 1077, 1079, 1080, 10003, 10004, 10005 ..................T5-5-109 ECM Fault Codes 10006, 10007, 10008, 10009, 10010, 10011, 10013..... T5-5-110 ECM, Communication System ECM Fault Codes 639 .......................... T5-5-111 MC Fault Code 11414, 11415, 11416, 11417, 11418, 11419 ..............................T5-5-83 4GCT-5-2 ICF, Satellite Terminal Fault Codes Malfunction of Hazard Light Indicator......T5-7-13 14000 to 14003 .................................... T5-5-113 Malfunction of High Beam Indicator ........T5-7-14 ICF, Satellite Terminal Fault Codes Malfunction of Working Light Indicator ....T5-7-16 14006, 14008, 14100 to 14106 ............. T5-5-117 Malfunction of Forward/Reverse Monitor Unit Fault Codes 13306, Switch Indicator ......................................T5-7-18 13308 ................................................... T5-5-119 Malfunction of Maintenance Indicator .....T5-7-20 Monitor Unit Fault Code 13312 ............. T5-5-120 Malfunction of Preheat Indicator .............T5-7-21 Monitor Unit Fault Code 13314 ............. T5-5-121 Malfunction of Transmission Oil Temperature ...........................................T5-7-22 Group 6 Troubleshooting B Malfunction of Hydraulic Oil Troubleshooting B Procedure ...................T5-6-1 Temperature Indicator ............................T5-7-24 Relationship between Machine Trouble Malfunction of Transmission Warning Symptoms and Related Parts ...................T5-6-2 Indicator .................................................T5-7-26 Correlation between Trouble Malfunction of Air Filter Restriction Symptoms and Part Failures ..................T5-6-18 Indicator .................................................T5-7-28 Engine System Troubleshooting .............T5-6-32 Malfunction of Engine Oil Pressure Front Attachment System Indicator .................................................T5-7-30 Troubleshooting......................................T5-6-41 Malfunction of Overheat Indicator ...........T5-7-32 Travel System Troubleshooting ..............T5-6-60 Malfunction of Engine Warning Brake System Troubleshooting ...............T5-6-76 Indicator .................................................T5-7-34 Steering System Troubleshooting ...........T5-6-84 Malfunction of Stop Indicator ..................T5-7-35 Other System Troubleshooting ...............T5-6-87 Malfunction of Service Indicator..............T5-7-36 Exchange Inspection ............................ T5-6-109 Malfunction of Parking Brake Indicator ...T5-7-38 Bleeding Air from Brake (Axle) ............. T5-6-111 Malfunction of Clearance Light One Part of Data, “Daily Report Indicator .................................................T5-7-40 Data”, “Distribution Data”, “Total Malfunction of Brake Low Oil Pressure Operationg Hours” and “Alarm” is Indicator .................................................T5-7-41 Not Recorded ....................................... T5-4-112 Malfunction of Brake Low Oil Level Indicator .................................................T5-7-42 Group 7 Troubleshooting C Malfunction of Emergency Steering Troubleshooting C (Trouble Shooting for Monitor) Procedure .............................T5-7-1 Malfunction of Indicator Light Check System .....................................................T5-7-2 Malfunction of Buzzer in Monitor...............T5-7-4 Malfunction of Coolant Temperature Gauge ......................................................T5-7-6 Malfunction of Transmission Oil Temperature Gauge .................................T5-7-8 Malfunction of Fuel Gauge .....................T5-7-10 Indicator (Optional).................................T5-7-44 Malfunction of Low Steering Oil Pressure Indicator (Optional) ..................T5-7-46 Malfunction of Discharge Warning Indicator .................................................T5-7-48 Malfunction of Monitor Display................T5-7-50 Malfunction of Ride Control Indicator ......T5-7-51 Malfunction of Engine Coolant Temperature Display...............................T5-7-52 Malfunction of Turn Signal Indicators (Left and Right) ......................................T5-7-12 4GCT-5-3 Group 8 Electrical System Inspection Precautions for Inspection and Maintenance...........................................T5-8-1 Instructions for Disconnecting Connectors .............................................T5-8-3 Fuse Inspection........................................T5-8-6 Fusible Link Inspection .............................T5-6-8 Battery Voltage Check ..............................T5-6-9 Alternator Check ....................................T5-6-10 Continuity Check ....................................T5-6-12 Voltage and Current Measurement .........T5-6-14 Check by False Signal ............................T5-6-17 4GCT-5-4 TROUBLESHOOTING / Diagnosing Procedure INTRODUCTION Refer to the inspection and troubleshooting procedures after any machine trouble has occurred. The inspection and troubleshooting procedures are presented in an orderly fashion in this section to quickly find the cause of the machine trouble and solution. The troubleshooting section in this manual consists of 8 groups; Diagnosing Procedure, Dr. ZX, e-Wheel, Component Layout, Troubleshooting A (base machine diagnosis by using fault codes), Troubleshooting B (base machine diagnosis starting with inspection of abnormal operational status), Troubleshooting C (monitor diagnosis) and Electrical System Inspection. • Dr. ZX • Troubleshooting A (base machine diagnosis by This group contains the operating procedures for Dr. ZX. using fault codes) Refer to these procedures if any fault codes are displayed when each controller of ICF (information controller) is diagnosed by using Dr. ZX (or the service mode of monitor). • e-Wheel Refer to these procedures if any fault codes are displayed when ICF (information controller) and satellite communication controller are diagnosed by using Dr. ZX. (ICF and satellite communication controller self-diagnosing functions retain a record of the electrical signal system malfunction in the form of fault codes. At the same time, as the satellite communication controller sends information onto CAN, the fault code of satellite communication controller can be checked by using ICF.) This group contains as follows. Download data from ICF and Upload Various setting procedures when starting satellite communication, when installing the satellite communication controller and when replacing ICF Explanation for the satellite communication system IMPORTANT: Each controller self-diagnosing function retains a record of the electrical signal system malfunction in the form of fault codes. At the same time, as each controller sends information onto CAN, the fault code of all controllers can be checked by using ICF.) ICF records the fault code of each controller and the date when the malfunction occurs. • Component Layout Refer to this group when required to check where the components and inner parts are located. • Troubleshooting B (base machine diagnosis starting with inspection of abnormal operational status) Refer to these procedures when no fault codes are displayed after diagnosing the machine with Dr. ZX (or the service mode of monitor). • Troubleshooting C (monitor diagnosis) Refer to these procedures when gauges and/or indicators are malfunctioning. • Electrical System Inspection Refer to this group when required to obtain precautions and/or information for the electrical system inspection. T5-1-1 TROUBLESHOOTING / Diagnosing Procedure DIAGNOSING PROCEDURE These six basic steps are essential for efficient troubleshooting: 1. Study the System Study the machine’s technical manuals. Know the system and how it works, and what the construction, functions and specifications of the system components are. 2. Ask the operator Before inspecting, get the full malfunctions from the operator below. story of T4GB-05-01-001 (a) How is the machine being used? (Find out if the machine is being operated correctly) (b) When was the trouble noticed, and what types of work the machine doing at that time? (c) What are the details of the trouble? Is the trouble getting worse, or did it appear suddenly for the first time? (d) Did the machine have any other troubles previously? If so, which parts were repaired before? 3. Inspect the machine Before starting the troubleshooting procedure, check the machine’s daily maintenance points, as shown in the operator's manual. T4GB-05-01-002 Also, check the electrical system, including the batteries, as troubles in the electrical system such as low battery voltage, loose connections and blown fuses will result in malfunction of the controllers, causing total operational failure of the machine. If troubleshooting is started without checking for blown fuses, a wrong diagnosis may result, wasting time. Check for blown fuses before troubleshooting. Even if a fuse looks normal by visual inspection, a fine crack is difficult to find. Always use a tester when checking the fuses. T4GB-05-01-003 T5-1-2 TROUBLESHOOTING / Diagnosing Procedure 4. Operate the machine yourself Try to identify the trouble by operating the machine yourself. If the trouble cannot be confirmed (this states are repeated that the trouble is resolved later altough the trouble sometimes occurs), stop the engine and obtain further details of the malfunction from the operator. Also, check for any incomplete connections of the wire harnesses correponding to the trouble. NOTE: It should take time to required to find the malfunction according to the trouble during the troubleshooting. The malfunction may occur due to up and down of hydraulic temperature, weather and under the special condition including expansion by heat and shorted harness by moisture. The informations of weather when the mulfunction occurs, time from the engine start to the trouble occurrence are also important. T5-1-3 TROUBLESHOOTING / Diagnosing Procedure 5. Perform troubleshooting CAUTION: Do not disconnect harnesses or hydraulic lines while the engine is running. The machine may malfunction or pressurized oil may spout, possibly resulting in personal injury. Stop the engine before disconnecting harnesses or hydraulic lines. Perform diagnosis by connecting Dr. ZX to the machine or by using the service mode of monitor. In case any fault code has been displayed by diagnosis by using Dr. ZX or the service mode of monitor, check the cause of the trouble by referring to Troubleshooting A in this section. In case any fault code has been displayed by diagnosis by using Dr. ZX or the service mode of monitor, write the fault code. Delete the fault code once and retry self-diagnosis again. If the fault code is displayed again, check the cause of the trouble by referring to Troubleshooting A in this section. After the machine trouble has been corrected, the fault code (displayed by the service mode of monitor) will be deleted. Therefore, in case problems which are not easily re-predicable are encountered (this states are repeated that the trouble is resolved later altough the troubole sometimes occurs), check the fault code by using Dr. ZX. NOTE: As for teach controller, the fault code and date when the trouble occurred, which are recorded by ICF, are effective in order to resolve the problem which are not easily re-predicable. (Refer to e-Wheel in this section.) T4GB-05-01-004 T4GB-05-01-005 In case the fault code is not displayed, check operating condition of each component by referring to Troubleshooting B in this section and by using Dr.ZX or the service mode of monitor. T4GB-05-01-006 T5-1-4 TROUBLESHOOTING / Diagnosing Procedure Note that the fault codes displayed do not necessarily indicate machine trouble. The controller stores even temporary electrical malfunctions, such as a drop in battery output voltage or disconnections of the switches, sensors, etc., for inspections. For this reason, the “RETRIAL” is required to erase the accumulated fault codes from the controller memory and to confirm if any fault codes are indicated after the “RETRIAL”. 6. Trace possible causes Before reaching a conclusion, check the most likely causes again. Try to identify the actual cause of the trouble. Based on your conclusion, make a plan for appropriate repairs to avoid consequent malfunctions. T5-1-5 TROUBLESHOOTING / Diagnosing Procedure HOW TO OPERATE SERVICE MODE OF MONITOR In case the engine starts in normal, the monitor is started in normal mode and only the items, which can be displayed in normal mode, are displayed on the liquid crystal display (LCD). (Refer to the next page.) How to Used Monitor in Service Mode 1. Whenever pushing the monitor display selector (up) in the monitor, the display in information display is changed. When the monitor is started in service mode according to the following procedures, the items which can be displayed in normal mode, the fault code and one part of monitor items can be displayed. (Refer to the next page.) NOTE: The fault code is indicated in the display order 11. All fault codes can be indicated. In case more than one fault code is indicated, they will be displayed with an interval of 1 second in order. After the machine malfunction has been repaired, the fault codes are automatically deleted. Accordingly, if any trouble, which is not reproducible, is encountered (this states are repeated that the trouble is resolved later altough the troubole sometimes occurs), it is recommended to use Dr. ZX in order to check the fault code history. How to Start Monitor in Service Mode 1. Push the monitor display selector (up) and (down) in the monitor at the same time and the key switch is turned ON. NOTE: The engine can start in normal. Liquid Crystal Display (LCD) Information Display T4GB-01-02-001 Monitor Display Selector (Down) Monitor Display Selector (Up) T5-1-6 Mode Selection Switch TROUBLESHOOTING / Diagnosing Procedure DISPLAY LIST OF MONITOR SERVICE MODE Display Order 1 2 3 4 4-1 Description Model Clock (24 hour) Hour Meter Fuel Consumption Amount Average Fuel Consumption Amount Monitored Result {{{{{{ {{:{{ {{{{{.{ h {{{{{.{ Unit hh:mm hour L/h {{{{{.{ L/h Remark Service Mode Normal Mode Normal Mode Normal Mode Normal Mode (Displayed when pushing the monitor display selector (down) with “4” displayed, Re-set when pushing the mode selection switch) Normal Mode Normal Mode (Displayed when pushing the monitor display selector down) with “5” displayed) Normal Mode (Displayed when pushing the monitor display selector (down) with “5-1” displayed) Normal Mode (Displayed when pushing the monitor display selector (down) with “5-2” displayed) Normal Mode (Displayed when pushing the monitor display selector (down) with “5-3” displayed) Normal Mode (Displayed when pushing the monitor display selector (down) with “5-4” displayed) Normal Mode (Displayed when pushing the monitor display selector (down) with “5-5” displayed) Normal Mode (Displayed when pushing the monitor display selector (down) with “5-6” displayed) Service Mode (“Mile” is displayed when pushing the mode selection switch.) Service Mode Service Mode Service Mode 5 5-1 Other Information Remainder Time when Hydraulic Oil can be used InFo {{{{{.{ hour 5-2 Remainder Time when Hydraulic Oil Filter can be used {{{{{.{ hour 5-3 Remainder Time when Transmission Oil can be used {{{{{.{ hour 5-4 Remainder Time when Transmission Oil Filter can be used {{{{{.{ hour 5-5 Remainder Time when Engine Oil can be used {{{{{.{ hour 5-6 Remainder Time when Engine Oil Filter can be used {{{{{.{ hour 5-7 Remainder Time when Fuel Filter can be used {{{{{.{ hour 6 Odometer {{{{{{ km or mile 7 8 9 Engine Speed Coolant Temperature Transmission Oil Temperature Hydraulic Oil Temperature Fault Code {{{{{ {{{{{ {{{{{ min-1 °C °C {{{{{ °C Service Mode ERROR Service Mode 10 11 {{{{{{ T5-1-7 TROUBLESHOOTING / Diagnosing Procedure (Blank) T5-1-8 TROUBLESHOOTING / Dr. ZX OUTLINE Dr. ZX is used for diagnosis of electrical system including MC (main controller), ECM (engine control module), ICF (information controller) and monitor unit. Dr. ZX is connected to ICF and failure of each controller and each sensor is displayed as a fault code. (Self-Diagnostic Result) Dr. ZX displays the input status of sensors and switches connected to each controller and the output status to actuator including solenoid valve from controller with the machine operated in real time. (Controller Diagnosis) T5-2-1 TROUBLESHOOTING / Dr. ZX Operation 1. Connect Palm (Dr. ZX) to the diagnosing connector in the cab by using the Hot Sync cable and connecting harness. 2. Turn the key switch ON or start the engine. 3. When turning Palm ON, the following screen is displayed on the display of Palm. 1-1. Initial Screen Select Dr. ZX icon. Fuse Box Dr. ZX Connector 1-2. Password Setup Screen (When the password has unset) Set the password. 1-3. Service Software Selection Screen + Select ZX-3 Mid. T4GB-05-01-007 1-4. Function Selection Screen + Self-Diagnostic Result + Select Controller 4. Select Self-Diagnostic Result and operate according to the instruction under display screen. Palm （Dr. ZX） Hot Sync Cable Download Cable for Portable Communication T1V1-05-07-002 T5-2-2 TROUBLESHOOTING / Dr. ZX Start Initial Screen Password Setup Screen • Input Password Input the former password (6 characters or more). Next time, input the same password in order to check and push OK. When the password has unset Communication Error • Check Communication Harness • Check Fuse When the password has set Service Software Selection Screen Select ZX-3 Mid Self-Diagnostic Result Function Self-Diagnostic Result of Each Controller Select Function Record T1V7-05-03-165 Select Controller Main Controller Main Menu • Monitor Display • Setup Disp. Record Select Controller Engine Controller Main Menu • Monitor Display Disp. Record Password Change Password Change Op. Manual. Monitor Controller ICF Controller Main Menu • Information C/U Various Setup • Data Download • Save Data Check Password Change Retry B Self-Diagnostic Result T5-2-3 Main Menu • Monitoring • Various Setup Password Change TROUBLESHOOTING / Dr. ZX Self-Diagnostic Result The self-diagnostic result of each controller is displayed. After starting Dr. ZX, push Self-Diagnostic Result. Function Selection Screen T1V7-05-03-001 T1V7-05-03-008 T4GB-05-02-052 Controller Self- Diagnosis Screen NOTE: Main C/U: Engine C/U: Monitor Unit: Information C/U: MC ECM Monitor Unit ICF NOTE: Self-diagnosis of ICF controller is done on the next page. T5-2-4 TROUBLESHOOTING / Dr. ZX Self-Diagnosis After starting Dr. ZX, Self-Diagnostic Result. Push Fault of ICF Controller. In case of no faulty, No Fault is displayed. push To the lower T1V7-05-03-001 T4GB-05-02-052 T1V7-05-03-008 Controller Self- Diagnosis Screen By changing the page, the forward or backward controller is displayed. Function Selection Screen By changing the page, the forward or backward fault Push Retry B and return to code is displayed. Controller Self-Diagnosis Screen after executing Retry B. Push ESC and return to Controller Push ESC and Retry B Screen is Self-Diagnosis Screen directly. displayed. Push Details, and Details of the fault code and Corrective Action are displayed. Push ESC and Retry B Screen is displayed. Trouble Retry B ESC ESC T1V7-05-03-003 T1V7-05-03-005 Fault Code Screen T1V7-05-03-007 Retry B Screen If the message of Details is long, push the arrow and change the screen. Retry B ESC T4GB-05-02-052 Controller Self- Diagnosis Screen T5-2-5 TROUBLESHOOTING / Dr. ZX SELECT CONTROLLER Select the failure-diagnosis controller. After starting Dr. ZX, push Select Controller. T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen NOTE: Main C/U: Engine C/U: Monitor Unit: Information C/U: Controller Selection Screen MC ECM Monitor Unit ICF T5-2-6 TROUBLESHOOTING / Dr. ZX MAIN CONTROLLER Main Menu • Monitor Display Displays the control signals of MC and the input signals from each switch and sensor. • Setup Adjusts target engine idling speed, engine warming-up speed and so on. Title Screen Recorded Data Displays data recorded in MC by one day by using Dr. ZX. Password Change Changes the password input when setting. T1V7-05-03-011 Password Change Return to Controller Selection Screen. Disp. Record Main Menu Screen T1V7-05-03-012 Monitor Display This function is not available. Setup T5-2-7 TROUBLESHOOTING / Dr. ZX MAIN MENU MONITOR DISPLAY Dr. ZX displays the input signals from switches and sensors and the control signals from MC. MC List of Monitor Item Item Required Engine Speed Hydraulic Fan Target Speed Actual Engine Speed Torque Converter Output Speed Medium Gear Speed Transmission Output speed Engine Speed Deviation Torque Converter Speed Ratio Travel Speed Pump Pressure Pump Displacement Proportional Valve Output Hydraulic Drive Fan Proportional Valve Ride Control Proportional Valve Output (Optional) Pump Displacement Proportional Valve FB Hydraulic Drive Fan Proportional Valve FB Ride Control Proportional Valve Output FB (Optional) Accelerator Pedal Parking Brake Pressure Pedal Brake Pressure (Low) Lift Cylinder Bottom Pressure (Optional) Lift Cylinder Rod Pressure (Optional) Implement Pressure Boom Angle (Optional) Key Switch Ride Control Switch (Optional) A/C Clutch SW Fan Reversing SW FNR SW Speed Gear SW Implement FNR SW Implement FNR Selector SW USS SW DSS SW Speed Gear Hold SW Selected Speed Gear Data Control instruction value of engine speed to ECM Control instruction value to fan flow rate control valve Detected valve of torque converter input speed sensor Detected valve of torque converter output speed sensor Detected valve of transmission medium shaft sensor Detected valve of travel speed sensor Difference between required engine speed and actual engine speed Ratio of the detected value of torque converter output rotation sensor in that of torque converter input rotation sensor Value converted the detected value of travel speed sensor into speed per hour Detected value to main pump delivery pressure sensor Control instruction value to pump displacement proportional solenoid valve Control instruction value to hydraulic drive fan flow rate control solenoid valve Control instruction value to ride control solenoid valve Unit min-1 min-1 min-1 min-1 min-1 min-1 min-1 No unit Km/h MPa MPa mA MPa Feedback value from pump displacement proportional solenoid valve Feedback value from hydraulic drive fan flow rate control solenoid valve Feedback value from ride control solenoid valve mA Output value of accelerator pedal Detected value of parking brake pressure sensor Detected value of service brake pressure sensor Detected value of lift arm cylinder bottom pressure sensor V MPa MPa MPa Detected value of lift arm cylinder rod pressure sensor MPa Detected value of implement pressure sensor Output valve of lift arm angle sensor Key ON signal from key switch to each controller Continuity status in ride control switch Continuity status in air conditioner switch Continuity status in hydraulic drive fan reversing switch Selected status of forward/reverse lever Selected status of shift switch Selected status of forward/reverse switch Continuity status in forward/reverse selector switch Continuity status in up-shift switch Continuity status in down-shift switch Continuity status in hold switch Selected speed gear mA mA Actual Speed Gear Actual speed gear Boom Height Kickout SW (Optional) Boom Height Kickout Setup SW (Optional) Ground Stop SW (Optional) Ground Stop Setup SW (Optional) Continuity status in lift arm auto leveler switch (raise) MPa V ON OFF ON OFF ON OFF ON OFF N F R Err N 1234 N F R Err N ON OFF ON OFF ON OFF ON OFF R4 R3 R2 R1 N F1 F2 F3 F4 R4 R3 R2 R1 N F1 F2 F3 F4 ON OFF Continuity status in lift arm auto leveler switch (raise) set switch ON Continuity status in lift arm auto leveler switch (lower) Continuity status in lift arm auto leveler switch (lower) set switch ON OFF ON OFF T5-2-8 OFF TROUBLESHOOTING / Dr. ZX Item Engine Torque Selection Pump Torque Selection Data Instruction signal of engine torque selection to ECM Selection status of work mode selection switch Hold Mode Option FNR Mode Auto/Manual Selection Auto Gear Shifting Mode Enabled/disabled status of hold mode Enabled/disabled status of forward/reverse switch use mode Selected status (auto/manual) of travel mode selector switch Selected status (gear shifting timing) of travel mode selector switch Selected status (ON/OFF) of clutch cut-off position switch Selected status (clutch cut-off position) of clutch cut-off position switch Instruction value of forward proportional solenoid valve output Clutch Cut-Off Switch Clutch Cut-Off Mode T/M Clutch Forward Proportional Valve Output T/M Clutch Reverse Proportional Valve Output T/M Clutch First Gear Proportional Valve Output T/M Clutch Second Gear Proportional Valve Output T/M Clutch Third Gear Proportional Valve Output T/M Clutch Fourth Gear Proportional Valve Output T/M Clutch Forward Proportional Valve FB T/M Clutch Reverse Proportional Valve FB T/M Clutch First Gear Proportional Valve FB T/M Clutch Second Gear Proportional Valve FB T/M Clutch Third Gear Proportional Valve FB T/M Clutch Fourth Gear Proportional Valve FB Hydraulic Drive Fan Reversing Valve Implement FNR Operating Light Back Alarm Boom Height Kickout (Optional) Ground Stop System (Optional) Neutral Signal Parking brake Light T/M Warning Light Ambient Temperature Hydraulic Oil Temperature AEB Status (Main Code) AEB Status (Sub Code) Learning Step ON OFF Low Medium High mA Instruction value of reverse proportional solenoid valve output mA Instruction value of first gear proportional solenoid valve output mA Instruction value of second gear proportional solenoid valve output Instruction value of third gear proportional solenoid valve output mA Instruction value of fourth gear proportional solenoid valve output mA Feedback value of forward proportional solenoid valve output mA Feedback value of reverse proportional solenoid valve output mA Feedback value of first gear proportional solenoid valve output mA Feedback value of second gear proportional solenoid valve output Feedback value of third gear proportional solenoid valve output mA Feedback value of fourth gear proportional solenoid valve output mA Instruction signal to hydraulic drive fan reversing solenoid valve ON OFF Continuity status to enabled indicator in forward/reverse switch Excited condition of reverse relay in MC Excited Status of solenoid valve at lift arm raise side in pilot valve Excited Status of solenoid valve at lift arm lower side in pilot valve Forward/reverse neutral signal status Excited status of parking brake relay 1 and continuity status to parking brake indicator Continuity status to transmission warning indicator Detected value of ambient temperature sensor Detected value of hydraulic oil temperature sensor Transmission learning process status code Transmission learning failure position code ON ON ON ON Learning Warning Crash Learning detail position of transmission learning process status each code Learning failure detail position of transmission learning failure position code Crash grounds of transmission learning Angle Sensor Learning Status Lift arm angle sensor learning status Learning Warning Step Unit 1234 LD/Cry Normal Power ON OFF Acr NotAct Manual Auto Low Normal High T5-2-9 mA mA OFF OFF OFF OFF ON OFF ON OFF ON OFF °C °C Normal Other Enabled Learning Other 1 2 3 1 2 3 Ky Eng Pbrk Spd FNR Not Learn Finish Failure TROUBLESHOOTING / Dr. ZX Monitor Display After starting Dr. ZX, push Select Controller. Push OK. Push Main C/U. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Controller Selection Screen Push Start. Push Monitor Display. T4GB-05-02-004 Main Controller Screen To the lower T4GB-05-02-054 T1V7-05-03-012 T1V7-05-03-011 Title Screen Main Menu Screen Enter Model and Serial No. Screen Input the model code and serial No. and push OK. If this procedure is not done, monitor data cannot recorded. Push ESC and return to Main Menu Screen. Push the item for Monitor Display and push OK. Refer to T5-2-8, 9 as for the monitor item. Push ESC and return to Main Menu Screen. Push Hold and the monitor are stopped temporarily. When the monitor is started again, push Hold again. Push ESC and return to Display Item Selection Screen. T4GB-05-02-008 T4GB-05-02-007 T4GB-05-02-055 Enter Model and Serial No. Screen Display Item Selection Screen Monitor Screen To the next page T5-2-10 TROUBLESHOOTING / Dr. ZX Push Rec. No. and the recording screen for Rec. No. is made. Push Record. To the lower T4GB-05-02-008 T1V7-05-03-096 Monitor Screen If Rec. No. has already been recorded and push Over Write, data is overwritten. Push ESC and return to Main Menu Screen. If Rec. No. has not been recorded yet and push Write, data is written to the recording screen. Push ESC and return to Main Menu Screen. Select Write Data-Bank Screen T1V7-05-03-097 Push Comment. Push ESC and return to Main Menu Screen. To the lower T4GB-05-02-056 Recording Screen T4GB-05-02-057 T1V7-05-03-100 Recording Screen Input weather and person’s name in change and push OK. Push OK and the recording screen (making) is finished. T4GB-05-02-058 T4GB-05-02-059 Recording Screen (Comment Input) T5-2-11 Push Re-Input and return to Recording Screen (Comment Input). Push ESC and return to Monitor Screen. T4GB-05-02-060 TROUBLESHOOTING / Dr. ZX SETTING Target engine idling speed, engine warming-up speed and so on can be adjusted. MC List of Parameter Change Item Item Unit Request Speed Ⅰ Calibration min-1 Warning Up Speed Calibration min-1 Warming Up Control Deactivation ON, OFF Flag Set Torque Calibration N⋅m Data Adjustment of engine idling speed Adjustment of engine warming-up speed Selection (enable/ disable) of engine warming-up control Adjustment of main pump target torque MC List of Adjustment Data Data Request Speed Ⅰ Calibration Warning Up Speed Calibration Warming Up Control Deactivation Flag Set Torque Calibration Adjustment Minimum Unit 1 min-1 1 min-1 0 to 200 -200 to 200 Adjustment Value When Delivering 0 min-1 0 min-1 - ON or OFF ON 3 N⋅m -45 to 45 0 N⋅m Adjustable Range T5-2-12 Remark TROUBLESHOOTING/ Dr. ZX Setting • Parameter Change After starting Dr. ZX, push Select Controller. Push OK. Push Main C/U. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Controller Selection Screen Push Start. Push Setup. T4GB-05-02-004 Main Controller Screen To the lower T1V7-05-03-011 T1V7-05-03-012 Title Screen Main Menu Screen Input the password and push OK. Push Cancel and return to Main Menu Screen. Push Parameter Change. Push ESC and return to Main Menu Screen. T1V7-05-03-016 Refer to T5-2-12 as for the item of Parameter Change. Push Engine Control. To the Next Page T1V7-05-03-022 Setup Password Input Screen T4GB-05-02-014 Setup Item Selection Screen T5-2-13 Parameter Change Selection Screen T4GB-05-02-015 TROUBLESHOOTING/ Dr. ZX Parameter Input Example: Engine Control Correction Input Value = Normal Value Push Request Speed I Calibration.. Target Speed I Input the value and push Exec. Push ESC and return to Parameter Change Selection Screen. Check Adjustment and push Exec. Push ESC and return to Parameter Change Selection Screen. To the lower T4GB-05-02-016 Parameter Change Selection Screen T4GB-05-02-017 Parameter Input Screen Push ESC and return to Parameter Change Selection Screen. T1V7-05-03-107 T5-2-14 T4GB-05-02-018 TROUBLESHOOTING/ Dr. ZX Input Value = Current Value Push Request Speed I Calibration. Input the value and push Exec. Push ESC and return to Parameter Change Selection Screen. Push Exec. Push ESC and return to Parameter Change Selection Screen. To the lower T4GB-05-02-016 Parameter Change Selection Screen T4GB-05-02-019 Parameter Input Screen Push ESC and return to Parameter Change Selection Screen. T1V7-05-03-107 T5-2-15 T1V7-05-03-108 TROUBLESHOOTING/ Dr. ZX Input Value > Maximum Value (Input Value < Minimum Value) Push Request Speed I Calibration. Input the value and push Exec. Push ESC and return to Parameter Change Selection Screen. Push Re-Input and return to Parameter Input Screen. Push Max and the maximum value is input. Push ESC and return to Parameter Change Selection Screen. To the lower T4GB-05-02-016 Parameter Change Selection Screen T4GB-05-02-020 Parameter Input Screen Push ESC and return to Parameter Change Selection Screen. T1V7-05-03-107 T5-2-16 T4GB-05-02-021 TROUBLESHOOTING/ Dr. ZX When the input value cannot be divided Example: Pump Control Set Torque Calibration Push Set Torque Calibration. Input the value and push Exec. Push ESC and return to Parameter Change Selection Screen. Push Re-Input and return to Parameter Input Screen. Push A or B and the value of A or B is input. Push ESC and return to Parameter Change Selection Screen. To the lower T4GB-05-02-022 Parameter Change Selection Screen T4GB-05-02-023 Parameter Input Screen Push ESC and return to Parameter Change Selection Screen. T1V7-05-03-107 T5-2-17 T4GB-05-02-024 TROUBLESHOOTING/ Dr. ZX Status Selection Example: Engine Control Warming Up Control Deactivation Flag Push Warming Deactivation Flag. Up Ctrl Push OFF and push Exec. Push ESC and return to Parameter Change Selection Screen. Check contents and push Exec. Push ESC and return to Parameter Change Selection Screen. To the lower T4GB-05-02-016 Parameter Change Selection Screen T4GB-05-02-025 Status Selection Screen Push ESC and return to Parameter Change Selection Screen. T1V7-05-03-107 T5-2-18 T4GB-05-02-026 TROUBLESHOOTING/ Dr. ZX Recorded Data Display After starting Dr. ZX, push Select Controller. Push OK. Push Main C/U. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Push and select No. Push Regeneration and the recorded data are regenerated.Push DEL and data of selected No. is d l t d Push Start to record. Push Hold and the monitor are stopped temporarily. Push Hold again and restart regeneration. Push ESC and Recorded Data Selection Screen is displayed. T1V7-05-03-124 T1V7-05-03-011 Title Screen T4GB-05-02-004 Main Controller Screen Controller Selection Screen Recorded Data Selection Screen T5-2-19 Recorded Data Regeneration Screen T4GB-05-02-027 TROUBLESHOOTING/ Dr. ZX PASSWORD CHANGE After starting Dr. ZX, push Select Controller. Push OK. Push Main C/U. To the lower Function Selection Screen T1V7-05-03-001 Controller Selection Screen T4GB-05-02-053 Input the registered password and push OK. Push Password. Main Controller Screen T4GB-05-02-004 Input the new password and push OK. To the lower T1V7-05-03-126 T1V7-05-03-011 Title Screen Input the new password again and push OK. Push OK Screen. and return to Title T1V7-05-03-128 T1V7-05-03-169 T5-2-20 T1V7-05-03-127 TROUBLESHOOTING / D r. ZX ENGINE CONTROLLER Main Menu • Monitor Display Dr. ZX displays the input signals from sensors and the control signals of ECM. • Recorded Data Display Data recorded in ECM is displayed by one day by using Dr. ZX. Password The password can be changed. T1V7-05-03-079 T5-2-21 TROUBLESHOOTING / D r. ZX MONITOR DISPLAY ECM List of Monitor Item Item Selecting Engine Torque Actual Engine Speed (Engine Speed) Target Engine Speed Glow Signal Coolant Temperature (Engine Coolant Temperature) Fuel Temperature Engine Oil Pressure Fuel Flow Rate Atmospheric Pressure Suction Temperature (Intake Air Temperature) Boost Pressure Boost Temperature Battery Voltage Total Amount of Fuel Use Unit Monitoring Engine Torque % Actual Engine min-1 Speed Target Engine min-1 Speed Glow Signal OFF, ON Coolant Temperature °C (E) Fuel °C Temperature Engine Oil kPa Pressure Fuel Flow L/h Barometric kPa Pressure Intake Air °C Temperature Boost Pressure kPa Boost °C Temperature Battery Voltage V Total Used L Fuel Data Input signal from ECM Input signal from crank speed sensor and cam angle sensor Input signal from accelerator pedal Glow relay ON/OFF status Input signal from coolant temperature sensor Input signal from fuel sensor Input signal from engine oil pressure sensor Input signal from ECM Input signal from atmospheric pressure sensor Input signal from intake-air temperature sensor Input signal from boost pressure sensor Input signal from boost temperature sensor Input signal from ECM Input signal from ECM T5-2-22 TROUBLESHOOTING / D r. ZX (Blank) T5-2-23 TROUBLESHOOTING / D r. ZX Monitor Display After starting Dr. ZX, push Select Controller. Push OK. Push Engine C/U. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Controller Selection Screen Push Start. Push Monitor Display. T4GB-05-02-004 Engine Controller Screen To the lower Title Screen T4GB-05-02-028 T1V7-05-03-011 Input the model code and serial No. and push OK. If this procedure is not done, monitor data cannot recorded. Push ESC and return to Main Menu Screen. T4GB-05-02-061 Main Menu Screen Enter Model and Serial No. Screen Push the item for Monitor Display and push OK. Refer to T5-2-22 as for the monitor item. Push ESC and return to Main Menu Screen. Push Hold and the monitor are stopped temporarily. When the monitor is started again, push Hold again. Push ESC and return to Display Item Selection Screen. Start recoding. To the next page T1V7-05-03-132 T4GB-05-02-062 Enter Model and Serial No. Screen Display Item Selection Screen T5-2-24 T1V7-05-03-133 Monitor Screen TROUBLESHOOTING / D r. ZX Push Rec. No. and the recording screen for Rec. No. is made. Push Record. To the lower Monitor Screen T1V7-05-03-133 If Rec. No. has already been recorded and push Over Write, data is overwritten. Push ESC and return to Main Menu Screen. T1V7-05-03-134 If Rec. No. has not been recorded yet and push Write, data is written to the recording screen. Push ESC and return to Main Menu Screen. Select Write Data-Bank Screen T1V7-05-03-135 Push Comment. Push ESC and return to Main Menu Screen. To the lower T4GB-05-02-063 Recording Screen T4GB-05-02-030 T4GB-05-02-064 Recording Screen Input weather and person’s name in change and push OK. Push OK and the recording screen (making) is finished. T4GB-05-02-065 T4GB-05-02-066 Recording Screen (Comment Input) T5-2-25 Push Re-Input and return to Recording Screen (Comment Input). Push ESC and return to Main Menu Screen. T4GB-05-02-067 TROUBLESHOOTING / D r. ZX RECORDED DATA DISPLAY After starting Dr. ZX, push Select Controller. Push OK. Push Engine C/U. To the lower T4GB-05-02-053 T1V7-05-03-001 T4GB-05-02-004 Function Selection Screen Controller Selection Screen Engine Controller Screen Push Disp. Record. Push and select No. Push Regeneration and the recorded data is regenerated. Push DEL and data of selected No. is deleted. Push ESC and return to Title Screen. Push Hold and the monitor is stopped temporarily When the monitor is started again, push Hold again. Push ESC and return to Recored Data Selection Screen. T1V7-05-03-124 T1V7-05-03-011 Title Screen Recorded Data Selection Screen T5-2-26 T1V7-05-03-141 Recorded Data Regeneration Screen TROUBLESHOOTING / D r. ZX PASSWORD CHANGE After starting Dr. ZX, push Select Controller. Push Engine C/U. Push OK. To the lower T1V7-05-03-001 T4GB-05-02-053 T4GB-05-02-004 Function Selection Screen Controller Selection Screen Engine Controller Screen Push Password. Input the registered password and push OK. Input the new password and push OK. To the lower T1V7-05-03-126 T1V7-05-03-011 Title Screen Input the new password again and push OK. Push OK Screen. and return to Title T1V7-05-03-128 T1V7-05-03-169 T5-2-27 T1V7-05-03-127 TROUBLESHOOTING / D r. ZX (Blank) T5-2-28 TROUBLESHOOTING / Dr. ZX ICF CONTROLLER Main Menu • Information C/U Various Setup Initialization of information C/U, setting of model, serial No. and time, and initialization of control data can be done. • Data Download Daily report data, frequency distribution data, total operating hours, alarm and fault code, which are recorded in ICF, can be downloaded to Dr. ZX. • Save Data Check Daily report data, frequency distribution data, total operating hours, alarm and fault code, which are saved in ICF, can be checked by using Dr. ZX. Password The password can be changed. T1V7-05-03-166 T5-2-29 TROUBLESHOOTING / Dr. ZX INFORMATION C/U VARIOUS SETUP ICF List of Controller Data Setting Item Item Information C/U: Initialize Enter Model and Serial No. Range of Data Model Serial No. Enter Date and Time YY MM DD HH MM Date Time Control Data: Initialize Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check ICF < = > Satellite Terminal Satellite Terminal Connect Comm. Power Comm. Rod Aerial GPS Aerial Wave State Un-Transmit Data Number Last Transmitting Time Enter Satellite Comm. Start/Stop T5-2-30 Initialize/ESC ASCII (4 characters) 0 to 9, A to Z 000000 to 999999 2000 to 2100 1 to 12 1 to 31 0 to 23 0 to 59 Initialize/ESC DEL/ESC 12 digits: 0 to 9, A to Z Conn/UnConn OK/NG ON/OFF Enable/Stop OK/NG OK/NG ON/OFF 0～99 YYYY/MM/DD hh: mm: ss Start/Stop TROUBLESHOOTING / Dr. ZX INFORMATION C/U: INITIALIZE After starting Dr. ZX, push Select Controller. Push OK. Push Information C/U. To the lower Function Selection Screen T1V7-05-03-001 Controller Selection Screen Push Information Setup. Push Start. C/U: T4GB-05-02-053 Various ICF Controller Screen T4GB-05-02-036 Push Information C/U: Initialize. To the lower Title Screen T1V7-05-03-025 Push Init and the controller operating data is initialied. Push ESC and return to Information C/U: Various Setup Screen. Main Menu Screen T1V7-05-03-026 T1V7-05-03-027 Information C/U: Various Setup Screen Push OK and return to Information C/U: Various Setup Screen. Push ESC and return to Main Menu Screen. Init ESC T1V7-05-03-029 T1V7-05-03-028 T1V7-05-03-027 Information C/U: Various Setup Screen Information C/U: Initialize Screen T5-2-31 TROUBLESHOOTING / Dr. ZX ENTER MODEL AND SERIAL No. After starting Dr. ZX, push Select Controller. Push Information C/U. Push OK. To the lower T4GB-05-02-053 T1V7-05-03-001 T4GB-05-02-036 Function Selection Screen Controller Selection Screen ICF Controller Screen Push Start. Push Information Setup. Push Enter Model and Serial No. C/U: Various To the lower T1V7-05-03-026 T1V7-05-03-025 Title Screen Main Menu Screen Push Exec and model and serial No. can be input. Push ESC and return to Information C/U: Various Setup Screen. Push OK after inputting model and serial No. and return to Enter Model and Serial No. Screen. Push ESC and return to Information C/U: Various Setup Screen. T1V7-05-03-027 Information C/U: Various Setup Screen Push ESC and return to Main Menu Screen. ESC Exec ESC OK T4GB-05-02-068 T4GB-05-02-069 T1V7-05-03-027 Information C/U: Various Setup Screen Enter Model and Serial No. Screen T5-2-32 TROUBLESHOOTING / Dr. ZX ENTER DATE AND TIME After starting Dr. ZX, push Select Controller. Push Information C/U. Push OK. To the lower Function Selection Screen T4GB-05-02-053 T1V7-05-03-001 Controller Selection Screen Push Information Setup. Push Start. C/U: Various ICF Controller Screen T4GB-05-02-036 Push Enter Date and Time. To the lower T1V7-05-03-026 T1V7-05-03-025 Title Screen T1V7-05-03-027 Information C/U: Various Setup Screen Main Menu Screen Push Set and the focused item is YY. Push ESC and return to Information C/U: Various Setup Screen. YY, MM, DD, HH and MM The focused item is displayed reversely. At first, the focused item is YY. － YY, MM, DD, HH and MM Move the focused item. No repeat input. T1V7-05-03-032 Enter Date and Time Screen ＋ YY, MM, DD, HH and MM Value of the focused item is increased or decreased one by one. In case value is beyond maximum one: Change value into the minimum one In case value is below minimum one: Change value into the maximum one No repeat input. T5-2-33 TROUBLESHOOTING / Dr. ZX CONTROL DATA: INITIALIZE After starting Dr. ZX, push Select Controller. Push OK. Push Information C/U. To the lower Function Selection Screen T4GB-05-02-053 T1V7-05-03-001 Controller Selection Screen Push Information Setup. Push Start. C/U: T4GB-05-02-036 ICF Controller Screen Various Push Control Data: Initialize. To the lower Title Screen T1V7-05-03-025 Push Init and the controller control data is initialied. Push ESC and return to Information C/U: Various Setup Screen. T1V7-05-03-026 Main Menu Screen Information C/U: Various Setup Screen Push OK and return to Information C/U: Various Setup Screen. Push ESC and return to Main Menu Screen. T1V7-05-03-027 Init ESC T1V7-05-03-034 T1V7-05-03-033 T1V7-05-03-027 Information C/U: Various Setup Screen Control Data: Initialize Screen T5-2-34 TROUBLESHOOTING / Dr. ZX SATELLITE TERMINAL: INITIALIZE After starting Dr. ZX, push Select Controller. Push Information C/U. Push OK. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Push Start. T4GB-05-02-036 Controller Selection Screen ICF Controller Screen Push Information Setup. Push T and move to the next screen of Information C/U: Various Setup Screen. Push Satellite Terminal: Initialize. C/U: Various To the lower T1V7-05-03-026 T1V7-05-03-025 Title Screen Main Menu Screen Push Exec. Push ESC and return to Information C/U: Various Setup Screen. Push OK and return to Information C/U: Various Setup Screen. T1V7-05-03-035 Information C/U: Various Setup Screen Exec ESC T1V7-05-03-145 T1V7-05-03-036 T5-2-35 Information C/U: Various Setup Screen T1V7-05-03-035 TROUBLESHOOTING / Dr. ZX SATELLITE TERMINAL No. CONFIRMATION After starting Dr. ZX, push Select Controller. Push OK. Push Information C/U. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Push Start. T4GB-05-02-036 Controller Selection Screen ICF Controller Screen Push Information Setup. Push T and move to the next screen of Information C/U: Various Setup Screen. Push Satellite Terminal No. Confirmation. C/U: Various To the lower T1V7-05-03-026 T1V7-05-03-025 Main Menu Screen Title Screen Confirm serial No. (12 digits). Push ESC and return to Information C/U: Various Setup Screen. T1V7-05-03-035 T1V7-05-03-037 T5-2-36 T1V7-05-03-035 Information C/U: Various Setup Screen TROUBLESHOOTING / Dr. ZX COMMUNICATING STATE CHECK After starting Dr. ZX, push Select Controller. Push Information C/U. Push OK. To the lower T1V7-05-03-001 Function Selection Screen Push Start. T4GB-05-02-053 Controller Selection Screen ICF Controller Screen Push Information Setup. Push T and move to the next screen of Information C/U: Various Setup Screen. Push Communicating State Check. C/U: Various T4GB-05-02-036 To the lower T1V7-05-03-026 T1V7-05-03-025 Title Screen Main Menu Screen Check communicating state. Unconn: Faulty harness NG: Faulty harness for Comm. OFF: Faulty harness, Faulty controller Stop: Enter Satellite Comm. Start/Stop Push ESC and return to Information C/U: Various Setup Screen. Push T and move to the next screen. Check communicating state of Rod Aerial and GPS Aerial. Push ESC and return to Information C/U: Various Setup Screen. T1V7-05-03-035 Information C/U: Various Setup Screen Push ESC and return to Main Menu Screen. ESC T1V7-05-03-143 T1V7-05-03-142 T1V7-05-03-035 When electrical wave of the satellite is caught, the items are turned into OK. Check the enclosed state. IMPORTANT: Check this with the key of machine ON in outdoor. According to state of electrical wave, it may take a little longer time. T5-2-37 TROUBLESHOOTING / Dr. ZX ENTER SATELLITE COMM. START / STOP After starting Dr. ZX, push Select Controller. Push OK. Push Information C/U. To the lower T1V7-05-03-001 Function Selection Screen T4GB-05-02-053 Controller Selection Screen Push Information Setup. Push Start. C/U: Various ICF Controller Screen T4GB-05-02-036 Push T and move to the next screen of Information C/U: Various Setup Screen. Push Enter Satellite Comm. Start/Stop. To the lower Title Screen T1V7-05-03-026 T1V7-05-03-025 When starting Satellite Comm., push Start and push Exec. When stopping Satellite Comm., push Stop and push Exec. Push ESC and return to Information C/U: Various Setup Screen. T1V7-05-03-035 Main Menu Screen Information C/U: Various Setup Screen Push OK and return to Information C/U: Various Setup Screen. Push ESC and return to Main Menu Screen. Exec ESC T1V7-05-03-147 T1V7-05-03-146 T5-2-38 Information C/U: Various Setup Screen T1V7-05-03-035 TROUBLESHOOTING / Dr. ZX DATA DOWNLOAD After starting Dr. ZX, push Select Controller. Push OK. Push Information C/U. To the lower Function Selection Screen T1V7-05-03-001 Push Start. Controller Selection Screen T4GB-05-02-053 ICF Controller Screen T4GB-05-02-036 While downloading data, Download Screen is displayed. Push Data Download. To the lower Title Screen T1V7-05-03-025 When downloading is completed normally, Normal End Screen is displayed. Push OK and return to Main Menu Screen. Main Menu Screen If pushing Cancel on Data Download Screen, Alarm Screen is displayed. Push OK and return to Main Menu Screen. Data Download Screen Alarm Screen T1V7-05-03-026 Main Menu Screen T5-2-39 T1V7-05-03-038 Push ESC and return to Title Screen. T1V7-05-03-148 T1V7-05-03-039 Normal End Screen T1V7-05-03-026 TROUBLESHOOTING / Dr. ZX SAVE DATA CHECK After starting Dr. ZX, push Select Controller. Push Information C/U. Push OK. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Push Start. ICF Controller Screen Push Save Data Check. Data saved in ICF is displayed. Push OK and return to Main Menu Screen. T1V7-05-03-026 T1V7-05-03-025 Title Screen T4GB-05-02-036 Controller Selection Screen Main Menu Screen T5-2-40 T1V7-05-03-040 Save Data Check Screen TROUBLESHOOTING / Dr. ZX PASSWORD CHANGE After starting Dr. ZX, push Select Controller. Push OK. Push Information C/U. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Controller Selection Screen ICF Controller Screen Push Password. Input the registered password and push OK. Input the new password and push OK. T4GB-05-02-036 To the lower T1V7-05-03-126 T1V7-05-03-025 Title Screen Input the new password again and push OK. Push OK Screen. and return to Title T1V7-05-03-128 T1V7-05-03-169 T5-2-41 T1V7-05-03-127 TROUBLESHOOTING / Dr. ZX (Blank) T5-2-42 TROUBLESHOOTING / Dr. ZX MONITOR UNIT Main Menu • Monitoring Dr. ZX displays the input signals from each sensor and switch. • Various Settings Dr. ZX can set inner hour meter synchronization. Password The password can be changed. T4GB-05-02-039 T5-2-43 TROUBLESHOOTING / Dr. ZX MONITORING List of Monitoring Item Item Radiator Coolant Temperature Fuel Level T/M Torque Converter Oil Temperature Steering Pressure Brake Oil Level Switch of Service Brake Data Signal to coolant temperature gauge Signal to fuel gauge Signal to transmission oil temperature gauge Continuity status in emergency steering pressure switch Continuity status to brake oil level indicator Unit °C % °C ON OFF ON OFF Emergency Steering Pump Continuity status in emergency steering pump delivery Pressure Switch pressure switch ON OFF Service Brake Pressure Overheat Switch Engine Oil Pressure Switch Air Filter Restriction Heated Window Switch (Optional) MPa ON OFF ON OFF ON OFF ON OFF Detected value in brake primary pressure sensor Continuity status to overheat indicator Continuity status to engine oil pressure indicator Continuity status to air filter restriction indicator Continuity status in heated window switch (optional) Emergency Steering Continuity status in emergency steering check switch Operation Check Switch Front Wiper Switch Continuity status in front wiper switch Engine Warning Switch Continuity status to engine warning indicator Engine STOP Switch Continuity status to stop indicator Model Selector Switch 1 Model Selector Switch 2 Glow Switch T/M Warning Switch Buzzer Output Load Dump Relay Output Emergency Steering Relay Output Front Wiper Relay Output Heated Window Relay Output Parking Brake Signal Output Parking Brake Pressure Switch Neutral Signal Axle Oil Temperature ON OFF ON ON ON ON ON ON ON ON ON ON OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Continuity status in parking brake pressure switch ON ON ON ON OFF OFF OFF OFF Excited status in neutral relay Detected value in axle oil temperature sensor ON OFF °C Switch 1 OFF, switch 2 OFF: ZW220/250 Switch 1 ON, switch 2 OFF: ZW310 Continuity status to glow signal Continuity status to transmission warning indicator Continuity status to buzzer Excited status in load dump relay Excited status in emergency steering relay Excited status in front wiper relay Excited status in heated window relay Sending status of parking brake operating signal to TCU T5-2-44 TROUBLESHOOTING / Dr. ZX Monitoring After starting Dr. ZX, push Select Controller. Push OK. Push Monitor Unit. To the lower T4GB-05-02-053 T1V7-05-03-001 Function Selection Screen Push Start. T4GB-05-02-040 Controller Selection Screen Monitor Controller Screen Push Monitoring. Push item for monitoring and push OK. Refer to T5-2-44 as for the monitoring item. Push ESC and return to Main Menu Screen. To the lower Title Screen T1V7-05-03-025 T1V7-05-03-042 Main Menu Screen When pushing Hold, the monitor is stopped temporarily. When re-starting the monitor, push Hold again. Push ESC and return to Monitoring Item Selection Screen. T4GB-05-02-042 Monitoring Screen T5-2-45 T4GB-05-02-041 Monitoring Item Selection Screen TROUBLESHOOTING / Dr. ZX VARIOUS SETTINGS Monitor Unit List of Setup Item Item Internal Hour Meter Sync. Data Synchronization of hour meter data in both monitor unit and ICF MC List of Adjustment Data Data Internal Hour Meter Sync. Adjustment Minimum Unit - Adjustable Range T5-2-46 ON only Adjustment Minimum Unit - Remark TROUBLESHOOTING / Dr. ZX INTERNAL HOUR SYNCHRONIZATION After starting Dr. ZX, push Select Controller. METER Push Monitor Unit. Push OK. To the lower T4GB-05-02-053 T1V7-05-03-001 T4GB-05-02-040 Function Selection Screen Controller Selection Screen Monitor Controller Screen Push Start. Push Various setting. Push Internal Hour Meter Sync. To the lower T1V7-05-03-042 T1V7-05-03-025 Title Screen Main Menu Screen Push Sync. Push ESC and return to the former screen. Push ESC and return to Various Setup Item Screen. T1V7-05-03-086 T1V7-05-03-085 Maintenance Set Item Screen T5-2-47 T4GB-05-02-043 Various Setup Item Screen TROUBLESHOOTING / Dr. ZX PASSWORD CHANGE After starting Dr. ZX, push Select Controller. Push Monitor Unit. Push OK. To the lower T4GB-05-02-053 T1V7-05-03-001 T4GB-05-02-040 Function Selection Screen Controller Selection Screen Monitor Controller Screen Push Password. Input the registered password and push OK. Input the new password and push OK. To the lower T1V7-05-03-126 T1V7-05-03-025 Title Screen Main Menu Screen Input the new password again and push OK. Push OK Screen. and return to Title T1V7-05-03-128 T1V7-05-03-169 . T5-2-48 T1V7-05-03-127 TROUBLESHOOTING / e-Wheel OUTLINE ICF (Information Controller) saves the input signals from various sensors and switches of the machine as data by using CAN bus line from each controller. Various input signals are recorded as “list of daily report data”, “list of frequency distribution data”, “list of total operating hours”, “list of alarm” and “list of failure” in ICF. The recorded data is downloaded to the personal computer and is uploaded to the center server via LAN, so that the data can be used as “e-Service”. The machine equipped with the optional satellite communication terminal can send the data to center server by using satellite communication. (As for the satellite communication system, refer to T5-3-24. T5-3-1 TROUBLESHOOTING / e-Wheel LIST OF DAILY REPORT DATA Item 1. Date 2. Fuel Level 3. 4. 5. 6. 7. Fuel Usage Amount Machine Hour Meter Engine Operating Hours Operating Distance Manual Transmission Operating Hours 8. Automatic Transmission Operating Hours 9. L Mode Operating Hours Details Date of daily report data The value of the final remained fuel during a day when the engine stops The value of fuel used during a day Hour meter cumulative hours Total engine operating hours during a day Traveling distance during a day Total manual transmission operating hours during a day Total automatic transmission operating hours during a day Total hours operating L mode of work mode selection switch during a day Total hours operating N mode of work mode selection switch during a day Total hours operating P mode of work mode selection switch during a day The highest radiator coolant temperature during a day The highest hydraulic oil temperature during a day The highest intake air temperature during a day The highest fuel temperature during a day The highest torque converter oil temperature during a day Engine operating hour distribution during a day (Operating hours are recorded only when alternator output signal is continuously delivered for more than 10 minutes.) 10. N mode Operating Hours 11. P mode Operating Hours 12. 13. 14. 15. Radiator Coolant Temperature Hydraulic Oil Temperature Intake Air Temperature Fuel Temperature 16. Torque Converter Oil Temperature 17. Engine Operating Hour Distribution NOTE: The daily operation in this table is equivalent to the hours between 0:00 and 23:59:59 counted by the ICX built-in clock. In case the engine is kept operated beyond 0:00, such data are recorded as those for the following day. T5-3-2 TROUBLESHOOTING / e-Wheel LIST OF FREQUENCY DISTRIBUTION DATA 1. 2. 3. 4. 5. 6. Item Fuel Temperature Distribution Pump Load Distribution Travel Load Distribution Radiator Coolant Temperature Distribution Hydraulic Oil Temperature Distribution Torque converter oil Temperature Distribution 7. 8. Brake Pressure Distribution Radiator Coolant Temperature - Intake Air Temperature Distribution 9. Hydraulic Oil Temperature - Intake Air Temperature 10. Torque Converter Oil Temperature - Intake Air Temperature Distribution i 11. Radiator Coolant Temperature/Intake Air Temperature 12. Hydraulic Oil Temperature/Intake Air Temperature 13. Torque Converter Oil Temperature / Intake Air Temperature 14. Manual Transmission Speed Distribution 15. Automatic Transmission Speed Distribution 16. Engine Load Rate Details Frequency distribution of fuel temperature Frequency distribution of main pump delivery pressure Frequency distribution of travel torque Frequency distribution of coolant temperature Frequency distribution of hydraulic oil temperature Frequency distribution of torque converter oil temperature Frequency distribution of secondary brake pressure Frequency distribution on temperature in which intake air temperature is pulled from coolant temperature Frequency distribution on temperature in which intake air temperature is pulled from hydraulic oil temperature Frequency distribution on temperature in which intake air temperature is pulled from torque converter oil temperature Frequency distribution of coolant temperature and intake air temperature Frequency distribution of hydraulic oil temperature and intake air temperature Frequency distribution of torque converter oil temperature and intake air temperature Frequency distribution of speed in manual transmission Frequency distribution of speed in automatic transmission Frequency distribution of engine spood and engine torque T5-3-3 TROUBLESHOOTING / e-Wheel LIST OF TOTAL OPERATING HOURS 1. 2. 3. 4. 5. 6. 7. Item Hour Meter (ICF) Hour Meter (Monitor Unit) Engine Operating Hour Traveling Distance Manual Transmission Operating Hours Automatic Transmission Operating Hours L mode Operating Hours 8. N mode Operating Hours 9. P mode Operating Hours Details Hour meter’s value accumulated inside ICF Hour meter’s value accumulated in monitor unit Total engine operating hours Total traveling Distance Total manual transmission operating hours Total automatic transmission operating hours Total hours operating L mode of work mode selection switch Total hours operating N mode of work mode selection switch Total hours operating P mode of work mode selection switch T5-3-4 TROUBLESHOOTING / e-Wheel LIST OF ALARM 1. 2. 3. 4. 5. 6. 7. 8. 9. Item Overheat Alarm Engine Warning Alarm Engine Oil Pressure Alarm Alternator Indicator Alarm Air Filter Restriction Alarm Water Separator Alarm Service Brake Oil Level Alarm Service Brake Oil Pressure Alarm Emergency Steering Operation Alarm Details Date when the overheat indicator lights Date when the engine warning indicator lights Date when the engine oil pressure indicator lights Date when the alternator indicator lights Date when the air filter restriction indicator lights Date when the water separator indicator lights Date when the service brake oil level indicator lights Date when the service brake oil pressure indicator lights Date when the emergency steering operation indicator lights Date when the steering oil pressure indicator lights Date when the transmission oil temperature indicator lights Date when the hydraulic oil temperature indicator lights Date when the transmission filter restriction indicator lights Date when the transmission failure indicator lights 10. Steering Oil Pressure Alarm Transmission Oil Temperature Alarm 11. 12. Hydraulic Oil Temperature Alarm Transmission Filter Restriction Alarm 13. 14. Transmission Failure Alarm NOTE: When the alarm above is recorded, check each item. If the monitor is faulty, refer to Troubleshooting C. T5-3-5 TROUBLESHOOTING / e-Wheel LIST OF FAILURE When the fault code occurs, ICF records the fault code and the date. Use the list of failure when the malfunction, which is difficult to identify, occurs as the remedy information. Refer to Troubleshooting A. If the machine is operated properly with the fault code recorded, the machine can continue to be operated. T5-3-6 TROUBLESHOOTING / e-Wheel HOW TO DOWNLOAD AND UPLOAD DATA OF ICF After the data saved in ICF is downloaded to Dr. ZX, is uploaded to the personal Computer, and is uploaded to the center server by using LAN, the data can be used as “e-Service”. Dr.ZX Connector How to Download Data from Machine to Dr. ZX 1. Connect Dr. ZX to the machine by using the Hot Sync cable and download cable for portable communication system. 2. Turn Dr. ZX ON and start downloading the data. (Refer to the next page.) T4GB-05-01-007 Dr. ZX (Palm) Hot Sync Cable Download Cable for Portable Communication System T1V1-05-07-002 T5-3-7 TROUBLESHOOTING / e-Wheel Data Download After starting Dr. ZX, push Select Controller. Select Function + Select failure-diagnosis controller Self-Diagnostic Result + Push OK. Push ICF Controller. Select Controller + Engine Controller + Main Controller + Monitor Controller + ICF Controller ESC ・ ICF controller Ver.: XXYY ・ Satellite terminal Controller Ver.: XXYY Is it correct? ESC OK ESC Function Selection Screen Controller Selection Screen ICF Controller Screen Push Start. Push Date Download. While downloading data, Download Screen is displayed. Select Item Password Dr. ZX SerVice Soft (C)Hitachi Construction Machinery Co., ltd Data Download + Information C/U: Various Setup + Data Download + Save Data Check Downloading. Do not turn off the Palm or disconnect the download cable. 27% + Op. Manual Start Back ESC Cancel Title Screen Main Menu Screen Data Download Screen When downloading is completed normally, Normal End Screen is displayed. Push OK and return to Main Menu Screen. If pushing Cancel on Data Download Screen, Alarm Screen is displayed. Push OK and return to Main Menu Screen. Push ESC and return to Title Screen. Select Item i Initialization has been completed. The download is completed. CAUTION Initialization has been The completed. download has been interrupted. You may disconnect the download cable. No data has been transferred to the Dr. ZX OK Normal End Screen To the lower + Information C/U: Various Setup + Data Download + Save Data Check + OK ESC Main Menu Screen Alarm Screen T5-3-8 To the lower TROUBLESHOOTING / e-Wheel How to Upload Data from Dr. ZX (Palm) to Personal Computer 1. Set Dr. ZX (Palm) to the cradle. Connect the USB cable to the personal computer. 2. Push the Hot Sync button. NOTE: When pushing the Hot Sync button and uploading the data to the personal computer, the Palm Desktop software attached with Dr. ZX (Palm) need to be installed. Dr. ZX (Palm) Cradle Hot Sync Button T178-05-07-033 T5-3-9 TROUBLESHOOTING / e-Wheel VARIOUS SETUP OF ICF AND SATELLITE COMMUNICATION TERMINAL BY USING Dr. ZX Before starting satellite communication, installing the satellite communication terminal and replacing ICF, perform the following procedures by using Dr. ZX. ICF Setup Procedures Start Dr. ZX 1.1 Select Information Controller 1.2 Select Information C/U: Various Setup 1.3 Enter Date and Time 1.4 Enter Model and Serial No. 1.5 Information C/U: Initialize Communication 1.6 Satellite Terminal: Initialize 1.7 Satellite Terminal Serial No. Check 1.8 Satellite Terminal, Communicating State Check No Communication 2. Self-Diagnosing T5-3-10 TROUBLESHOOTING / e-Wheel 1.1 Select Information Controller 1.2 Select Information C/U: Various Setup 1.1 Select Information Controller After starting Dr. ZX, push Select Controller. Push ICF Controller. Push OK. Select failure-diagnosis controller Select Function + Self-Diagnostic Result + Select Controller + Engine Controller + Main Controller + Monitor Controller + ICF Controller ESC Function Selection Screen ・ ICF Controller Ver.: XXYY ・ Satellite Terminal Controller Ver.: XXYY To the lower Is it correct? ESC Controller Selection Screen OK ESC ICF Controller Screen 1.2 Select Information C/U: Various Setup Push Information Setup. Push Start. C/U: Various Select Item Password + Dr. ZX SerVice Soft (C)Hitachi Construction Machinery Co., ltd + + Select Item Information C/U: Various Setup Data Download + Information C/U: Initialize + Enter Model and Serial No. + Save Data Check + + Enter Date and Time Control Data: Initialize Op. Manual Start Title Screen Back ESC Main Menu Screen T5-3-11 ESC Information C/U: Various Setup Screen TROUBLESHOOTING / e-Wheel 1.3 Enter Date and Time Push Enter Date and Time. Push ESC and return to Main Menu Screen. Push Set and the focused item is YY. Push ESC and return to Information C/U: Various Setup Screen. Enter Date and Time Select Item + Information C/U: Initialize YY 2004 MM 01 + HH 01 01 + Enter Model and Serial No. Enter Date and Time + Control Data: Initialize MM DD － Set ESC Information C/U: Various Setup Screen 01 ＋ ESC YY, MM, DD, HH and MM The focused item is displayed reversely. At first, the focused item is YY. YY, MM, DD, HH and MM Move the focused item. No repeat input. Enter Date and Time Screen － YY, MM, DD, HH and MM Value of the focused item is increased or decreased one by one. In case value is beyond maximum one: Change value into the minimum one In case value is below minimum one: Change value into the maximum one No repeat input. Select Item + Information C/U: Various Setup + Data Download + Save Data Check ＋ + ESC Main Menu Screen T5-3-12 TROUBLESHOOTING / e-Wheel 1.4 Enter Model and Serial No. Push Enter Model and Serial No. Select Item + Information C/U: Initialize + Enter Model and Serial No. + Enter Date and Time + Control Data: Initialize To the lower ESC Information C/U: Various Setup Screen After inputting model and serial No., push OK and return to Enter Model and Serial No. Screen. Push ESC and return to Information C/U: Various Setup Screen. Push Exec, and model and serial No. can be input. Push ESC and return to Information C/U: Various Setup Screen. Enter Model and Serial No. Model Enter Model and Serial No. 04GB Select Item Model | Exec Serial No. 000001 Exec Push ESC and return to Main Menu Screen. ESC ESC Ex. Mach.No.(HCM4GB00P00 0001) Model(04GB) Serial No. Ex. Mach.No.(HCM4GB00P00 0001) Serial No.(000001) OK ESC ESC OK + Information C/U: Initialize + Enter Model and Serial No. + Enter Date and Time + Control Data: Initialize ESC Information C/U: Various Setup Screen Enter Model and Serial No. T5-3-13 TROUBLESHOOTING / e-Wheel 1.5 Information C/U: Initialize Push Information C/U: Initialize. Select Item + Information C/U: Initialize + Enter Model and Serial No. + Enter Date and Time + Control Data: Initialize To the lower ESC Information C/U: Various Setup Screen Push Init and the controller operating data is initialized. Push ESC and return to Information C/U: Various Setup Screen. Push OK and return to Information C/U: Various Setup Screen. Information C/U: Initialize Select Item Is operation data erased? Init i Initialization has been completed. Initialization has been completed. ESC Init ESC Push ESC and return to Main Menu Screen. OK + Information C/U: Initialize + Enter Model and Serial No. + Enter Date and Time + Control Data: initialize ESC Information C/U: Various Setup Screen Information C/U: Initialize Screen T5-3-14 TROUBLESHOOTING / e-Wheel 1.6 Satellite Terminal: Initialize Display the next screen of Information C/U: Various Setup Screen. Push Satellite Terminal: Initialize. Push ESC and return to Main Menu Screen. Select Item Select Item + Information C/U: Initialize + + Enter Model and Serial No. + + Enter Date and Time + + Control Data: Initialize + Information C/U: Various Setup Screen Satellite Terminal: Initialize Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check Enter Satellite Comm. Start/Stop ESC Push Exec. Push ESC and return to Information C/U: Various Setup Screen. ESC Next Screen of Information C/U: Various Setup Screen Is Un-Transmit data erased? Exec ESC Satellite Terminal: Initialize Push OK and return to Information C/U: Various Setup Screen. Satellite Terminal: Initialize Select Item + Un-Transmit data is erased. + + + OK Select Item Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check Enter Satellite Comm. Start/Stop + Information C/U: Various Setup + Data Download + Save Data Check + ESC Information C/U: Various Setup Screen T5-3-15 ESC Main Menu Screen To the lower TROUBLESHOOTING / e-Wheel 1.7 Satellite Terminal Serial No. Check Push Satellite Terminal No. Confirmation. Push ESC and return to Main Menu Screen. Select Item + + + + Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check Enter Satellite Comm. Start/Stop Confirm serial no. (12 digits). Push ESC and return to Information C/U: Various Setup Screen. Satellite Terminal No. Confirmation Select Item + + Serial No. 8GBDA701862 + + ESC ESC Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check Enter Satellite Comm. Start/Stop ESC Information C/U: Various Setup Screen Information C/U: Various Setup Screen Select Item + Information C/U: Various Setup + Data Download + Save Data Check + ESC Main Menu Screen T5-3-16 TROUBLESHOOTING / e-Wheel 1.8 Satellite Check Terminal, Push Communicating State Check. Push ESC and return to Main Menu Screen. Select Item + + + + Communicating State Check communicating state. Communicating State Check Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check Enter Satellite Comm. Start/Stop ・ Comm. UnCon UnCon OK NG Satellite Terminal ・ Power ON OFF ・ Comm. Enable Stop ESC Information C/U: Various Setup Screen Check the enclosed state. ICF⇔Satellite Terminal ・ Conn UnCon: Faulty harness NG: Faulty harness for Comm. OFF: Faulty harness, Faulty controller Stop: 1.9 Enter Satellite Comm. Start/Stop is performed. ESC Communicating State Check Rod Aerial OK NG GPS Aerial OK NG Wave State ON OFF Un Transmit Data Number 0 Last Transmitting Time When electrical wave of the satellite is caught, the items are turned into OK. IMPORTANT: Check this with the key of machine ON in outdoor. According to state of electrical wave, it may take a little longer time. 2004/07/01 13：50：00 ESC Select Item Select Item + Information C/U: Various Setup + + Data Download + + Save Data Check + + + ESC Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check Enter Satellite Comm. Start/Stop ESC Information C/U: Various Setup Screen Main Menu Screen T5-3-17 TROUBLESHOOTING / e-Wheel 1.9 Enter Satellite Comm. Start/Stop Push ▼ and move to the next screen of Information C/U: Various Setup Screen. Push Enter Satellite Comm. Start/Stop. Select Item + + + + Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check Enter Satellite Comm. Start/Stop To the lower ESC Information C/U: Various Setup Screen In normal, Start is selected. When stopping Satellite Comm., due to some reasons, push Stop and push Exec. Push ESC and return to Information C/U: Various Setup Screen. Push OK and return to Information C/U: Various Setup Screen. Enter Satellite Comm. Start/Stop Satellite Terminal UnTrasmit State Stop Setting has been completed ESC Exec ESC Select Item + + Exec Start Push ESC and return to Main Menu Screen. + + OK Satellite Terminal: Initialize Satellite Terminal No. Confirmation Communicating State Check Enter Satellite Comm. Start/Stop ESC Information C/U: Various Setup Screen CAUTION: This procedure need not be done in normal. T5-3-18 TROUBLESHOOTING / e-Wheel 1.10 Control Data: Initialize Push Control Data: Initialize. Select Item + Information C/U: Initialize + Enter Model and Serial No. + Enter Date and Time + Control Data: Initialize ESC Information C/U: Various Setup Screen Push Init and the controller operating data is initialized. Push ESC and return to Information C/U: Various Setup Screen. Push OK and return to Information C/U: Various Setup Screen. Push ESC and return to Main Menu Screen. Select Item Control Data: Initialize + Information C/U: Initialize Is control data initialized? Init i Initialization has been completed. Initialization has been completed. ESC Init ESC + Enter Model and Serial No. + Enter Date and Time + Control Data: Initialize OK ESC Information C/U: Various Setup Screen Control Data: Initialize Screen T5-3-19 TROUBLESHOOTING / e-Wheel 2. Self-Diagnosing After starting Dr. ZX, Self-Diagnostic Result. Push Fault of ICF Controller. If there is no trouble, No Problem is displayed. push Self-diagnosing of controllers below hasn completed. Select Function + Self-Diagnostic Result + Select Controller Self-Diagnosing Engine Controller No Problem Main Controller Fault To the lower Monitor Controller No Problem ICF Controller ESC ESC ESC Function Selection Screen Change the page and the fault code in back and forth is displayed. Push Details, and Details and Corrective Action are displayed. Push ESC and Retry B Screen is Displayed. Push ESC and Retry B Screen is Displayed. ICF Controller Problem was detected. 14000 Fault Controller Self-Diagnosing Screen Push Retry B and return to Controller Self-Diagnosing Screen after controller self-diagnsing. Push ESC and return to Controller Self-Diagnosing Screen. Fault Code 14000-2 14001 Details Details CAN Communication Error ESC Corrective Action 1)Retry B 2)Check Harness 3) Retry B Do you want to escape? ESC Details ESC ESC Fault Code Screen Retry B Retry B Screen Execute Retry B Self-diagnosing of controllers below hasn completed. Engine Controller Main Controller ESC No Problem Fault Monitor Controller No Problem ICF Controller Fault ESC Controller Self-Diagnosing Screen T5-3-20 ESC TROUBLESHOOTING / e-Wheel (Blank) T5-3-21 TROUBLESHOOTING / e-Wheel LIST OF ICF FAULT CODE Fault Code Details 14000-2 Abnormal CAN Communication CAN Communication Error 14001-2 Abnormal Flash Memory Read / Write Error 14002-2 Abnormal External RAM Read / Write Error 14003-2 Abnormal EEPROM Sum Check Error Remedy Execute retry B in self-diagnosing. If this error code is displayed after re-try, check the following item. • Check the CAN communication line (check the h retry) B in self-diagnosing and execute the following Execute item. • Execute 1.5 Information C/U: Initialize (T5-3-14). Execute retry B in self-diagnosing. If this error code is displayed after re-try, check the following item. 1. Execute 1.4 Enter Model and Serial No. (T5-3-13). 2. Execute 1.10 Control Data: Initialize (T5-3-19). Then, execute self-diagnosing and execute retry B. 14006-2 Communication Error Execute retry B in self-diagnosing. Impossible to communicate with MC If this error code is displayed after re-try, check the following item. • Check the communication line. • Check the power source line of satellite terminal. • Check the fuse. Then, execute self-diagnosing and execute retry B. 14008-2 Abnormal RAM Road / Write Error Execute retry B in self-diagnosing. If this error code is displayed after re-try, replace the controller. T5-3-22 TROUBLESHOOTING / e-Wheel LIST OF FAULT CODE OF SATELLITE COMMUNICATION TERMINAL Fault Code Details 14100-2 Inside Error Abnormal EEPROM 14101-2 Inside Error Abnormal IB/OB Queue 14102-2 Inside Error Abnormal Local Loup Back 14103-2 Communication Error The satellite is not found. 14104-2 Inside Error Fail 1 of Remote Loup Back 14105-2 Communication Error Fail 2 of Remote Loup Back 14106-2 Abnormal Harness Sending and receiving data are unmatched. Remedy Execute retry B in self-diagnosing. If this error code is displayed after re-try, replace the controller. T5-3-23 TROUBLESHOOTING / e-Wheel SATELLITE COMMUNICATION SYSTEM The satellite communication system is used for maintenance of the machine, “e-Service” by transmitting various data of the machine regularly via a low earth orbit satellite. Communication Aerial GPS Aerial NOTE: Depending on the circumstances of the machine (ex. in the constructions, in the tunnel, affected by the surrounding building and affected of noise), the data transfer rate may become slower, or the communication might not be established. The satellite communication system using a low earth orbit satellite transmits digital data through the radio wave. If there is excessively noise or use of electrical equipment which causes noise near the machine, they cause reduces data transfer rate or communication might not be established at worst. The satellite communication system consists of satellite communication terminal, GPS aerial and communication aerial. The functions of each equipment are: • Satellite Communication Terminal T4GB-05-07-001 Satellite Communication Terminal Receives the data from ICF and GPS aerial, and sends the data to the communication aerial. • GPS Aerial Receives location information of the machine from a low earth orbit satellite. • Communication Aerial Communicates the data with a low earth orbit satellite. T4GB-05-07-002 T5-3-24 TROUBLESHOOTING / e-Wheel On the machine equipped with the satellite communication system, the data are sent according to the condition as follows: Kinds of data sent from the machine by using satellite communication: Items Kinds of Data Periodical Daily Report Data, Latest Transmission Information, Fuel Level Condition Location The data are sent once a day. In order to avoid congested traffic in the communication line, the data is sent randomly between 0:00 and 02:00. Transmitting Data at Latest Location Information The data is sent only when the machine Engine Start is moved more than 5 km from the place where it is recorded lastly. Emergency Alarm and Error Information The transmission starts immediately Transmission when the alarm and error occurs. Hour Meter 100 Hours Frequency Distribution Information The data is sent when the hour meter Transmission exceeds every 100 hours. T5-3-25 TROUBLESHOOTING / e-Wheel (Blank) T5-3-26 TROUBLESHOOTING / Component Layout MAIN COMPONENT LAYOUT (OVERVIEW) 1 2 3 4 5 6 12 7 11 10 9 T4GB-01-02-005 8 1 - Bucket 2 - Bell Crank 4 - Head Light 5 - Front Working Light 3 - Bucket Cylinder 6 - Rear Working Light (Optional) 7 - Rear Working Light 8 - Rear Combination Light (Turn Signal, Hazard Light Clearance Light and Brake Light) 9 - Turn Signal, Hazard Light and Clearance Light T5-4-1 10 - Lift Arm Cylinder 11 - Lift Arm 12 - Bucket Link TROUBLESHOOTING / Component Layout MAIN COMPONENT LAYOUT (UPPERSTRUCTURE) 1 20 2 3 4 5 21 19 18 17 16 15 6 7 8 9 10 14 13 12 11 T4GB-01-02-002 123456- Charging Block Pilot Valve Brake Valve Steering Pilot Valve Steering Valve Control Valve 78910 11 12 - Stop Valve Pilot Shutoff Valve Engine Oil Filter Pilot Filter Engine Fuel Tank 13 14 15 16 17 18 - T5-4-2 Torque Converter Cooler Oil Cooler Fan Motor Radiator Inter Cooler Reserve Tank 19 - Muffler 20 - Air Cleaner 21 - Hydraulic Tank TROUBLESHOOTING / Component Layout MAIN COMPONENT LAYOUT (TRAVEL SYSTEM) 1 2 3 4 5 6 9 8 7 T4GB-01-02-004 1 - Front Axle 2 - Propeller Shaft (Front) 3 - Steering Cylinder 45- Pump Device Transmission 5 - Rear Axle 6 - Propeller Shaft (Rear) T5-4-3 7 - Steering Accumulator 8 - Brake Pressure Sensor TROUBLESHOOTING / Component Layout ELECTRIC COMPONENT LAYOUT (OVERVIEW) 14 Cab (Refer to T5-4-5) 2 1 13 12 Engine and Fan Pump (Refer to T5-4-10) 11 3 4 5 6 8 Pump Device (Refer to T5-4-11) Drive Unit (Refer to T5-4-11) 10 7 9 T4GB-01-02-019 1 - Hydraulic Oil Level Switch 5- Battery 2 - Air Filter Restriction Switch 3 - ECM 67- Boost Pressure Sensor Fuel Level Sensor 4 - Reverse Buzzer 8- Hydraulic Oil Temperature Sensor 7 - Emergency Steering Pump Delivery Pressure Switch 8 - Lift Arm Angle Sensor (Optional) 9 - Bucket Proximity Switch T5-4-4 10 - Lift Arm Proximity Switch 11 - Implement Pressure Sensor 12 - Out Side Temperature Sensor TROUBLESHOOTING / Component Layout ELECTRICAL SYSTEM (CAB) 1 2 3 Monitor and Switches (Refer to T5-4-8) 4 Right Consol (Refer to T5-4-7) 6 5 Controller and Relays (Refer to T5-4-6) T4GB-01-02-006 1 - Radio 2 - Auxiliary Switch Panel (Optional) 3 - Speaker 4 - Rear Wiper Motor 5 - Brake Lamp Switch T5-4-5 6 - Front Wiper Motor TROUBLESHOOTING / Component Layout Controller and Relays 5 6 T4GB-01-02-006 10 4 1 14 15 16 17 18 2 19 20 21 22 23 11 7 12 8 13 9 3 24 25 26 27 28 29 30 31 32 33 T4GC-01-02-002 1- Flasher Relay 2- Option Controller (Optional) 3 - MCF 9- Front Window Heater Relay 10 - Neutral Relay 11 - Rear Window Heater Relay 4- ICF 12 - Wiper Relay (Left) 5- Dr.ZX Connector 13 - Wiper Relay (Right) 6- Fuse Box 7- Fog Light Relay (Optional) 14 - Reverse Light Relay (A-R5) 15 - Brake Light Relay (A-R4) 8- Auxiliary 16 - High Beam Relay (A-R3) 17 - Head Light Relay (Right) (A-R2) T4GB-01-02-022 18 - Head Light Relay (Left) (A-R1) 19 - Emergency Steering Relay (A-R10) 20 - Hone Relay (A-R9) 21 - Turn Signal Relay (Right) (A-R8) 22 - Working Light Relay (Rear) (A-R7) 23 - Working Light Relay (Front) (A-R8) 24 - Front Wiper Relay (B-R5) 25 - Neutral Relay (B-R4) T5-4-6 26 - Load Dump Relay (B-R3) 27 - Parking Brake Relay (B-R2) 28 - Parking Brake Relay (B-R1) 29 - Fuel Pump Relay (B-R10) 30 - Main Relay (B-R9) 31 - Rear Washer Relay (B-R8) 32 - Turn Signal Relay (Left) (B-R7) 33 - Rear Wiper Relay (B-R6) TROUBLESHOOTING / Component Layout Right Console T4GB-01-02-006 2 3 4 6 5 7 1 8 9 10 18 17 16 15 14 13 12 T4GB-01-02-023 11 1 - Down Shift Switch 2 - Bucket Control Lever 3 - Lift Arm Control Lever 4 - Forward/Reverse Switch 5 - Hone Switch 6 - Auxiliary Control Lever (Optional) 7 - Quick Coupler Switch (Optional) 8 - Lift Arm Auto Leveler Downward Set Switch (Optional) 9 - Lift Arm Auto Leveler Upward Set Switch (Optional) 10 - Front Control Lock Lever 11 - Emergency Steering Check Switch 12 - Fan Reversing Switch 13 - Fog Light Switch (Optional) 15 - Forward/Reverse Selector Switch 16 - Cigar Lighter 17 - Up-shift/Down-shift Switch 14 - Ride Control Switch (Optional) 18 - Hold Switch T5-4-7 TROUBLESHOOTING / Component Layout Monitor and Switchs 1 2 T4GB-01-02-006 14 3 13 12 4 5 11 6 7 10 9 8 1 - Monitor Panel (Refer to T5-4-9) 2 - Driving Mode Switch T4GB-01-02-024 5 - Work Mode Selector Switch 9 - Front Wiper Switch 12 - Rear Wiper Switch 6 - Clutch Cat Position Switch 10 - Forward/Reverse Lever and Shift Switch 11 - Air Conditioner Switch Panel 13 - Working Light Switch 3 - Turn Signal Lever /Head Light Switch/Dimmer Switch 7 - Key Switch 4 - Parking Brake Switch 8 - Steering Column Tilt /Telescopic Lever T5-4-8 14 - Hazard Light Switch TROUBLESHOOTING / Component Layout Monitor Panel 1 2 3 4 5 6 7 8 9 10 11 34 12 33 13 14 32 15 31 T4GB-01-02-001 30 29 28 1 - Coolant Temperature Gauge 2 - Transmission Oil Temperature Gauge 3 - Turn Signal Indicator (Left) 4 - High Beam Indicator 5 - Working Light Indicator 6 - Turn Signal Indicator (Right) 7 - Monitor Display 8 - Stop Indicator 9 - Service Indicator 27 26 25 24 23 22 10 - Parking Brake Indicator 21 20 19 18 11 - Clearance Light Indicator 19 - Lever Steering Indicator (Optional) 20 - Monitor Mode Selector 12 - Fuel Gauge 21 - Glow Signal 13 - Brake Low Oil Pressure Indicator 14 - Brake Low Oil Level Indicator 15 - Emergency Steering Indicator (Optional) 16 - Low Steering Oil Pressure Indicator 17 - Seat Belt Indicator 22 - Monitor Display Selector (Up) 23 - Maintenance Indicator 24 - Monitor Display selector (Down) 25 - Forward/Reverse Switch Indicator 26 - Water Separator Indicator 18 - Discharge Warning Indicator T5-4-9 17 16 27 - Engine Warning Indicator 28 - Overheat Indicator 29 - Engine Low Oil Pressure Indicator 30 - Air Filter Restriction Indicator 31 - Transmission Warning Indicator 32 - Transmission Oil Filter Restriction Indicator 33 - Hydraulic Oil Temperature Indicator 34 - Transmission Oil Temperature Indicator TROUBLESHOOTING / Component Layout ENGINE AND FAN PUMP 1 2 3 6 7 8 9 5 10 11 4 14 13 12 T4GB-01-02-025 1 - Glow Plug 9 - EGR Valve 12 - Crank Revolution Sensor 2 - Injector 5 - Coolant Temperature Sensor 6 - Overheat Switch 10 - Supply Pump 3 - Cam Angle Sensor 7 - Boost Pressure Sensor 11 - Fuel Temperature Sensor 13 - Engine Oil Pressure Sensor 14 - Common Rail Pressure Sensor 4 - Fan Pump 8 - Boost Temperature Sensor T5-4-10 TROUBLESHOOTING / Component Layout PUMP DEVICE 1 2 3 6 5 T4GB-01-02-009 4 DRIVE UNIT 7 21 8 9 13 14 15 16 17 18 20 12 19 11 10 T4GC-01-02-001 1 - Main Pump 7- 2 - Regulator Torque Converter Input Speed Sensor 8 - Air Breather 3 - Priority Valve 9- 4 - Pump Delivery Pressure Switch 5 - Pilot Pump 10 - Vehicle Speed Sensor 11 - Transmission Output Speed Sensor Charge Pump 12 - Transmission Middle Shaft Sensor 13 - Forward Clutch Solenoid Valve 14 - Reverse Clutch Solenoid Valve 15 - 1st Clutch Solenoid Valve 16 - 2nd Clutch Solenoid Valve 6 - Steering Relief Valve T5-4-11 17 - 3rd Clutch Solenoid Valve 18 - 4th Clutch Solenoid Valve 19 - Transmission Control Valve 20 - Parking Brake Pressure Switch 21 - Regulator Valve TROUBLESHOOTING / Component Layout CONTROL VALVE ZW220 5 4 1 2 3 T4GB-01-02-027 ZW250 5 1 4 3 2 T4GB-03-02-002 1 - Over Load Relief Valve (Lift Arm: Bottom) 2 - Over Load Relief Valve (Bucket: Bottom) 3 - Over Load Relief Valve (Bucket: Rod) 4 - Make-up Valve (Lift Arm: Rod) T5-4-12 5 - Main Relief Valve TROUBLESHOOTING / Component Layout RIDE CONTROL VALVE 1 2 CHARGING BLOCK 3 4 5 6 10 T4GB-01-02-014 9 8 7 T4GB-01-02-013 FAN MOTOR 10 11 12 T4GB-01-02-012 1 - Overload Relief Valve 2 - Ride Control Solenoid Valve 3 - Ride Control Accumulator 5 - Service Brake Accumulator (Front) 6 - Service Brake Accumulator (Rear) 7 - Relief Valve 89- Pilot Relief Valve Pump Torque Control Solenoid Valve 10 - Parking Brake Solenoid Valve 4 - Pilot Accumulator T5-4-13 11 - Reverse Control Solenoid Valve 12 - Relief Valve 13 - Flow Control Solenoid Valve TROUBLESHOOTING / Component Layout STEERING VALVE 1 2 T4GB-01-02-020 EMERGENCY STEERING PUMP (OPTIONAL) 3 4 5 6 T4GB-01-02-010 1 - Overload Relief Valve 2 - Overload Relief Valve 3 - Electric Motor 4 - Gear Pump 5 - Check Valve T5-4-14 6- Relief Valve TROUBLESHOOTING / Component Layout (Blank) T5-4-15 TROUBLESHOOTING / Component Layout COMPONENTS IN CONTROL VALVE ZW220 1 2 3 4 11 5 6 7 7 10 9 T5-4-16 8 T4GB-03-02-003 TROUBLESHOOTING / Component Layout A 7 6 8 9 7 5 B C D E 4 2 3 T4GB-03-02-004 1 - Bucket Flow Control Valve 2 - Negative Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7 - Restriction Valve 8 - Low-pressure Relief Valve 9 - Main Relief Valve T5-4-17 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) TROUBLESHOOTING / Component Layout ZW220 1 2 3 4 11 5 6 7 7 10 9 T5-4-18 8 T4GB-03-02-003 TROUBLESHOOTING / Component Layout ZW220 8 9 Section A※ 7 7 2 T4GB-03-02-005 Section B※ 8 9 T4GB-03-02-006 1 - Bucket Flow Control Valve 2 - Negative Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7- Restriction Valve 8- Low-pressure Relief Valve 9- Main Relief Valve ※ Refer to T5-4-17. T5-4-19 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) TROUBLESHOOTING / Component Layout ZW220 1 2 3 4 11 5 6 7 7 10 9 T5-4-20 8 T4GB-03-02-003 TROUBLESHOOTING / Component Layout Section C※ 6 10 7 7 5 Section D※ 4 1 11 3 Section E※ 2 T4GB-03-02-007 1 - Bucket Flow Control Valve 2 - Negative Control Valve 3 - Overload Relief Valve (Bucket: Bottom End) ※ Refer to T5-4-17 4 - Overload Relief Valve (Bucket: Rod End) 5 - Overload Relief Valve (Lift Arm: Bottom End) 6 - Make-up Valve (Lift Arm: Rod End) 7- Restriction Valve 8- Low-pressure Relief Valve 9- Main Relief Valve T5-4-21 10 - Load Check Valve (Arm Lift Circuit) 11 - Load Check Valve (Bucket Circuit) TROUBLESHOOTING / Component Layout ZW250 1 2 3 4 5 6 8 7 8 9 11 10 T4GB-03-02-008 T5-4-22 TROUBLESHOOTING / Component Layout D 10 C 6 7 8 8 A E 5 4 3 T4GB-03-02-009 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Negative Control Valve 4 - Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7- Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9- T5-4-23 Low-pressure Relief Valve 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) TROUBLESHOOTING / Component Layout ZW250 1 2 3 4 5 6 8 7 8 9 11 10 T4GB-03-02-008 T5-4-24 TROUBLESHOOTING / Component Layout Section A※ 11 7 6 8 8 Section B※ 1 2 5 4 T4GB-03-02-010 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Negative Control Valve 4- Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7- Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9- ※ Refer to T5-4-23 . T5-4-25 Low-pressure Relief Valve 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) TROUBLESHOOTING / Component Layout ZW250 1 2 3 4 5 6 8 7 8 9 10 11 T4GB-03-02-008 T5-4-26 TROUBLESHOOTING / Component Layout Section C※ 10 9 Section D※ C 3 E Section E※ 3 T4GB-03-02-011 1 - Flow Control Valve (Poppet) 2 - Flow Control Valve (Changeover Valve) 3 - Negative Control Valve 4- Overload Relief Valve (Bucket: Bottom End) 5 - Overload Relief Valve (Bucket: Rod End) 6 - Overload Relief Valve (Lift Arm: Bottom End) 7- Make-up Valve (Lift Arm: for Rod) 8 - Restriction Valve 9- ※ Refer to T5-4-23. T5-4-27 Low-pressure Relief Valve 10 - Main Relief Valve 11 - Load Check Valve (Lift Arm Circuit) TROUBLESHOOTING / Component Layout COMPONENTS IN STEERING VALVE 4 1 2 3 Port T Port A Port B Port Pa Port Pb 5 Port A: Pressure for Steering Right Port P: From Main Pump 6 Port DR Port P Port LS Port B: Pressure for Steering Left Port T: Return to Hydraulic Oil Tank 4 5 Port Pa: Pilot Pressure for Steering Right Port LS: To Port LS of Priority Valve T5-4-28 T4GB-03-04-002 Port Pb: Pilot Pressure for Steering Left Port DR: Return to Hydraulic Oil Tank TROUBLESHOOTING / Component Layout A 2 3 C B T4GB-03-04-001 1 - Spool 2 - Overload Relief Valve 3 - Overload Relief Valve 4 - Lord Check Valve 5 - Variable Orifice 6 - Fixed Orifice T5-4-29 TROUBLESHOOTING / Component Layout 4 1 2 3 Port T Port A Port B Port Pa Port Pb 5 Port A: Pressure for Steering Right Port P: From Main Pump 6 Port DR Port P Port LS Port B: Pressure for Steering Left Port T: Return to Hydraulic Oil Tank 4 5 Port Pa: Pilot Pressure for Steering Right Port LS: To Port LS of Priority Valve T5-4-30 T4GB-03-04-002 Port Pb: Pilot Pressure for Steering Left Port DR: Return to Hydraulic Oil Tank TROUBLESHOOTING / Component Layout Section A ※ 7 Port P Port DR 1 Port T Section B ※ 3 Port LS Port B Port A 2 Port Pb Port Pa 4 5 7 Section C ※ T4GB-03-04-003 4 6 T4GB-03-04-006 1 - Spool 2 - Overload Relief Valve 3 - Overload Relief Valve 4 - Lord Check Valve 56- ※: Refer to T5-4-29. T5-4-31 Variable Orifice Fixed Orifice 7 - Passage A TROUBLESHOOTING / Component Layout COMPONENTS IN CHARGING BLOCK 1 2 3 4 5 6 7 8 22 9 10 11 21 12 13 14 20 15 16 17 18 T4GB-03-06-013 4 19 1 - Service Brake Accumulator (Rear) 2 - Adaptor 9- Priority Valve 3 - Port M2 (To Rear End of Brake Valve) 4 - Check Valve 5 - Port M1 (To Front End of Brake Valve) 6 - Service Brake Accumulator (Front) 7 - Service Brake Pressure Sensor 8 - Port P (from Pilot Pump) 11 - Port DR (To Hydraulic Oil Tank) 10 - Pilot Relief Valve 12 - Port DR2 (To Hydraulic Oil Tank) 13 - Port PS1 (To Steering Pilot Valve) 14 - Port X （To Main Pump Regulator） 15 - Parking Brake Pressure Sensor T5-4-32 16 - Port BR3 （To Parking Brake） 17 - Port PS2 (To Main Pump Regulator and Ride Control Valve (Optional)) 18 - Pilot Accumulator 19 - Port PP （To Pilot Shutoff Valve） 20 - Parking Brake Solenoid Valve 21 - Pump Torque Control Proportional Solenoid Valve 22 - Relief Valve TROUBLESHOOTING / Component Layout 2 Port for Attaching Service Brake Accumulator (Rear) Port for Attaching Service Brake Accumulator (Front) 3 5 Pump Torque Control Proportional Solenoid Valve 13 Parking Brake Solenoid Valve 17 Port for Attaching Pilot Accumulator T4GB-03-06-001 T5-4-33 TROUBLESHOOTING / Component Layout 1 2 3 4 5 6 7 8 22 9 10 11 21 12 13 14 20 15 16 17 18 T4GB-03-06-013 4 19 1 - Service Brake Accumulator (Rear) 2 - Adaptor 9- Priority Valve 3 - Port M2 (To Rear End of Brake Valve) 4 - Check Valve 5 - Port M1 (To Front End of Brake Valve) 6 - Service Brake Accumulator (Front) 7 - Service Brake Pressure Sensor 8 - Port P (from Pilot Pump) 11 - Port DR (To Hydraulic Oil Tank) 10 - Pilot Relief Valve 12 - Port DR2 (To Hydraulic Oil Tank) 13 - Port PS1 (To Steering Pilot Valve) 14 - Port X （To Main Pump Regulator） 15 - Parking Brake Pressure Sensor T5-4-34 16 - Port BR3 （To Parking Brake） 17 - Port PS2 (To Main Pump Regulator and Ride Control Valve (Optional)) 18 - Pilot Accumulator 19 - Port PP （To Pilot Shutoff Valve） 20 - Parking Brake Solenoid Valve 21 - Pump Torque Control Proportional Solenoid Valve 22 - Relief Valve TROUBLESHOOTING / Component Layout 11 Section V-V※ 10 14 Section U-U※ 12 21 15 16 Section T-T※ 20 19 Section S-S※ 18 4 T4GB-03-06-003 ※Refer to T5-4-33. 4 T5-4-35 TROUBLESHOOTING / Component Layout 1 2 3 4 5 6 7 8 22 9 10 11 21 12 13 14 20 15 16 17 18 T4GB-03-06-013 4 19 1 - Service Brake Accumulator (Rear) 2 - Adaptor 9- Priority Valve 3 - Port M2 (To Rear End of Brake Valve) 4 - Check Valve 5 - Port M1 (To Front End of Brake Valve) 6 - Service Brake Accumulator (Front) 7 - Service Brake Pressure Sensor 8 - Port P (From Pilot Pump) 11 - Port DR (To Hydraulic Oil Tank) 10 - Pilot Relief Valve 12 - Port DR2 (To Hydraulic Oil Tank) 13 - Port PS1 (To Steering Pilot Valve) 14 - Port X （To Main Pump Regulator） 15 - Parking Brake Pressure Sensor T5-4-36 16 - Port BR3 （To Parking Brake） 17 - Port PS2 (To Main Pump Regulator and Ride Control Valve (Optional)) 18 - Pilot Accumulator 19 - Port PP （To Pilot Shutoff Valve） 20 - Parking Brake Solenoid Valve 21 - Pump Torque Control Proportional Solenoid Valve 22 - Relief Valve TROUBLESHOOTING / Component Layout Section Z-Z※ 6 1 4 Section Y-Y※ Section X-X※ 7 8 4 Section W-W※ 22 9 ※Refer to T5-4-33 T5-4-37 T4GB-03-06-004 TROUBLESHOOTING / Component Layout COMPONENTS IN RIDE CONTROL VALVE Lift Arm Cylinder Ride Control Accumulator 5 Ride Control Valve SP 3 Pi 1 4 B A 2 To Hydraulic Oil Tank T From Charging Block T4GB-03-08-002 1 - Ride Control Solenoid Valve 2 - Charge-cut Spool 3 - Overload Relief Valve 4 - Spool 5 - Drain Plug T5-4-38 TROUBLESHOOTING / Component Layout A 3 5 1 T4GB-03-08-001 T5-4-39 TROUBLESHOOTING / Component Layout Lift Arm Cylinder Ride Control Accumulator 5 Ride Control Valve SP 3 Pi 1 4 B A 2 To Hydraulic Oil Tank T From Charging Block T4GB-03-08-002 1 - Ride Control Solenoid Valve 2 - Charge-cut Spool 34- Overload Relief Valve Spool 5- T5-4-40 Drain Plug TROUBLESHOOTING / Component Layout Section A※ Port Pi To Ride Control Accumulator 1 Port SP 3 Port B Port A Port T 2 ※Refer to T5-4-39 T5-4-41 4 T4GB-03-08-003 TROUBLESHOOTING / Component Layout FRONT VIEW OF TRANSMISSION 1 A 2 5 B 6 B C 3 C 7 8 4 A T4GC-03-09-003 1 - Breather 2 - From Oil Cooler 3 - Control Valve 4 - Oil Feed Port 5 - Charging Pump 6 - Rotation Sensor (A) T5-4-42 7 - Rotation Sensor (B) 8 - Vehicle Speed Sensor TROUBLESHOOTING / Component Layout SIDE VIEW OF TRANSMISSION 2 1 3 4 3 5 6 9 10 7 8 T4GC-03-09-005 1 - Converter Inlet Pressure Port 2 - Regulator Valve 3 - Forward Clutch Pressure Port 4 - Reverse Clutch Pressure Port 5 - 1st Speed Clutch Pressure Port 6 - 2nd Speed Clutch Pressure Port 7 - 3rd Speed Clutch Pressure Port 8 - 4th Speed Clutch Pressure Port 9 - Parking Brake Release Pressure Inlet T5-4-43 10 - Parking Brake Pressure Switch Port TROUBLESHOOTING / Component Layout REAR VIEW OF TRANSMISSION 1 D D 2 3 9 8 7 E 6 4 Detail E 5 T4GC-03-09-004 Section DD 1 - Engine Speed Sensor 2 - Suction Tube 3 - Hose 4 - Strainer 5 - To Oil Cooler 6 - Converter Outlet Boss 7 - Oil Pressure Gauge Port 8 - Safety Valve 9 - Spring T5-4-44 TROUBLESHOOTING / Component Layout CROSS-SECTIONAL DRAWING OF TORQUE CONVERTER 7 8 9 10 11 1 2 3 4 5 6 T4GC-03-09-001 1 - Cover Wheel 2 - Input Plate 3 - Turbine 4 - Stator 5 - Input Guide 6 - Stator Hub 7 - Impeller 8 - Impeller Hub 9 - Pump Drive Gear T5-4-45 10 - Guide Carrier 11 - Turbine Shaft TROUBLESHOOTING / Component Layout CROSS-SECTIONAL DRAWING OF TRANSMISSION 1 2 14 3 4 Section BB※ 13 5 12 11 10 9 Section 15 1234- Charging Pump Pump Drive Shaft Forward Clutch Distributor Cap CC※ 5678- 7 8 Section AA※ T4GC-03-09-006 16 Parking Brake Front Output Flange Output Shaft Drain Plug 6 910 11 12 - ※Refer to T5-4-42 T5-4-46 Rear Output Flange 1st & 2nd Speeds Clutch Distributor Cap Idler Shaft 13 14 15 16 - Torque Converter Reverse Clutch Distributor Cap 3rd & 4th Speeds Clutch TROUBLESHOOTING / Component Layout CROSS-SECTIONAL DRAWING OF CLUTCH SHAFT 1 2 3 4 5 A 6 7 8 9 10 11 B 12 13 Detail B Detail A 1234- Hub Gear End Plate Return Spring Seal Ring (Inner) 567- Bleed Valve Seal Ring (Outer) Piston T4GC-03-09-007 8 - Disk 9 - Plate 10 - Hub Gear T5-4-47 11 - Shaft 12 - Plug 13 - Seal Ring TROUBLESHOOTING / Component Layout CROSS-SECTIONAL DRAWING OF TRANSMISSION REGULATOR VALVE Normally Small Hole of Regulator Spool Regulator Spool Spring From Charging Pump T4GC-03-09-025 When overflowing Regulator Spool Spring To Transmission Control Valve From Charging Pump To Torque Converter T5-4-48 T4GC-03-09-026 TROUBLESHOOTING / Component Layout CROSS-SECTIONAL DRAWING OF TRANSMISSION CONTROL VALVE 1 2 3 24 4 5 23 6 7 8 22 9 21 10 11 12 20 13 14 19 15 16 17 18 T4GC-03-09-029 From Charging Pump 1 - Solenoid Body 7 - Emergency Reverse Spool 2 - Valve Body 8 - Reverse Modulation Spool 3 - Cover 9 - Reverse Modulation Spring 4 - Emergency Forward Spool 10 - 1st Speed Modulation Spool 11 - 1st Speed Modulation Spring 12 - Emergency 2nd Speed Spool 5 - Forward Modulation Spool 6 - Forward Modulation Spring 13 - 2nd Speed Modulation Spool 14 - 2nd Speed Modulation Spring 15 - 3rd Speed Modulation Spool 16 - 3rd Speed Modulation Spring 17 - 4th Speed Modulation Spool 18 - 4th Speed Modulation Spring T5-4-49 19 - 4th Speed Proportional Solenoid Valve 20 - 3rd Speed Proportional Solenoid Valve 21 - 2nd Speed Proportional Solenoid Valve 22 - 1st Speed Proportional Solenoid Valve 23 - Reverse Proportional Solenoid Valve 24 - Forward Proportional Solenoid Valve TROUBLESHOOTING / Component Layout (Blank) T5-4-50 TROUBLESHOOTING / Troubleshooting A TROUBLESHOOTING A PROCEDURE Refer to troubleshooting A procedure in case any fault codes are displayed after diagnosing by using Dr. ZX or the service mode of monitor unit. • How to Read Troubleshooting Flow Charts YES(OK) ・ (2) After completing the checking and/or measuring procedures in box (1), select YES (OK) or NO (NOT OK) and proceed to box (2) or (3). (1) NO(NOT OK) ・ · Key switch: ON (3) Instructions, reference, and/or inspection methods and/or measurements are occasionally described under the box. If incorrectly checked or measured, not only will troubleshooting be unsuccessful but also damage to the components may result. ・ Use Dr. ZX for descriptions in the double-line box. ・ Causes of machine problems are stated in the thick-line box. Scanning quickly through the thick-line boxes allows you to estimate the possible causes before actually following the flow chart. NOTE: Harness end connector viewed from the open end side by the all connectors image shown in this section. Harness Open End Side Harness End Connector T158-05-03-001 T5-5-1 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE LIST Controller Hardware Failure Fault Trouble Code 11000-2 Abnormal EEPROM Cause Faulty MC All Control Faulty MC All Control 11001-2 Abnormal RAM 11002-2 Abnormal A/D (Analog to Digi- Faulty MC tal) Converter Abnormal Sensor Voltage Faulty sensor because shorted circuit in harness Faulty MC CAN Communication Error Faulty sensor because shorted circuit in harness Faulty MC 11003-3 11004-2 Influenced Control T5-5-2 All Control of All Control of All Pump Control All Transmission Control All Engine Control Hydraulic Drive Fan Cooling Control Ride Control CAN Cycle Data Communication TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs There is something wrong with machine operation. Remark Retrial B Replace MC There is something wrong with machine operation. Retrial B Replace MC As the latest, normal value AD (analog to digital) is enabled, the Retrial B machine may be operated incorrectly or slowly. Replace MC Inputs from all sensors are uncertain. Retrial B Check Harness Replace MC -1 As engine speed is kept at 1000 min (1000 rpm), the work may Retrial B be inoperable. Check CAN Harness Replace MC T5-5-3 TROUBLESHOOTING / Troubleshooting A Engine Failure Fault Trouble Code 11103-3 Abnormal Accelerator High Voltage 11103-4 Abnormal Accelerator Low Voltage 11105-3 Abnormal Torque Input Shaft Sensor Cause Influenced Control Pedal Voltage: 4.75 V or higher Pump Torque Decrease Control Engine Accelerator Pedal Control Pedal Voltage: Less than 0.25 V Pump Torque Decrease Control Engine Accelerator Pedal Control Hydraulic Drive Fan Cooling Control Converter Engine speed=0 min-1 ECM engine speed>500 min-1 T5-5-4 TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy The accelerator pedal is inoperable. Retrial B Engine speed kept at 1000 min-1 (1000 rpm), the work may be Check Harness inoperable. Replace Accelerator Pedal Replace MC The accelerator pedal is inoperable. Retrial B Engine speed kept at 1000 min-1 (1000 rpm), the work may be Check Harness inoperable. Replace Accelerator Pedal Replace MC As fan speed is controlled by temperature only, when oil and Retrial B coolant temperature are high, the machine starts slowly. Check Harness Fuel consumption becomes bad. Replace Torque Converter Input Shaft Sensor Replace MC T5-5-5 TROUBLESHOOTING / Troubleshooting A Pump Failure Fault Trouble Cause Influenced Control Code 11204-3 Abnormal Pump Delivery Output voltage: 4.75 V or Disable Pump Torque Decrease Pressure Sensor High Volt- higher Control age 11204-4 Abnormal Pump Delivery Output voltage: Less than Disable Pump Torque Decrease Pressure Sensor Low Voltage 0.25 V Control 11209-3 Abnormal Implement Pres- Output voltage: 4.75 V or Disable Pump Torque Decrease sure Sensor High Voltage higher Control 11209-4 Abnormal Implement Pres- Output voltage: Less than Disable Pump Torque Decrease sure Sensor Low Voltage 0.25 V Control T5-5-6 TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy As the pump is controlled by pump standard torque control, work ef- Retrial B ficiency of the front attachment becomes low. Check Harness Fuel consumption becomes bad. Replace Pump Delivery Pressure Sensor Replace MC As the pump is controlled by pump standard torque control, work ef- Retrial B ficiency of the front attachment becomes low. Check Harness Fuel consumption becomes bad. Replace Pump Delivery Pressure Sensor Replace MC As the pump is controlled by pump standard torque control, work ef- Retrial B ficiency of the front attachment becomes low. Check Harness Fuel consumption becomes bad. Replace Implement Pressure Sensor Replace MC As the pump is controlled by pump standard torque control, work ef- Retrial B ficiency of the front attachment becomes low. Check Harness Fuel consumption becomes bad. Replace Implement Pressure Sensor Replace MC T5-5-7 TROUBLESHOOTING / Troubleshooting A Pilot Failure Fault Trouble Cause Code 11312-3 Abnormal Brake Pedal Pres- Voltage: 4.75 V or higher sure Sensor High Voltage Influenced Control Clutch Cut-Off Control 11312-4 Abnormal Brake Pedal Pres- Voltage: Less than 0.25 V sure Sensor Low Voltage Clutch Cut-Off Control 11313-3 Abnormal Parking Brake Pres- Output voltage: 4.75 V or higher sure Sensor High Voltage Parking Brake Indicator Control 11313-4 Abnormal Parking Brake Pres- Output voltage: Less than 0.25 Parking Brake Indicator Consure Sensor Low Voltage V trol T5-5-8 TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy As clutch cut-off control is disabled, the clutch cut-off is inoper- Retrial B able. Check Harness Fuel consumption becomes bad. Replace Brake Pedal Pressure Sensor Replace MC As clutch cut-off control is disabled, the clutch cut-off is inoper- Retrial B able. Check Harness Fuel consumption becomes bad. Replace Brake Pedal Pressure Sensor Replace MC As the parking brake is forcibly released, the machine can travel Retrial B with the parking brake switch ON. Check Harness Replace Parking Brake Pressure Sensor Replace MC As the parking brake is forcibly released, the machine can travel Retrial B with the parking brake switch ON. Check Harness Replace Parking Brake Pressure Sensor Replace MC T5-5-9 TROUBLESHOOTING / Troubleshooting A Proportional Solenoid Valve Failure Fault Trouble Code 11412-2 Abnormal Feedback of Hydraulic Drive Fan Flow Rate Control Solenoid Valve Cause Influenced Control The feedback current Hydraulic to MC becomes the Control uncertain value Drive Fan Cooling 11412-3 Abnormal Feedback High Current of The feedback current Hydraulic Hydraulic Drive Fan Flow Rate Con- to MC exceeds the Control trol Solenoid Valve upper limit Drive Fan Cooling 11412-4 Abnormal Feedback Low Current of While the command Hydraulic Hydraulic Drive Fan Flow Rate Con- from MC is output, the Control trol Solenoid Valve feedback current to MC is 56 mA or less Drive Fan Cooling 11413-2 Abnormal Feedback of Pump Torque The feedback current Pump Standard Torque Control Control Solenoid Valve to MC becomes the uncertain value 11413-3 Abnormal Feedback High Current of The feedback current Pump Standard Torque Control Pump Torque Control Solenoid Valve to MC exceeds the upper limit 11413-4 Abnormal Feedback Low Current of While the command Pump Standard Torque Control Pump Torque Control Solenoid Valve from MC is output, the feedback current to MC is 56 mA or less 11414-2 Abnormal Feedback of Transmission Clutch First Gear Proportional Solenoid Valve 11414-3 Abnormal Feedback High Current of The feedback current All Transmission Control Transmission Clutch First Gear to MC exceeds the Proportional Solenoid Valve upper limit The feedback current All Transmission Control to MC becomes the uncertain value T5-5-10 TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy As the fan rotation is kept at maximum, the machine starts slowly. Fuel consumption becomes bad. Retrial B Check Harness (Feedback line from the flow rate control solenoid valve to MC) Replace Hydraulic Drive Fan Flow Rate Control Solenoid Valve Replace MC Retrial B Check Harness (Feedback line from the flow rate control solenoid valve to MC) Replace Hydraulic Drive Fan Flow Rate Control Solenoid Valve Replace MC Retrial B Check Harness (Feedback line from the flow rate control solenoid valve to MC) Replace Hydraulic Drive Fan Flow Rate Control Solenoid Valve Replace MC Retrial B Check Harness (Feedback line from the torque control solenoid valve to MC) Replace Pump Torque Control Solenoid Valve Replace MC Retrial B Check Harness (Feedback line from the torque control solenoid valve to MC) Replace Pump Torque Control Solenoid Valve Replace MC Retrial B Check Harness (Feedback line from the torque control solenoid valve to MC) Replace Pump Torque Control Solenoid Valve Replace MC Retrial B Check Harness (Feedback line from first gear proportional solenoid valve output to MC) Replace First Gear Proportional Solenoid Valve Replace MC Retrial B Check Harness (Feedback line from first gear proportional solenoid valve output to MC) Replace First Gear Proportional Solenoid Valve Replace MC As the fan rotation is kept at maximum, the machine starts slowly. Fuel consumption becomes bad. As the fan rotation is kept at maximum, the machine starts slowly. Fuel consumption becomes bad. As the pump is kept at minimum displacement, work efficiency of the front attachment becomes low. As the pump is kept at minimum displacement, work efficiency of the front attachment becomes low. As the pump is kept at minimum displacement, work efficiency of the front attachment becomes low. As speed is kept at second gear in spite of the shift switch, there is some influence on the work. As speed is kept at second gear in spite of the shift switch, there is some influence on the work. T5-5-11 TROUBLESHOOTING / Troubleshooting A Fault Code 11414-4 Trouble Cause Influenced Control Abnormal Feedback Low Current of The feedback current All Transmission Control Transmission Clutch First Gear to MC is 20 mA or less Proportional Solenoid Valve 11415-2 Abnormal Feedback of Transmission Clutch Second Gear Proportional Solenoid Valve The feedback current All Transmission Control to MC becomes the uncertain value 11415-3 Abnormal Feedback High Current of The feedback current All Transmission Control Transmission Clutch Second Gear to MC exceeds the Proportional Solenoid Valve upper limit 11415-4 Abnormal Feedback Low Current of The feedback current All Transmission Control Transmission Clutch Second Gear to MC is 20 mA or less Proportional Solenoid Valve 11416-2 Abnormal Feedback of Transmission Clutch Third Gear Proportional Solenoid Valve 11416-3 Abnormal Feedback High Current of The feedback current All Transmission Control Transmission Clutch Third Gear to MC exceeds the Proportional Solenoid Valve upper limit 11416-4 Abnormal Feedback Low Current of The feedback current All Transmission Control Transmission Clutch Third Gear to MC is 20 mA or less Proportional Solenoid Valve 11417-2 Abnormal Feedback of Transmission Clutch Fourth Gear Proportional Solenoid Valve The feedback current All Transmission Control to MC becomes the uncertain value The feedback current All Transmission Control to MC becomes the uncertain value T5-5-12 TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from first gear proportional solenoid valve output to MC) Replace First Gear Proportional Solenoid Valve Replace MC As speed is kept at first gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from second gear proportional solenoid valve output to MC) Replace Second Gear Proportional Solenoid Valve Replace MC As speed is kept at first gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from second gear proportional solenoid valve output to MC) Replace Second Gear Proportional Solenoid Valve Replace MC As speed is kept at first gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from second gear proportional solenoid valve output to MC) Replace Second Gear Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from third gear proportional solenoid valve output to MC) Replace Third Gear Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from third gear proportional solenoid valve output to MC) Replace Third Gear Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from third gear proportional solenoid valve output to MC) Replace Third Gear Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from fourth gear proportional solenoid valve output to MC) Replace Fourth Gear Proportional Solenoid Valve Replace MC T5-5-13 TROUBLESHOOTING / Troubleshooting A Fault Code 11417-3 Trouble Cause Influenced Control Abnormal Feedback High Current of The feedback current All Transmission Control Transmission Clutch Fourth Gear to MC exceeds the Proportional Solenoid Valve upper limit 11417-4 Abnormal Feedback Low Current of The feedback current All Transmission Control Transmission Clutch Fourth Gear to MC is 20 mA or less Proportional Solenoid Valve 11418-2 Abnormal Feedback of Transmission Clutch Forward Proportional Solenoid Valve 11418-3 Abnormal Feedback High Current of The feedback current All Transmission Control Transmission Clutch Forward Pro- to MC exceeds the portional Solenoid Valve upper limit 11418-4 Abnormal Feedback Low Current of The feedback current All Transmission Control Transmission Clutch Forward Pro- to MC is 20 mA or less portional Solenoid Valve 11419-2 Abnormal Feedback of Transmission Clutch Reverse Proportional Solenoid Valve 11419-3 Abnormal Feedback High Current of The feedback current All Transmission Control Transmission Clutch Reverse Pro- to MC exceeds the portional Solenoid Valve upper limit 11419-4 Abnormal Feedback Low Current of The feedback current All Transmission Control Transmission Clutch Reverse Pro- to MC is 20 mA or less portional Solenoid Valve The feedback current All Transmission Control to MC becomes the uncertain value The feedback current All Transmission Control to MC becomes the uncertain value T5-5-14 TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from fourth gear proportional solenoid valve output to MC) Replace Fourth Gear Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from fourth gear proportional solenoid valve output to MC) Replace Fourth Gear Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from forward proportional solenoid valve output to MC) Replace Forward Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from forward proportional solenoid valve output to MC) Replace Forward Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from forward proportional solenoid valve output to MC) Replace Forward Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from reverse proportional solenoid valve output to MC) Replace Reverse Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from reverse proportional solenoid valve output to MC) Replace Reverse Proportional Solenoid Valve Replace MC As speed is kept at second gear in spite of the shift switch, Retrial B there is some influence on the work. Check Harness (Feedback line from reverse proportional solenoid valve output to MC) Replace Reverse Proportional Solenoid Valve Replace MC T5-5-15 TROUBLESHOOTING / Troubleshooting A Transmission Failure Fault Trouble Code 11600-3 Abnormal Travel Speed Sensor 11600-4 11601-3 11602-3 11904-2 11905-2 Cause The abnormal value below All Transmission Control is detected with the clutch connected. • Travel speed sensor=0 min-1 • Middle shaft sensor>300 min-1 • Torque converter output speed sensor>500 min-1 • Detected voltage under the open circuit with key ON: 4.5 V or higher Abnormal Low Voltage of Travel Detected voltage under the Speed Sensor shorted circuit with key ON: Less than 1.5 V Abnormal Torque Converter The abnormal value below Output Speed Sensor is detected with the clutch connected. • Torque converter output speed sensor=0 min-1 • Middle shaft sensor>300 min-1 • Travel speed sensor>300 min-1 Abnormal Transmission Middle The abnormal value below Shaft Sensor is detected with the clutch connected. • Middle shaft sensor =0 min-1 • Travel speed sensor>500 min-1 • Torque converter output speed sensor>500 min-1 Abnormal Forward/Reverse The forward/reverse sigLever nals are turned ON for 80 ms or longer at the same time. Abnormal Switch Influenced Control All Transmission Control Pump Torque Decrease Control All Transmission Control All Transmission Control Forward/Reverse The forward/reverse sig- All Transmission Control nals are turned ON for 80 ms or longer at the same time. T5-5-16 TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy As travel speed is calculated at the middle shaft sensor, Retrial B there is no influence on the machine. Travel speed moves Check Harness over about 2 km/h when shifting the gears. Replace Travel Speed Sensor Replace MC As travel speed is calculated at the middle shaft sensor, there is no influence on the machine. Travel speed moves over about 2 km/h when shifting the gears. As travel speed rate becomes 0, torque decrease control is disabled and base torque control is operable. Work efficiency and fuel consumption may become bad. There may be some shock when shifting the gears. Retrial B Check Harness Replace Travel Speed Sensor Retrial B Check Harness Replace Torque Converter Output Speed Sensor Replace MC As backup travel speed calculation is disabled, travel Retrial B speed is not displayed in case of the abnormal travel speed Check Harness sensor. Replace Transmission Middle Shaft Sensor Replace MC As the forward/reverse lever is forcibly turned to neutral in Retrial B case of the abnormal forward/reverse lever, the machine Check Harness cannot start. Replace Forward/Reverse Lever Replace MC The forward/reverse lever only is operable in case of the Retrial B abnormal forward/reverse switch. Check Harness Replace Forward/Reverse Switch Replace MC T5-5-17 TROUBLESHOOTING / Troubleshooting A CAN Data Reception Failure Fault Trouble Cause Code 11910-2 Actual Engine Speed Receive Faulty Harness Error Faulty ECM Received from ECM 11914-2 Radiator Coolant Temperature Faulty Harness Receive Error Faulty Monitor Unit Received from Monitor Unit 11920-2 Fuel Flow Rate Receive Error Received from ECM Faulty Harness Faulty ECM T5-5-18 Influenced Control Transmission Control (Error judgment of pulse sensor) engine Hydraulic Drive Fan Cooling Control TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy Error of the torque converter input speed sensor cannot be Retrial B judged. Check CAN Communication Line Replace Engine Speed Sensor Replace MC As the fan rotation is always kept at maximum, the machine Retrial B starts slowly. Check CAN Communication Line Fuel consumption becomes bad. Replace Monitor Unit Replace MC The fuel consumption is not displayed on the monitor. T5-5-19 Retrial B Check CAN Communication Line Replace ECM Replace MC TROUBLESHOOTING / Troubleshooting A Other Failures Fault Trouble Cause Code 11901-3 Hydraulic Oil Temperature Voltage: 4.52 V or higher Sensor High Voltage 11901-4 Hydraulic Oil Temperature Voltage: Less than 0.23 V Sensor Low Voltage T5-5-20 Influenced Control Auto-Warming Up Control Hydraulic Drive Fan Cooling Control Auto-Warming Up Control Hydraulic Drive Fan Cooling Control TROUBLESHOOTING / Troubleshooting A Symptoms in Machine Operation When Trouble Occurs Remedy When temperature is low (hydraulic oil temperature is 0 °C (32 °F) or less), the auto-warming up control is inoperable. Fuel consumption becomes bad. The hydraulic oil temperature calculating part is kept at maximum. Retrial B Check Harness Replace Hydraulic Oil Temperature Sensor Replace MC When temperature is low (hydraulic oil temperature is 0 °C (32 °F) or less), the auto-warming up control is inoperable. Fuel consumption becomes bad. The hydraulic oil temperature calculating part is kept at maximum. Retrial B Check Harness Replace Hydraulic Oil Temperature Sensor Replace MC T5-5-21 TROUBLESHOOTING / Troubleshooting A ECM FAULT CODE LIST Sensor System Fault Trouble Code 636-2 Abnormal Cam Angle Sensor (No Signal) Cause Although the crank signal is present, the cam signal is not present. 636-2 Abnormal Cam Angle Sensor (Abnormal The pulse of cam signal is not matched. Signal) 723-2 Abnormal Crank Speed Sensor (No Signal) Abnormal Crank Speed Sensor (Abnormal Signal) Phase Mismatch of Cam Angle Sensor 723-2 636-7 172-3 172-4 110-3 Although the cam signal is present, the crank signal is not present. The pulse of crank signal is not matched. The right cam pulse is not present at the gap in the crank. Abnormal Intake-Air Temperature Sensor Voltage at the intake-air temperature sensor is beyond (Abnormal High Voltage) 4.95 V in 3 minutes after the engine starts. Abnormal Intake-Air Temperature Sensor Voltage at the intake-air temperature sensor is below (Abnormal Low Voltage) 0.1 V. Abnormal Coolant Temperature Sensor Voltage at the coolant temperature sensor is beyond (Abnormal High Voltage) 4.85 V in 3 minutes after the engine starts. 110-4 Abnormal Coolant Temperature Sensor Voltage at the coolant temperature sensor is below 0.1 (Abnormal Low Voltage) V. 102-4 Abnormal Boost Pressure Sensor (Abnormal High Voltage) Abnormal Boost Pressure Sensor (Abnormal Low Voltage) Abnormal EGR Position (Brushless spec.) 102-3 10001-3 108-4 108-3 174-3 174-4 Abnormal Atmospheric Pressure Sensor (Abnormal High Voltage) Abnormal Atmospheric Pressure Sensor (Abnormal Low Voltage) Abnormal Fuel Temperature Sensor (Abnormal High Voltage) Abnormal Fuel Temperature Sensor (Abnormal Low Voltage) Voltage at the boost pressure sensor is beyond 4.9 V. Voltage at the boost pressure sensor is below 0.1 V The condition which the output signal of EGR position cannot be present in. Voltage at the atmospheric pressure sensor is beyond 3.8 V. Voltage at the atmospheric pressure sensor is below 0.5 V. Voltage at the fuel temperature sensor is beyond 4.85 V in 3 minutes after the engine starts. Voltage at the fuel temperature sensor is below 0.1 V. T5-5-22 TROUBLESHOOTING / Troubleshooting A Fault Code (Tech 2) While the engine runs, there is nothing abnormal While the engine runs, operate according P0340 with machine operation. to standard of the crank sensor. When the After the engine is stalled, the re-start is impossible. engine stops, the start is impossible (in order to prevent the engine from damag- P0341 ing). The output power may decrease, white smoke may Operate according to standard of the cam P0335 occur and vibration may occur. sensor. The engine may be stalled. (If the cam senor is P0336 normal, the engine can re-start.) Presumptive Symptoms in Real Machine Operation Assumptive Conditions at Backup While the engine runs, there is nothing abnormal The timing chain and the belt does not with machine operation. turn smoothly but turn in reverse. After the engine is stalled, the re-start is impossible. Nothing special When starting: -10 °C (14 °F) (Start the engine although what state.) When operating: 25 °C (77 °F) (Operate normally.) Normal temperature: When starting, dark smoke When starting: -20 °C (-4 °F) (Start the may occur and engine combustion sound may be- engine although what state.) come loud. When operating: 80 °C (176 °F) (Operate While warming up with fresh air in low temperature: normally.) Rough idle, engine stall or while smoke may occur. Dark smoke occurs. Boost pressure cannot be corrected. P1345 P0113 P0112 P0118 P0117 P0238 P0237 There is influence to exhaust gas. Dark smoke occurs at high altitude. Nothing special As the sensor input is not certain, it cannot P0487 be controlled. Exhaust gas becomes bad. Operate the engine with EGR valve fully close. Atmospheric pressure 80 kPa (0.8 P0108 kgf/cm2, 12 psi) (2000 m above the sea) O0107 When starting: -20 °C (-4 °F) (Start the P0183 engine although what state.) When operating: 70 °C (158 °F) (Operate P0182 normally.) T5-5-23 TROUBLESHOOTING / Troubleshooting A Fault Code 157-3 157-4 100-4 100-3 105-3 105-4 Trouble Cause Abnormal Common Rail Pressure (Abnormal High Voltage) Abnormal Common Rail Pressure (Abnormal Low Voltage) Abnormal Engine Oil Pressure (Abnormal High Voltage) Abnormal Engine Oil Pressure (Abnormal Low Voltage) Abnormal Boost Temperature (Abnormal High Voltage) Sensor Voltage at the common rail pressure sensor is beyond 4.5 V. Sensor Voltage at the common rail pressure sensor is below 0.7 V. Sensor Voltage at the engine oil pressure sensor is beyond 4.85 V. Sensor Voltage at the engine oil pressure sensor is below 0.1 V. Sensor Voltage at the boost temperature sensor is beyond 4.95 V over 5 minutes after the engine starts or when coolant temperature is beyond 50 °C (122 °F). Abnormal Boost Temperature Sensor Voltage at the boost temperature sensor is below 0.1 (Abnormal Low Voltage) V. T5-5-24 TROUBLESHOOTING / Troubleshooting A Presumptive Symptoms in Real Machine Operation Assumptive Conditions at Backup The engine may be stalled. The output power de- The supply pump can not be controlled. creases. Fault Code (Tech 2) P0193 P0192 There is no influence when operating the machine. Nothing special P0523 P0522 There is no influence when operating the machine. Nothing special P1113 P1112 T5-5-25 TROUBLESHOOTING/ Troubleshooting A Fault Code 636-2 636-2 723-2 723-2 636-7 172-3 172-4 110-3 110-4 102-4 102-3 10001-3 108-4 108-3 174-3 174-4 157-3 157-4 Influence to Engine Performance (Presumption) Abnormal Cam Angle Sensor (No No influence during operation Signal) Abnormal Cam Angle Sensor After stopping, the re-start is impossible. (Abnormal Signal) output power Abnormal Crank Speed Sensor (No No decrease Signal) Abnormal Crank Speed Sensor (Abnormal Signal) Phase Mismatch of Cam Angle No influence during Sensor operation After stopping, the re-start is impossible. output power Abnormal Intake-Air Temperature No decrease Sensor (Abnormal High Voltage) Abnormal Intake-Air Temperature Sensor (Abnormal Low Voltage) output power Abnormal Coolant Temperature No decrease Sensor (Abnormal High Voltage) Abnormal Coolant Temperature Sensor (Abnormal Low Voltage) output power Abnormal Boost Pressure Sensor No decrease (Abnormal High Voltage) Abnormal Boost Pressure Sensor (Abnormal Low Voltage) Abnormal EGR Position (Brushless No output power spec.) change output power Abnormal Atmospheric Pressure No decrease Sensor (Abnormal High Voltage) Abnormal Atmospheric Pressure Sensor (Abnormal Low Voltage) output power Abnormal Fuel Temperature Sensor No decrease (Abnormal High Voltage) Abnormal Fuel Temperature Sensor (Abnormal Low Voltage) power Abnormal Common Rail Pressure Output decrease: 70% Sensor (Abnormal High Voltage) Abnormal Common Rail Pressure Sensor (Abnormal Low Voltage) Trouble T5-5-26 Operating Rank (Current State) A B C D ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ Remark TROUBLESHOOTING/ Troubleshooting A Fault Code 100-4 100-3 105-3 105-4 Influence to Engine Operating Rank Performance (Current State) (Presumption) A B C D output power Abnormal Engine Oil Pressure No ○ change Sensor (Abnormal High Voltage) Abnormal Engine Oil Pressure ○ Sensor (Abnormal Low Voltage) Abnormal Boost Temperature ○ Sensor (Abnormal High Voltage) Abnormal Boost Temperature ○ Sensor (Abnormal Low Voltage) Trouble Operating Rank A: Digging and travel are operable. (A few performance decreases may occur.) B: Machine can travel on flat and downward slope. C: The engine can stop / start. D: The engine cannot stop / start. IMPORTANT: When fault code 723-2 (abnormal crank speed sensor) is displayed and the engine does not start, the cam angle sensor is faulty although fault codes 636-2 (abnormal cam angle sensor) and 636-7 (phase mismatch of cam angle sensor) are not displayed. T5-5-27 Remark TROUBLESHOOTING/ Troubleshooting A External Device System Fault Code Trouble Cause 10002-2 Abnormal EGR valve control Difference between the target valve lift and actual position is beyond 20%. 1347-0 Open circuit in suction control valve The suction control valve drive current is beyond 2400 mA or drive system, Shorted circuit in + B or below 50 mA. Or, difference between the tartget current and GND actual current is 1000 mA or more. 651-3 Open circuit in injection nozzle ＃1 No monitor input signal of injector 1. drive system 652-3 Open circuit in injection nozzle ＃2 No monitor input signal of injector 2. drive system 653-3 Open circuit in injection nozzle ＃3 No monitor input signal of injector 3. drive system 654-3 Open circuit in injection nozzle #4 No monitor input signal of injector 4. drive system 655-3 Open circuit in injection nozzle ＃5 No monitor input signal of injector 5. drive system 656-3 Open circuit in injection nozzle ＃6 No monitor input signal of injector 6. drive system 987-3 Abnormal check engine lamp No monitor signal of the check engine lamp 1485-2 Abnormal main relay system Voltage in the main relay system is 1 V or less with the main relay coil output ON. Although the main relay coil output is turned OFF, the main relay is kept ON. T5-5-28 TROUBLESHOOTING/ Troubleshooting A Presumptive Symptoms in Real Machine Operation Assumptive Conditions at Backup Fault Code (Tech 2) There is influence to exhaust gas. EGR cannot be controlled. As exhaust gas becomes bad, EGR stops. P0488 The engine may be stalled and the rotation speed increases automatically and abnormally according to open or shorted circuitc ondition. Dark smoke occurs. Output power is too large. The supply pump cannot be controlled. → Prevent the engine from increasing the rotation speed automatically and abnormally (Protect the engine). P0090 Vibration of the engine is large, Rough idle, #1 injector cannot be controlled. output power decrease, faulty increasing of → Stop drive pulse output of #1 injector. rotation speed, output power decrease #2 injector cannot be controlled. → Stop drive pulse output of #2 injector. P0201 #3 injector cannot be controlled. → Stop drive pulse output of #3 injector. P0203 #4 injector cannot be controlled. → Stop drive pulse output of #4 injector. P0204 #5 injector cannot be controlled. → Stop drive pulse output of #5 injector. P0205 #6 injector cannot be controlled. → Stop drive pulse output of #6 injector. P0206 There is no influence when operating the Nothing special machine. The engine cannot start. P0202 P0650 Nothing Electrical power is kept supplying to the Nothing machine. T5-5-29 P1625 TROUBLESHOOTING/ Troubleshooting A Fuel System Fault Code Trouble Cause rail pressure Common rail pressure is beyond 185 Mpa (1887 kgf/cm2, 26895 psi). 157-0 Abnormal common (First stage) 157-0 Abnormal commo rail pressure (Second stage) The first stage “Abnormal common rail presure” is approve and common rail pressure is beyond 190 Mpa (1938 kgf/cm2, 27622 psi).. 157-2 Abnormal common rail pressure (Pump over-pressure) When DUTY to the suction control valve is 40 % or more, or target pressure to the suction control valve is 90 mm3/sec or less, actual rail pressure is 40 MPa (410 kgf/cm2, 5820 psi) higher than the target rail pressure. 633-7 Pressure limiter open The pressure limiter is open. 1239-1 No pressure to pump (Fuel leakage) When pressure to the suction control valve is 900 min-1 (900 rpm) or more, actual rail pressure is 15Mpa (150 kgf/cm2, 2180 psi) or less. T5-5-30 TROUBLESHOOTING/ Troubleshooting A Presumptive Symptoms in Real Machine Operation Assumptive Conditions at Backup Fault Code (Tech 2) Vibration of the engine may be large, Rough idle, Prevention the injection system (pump) from output power decrease may occur, faulty damage increasing of rotation speed, dark smoke may (Protect the RP sensor by over-pressure) occur, output power may be too large. P0088 Vibration of the engine may be large, Rough idle, Prevention the injection system from damage output power decrease may occur, faulty (Pressure is too much as PR is clogged.) increasing of rotation speed, dark smoke may occur, output power may be too large. P0088 Vibration of the engine may be large, Rough idle, Prevention the injection system (pump) from output power decrease may occur, faulty damage increasing of rotation speed, dark smoke may (Protect the RP sensor by over-pressure) occur, output power may be too large. P0089 Output power decrease P1095 Rial pressure is beyond the allowable pressure. Vibration of the engine may be large, Rough idle, Fuel leakage is too much. output power decrease may occur, faulty Actual rail pressure does not increase to the increasing of rotation speed, dark smoke may required pressure. occur, output power may be too large. T5-5-31 P0087 P1093 TROUBLESHOOTING/ Troubleshooting A Fault Code Influence to Engine Performance (Presumption) Trouble Operating Rank (Current) A B C 10002-2 Abnormal EGR valve control 1347-0 651-3 652-3 653-3 654-3 655-3 656-3 987-3 1485-2 Fault Code 157-0 157-0 157-2 633-7 1239-1 No output power ○ change Open circuit in suction control valve Output power drive system, Shorted circuit in + B or decrease: 50% GND ○ Open circuit in PCV1 drive system, shorted circuit in GND power Open circuit in injection nozzle ＃ 1 Output ○ decrease: 15% drive system Open circuit in injection nozzle ＃ 2 (Five cylinders drive.) ○ drive system Open circuit in injection nozzle ＃ 3 ○ drive system Open circuit in injection nozzle ＃ 4 ○ drive system Open circuit in injection nozzle ＃ 5 ○ drive system Open circuit in injection nozzle ＃ 6 ○ drive system Abnormal check engine lamp No output power ○ change Abnormal main relay system The engine stops. Nothing (The engine cannot re-start ○ according to battery voltage.) Remark D Influence to Engine Performance (Presumption) Trouble Abnormal common rail pressure (First Output stage) decrease: 50% Abnormal common rail pressure Output (Second stage) decrease: 50% Abnormal common rail pressure Output (Pump over-pressure) decrease: 50% Pressure limiter open Output decrease: 50% No pressure to pump (Fuel leakage) Operating Rank A: Digging and travel are operable. (A few performance decreases may occur.) B: Machine can travel on flat and downward slope. C: The engine can stop / start. D: The engine cannot stop / start. T5-5-32 power power power power ○ ○ Operating Rank (Current) A B ○ ○ ○ ○ ○ C D Remark TROUBLESHOOTING/ Troubleshooting A (Blank) T5-5-33 TROUBLESHOOTING/ Troubleshooting A Engine Protection System Fault Code Trouble 110-0 Overheating 190-0 Overrunning Cause Coolant temperature is beyond 120 °C (248 °F) when operating the engine. In case the engine speed is beyond 2500 min-1 (2500 rpm) T5-5-34 TROUBLESHOOTING/ Troubleshooting A Presumptive Symptoms in Real Machine Fault Code Assumptive Conditions at Backup Operation (Tech 2) There is no influence when operating the Nothing special (The history of overheating is P1173 machine. recorded.) Engine speed of the wheel loader may not Mistake of gear change, etc. P0219 increase 2500 min-1 (2500 rpm) or more. T5-5-35 TROUBLESHOOTING/ Troubleshooting A Fault Code Influence to Engine Performance (Presumption) Trouble 110-0 Overheating 190-0 Overrunning No output change No output decrease Operating Rank A: Digging and travel are operable. (A few performance decreases may occur.) B: Machine can travel on flat and downward slope. C: The engine can stop / start. D: The engine cannot stop / start. T5-5-36 power power Operating Ranke (Current) A ○ ○ B C D Remark TROUBLESHOOTING/ Troubleshooting A (Blank) T5-5-37 TROUBLESHOOTING/ Troubleshooting A Internal Circuit System Fault Code Trouble Cause 10005-1 Abnormal Charge Circuit (Bank 1) In case voltage at bank 1 of charge circuit in ECM is low 10006-1 Abnormal Charge Circuit (Bank 2) In case voltage at bank 2 of charge circuit in ECM is low 10008-2 1077-2 Abnormal A/D Converter (Analog to A/D conversion (analog to digital) cannot be done. Digital) Abnormal CPU Within 100 msec after the key switch is turned ON, failure of main CPU is detected by sub CPU. (Sub CPU resets CPU.)→CPU is recovered. Within 100 msec after the key switch is turned ON, failure of main CPU is detected by sub CPU. (Sub CPU resets CPU.)→CPU is not recovered. Abnormal IC for CPU Watching No change of RUN-SUB pulse in 20 msec 628-2 Abnormal ROM ROM is broken. 10013-2 Abnormal EEPROM EEPROM is broken. 1079-2 Abnormal 5 V Power Source 1 Voltage Abnormal 5 V Power Source 2 Voltage Abnormal 5 V Power Source 3 Voltage Abnormal 5 V Power Source 4 Voltage Abnormal 5 V Power Source 5 Voltage Abnormal Injection Nozzle Common 1 Drive System Abnormal Injection Nozzle Common 2 Drive System When battery voltage is between 16 V and 32 V, voltage IGKEY power source is 5.5 V or more or 4.5 V or less. When battery voltage is between 16 V and 32 V, voltage IGKEY power source is 5.5 V or more or 4.5 V or less. When battery voltage is between 16 V and 32 V, voltage IGKEY power source is 5.5 V or more or 4.5 V or less. When battery voltage is between 16 V and 32 V, voltage IGKEY power source is 5.5 V or more or 4.5 V or less. When battery voltage is between 16 V and 32 V, voltage IGKEY power source is 5.5 V or more or 4.5 V or less. No monitor input signals of injectors 1, 3, 5 10007-2 1080-2 10009-2 10010-2 10011-2 10003-2 10004-2 No monitor input signals of injectors 2, 4, 6 T5-5-38 of of of of of TROUBLESHOOTING/ Troubleshooting A Presumptive Symptoms in Real Machine Operation Vibration of the engine may be large, Rough idle, output power decrease may occur, faulty increasing of rotation speed may occur, the engine may be stalled. The injector cannot be controlled. → Stop output of drive signal at broken common side (Protect the engine from damage) Output power decrease, dark smoke occurs. All analogue sensor cannot be used. P1630 Output power decrease CPU is broken. P0606 Assumptive Conditions at Backup The engine cannot start. Fault Code (Tech 2) P0611 P0612 P0606 Output power decrease Sub CPU is broken. P0606 The engine stops. Data of ROM cannot be read. P1601 There is no influence when operating the Data cannot be written to EEPROM. machine. Same as Abnormal accelerator sensor ← P1603 Same as Abnomal atmospheric and in-take temperature sensors Same as Abnomal coolant temperature, fuel temperature and hydraulic oil pressure sensors Same as Abnomal boost pressure and boost temperature sensors Same as Abnomal rail pressure and EGR position sensors Vibration of the engine may be large, Rough idle, output power decrease may occur, faulty increasing of rotation speed may occur, the engine may be stalled. ← P1632 ← P1633 ← P1634 ← P1635 The injector cannot be controlled. → Stop output of drive signal at broken common side (Protect the engine from damage) P1261 T5-5-39 P1631 P1262 TROUBLESHOOTING/ Troubleshooting A Fault Code Trouble 10005-1 10006-1 Abnormal Charge Circuit (Bank 1) Abnormal Charge Circuit (Bank 2) 10008-2 Abnormal A/D Converter 10007-2 Abnormal CPU 1077-2 Abnormal IC for CPU watching 628-2 10013-2 Abnormal ROM Abnormal EEPROM 1079-2 1080-2 Abnormal 5 V Power Source 1 Voltage Abnormal 5 V Power Source 2 Voltage 10009-2 Abnormal 5 V Power Source 3 Voltage 10010-2 Abnormal 5 V Power Source 4 Voltage 10011-2 Abnormal 5 V Power Source 5 Voltage 10003-2 Abnormal Injection Nozzle Common 1 Drive System Abnormal Injection Nozzle Common 2 Drive System 10004-2 Influence to Engine Performance (Presumption) Output power decrease: 60% (Three cylinders drive.) Output power decrease: 50% Output power decrease: 50% The engine cannot start. Output power decrease: 50% The engine stops. No output power decrease Idle speed operation No output power decrease No output power change No output power decrease Output power decrease: 50% Output power decrease: 60% (Three cylinders drive.) Operating Rank A: Digging and travel are operable. (A few performance decreases may occur.) B: Machine can travel on flat and downward slope. C: The engine can stop / start. D: The engine cannot stop / start. T5-5-40 Operating Rank (Current) A B C D ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ Remark TROUBLESHOOTING/ Troubleshooting A (Blank) T5-5-41 TROUBLESHOOTING/ Troubleshooting A Communication System Fault Code Trouble Cause 639-2 Abnormal CAN Bus Line Detect the bus line off. 639-3 Abnormal CAN Time Out In case the CAN data reception is not approved in prescribedtime T5-5-42 TROUBLESHOOTING/ Troubleshooting A Presumptive Symptoms in Real Machine Operation Speed is turnd into idle speed. Assumptive Conditions at Backup CAN communication is inoperable. Fault Code (Tech 2) U2104 U2106 T5-5-43 TROUBLESHOOTING/ Troubleshooting A Fault Code Trouble 639-2 639-3 Abnormal CAN Bus Line Abnormal CAN Time Out Influence to Engine Performance (Presumption) Idle speed Operating Rank A: Digging and travel are operable. (A few performance decreases may occur.) B: Machine can travel on flat and downward slope. C: The engine can stop / start. D: The engine cannot stop / start. T5-5-44 Operating Rank (Current) A B C D ○ ○ Remark TROUBLESHOOTING/ Troubleshooting A (Blank) T5-5-45 TROUBLESHOOTING/ Troubleshooting A ICF FAULT CODE LIST Fault Code 14000-2 14001-2 Trouble Cause Abnormal CAN Communication Data cannot be received due to the noise on the CAN bus line. ICF: Flash Memory: Read / Write In case the internal memory is abnormal when the key is Error turned ON 14002-2 ICF: External RAM: Read / Write In case the internal memory is abnormal when the key is Error turned ON 14003-2 ICF: EEPROM: Sum Check Error 14006-2 14008-2 In case the internal memory is abnormal when the key is turned ON ICF: Satellite Communication In case communication to the satellite terminal cannot be Terminal: Communication Error done over 30 seconds. ICF: Abnormal Internal RAM In case the internal memory is abnormal when the key is turned ON T5-5-46 TROUBLESHOOTING/ Troubleshooting A Remedy If trouble is not resolved after retrial B, check for CAN communication bus line. After initializing the information C/U by using Dr. ZX, re-try in the troubleshooting. If the error code is displayed after re-try, ICF may be broken. Replace ICF. NOTE: When initialising the information C/U, all stored data is deleted. After initializing the information C/U by using Dr. ZX, re-try in the troubleshooting. If the error code is displayed after re-try, ICF may be broken. Replace ICF. NOTE: When initialising the information C/U, all stored data is deleted. If trouble is not resolved after retrial B, ICF may be broken. Replace ICF. Check for the items below. 1. Retrial B. 2. Check if the communication line is abnormal. 3. Check if the electrical power source of communication terminal is abnormal. • Electrical power source • Fuses 3. Check if the satellite terminal is broken. Re-try in the troubleshooting by using Dr.ZX. If the error code is displayed after re-try, ICF may be broken. Replace ICF. T5-5-47 TROUBLESHOOTING/ Troubleshooting A SATELLITE TERMINAL FAULT CODE LIST Fault Code 14100-2 14101-2 14102-2 Trouble Cause Satellite Communication Terminal: In case internal memory is abnormal Abnormal EEPROM Satellite Communication Terminal: In case internal memory is abnormal Abnormal IB/OB Queue Satellite Communication Terminal: In case data cannot be received from the satellite terminal Abnormal Local Loup Back 14103-2 Satellite Communication Terminal: In case the satellite terminal cannot be acquired The satellite is not found. 14104-2 Satellite Communication Terminal: Fail 1 of Remote Loup Back Satellite Communication Terminal: Fail 2 of Remote Loup Back Satellite Communication Terminal: Sending and receiving data are unmatched. 14105-2 14106-2 In case communication to the satellite terminal base cannot be done In case communication to the satellite terminal base cannot be done In case sending and receiving data are unmatched T5-5-48 TROUBLESHOOTING/ Troubleshooting A Remedy Retrial B. Replace the ICF controller. Retrial B. Replace the ICF controller. Retrial B. Check the communication aerial. Replace the ICF controller. Retrial B. Check the communication aerial. Replace the ICF controller. Retrial B. Replace the ICF controller. Retrial B. Replace the ICF controller. Retrial B. Replace the ICF controller. T5-5-49 TROUBLESHOOTING/ Troubleshooting A MONITOR UNIT FAULT CODE LIST Fault Code Trouble Cause 13306-2 13308-2 13312-2 Abnormal EEPROM Abnormal CAN Communication Abnormal Transmission Oil Temperature Sensor Service Brake Pressure Sensor High Voltage Service Brake Pressure Sensor Low Voltage When failure reading EEPROM occurs Bus off occurs beyond five times Shorted ground circuit in the transmission oil temperature sensor Voltage at the signal line in service brake pressure sensor: 4.75 V or higher Voltage at the signal line in service brake pressure sensor: 0.25 or less 13314-3 13314-4 T5-5-50 TROUBLESHOOTING / Troubleshooting A CONTROLLER HARDWARE FAILURE MC FAULT CODES 11000 to 11002 Fault Code 11000-2 11001-2 11002-2 Trouble Abnormal EEPROM Abnormal RAM Abnormal A/D Converter Cause Faulty MC Faulty MC Faulty MC YES Influenced Control All Control All Control All Control *Normal. Check if operation of machine is normal. Faulty MC. NO * When the fault code is displayed in the result of retrial and If operation of engine or machine is normal, the machine can be used. T5-5-51 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11003 Fault Code 11003-3 Trouble Abnormal Sensor Voltage Cause Shorted circuit in harness Faulty sensor Faulty MC Influenced Control All Control YES Disconnect connectors of all sensors corresponding to the displayed fault code and connector monitor-1B in monitor unit. Retry. Check if fault code 11003-3 disappears. NO Faulty any sensors. Disconnect all connectors at MC end. Check for continuity between terminals #1 and #3 of harness end connector of each sensor to MC, terminal #1 and vehicle frame. Check for continuity between terminals #27 and #32 of connector monitor-1B in monitor unit, each terminal #27, #28, #29, #30 or #31 and vehicle frame. YES Shorted circuit in harness with continuity. Faulty MC or faulty monitor unit. NO · Key switch: OFF Connector (Harness end of connector viewed from the open end side) • Parking Brake Pressure Sensor 1 2 • Pump Delivery Pressure Sensor • Implement Pressure Sensor 3 3 Monitor Unit Connector Monitor-1B (Harness end) #27 #28 T4GB-05-05-002 #32 #31 #30 #29 T5-5-52 2 1 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11004 Fault Code 11004-2 Trouble Cause Abnormal CAN Shorted circuit Communication harness Faulty MC in • • • • • • Influenced Control All Pump Control All Transmission Control All Engine Control Hydraulic Drive Fan Cooling Control Ride Control CAN Cycle Data Communication GPS Monitor Unit Dr-ZX ICF ECM CAN Harness MC T5-5-53 TROUBLESHOOTING / Troubleshooting A CAN HARNESS CHECK • Check the wiring connections first. NO YES Check for continuity in CAN harness between MC and ECM. YES · Key switch: OFF · Refer to “CAN Harness Continuity Check” on T5-5-58. Check for continuity in CAN harness between MC and ICF. · Key switch: OFF · Refer to “CAN Harness Continuity Check” on T5-5-59. Retry by using Dr. ZX. Check if fault code 11004-2 is displayed. NO Open circuit in CAN harness between MC and ECM. Check for continuity in CAN harness YES between MC and monitor unit. · Key Switch: OFF · Refer to “CAN Harness Continuity Check” on T5-5-60. Open circuit in CAN harness between MC and ICF. Normal. NO IMPORTANT: If the CAN harness is completely opened in circuit, the controller name is not displayed on the diagnosing screen on Dr. ZX (refer to T5-2-4). T5-5-54 TROUBLESHOOTING / Troubleshooting A Shorted circuit in CAN harness between ground circuit and CAN circuit. YES YES Disconnect all connectors in MC, ICF, ECM and monitor unit. Check for continuity between CAN circuit and ground circuit in MC, ICF, ECM and monitor unit. · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Ground Circuit” on T5-5-61 to 65. To A NO Open circuit in CAN harness between MC and monitor unit. NO Shorted circuit in CAN harness between power circuit and CAN circuit. YES A Check for continuity between CAN circuit and power circuit in MC, ICF, ECM and monitor unit. · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Power Circuit” on T5-5-66 to 69. NO T5-5-55 Check for continuity between CAN circuit and key signal circuit in MC, ICF, ECM and monitor unit. YES Shorted circuit in CAN harness between key signal circuit and CAN circuit. NO · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Key Signal Circuit” on T5-5-70 to 72. Check for continuity between High side and Low side in CAN harness. · Key switch: OFF · Refer to “Discontinuity Check in CAN Harness on T5-5-73. To B TROUBLESHOOTING / Troubleshooting A Shorted circuit in CAN harness. YES B Connect connector YES in MC. Check if fault code 11004-2 is displayed. Connect all connectors except connector MC-C in MC. Check if resistance between terminals #C4 and #C15 of NO harness end of connector MC-C is within 60±10 Ω. · Key switch: ON · Key switch: OFF NO Connect connector in MC. Disconnect connector ICF-C in ICF. Check if resistance between terminals #C5 and #C11 of harness end of connector is within 60±10 Ω. Faulty MC. YES YES NO MC Connector MC-C (Harness end) #C4 NO Check the connection of ICF and connector. Faulty ICF. YES Connect connector in ICF. Disconnect connector in ECM. Check if resistance between terminals #18 and #37 of harness end of connector is within 120±10 Ω. YES · Key switch: OFF NO Connect connector in ECM. Check if fault code 11004-2 is displayed. · Key switch: ON #C15 C10 C1 C23 Connect connector in ICF. Check if fault code 11004-2 is displayed. · Key switch: ON · Key switch: OFF Connector Check the connection of MC and connector. NO C31 Connect connector in ECM. Disconnect connector monitor-2B in monitor unit. Check if resistance between terminals #33 and #34 of harness end of connector is within 120±10 Ω. · Key switch: OFF ICF Connector ICF-C (Harness end) #C5 #C11 ECM Connector (Harness end) T1V1-05-04-002 Monitor Unit Connector Monitor-2B (Harness end) #18 #37 T1GR-05-04-002 T5-5-56 T4GB-05-05-002 #34 #33 TROUBLESHOOTING / Troubleshooting A Check the connection of ECM and connector. NO Faulty ECM. YES YES Connect connector in monitor unit. Check if fault code 11004-2 is displayed. · Key switch: ON NO Check the connection of monitor unit and connector. Faulty monitor unit. YES Failure in any controller of MC, ICF, ECM and monitor unit. T5-5-57 TROUBLESHOOTING / Troubleshooting A Continuity Check in CAN Harness IMPORTANT: Before continuity check, turn the key switch OFF. • Between MC and ECM CAN Harness (High Side) Check for continuity between terminal #C4 of harness end of connector MC-C in MC and terminal #18 of harness end of connector in ECM. CAN Harness (Low Side) Check for continuity between terminal #C15 of harness end of connector MC-C in MC and terminal #37 of harness end of connector in ECM. Connector MC Connector MC-C (Harness end) #C4 C1 C23 #C15 C10 C31 ECM Connector (Harness end) #18 #37 T1GR-05-04-002 T5-5-58 TROUBLESHOOTING / Troubleshooting A • Between MC and ICF CAN Harness (High Side) Check for continuity between terminal #C4 of harness end of connector MC-C in MC and terminal #C5 of harness end of connector ICF-C in ICF. CAN Harness (Low Side) Check for continuity between terminal #C15 of harness end of connector MC-C in MC and terminal #C11 of harness end of connector ICF-C in ICF. Connector MC Connector MC-C (Harness end) #C4 #C15 C10 C1 C23 C31 ICF Connector ICF-C (Harness end) #C5 #C11 T1V1-05-04-002 T5-5-59 TROUBLESHOOTING / Troubleshooting A • Between MC and Monitor Unit CAN Harness (High Side) Check for continuity between terminal #C4 of harness end of connector MC-C in MC and terminal #B33 of harness end of connector monitor-2B in the monitor unit. CAN Harness (Low Side) Check for continuity between terminal #C15 of harness end of connector MC-C in MC and terminal #B34 of harness end of connector monitor-2B in the monitor unit. Connector MC Connector MC-C (Harness end) #C4 #C15 C10 C1 C23 C31 Monitor Unit Connector Monitor-2B (Harness end) T4GB-05-05-002 #B34 #B33 T5-5-60 TROUBLESHOOTING / Troubleshooting A Discontinuity Check between CAN Circuit and Ground Circuit IMPORTANT: Before continuity check, turn the key switch OFF. • In case of continuity, the circuit between CAN circuit and ground circuit is shorted. • In case of discontinuity, the circuit is normal. Connector Connector MC-C (Harness end) #C4 C10 C1 C23 • MC Between CAN Circuit (High Side) and Ground Circuit Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #A2 of harness end of connector in MC-A. C31 Connector MC-A (Harness end) #A2 Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #A13 of harness end of connector in MC-A. #A13 Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #B8 of harness end of connector in MC-B. T183-05-04-008 Connector MC-B (Harness end) Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #B18 of harness end of connector in MC-B. #B8 #B18 T183-05-04-021 T5-5-61 TROUBLESHOOTING / Troubleshooting A Between CAN Circuit (Low Side) and Ground Circuit Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #A2 of harness end of connector in MC-A. Connector Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #A13 of harness end of connector in MC-A. Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #B8 of harness end of connector in MC-B. Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #B18 of harness end of connector in MC-B. Connector MC-C (Harness end) #C15 C10 C1 C23 C31 Connector MC-A (Harness end) #A2 #A13 T183-05-04-008 Connector MC-B (Harness end) #B8 #B18 T183-05-04-021 T5-5-62 TROUBLESHOOTING / Troubleshooting A • ECM Between CAN Circuit (High Side) and Ground Circuit Check for continuity between terminals #18 and #1 of harness end of connector. ECM Connector (Harness end) #18 #43 Check for continuity between terminals #18 and #3 of harness end of connector. #4 #3 Check for continuity between terminals #18 and #4 of harness end of connector. #62 Check for continuity between terminals #18 and #43 of harness end of connector. #1 T1GR-05-04-002 #81 Check for continuity between terminals #18 and #62 of harness end of connector. Check for continuity between terminals #18 and #81 of harness end of connector. Between CAN Circuit (Low Side) and Ground Circuit Check for continuity between terminals #37 and #1 of harness end of connector. ECM Connector (Harness end) #37 #43 #4 Check for continuity between terminals #37 and #3 of harness end of connector. Check for continuity between terminals #37 and #4 of harness end of connector. Check for continuity between terminals #37 and #43 of harness end of connector. Check for continuity between terminals #37 and #62 of harness end of connector. Check for continuity between terminals #37 and #81 of harness end of connector. T5-5-63 #3 #62 #81 #1 T1GR-05-04-002 TROUBLESHOOTING / Troubleshooting A • ICF Between CAN Circuit (High Side) and Ground Circuit ICF Connector ICF-C (Harness end) Check for continuity between terminals #C5 and #C9 of harness end of connector ICF-C. #C5 Check for continuity between terminals #C5 and #C14 of harness end of connector ICF-C. Check for continuity between terminals #C5 and #C15 of harness end of connector ICF-C. Between CAN Circuit (Low Side) and Ground Circuit #C14 #C15 Check for continuity between terminals #C11 and #C15 of harness end of connector ICF-C. T5-5-64 T1V1-05-04-002 ICF Connector ICF-C (Harness end) #C9 Check for continuity between terminals #C11 and #C9 of harness end of connector ICF-C. Check for continuity between terminals #C11 and #C14 of harness end of connector ICF-C. #C9 #C14 #C15 #C11 T1V1-05-04-002 TROUBLESHOOTING / Troubleshooting A • Monitor Unit Between CAN Circuit (High Side) and Ground Circuit Check for continuity between terminal #33 of harness end of connector monitor-2B and terminal #19 of harness end of connector monitor-2A in the monitor unit. Check for continuity between terminal #33 of harness end of connector monitor-2B and terminal #4 of harness end of connector monitor-1A in the monitor unit. Monitor Unit Connector Monitor-2B (Harness end) T4GB-05-05-002 #33 Monitor Unit Connector Monitor-2A (Harness end) T183-05-04-013 #19 Monitor Unit Connector Monitor-1A (Harness end) #4 T183-05-04-013 Between CAN Circuit (Low Side) and Ground Circuit Check for continuity between terminal #34 of harness end of connector monitor-2B and terminal #19 of harness end of connector monitor-2A in the monitor unit. Check for continuity between terminal #34 of harness end of connector monitor-2B and terminal #4 of harness end of connector monitor-1A in the monitor unit. Monitor Unit Connector Monitor-2B (Harness end) T4GB-05-05-002 #34 Monitor Unit Connector Monitor-2A (Harness end) T183-05-04-013 #19 Monitor Unit Connector Monitor-1A (Harness end) #4 T183-05-04-013 T5-5-65 TROUBLESHOOTING / Troubleshooting A Discontinuity Check between CAN Circuit and Power Circuit Connector IMPORTANT: Before continuity check, turn the key switch OFF. • In case of continuity, the circuit between CAN circuit and power circuit is shorted. • In case of discontinuity, the circuit is normal. Connector MC-C (Harness end) #C4 C1 C23 C10 C31 • MC Between CAN Circuit (High Side) and Power Circuit Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #A1 of harness end connector MC-A. #A1 Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #A12 of harness end connector MC-A. #A12 Connector MC-A (Harness end) Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #B7 of harness end connector MC-B. T183-05-04-008 Connector MC-B (Harness end) #B7 Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #B17 of harness end connector MC-B. #B17 T183-05-04-021 T5-5-66 TROUBLESHOOTING / Troubleshooting A Between CAN Circuit (Low Side) and Power Circuit Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #A2 of harness end connector MC-A. Connector Connector MC-C (Harness end) Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #A12 of harness end connector MC-A. C1 Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #B7 of harness end connector MC-B. Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #B17 of harness end connector MC-B. C23 #C15 C10 C31 Connector MC-A (Harness end) #A1 #A12 T183-05-04-008 Connector MC-B (Harness end) #B7 #B17 T183-05-04-021 T5-5-67 TROUBLESHOOTING / Troubleshooting A • ECM Between CAN Circuit (High Side) and Power Circuit Check for continuity between terminals #18 and #2 of harness end of connector. ECM Connector (Harness end) #18 #5 Check for continuity between terminals #18 and #5 of harness end of connector. T1GR-05-04-002 #2 Between CAN Circuit (Low Side) and Power Circuit Check for continuity between terminals #37 and #2 of harness end of connector. ECM Connector (Harness end) #37 #5 Check for continuity between terminals #37 and #5 of harness end of connector. #2 • ICF Between CAN Circuit (High Side) and Power Circuit Check for continuity between terminals #C5 and #C1 of harness end of connector ICF-C. ICF Connector ICF-C (Harness end) Check for continuity between terminals #C5 and #C2 of harness end of connector ICF-C. #C1 #C2 T1GR-05-04-002 #C5 T1V1-05-04-002 Between CAN Circuit (Low Side) and Power Circuit Check for continuity between terminals #C11 and #C1 of harness end of connector ICF-C. ICF Connector ICF-C (Harness end) #C2 Check for continuity between terminals #C11 and #C2 of harness end of connector ICF-C. #C1 #C11 T5-5-68 T1V1-05-04-002 TROUBLESHOOTING / Troubleshooting A • Monitor Unit Between CAN Circuit (High Side) and Circuit Check for continuity between terminal harness end of connector monitor–2B monitor unit and terminal #1 of harness connector monitor–1A in the monitor unit. Power #33 of in the end of Monitor Unit Connector Monitor-2B (Harness end) #33 T4GB-05-05-002 Monitor Unit Connector Monitor-1A (Harness end) #1 T183-05-04-013 Between CAN Circuit (Low Side) and Power Circuit Check for continuity between terminal #34 of harness end of connector monitor–2B in the monitor unit and terminal #1 of harness end of connector monitor–1A in the monitor unit. Monitor Unit Connector Monitor-2B (Harness end) #34 T4GB-05-05-002 Monitor Unit Connector Monitor-1A (Harness end) #1 T183-05-04-013 T5-5-69 TROUBLESHOOTING / Troubleshooting A Discontinuity Check between CAN Circuit and Key Signal Circuit Connector IMPORTANT: Before continuity check, turn the key switch OFF. • In case of continuity, the circuit between CAN circuit and key signal circuit is shorted. • In case of discontinuity, the circuit is normal. Connector MC-C (Harness end) #C4 C10 C1 C23 • MC Between CAN Circuit (High Side) and Key Signal Circuit Check for continuity between terminal #C4 of harness end of connector MC-C and terminal #B16 of harness end of connector MC-B. C31 Connector MC-B (Harness end) #B16 T183-05-04-021 Between CAN Circuit (Low Side) and Key Signal Circuit Check for continuity between terminal #C15 of harness end of connector MC-C and terminal #B16 of harness end of connector MC-B. Connector Connector MC-C (Harness end) #C15 C1 C23 C10 C31 Connector MC-B (Harness end) #B16 T183-05-04-021 T5-5-70 TROUBLESHOOTING / Troubleshooting A • ECM Between CAN Circuit (High Side) and Key Signal Circuit Check for continuity between terminals #18 and #24 of harness end of connector. ECM Connector (Harness end) #18 #24 T1GR-05-04-002 Between CAN Circuit (Low Side) and Key Signal Circuit Check for continuity between terminals #37 and #24 of harness end of connector. ECM Connector (Harness end) #37 #24 T1GR-05-04-002 • ICF Between CAN Circuit (High Side) and Key Signal Circuit Check for continuity between terminals #C5 and #C7 of harness end of connector ICF-C. ICF Connector ICF-C (Harness end) #C5 #C7 T1V1-05-04-002 Between CAN Circuit (Low Side) and Key Signal Circuit ICF Connector ICF-C (Harness end) Check for continuity between terminals #C11 and #C7 of harness end of connector ICF-C. #C7 #C11 T5-5-71 T1V1-05-04-002 TROUBLESHOOTING / Troubleshooting A • Monitor Unit Between CAN Circuit (High Side) and Key Signal Circuit Check for continuity between terminal #33 of harness end of connector monitor–2B in the monitor unit and terminal #2 of harness end of connector monitor–1A in the monitor unit. Monitor Unit Connector Monitor-2B (Harness end) T4GB-05-05-002 #33 Monitor Unit Connector Monitor-1A (Harness end) #2 T183-05-04-013 Between CAN Circuit (Low Side) and Key Signal Circuit Check for continuity between terminal #34 of harness end of connector monitor–2B in the monitor unit and terminal #2 of harness end of connector monitor–1A in the monitor unit. Monitor Unit Connector Monitor-2B (Harness end) T4GB-05-05-002 #34 Monitor Unit Connector Monitor-1A (Harness end) #2 T183-05-04-013 T5-5-72 TROUBLESHOOTING / Troubleshooting A Discontinuity Check in CAN Harness IMPORTANT: Before continuity check, turn the key switch OFF. • In case of continuity, the circuit between CAN (high side) circuit and CAN (low side) circuit is shorted. • In case of discontinuity, the circuit is normal. • Connector MC-C Check for continuity between terminals #C4 and #C15 of harness end of connector MC-C in MC. MC Connector MC-C (Harness end) #C4 C1 C23 #C15 C10 C31 • Connector ECM Check for continuity between terminals #18 and #37 of harness end of connector in ECM. ECM Connector (Harness end) #18 #37 T1GR-05-04-002 T5-5-73 TROUBLESHOOTING / Troubleshooting A • Connector ICF-C Check for continuity between terminals #C5 and #C11 of harness end of connector ICF-C in ICF. ICF Connector ICF-C (Harness end) #C5 #C11 • Connector Monitor-2B in Monitor Unit Check for continuity between terminals #B33 and #B34 of harness end of connector monitor-2B in the monitor unit. Monitor Unit Connector Monitor-2B (Harness end) #B34 #B33 T5-5-74 T1V1-05-04-002 T4GB-05-05-002 TROUBLESHOOTING / Troubleshooting A ENGINE FAILURE MC FAULT CODE 11103 Fault Code Trouble Cause 11103-3 Abnormal Accelerator Pedal Voltage: 4.75 V or higher High Voltage 11103-4 Abnormal Accelerator Pedal Voltage: Less than 0.25 V Low Voltage Influenced Control Pump Torque Decrease Control Engine Accelerator Pedal Control Pump Torque Decrease Control Engine Accelerator Pedal Control Open circuit in harness between MC and accelerator pedal sensor (terminal #1). NO Disconnect connector MC-C in MC. Check for continuity between terminal #C13 YES of harness end of connector and terminal #1 of harness end of connector in accelerator pedal sensor. Check if voltage between terminals #2 and #6 of harness end of connector in accelerator pedal sensor is 5±0.5 V. Check if voltage between terminal #2 of harness end of connector in accelerator pedal NO sensor and vehicle frame is specigication. · Key switch: ON With connector of accelerator pedal sensor connected, insert a tester YES Faulty MC. probe into rear of connector of terminal #1. Operate accelerator YES pedal. Faulty accelerator Check if voltage reaches pedal sensor. specification. NO · Key switch: ON Open circuit in YES · Specification: Refer to harness between MC the table below. and accelerator pedal sensor (terminal #6). · Key switch: ON · Specification: 5±0.5 V Specification of Accelerator Pedal Sensor Slow Idle 0.5 to 0.65 V Fast Idle 4.35 to 4.5 V Connector (Harness end of connector viewed from the open end side) MC Connector MC-C #C13 C10 C1 C23 C31 Accelerator Pedal Sensor Connector #2 #1 4 1 8 5 #6 T5-5-75 NO Open circuit in harness between MC and accelerator pedal sensor (terminal #2). TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11105 Fault Code 11105-3 Trouble Cause Influenced Control Abnormal Torque Converter Engine speed=0 min-1 • Hydraulic rive Fan Cooling Input Shaft Sensor ECM engine speed>500 min-1 Control Replace torque converter input shaft sensor. Start engine in 10 seconds after key switch is turned OFF. Travel machine 20 m. Retry. Check if fault code disappears. · Key switch: ON Check if voltage between terminals #1 NO of harness end of connector in torque converter input shaft sensor and vehicle frame is 5±0.5 V. · Key switch: ON Disconnect connector MC-C in MC. Check for continuity between terminal #C16 YES of harness end of connector and terminal #2 of harness end of connector in torque converter input shaft sensor. NO Disconnect connector MC-C in MC. Check for continuity between terminal #C5 of harness end of connector and terminal #1 of harness end of connector in torque converter input shaft sensor. YES Connector (Harness end of connector viewed from the open end side) MC Connector MC-C #C5 C10 C1 C23 #C16 C31 Torque Converter Input Shaft Sensor Connector #1 #2 T5-5-76 NO Open circuit in hranees between MC and torque converter input shaft sensor (terminal #2). Faulty MC. YES YES Faulty MC. NO Open circuit in hranees between MC and torque converter input shaft sensor (terminal #1). Faulty MC and torque converter input shaft sensor. TROUBLESHOOTING / Troubleshooting A PUMP FAILURE MC FAULT CODE 11204 Fault Code 11204-3 11204-4 Trouble Abnormal Pump Delivery Pressure Sensor High Voltage Abnormal Pump Delivery Pressure Sensor Low Voltage Switch pump delivery pressure sensor with normal pressure sensor and retry. Check if fault code disappears. Cause Influenced Control Output voltage: 4.75 V or • Pump Torque Decrease higher Control: Disabled Output voltage: Less than 0.25 • Pump Torque Decrease V Control: Disabled Disconnect connector MC-C in MC. Check for continuity between terminal #C2 of YES harness end of connector and terminal #2 of harness end of connector in pump delivery pressure sensor. Disconnect connector of pump delivery pressure sensor. NO Check if voltage between terminals #1 and #3 of harness end of connector is 5±0.5 V. · Key switch: ON. Check if voltage between terminal #1 of harness end of connector in pump delivery pressure sensor and vehicle frame is specification. · Key switch: ON · Specification: 5±0.5 V. NO Connector (Harness end of connector viewed from the open end side) Pump Delivery Pressure Sensor #C2 C1 C10 3 C23 Open circuit in harnees between MC and pump delivery pressure sensor. Faulty MC. YES YES Open circuit in harness between MC and pump delivery pressure sensor (terminal #3). NO Open circuit in harness between MC and pump delivery pressure sensor (terminal #1). Faulty pump delivery pressure sensor. YES MC Connector MC-C NO 2 1 C31 T5-5-77 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11209 Fault Code 11209-3 11209-4 Trouble Cause Influenced Control Abnormal Implement Pressure Output voltage: 4.75 V or • Pump Torque Decrease Sensor High Voltage higher Control: Disabled Abnormal Implement Pressure Output voltage: Less than 0.25 • Pump Torque Decrease Sensor Low Voltage V Control: Disabled Disconnect connector MC-C in MC. Check for continuity YES between terminal #C12 of harness end of connector and terminal #2 of harness end of connector in implement pressure sensor. Disconnect connector of implement pressure sensor. Check if voltage NO between terminals #1 and #3 of harness end of connector is 5±0.5 V. Switch implement pressure sensor with normal pressure sensor and retry. Check if fault code disappears. · Key switch: ON NO Check if voltage between terminal #1 of harness end of connector in implement pressure sensor and vehicle frame is specification. · Key switch: ON · Specification: 5±0.5 V Connector (Harness end of connector viewed from the open end side) Implement Pressure Sensor Connector #C12 C1 C10 3 C23 Open circuit in harnees between MC and implement pressure sensor. Faulty MC. YES YES Open circuit in harness between MC and implement pressure sensor (terminal #3). NO Open circuit in harness between MC and implement pressure sensor (terminal #1). Faulty implement pressure sensor. YES MC Connector MC-C NO 2 1 C31 T5-5-78 TROUBLESHOOTING / Troubleshooting A PILOT FAILURE MC FAULT CODE 11312 Fault Code 11312-3 11312-4 Trouble Cause Abnormal Brake Pedal Voltage: 4.75 V or higher Pressure Sensor (Service Brake Pressure Sensor) High Voltage Abnormal Brake Pedal Voltage: Less than 0.25 V Pressure Sensor (Service Brake Pressure Sensor) Low Voltage • Clutch Cut-Off Control Disconnect connector MC-C in MC. Check for continuity YES between terminal #C1 of harness end of connector and terminal #2 of harness end of connector in pressure sensor. Disconnect connector of pressure sensor. Check if voltage between terminals #1 and #3 of harness end of connector is 5±0.5 V. NO Influenced Control • Clutch Cut-Off Control · Key switch: ON Check if voltage between terminal #1 of harness end of NO connector in pressure sensor and vehicle frame is specification. · Key switch: ON · Specification: 5±0.5 V Switch pressure sensor with normal pressure sensor and retry. Check if fault code disappears. NO Open circuit in harness between MC and pressure sensor. Faulty MC. YES Open circuit in harness YES between MC and pressure sensor (terminal #3). Open circuit in harness between MC and NO pressure sensor (terminal #1). Faulty pressure sensor. YES Connector (Harness end of connector viewed from the open end side) MC Connector MC-C C1 Service Brake Pressure Sensor Connector C10 1 #C1 C23 2 3 C31 T5-5-79 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11313 Fault Code 11313-3 11313-4 Trouble Abnormal Parking Brake Pressure Sensor High Voltage Abnormal Parking Brake Pressure Sensor Low Voltage Cause Influenced Control Output voltage: 4.75 V or • Parking Brake Indicator Control higher Output voltage: Less than 0.25 • Parking Brake Indicator Control V Disconnect connector MC-C in MC. Check for continuity YES between terminal #C23 of harness end of connector and terminal #2 of harness end of connector in pressure sensor. Disconnect connector of pressure sensor. Check if voltage between terminals #1 NO and #3 of harness end of connector is 5±0.5 V. · Key switch: ON Check if voltage between terminal #1 of harness end of NO connector in pressure sensor and vehicle frame is specification. · Key switch: ON · Specification: 5±0.5 V Switch pressure sensor with normal pressure sensor and retry. Check if fault code disappears. NO Open circuit in harnees between MC and pressure sensor. Faulty MC. YES Open circuit in harness YES between MC and pressure sensor (terminal #3). Open circuit in harness between MC and NO pressure sensor (terminal #1). Faulty pressure sensor. YES Connector (Harness end of connector viewed from the open end side) MC Connector MC-C C1 Parking Brake Pressure Sensor Connector C10 1 C23 2 3 C31 #C23 T5-5-80 TROUBLESHOOTING / Troubleshooting A PROPORTIONAL SOLENOID VALVE FAILURE MC FAULT CODE 11412 Fault Code 11412-2 11412-3 11412-4 Trouble Abnormal Feedback of Hydraulic Drive Fan Flow Rate Control Solenoid Valve Abnormal Feedback High Current of Hydraulic Drive Fan Flow Rate Control Solenoid Valve Abnormal Feedback Low Current of Hydraulic Drive Fan Flow Rate Control Solenoid Valve YES Check for continuity in harness between MC and hydraulic drive fan flow rate control solenoid valve. · Between terminal #A32 of connector MC-A in MC and terminal #1 of connector in hydraulic drive fan flow rate control solenoid valve · Between terminal #A29 of connector MC-A in MC and terminal #2 of connector in hydraulic drive fan flow rate control solenoid valve Cause Influenced Control The feedback current to MC Hydraulic Drive Fan Cooling becomes the uncertain value. Control The feedback current to MC is Hydraulic Drive Fan Cooling beyond the upper limit. Control While the command from MC Hydraulic Drive Fan Cooling is output, the feedback current Control to MC is 56 mA or less. Switch connectors of hydraulic drive fan flow rate control solenoid valve and normal solenoid valve. Retry. Check if fault code disappears. NO Faulty hydraulic drive fan flow rate control solenoid valve. Faulty MC. YES Open circuit in harness. NO Connector (Harness end of connector viewed from the open end side) MC Connector MC-A #A32 #A29 T183-05-04-008 Hydraulic Drive Fan Flow Rate Control Solenoid Valve Connector 1 2 T5-5-81 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11413 Fault Code 11413-2 11413-3 11413-4 Trouble Abnormal Feedback of Pump Torque Control Solenoid Valve Abnormal Feedback High Current of Pump Torque Control Solenoid Valve Abnormal Feedback Low Current of Pump Torque Control Solenoid Valve YES Check for continuity in harness between MC and pump torque control solenoid valve. · Between terminal #A31 of connector MC-A in MC and terminal #1 of connector in pump torque control solenoid valve · Between terminal #A5 of connector MC-A in MC and terminal #2 of connector in pump torque control solenoid valve Cause Influenced Control The feedback current to MC • Pump Standard Torque Control becomes the uncertain value. The feedback current to MC is • Pump Standard Torque Control beyond the upper limit. While the command from MC • Pump Standard Torque Control is output, the feedback current to MC is 56 mA or less. Switch connectors of pump torque control solenoid valve and normal solenoid valve. Retry. Check if fault code disappears. Faulty pump torque control solenoid valve. Faulty MC. YES Open circuit in harness. NO Connector (Harness end of connector viewed from the open end side) MC Connector MC-A #A5 #A31 T183-05-04-008 Pump Torque Control Solenoid Valve 1 NO 2 T5-5-82 TROUBLESHOOTING / Troubleshooting A MC FAULT CODES 11414, 11415, 11416, 11417, 11418, 11419 Fault Code 11414-2 11414-3 11414-4 11415-2 11415-3 11415-4 11416-2 11416-3 11416-4 11417-2 11417-3 11417-4 Trouble Abnormal Feedback of Transmission Clutch First Gear Proportional Solenoid Valve Abnormal Feedback High Current of Transmission Clutch First Gear Proportional Solenoid Valve Abnormal Feedback Low Current of Transmission Clutch First Gear Proportional Solenoid Valve Abnormal Feedback of Transmission Clutch Second Gear Proportional Solenoid Valve Abnormal Feedback High Current of Transmission Clutch Second Gear Proportional Solenoid Valve Abnormal Feedback Low Current of Transmission Clutch Second Gear Proportional Solenoid Valve Abnormal Feedback of Transmission Clutch Third Gear Proportional Solenoid Valve Abnormal Feedback High Current of Transmission Clutch Third Gear Proportional Solenoid Valve Abnormal Feedback Low Current of Transmission Clutch Third Gear Proportional Solenoid Valve Abnormal Feedback of Transmission Clutch Fourth Gear Proportional Solenoid Valve Abnormal Feedback High Current of Transmission Clutch Fourth Gear Proportional Solenoid Valve Abnormal Feedback Low Current of Transmission Clutch Fourth Gear Proportional Solenoid Valve Cause Influenced Control The feedback current to MC • All Transmission Control becomes the uncertain value The feedback current to MC • All Transmission Control exceeds the upper limit The feedback current to MC is • All Transmission Control 20 mA or less The feedback current to MC • All Transmission Control becomes the uncertain value The feedback current to MC • All Transmission Control exceeds the upper limit The feedback current to MC is • All Transmission Control 20 mA or less The feedback current to MC • All Transmission Control becomes the uncertain value The feedback current to MC • All Transmission Control exceeds the upper limit The feedback current to MC is • All Transmission Control 20 mA or less The feedback current to MC • All Transmission Control becomes the uncertain value The feedback current to MC • All Transmission Control exceeds the upper limit The feedback current to MC is • All Transmission Control 20 mA or less T5-5-83 TROUBLESHOOTING / Troubleshooting A Fault Code 11418-2 11418-3 11418-4 11419-2 11419-3 11419-4 Trouble Abnormal Feedback of Transmission Clutch Forward Proportional Solenoid Valve Abnormal Feedback High Current of Transmission Clutch Forward Proportional Solenoid Valve Abnormal Feedback Low Current of Transmission Clutch Forward Proportional Solenoid Valve Abnormal Feedback of Transmission Clutch Reverse Proportional Solenoid Valve Abnormal Feedback High Current of Transmission Clutch Reverse Proportional Solenoid Valve Abnormal Feedback Low Current of Transmission Clutch Reverse Proportional Solenoid Valve Cause Influenced Control The feedback current to MC • All Transmission Control becomes the uncertain value The feedback current to MC • All Transmission Control exceeds the upper limit The feedback current to MC is • All Transmission Control 20 mA or less The feedback current to MC • All Transmission Control becomes the uncertain value The feedback current to MC • All Transmission Control exceeds the upper limit The feedback current to MC is • All Transmission Control 20 mA or less T5-5-84 TROUBLESHOOTING / Troubleshooting A NO Switch proportional solenoid valve with normal one and retry. Check if fault code disappears. YES Faulty proportional solenoid valve. Faulty MC. YES Check for continuity in harness between MC and proportional solenoid valve. · Refer to tabel below. Open circuit in harness. NO Connector (Harness end of connector viewed from the open end side) MC Connector MC-A #A6 #A3 #A9 #A10 #A11 #A22 #A15 #A16 #A17 #A19 #A20 T183-05-04-008 #A30 Proportional Solenoid Valve Connector 1 2 List of connection relationship between each proportional solenoid valve connector terminal and connector MC-A terminal First Gear Second Gear Third Gear Proportional Proportional Proportional Solenoid Valve Solenoid Valve Solenoid Valve Connector Connector Connector Connector MC-A Fourth Gear Proportional Solenoid Valve Connector #1 #2 #1 #2 #1 #2 #1 #2 #A10 #A6 #A22 #A16 #A20 #A3 #A11 #A17 T5-5-85 Forward Proportional Solenoid Valve Connector #1 #2 #A30 #A19 Reverse Proportional Solenoid Valve Connector #1 #2 #A9 #A15 TROUBLESHOOTING / Troubleshooting A TRANSMISSION FAILURE MC FAULT CODE 11600 Fault Code 11600-3 11600-4 Trouble Abnormal Travel Speed Sensor Cause Influenced Control The abnormal value below is All Transmission Control detected with the clutch connected. • Travel speed sensor=0 min-1 • Middle shaft sensor>300 min-1 • Torque converter output speed sensor>500 min-1 • Detected voltage under the shorted circuit with key ON: 4.5 V or higher Abnormal Low Voltage of Travel Detected voltage under the All Transmission Control Speed Sensor shorted circuit with key ON: Less than 1.5 V Connect terminals #1 and #2 of harness end of connector in travel speed sensor by using a clip. NO Disconnect connector MC-C in MC. Check for continuity between terminals #C19 and #C7 of harness end of connector MC-C. Replace travel speed sensor. Turn key switch ON in 10 seconds after key switch is · turned OFF. Retry. Check if fault code disappears. Connect terminal #C19 of harness end of connector MC-C in MC to vehicle frame. Check for continuity NO between terminal #2 of harness end of connector in travel speed sensor and vehicle frame. · Key switch: ON Connector (Harness end of connector viewed from the open end side) MC Connector MC-C #C7 C23 C10 #C19 C31 Travel Speed Sensor Connector #2 Open circuit in YES harness between MC and travel speed sensor (terminal #1). NO Open circuit in harness between MC and travel speed sensor (terminal #2). Faulty travel speed sensor. YES C1 Faulty MC. YES #1 T5-5-86 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11601 Fault Code 11601-3 Trouble Cause Influenced Control Abnormal Torque Converter The abnormal value below is • Pump Torque Decrease Output Speed Sensor detected with the clutch Control connected. • Torque converter output speed sensor=0 min-1 • Middle shaft sensor>300 min-1 • Travel speed sensor>300 min-1 Connect terminals #1 and #2 of harness end of connector in torque converter output speed sensor by using a clip. YES Disconnect connector MC-C in MC. Check for continuity between terminals #C29 and #C18 of harness end of connector MC-C. Replace torque converter output speed sensor. Start engine in 10 seconds after key switch is turned OFF. Travel machine 20 m. Retry. Check if fault code disappears. NO · Key Switch: ON Connector (Harness end of connector viewed from the open end side) MC Connector MC-C #C18 C23 C10 C31 #C29 Torque Converter Output Speed Sensor Connector #2 Connect terminal #C29 of harness end of connector MC-C in MC to vehicle frame. Check for continuity between terminal #2 of harness end of connector in torque converter output speed sensor and vehicle frame. Open circuit in harness between MC YES and torque converter output speed sensor (terminal #1). NO Open circuit in harness between MC and torque converter output speed sensor (terminal #2). Faulty torque converter output speed sensor. NO C1 Faulty MC. YES #1 T5-5-87 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11602 Fault Code 11602-3 Trouble Cause Influenced Control Abnormal Transmission Middle The abnormal value below is • All Transmission Control Shaft Sensor detected with the clutch connected. • Middle shaft sensor =0 min-1 • Travel speed sensor>500 min-1 • Torque converter output speed sensor>500 min-1 Replace transmission middle shaft sensor. Start engine in 10 seconds after key switch is turned OFF. Travel machine 20 m. Retry. Check if fault code disappears. Connect terminals #1 and #2 of harness end of YES connector in transmission middle shaft sensor by using a YES clip. Connect terminal #C17 of Disconnect connector harness end of connector MC-C in MC. MC-C in MC to vehicle Check for continuity frame. between terminals #C17 Check for continuity and #C6 of harness end NO between terminal #2 of of connector MC-C. harness end of connector in transmission middle shaft sensor and vehicle frame. Faulty MC. Open circuit in harness YES between MC and transmission middle shaft sensor (terminal #1). NO Open circuit in harness between MC and transmission middle shaft sensor (terminal #2). · Key switch: ON Faulty transmission middle shaft sensor. NO Connector (Harness end of connector viewed from the open end side) MC Connector MC-C #C6 C1 C23 #C17 C10 C31 Transmission Middle Shaft Sensor Connector #2 ＃1 T5-5-88 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11904 Fault Code 11904-2 Abnormal Lever Trouble Cause Influenced Control Forward/Reverse The forward/reverse signals All Transmission Control are turned ON for 80 ms or longer at the same time. YES NO Disconnect connector of forward/reverse lever. Retry. Check if fault code disappears. Disconnect connector MC-B in MC. Check for continuity between terminal #2 or #4 of connector in forward/reverse lever and vehicle frame respectively. Shorted circuit in harness between between connector of forward/reverse lever and connector MC-B in MC. Faulty MC. NO · Key switch: ON Faulty forward/reverse lever. YES Connector (Harness end of connector viewed from the open end side) MC Connector MC-C T183-05-04-021 Forward/Reverse Lever Connector #4 #2 4 1 8 5 T5-5-89 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11905 Fault Code 11905-2 Abnormal Switch Trouble Cause Influenced Control Forward/Reverse The forward/reverse signals All Transmission Control are turned ON for 80 ms or longer at the same time. YES NO Disconnect connector of forward/reverse switch. Retry. Check if fault code disappears. Disconnect connector MC-B in MC. Check for continuity between terminal #1 or #3 of connector in forward/reverse switch and vehicle frame respectively. Shorted circuit in harness between between connector of forward/reverse switch and connector MC-B in MC. Faulty MC. NO · Key switch: ON Faulty forward/reverse switch. YES Connector (Harness end of connector viewed from the open end side) MC Connector MC-B T183-05-04-021 Forward/Reverse Switch Connector #3 #1 T5-5-90 TROUBLESHOOTING / Troubleshooting A CAN DATA RECEPTION FAILURE MC FAULT CODES 11910, 11920 Fault Code 11910-2 11920-2 Trouble Actual Engine Speed Receive Error Received from ECM Fuel Flow Rate Receive Error Received from ECM Cause Faulty Harness Faulty ECM Influenced Control • Pump Torque Decrease Control • Hydraulic Drive Fan Cooling Control Faulty Harness Faulty ECM • Engine Speed Decrease Control GPS Monitor Unit Dr-ZX ICF ECM CAN Harness MC T5-5-91 CAN Harness TROUBLESHOOTING / Troubleshooting A CAN HARNESS CHECK MC FAULT CODES 11910, 11920 • Check the wiring connections first. Disconnect all connectors of MC, ICF, ECM and monitor unit. Check for continuity YES between ground circuit (MC, ICF, ECM, monitor unit) and CAN circuit. NO Check for continuity in YES CAN harness between MC and ECM. · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Ground Circuit” on T5-5-61 to 65. · Key switch: OFF · Refer to “Continuity Check in CAN Harness” on T5-5-59. Retry by using Dr. ZX. Check if fault code 11004-2 is displayed. YES NO Shorted circuit in CAN harness between ground circuit and CAN circuit. Check for continuity between power circuit MC, ICF, ECM, monitor unit and CAN circuit. To A · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Power Circuit” on T5-5-66 to 69. Open circuit in CAN harness between MC and ECM. Normal. NO Shorted circuit in CAN harness between power circuit and CAN circuit. YES Shorted circuit in CAN harness between key signal circuit and CAN circuit. YES A Check for continuity between key signal circuit in MC, ICF, NO ECM, monitor unit and CAN circuit. · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Key Signal Circuit” on T5-5-70 to 72. YES NO Check for continuity between High side and Low side in CAN harness. · Key switch: OFF · Refer to “Discontinuity Check in CAN Harness” on T5-5-73. Shorted circuit in CAN harness. Connect all connectors YES except connector MC-C in MC. Check if resistance Disconnect between terminals #C4 connector in MC. NO and #C15 of harness Connect connector of end of connector harness end. MC-C is within 60±10 NO Check if resistance Ω. between terminals #18 and #37 of · Key switch: OFF connector in ECM is within 120±10 Ω. · Key switch: OFF T5-5-92 To B To C TROUBLESHOOTING / Troubleshooting A NO Connect connector in MC. Check if fault code 11004-2 is displayed. B Check the connections of MC and connector. Faulty MC. YES · Key switch: ON Check the connections of ECM and connector. NO Connect connector in MC. YES Check if fault code 11004-2 is displayed. Faulty ECM. YES · Key switch: ON Connect connector in ICF. YES Check if fault code 11004-2 is displayed. C Connect connector in ECM. Disconnect connector ICF-C in ICF. Check if resistance NO between terminals #C5 and #C11 of harness end of connector is within 60±10 Ω. · Key switch: ON · Key switch: OFF NO Connect connector in ICF. Disconnect connector monitor-2B in monitor unit. Check if resistance between terminals #B33 and #B34 of harness end of connector is within 120±10 Ω. NO Check the connection of ICF and connector. Faulty ICF. YES YES Connect connector in monitor unit. Check if fault code 11004-2 is displayed. · Key switch: ON NO Check the connections of monitor unit and connector. Faulty monitor unit. YES Faulty in any controller in MC, ICF, ECM or monitor unit. NO · Key switch: OFF Connector ECM Connector (Harness end) MC Connector MC-C (Harness end) #C4 C1 C23 ICF Connector ICF (Harness end) #18 #C15 #37 C10 C31 T1GR-05-04-002 Monitor Unit Connector Monitor-2B (Harness end) #C5 #C11 T1V1-05-04-002 T4GB-05-05-002 #B34 #B33 T5-5-93 TROUBLESHOOTING / Troubleshooting A (Blank) T5-5-94 TROUBLESHOOTING / Troubleshooting A MC FAULT CODE 11914 Fault Code 11914-2 Trouble Cause Radiator Coolant Faulty Harness Temperature Receive Error Faulty Monitor Unit Received from Monitor Unit Influenced Control • Hydraulic Drive Fan Cooling Control GPS Monitor Unit Dr-ZX ICF ECM CAN Harness MC T5-5-95 TROUBLESHOOTING / Troubleshooting A CAN HARNESS CHECK FAULT CODE 11914 • Check the wiring connections first. Disconnect all connectors of MC, ICF, ECM and monitor unit. YES Check for continuity between ground circuit MC, ICF, ECM, monitor unit and CAN circuit. Check for continuity in YES CAN harness between MC and monitor unit. · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Ground Circuit” on T5-5-61 to 65. · Key switch: OFF · Refer to “Continuity Check in CAN Harness” on T5-5-60. Retry by using Dr. ZX. Check if fault code 11004-2 is displayed. YES Open circuit in CAN harness between ground circuit and CAN circuit. NO Check for continuity between power circuit MC, ICF, To A ECM, monitor unit and CAN circuit. · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Power Circuit” on T5-5-66 to 69. Open circuit in CAN harness between MC and monitor unit. NO Normal. NO Shorted circuit in CAN harness between power circuit and CAN circuit. YES Shorted circuit in CAN harness between key signal circuit and CAN circuit. YES A Check for continuity between key signal circuit in MC, ICF, NO ECM, monitor unit and CAN circuit. · Key switch: OFF · Refer to “Discontinuity Check between CAN Circuit and Key Signal Circuit” on T5-5-70 to 72. YES NO Check for continuity between High side and Low side in CAN harness. · Key switch: OFF · Refer to “Discontinuity Check in CAN Harness” on T5-5-73. NO Shorted circuit in CAN harness. Connect all connectors except connector MC-C in MC. Check if resistance between terminals #C4 and #C15 of harness end of connector MC-C is within 60±10 Ω. · Key switch: OFF YES NO To B Connect connector in MC. Disconnect connector monitor-2B in monitor unit. Check if resistance between terminals #B33 and #B34 of harness end of connector is within 120±10 Ω. · Key switch: OFF T5-5-96 To C TROUBLESHOOTING / Troubleshooting A NO Check the connections of MC and connector. Connect connector in MC. Check if fault code 11004-2 is displayed. B Faulty MC. · Key witch: ON YES Connect connector in monitor unit. YES Check if fault code 11004-2 is displayed. NO Check the connections of monitor unit and connector. Faulty monitor unit. YES · Key witch: ON Connect connector in ECM. YES Check if fault code 11004-2 is displayed. C Connect connector in monitor unit. Disconnect connector ECM. Check if resistance between terminals #18 and #37 of NO harness end of connector is within 120±10 Ω. · Key witch: ON · Key witch: OFF NO Connect connector in ECM. Disconnect connector ICF-C in ICF. Check if resistance between terminals #C5 and #C11 of harness end of connector is within 60±10 Ω. NO Check the connections of ICF and connector. Faulty ICF. YES YES Connect connector in ICF. Check if fault code 11004-2 is displayed. · Key witch: ON NO Check the connections of ICF and connector. Faulty ICF. YES Faulty In any controller in MC, ICF, ECM or monitor unit. NO · Key witch: OFF Connector ECM Connector (Harness end) MC Connector MC-C (Harness end) #C4 #18 #37 #C15 C1 C23 C10 T1GR-05-04-002 C31 Monitor Unit Connector Monitor-2B (Harness end) ICF Connector ICF-C (Harness end) #C5 #C11 T1V1-05-04-002 T4GB-05-05-002 #B34 #B33 T5-5-97 TROUBLESHOOTING / Troubleshooting A (Blank) T5-5-98 TROUBLESHOOTING / Troubleshooting A OTHER FAILURES MC FAULT CODE 11901 Fault Code Trouble Cause 11901-3 Hydraulic Oil Temperature Voltage: 4.52 V or higher Sensor High Voltage 11901-4 Hydraulic Oil Temperature Voltage: Less than 0.23 V Sensor Low Voltage Disconnect connector of hydraulic oil temperature sensor. Check if resistance at sensor end connector is specification. · Specification: Refer to the table below. Connect terminals #1 and #2 of harness end of connector in hydraulic oil temperature sensor by YES using a clip. Disconnect connector MC-D from MC. Check for continuity between terminals #D8 and #D6 of harness end of connector MC-D. Influenced Control • Auto Warning-Up Control • Hydraulic Drive Fan Cooling Control • Auto Warning-Up Control • Hydraulic Drive Fan Cooling Control Faulty MC. YES NO Connect terminal #D6 of harness end of connector MC-D in MC to vehicle frame. Check for continuity between terminal #2 of harness end of connector in hydraulic oil temperature sensor and vehicle frame. NO Open circuit in harness between MC and hydraulic oil temperature sensor (terminal #2). Faulty hydraulic oil temperature sensor. NO Specification of Hydraulic Oil Temperature Sensor Hydraulic Oil Temperature Resistance (°C, °F) (kΩ) -20, -4 16.2±1.6 0, 32 (5.88) 20, 68 2.45±0.24 40, 104 (1.14) 60, 140 (0.534) 80, 176 0.322 NOTE: If fault code 11901-4 is not displayed and hydraulic oil temperature “-30°C” is displayed on the monitor by using Dr. ZX, the circuit in hydraulic oil temperature sensor may be opened. Connector (Harness end of connector viewed from the open end side) MC Connector MC-D Hydraulic Oil Temperature Sensor Connector #D8 1 #D6 Open circuit in harness YES between MC and hydraulic oil temperature sensor (terminal #1). T183-05-04-009 T5-5-99 2 TROUBLESHOOTING / Troubleshooting A PROPORTIONAL TROUBLE CHECK SOLENOID VALVE When the harness in proportional solenoid valve is faulty, the fault code may be not detected. If the trouble is related to the proportional solenoid valve, disconnect the connectors in MC and proportional solenoid valve. Then check for continuity. Circuit Condition in Trouble A B D C MC Proportional Solenoid Valve A B D C T1V1-05-06-008 ○: Fault code can be detected. △: Fault code can be detected according to trouble. ×: Fault code cannot be detected. Trouble Fault Code Open circuit in A-B △ Damaged Parts in MC None T1V1-05-06-006 A B D C None • Open circuit in A-B • Harness in side B is shorted to the ground. ○ T1V1-05-06-007 A B D C FET • Open circuit in A-B • Harness in side A is shorted to △ the ground. T1V1-05-06-009 A B D C Shorted circuit in A-B FET ○ T1V1-05-06-010 A B D C Open circuit in C-D None △ T1V1-05-06-011 A B D C None • Open circuit in C-D • Harness in side C is shorted to the ground. △ T1V1-05-06-012 A B D C None • Open circuit in C-D • Harness in side D is shorted to ○ the ground. T1V1-05-06-013 A B D C Shorted circuit in C-D None △ T1V1-05-06-014 T5-5-100 TROUBLESHOOTING / Troubleshooting A Circuit Condition in Trouble A B D C Trouble Fault Code Shorted circuit in harness × Damaged Parts in MC Resistance between A-B and C-D T1V1-05-06-015 A B D C • Open circuit in A- B • Harness in side A is shorted to None △ the power source. T1V1-05-06-016 A B D C • Open circuit in A- B • Harness in side B is shorted to the power source. None ○ T1V1-05-06-017 A B D C Harness in A-B is shorted to the power source. None ○ T1V1-05-06-018 A B D C • Open circuit in C-D Resistance • Harness in side D is shorted to the power source. ○ T1V1-05-06-019 A B D C • Open circuit in C-D None • Harness in side C is shorted to △ the power source. T1V1-05-06-020 A B Harness in C-D is shorted to the power source. D Resistance ○ C T1V1-05-06-021 T5-5-101 TROUBLESHOOTING / Troubleshooting A (Blank) T5-5-102 TROUBLESHOOTING / Troubleshooting A ECM, SENSOR SYSTEM ECM FAULT CODES 100, 102, 105, 108, 110, 157, 172 P0522 Reference Page on 4HK1/6HK1 Engine Manual Troubleshooting 1E-403 P0523 1E-409 P0237 1E-341 P0238 1E-348 Abnormal Boost Temperature Sensor (Abnormal P1113 High Voltage) Abnormal Boost Temperature Sensor (Abnormal P1112 Low Voltage) Abnormal Atmospheric Pressure Sensor P0107 (Abnormal Low Voltage) 1E-460 108-4 Abnormal Atmospheric (Abnormal High Voltage) Pressure Sensor P0108 1E-238 110-3 Abnormal Coolant Temperature (Abnormal High Voltage) Abnormal Coolant Temperature (Abnormal Low Voltage) Sensor P0118 1E-266 Sensor P0117 1E-259 Abnormal Common Rail Pressure (Abnormal High Voltage) Abnormal Common Rail Pressure (Abnormal Low Voltage) Abnormal Intake-Air Temperature (Abnormal High Voltage) Abnormal Intake-Air Temperature (Abnormal Low Voltage) Sensor P0193 1E-294 Sensor P0192 1E-288 Sensor P0113 1E-251 Sensor P0112 1E-245 Fault Code 100-3 100-4 102-3 102-4 105-3 105-4 108-3 110-4 157-3 157-4 172-3 172-4 Trouble Fault Code (Tech 2) Abnormal Engine Oil Pressure Sensor (Abnormal Low Voltage) Abnormal Engine Oil Pressure Sensor (Abnormal High Voltage) Abnormal Boost Pressure Sensor (Abnormal Low Voltage) Abnormal Boost Pressure Sensor (Abnormal High Voltage) T5-5-103 1E-452 1E-231 TROUBLESHOOTING / Troubleshooting A ECM FAULT CODES 174, 636, 723, 10001 Fault Code 174-3 174-4 636-2 636-2 636-7 723-2 723-2 10001-3 Trouble Fault Code (Tech 2) Abnormal Fuel Temperature Sensor (Abnormal P0183 High Voltage) Abnormal Fuel Temperature Sensor (Abnormal P0182 Low Voltage) Abnormal Cam Angle Sensor (No Signal) P0340 Abnormal Cam Angle Sensor (Abnormal P0341 Signal) Phase Mismatch of Cam Angle Sensor P1345 Abnormal Crank Speed Sensor (No Signal) P0335 Abnormal Crank Speed Sensor (Abnormal P0336 Signal) Abnormal EGR Position (Brushless spec.) P0487 IMPORTANT: When fault code 723-2 (abnormal crank speed sensor) is displayed and the engine does not start, the cam angle sensor is faulty although fault codes 636-2 (abnormal cam angle sensor) and 636-7 (phase mismatch of cam angle sensor) are not displayed. T5-5-104 Reference Page on 4HK1/6HK1 Engine Manual Troubleshooting 1E-280 1E-274 1E-368 1E-375 1E-524 1E-355 1E-362 1E-391 TROUBLESHOOTING / Troubleshooting A ECM, EXTERNAL DEVICE SYSTEM ECM FAULT CODES 651, 652, 653, 654, 655, 656, 1347, 10002 Fault Code Trouble 651-3 Open Circuit in Injection Nozzle #1 Drive System Open Circuit in Injection Nozzle #2 Drive System Open Circuit in Injection Nozzle #3 Drive System Open Circuit in Injection Nozzle #4 Drive System Open Circuit in Injection Nozzle #5 Drive System Open Circuit in Injection Nozzle #6 Drive System Open Circuit in Suction Control Valve Drive System, Shorted Circuit in + B or GND Abnormal EGR Valve Control 652-3 653-3 654-3 655-3 656-3 1347-0 10002-2 P0201 Reference Page on 4HK1/6HK1 Engine Manual Troubleshooting 1E-301 P0202 1E-308 P0203 1E-315 P0204 1E-322 P0205 1E-329 P0206 1E-334 P0090 1E-225 P0488 1E-397 Fault Code (Tech 2) T5-5-105 TROUBLESHOOTING / Troubleshooting A ECM, FUEL SYSTEM ECM FAULT CODES 157, 6

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