Hitachi Ex12 2 Ex15 2 Ex18 2 Ex22 2 Excavator Service Manual – PDF DOWNLOAD

Technical Manual EX12 to EX45-2

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: 81-298-32-7173 FAX: 81-298-31-1162

• The following abbreviations of the serial numbers are used in this manual.

Model

Type A

Type B

EX12-2

02001 to 02812

02813 and up

EX15-2

01501 to 02175

02176 and up

EX18-2

00101 to 00532

00533 and up

EX22-2

02001 to 02653

02654 and up

EX25-2

01501 to 02204

02205 and up

EX30-2

03501 to 05699

05700 and up

EX35-2

02001 to 03404

03405 and up

EX40-2

003501 to 004842

004843 and up

EX45-2

001001 to 001593

001594 and up

ADDITIONAL REFERENCES • Please refer to the materials listed below in addition to this manual.

• Operation Manual of the Engine • Parts Catalog of the Engine • Hitachi Training Material

• The Operator’s Manual • The Parts Catalog

MANUAL COMPOSITION • This manual consists of two portions: the Technical Manual and the Workshop Manual.

Use the manuals according to purpose.

• Information included in the Technical Manual: technical information needed for redelivery and delivery, operation and activation of all devices and systems, 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.

• IMPORTANT:

CAUTION: Indicated potentially hazardous situation which could, if not avoided, result in personal injury or death.

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

2

Example : 24.5 MPa (250 kgf/cm , 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 3 m kg N N N⋅m N⋅m

Into in ft US gal US qt 3 yd 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 -1 min L/min mL/rev

Into

Multiply By 2

kgf/cm psi PS HP °F mph rpm US gpm cc/rev

10.197 145.0 1.360 1.341 °C×1.8+32 0.6214 1.0 0.2642 1.0

SECTION 1

GENERAL

− CONTENTS− − Group 1 Specification SpecificationsȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎ T1-1-1 Working Range⋅TransportationȎȎȎȎȎȎȎȎȎȎȎ T1-1-4 Engine Specification ȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎȎ T1-1-6 Interchangeability .....................................T1-1-8

Group 2 Component Layout Main Components ....................................T1-2-1 Electrical System (Overall System)...........T1-2-3 Electrical System (Relays)........................T1-2-5 Electrical System (Monitor and Switches) ...........................T1-2-7

587T-1-1

(Blank)

587T-1-2

GENERAL / Specifications SPECIFICATIONS Unit

EX12-2 EX15-2 EX18-2 Canopy Cab Canopy Cab Canopy Cab Boom Swing Type Boom Swing Type Boom Swing Type PCSA: 0.041 PCSA: 0.046 PCSA: 0.05 CECE: 0.035 CECE: 0.04 CECE: 0.045 1250 1350 1350 1450 1700 1800 (2760) (2980) (2980) (3200) (3750) (3970) 1020 1120 1080 1180 1420 1520 (2250) (2470) (2380) (2600) (3130) (3350) KUBOTA D1105 KUBOTA D1105 KUBOTA D1105 -1 -1 -1 12.1 kW/2000 min 12.9 kW/2100 min 12.1 kW/2000 min (16.5 PS/2000 rpm) (17.5 PS/2100 rpm) (16.5 PS/2000 rpm) 1020(3′4″ 1055(3′6″ 1020(3′4″ 1055(3′6″ 1300(4′3″ 1300(4′3″) ) ) ) ) ) 2200(7′3″ 2280(7′6″ 2200(7′3″ 2280(7′6″ 2320(7′7″ 2400(7′10″) ) ) ) ) 1070 (3′6″) ← ←

− 3 m

Front Attachment Bucket Capacity (Heaped) Operating Weight

kg (lb)

Base Machine Weight

kg (lb) −

Engine

A: Overall Width

mm (ft in)

B: Cab Height

mm (ft in)

C: Rear End Swing Radius D: Minimum Ground Clearance E: Counterweight Clearance F: Engine Cover Height G: Undercarriage Length H: Undercarriage Width I: Sprocket Center to Idler Center J: Track Shoe Width Ground Pressure

mm (ft in)

Swing Speed Travel Speed (Fast/Slow) Gradeability

mm (ft in)

235 (9″)

←

325 (1′1”)

mm (ft in)

445 (1′5″)

←

565 (1′10”)

mm (ft in) mm (ft in)

1170 (3′10″) 1375 (4′6″)

← ←

1275 (4′2”) 1775 (5′8”)

mm (ft in) mm (ft in)

960 (3′2″) 1025 (3′4″)

1000 (3′3″) ←

1300 (4′3″) 1350 (4′5″)

mm (ft in) kPa (kgf/cm2, psi) -1 min (rpm) km/h (mph)

230 (9″) 25 26 (0.25) (0.26) 8.5 2.2 (1.37)

←

9.0 2.3 (1.44)

250 (10″) 23.5 24.5 (0.24) (0.25) 10 ←

% (deg.)

58 (30)

←

←

26 (0.26)

A

27 (0.28)

C

B

F E

D J

I H

G

T1-1-1

GENERAL / Specifications T523-01-01-002

T1-1-2

GENERAL / Specifications

Unit Front Attachment Bucket Capacity (Heaped) Operating Weight

kg (lb)

Base Machine Weight

kg (lb)

EX22-2 EX25-2 EX30-2 Canopy Cab Canopy Cab Canopy Cab Boom Swing Type Boom Swing Type Boom Swing Type PCSA: 0.068 PCSA: 0.08 PCSA: 0.092 CECE: 0.06 CECE: 0.07 CECE: 0.08 2250 2380 2400 2530 2750 2880 (4960) (5250) (5290) (5580) (6060) (6350) 1750 1880 1860 1990 2140 2270 (3860) (4150) (4100) (4390) (4720) (5000) KUBOTA D1105 KUBOTA D1105 KUBOTA D1505 -1 -1 -1 13.6 kW/2200 min 14.7 kW/2400 min 17.3 kW/2000 min (18.5 PS/2200 rpm) (20 PS/2400 rpm) (23.5 PS/2000 rpm) 1450(4′9″) 1460(4′10″) 1450(4′9″) 1460(4′10″) 1470(4′10″) ← 2340(7′8″) 2430(7′12″) 2340(7′8″) 2430(7′12″) 2350(7′9″) 2440(8′) 1250 (4′1″) ← 1370 (4′6″)

ҥ 3 m

−

Engine

A: Overall Width B: Cab Height C: Rear End Swing Radius D: Minimum Ground Clearance E: Counterweight Clearance F: Engine Cover Height G: Undercarriage Length H: Undercarriage Width I: Sprocket Center to Idler Center J: Track Shoe Width Ground Pressure Swing Speed Travel (Fast/Slow) Gradeability

mm (ft in) mm (ft in) mm (ft in) mm (ft in)

325 (1′1″)

←

330 (1′1″)

mm (ft in)

555 (1′10″)

←

565 (1′10″)

mm (ft in) mm (ft in)

1355 (4′5″) 1785 (5′10″)

← 1890 (6′2″)

1350 (4′5″) 2030 (6′8″)

mm (ft in) mm (ft in)

1400 (4′7″) 1350 (4′5″)

1450 (4′9″) 1465 (4′10″)

1520 (5′) 1590 (5′3″)

250 (10”) 30 32 (0.31) (0.33) 9.0 3.7 / 2.2 (2.3 / 1.4)

300 (1′) 25 27 (0.25) (0.27) 9.5 4.0 / 2.4 (2.5 / 1.5)

9.0 4.5 / 3.0 (2.8 / 1.9)

58 (30)

←

←

mm (ft in) kPa (kgf/cm2, psi) -1 min (rpm) Speed km/h (mph) % (deg.)

← 26 (0.26)

27 (0.27)

C

A

B

F E

D J

I H

G T525-01-01-002

T1-1-3

GENERAL / Specifications

Unit Front Attachment Bucket Capacity (Heaped) Operating Weight

kg (lb)

Base Machine Weight

kg (lb)

ҥ 3 m

−

Engine

A: Overall Width

mm (ft in)

B: Cab Height

mm (ft in)

C: Rear End Swing Radius D: Minimum Ground Clearance E: Counterweight Clearance F: Engine Cover Height G: Undercarriage Length H: Undercarriage Width I: Sprocket Center to Idler Center J: Track Shoe Width Ground Pressure

mm (ft in)

Swing Speed Travel (Fast/Slow) Gradeability

EX35-2 EX40-2 EX45-2 Canopy Cab Canopy Cab Canopy Cab Boom Swing Type Boom Swing Type Boom Swing Type PCSA: 0.11 PCSA: 0.14 PCSA: 0.16 CECE: 0.10 CECE: 0.13 CECE: 0.14 3100 3230 4000 4150 4300 4450 (6830) (7120) (8820) (9150) (9480) (9810) 2440 2570 3410 3560 3660 3810 (5380) (5670) (7520) (7850) (8070) (8400) KUBOTA D1505 KUBOTA V2203 KUBOTA V2203 -1 -1 -1 19.1 kW/2100 min 26.5 kW/2100 min 26.5 kW/2100 min (26 PS/2100 rpm) (36 PS/2100 rpm) (36 PS/2100 rpm) ← ← 1690(5′7” ← 1690(5′7” 1470(4′10” ) ) ) 2350(7′9”) 2440(8′) 2520(8′3” 2595(8′6” 2520(8′3” 2595(8′6”) ) ) ) 1390 (4′7”) 1445 (4′9”) ←

mm (ft in)

330 (1′1”)

365 (1′2”)

←

mm (ft in)

565 (1’10”)

635 (2′1”)

←

mm (ft in) mm (ft in)

1360 (4′6”) 2030 (6′8”)

1535 (5′) 2440 (8′)

← ←

mm (ft in) mm (ft in)

1520 (5′) 1590 (5′3”)

1850 (6′1”) 1930 (6′3”)

← ←

300 (1′) 29 30 (0.30) (0.31) 9.0 4.6 / 3.1 (2.9 / 1.9)

400 (1′4”) 23.6 24.5 (0.24) (0.25) 10 4.5 / 2.8 (2.8 / 1.8)

58 (30)

←

mm (ft in) kPa (kgf/cm2, psi) -1 min (rpm) Speed km/h (mph) % (deg.)

← 25.4 (0.26)

26.5 (0.27) ← ← ←

C

A

B

F E

D J

I H

G

T1-1-4

GENERAL / Specifications T525-01-01-002

T1-1-5

GENERAL / Specifications WORKING RANGE•TRANSPORTATION Model A: Maximum Digging Reach mm (ft in)

B: Maximum Digging Depth mm (ft in)

C: Maximum Cutting Height mm (ft in)

D: Maximum Dumping Height mm (ft in) E: Transport Height mm (ft in)

F: Overall Transport Length mm (ft in)

G: Minimum Swing Radius mm (ft in)

EX12-2 Canopy Cab ← 3430 (11′3”) 1900 ← (6′3”) 3430 3120 (11′3”) (10′3”) 2450 2190 (8′1”) (7′2”) 2220 2280 (7′3”) (7′6”) 3520 ← (11’7”) 1270 1450 (4’2”) (4’9”) 945 1240 (3’1”) (4’1”)

H: Minimum Swing Radius with Maximum Boom Swing Angle mm (ft in) I: Blade Bottom Highest 190 Position (8”) mm (ft in) J: Blade Bottom Lowest 220 Position (9”) mm (ft in) K: Maximum Boom Swing L 90° Angle (°) R 50° L400(1’4”) L: Offset Distance mm (ft in)

EX15-2 Canopy Cab ← 3680 (12′1”) 2170 ← (7′1”) 3620 3260 (11′1”) (10′8”) 2650 2330 (8′8”) (7′8”) 2200 2280 (7′3”) (7′6”) 3630 ← (11’11”) 1270 1560 (4’2”) (5’1”) 960 1340 (3’2”) (4’5”)

←

←

←

←

←

←

L 70° ← ←

L 90° ← ←

L 70° ← ←

EX18-2 Canopy Cab ← 3970 (13′) 2200 ← (7′3”) 3880 3475 (12′9”) (11′5”) 2920 2560 (9′7”) (8′5”) 2320 2400 (7′7”) (7′10”) 3800 ← (12’6”) 1560 1700 (5’1”) (5’7”) 1160 1430 (3’10”) (4’8”) 300 (1’) 290 (11”) L 90° ←

← ← L 70° ← ←

EX22-2 Canopy Cab ← 4360 (11′3”) 2440 ← (8′) 4465 4215 (11′8”) (13′0”) 3245 3020 (10′8”) (9′11”) 2340 2430 (7′8”) (8′) 4245 ← (13’11”) 1430 1595 (4’8”) (5’3”) 1075 1280 (3’6”) (4’2”) ←

390 (1’3”) 355 (1’2”) L 90° ←

←

L475(1’7”) L480(1’7”) R520(1’9”) R490(1’7”) R520(1’9”) R490(1’7”) R620(2’0”) R580(1’11”) R630(2’1”)

L 80° ← ← R620(2’)

NOTE: “E: Transport Height” do not include the height of shoe lug.

Left L Right L

G, H

C D

E I

F A

J

B Left K T523-01-01-003

Right K T523-01-01-004

T1-1-6

GENERAL / Specifications

EX25-2 Canopy Cab ← 4600 (15’1”) 2745 ← (9’) 4605 4330 (15’1”) (14’3”) 3400 3155 (11’2”) (10’4”) 2340 2430 (7’8”) (8’) 4475 ← (14’8”) 1430 1715 (4’8”) (5’8”) 1080 1385 (3’7”) (4’7”) ←

390 (1’3”) 355 (1’2”) L 90° R 50°

L 80° ← ←

430 (1’5”) 400 (1’4”) L 90° ← ←

R620(2’)

R630(2’1”)

←

L480(1’7”) R630(2’1”)

EX30-2 Canopy Cab ← 4810 (15’9”) 2885 ← (9’6”) ← 4745 (15’7”) 3415 ← (11’2”) 2350 2440 (7’9”) (8’) 4680 ← (15’4”) ← 1560 (5’1”) 1185 1285 (3’11”) (4’3”)

EX35-2 Canopy Cab ← 5145 (16’11”) 3140 ← (10’4”) ← 5145 (16’11”) 3805 ← (12’6”) 2350 2440 (7’9”) (8’) 4985 ← (16’4”) ← 1570 (5’2”) 1185 1265 (3’11”) (4’2”)

←

←

←

←

←

←

L 80° ← ←

L 90° ← ←

L 80° ← ←

R620(2’)

R630(2’1”)

R620(2’)

EX40-2 Canopy Cab ← 5720 (18’9”) 3385 ← (11’1”) ← 5805 (19’1”) 4115 ← (13’6”) 2520 2595 (8’3”) (8’6”) 5430 ← (17’10”) ← 1930 (6’4”) 1450 1285 (4’9”) (4’3”) 395(1’4”) 315(1’0”) 410(1’4”) 365(1’2”) L 90° ←

EX45-2 Canopy Cab ← 5920 (19’5”) 3585 ← (11’9”) ← 5940 (19’6”) 4250 ← (13’11”) 2520 2595 (8’3”) (8’6”) 5555 ← (18’3”) ← 1930 (6’4”) 1455 1265 (4’9”) (4’2”)

←

←

←

←

←

←

L 80° ← ←

L 90° ←

L 80° ← ← ←

L590(1’7”) L590(1’11”) R770(2’1”) R760(2’0”) R770(2’6”)

NOTE: “E: Transport Height” do not include the height of shoe lug.

Left L Right L G, H

C D

E I

F A

J

B

Left K Right K T523-01-01-004 T523-01-01-003

T1-1-7

GENERAL / Specifications ENGINE SPECIFICATION Model Item Engine Model Type Cyl. No − bore×stroke Piston displacement Rated output Compression ratio Dry weight Firing order Rotation direction Starting system Motor Voltage x Output Alternator Type Voltage x Output Fuel system Type Governor

EX12-2, EX18-2

EX15-2

EX22-2

KUBOTA D1105-BH-H-1 Diesel 4 cycle, vertical, water cooled, swirl camber type 3-78 mm×78.4 mm 1.123 L -1 12.1 kW/2000 min (16.5 PS/2000 rpm) 23 97.5 kg 1-2-3 Clockwise (viewed from fan side)

← D1105-BH-H-2

← D1105-BH-H-3

←

←

← ← -1 12.9 kW/2100 min (17.5 PS/2100 rpm) ← ← ←

← ← -1 13.6 kW/2200 min (18.5 PS/2200 rpm) ← ← ←

←

←

Reduction type 12 V]1.4 kW

← ←

← ←

AC type (with regulator) 12 V]40 A

← ←

← ←

Bosch MD type Centrifugal ball type

← ←

← ←

T1-1-8

GENERAL / Specifications

EX25-2

EX30-2

EX35-2

EX40-2, EX45-2

KUBOTA D1105-BH-H-4 Diesel 4 cycle, vertical, water cooled, swirl camber type 3-78 mm×78.4 mm 1.123 L -1 14.7 kW/2400 min (20 PS/2400 rpm) 23 97.5 kg 1-2-3 Clockwise (viewed from fan side)

← V1505-BH-H-1 ←

← V1505-BH-H-2 ←

← V2203-BH-HCM-1 ←

4-78 mm×78.4 mm 1.498 L -1 17.3 kW/2000 min (23.5 PS/2000 rpm) 22 125 kg 1-3-4-2 ←

← ← -1 19.1 kW/2200 min (26.0 PS/2200 rpm) ← ← ← ←

4-87 mm×92.4 mm 2.197 L -1 26.5 kW/2100 min (36.0 PS/2100 rpm) 23 196 kg 1-3-4-2 ←

Reduction type 12 V]1.4 kW

← ←

← ←

← 12 V]2.0 kW

AC type (with regulator) 12 V]40 A

← ←

← ←

← 12 V]45 A

Bosch MD type Centrifugal ball type

← ←

← ←

Bosch K type ←

T1-1-9

GENERAL / Specifications INTERCHANGEABILITY IMPORTANT: Part interchangeability is changed when the part is modified. Be sure to check update interchangeability referring to the current parts catalog.

Interchangeable

Model

EX12-2

EX15-2

EX18-2

EX22-2

EX25-2

EX30-2

EX35-2

EX40-2

EX45-2

Engine

•

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Pump Device

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Swing Device

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Control Valve

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Pilot Valve

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Boom Swing Cylinder

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Travel Device

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Swing Bearing

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Center Joint

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Track Adjuster

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Front Idler

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Upper Roller

ҥ

ҥ

ҥ

ҥ

ҥ

ӟ

ӟ

ӟ

ӟ

Lower Roller

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Rubber Crawler

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Blade

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Blade Cylinder

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Boom

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Arm

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Bucket

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Boom Cylinder

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Arm Cylinder

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Bucket Cylinder

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

ӟ

Item Upperstructure

Undercarriage

Front Attachment

T1-1-10

GENERAL / Component Layout MAIN COMPONENTS EX12-2, EX15-2, EX18-2 NOTE: The components depends on the serial number. Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

2

5 3

4

6

1

17 16

7

15 14

8 13

9

12 11

T523-01-01-001

10 1 - Bucket Cylinder 2 - Arm Cylinder

6 - Radiator 7 - Engine

3 - Boom Cylinder 4 - Boom Swing Cylinder 5 - Hydraulic Oil Tank

8 - Pilot Pump 9 - Main Pump 10 - Travel Device

11 - Control Valve 12 - Pilot Shut-Off Valve (Type A) Solenoid Valve (Type B) 13 - Center Joint 14 - Swing Device 15 - Fuel Tank

T1-2-1

16 - Blade Cylinder 17 - Pilot Valve

GENERAL / Component Layout EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 NOTE: The components depends on the serial number. Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

2

3

4

1 5 6 7

17 16

15 14 8

13

9

12 11

T527-01-01-001

10 12345-

Bucket Cylinder Arm Cylinder Boom Cylinder Boom Swing Cylinder Hydraulic Oil Tank Fuel Tank

678910 -

Radiator Oil Cooler Engine Main Pump Travel Device

11 12 13 14 15 -

Control Valve Pilot Shut-Off Valve (Type A) Swing Device Center Joint Solenoid Valve (Type A) 2-Unit Solenoid Valve (Type B)

T1-2-2

16 - Blade Cylinder 17 - Pilot Valve

GENERAL / Component Layout ELECTRICAL SYSTEM (Overall System) EX12-2, EX15-2, EX18-2 NOTE: The components depends on the serial number. Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

1

2 3 4 5

6 7 8 18

Refer to T1-2-5 “Electrical System (Relays)”.

11

10

9

12

17 16

14

15

13

T523-01-01-005

1 - Work Light 2 - Horn Switch 3 - Hour Meter

6 - Fuse Box 7 - Alternator 8 - Overheat Switch

4 - Battery 5 - Key Switch

9 - Fuel Pump 10 - Engine Oil Pressure Switch

11 - Glow Plug 12 - Engine Stop Solenoid 13 - Coolant Temperature Sensor 14 - Starter

T1-2-3

15 - Fuel Sensor 16 - Solenoid Valve (Type B) 17 - Pilot Shut-Off Switch (Type B) 18 - Horn

GENERAL / Component Layout EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 NOTE: The components depends on the serial number. Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

1

2

3

4

5

6 7

Refer to T1-2-5 “Electrical System (Relays)”.

8 9

20

10 19 18 17 11 12

16 15

14

13

T525-01-01-003

1 - Work Light

7 - Fuel Sensor

13 - Engine Stop Solenoid

2 - Horn Switch

8 - Alternator

3 - Hour Meter 4 - Fusible Link

9 - Engine Oil Pressure Switch 10 - Overheat Switch

14 - Coolant Temperature Sensor 15 - Starter 16 - Air Filter Restriction Switch

5 - Battery 6 - Key Switch

11 - Fuel Pump 12 - Glow Plug

T1-2-4

17 - Pilot Shut-Off Switch (Type B) 18 - Travel Speed Change Switch 19 - Horn 20 - Solenoid Valve (Type A) 2-Unit Solenoid Valve (Type B)

GENERAL / Component Layout ELECTRICAL SYSTEM (Relays) EX12-2, EX15-2, EX18-2 NOTE: The components depends on the serial number. Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Type A

1

Type B

3

4

5

1

2

6

3

4

6 7

7 8

10 1 - Fusible Link 2 - Pilot Shut-Off Relay (Type B) 3 - Hour Meter Relay

8

T523-01-02-002

9

5

10 4 - Work Light Relay 5 - Horn Relay

7 - Starter Relay 2 8 - Glow Timer

6 - Timer Unit

9 - Buzzer

T1-2-5

9

10 - Starter Relay 1

T523-01-02-001

GENERAL / Component Layout EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 NOTE: The components depends on the serial number. Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Type A

Type B

2

2

3

1

1

3

4

4

7

5

5

7 6

8

8

9

9

10

10

11

11

T529-01-02-001

T529-01-02-002

1 - Timer Unit

4 - Buzzer

7 - Starter Relay 1

2 - Fuse Box 3 - Starter Relay 2

5 - Glow Timer 6 - Pilot Shut-Off Relay (Type B)

8 - Horn Relay 9 - Work Light Relay

T1-2-6

10 - Travel Speed Change Relay 11 - Hour Meter Relay

GENERAL / Component Layout ELECTRICAL SYSTEM (Monitor and Switches)

1

2

3

4

5

6

7

8 9

10

T525-07-03-001

12 1 - Auto-Idle Switch (EX22-2 to 45-2: Option) 2 - Work Light Switch

4 - Engine Oil Pressure Indicator 5 - Alternator Indicator

3 - Wiper Switch (Option)

6 - Fuel Level Indicator

11

7 - Preheat Indicator 8 - Air Filter Restriction Indicator (EX22-2 to 45-2) 9 - Overheat Indicator (EX22-2 to 45-2)

T1-2-7

10 - Fast Speed Travel Indicator (EX22-2 to 45-2) 11 - Fuel Gauge 12 - Coolant Temperature Gauge

GENERAL / Component Layout (Blank)

T1-2-8

SECTION 2

SYSTEM ; CONTENTS; ; Group 1 Hydraulic System Outline ......................................................T2-1-1 Main Circuit ...............................................T2-1-2 Pilot Circuit................................................T2-1-8

587T-2-1

(Blank)

587T-2-2

SYSTEM / Hydraulic System OUTLINE The hydraulic system consists of the main circuit and pilot circuit.

Main Circuit: This circuit controls pressure oil from the main pump by the control valve, and actuates the cylinders and motors.

Pilot Circuit: This circuit supplies pressure oil from the pilot pump into the operation circuit and the travel speed changeover circuit.

T2-1-1

SYSTEM / Hydraulic System MAIN CIRCUIT EX12-2, EX15-2, EX18-2 NOTE: Boom section and bucket section are replaced with EX12-2 (Serial number 02001 to 02058) and EX15-2 (Serial number 01501 to 01541).

Main pumps (P1, P2) draw hydraulic oil from the hydraulic oil tank and discharge pressure oil to the control valve. (Refer to “Control Valve” group in “COMPONENT OPERATION” section.)

The pressure oil from main pump (P1) flows to the spools of blade (9), swing (8), arm (7) and right travel (6) in the control valve.

The pressure oil from main pump (P2) flows to the spools of left travel (1), bucket (2), boom swing (3), boom (4) and auxiliary (5) in the control valve.

The pressure oil in the control valve, depending on which spools are selected, flows to the cylinders or motors actuating them.

The return oil from cylinders or motors returns to control valve and flows through the valve. The return oil from the control valve flows through the oil cooler, then returns to the hydraulic oil tank.

When the temperature of the hydraulic oil is low (viscosity is high), hydraulic oil restriction increases in the oil cooler passages. Therefore, a bypass check valve opens to return the hydraulic oil directly to the hydraulic oil tank.

NOTE: Return circuit from the control valve is only T2 circuit with EX18-2.

T2-1-2

SYSTEM / Hydraulic System NOTE: The illustration shows the EX12-2 (Serial number 02059 and up) and EX15-2 (Serial number 01542 and up).

Boom section and bucket section are replaced with EX12-2 (Serial number 02001 to 02058) and EX15-2 (Serial number 01501 to 01541).

Arm Cylinder

Blade Cylinder

Travel Motor ЁRЂ

Boom Cylinder

Travel Motor ЁLЂ

Boom Swing Cylinder

Bucket Cylinder

Swing Motor

T1

T2

P1

P2

9

8

7

5

6

4

3

2

1

Control Valve Oil Cooler

Hydraulic Oil Tank

P2 Main Pump

P1 Engine

Bypass Check Valve

1 - Left Travel 2 - Bucket 3 - Boom Swing

T523-02-01-001

4 - Boom 5 - Auxiliary

6 - Right Travel 7 - Arm

T2-1-3

8 - Swing 9 - Blade

SYSTEM / Hydraulic System EX22-2,EX25-2,EX30-2,EX35-2 Main pumps (P1, P2) draw hydraulic oil from the hydraulic oil tank and discharge pressure oil to the control valve. (Refer to “Control Valve” group in “COMPONENT OPERATION” section.)

The pressure oil from main pump (P1) flows to the spools of blade (9), swing (8), right travel (7), arm (6) and auxiliary (5) in the control valve.

The pressure oil from main pump (P2) flows to the spools of left travel (1), boom (2), boom swing (3) and bucket (4) and in the control valve.

The pressure oil in the control valve, depending on which spools are selected, flows to the cylinders or motors actuating them.

The return oil from cylinders or motors returns to control valve and flows through the valve. The return oil from the control valve flows through the oil cooler, then returns to the hydraulic oil tank.

When the temperature of the hydraulic oil is low (viscosity is high), hydraulic oil restriction increases in the oil cooler passages. Therefore, a bypass check valve opens to return the hydraulic oil directly to the hydraulic oil tank.

T2-1-4

SYSTEM / Hydraulic System

Travel Motor ЁRЂ Arm Cylinder

Travel Motor ЁLЂ

Blade Cylinder

Boom Swing Cylinder

Bucket Cylinder

Boom Cylinder

Swing Motor

Bypass Oil Cooler Check Valve

7

T1

T2

P1

P2

9

8

6

5

4

3

2

1

Control Valve

P2

Main Pump

P1

Engine

Hydraulic Oil Tank 1 - Left Travel 2 - Boom 3 - Boom Swing

T525-02-01-001

4 - Bucket 5 - Auxiliary

6 - Right Travel 7 - Arm

T2-1-5

8 - Swing 9 - Blade

SYSTEM / Hydraulic System EX40-2, EX45-2 Main pumps (P1, P2) draw hydraulic oil from the hydraulic oil tank and discharge pressure oil to the control valve. (Refer to “Control Valve” group in “COMPONENT OPERATION” section.)

The pressure oil from main pump (P1) flows to the spools of blade (11), swing (10), arm 1 (9), boom 2 (8), auxiliary (7) and right travel (6) in the control valve.

The pressure oil from main pump (P2) flows to the spools of left travel (1), boom 1 (2), boom swing (3), bucket (4) and arm 2 (5) and in the control valve.

The pressure oil in the control valve, depending on which spools are selected, flows to the cylinders or motors actuating them.

The return oil from cylinders or motors returns to control valve and flows through the valve. The return oil from the control valve flows through the oil cooler, then returns to the hydraulic oil tank.

When the temperature of the hydraulic oil is low (viscosity is high), hydraulic oil restriction increases in the oil cooler passages. Therefore, a bypass check valve opens to return the hydraulic oil directly to the hydraulic oil tank.

T2-1-6

SYSTEM / Hydraulic System

Travel Motor ЁRЂ

Bucket Cylinder

Travel Motor ЁLЂ

Blade Cylinder Swing Motor

Boom Swing Cylinder

Arm Cylinder

Boom Cylinder

Oil Cooler T1

T2

P1

P2

Bypass Check Valve

11

10

9

8

4

6 5

㈓

3

2

1

Control Valve

P2

P1 Engine

Main Pump Hydraulic Oil Tank

1 - Left Travel 2 - Boom 1 3 - Boom Swing

T529-02-01-001

4 - Bucket 5 - Arm 2 6 - Right Travel

7 - Auxiliary 8 - Boom 2 9 - Arm 1

T2-1-7

10 - Swing 11 - Blade

SYSTEM / Hydraulic System PILOT CIRCUIT EX12-2, EX15-2, EX18-2 The pressure oil from the pilot pump is supplied to the following circuits: • Operation Circuit This circuit controls pressure oil from the pilot pump by pilot valve, and moves the spools in the control valve.

• Valve Control Circuit This circuit switches the flow combiner valve by opening or closing the pilot signal circuit.

• Swing Parking Brake Release Circuit (Refer to “Swing Device” group in “COMPONENT OPERATION” section) This circuit releases the swing parking brake when the pilot signal circuit in the control valve closes.

T2-1-8

SYSTEM / Hydraulic System NOTE: The illustration shows type B. Type A series machines are equipped with a manual-operated pilot shut-off valve from which the pilot relief valve is separated.

Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Pilot Valve (L)

Pilot Valve (R)

Swing Motor

Control Valve

Pilot Signal Circuit

Flow Combiner Valve

Pilot Filter

Type B

Type A Pilot Pump Pilot Relief Valve

T2-1-9

Pilot Shut-Off Valve

Pilot Shut-Off Valve Pilot Relief Valve

T523-02-01-002

SYSTEM / Hydraulic System EX22-2, EX25-2, EX30-2, EX35-2 The pressure oil from the pilot pump is supplied to the following circuits: • Operation Circuit This circuit controls pressure oil from the pilot pump by pilot valve, and moves the spools in the control valve.

• Valve Control Circuit This circuit switches the flow combiner valve by opening or closing the pilot signal circuit.

• Travel Speed Changeover Circuit (Refer to “Travel Device” group in “COMPONENT OPERATION” section) Travel speed changeover solenoid valve is switched ON-OFF by the travel speed change switch (fast speed travel pedal) to deliver travel speed changeover pressure to the travel motor.

• Swing Parking Brake Release Circuit (Refer to “Swing Device” group in “COMPONENT OPERATION” section) This circuit releases the swing parking brake when the pilot signal circuit in the control valve closes.

T2-1-10

SYSTEM / Hydraulic System NOTE: The illustration shows type B. Pilot shut-off valve with type A is manually operated.

Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Travel Motor

Swing Motor

Control Valve

Pilot Valve (R)

Pilot Valve (L)

Pilot Signal Circuit

Flow Combiner Valve

Pilot Shut-Off Solenoid Valve

Pilot Filter Travel Speed Change Solenoid Valve

Pilot Pump

Pilot Relief Valve

T2-1-11

T525-02-01-002

SYSTEM / Hydraulic System EX40-2, EX45-2 The pressure oil from the pilot pump is supplied to the following circuits: • Operation Circuit This circuit controls pressure oil from the pilot pump by pilot valve, and moves the spools in the control valve.

• Valve Control Circuit This circuit switches the flow combiner valve by opening or closing the pilot signal circuit.

• Travel Speed Changeover Circuit (Refer to “Travel Device” group in “COMPONENT OPERATION” section) Travel speed changeover solenoid valve is switched ON-OFF by the travel speed change switch (fast speed travel pedal) to deliver travel speed changeover pressure to the travel motor.

• Swing Parking Brake Release Circuit (Refer to “Swing Device” group in “COMPONENT OPERATION” section) This circuit releases the swing parking brake when the pilot signal circuit in the control valve closes.

• Main Relief Pressure Shift Circuit (Refer to “Control Valve” group in “COMPONENT OPERATION” section) When the travel function is operated, the pilot signal circuit in the control valve is closed, increasing the relief set pressure of the main relief valve.

T2-1-12

SYSTEM / Hydraulic System NOTE: The illustration shows type B. Pilot shut-off valve with type A is manually operated.

Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Travel Motor

Pilot Valve (R)

Pilot Valve (L)

Swing Motor

Control Valve Main Relief Valve

Pilot Signal Circuit

Flow Combiner Valve

Travel Speed Change Solenoid Valve

Pilot Filter

Pilot Shut-Off Solenoid Valve

Pilot Pump

T529-02-01-002

T2-1-13

SYSTEM / Hydraulic System (Blank)

T2-1-14

SECTION 3

COMPONENT OPERATION ; CONTENTS; ; Group 1 Pump Device

Group 4 Pilot Valve

Outline ......................................................T3-1-1

Outline ........................................................... T3-4-1

Main Pump................................................T3-1-5

Operation ...................................................... T3-4-2

Pilot Pump ..............................................T3-1-10

Group 5 Travel Device Outline ........................................................... T3-5-1

Group 2 Swing Device Outline ......................................................T3-2-1

Travel Motor .................................................. T3-5-2

Swing Motor ..............................................T3-2-2

Travel Brake Valve ........................................ T3-5-4

Parking Brake Changeover Valve................T3-2-3

Travel Reduction Gear ................................ T3-5-13

Valve Unit......................................................T3-2-4 Swing Reduction Gear..................................T3-2-7

Group 6 Others (Upperstructure) Pilot Shut-Off Valve ....................................... T3-6-1 Solenoid Valve............................................... T3-6-2

Group 3 Control Valve Outline ......................................................T3-3-1

Group 7 Others (Undercarriage)

Hydraulic Circuit............................................ T3-3-4

Swing Bearing ............................................... T3-7-1

Flow Combiner Valve.................................. T3-3-13

Center Joint................................................... T3-7-2

Main Relief Valve ........................................ T3-3-14

Track Adjuster ............................................... T3-7-4

Overload Relief Valve ................................. T3-3-15 Make-up Valve ............................................ T3-3-17

587T-3-1

(Blank)

587T-3-2

COMPONENT OPERATION / Pump Device OUTLINE • EX12-2, EX15-2 Main pumps (1 and 2) and the pilot pump are separately installed. Main pumps (1 and 2) are enginedirect-driven pumps. The pilot pump is driven from the power take-off (PTO) of the engine.

Main pumps (1 and 2) are tandem gear type pumps.

They supplys high pressure oil to the control valves.

The pilot pump is a gear type pump. It supplies pressure oil to the pilot circuit.

Main Pump

Main Pump 1

Pilot Pump

Main Pump 2

Delivery Port

Delivery Port

Suction Port

Suction Port

T523-02-02-001

T523-02-02-002

T3-1-1

COMPONENT OPERATION / Pump Device • EX18-2 Main pumps (1 and 2) and the pilot pump are separately installed. Main pumps (1 and 2) are enginedirect-driven pumps. The pilot pump is driven from the power take-off (PTO) of the engine.

Main pumps (1 and 2) are variable displacement axial plunger pump swash plate type. They supplys high pressure oil to the control valves.

The pilot pump is a gear type pump. It supplies pressure oil to the pilot circuit.

Main Pump

Pilot Pump

Delivery Port

Suction Port

Suction Port Delivery Port (Main Pump 1)

Delivery Port (Main Pump 2)

T523-02-02-002 T531-02-02-001

T3-1-2

COMPONENT OPERATION / Pump Device • EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 Main pump (1 and 2) and the pilot pump are enginedirect-driven pumps.

Main pumps (1 and 2) are variable displacement axial plunger pump swash plate type. They supplys high pressure oil to the control valves.

The pilot pump is a gear type pump. It supplies pressure oil to the pilot circuit.

EX22-2, EX25-2

EX30-2, EX35-2, EX40-2, EX45-2 Main Pump 1Ċ2

Pilot Pump

Main Pump 1Ċ2

Suction Port

Pilot Pump

Suction Port

Delivery Port (Main Pump 2) Delivery Port (Pilot Pump)

Delivery Port (Main Pump 2) Delivery Port (Pilot Pump) Delivery Port (Main Pump 1)

Delivery Port (Main Pump 1) T562-02-02-001

T3-1-3

T527-02-02-001

COMPONENT OPERATION / Pump Device (Blank)

T3-1-4

COMPONENT OPERATION / Pump Device MAIN PUMP • EX12-2, EX15-2 The drive gear is mounted on the shaft engaged with the driven gear.

Engine rotation drives the shaft directly, and it rotates along with the drive gear.

When the drive gear rotates, the driven gear also rotates. The hydraulic oil from the suction port fills the spaces between the gears, then it flows along the inner surfaces of housing and discharges through the delivery ports.

Suction Port

Driven Gear Driven Gear

Drive Gear

Drive Gear T503-02-03-002

T3-1-5

Delivery Port

T502-02-03-002

COMPONENT OPERATION / Pump Device • EX18-2, EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 The shaft is splined to the cylinder block, and plungers are inserted in the cylinder block.

The engine rotation drives the shaft directly, and it rotates the cylinder block and plungers together. The plungers slide on the shoe plate, and reciprocate in the cylinder block by the tilt of the swash plate.

In the cylinder block, suction/delivery ports are placed on the inside and outside of the cylinder block alternately. Also, there are delivery ports on each side (inside and outside) of valve plate (there is only one suction port).

The dual outlet port design allows one pump to function like two pumps having equal oil displacement.

Delivery Port ЁInsideЂ

Suction Port

Delivery Port ЁOutsideЂ

Valve Plate

SuctionѕDelivery Port ЁOutsideЂ

SuctionѕDelivery Port ЁInsideЂ T563-02-02-003

Cylinder Block

EX18-2

Shaft

Plunger

Cylinder Block

Swash Plate

Valve Plate

T3-1-6

T531-02-02-002

COMPONENT OPERATION / Pump Device EX22-2, EX25-2 Shaft

Plunger

Cylinder Block

Swash Plate

Valve Plate

T525-02-02-001

EX30-2, EX35-2, EX40-2, EX45-2 Shaft

Plunger

Cylinder Block

Swash Plate

Valve Plate T527-02-02-002

T3-1-7

COMPONENT OPERATION / Pump Device Horsepower Control Operation

• EX18-2, EX22-2, EX25-2

As the discharged pressure from the pump increases, the plungers press the swash plate by discharged pressure from the pump. The swash plate is moved to decrease the swash plate tilt until it balances with spring force.

As a result of this movement, delivery flow rate from pump decreases so the load of pump decreases.

To prevent the loading of main pumps (1 and 2) from exceeding the engine torque, pumps (1 and 2) regulate the delivery flow rate.

The swash plate can be tilted around the ball center.

Plunger

EX18-2

Ball

EX22-2, EX25-2

Spring

Spring

Plunger

Ball

T531-02-02-002

Swash Plate

Swash Plate

T3-1-8

T525-02-02-001

COMPONENT OPERATION / Pump Device • EX30-2, EX35-2, EX40-2, EX45-2 As the discharged pressure from the pump increases, the load on the pump also increases. At this time, the control pin moves the swash plate slightly by discharged pressure from the pump. The swash plate is moved to decrease the swash plate tilt until it balances with spring force.

As a result of this movement, delivery flow rate from the pumps decreases so the loading on the pumps also decreases.

To prevent the loading of main pumps (1 and 2) from exceeding the engine torque, pumps (1 and 2) regulate the delivery flow rate.

The discharged pressure from each main pump is directed to the control pin through a passage in the housing. The control pin is pressed toward the swash plate by the springs installed on the opposite side of control pin.

EX30-2, EX35-2, EX40-2, EX45-2

Plunger

Swash Plate

Cylinder Block

Control Pin T527-02-02-002

T3-1-9

COMPONENT OPERATION / Pump Device PILOT PUMP The drive gear is mounted on the shaft engaged with the driven gear.

Engine rotation (EX12-2, EX15-2, EX18-2 are driven by the power take-off (PTO) of the engine) drives the shaft directly, and it rotates along with the drive gear.

When the drive gear rotates, the driven gear also rotates. The hydraulic oil from the suction port fills the spaces between the gears, then it flows along the inner surfaces of housing and discharges through the delivery ports.

Suction Port

Drive Gear

Driven Gear

Delivery Port

T3-1-10

T502-02-03-002

COMPONENT OPERATION / Swing Device OUTLINE The swing device consists of the valve unit, parking brake changeover valve, swing motor and swing reduction gear.

The valve unit prevents cavitation and overload in the swing circuit.

The parking brake changeover valve controls the brake release pressure. It switches the brake changeover.

The swing motor is a swash-plate-type axial plunger motor incorporating a parking brake. The swing motor, driven by pressure oil from the pump, transmits the rotation force to the swing reduction gear.

The swing reduction gear converts the swing motor rotation power to a slow but large torque which rotates the upperstructure.

EX40-2, EX45-2

EX12-2, EX15-2, EX18-2 Valve Unit

Valve Unit

Swing Motor Swing Motor

Parking Brake Changeover Valve

Parking Brake Changeover Valve Swing Reduction Gear Swing Reduction Gear Shaft T523-02-03-001

EX22-2, EX25-2, EX30-2, EX35-2

Shaft Valve Unit T529-02-03-001

Swing Motor

Parking Brake Changeover Valve Swing Reduction Gear

Shaft T525-02-03-001

T3-2-1

COMPONENT OPERATION / Swing Device SWING MOTOR The inner rotor is splined to the shaft, and the plunger is inserted in the rotor.

When the pump supplies pressure oil to the swing motor, the plungers are pushed down by pressure oil while sliding along the swash plate, developing turning force.

As the shaft is splined to the first stage sun gear in the swing reduction gear, the rotor torque is transmitted to the swing reduction gear unit.

EX12-2, EX15-2, EX18-2

Shaft Shoe Rotor Swash Plate

Plunger

T523-02-03-002

EX22-2, EX25-2, EX30-2, EX35-2

Shaft Shoe Rotor Swash Plate

Plunger

T525-02-03-002

EX40-2, EX45-2

Rotor Shoe

Plunger

Swash Plate

Shaft T554-02-04-001

T3-2-2

COMPONENT OPERATION / Swing Device PARKING BRAKE CHANGEOVER VALVE The parking brake is a wet-negative-type multiple disc brake which is released only when the brake release pressure oil is routed into the brake piston chamber.

Also, the parking brake is automatically applied when the engine stops.

Spring

Port SH Brake Piston

When Releasing the Brake When the swing or front attachment control lever is operated, the brake release signal pressure is guided to port SH from the control valve. Then, the brake release signal pressure moves the spool downward.

On the other hand, the pilot pressure is always fed to port PG while the engine is running. Therefore, when the spool is moved downward and the oil port to the brake piston chamber is connected to port PG, the pilot pressure is guided to the brake piston chamber.

Thereby, the brake piston is pushed upward, allowing the plate and the friction plate contact to free which releases the brake.

Port PG

Spool Brake Piston Chamber Plate Friction Plate Rotor

When the Brake is Applied When the control lever is returned to the neutral position, the brake release signal pressure is not guided to port SH so that the spool is moved upward.

At this time, the brake release pressure oil in brake piston chamber flows back via the orifice.

Accordingly, the brake piston gradually moves downward, allowing the plates to slowly come in contact with the friction plates enabling the swing movement to stop smoothly.

T523-02-03-005

Spring

Port SH Brake Piston

Port PG

Spool Brake Piston Chamber Orifice Plate Friction Plate T523-02-03-006

T3-2-3

COMPONENT OPERATION / Swing Device VALVE UNIT The valve unit consists of the make-up valves and relief valves.

The make-up valve prevents the occurrence of cavitation in the circuit. The relief valve also protects the circuit from surge pressure and overloading.

Make-Up Valve When the upperstructure is swung downward on a slope, the upperstructure is accelerated by its own weight and moves quicker than the swing motor drive speed developed by the pump oil flow rate. Therefore, cavitation can occur in the circuit.

To prevent cavitation, when the oil pressure in the circuit is lower than the pressure at port M (hydraulic oil tank pressure), the poppet opens drawing hydraulic oil into the circuit so that the pump oil flow rate is replenished.

EX12-2, EX15-2, EX18-2, EX22-2, EX25-2, EX30-2, EX35-2 Port M

EX40-2, EX45-2

Make-Up Valve

Relief Valve

Port M Relief Valve

T523-02-03-003

T3-2-4

T554-02-04-002

Make-Up Valve

COMPONENT OPERATION / Swing Device Relief Valve The relief valve functions to reduce shocks developed when starting or stopping swing movement (shockless) and to protect the circuit from overloading (relief).

• EX12-2, EX15-2, EX18-2, EX22-2, EX25-2, EX30-2, EX35-2 • Shockless Operation When the pressure in the circuit increases, the pressure oil enters in the piston chamber via orifice of poppet and housing, to move the piston.

The pressure in the spring chamber is kept low during the movement of piston. Therefore, when the pressure on port HP exceeds the spring set force a poppet opens to relieve the hydraulic oil.

• Relief Operation When the pressure in the circuit exceeds the relief set pressure, the force which acting on poppet (Pressurized Area (S1-S2)×Pressure on Port HP) exceeds the spring force, so poppet opens to allow the hydraulic oil to be relieved.

Piston

Poppet

Spring

Orifice

LP

HP

When the piston moves to the stroke end, the pressure in the spring chamber becomes equal to the pressure on port HP. As a result, the relief set force becomes to the normal pressure, so the poppet closes.

• Quick Return of the Piston To secure the response capability when operating the swing suddenly in the reverse direction, there is a function to return the piston to the original position by leading the pressure to the opposite side (port LP, in this case) of the piston.

As a result, to secure the response capability of the shockless operation, the piston is moved back to the stroke end to the right.

Piston Chamber

Orifice

S1

S2

Housing

Spring Chamber

T561-02-03-001

Piston LP

HP

T561-02-03-001

Poppet LP

HP

S1

S2 T561-02-03-001

T3-2-5

COMPONENT OPERATION / Swing Device • EX40-2, EX45-2

• Relief Function When the pressure in the circuit exceeds the relief set pressure, the force acting on poppet (Pressurized Area (S1-S2)×Pressure on Port HP) exceeds the spring force, so the poppet opens to allow the hydraulic oil to be relieved.

• Shockless Function When the pressure in the swing circuit increases, pressure oil through the orifice of the poppet, the spring chamber and the hole of the cartridge from the port HP, moves the piston to the right.

As long as the shockless piston is moving, the pressure in the piston chamber is maintained at low pressure. Therefore, a pressure difference arises between the front and the rear of the poppet. When the pressure difference increases more than spring force, the poppet is unseated, relieving the pressure oil to the hydraulic oil tank.

When the shockless piston moves to position Y on the piston guide, the shockless piston stops.

Therefore, the pressure difference between the front and the rear of the poppet disappears, causing the poppet to re-seat.

Spring

• Quick Return of Shockless Piston To secure the response capability when operating the swing suddenly in the reverse direction. When the swing lever is moved in reverse, high oil pressure (swing circuit B, in this case) acts on the chamber at the right end face corner of the piston guide. Then, the piston guide is moved to the left due to the pressure difference between both ends of the piston guide. Accordingly, pressure oil flows into the piston chamber from the clearance of the piston guide and the housing.

Therefore the shockless piston is moved along with the piston guide to the left original position, by which shockless function is quickly resumed.

Piston Guide

Spring Chamber Cartridge

Swing Circuit B

Port M (Hydraulic Oil Tank)

Orifice

LP S1 HP

S2 Hole

Shockless Piston

Shockless Piston

Piston Chamber

Y

T3-2-6

Piston Guide

T192-03-02-001

Poppet

Housing

T554-02-04-005

COMPONENT OPERATION / Swing Device SWING REDUCTION GEAR • EX12-2, EX15-2, EX18-2 The swing reduction gear is a one-stage planetarygear reduction type.

The swing motor rotation force is transmitted to the first stage sun gear via the shaft.

The rotation of first stage sun gear is reduced by the first stage planetary gear and the first stage carrier.

This in turn rotates the shaft.

EX12-2, EX15-2, EX18-2

First Stage Sun Gear

First Stage Planetary Gear

First Stage Carrier

Shaft

T523-02-03-001

T3-2-7

COMPONENT OPERATION / Swing Device

• EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 The swing reduction gear is a two-stage planetarygear reduction type.

The swing motor rotation force is transmitted to the first stage sun gear via shaft.

The rotation of first stage sun gear is reduced by the first stage planetary gear and the first stage carrier.

This in turn rotates the second stage sun gear.

The rotation of the second stage sun gear is reduced by second stage planetary gear and second stage carrier. This in turn rotates the shaft.

EX22-2, EX25-2, EX30-2, EX35-2

EX40-2, EX45-2

First Stage Sun Gear First Stage Planetary Gear First Stage Carrier Second Stage Sun Gear Second Stage Planetary Gear Second Stage Carrier Ring Gear

First Stage Planetary Gear First Stage Sun Gear First Stage Carrier Second Stage Sun Gear Ring Gear Second Stage Planetary Gear Second Stage

Shaft Shaft T525-02-03-001 T529-02-03-001

T3-2-8

COMPONENT OPERATION / Control Valve OUTLINE • EX12-2ЕEX15-2ЕEX18-2

NOTE: The illustration shows the EX12-2 (Serial number 02059 and up) and EX15-2 (Serial number 01542 and up).

Boom section and bucket section are replaced with EX12-2 (Serial number 02001 to 02058) and EX15-2 (Serial number 01501 to 01541).

The control valve controls oil pressure, flow rate and flow direction of the hydraulic circuit.

The main components are: main relief valve, overload relief valve, make-up valve, flow combiner valve and spool.

Spools in the sections for travel, blade, boom swing and auxiliary are operated mechanically. Spools in the sections for the boom, arm, bucket and swing are operated by pilot oil pressure system.

EX12-2, EX15-2, EX18-2 Travel (Left)

Bucket

Boom Swing

Boom

Auxiliary

Travel (Right)

Arm

Swing Blade

T523-02-04-002

Overload Relief Valve

Flow Combiner Overload Relief Valve Valve

Main Relief Valve

Main Relief Valve

Make-Up Valve

Overload Relief Valve

T3-3-1

Overload Relief Valve

T523-02-04-002

COMPONENT OPERATION / Control Valve • EX22-2ЕEX25-2ЕEX30-2ЕEX35-2ЕEX40-2ЕEX45-2 The control valve controls oil pressure, flow rate and flow direction of the hydraulic circuit.

The main components are: main relief valve, overload relief valve, make-up valve, flow combiner valve and spool.

Spools in the sections for travel, blade, boom swing and auxiliary are operated mechanically. Spools in the sections for the boom, arm, bucket and swing are operated by the pilot oil pressure system.

EX22-2, EX25-2, EX30-2, EX35-2 Travel (Left)

Boom

Boom Swing

Bucket

Auxiliary Arm

Overload Relief Valve

Travel (Right) Swing Blade

Overload Relief Valve

T525-02-04-001

Flow Combiner Valve

Main Relief Valve

Main Relief Valve

Overload Relief Valve

Make-Up Valve

Overload Relief Valve

T3-3-2

T525-02-04-001

COMPONENT OPERATION / Control Valve

EX40-2Đ•EX45-2 Travel Boom (Left) Boom 1 Swing

Bucket

Arm 2

Travel (Right)

Auxili

Boom 2

Arm 1

Swing Blade

T529-02-04-002

Overload Relief Valve

Flow Combiner Valve

Overload Relief Valve

Make-Up Valve

Main Relief Valve

Main Relief Valve

Overload Relief Valve

Make-Up Valve

Overload Relief Valve

T3-3-3

Overload Relief Valve

T529-02-04-002

COMPONENT OPERATION / Control Valve HYDRAULIC CIRCUIT The hydraulic circuit in the control valve is divided into 3 parts: main circuit, pilot operation circuit and pilot signal circuit.

Main Circuit (EX12-2, EX15-2, EX18-2) Pressure oil from main pumps (P1 and P2) flows into the control valve, respectively.

When the spool is in neutral (i.e. control levers are in neutral), the pressure oil from main pump returns to the hydraulic oil tank via the neutral circuit.

When a spool is operated (i.e. control lever is operated), pressure oil from main pump flows into the actuator via the spool.

The main circuit has a parallel circuit and a flow combining circuit. Combined operation is possible because of these circuits.

The pressure in main circuit (between pump and actuator) is controlled by main relief valve, to prevent the pressure in main circuit from exceeding the set pressure when the spool (the control lever) is operated.

The pressure in actuator circuit (between control valve and actuator) is controlled by the overload relief valve, to prevent surge pressure from exceeding the set pressure at the spool (the control lever) is in neutral.

T3-3-4

COMPONENT OPERATION / Control Valve NOTE: The illustration shows the EX12-2 (Serial number 02059 and up) and EX15-2 (Serial number 01542 and up).

Boom section and bucket section are replaced with EX12-2 (Serial number 02001 to 02058) and EX15-2 (Serial number 01501 to 01541).

Arm Cylinder

Travel Motor (R)

Blade Cylinder

Travel Motor (L)

Boom Cylinder

Boom Swing Cylinder

Bucket Cylinder

Swing Motor Overload Relief Valve

Overload Relief Valve

Main Relief Valve Main Relief Valve

Parallel Circuit

Neutral Circuit

Flow Combining Circuit

Flow Combining Circuit

P2

Neutral Circuit

Parallel Circuit

P1

Main Pump Hydraulic Oil Tank T523-02-01-001

T3-3-5

COMPONENT OPERATION / Control Valve Main Circuit (EX22-2, EX25-2, EX30-2, EX35-2) Pressure oil from main pumps (P1 and P2) flows into the control valve, respectively.

When the spool is in neutral (i.e. control levers are in neutral), the pressure oil from main pump returns to the hydraulic oil tank via the neutral circuit.

When a spool is operated (i.e. control lever is operated), pressure oil from main pump flows into the actuator via the spool.

The main circuit has a parallel circuit and a flow combining circuit. Combined operation is possible because of these circuits.

The pressure in main circuit (between pump and actuator) is controlled by main relief valve, to prevent the pressure in main circuit from exceeding the set pressure when the spool (the control lever) is operated.

T3-3-6

COMPONENT OPERATION / Control Valve

Travel Motor (R) Arm Cylinder

Travel Motor (L) Bucket Cylinder

Blade Cylinder

Boom Swing Cylinder

Boom Cylinder

Swing Motor Overload Relief Valve

Overload Relief Valve

Main Relief Valve

Main Relief Valve

Parallel Circuit

Neutral Circuit

Neutral Circuit

Flow Combiner Circuit

P2

Parallel Circuit

P1

Main Pump

Hydraulic Oil Tank

T525-02-01-001

T3-3-7

COMPONENT OPERATION / Control Valve Main Circuit (EX40-2, EX45-2) Pressure oil from main pumps (P1 and P2) flows into the control valve, respectively.

When the spool is in neutral (i.e. control levers are in neutral), the pressure oil from main pump returns to the hydraulic oil tank via neutral circuit.

When a spool is operated (i.e. control lever is operated), pressure oil from main pump flows into the actuator via the spool.

The main circuit has a parallel circuit and a flow combining circuit. Combined operation is possible because of these circuits.

The pressure in main circuit (between pump and actuator) is controlled by main relief valve, to prevent the pressure in main circuit from exceeding the set pressure when the spool (the control lever) is operated.

T3-3-8

COMPONENT OPERATION / Control Valve

Blade Cylinder

Bucket Cylinder

Travel Motor (L)

Travel Motor (R)

Boom Swing Cylinder Swing Motor

Arm Cylinder

Overload Relief Valve

Overload Relief Valve

Boom Cylinder

Main Relief Valve

Main Relief Valve

Neutral Circuit

Neutral Parallel Circuit Circuit

Flow Combiner Circuit Parallel Circuit P2

P1

Main Pump Hydraulic Oil Tank T529-02-01-001

T3-3-9

COMPONENT OPERATION / Control Valve Pilot Operation Circuit The spool operation is controlled by pressure oil from the pilot valve.

Pilot Signal Circuit (EX12-2, EX15-2, EX18-2) The pilot signal circuit flows inside each spool.

If an operation other than travel is operated, the pilot signal circuit is blocked by a spool, to raise the pressure in the circuit.

(The circuit will not be blocked even if the travel spool is switched.)

As a result, the flow combiner valve switches, and the release pressure is delivered to the swing parking brake.

NOTE: The illustration shows the type B. Type A series machines are equipped with a manual-operated pilot shut-off valve from which the pilot relief valve is separated.

Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Pilot Valve (Left)

EX12-2, EX15-2, EX18-2

Pilot Valve (Right)

Swing Motor

Control Valve Travel (R)

Travel(L)

Flow Combiner Valve

Pilot Signal Circuit

Pilot Pump

T523-02-01-002

T3-3-10

COMPONENT OPERATION / Control Valve Pilot Signal Circuit (EX22-2, EX25-2, EX30-2, EX35-2) The pilot signal circuit flows inside each spool.

If an operation other than travel is operated, the pilot signal circuit is blocked by a spool, to raise the pressure in the circuit.

(The circuit will not be blocked even if the travel spool is switched.)

As a result, the flow combiner valve switches.

NOTE: The illustration shows type B. Type A series machine are equipped with a manual-operated pilot shut-off valve.

Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Travel Motor

Swing Motor

Pilot Valve (Right) Control Valve Travel (R)

Travel (L) Pilot Valve (Left)

Pilot Signal Circuit

Flow Combiner Valve

Pilot Shut-Off Valve

Pilot Pump T525-02-01-002

Travel Speed Changeover Solenoid Valve

T3-3-11

COMPONENT OPERATION / Control Valve Pilot Signal Circuit (EX40-2, EX45-2) The flow combiner valve changeover circuit and main relief set pressure changeover circuit are provided in the pilot signal circuit.

The flow combiner valve changeover circuit flows inside each spool. If an operation other than travel is operated, the flow combiner valve changeover circuit is blocked by a spool, raising the pressure in the circuit.(The circuit will not be blocked even if the travel spool switches.) As a result, the combiner valve switches.

The main relief set pressure changeover circuit flows between left travel spool to right travel spool. If an operation travel is operated, main relief set pressure changeover circuit is blocked by a spool, raising the pressure in the circuit.(The circuit will not be blocked even if other spools are switched) As a result, the relief pressure of the main relief valve raises.

Travel Motor

NOTE: The illustration shows type B. Type A series machine are equipped with a manual-operated pilot shut-off valve.

Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Pilot Valve (Right)

Pilot Valve (Left)

Swing Motor

Main Relief Valve Main Relief Valve

Travel (R)

Travel (L)

Flow Combiner Valve Changeover Circuit

Main Relief Set Pressure Changeover Circuit

Flow Combiner Valve

Pilot Pump

T529-02-01-002

T3-3-12

COMPONENT OPERATION / Control Valve FLOW COMBINER VALVE When any operation, other than travel, is performed, the pilot signal passage is blocked, so the pressure in circuit increases, and the flow combiner valve spool switches.

When travel operation is performed at the same time, the pressure oil from main pump (P2) flows to travel (right) spool. It also flows to travel (left) spool through the flow combiner valve.

Therefore, traveling straight during combined operations is secured.

NOTE: The circuit for the blade, swing and boom swing is separated from circuit for travel.

Therefore, combined operation is possible.

Flow Combiner Valve Neutral Position

Flow Combiner Valve Operating Position

Spool

Pressure Oil From Main Pump P1

To Left Travel Spool Pressure Oil From Main Pump P2 Pilot Signal Circuit

T565-03-03-009

T3-3-13

T565-03-03-008

COMPONENT OPERATION / Control Valve MAIN RELIEF VALVE

EX12-2, EX15-2, EX18-2

Main relief valve prevents the pressure in main circuit from exceeding the set pressure.

EX12-2, EX15-2, EX18-2 The pressure on port HP acts on main poppet (1).

When the pressure on port HP becomes larger than spring (3) force, main poppet (1) opens to relieve the pressure oil from port HP to port LP.

3

1

HP

LP T561-02-04-004

EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2

EX22-2, EX25-2, EX30-2, EX35-2

NOTE: EX40-2 and EX45-2 are equipped with twostage pressure set relief valve. But, relief function is the same as EX22-2 to EX35-2.

The pressure on port HP acts on pilot poppet (5) through orifice (2) in main poppet (1) and orifice (4) in seat (6).

When the pressure on port HP reaches the set pressure, pilot poppet (5) opens to release a small quantity of pressure oil to port LP via passage (7) of seat (6).

At this time, the pressure difference between port HP and spring chamber (9) occurs, caused by orifice (2).

By this pressure difference, main poppet (1) opens when it becomes larger than spring (3) force, to relieve the pressure oil from port HP to port LP.

1

2

3

4

6

7

8

HP

LP

9

5 T563-02-04-002

Relief Set Pressure Changeover Circuit of EX40-2 and EX45-2 When the travel spool is shifted, the spool blocks the pilot signal circuit. Thereby, pilot signal circuit pressure increases.

This increased pressure flows into the pressure raising port of the relief valve, moving piston (10). Piston (10) pushes spring (8). Then, the relief set pressure is increased as much as spring (8) is compressed.

EX40-2, EX45-2 11

5

123456-

T3-3-14

Main Poppet Orifice Spring Orifice Pilot Poppet Seat

8

10

78910 11 -

T529-02-04-001

Passage Spring Spring Chamber Piston Spring Chamber

COMPONENT OPERATION / Control Valve OVERLOAD RELIEF VALVE The overload relief valve has two operations; one is the relief operation which prevents the pressure in the actuator circuit from exceeding the set pressure, and the other is the make-up operation which prevents cavitation.

Overload relief valve is provided in boom, arm and bucket circuits.

Relief Operation When the pressure in the actuator circuit rises, the pressure oil is relieved to the hydraulic oil tank.

EX12-2, EX15-2, EX18-2 1

2

3

4

5

6

7

8

• EX12-2, EX15-2, EX18-2 The pressure on port HP acts on pilot poppet (9) via orifice (1) in piston (3).

When the pressure on port HP reaches the set pressure, pilot poppet (6) opens to release a small quantity of pressure oil to port LP via passage (7).

At this time, the pressure difference between port HP and spring chamber (4) occurs, caused by orifice (1). By this pressure difference, main poppet (2) opens when it becomes larger than spring (5) force, to relieve the pressure oil from port HP to port LP.

HP

LP T561-02-04-002

1234-

Orifice Main Poppet Piston Spring Chamber

5678-

Spring Pilot Poppet Passage Spring

EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 18

19 10

9

12 16 17 13 15

• EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 The pressure on port HP acts on pilot poppet (13) via orifice (9) in main poppet (10) and orifice (16) in seat (17).

When the pressure on port HP reaches the set pressure, pilot poppet (13) opens to release a small quantity of pressure oil to port LP via passage (14) in seat (17).

At this time, the pressure difference between port HP and spring chamber (11) occurs, caused by orifice (9). By this pressure difference, main poppet (10) opens when it becomes larger than spring (12) force, to relieve the pressure oil from port HP to port LP. Ȁ

HP

LP

11

14 T563-02-04-003

910 11 12 13 14 -

T3-3-15

Orifice Main Poppet Spring Chamber Spring Pilot Poppet Passage

15 16 17 18 19 -

Spring Orifice Seat Spring Valve

COMPONENT OPERATION / Control Valve Make-Up Operation When the boom is suddenly lowered, for example, the delivery pressure oil from pump may not be sufficient for the actuator circuit. Accordingly, the oil is supplied to the actuator circuit from the hydraulic oil tank.

Also, the pressure on the opposite circuit decreases when the relief operation acts by the external force as described on the previous page. At this time, the hydraulic oil is supplied to the actuator circuit from the hydraulic oil tank.

EX12-2, EX15-2, EX18-2 1

2

3

4

5

6

7

8

HP

LP

When the pressure on port HP becomes lower than port LP, sleeve (2) [sleeve (14) for EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2] opens. Thereby, the hydraulic oil is replenished to port HP from port LP, so cavitation is prevented (make-up).

T561-02-04-002

1234-

Orifice Main Poppet Piston Spring Chamber

5678-

Spring Pilot Poppet Passage Spring

EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 18

19 10

9

12 16 17 13 15

HP

LP

11

14 T563-02-04-003

910 11 12 13 14 -

T3-3-16

Orifice Main Poppet Spring Chamber Spring Pilot Poppet Passage

15 16 17 18 19 -

Spring Orifice Seat Spring Valve

COMPONENT OPERATION / Control Valve MAKE-UP VALVE

EX12-2, EX15-2, EX18-2

The make-up valve prevents cavitation in the main circuit.

It is provided in the bottom circuit of blade and boom swing.

1

The pressure on port HP acts on spring chamber (4) through passage (1) of poppet (2), so the pressure on port HP and spring chamber (4) becomes equal.

Accordingly, when the pressure on port HP is higher, the closing force [(Pressure in Spring Chamber (4) Ă— Pressurized Area S2) + Spring (3) force] becomes larger than the opening force of poppet [Port HP Ă— Pressurized Area S1], which closes poppet (2).

2

3

4

HP

LP S1

When the pressure on port HP is lower than the pressure on port LP (pressure on port HP is almost zero), the closing force of poppet (2) comes from spring (3) force.

Therefore, when the opening force of poppet (2) [Pressure on Port LP x (Pressurized Area S2 - S1)] becomes larger than the closing force [Spring Force], which opens poppet (2) to supply hydraulic oil to port HP. Thereby, cavitation at the port HP side is prevented.

S2

T561-02-04-003

EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 1

2

3

4

HP

LP

S1 1 - Passage 2 - Poppet

T3-3-17

S2 3 - Spring 4 - Spring Chamber

T563-02-04-004

COMPONENT OPERATION / Control Valve (Blank)

T3-3-18

COMPONENT OPERATION / Pilot Valve OUTLINE The pilot valve regulates pilot oil pressure from which the control spools are operated. As standard, this type has four output pressure ports for operating front and swing functions.

• Front and Swing Pilot Valve Port No

Right

Left

1 2 3 4 1 2 3 4

HITACHI Standard Boom Raise Bucket Roll-out Boom Lower Bucket Roll-in Arm Roll-out Swing Left Arm Roll-in Swing Right

ISO Standard

← ← ← ← Swing Left Arm Roll-in Swing Right Arm Roll-out

2

P

T

1 3

T532-02-05-001

4

P

1

3

㈩

2

4 T105-02-07-020

T3-4-1

COMPONENT OPERATION / Pilot Valve OPERATION Control Lever-In Neutral (Pusher Stroke: A to B) When the control lever is in neutral, spool (6) blocks the pressure oil at port P completely. The output port is connected to port T, so the pressure at the output port becomes equal to the hydraulic tank pressure.

When the control lever is moved slightly, pusher (2) and spring guide (3) move downward together, compressing return spring (5) and balancing spring (4). At this time, as the pressure under spool (6) (output port) is equal to the hydraulic oil tank pressure, spool (6) moves downwards by balance spring (4), the top of the spool is kept even with spring guide (3).

This state is maintained until clearance A of spool (6) becomes zero.

Control Lever-Full Stroke (Pusher Stroke: E to F) When the control lever is moved to full stroke, pusher (2) is moved down until spring guide (3) comes into contact with the shoulder of casing.

Thereby, spool (6) is pressed directly by the bottom of pusher (2). As a result, the lower notch of spool (6) does not close even if the pressure on output port rises.

As a result, the pressure at the output port side becomes equal to the pressure on port P.

Control Lever-Operated (Pusher Stroke: C to DMetering) When the control lever is moved further, the lower notch of spool (6) reaches port P. The pressure oil in port P flows into the output port via the passage in spool (6), so the pressure at the output port increases.

The pressure at the output port acts on the bottom of spool (6), to push spool (6) upwards.

If the acting force on spool (6) is smaller than the spring force of balance spring (4), balance spring (4) will not be pressed. As a result, spool (6) will not be pushed up, and the pressure at the output port increases continuously.

If the pressure at the output port increases further, the force to push up spool (6) increases. When this force becomes larger than the spring force of balance spring (4), spool (6) pushes balance spring (4), and moves upwards.

When spool (6) moves upwards, the lower notch closes, so the pressure oil does not flow into output port from port P. Thereby, the pressure at port P stops raising.

Accordingly, the amount the balance spring (4) is compressed is equal to the amount the spool (6) is pressed down, so the balanced pressure between the spring force and the force on spool (6) becomes the pressure on output port.

T3-4-2

Delivery Port Pressure (Pilot Pressure)

E

F

D C A B Pusher Stroke

OUTPUT DEAGRAM

COMPONENT OPERATION / Pilot Valve Pusher Stroke: A to B

1 2

3 Lower Notch

4 5

Port T ЁAЂ

(Clearance A: 0)

Port P

6 ȴȕȕȔȍȐȒȍȐȗȍȐȐȕ

Output Port ȴȕȕȔȍȐȒȍȐȗȍȐȐȓ

Pusher Stroke: C to D

Pusher Stroke: E to F

2

4 5

Port T

(A)

Port P

Port P

6

Output Port

1 - Cam 2 - Pusher

Port T

ȴȕȕȔȍȐȒȍȐȗȍȐȐȖ

3 - Spring Guide 4 - Balance Spring

ȴȕȕȔȍȐȒȍȐȗȍȐȐȗ

5 - Return Spring

T3-4-3

6 -Spool

COMPONENT OPERATION / Pilot Valve (Blank)

T3-4-4

COMPONENT OPERATION / Travel Device OUTLINE The travel device consists of travel motor, travel reduction gear and travel brake valve.

The travel motor is a variable displacement axial plunger swash plate type. This motor is operated by pressure oil from the pump, and transmits the rotation to the travel reduction gear.

EX12-2, 15-2, 18-2 Travel Brake Valve

The travel reduction gear is a two-stage planetary-gear reduction type, reducing travel motor speed, increasing travel motor torque, and allowing the sprocket and track to rotate.

The travel brake valve functions to protect the travel circuit.

EX22-2, 25-2, 30-2, 35-2

Travel Reduction Gear

Travel Brake Valve

Travel Reduction Gear

Travel Motor

T507-03-04-002

Travel Motor T523-03-02-001

EX40-2, 45-2

Travel Brake Valve

Travel Reduction Gear

Travel Motor

T3-5-1

T529-03-02-001

COMPONENT OPERATION / Travel Device TRAVEL MOTOR The travel motor consists of valve plate (3), rotor (2), plungers (1), swash plate (4), shaft (5) and control piston (8) [Not provided in EX12-2, EX15-2 and EX18-2].

Rotor (2) is connected to shaft (5) by a spline joint, and plungers (1) are inserted in rotor (2).

When the pressure oil is supplied from the pump, plungers (1) are pushed. Swash plate (4) is installed at an angle toward plungers (1), shoe (6) slides on swash plate (4), so rotor (2) rotates. This rotation is transmitted to the travel reduction gear via shaft (5).

T3-5-2

NOTE: Rotor (2) is pushed by spring (7) force and comes into contact with valve plate (3).When the pressure in rotor (2) the end (A) of rotor bore pushing rotor(2) to valve plate (3).

COMPONENT OPERATION / Travel Device 7

EX12-2, EX15-2, EX18-2

3

2

1

4

5

6 A

EX22-2, EX25-2, EX30-2, EX35-2

3

1

2

4

T523-03-02-003

A

5

7

6 3

EX40-2, EX45-2

8

1

2

T526-03-02-001

4

5

7

6

8

T529-03-02-004

1 - Plunger 2 - Rotor

3 - Valve Plate 4 - Swash Plate

5 - Shaft 6 - Shoe

T3-5-3

7 - Spring 8 - Control Piston

COMPONENT OPERATION / Travel Device TRAVEL BRAKE VALVE The travel brake valve consists of counterbalance valve (1), relief valves (3) and travel speed changeover valve (2).

Counterbalance valve (1) has two functions; one is to start and stop the travel smoothly, and the other is to prevent the machine from running away while descending slopes.

Relief valve (3) prevents the pressure in travel circuit from exceeding the set pressure.

Travel speed changeover (2) valve is switched by pressure oil from the travel speed changeover solenoid valve. It switches the travel speed by the control piston.

NOTE: EX12-2, EX15-2 and EX18-2 are not provided travel speed changeover valve (2) and relief valve (3).

EX12-2, EX15-2, EX18-2

1

4 T523-03-02-002

1 - Counterbalance Valve

4 - Brake Valve

T3-5-4

COMPONENT OPERATION / Travel Device EX22-2, EX25-2, EX30-2, EX35-2

3 1

2

3

Cross Section X-X

4

X

Y

4 Cross Section Y-Y

X

Y T507-03-04-006

EX40-2, EX45-2

3 3

1 Cross Section X-X

2

T529-03-02-003

4

4

Cross Section Y-Y

T529-03-02-002

T529-03-02-005

1 - Counterbalance Valve

2 - Travel Speed Changeover Valve

3 - Relief Valve

T3-5-5

4 - Brake Valve

COMPONENT OPERATION / Travel Device Counterbalance Valve

• Travel Operation

• Descending Operation

When pressure oil from control valve is supplied to port P1, the pressure oil flows to motor port AM through the inside of spool (8) and opens check valve L (9). On the other hand, the return oil from motor port BM is blocked by check valve R (6) and spool (8).

Thereby, the pressure on port P1 side increases gradually, so the pressure on port P1 enters into spring chamber (13) from orifice L (2), and moves spool (8) to the right by the pressure at the end surface of spool (8).

As a result, spool notch (7) opens so port BM and port P2 connect, so the travel motor rotates.

T3-5-6

When the machine travels down a slope, the travel motors are forcibly driven by the machine weight so that the motor draws oil like a pump.

The pressure oil in port P1 is drawn into the travel motor, so the pressure on port P1 decreases.

Thereby, spool (8) returns to the left, and returning oil from port BM to port P2 is restricted, so the oil pressure brake is activated.

When the returning oil from port BM is restricted, the pressure on port P1 increases again, and moves spool (8) to the right, so the motor rotates.

This repeat movement of spool (8) (hydraulic brake action) prevents the machine from overrunning.

COMPONENT OPERATION / Travel Device NOTE: The illustration shows the EX22-2.

1

2

3

4 13

P1

8

4

P2

M1

T529-03-02-009

M2

7 13

10

5

9

8

12

6

11 M1

M2 T507-03-04-009

1234-

Spring L Orifice L Orifice R Spring R

5 - Spring R 6 - Check Valve R 7 - Spool Notch

8 - Spool 9 - Check Valve L 10 - Spring L

T3-5-7

11 - Relief Valve 12 - Spring Chamber R 13 - Spring Chamber L

COMPONENT OPERATION / Travel Device Travel Speed Changeover Valve (EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2) There are two surfaces on swash plate (7); surface (a) and surface (b). Surface (a) makes contact with the housing at slow speed, and surface (b) makes contact with the housing at fast speed.

Two balls (4) are located off the center line on swash plate (7), so they can roll freely.

• Slow Speed Operation When the fast speed travel pedal is in the slow speed position, spool (1) is pushed to plug (12) side by spring (2) force, connecting control piston (6) chamber to the tank port.

Thus, there is no pressure applied to control piston (6), to push swash plate (7) to change its inclination.

For this reason, the angle of swash plate (7) is “α” and the travel motor rotates at slow speed.

T3-5-8

COMPONENT OPERATION / Travel Device EX22-2, EX25-2, EX30-2, EX35-2 1

2

12

α: Large Angle β: Small Angle

3

High Pressure

α β

Surface b

Low Pressure

11

11

4

Surface a

10

9

8

6

5

Low Pressure

7 3

EX40-2, EX45-2

T554-03-04-005

4

10

12

2 1 - Spool 2 - Spring 3 - Plunger

11

1

7 4 - Steel Ball 5 - Spring 6 - Control Piston

7 - Swash Plate 8 - Shoe 9 - Rotor

T3-5-9

6

T529-03-02-007

10 - Spring 11 - Valve Plate 12 - Plug (EX40-2, EX45-2: Spacer)

COMPONENT OPERATION / Travel Device • Fast Speed Operation When the fast speed travel pedal is in the fast speed position, the pressure oil from the travel speed changeover solenoid valve is supplied to spool (1) left side, moving spool (1) to spring (2) compressing side.

Motor driving pressure P1 (P2) is applied to control piston (6) chamber, through port M1 (M2) and port Pi1 (Pi2). Swash plate (7) is pushed by control piston (6), the angle of swash plate (7) is “β” and the travel motor rotates at fast speed.

T3-5-10

When the engine stops, no pressure oil from the pilot pump, spool (1) is move to the plug (12) side by the spring (2) force. Accordingly, control piston (6) chamber is connected to the tank port, and swash plate (7) is pushed by a spring (10), the angle of swash plate (7) is “α” (large angle).

As a result, the travel motor always rotates in slow speed whenever the engine is restarted.

COMPONENT OPERATION / Travel Device EX22-2, EX25-2, EX30-2, EX35-2 1

2

M1

12

M2

Pi1

Pi2

β

P1

Surface b

P2

High Pressure

Low Pressure

High Pressure

10

7

Low Pressure

T554-03-04-006

6

EX40-2, EX45-2

High Pressure

12

2

10

1

7

1 - Spool

5 - Spring

7 - Swash Plate

2 - Spring

6 - Control Piston

10 - Spring

T3-5-11

6

T529-03-02-008

12 - Plug (EX40-2, 45-2: Spacer)

COMPONENT OPERATION / Travel Device Relief Valve (EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2) The relief valve functions to reduce shocks developed when starting or stopping travel movement (shockless) and to protect the circuit from overloading (relief).

EX22-2ЕEX25-2ЕEX30-2ЕEX35-2 1

• Relief Operation When the piston (5) moves to the stroke end, the pressure in the spring chamber becomes equal to the pressure on port HP. (The relief set force becomes to the normal pressure, so the poppet closes.)

The opening force (Pressurized Area S1×Pressure on Port HP) and closing force ((Pressure of spring chamber× Pressurized Area S2)+spring force) act on poppet (6).

Accordingly, when the opening force on poppet (6) (Pressurized Area S1×Pressure on Port HP) become larger than closing force ((Pressure of spring chamber× Pressurized Area S2)+spring force), so poppet (6) opens to allow the hydraulic oil to be relieved.

S2

2

NOTE: The opening force (Pressurized Area S1×Pressure on Port HP) and closing force ((Pressure of spring chamber× Pressurized Area S2)+spring force) act on poppet (6).

And, the pressurized area S2 of the poppet (6) is smaller than S1.

• Shockless Operation When the pressure in the circuit increases, the pressure oil enters in the piston chamber via orifice (2) of poppet (6) and seat, to move the piston(5) to left side.

The pressure in the spring chamber is kept low during the movement of piston (5).

Therefore, when the pressure on port HP exceeds the spring set force a poppet opens to relieve the hydraulic oil. Therefore, the closing force of poppet (6) becomes only by the spring (3) force.

Accordingly, the force which acting on poppet (Pressurized Area S1×Pressure on Port HP) exceeds the spring (3) force, so poppet (6) opens to allow the hydraulic oil to be relieved.

S1

M2

4

M1

3 7

EX40-2, EX45-2

6

5

S1

T554-03-04-009

1

S2

3

M2 M1

T529-03-02-010

7 1234-

T3-5-12

Relief Valve Orifice Spring Orifice

6

5 5 - Piston 6 - Poppet 7 - Orifice

4

COMPONENT OPERATION / Travel Device TRAVEL REDUCTION GEAR The travel motor rotates first stage sun gear (3), and the rotation is reduced by first stage planetary gear (2) and first stage carrier (1), and is transmitted to second stage sun gear (4). The rotation of second stage sun gear (4) is reduced by second stage planetary gear (5) and second stage carrier (7).

As second stage carrier (7) and the travel motor housing is united into one part, the rotation of second stage planetary gear (5) is transmitted to the sprocket via the ring gear.

EX12-2, EX15-2, EX18-2

EX22-2, EX25-2, EX30-2, EX35-2

4

1

3

1

2

3

4

6

EX40-2, EX45-2

5

6

2 T523-03-02-001

7 5

1

5 T507-03-04-002

7

1

2

2 3 3

4

4 T507-03-04-003

7 7

6

6

5

T529-03-02-001

1 - First Stage Carrier

3 - First Stage Sun Gear

2 - First Stage Planetary Gear

4 - Second Stage Sun Gear

5 - Second Stage Planetary Gear 6 - Ring Gear

T3-5-13

7 - Second Stage Carrier (Motor Housing)

COMPONENT OPERATION / Travel Device (Blank)

T3-5-14

COMPONENT OPERATION / Others (Upperstructure) PILOT SHUT-OFF VALVE The pilot shut-off valve is a manual-operated switch valve. The spool in the pilot shut-off valve is rotated by moving the pilot control shut-off lever to turn on or off the pilot oil flow to the pilot valves.

NOTE: Only Type A is provided in the pilot shut-off valve with all the models as well.

Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

• When the pilot control shut-off lever is lock position

• When the pilot control shut-off lever is unlock posi-

The spool of the lock valve becomes closing position, pressure oil from the pilot pump does not flow into the pilot valves.

Thus, the front attachment and swing functions can not be operated.

tion The spool of the lock valve becomes opening position, pressure oil from the pilot pump flow into the pilot valves.

Thus, the front attachment and swing functions can be operated.

Pilot Shut-Off Valve Spool

From Pilot Pump

To Pilot Pump T561-02-06-001

T3-6-1

COMPONENT OPERATION / Others (Upperstructure) SOLENOID VALVE Solenoid Valve for pilot Shut-Off

There are two kinds of solenoid valves; one is the solenoid valve for shutting off the pilot pressure, the other is the solenoid valve for the travel speed changeover which switches the travel speed.

NOTE: The illustration shows the EX45-2.

Only Type B is provided in the pilot shut-off solenoid valve with all the models as well.

Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

Solenoid Valve for Pilot Shut-off The solenoid valve is switched ON/OFF by the position of the pilot control shut-off lever to control the pilot pressure to the pilot valve.

When the pilot control shut-off lever is in the LOCK position, the pilot shut-off switch is OFF. By this action, solenoid valve is OFF, so that pilot pressure is blocked by the solenoid valve spool. As a consequence, the pressure oil is not delivered to the pilot valve.

When the pilot control shut-off lever is in the UNLOCK position, the pilot shut-off switch is ON. By this action, the solenoid valve is ON, so the pilot pressure is supplied to the pilot valve through the solenoid valve spool.

Solenoid Valve for Travel Speed Changeover

From Pilot Pump

From Pilot Pump

To Pilot Valve

To Travel Motor

To Hydraulic Oil Tank

To Hydraulic Oil Tank

Solenoid Valve for Travel Speed Change Ĺ‘Ę? over The travel speed is controlled by the fast speed travel pedal.

When the fast speed travel pedal is in the slow speed position (released position), the travel speed changeover switch is OFF. By this action, the solenoid valve is OFF, so that pilot pressure is blocked by the solenoid valve spool. As a consequence, the travel speed changeover pressure is not delivered to the travel motor.

When the fast speed travel pedal is in the fast speed position (step-on position), the travel speed changeover switch is ON. By this action, the solenoid valve is ON, so that pilot pressure is delivered to the travel motor as the travel speed changeover pressure through the solenoid valve spool.

Spool

T532-02-06-004

Pilot Shut-Off Switch

T532-02-06-002

Pilot Control Shut-Off Lever

Fast Speed Travel Pedal

T532-02-06-005

T3-6-2

COMPONENT OPERATION / Others (Undercarriage) SWING BEARING The swing bearing supports the upperstructure on the undercarriage and allows the upperstructure to rotate smoothly.

The swing bearing is a single-row ball-type.

The major parts of the swing bearing are outer race (1), inner race (2) with internal gear, ball (5), support (4) and seal (3)

Outer race (1) is bolted to the upperstructure.

Inner race (2) is bolted to the undercarriage.

The internal gear meshes with the pinion of the swing device.

1

4 2

3

5

ȴȕȐȗȍȐȓȍȐȒȍȐȐȑ

1 - Outer Race 2 - Inner Race

3 - Seal

4 - Support

T3-7-1

5 - Ball

COMPONENT OPERATION / Others (Undercarriage) CENTER JOINT The center joint is a 360° rotating joint. It allows oil to flow to and from travel motors (12) and blade cylinder (13) without twisting hoses when the upperstructure is rotated.

Spindle (10) is fastened to the undercarriage using four bolts and body (5) is fastened to the upperstructure using lock pins.

Body (5) rotates together with the upperstructure around spindle (10) during swing operation.

Oil flows into and through the passages in body (5) to spindle (10) and then out of spindle (10) to travel motor (12) and blade cylinder (13).

Oil seal (11) prevents oil leaks from the clearance between spindle (10) and body (5).

NOTE: Port G (for Travel Speed Changeover) and port DR (Drain) are not provided on EX12-2, EX15-2 and EX18-2.

DR A B C D

E F G

4

13

8 9 6

1

D C B A

G F E

DR

7

Hydraulic Circuit

1

6

3

2

2 9

7

8

4

3

12

ȴȕȕȔȍȐȓȍȐȓȍȐȐȑ

T3-7-2

COMPONENT OPERATION / Others (Undercarriage) 4 8 5 A B

9 6

1

C D

E

7

2

F G

11

3

Mounting face to the track frame

10

4

3 9 8

6

7 2

1 ȴȕȕȔȍȐȓȍȐȓȍȐȐȒ

1 - Port E (Blade Lower) / Pressure Oil from Port E

5 - Body

2 - Port F (Blade Raise) / Pressure Oil from Port F

6 - Port A (Travel Right Reverse) / Pressure Oil from Port A 7 - Port C (Travel Left Reverse) / Pressure Oil from Port C

3 - Port G (for Travel Speed Changeover) / Pressure Oil from Port G 4 - Port DR (Drain) / Pressure Oil from Port DR

8 - Port B (Travel Right Forward) / Pressure Oil from Port B 9 - Port D (Travel Left Forward) / Pressure Oil from Port D 10 - Spindle

T3-7-3

11 - Seal

12 - Travel Motor

13 - Blade Cylinder

COMPONENT OPERATION / Others (Undercarriage) TRACK ADJUSTER The track adjuster located on the side frame is composed of spring (4) and adjuster cylinder (5). Spring (4) absorbs loads applied to the front idler. Adjuster cylinder (5) adjusts track sag.

CAUTION: Do not loosen valve (1) quickly or loosen it too much as high-pressure grease in the adjusting cylinder may spout out.

Loosen carefully, keeping body parts and face away from valve (1).

Never loosen grease fitting.

• Grease is applied through the grease fitting into chamber (A) of adjuster cylinder (5) as illustrated below. The pressure of the grease pushes piston rod (6) out and decreases track sag.

• To increase track sag, loosen valve (1) 1 to 1.5 turns counterclockwise to release grease from the track adjuster cylinder through the grease discharge outlet.

1 Grease Fitting

Grease Discharge Outlet ȭȑȐȔȍȐȗȍȑȑș

9

1

Grease Discharge Outlet

2

3

8

Track Adjuster (Rubber Crawler)

4

A

5

Track Adjuster (Iron Crawler)

6

7

ȴȕȐȗȍȐȓȍȐȕȍȐȐȑ

1 - Valve 2 - Nut 3 - Washer

4 - Spring 5 - Adjuster Cylinder

6 - Piston Rod 7 - Flange

T3-7-4

8 - Plug 9 - Rod

SECTION 4

OPERATIONAL PERFORMANCE TEST ; CONTENTS; ; Group 1 Introduction

Group 4 Component Test

Operational Performance Test ....................T4-1-1

Primary Pilot Pressure .................................. T4-4-1

Preparation for Performance Tests..............T4-1-2

Secondary Pilot Pressure.............................. T4-4-2 Main Relief Valve Set Pressure..................... T4-4-3

Group 2 Engine Test

Overload Relief Valve Set Pressure .............. T4-4-6

Engine Speed ............................................... T4-2-1

Swing Motor Relief Valve Set Pressure....... T4-4-10

Engine Compression Pressure..................... T4-2-2

Swing Motor Drainage................................. T4-4-12

Valve Clearance............................................ T4-2-3

Travel Motor Drainage................................. T4-4-14

Nozzle Check................................................ T4-2-4 Injection Timing............................................. T4-2-6

Group 5 Standard Operational Performance Standard .............. T4-5-1

Group 3 Excavator Test Travel Speed................................................. T4-3-1 Track Revolution Speed ............................... T4-3-2 Mistrack Check ............................................. T4-3-3 Travel Motor Leakage................................... T4-3-4 Swing Speed................................................. T4-3-6 Swing Function Drift Check .......................... T4-3-7 Swing Motor Leakage ................................... T4-3-8 Maximum Swingable Slant Angle ............... T4-3-10 Swing Bearing Play......................................T4-3-11 Hydraulic Cylinder Cycle Time .................... T4-3-12 Dig Function Drift ........................................ T4-3-14 Control Lever Operating Force ................... T4-3-15 Control Lever and Pedal Stroke.................. T4-3-16 Combined Boom Raise / Swing Function Check .............................. T4-3-19

587T-4-1

(Blank)

587T-4-2

OPERATIONAL PERFORMANCE TEST / Introduction OPERATIONAL PERFORMANCE TEST 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.

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.

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.

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 20 m (65 ft 7 in), and to make a full swing with the front attachment extended.

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

ȴȑȐȕȍȐȖȍȐȑȍȐȐȓ

T505-06-01-003

OPERATIONAL PERFORMANCE TEST / Engine Test ENGINE SPEED Be sure to check the engine speed before performing all other tests, since it always affects test results.

Preparation: 1. Warm up the machine, until the engine coolant temperature reaches 50 °C (122 °F) or more, and hydraulic oil temperature is 50±5 °C (122±9 °F).

2. Move the engine speed control lever from slow idle to fast idle. Confirm that the fuel injection pump governor lever comes into contact with the slow-idle and fast-idle stoppers.

3. Connect an engine tachometer to the fuel injection line.

Measurement: 1. Slow idle.

Start the engine. Place the engine speed control lever in the slow idle position and measure the speed of the engine.

2. Fast idle.

Start the engine. Place the engine speed control lever in the fast idle position and measure the speed of the engine.

3. Auto-Idle (EX22-2 to EX45-2: Option) 3-1. Start the engine. Place the engine speed control lever in the fast idle position.

3-2. Move the bucket lever to the dig position and return it to neutral. After approx. four seconds, the engine speed will automatically decrease.

Measure the speed of the engine.

4. Repeat measurement three times and calculate the mean value.

Evaluation: Refer to T4-5 Standard.

T4-2-1

OPERATIONAL PERFORMANCE TEST / Engine Test ENGINE COMPRESSION PRESSURE 1. Measure compression pressure in the cylinders to check for a reduction in engine power.

2. Check exhaust gas color and the amount of blowby gas from the crankcase. Keep track of engine oil consumption.

3. Check for abnormalities in the intake system, including the air cleaner.

Preparation: 1. Warm up the engine.

2. Remove all injection nozzles.

3. Install on pressure gauge to the injection nozzle bore with an compression gauge tester (Kubota: 07909-30204). (Be sure to tighten them sufficiently to prevent air leakage.)

4. Confirm that the batteries are charged.

IMPORTANT: Use the fully charged battery to keep 1 the engine speed over 250 min− .

Measurement: 1. Turn the starter to crank the engine. Record the compression pressure of each cylinder.

2. Repeat measurement three times and calculate the mean value.

Evaluation: Refer to T4-5 Standard.

T4-2-2

T105-06-02-001

OPERATIONAL PERFORMANCE TEST / Engine Test VALVE CLEARANCE Summary: 1. Perform the measurement when the engine is cold.

2. Before removing the head cover, clean the area around the head cover to prevent the entry of dust into the engine.

Inspection Window Cover

Preparation: 1. Remove the head cover.

2. Locate the top dead center (TDC) in the compression stroke. Align "1⋅4TC Mark" (4 cylinder engine) or "1TC Mark" (3 cylinder engine) on flywheel with "Triangle Mark".

In this position, cylinder No.1 is at the top dead center in the compression stroke.

Triangle Mark 1TC Mark 1⋅4TC Mark T529-06-02-001

NOTE: The flywheel can be easily turned after the glow plugs are removed.

Measurement: 1. Measure the valve clearance between the rocker arm and the valve.

2. When the measurement is started from cylinder No.1, measure the clearances of the valves marked ({) in the table below.

Valve Clearance

(3 cylinder engine) Cylinder No. Valve Cylinder No.1 at top dead center

1

2

I

E

{

{

I

3 E

I

{

{

E

×

Cylinder No.2, 3 at top dead center

× ȴȕȓȒȍȐȖȍȐȒȍȐȐȑ

(4 cylinder engine) Cylinder No. Valve Cylinder No.1 at top dead center Cylinder No.4 at top dead center

1 I

2 E

I

3 E

I

×

×

{ { {

4 E

I

E

×

×

{

3. Turn flywheel 360°, then measure the valve clearances marked (×) in the above table.

Evaluation: Refer to T4-5 Standard.

Adjustment: If the measured value is not within specification, loosen the lock nut and adjust valve clearance by turning the adjusting screw, then tighten lock nut while holding the adjusting screw.

T4-2-3

OPERATIONAL PERFORMANCE TEST / Engine Test NOZZLE CHECK Summary: 1. Check the injection pressure and the spray pattern with a nozzle tester.

2. Before starting work, clean the nozzle holder mounting area to avoid contamination in the engine.

Preparation: 1. Remove the nozzle holders.

Remove all nozzle holders and fuel injection pipings from the engine.

2. Attach a nozzle holder to the nozzle tester Measurement: CAUTION: Never touch spray directly. The fuel spray from the nozzle may penetrate the skin, resulting in serious injury. If fuel penetrates into the blood stream, it may cause blood toxication.

ȴȕȐșȍȐȒȍȑȐȍȐȐȓ

Adjusting Shim

1. Injection pressure After attaching the nozzle holder to the nozzle tester, strongly make several strokes of the tester to inject fuel. Then, while operating the tester at approx. 60 time strokes a minute, measure the fuel injection pressure.

Use shims to adjust the pressure. Increasing the number of the shims increases the pressure, and vice versa.

NOTE: Pressure variation per shim 0.1 mm = 2 206 kPa (2.1 kgf/cm , 30 psi) 2. Spray pattern For this test, turn the pressure tester knob to bypass the pressure gauge. Attach the nozzle holder to the nozzle tester. Strongly make several strokes of the tester and check the fuel spray pattern.

NOTE: Use clean diesel oil.

T4-2-4

ȴȕȒȓȍȐȖȍȐȒȍȐȐȒ

OPERATIONAL PERFORMANCE TEST / Engine Test Evaluation: 1. Standard Injection Pressure: Refer to T4-5 Standard.

Normal

Abnormal

2. Spray pattern standards (1) No visibly coarse distribution (2) No stray sideways sprays.

(3) Fine spray size and intermittent injection during initial injection stage.

(4) No post-injection dripping (5) Correct injection angles T523-06-02-001

T4-2-5

OPERATIONAL PERFORMANCE TEST / Engine Test INJECTION TIMING

EX12-2, EX15-2, EX18-2, EX22-2, EX25-2 1

Preparation 1. Remove injection pipes (1).

2. Rotate the flywheel counterclockwise. Check that fuel fills the injection pump delivery holder.

3. Rotate the flywheel so that “Angle Mark” on the flywheel circumference is positioned just before the “Triangle Mark”.

4. Then, Slowly rotate the flywheel further from this point. When the fuel begins to expand from the injection pump delivery holder, read the positions of the “Angle Mark” and “Triangle Mark”. If they are not the correct injection position, make an adjustment.

T523-06-02-004

EX30-2, EX35-2, EX40-2, EX45-2 1

Triangle Mark Flywheel Ring Gear

Angle Mark

Advanced

Correct

Delayed T529-06-02-002

T527-06-02-002

Adjustment: 1. Remove bolt (2) and nut (3) from injection pump (4).

2. Adjust timing position by increasing or decreasing the number of shims (6) between injection pump (4) and body (5).

3. When delaying timing, increase the number of shims (6). When advancing timing, decrease the number of shims (6).

EX12 -2, EX15 -2, EX18 -2, EX22 -2, EX25 -2 3

2

4 6 5

NOTE: The crank angle will vary 1.5 to 2.0° per shim 0.15 mm.

T523-06-02-003

EX30 -2, EX35 -2, EX40 -2, EX45 -2 2

3

4 6

5 T527-06-02-001

T4-2-6

OPERATIONAL PERFORMANCE TEST / Excavator Test TRAVEL SPEED Summary: To check overall performance of travel drive system (between main pump and travel motor), measure the time required for the excavator to travel a test track.

Preparation: 1. Adjust the track sag of both tracks to be equal.

2. Prepare a level and solid test track 20 m (65.5 ft) in length, with an extra length of 3 to 5 m (9.8 to 16 ft) on both ends for machine acceleration and deceleration.

3. Hold the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above the ground with the arm and bucket rolled in.

4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Arm roll-in, Bucket roll-in

End Start

Raise bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above the ground.

20 m (65.5 ft) 3 to 5 m (9.8 to 16 ft) extra length for acceleration/deceleration

Measurement: 1. The test should be performed with each mode (slow and fast travel speeds) in the fast-idle speed.

2. Start traveling the machine in the acceleration zone with the travel levers at full stroke.

3. Measure the time required to travel 20 m (65 ft 7 in).

4. After measuring the forward travel speed, turn the upperstructure 180° and measure the reverse travel speed.

5. Repeat steps (2) and (4) three times in each direction and calculate the mean values.

Evaluation: Refer to T4-5 Standard.

Remedy: Refer to T5-2 "Troubleshooting A".

T4-3-1

3 to 5 m (9.8 to 16 ft) extra length for acceleration/deceleration

T505-06-03-001

OPERATIONAL PERFORMANCE TEST / Excavator Test TRACK REVOLUTION SPEED Summary: With the track raised off ground, measure the track revolution cycle time to check the total track drive system.

Preparation: 1. Adjust the track sag of both side tracks equally.

2. On the track to be measured, mark one shoe with chalk.

CAUTION: Support the lifted track securely using wooden blocks.

3. Swing the upperstructure 90° and lower the bucket to raise the track off ground. Keep the boom-arm angle between 90 to 110° as shown.

Measurement: 1. The test should be performed with each mode (slow and fast travel speeds) in the fast-idle speed.

2. Operate the travel control lever of the raised track in the full forward or reverse stroke.

3. Measure the time required for 3 revolutions of shoe in both directions.

4. Raise the other track and repeat the procedures.

5. Repeat steps (2) and (3) three times for each track and calculate the mean values.

Evaluation: Refer to T4-5 Standard.

NOTE: The measured values may vary widely. The evaluation based on the results obtained from the 20 m travel speed check is more recommendable.

Remedy: Refer to T5-2 "Troubleshooting A".

T4-3-2

90 to 110°

Mark T505-06-03-002

OPERATIONAL PERFORMANCE TEST / Excavator Test MISTRACK CHECK Summary: 1. Allow the machine to travel 20 m (65.5 ft). Measure the maximum tread deviation from the tread chord line drawn between the travel start and end points to check the performance equilibrium between both sides of the travel device systems (from the main pump to the travel motor).

2. If measured on a concrete surface, the tread deviation has a trend to decrease.

Preparation: 1. Adjust the track sag of both tracks to be equal.

2. Provide a flat, solid test yard 20 m (65.5 ft) in length, with extra length of 3 to 5 m (9.8 to 16 ft) on both ends for machine acceleration and deceleration.

3. Hold the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above the ground with the arm and bucket rolled in.

4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Max Distance

20 m T505-06-03-003

Measurement: 1. The test should be performed with each mode (slow and fast travel speeds) in the fast-idle speed.

2. Start traveling the machine in the acceleration zone with the travel levers at full stroke.

3. Measure the distance between a straight 20 m (65.5 ft) line and the tread made by the machine.

4. After measuring the tracking in forward travel, swing the upperstructure 180° and measure that in reverse travel.

5. Repeat steps (3) and (4) three times in each direction and calculate the mean values.

Evaluation: Refer to T 4-5 Standard.

Remedy: Refer to T5-2 "Troubleshooting A".

T4-3-3

OPERATIONAL PERFORMANCE TEST / Excavator Test TRAVEL MOTOR LEAKAGE Summary: Measure the amount of travel motor slippage on a slope, which is due to travel motor inner oil leak.

Preparation: 1. The surface of the test slope must be even, with a gradient of 15±1°.

2. Mark a white line on the travel device cover.

3. Raise the bucket 0.3 to 0.5 m (1.0 to 1.6 ft) above the ground with the arm and bucket cylinders fully extended (rolled in) 4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Measurement: 1. Measure the moving (rotation) amount before parking brake starts to operate.

1-1. Climb the slope and set travel levers in neutral.

1-2. Measure the moving (rotation) amount of the mark on the cover of travel reduction gear between the positions when the levers are placed in neutral and when the machine stops moving.

2. Measure the slip amount of travel motor at parking.

2-1. Climb the slope and place the travel levers in neutral.

2-2. Stop the engine.

2-3. After parking the machine, makes aligning marks on the side frame and a track link or shoe.

2-4. After 3 minutes, measure discrepancy between the marks.

T570-06-03-010

Position when the machine stops moving.

Position when the travel levers are in neutral.

Moving (rotation) amount

Mark

T107-06-03-002

Evaluation: Refer to T4-5 Standard.

Amount of slippage after 3 minutes T505-06-03-005

T4-3-4

OPERATIONAL PERFORMANCE TEST / Excavator Test NOTE: The sprocket rotation angle until the parking brake is applied can also measured as follows.

The 1/6 turns of the sprocket corresponds to the 1/6 circumference of the drive tumbler, which is approximately equal to the sprocket radius (R).

Because, L = 1/6 × 2 × 3.14 R = Approx. R Where: L: Shoe displacement along the outer circumference of the sprocket R: Sprocket radius including the shoe height Mark the contact point between the shoe and sprocket with the travel lever in neutral, check if displacement (L) satisfies the following range after the machine sops to evaluate the parking brake performance.

Mark Displacement (L) ≤ Drive Tumbler Radius ( R )

T4-3-5

Sprocket Position when Machine Stops Sprocket Position when Travel Lever is in Neutral.

R

Mark on Shoe L T118-04-03-002

OPERATIONAL PERFORMANCE TEST / Excavator Test SWING SPEED Summary: Measure the time required to swing three complete turns to check the total swing drive system.

Preparation: 1. Check the lubrication of the swing gear and swing bearing.

2. Place the machine on level, solid ground with ample space for swinging. Do not conduct this test on slopes.

3. With the arm rolled out and bucket rolled in, hold the bucket so that the height of the arm top pin is even with the boom foot pin. The bucket must be empty.

4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F) CAUTION: Before starting the measurement, make sure that there are no person or obstacles within the rotating area.

Measurement: 1. Run engine at fast idle speed. Operate swing control lever fully.

2. Measure the time required to swing 3 turns in one direction.

3. Operate swing control lever fully in the opposite direction and measure the time required for 3 turns.

4. Repeat steps (2) and (3) three times each and calculate the average values.

Evaluation Refer to T4-5 Standard.

Remedy: Refer to T5-2 "Troubleshooting A".

T4-3-6

Even with the Boom Foot Pin. T523-06-03-002

OPERATIONAL PERFORMANCE TEST / Excavator Test SWING FUNCTION DRIFT CHECK Summary: To check the valve unit performance, measure the swing drift on the bearing outer circumference when stopping after a 90° full speed swing.

Mechanical brake for swing parking is installed on swing motor.

Preparation: 1. Check the lubrication of the swing gear and swing bearing.

2. Place the machine on level, solid ground with ample space for swinging. Do not conduct this test on slopes.

3. With the arm rolled out and bucket rolled in, hold the bucket so that the height of the bucket pin is even with the boom foot pin. The bucket must be empty.

4. Make two chalk marks: one on the swing bearing and one directly below it on the track frame.

5. Swing the upperstructure 90°.

6. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

CAUTION: Before starting the measurement, make sure that there are no person or obstacles within the rotating area.

Measurement: 1. Start and run engine at fast idle speed. Operate the swing control lever fully to swing the upperstructure. When the marks on the swing bearing and track frame meet, return the swing lever to the neutral position.

2. After the swing movement stops, measure the arc length between two aligning marks along the circumference of the swing bearing.

3. Align the marks again, swing 90° then test in the opposite direction.

4. Repeat steps (1) and (2) three times each and calculate the mean values.

Make aligning marks on the swing bearing outer circumference and track frame.

T505-06-03-022

Swing the upperstructure 90° to the test start position.

T505-06-03-019

Measure the arc length along the circumference of the swing bearing.

Mark on the track frame Mark on the swing bearing

Evaluation: Refer to T4-5 Standard.

T105-06-03-010

Remedy: Refer to T5-2 "Troubleshooting A".

T4-3-7

OPERATIONAL PERFORMANCE TEST / Excavator Test SWING MOTOR LEAKAGE Summary: 1. To check swing parking brake performance, measure the upperstructure drift after parking the machine on a slope with the upperstructure positioned 90° to the slope.

(Mechanical brake for swing parking is installed on swing motor.)

2. To check internal leakage of boom swing cylinder, measure the extending amount of cylinder rod.

Preparation: 1. Check the lubrication of the swing gear and swing bearing.

2. Load the bucket with either soil or a weight equivalent to the weight standard.

With: EX12-2 : 60 kg (132 lb) EX15-2 : 66 kg (146 lb) EX18-2 : 82.5 kg (182 lb) EX22-2 : 99 kg (218 lb) EX25-2 : 120 kg (265 lb) EX30-2 : 135 kg (298 lb) EX35-2 : 165 kg (364 lb) EX40-2 : 210 kg (463 lb) EX45-2 : 240 kg (529 lb) 3. Roll the arm out, roll the bucket in, and position the arm top pin height flush with the boom foot pin.

Boom swing position is moved to neutral position.

4. Park the machine on a flat slope with a gradient of 15±1°.

5. Climb the slope, then swing the upperstructure 90ѯtoward the slope. Make aligning marks on the swing bearing circumference and track frame.

Make aligning marks on the boom swing cylinder rod.

6. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

T4-3-8

T570-06-03-006

OPERATIONAL PERFORMANCE TEST / Excavator Test Measurement: 1. Start the engine and maintain engine speed at slow idle. After 5 minutes, measure the difference between the marks along the swing bearing circumference and the track frame.

2. Measure the boom swing cylinder extension.

3. Perform the measurement on both right and left swing directions.

4. Perform the measurement three times in each direction and calculate the average values.

Measure the arc length along the swing bearing circumference.

Mark on the track frame

Evaluation: Refer to T4-5 Standard.

Mark on the swing bearing

Remedy: Refer to T5-2 "Troubleshooting A".

T105-06-03-010

T506-06-03-001

T4-3-9

OPERATIONAL PERFORMANCE TEST / Excavator Test MAXIMUM SWINGABLE SLANT ANGLE Summary: To measure the maximum slope angle on which the upperstructure can swing, park the machine on a slope with the upperstructure positioned 90° to the slope.

Preparation: 1. Check the lubrication of the swing gear and swing bearing.

2. Load the bucket with either soil or a weight equivalent to the weight standard.

With: EX12-2 : 60 kg (132 lb) EX15-2 : 66 kg (146 lb) EX18-2 : 82.5 kg (182 lb) EX22-2 : 99 kg (218 lb) EX25-2 : 120 kg (265 lb) EX30-2 : 135 kg (298 lb) EX35-2 : 165 kg (364 lb) EX40-2 : 210 kg (463 lb) EX45-2 : 240 kg (529 lb) 3. With the arm cylinder fully retracted and the bucket cylinder fully extended, position the arm top pin height flush with the boom foot pin.

4. Climb the slope, then set the upperstructure 90° to the slope.

5. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Measurement: 1. Run engine at fast-idle speed. Operate the swing control lever fully to swing the upperstructure to the uphill side of slope.

2. If swing is possible, measure the slant angle on the cab floor.

3. Increase the slope angle. Measure on both right and left swing directions.

4. Perform the measurement three times.

Evaluation: Refer to T4-5 Standard.

Remedy: Refer to T5-2 "Troubleshooting A".

T4-3-10

T570-06-03-006

OPERATIONAL PERFORMANCE TEST / Excavator Test SWING BEARING PLAY Summary: Measure the swing play using a dial gauge to check the wear of bearing races and balls.

Preparation: 1. Check swing bearing mounting bolt for looseness.

2. Check the lubrication of the swing bearing. Confirm that bearing rotation is smooth and noiseless.

3. Install a dial gauge with a magnetic base on the track frame as shown.

4. Position the upperstructure so that the boom aligns with the tracks facing towards the front idlers.

5. Position the dial gauge so that its needle point comes into contact with the bottom face of the bearing outer race as shown.

6. Bucket should be empty.

NOTE: The measured value may differ depending on where the dial gauge magnetic base is located. Mount the magnetic base directly onto the round frame trunk or as close to the round frame trunk as possible.

Measurement: 1. With the arm rolled out and bucket rolled in, hold the bucket so that the height of the bucket pin is even with the boom foot pin. Record the dial indicator reading (h1).

2. Lower the bucket to the ground and use it to raise the front idler 0.5 m (20 in). Record the dial gauge reading (h2).

3. Calculate bearing play (H) from this data (h1 and h2) as follows: H = h2 − h1

Dial Gauge Magnetic Base T105-06-03-014

Dial Gauge Magnetic Base

T105-06-03-015

Measurement: (h 1)

Even with the Boom Foot Pin.

T505-06-03-024

Measurement: (h 2)

Evaluation: Refer to T4-5 Standard.

T505-06-03-025

T4-3-11

OPERATIONAL PERFORMANCE TEST / Excavator Test HYDRAULIC CYLINDER CYCLE TIME

Boom Cylinder

Summary: 1. To totally check the front attachment function performance by measuring each cylinder cycle time.

2. Bucket should be empty.

Preparation: 1. Take the following machine position: 1-1. When measuring the boom cylinder: With the arm cylinder fully retracted and the bucket cylinder fully extended, lower the bucket to the ground.

1-2. When measuring the arm cylinder: With the bucket cylinder fully extended, adjust the boom and arm cylinder strokes so that when the arm is moved half the full stroke, the arm longitudinal center line perpendicularly points to the ground and the bucket bottom clearance above the ground is approx. 0.5 m (20 in).

Arm Cylinder

T505-06-03-015

0.5 m T505-06-03-016

Bucket Cylinder

1-3. When measuring the bucket cylinder: Adjust the boom and arm cylinder strokes so that when the bucket is moved half the full stroke, the bucket edge points to the ground perpendicularly.

1-4. When measuring the boom swing cylinder: Set the boom swing cylinder in either the right or left swing stroke end position.

T105-06-03-020

Boom Swing Cylinder

1-5. When measuring the blade cylinder: Lower the bucket to the ground to raise the machine front off the ground and secure the height space to allow the blade to move upand-down full stroke.

2. Maintain hydraulic oil temperature at 50±5 °C (122±9 °F).

Blade Cylinder

T523-06-03-006

T505-06-03-014

T4-3-12

OPERATIONAL PERFORMANCE TEST / Excavator Test Measurement: 1. Run engine at fast idle speed 2. Operate each cylinder as follows: (The cylinder stroke excludes the cushion range.)

2-1. Measure the boom cylinder.

Measure the time required to raise or lower the boom while operating the boom control lever full stroke.

2-2. Measuring the arm cylinder.

Measure the time required to roll in or out the arm while operating the arm control lever full stroke.

2-3. Measuring the bucket cylinder.

Measure the time required to roll in or out the bucket while operating the bucket control lever full stroke.

2-4. Measuring the boom swing cylinder Measure the time required to swing the front attachment from right to left or vice versa while operating the boom swing pedal full stroke.

2-5. Measuring the blade cylinder Measure the time required to raise or lower the blade while operating the blade control lever full stroke.

3. Repeat each measurement three times and calculate the average values.

Evaluation: Refer to T 4-5 Standard.

Remedy: Refer to T5-2 "Troubleshooting A".

T4-3-13

OPERATIONAL PERFORMANCE TEST / Excavator Test DIG FUNCTION DRIFT Summary: With the bucket loaded, measure dig function drift, which can be caused by oil leakage in the control valve and / or boom, arm, and bucket cylinders.

NOTE: When testing the dig function drift just after cylinder replacement, slowly operate each cylinder to its stroke end to purge trapped air prior to testing.

Preparation: 1. Load the bucket with either soil or a weight equivalent to the weight standard.

With: 12-2 : 60 kg (132 lb) 15-2 : 66 kg (146 lb) 18-2 : 82.5 kg (182 lb) 22-2 : 99 kg (218 lb) 25-2 : 120 kg (265 lb) 30-2 : 135 kg (298 lb) 35-2 : 165 kg (364 lb) 40-2 : 210 kg (463 lb) 45-2 : 240 kg (529 lb) 2. With the arm cylinder fully retracted and the bucket cylinder fully extended, position the arm top pin height flush with the boom foot pin.

3. Retract arm cylinder and bucket cylinder approx.

50 mm to away from the cushion range.

4. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Extension

Retraction

Retraction

Arm Top Pin is even with Boom Foot Pin.

Front Drift

T570-06-03-008

Extension

Boom and Bucket Cylinder Retraction

Measurement: 1. Stop the engine.

2. After five minutes, measure boom and bucket cylinder retraction, arm and blade cylinder extension, and amount of bucket drift.

3. Repeat step 2. three times and calculate the mean values.

Mark

Mark

T110-06-03-002

Arm and Blade Cylinder Extension

Mark

Evaluation: Refer to T4-5 Standard.

Remedy: Refer to T5-2 "Troubleshooting A".

T110-06-03-001

T4-3-14

OPERATIONAL PERFORMANCE TEST / Excavator Test CONTROL LEVER OPERATING FORCE Summary: Use a spring scale to measure the maximum force needed to move each control lever and pedal.

Measure the operating force at the center of each lever grip.

Preparation: 1. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

CAUTION: Before the measurement, make sure there are no personnel or obstacles within the swing area.

Measurement: 1. Start the engine.

2. Measure the maximum operating force for each boom (raise), arm, bucket, swing lever, blade and engine speed control full stroke using a spring scale.

3. In boom lever operation to lower the boom, operate the boom lever to full stroke on the condition the boom is fully raised up and measure the maximum operation farce which can be obtained by the time the bucket touch the ground.

4. When measuring the operating force of the travel levers, raise one track off the ground with the front attachment, and operate the travel lever of the raised side track full stroke. Measure the maximum operating force.

5. Repeat each measurement three times and calculate the mean values.

Evaluation: Refer to T4-5 Standard.

T4-3-15

T107-06-03-003

T107-06-03-004

OPERATIONAL PERFORMANCE TEST / Excavator Test CONTROL LEVER AND PEDAL STROKE Summary: Measure each lever stroke at the center of each lever grip. Measure the boom swing pedal stroke at the top of the pedal.

Preparation: Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Measurement: 1. Stop the engine.

2. Measure the boom, arm, bucket, blade, swing and travel control lever strokes at the grip top center from the neutral position to the stroke end.

Measure the boom-swing pedal stroke at the pedal tip end by depressing the pedal to the stopper from the neutral position.

Measure the fuel control lever stroke at the grip top center from the slow idle position to the fast idle position.

3. Take the measurements of straight stroke distances.

4. Repeat each measurement three times and calculate the mean values.

Evaluation: Refer to T4-5 Standard.

Adjustment:

• Stroke adjustment of the travel lever, blade lever, and boom-swing pedal.

IMPORTANT: 1. Before adjusting the travel lever strokes for the EX12-2, EX15-2, and EX18-2 set the neutral position upright as illustrated.

2. Before adjusting the travel lever strokes for the EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2, set the neutral position of the grip top center 109 mm behind the upright line from the lever foot center as illustrated.

1. Remove the covers and related parts around the levers.

2. Loosen the stopper bolt and nuts.

3. Operate each lever and pedal to move the spool in the control valve to the stroke end.

4. Tighten the stopper bolt until the stopper bolt end comes in contact with the link or pedal.

Then, tighten the nut.

T4-3-16

OPERATIONAL PERFORMANCE TEST / Excavator Test Travel / Blade Lever Adjustment EX12 -2, EX15-2, EX18 -2 Stopper Bolt Vertical Line Nut

Stopper Bolt

Nut

T523-06-03-004

T523-06-03-003

EX22 -2, EX25 -2, EX30 -2, EX35 -2, EX40 -2, EX45 -2 109 mm

Neutral Position

Nut Stopper Bolt

(650 mm)

Stopper Bolt Link

Nut

T525-06-03-003 T525-06-03-004

Swing Pedal Adjustment Stopper Bolt Nut

T525-06-03-008

T525-06-03-005

T4-3-17

OPERATIONAL PERFORMANCE TEST / Excavator Test • Fuel Lever Stroke Adjustment IMPORTANT: Never attempt to adjust the governor stopper positions (slow and fast idle positions).

EX12 -2, EX15-2, EX18 -2

1. Remove the covers and related parts around the levers.

2. Loosen the stopper bolt and nuts.

3. Adjust the stretched length of the slow idle stopper bolt to the specification, and tighten the nut.

Stopper Bolt

Nut 26 mm

Specifications of the stretched length of the slow idle stopper bolt: EX12-2, EX15-2, EX18-2 : 26 mm (1 in) EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 : 17 mm (0.7 in) Operate the fuel control lever until it comes in contact with the slow idle stopper. At this time, check that the governor lever comes in contact with the lower side of the slow idle stopper. If not, adjust the cable length.

4. Operate the fuel control lever until the governor lever comes in contact with the upper side of the fast idle stopper. Tighten the fast idle stopper bolt for the fuel control lever until the clearance between the fuel control lever and the stopper bolt end is 1 to 2 mm. Then, secure the bolt with the nuts.

T523-06-03-005

EX22 -2, EX25 -2, EX30 -2, EX35 -2, EX40 -2, EX45 -2 Stopper Bolt

Nut

17 mm

T525-06-03-006

Stopper Governor

T525-06-03-007

T4-3-18

OPERATIONAL PERFORMANCE TEST / Excavator Test COMBINED BOOM FUNCTION CHECK

RAISE

/

SWING

Summary: Check boom raise and swing movement and speeds while operating both functions simultaneously.

Preparation: 1. Start the engine and run it at fast idle. Operate the boom raise function and check to be sure that the cylinder movement is smooth without sticking.

2. With the arm fully rolled out and bucket fully rolled in, lower the bucket to the ground. The bucket must be empty.

3. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

T505-06-03-015

CAUTION: Prevent personal injury. Always make sure that the area is clear and that coworkers are out of the swing area before starting the measurement.

Measurement: 1. Run the engine at fast-idle speed.

2. Raise the boom and swing simultaneously, both at full stroke.

3. When the upperstructure rotates 90°, release the control levers to stop both functions. Measure the time required to swing 90° and the height (H) of the bucket teeth.

4. Repeat steps 2. to 3. three times and calculate the average values.

Evalution: Refer to the Performance Standard Table in Group T4-5.

T107-06-03-010

H

Remedy: Refer to the Troubleshooting B in Group T5-4.

T107-06-03-011

T4-3-19

OPERATIONAL PERFORMANCE TEST / Excavator Test (Blank)

T4-3-20

OPERATIONAL PERFORMANCE TEST / Component Test PRIMARY PILOT PRESSURE Preparation: 1. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

2. Stop the engine.

3. Turn the filling cap on the hydraulic oil tank to bleed air.

4. Disconnect the hose at the pilot filter. Install pressure gauge assembly (ST 6932) with adapter (ST 6450) to the pilot filter. : 22 mm

Pilot Filter

NOTE: The illustration shows the EX22-2.

5. Start the engine and check for oil leakage from the gauge connection.

Measurement: 1. Run engine at fast-idle speed.

2. Measure the pressure without load.

3. Perform the measurement three times and calculate the average value.

Evaluation: Refer to T4-5 Standard.

T4-4-1

Horse (UNF 9/16) T525-06-04-001

OPERATIONAL PERFORMANCE TEST / Component Test SECONDARY PILOT PRESSURE

Ȁ

Preparation: 1. Properly shut down the engine.

2. Turn filling cap on top of the hydraulic oil tank to bleed air.

3. Install pressure gauge (ST 6942) and tee (ST 6451) to the end of pilot line (1) at the respective control valve spool end, as illustrated. : 17 mm, 19 mm 4. Start the engine. Confirm that no oil leakage is observed at the pressure gauge connection.

5. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

Measurement: CAUTION: Before measuring, check that there are no obstacles or personnel within the swing radius. When measuring the boom lower pilot pressure, raise the machine off the ground while paying attention not to allow the base machine (counterweight) to contact with the ground. Be careful not to tipover due to a loss of balance.

1. Operate the lever to be measured. Measure the pilot pressure at its full stroke using the pressure gauge.

NOTE: Travel, blade and swing are controlled by the mechanical acting spool, therefore the pilot secondary pressure is unable to be measured.

2. Perform the measurement three times and calculate the average valve.

Evaluation: Refer to T4-5 Standard.

T4-4-2

T157-05-04-011

OPERATIONAL PERFORMANCE TEST / Component Test MAIN RELIEF VALVE SET PRESSURE

EX12-2, EX15-2: 2

Summary: To check the main relief valve set pressure at the main pump delivery port.

Preparation: 1. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

2. Stop the engine.

3. Turn the filling cap on the hydraulic oil tank to bleed air.

4. Remove the plug from the pressure check port provided in the main pump delivery port.

Install nipple (1) (ST 6069) and pressure gauge assembly (2) (ST 6933). : 6 mm : 9 mm, 17 mm 5. Start the engine and check for oil leakage from the pressure gauge connection.

Measurement: 1. Run engine at fast-idle speed.

2. Slowly operate each control lever or pedal to fully extend or retract each cylinder to relieve pressure.

Measure the relief pressure at this time.

3. When checking the travel circuit, secure the tracks against immovable object. Then, slowly operate the travel levers to relieve the travel function.

4. Repeat the measurement three times and calculate the average values.

1

T505-06-04-002

EX18-2, EX22-2, EX25-2:

2

1

T509-06-04-001

EX30-2, EX35-2, EX40-2, EX45-2:

Evaluation: Refer to T4-5 Standard.

2 1

T508-06-04-001

T4-4-3

OPERATIONAL PERFORMANCE TEST / Component Test Adjustment: Adjust the main relief valves if necessary. The main relief valves are installed on the position as illustrated.

EX12-2, EX15-2, EX18-2:

NOTE: Before loosening the lock nut, make the alignment marks on the adjusting screw, lock nut and valve. Using this alignment marks, the number of turns of the adjusting screw can be checked easily.

1. Loosen the lock nut on the main relief valve.

IMPORTANT: Adjust the pressure setting so that it does not exceed the upper limit of the standard.

T523-02-04-002

Lock Nut

2. Turn adjusting screw to adjust the pressure setting.

3. Tighten lock nut. : 14 mm : 49 to 59 N⋅m (5 to 6 kgf⋅m, 36 to 43 lbf⋅ft): EX12 to 18-2 +3 +0.3 +2.2 : 19.6 -0 N⋅m (2 -0 kgf⋅m, 14.5 -0 lbf⋅ft): EX22 to 35-2 4. After completing the adjustment, recheck the set pressure.

Main Relief Valve (P1)

Main Relief Valve (P2)

Adjusting Screw

T561-02-04-004

EX22-2, EX25-2, EX30-2, EX35-2:

NOTE: Standard change in pressure.

EX12-2, 15-2, 18-2: Screw Turn MPa Change in 2 kgf/cm Relief Pressure psi

1/4 2.4 24.5 348

1/2 4.8 49 697

3/4 7.2 73.5 1045

1 9.6 98 1395

EX22-2, 25-2, 30-2, 35-2: Screw Turn MPa Change in 2 kgf/cm Relief Pressure psi

1/4 3.0 31 441

1/2 6.1 62 882

3/4 9.1 93 1320

1 12.2 124 1765

Main Relief Valve (P2)

Main Relief Valve (P1) T525-02-04-001

Lock Nut

Lock Nut

Pressure Increase

Adjusting Screw

Adjusting Screw

Pressure Decrease T563-02-04-002 T505-06-04-006

T4-4-4

OPERATIONAL PERFORMANCE TEST / Component Test • EX40-2, 45-2 EX40-2, 45-2: NOTE: Turn plug 1 (high-side relief pressure) to adjust the travel pressure.

Turn plug 2 (low-side relief pressure) to adjust the front and swing pressure.

• High-Side Relief Pressure Setting Procedure 1. Loosen the lock nut 1. Turn the plug 1 to adjust the relief pressure setting referring to the table below. : 22 mm, 24 mm +10 : Lock Nut 1: 78 N]m +1 +7 (8 kgf]m, 58 lbf⋅ft)

Main Relief Valve (P1)

Main Relief Valve (P2)

T529-02-04-002

• Low-Side Relief Pressure Setting Procedure 2. Loosen the lock nut 2. Turn the plug 2 counterclockwisely until the specified value is obtained referring to the table below. Retighten the lock nut 2. : 19 mm, 22 mm +3 : Lock Nut 2: 59 N]m +0.5 +4 (6 kgf]m, 43 lbf⋅ft) 3. Recheck the set pressure.

Lock Nut 1

Piston

NOTE: Standard Change in Pressure (Reference)

Lock Nut 2

Plug 1

Plug 2 T529-02-04-001

EX40-2, 45-2 Screw Turn MPa Change in 2 kgf/cm Relief Pressure psi

1/4 3.0 31 441

1/2 6.1 62 882

3/4 9.1 93 1320

1 12.2 124 1760

Plug 1Ċ2

Pressure Increase

Pressure Decrease W107-02-05-127

T4-4-5

OPERATIONAL PERFORMANCE TEST / Component Test OVERLOAD PRESSURE

RELIEF

VALVE

SET

Summary: 1. With the return circuit from the control valve blocked, the circuit pressure must be increased by applying an external load. This checking method is hazardous and the results obtained with this method are unreliable.

2. Pressure setting of the overload relief valve must be made at a specified oil flow rate normally far smaller than the delivery flow rate of the main pump. Accordingly, even if the main relief vale pressure setting can be reset higher than the setting pressure of the overload relief valve, the main pump supplies too much oil to correctly measure the setting pressure of the overload valve.

Therefore, when the setting pressure of the overload relief valve must be checked correctly, remove the overload relief valve from the machine and check the overload relief valve unit performance using the test stand prepared for this purpose.

Measurement: 1. Run engine at fast-idle speed.

2. Slowly operate each control lever or pedal to fully extend or retract each cylinder to relieve pressure.

Measure the relief pressure at this time.

3. Repeat the measurement three times and calculate the average values.

Evaluation: Refer to T4-5 Standard.

3. As an easier method, however, measure the relief pressure of each cylinders in the same method as of main relief pressure setting in previous section.

Then, when each relief pressure meets its respective specifications, judge that the setting pressure of the overload relief valve is correct.

Preparation: 1. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

2. Stop the engine.

3. Turn the filling cap on the hydraulic oil tank to bleed air.

4. Remove the plug from the pressure check port provided in the main pump delivery port.

Install nipple (1) (ST 6069) and pressure gauge assembly (2) (ST 6933). : 6 mm : 9 mm, 17 mm 5. Start the engine and check for oil leakage from the pressure gauge connection.

T4-4-6

OPERATIONAL PERFORMANCE TEST / Component Test EX12-2, EX15-2: 2

1

T505-06-04-002

EX18-2, EX22-2, EX25-2:

2

1

T509-06-04-001

EX30-2, EX35-2, EX40-2, EX45-2: 2 1

T508-06-04-001

T4-4-7

OPERATIONAL PERFORMANCE TEST / Component Test Adjustment: Adjust the overload relief valves if necessary.

NOTE: Before loosening the lock nut, make the alignment marks on the adjusting screw, lock nut and valve. Using this alignment marks, the number of turns of the adjusting screw can be checked easily.

1. Loosen the lock nut on the overload relief valve.

IMPORTANT: Adjust the pressure setting so that it does not exceed the upper limit of the standard.

2. Turn the adjusting screw to adjust the pressure setting.

3. Tighten the lock nut. : 14 mm +3 +0.3 +2 : 20 -0 N]m (2 -0 kgf]m, 14.4 -0 lbfâ‹…ft) 4. After completing the adjustment, recheck the set pressure.

EX12-2, 15-2, 18-2: Lock Nut

Adjusting Screw

NOTE: Standard change in pressure (Reference) EX12-2, 15-2, 18-2: Screw Turn MPa Change in 2 kgf/cm Relief Pressure psi

1/4 3.9 40 570

EX22-2, 25-2, 30-2, 35-2, 40-2, 45-2: Screw Turn 1/4 MPa 3.0 Change in 2 kgf/cm 31 Relief Pressure psi 440

1/2 7.9 80 1140

3/4 11.8 120 1705

1 15.7 160 2275

1/2 6.1 62 880

3/4 9.1 93 1320

1 12.2 124 1760

Pressure Increase

Pressure Decrease W107-02-05-129

EX22-2, 25-2, 30-2, 35-2, 40-2, 45-2: Lock Nut

Pressure Increase

Adjusting Screw

Pressure Decrease T505-06-04-006

T4-4-8

OPERATIONAL PERFORMANCE TEST / Component Test EX12-2, EX15-2, EX18-2:

EX40-2, EX45-2:

Overload Relief Valve Overload Relief Valve Lock Nut

T523-02-04-002

Adjusting Screw

Lock Nut

T529-02-04-002

Adjusting Screw

T561-02-04-002 T563-02-04-002

EX22-2, EX25-2, EX30-2, EX35-2:

Overload Relief Valve

T525-02-04-001

Lock Nut

Adjusting Screw

T563-02-04-002

T4-4-9

OPERATIONAL PERFORMANCE TEST / Component Test SWING MOTOR PRESSURE

RELIEF

VALVE

SET

Summary: Measure the relief pressure of the swing motor relief valve at the pressure check port of the main pump delivery port.

Check Port

Preparation: 1. Maintain the hydraulic oil temperature at 50±5 °C (122±9 °F).

2. Stop the engine.

3. Turn the filling cap on the hydraulic oil tank to bleed air.

4. Remove the plug from the pressure check port provided in the swing brake valve.

Install seal washer (ST 6361) nipple (ST 6069) and pressure gauge (ST 6933). : 6 mm : 9 mm, 17 mm 5. Start the engine and check for oil leakage from the joint of the pressure gauge.

Measurement: 1. Be sure to measure the relief pressure at fast idle speed.

2. Lock the upperstructure by carefully placing the front attachment against an immovable object.

3. Slowly operate the control lever for swing function at full stroke over relief pressure.

4. Measure the relief pressure of swing function using a pressure gauge.

5. Repeat measurement three times at both left and right sides. Calculate mean values.

Evaluation: Refer to T4-5 Standard.

T4-4-10

T523-06-04-001

OPERATIONAL PERFORMANCE TEST / Component Test Adjustment: Adjust the relief valves if necessary.

NOTE: Before loosening the lock nut, make the alignment marks on the adjusting screw, lock nut and valve. Using this alignment marks, the number of turns of the adjusting screw can be checked easily.

EX12-2, 15-2, 18-2, 22-2, 25-2, 30-2, 35-2

1. Loosen the lock nut on the relief valve.

Lock Nut

IMPORTANT: Adjust the pressure setting so that it does not exceed the upper limit of the standard.

2. Turn the adjusting screw to adjust the pressure setting. : 6 mm 3. Tighten the lock nut. : 17 mm (EX12-2 to 35-2) : 34.3±4.9 N]m (3.5±0.5 kgf]m, 25.5±4 lbf⋅ft) : 19 mm (EX40-2 to 45-2) : 39.2±4.9 N]m (4±0.5 kgf]m, 29±4 lbf⋅ft) 4. After completing the adjustment, recheck the set pressure.

Adjusting Screw

T561-02-03-001

EX40-2, 45-2: Adjusting Screw

Lock Nut

NOTE: Standard change in pressure (Reference) EX12-2, 15-2, 18-2, 22-2, 25-2, 30-2, 35-2: Screw Turn 1/4 1/2 MPa 0.88 1.77 Change in Re2 kgf/cm 9 18 lief Pressure psi 130 255

3/4 2.7 27 380

1 3.5 36 510

EX40-2, 45-2: Screw Turn MPa Change in Re2 kgf/cm lief Pressure psi

3/4 5.4 54.8 780

1 7.2 73 1040

1/4 1.8 18.3 260

1/2 3.6 36.5 520

T192-03-02-001

Lock Nut

Pressure Increase

Adjusting Screw

Pressure Decrease W107-02-05-129

T4-4-11

OPERATIONAL PERFORMANCE TEST / Component Test SWING MOTOR DRAINAGE Summary: To check the performance of swing motor, measure the amount of oil draining from the swing motor while swinging the upperstructure.

NOTE: The amount of drain oil will change depending on hydraulic oil temperature. Maintain hydraulic oil temperature at 50±5 °C (122±9 °F).

Preparation: 1. Warm the hydraulic oil temperature to 50±5 °C. Rotate the swing motor to warm up the inside of motor.

2. Stop the engine. Turn the filling cap to bleed air from the hydraulic oil tank.

3. Disconnect the drain hose at the swing motor.

Install a plug (EX12 to 18-2: 4174543, EX22 to 45-2: 4174545) to the disconnected hose end.

Connect hose (EX12 to 18-2: 7/16-20UNF, EX22 to 45-2: 9/16-18UNF) onto the drain port of the swing motor. : 22 mm : 39 Nxm (4 kgfxm, 29 lbfxft) CAUTION: Before the measurement, make sure there are no personnel or obstacles within the swing area.

Make sure not to fall off from machine during the measurement.

EX12-2, 15-2, 18-2: Drain Hose

T523-04-04-001

EX22-2, 25-2, 30-2, 35-2, 40-2, 45-2:

4. Disconnect the make-up line at the swing motor.

Install plugs on the disconnected line end and motor port.

Drain Hose

Measurement Condition: 1. Before the measurement, set the fuel lever to the fast idle position, then measure it.

T525-04-04-001

T4-4-12

OPERATIONAL PERFORMANCE TEST / Component Test Measurement: 1. Drain Oil Volume at Swing Operation (1) With the arm rolled out and bucket rolled in, hold the bucket so that the height of the arm top pin is even with the boom foot pin. The bucket must be empty.

(2) Start the engine. Operate swing lever to the full stroke. After swing speed reaches a constant maximum speed, collect the hydraulic oil from drain hose. Measure the time also.

(3) Repeat the measurement more than 3 times in both clockwise and counterclockwise directions, and calculate the average value.

(4) The measurement should be at least 45 seconds.

Even with the Boom Foot Pin. T570-06-03-003

2. Drain Oil Volume at Swing Lock Operation (1) Seize the ground with bucket so that the machine does not move.

(2) Start the engine. Operate the swing lever to the full stroke. Collect the hydraulic oil from the drain hose. Measure the time also.

(3) Repeat the measurement more than 3 times in both clockwise and counterclockwise directions, and calculate the average value.

(4) The measurement should be at least 45 seconds.

Evaluation: Refer to T4-5 Standard. * Conversion of Measured Value into the PerMinute Value Measure the amount of drain oil using a calibrated container. Then, convert the measured drain oil into the per-minute value using the following formula; ∆QȀȝȀȖȐȀ×Ȁq ȏȀɔ ∆Q : Per-Minute Drain Volume (L/min) t : Time Measured (sec) q : Measured Drain Oil Volume (L)

T4-4-13

T571-04-04-005

OPERATIONAL PERFORMANCE TEST / Component Test TRAVEL MOTOR DRAINAGE To check the performance of the travel motor, measure the amount of oil draining from the travel motor, while rotating the travel motor with the measuring side track jacked up.

Always secure the test personnel’s safe during the measurement. Before the measurement, make sure there are no personnel or obstacles within the test track. The amount of drain oil will change depending on hydraulic oil temperature. Maintain hydraulic oil temperature at 50±5 °C (122±9 °F).

Evaluate the overall performance of the travel motor taking the test results such as travel speed and mistrack amount into consideration together with this test results.

Drain Hose

Preparation: 1. Warm the hydraulic oil results temperature to 50±5 °C. Rotate the travel motor to warm up the inside of motor.

2. Stop the engine. Turn the filling cap to bleed air from the hydraulic oil tank.

3. Disconnect the drain hose at the travel motor. Install a plug (4174545) to the disconnected hose end. Connect hose (9/16-18UNF) onto the drain port of the travel motor. : 22 mm : 39 Nxm (4 kgfxm, 29 lbfxft) Measurement Condition: 1. Set the fuel lever to the fast idle position and measure at slow travel speed.

T4-4-14

T571-04-04-004

OPERATIONAL PERFORMANCE TEST / Component Test Measurement: CAUTION: When approaching to the rotation parts, take care that hands, legs or clothes are not entangled.

Support the lifted machine securely by using wooden block.

(1) Start the engine. Jack-up the measuring side track.

(2) Rotate the raised track. Collect the hydraulic oil from drain hose. Measure the time also.

(3) Repeat the measurement more than 3 times in both forward and reverse directions, and calculate the average value.

(4) The measurement should be at least 45 seconds.

90 to 110°

T570-06-03-009

Evaluation: Refer to T4-5 Standard. * Conversion of Measured Value into the PerMinute Value Measure the amount of drain oil using a calibrated container. Then, convert the measured drain oil into the per-minute value using the following formula; ∆QȀȝȀȖȐȀ×Ȁq ȏȀɔ ∆Q : Per-Minute Drain Volume (L/min) t : Time Measured (sec) q : Measured Drain Oil Volume (L)

T157-05-04-019

T4-4-15

OPERATIONAL PERFORMANCE TEST / Component Test (Blank)

T4-4-16

OPERATIONAL PERFORMANCE TEST / Standard OPERATIONAL PERFORMANCE STANDARD The value in ( ) is shown for reference only. * The standard measurement condition is as follows; Engine Speed Control Lever: Full Stroke Hydraulic Oil Temperature: 50±5 °C

This Operational Performance Standard values are listed below.

Refer to the correspondence section in T4-2 and after for the details of measurement method.

Item ENGINE SPEED (min-1 ) Maximum Speed Minimum Speed ENGINE COMPRESSION PRESSURE MPa (kgf/cm2) VALVE CLEARANCE (IN, EX)

EX12-2

EX15-2

EX18-2

EX22-2

EX25-2

← 2250±50

1050±70 2150±50

1130±50 2330±50

1120±50 2530±50

←

←

←

←

←

←

←

←

←

←

←

←

←

←

←

←

-

-

-

33.5±1.5/ 35.5±1.5

←

31.5±1.5/ 32.5±1.5

20.0±1.5/ 21.0±1.5 32.5±1.5/ 33.5±1.5

19.0±1.5/ 19.5±1.5 30.5±1.5/ 31.5±1.5

-

-

-

15.0±1.5/ 15.5±1.5

←

200 or less

1070±70 2150±50 2.8 to 3.2 (29 to 33) 0.145 to 0.185 (mm) NOZZLE INJECTION 13.7 to 14.7 PRESSURE MPa (kgf/cm2) (140 to 150) INJECTION TIMING 15° to 17° (Before Top Dead Center)

(deg.)

TRAVEL SPEED

Remarks

(sec/20 m)

Fast Speed Mode (Rubber Crawler/Steel Crawler) Slow Speed Mode (Rubber Crawler/Steel Crawler)

TRACK REVOLUTION SPEED (sec/3 rev)

Fast Speed Mode (Rubber Crawler/Steel Crawler) Slow Speed Mode (Rubber Crawler/Steel Crawler)

MISTRACK (Fast Speed]Slow Speed) (mm/20 m)

TRAVEL PARKING FUNCTION (rev)

TRAVEL MOTOR LEAKAGE (mm/3 min)

SWING SPEED (sec/3 rev) SWING FUNCTION DRIFT (mm/90°)

SWING MOTOR LEAKAGE (mm/5 min)

18.0±1.5/ 18.5±1.5

11.5±1.5/1 2.0±1.5 19.0±1.5/ 19.5±1.5

18.5±1.5/ 19.0±1.5

←

←

←

←

1/6 or less

←

←

←

←

30 or less

←

50 or less

30 or less

←

21.0±1.5

20.0±1.5

18.0±1.5

20.7±1.5

19.2±1.5

100 or less

←

←

150 or less

←

0

←

←

←

←

←

←

←

←

←

←

←

←

←

←

←

←

BOOM SWING CYLINDER 5 or less LIAKAGE (mm/5 min) MAXIMUM SWINGABLE SLANT 25 or possibly ANGLE (angle) more SWING BEARING PLAY

(mm)

(0.3 to 0.7)

T4-5-1

←

Allowable Limit: (2.0)

OPERATIONAL PERFORMANCE TEST / Standard

Item ENGINE SPEED (min-1 ) Maximum Speed Minimum Speed ENGINE COMPRESSION PRESSURE MPa (kgf/cm2) VALVE CLEARANCE (IN, EX) (mm)

NOZZLE INJECTION PRESSURE MPa (kgf/cm2) INJECTION TIMING (Before Top Dead Center)

(deg.)

TRAVEL SPEED

ȥȸȓȐȍȒ

ȥȸȓȕȍȒ

ȥȸȔȐȍȒ

ȥȸȔȕȍȒ

1130±50 2120±50 2.8 to 3.2 (29 to 33) 0.145 to 0.185 13.7 to 14.7 (140 to 150)

1100±50 2210±50

← 2250±50 3.2 to 3.7 (33 to 38)

← ←

←

0.18 to 0.22

←

←

←

←

15° to 17°

←

←

←

16.5±1.5/ 17.0±1.5 24.5±1.5/ 25.5±1.5

16.0±1.5/ 16.5±1.5 24.0±1.5/ 24.5±1.5

16.4±1.5/ 17.4±1.5 25.7±1.5/ 26.7±1.5

10.8±1.5/ 11.3±1.5 16.5±1.5/ 17.0±1.5

10.0±1.5/ 10.5±1.5 15.0±1.5/ 15.5±1.5

12.5±1.5/ 132.0±1.5 20.0±1.5/ 20.5±1.5

200 or less

←

←

←

1/6 or less

←

←

←

30 or less

←

50 or less

←

21.8±1.5

20.0±1.5

18.5±1.5

←

170 or less

←

180 or less

←

0

←

←

←

←

Remarks

←

(sec/20 m)

Fast Speed Mode (Rubber Crawler/Steel Crawler) Slow Speed Mode (Rubber Crawler/Steel Crawler)

← ←

TRACK REVOLUTION SPEED (sec/3 rev)

Fast Speed Mode (Rubber Crawler/Steel Crawler) Slow Speed Mode (Rubber Crawler/Steel Crawler)

MISTRACK (Fast Speed]Slow Speed) (mm/20 m)

TRAVEL PARKING FUNCTION (rev)

TRAVEL MOTOR LEAKAGE (mm/3 min)

SWING SPEED (sec/3 rev) SWING FUNCTION DRIFT (mm/90°)

SWING MOTOR LEAKAGE (mm/5 min)

← ←

BOOM SWING CYLINDER LIAKAGE (mm/5 min) MAXIMUM SWINGABLE SLANT ANGLE (angle)

5 or less

←

0

←

25 or possibly more

←

20 or possibly more

←

SWING BEARING PLAY

(0.3 to 0.7)

←

(0.6 to 0.9)

←

(mm)

T4-5-2

Allowable Limit: (2.0)

OPERATIONAL PERFORMANCE TEST / Standard

Item HYDRAULIC CYLINDER CYCLE TIME (sec)

EX12-2

EX15-2

EX18-2

EX22-2

EX25-2

Remarks

Boom Raise

2.4±0.3

2.3±0.3

2.3±0.3

3.0±0.3 (2.0±0.3) 2.5±0.3 (2.1±0.3) 2.2±0.3 (2.4±0.3) 1.8±0.3 (1.8±0.3) 3.1±0.3 (3.1±0.3) 2.2±0.3 (2.1±0.3) 5.8±0.5 (6.5±1.0) 6.8±1.0 (6.3±1.0) 2.1±0.5 (1.6±0.5) 2.7±0.5 (2.4±0.5)

2.6±0.3 (2.4±0.3) 2.2±0.3 (1.9±0.3) 2.6±0.3 (2.2±0.3) 2.1±0.3 (2.0±0.3) 3.0±0.3 (2.4±0.3) 2.1±0.3 (1.6±0.3) 5.8±0.5 (6.5±1.0) 6.8±1.0 (5.5±1.0) 2.0±0.5 (1.7±0.5) 2.7±0.5 (2.3±0.7)

The value in ( ) is cab type The value in ( ) is cab type The value in ( ) is cab type The value in ( ) is cab type The value in ( ) is cab type The value in ( ) is cab type The value in ( ) is cab type The value in ( ) is cab type The value in ( ) is cab type The value in ( ) is cab type

Boom Lower

2.0±0.3

2.0±0.3

2.0±0.3

Arm Roll-in

3.3±0.3

4.2±0.3

4.0±0.3

Arm Roll-out

2.6±0.3

3.0±0.3

2.8±0.3

Bucket Roll-in

3.0±0.3

2.8±0.3

2.7±0.3

Bucket Roll-out

2.1±0.3

2.0±0.3

2.0±0.3

Right Boom Swing

6.0±0.5

6.0±0.5

5.5±0.5

Left Boom Swing

6.0±0.5

6.0±0.5

5.5±0.5

Blade Raise

1.5±0.5

1.5±0.5

2.0±0.5

Blade Lower

2.4±0.5

2.0±0.5

3.5±0.5

10 or less 8 or less 5 or less 150 or less 3 or less

← ← ← ← ←

← ← ← ← ←

← ← ← ← ←

← ← ← ← ←

1.5 or less 1.5 or less 1.5 or less 1.5 or less 2.0 or less 2.0 or less 5.0 or less 5.0 or less

← ← ← ← ← ← ← ←

← ← ← ← ← ← ← ←

← ← ← ← ← ← 8.0 or less ←

← ← ← ← ← ← ← ←

DIG FUNCTION DRIFT (mm/5 min)

Boom Cylinder Arm Cylinder Bucket Cylinder Bucket Bottom Blade Cylinder CONTROL LEVER/PEDAL OPERATING FORCE (kgf) Boom Lever Arm Lever Bucket Lever Swing Lever Travel Lever Blade Lever Boom Swing Pedal Fuel Lever

NOTE: 1 kgfҧ9.8 N 2 1 kgf/cm = 0.09807 MPa

T4-5-3

OPERATIONAL PERFORMANCE TEST / Standard

Item HYDRAULIC CYLINDER CYCLE TIME (sec) Boom Raise Boom Lower Arm Roll-in Arm Roll-out Bucket Roll-in Bucket Roll-out Right Boom Swing Left Boom Swing Blade Raise Blade Lower

ȥȸȓȐȍ Ȓ

ȥȸȓȕȍ Ȓ

ȥȸȔȐȍ Ȓ

ȥȸȔȕȍ Ȓ

2.5±0.3 (2.0±0.3) 2.3±0.3 (2.2±0.3) 2.4±0.3 (2.8±0.3) 2.3±0.3 (2.2±0.3) 2.7±0.3 (3.4±0.3) 1.8±0.3 (2.2±0.3) 7.5±0.5 (6.6±1.0) 7.8±0.5 (6.8±1.0) 2.3±0.5 (1.8±0.5) 3.0±0.5 (2.6±0.5)

2.7±0.3 (2.6±0.3) 2.5±0.3 (2.2±0.3) 2.6±0.3 (2.5±0.3) 2.4±0.3 (2.4±0.3) 2.7±0.3 (2.5±0.3) 2.0±0.3 (1.8±0.3) 7.0±0.5 (7.7±1.0) 7.5±0.5 (6.0±1.0) 2.3±0.5 (1.6±0.5) 3.0±0.5 (2.3±0.5)

2.2±0.3

2.4±0.3

2.8±0.3

3.8±0.3

3.8±0.3

3.2±0.3

2.1±0.3

2.4±0.3

3.3±0.3

3.6±0.3

4.2±0.3

4.5±0.3

8.0±0.5

8.0±0.5

8.0±1.0

8.0±1.0

2.5±0.5

2.5±0.5

3.5±0.5

3.5±0.5

10 or less 8 or less 5 or less 150 or less 3 or less

← ← ← ← ←

← ← ← ← 10 or less

← ← ← ← ←

1.5 or less 1.5 or less 1.5 or less 1.5 or less 2.0 or less 2.0 or less 8.0 or less 5.0 or less

← ← ← ← ← ← ← ←

← ← ← ← ← ← ← ←

← ← ← ← ← ← ← ←

DIG FUNCTION DRIFT (mm/5 min)

Boom Cylinder Arm Cylinder Bucket Cylinder Bucket Bottom Blade Cylinder CONTROL LEVER/PEDAL OPERATING FORCE (kgf) Boom Lever Arm Lever Bucket Lever Swing Lever Travel Lever Blade Lever Boom Swing Pedal Fuel Lever

T4-5-4

Remarks

The value in ( cab type The value in ( cab type The value in ( cab type The value in ( cab type The value in ( cab type The value in ( cab type The value in ( cab type The value in ( cab type The value in ( cab type The value in ( cab type

) is ) is ) is ) is ) is ) is ) is ) is ) is ) is

OPERATIONAL PERFORMANCE TEST / Standard

Item CONTROL LEVER/PEDAL STROKE (mm) Boom Lever Arm Lever Bucket Lever Swing Lever Travel Lever Blade Lever Fuel Lever Boom Swing Pedal COMBINED BOOM RAISE/SWING FUNCTION CHECK (mm) PRIMARY PILOT PRESSURE SECONDARY PILOT PRESSURE (kgf/cm2) MAIN RELIEF VALVE SET PRESSURE (kgf/cm2) Travel Swing OVERLOAD RELIEF VALVE SET PRESSURE (kgf/cm2) Boom, Arm, Bucket SWING MOTOR DRAINAGE

ȥȸȑȒȍȒ

ȥȸȑȕȍȒ

ȥȸȑȘȍȒ

ȥȸȒȒȍȒ

ȥȸȒȕȍȒ

93±5 93±5 93±5 93±5 85±10 65±10 90±10 30±10

← ← ← ← ← ← 100±10 ←

← ← ← ← 90±10 ← ← ←

87±5 87±5 87±5 87±5 100±10 100±10 140±10 35±5

← ← ← ← ← ← 150±10 ←

2000 or more

←

←

2500 or more

←

40±10

←

←

←

←

195±10

←

210±10

←

←

(195±10) (100±10)

← (110±10)

(160±10) (90±10)

(210±10) (125±10)

← ←

(215±10)

←

←

(240±10)

←

0.5 or less

←

←

←

←

7

←

←

←

←

Remarks

(L/min)

at constant maximum speed with the motor relieved TRAVEL MOTOR DRAINAGE

(L/min)

at constant speed (Fast/Slow)

-

-

-

with the motor relieved

-

-

-

T4-5-5

0.064 or less/ 0.018 or less 1.68

← ←

Allowable Limit: 1.0 or less Allowable Limit: 15

OPERATIONAL PERFORMANCE TEST / Standard

Item EX30-2 CONTROL LEVER/PEDAL STROKE (mm) Boom Lever 87±5 Arm Lever 87±5 Bucket Lever 87±5 Swing Lever 87±5 Travel Lever 100±10 Blade Lever 100±10 Fuel Lever 120±10 Boom Swing Pedal 35±5 COMBINED BOOM RAISE/SWING FUNCTION 2500 or more CHECK (mm) PRIMARY PILOT PRESSURE SECONDARY 40±10 PILOT PRESSURE (kgf/cm2) MAIN RELIEF VALVE SET 210±10 PRESSURE (kgf/cm2) Travel (210±10) Swing (110±10) OVERLOAD RELIEF VALVE SET PRESSURE (kgf/cm2) Boom, Arm, Bucket (240±10) Travel Swing SWING MOTOR DRAINAGE

EX35-2

EX40-2

EX45-2

93±5 93±5 93±5 93±5 ← 100±10 130±10 ←

88±5 88±5 88±5 88±5 ← 85±10 150±10 ←

← ← ← ← ← ← ← ←

←

3000 or more

←

←

65±10

←

←

220±10

←

← ←

-

-

← -

← (250±20) (150±10)

← ← ←

0.5 or less

←

←

←

7

←

←

←

←

0.7 or less

←

←

-

-

Remarks

(L/min)

at constant maximum speed with the motor relieved TRAVEL MOTOR DRAINAGE (L/min) at constant speed (Fast/Slow) with the motor relieved

0.064 or less/ 0.018 or less 1.68

T4-5-6

Allowable Limit: 1.0 or less Allowable Limit: 15

SECTION 5

TROUBLESHOOTING ; CONTENTS; ; Group 1 Diagnosing Procedure

Group 4 Electrical System Inspection

Introduction ...............................................T5-1-1

Precautions for Inspection and

Diagnosing Procedure................................T5-1-2

Maintenance................................................ T5-4-1 Fuse Continuity Test...................................... T5-4-3

Group 2 Troubleshooting A

Battery Voltage Check................................... T5-4-4

Troubleshooting A Procedure ....................... T5-2-1

Voltage Check ............................................... T5-4-5

Engine system Troubleshooting ................... T5-2-2

Continuity Check ........................................... T5-4-6

Actuator Operating System Troubleshooting .......................................... T5-2-6 Front Attachment System Troubleshooting .......................................... T5-2-9 Swing System Troubleshooting .................. T5-2-13 Travel System Troubleshooting .................. T5-2-15 Blade System Troubleshooting ................... T5-2-18

Group 3 Troubleshooting B Troubleshooting B Procedure ....................... T5-3-1 Malfunction of Coolant Temperature Gauge.................................... T5-3-2 Malfunction of Fuel Gauge............................ T5-3-4 Malfunction of Alternator Indicator ................ T5-3-6 Malfunction of Engine Oil Pressure Indicator ...................................................... T5-3-7 Malfunction of Overheat Indicator................. T5-3-8 Malfunction of Fuel Level Indicator ............... T5-3-9 Malfunction of Air Filter Restriction Indicator .................................................... T5-3-10 Malfunction of Buzzer ..................................T5-3-11 Malfunction of Hour Meter .......................... T5-3-12

587T-5-1

(Blank)

587T-5-2

TROUBLESHOOTING / Diagnosing Procedure INTRODUCTION Troubleshooting charts shown in this section indicate the orderly procedures for inspecting and finding out the cause(s) of problems in the machine.

This section is comprised of three groups: Troubleshooting A (diagnosis of machine by symptom), Troubleshooting B (diagnosis of monitor) and Electric System Check.

• Troubleshooting A (diagnosis of machine by symptom) This procedure is used when operating the diagnosis by the symptom.

Example: Starter does not rotate.

• Troubleshooting B (diagnosis of monitor) This procedure is used when there are malfunction on components regarding monitor, such as gauges or indicators.

Example: Fuel gauge does not operate.

• Electric System Check This procedure is used when the information on precaution for electric system inspection or inspection method is needed.

Example: Fuse inspection.

T5-1-1

TROUBLESHOOTING / Diagnosing Procedure DIAGNOSING PROCEDURE Follow the five basic steps shown below for efficient troubleshooting.

1. Know the system Study the appropriate technical manuals. Know what the system is composed of and how it works, as well as the construction, functions and specifications of the system components.

2. Ask the operator Before inspecting, get the full story of malfunctions from a witness --- the operator. (a) How the machine has been used and properly operated? (b) When was the trouble noticed, and what work was the machine doing at that time? (c) What is the character of the trouble? Did the trouble slowly get worse, or did it appear suddenly for the first time? (d) Did the machine have any trouble previously?

If so, which parts were repaired or replaced before?

3. Inspect the machine Before starting troubleshooting, check the machine's daily maintenance points, as shown in the operator's manual.

Check the electrical system, including batteries.

Trouble 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.

ȴȑȐȗȍȐȗȍȐȑȍȐȐȑ

ȴȑȐȗȍȐȗȍȐȑȍȐȐȒ

Note that if the troubleshooting is performed without noticing that the fuse is blown, it may lead to the incorrect diagnosis results which causes significant loss of time. Make sure to check the fuse before performing the troubleshooting.

Fuse failure is often caused by a fine crack in the fuse, and such fine cracks are very hard to detect by visual inspection.

ȴȑȐȗȍȐȗȍȐȑȍȐȐȓ

T5-1-2

TROUBLESHOOTING / Diagnosing Procedure 4. Inspect the actual trouble on the machine Reproduce the trouble on the machine and make sure the actual phenomenon.

In case some trouble cannot be actually confirmed, obtain the details of the malfunction from the operator.

Also check for any incomplete connections of the wire harnesses.

5. Check by Each System CAUTION: Always stop the engine before disconnecting the harnesses or lines. If they are disconnected while the engine running, it may cause improper operation of the machine, or the pressurized oil may spout.

ȴȑȐȗȍȐȗȍȐȑȍȐȐȔ

Use "Troubleshooting A, B" in this chapter to confirm the operation condition for each equipment.

6. Trace causes Before reaching a conclusion, check the most suspectable causes again. Try to trace what the real cause of the trouble is.

Make a plan of appropriate repairing procedure, to avoid consequential malfunctions. ȴȑȐȗȍȐȗȍȐȑȍȐȐȖ

ȴȑȐȗȍȐȗȍȐȑȍȐȐȗ

T5-1-3

TROUBLESHOOTING / Diagnosing Procedure (Blank)

T5-1-4

TROUBLESHOOTING / Troubleshooting A TROUBLESHOOTING A PROCEDURE (DIAGNOSIS OF MACHINE BY SYMPTOM) This procedure is used when operating the diagnosis by the symptom.

• How to Read the Troubleshooting Flow Charts YES (OK) ѕ

(2)

After checking or measuring item (1), select either YES (OK) or NO (NOT OK) and proceed to item (2) or (3) next.

(1) (3) NO (NOT OK)

ѕ ѕʝ Key switch: ON

ѕ

As shown to the left, measuring methods or items to be referred to are indicated in the spaces under the box. Take care to measure or check correctly. Incorrect measuring or checking methods may result in making troubleshooting impossible, and may damage components.

The thick-line box indicates the causes. Scanning through thick-line boxes, possible causes can be focused.

NOTE: The connector drawings show the harness end connectors seen from the open end side.

Wire Harness Side

Open End Side

Harness End Connector

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T5-2-1

TROUBLESHOOTING / Troubleshooting A ENGINE SYSTEM TROUBLESHOOTING Starter does not rotate • Check the connection of wiring first.

YES

YES

With key switch positioned as shown in the table below, check if each terminal voltage on starter is normal.

0V

NO

Measure voltage at terminal B on starter.

Measure voltage at

Unit: V

12 V terminal C on starter.

Key Switch Starter Terminal

ON

START

B

12

12

C

0

12

S (50)

0

12

·Key switch: START

Check if battery voltage and electrolyte density are normal. ·Voltage: 12 volts or more ·Density: 1.28 or more

NO

(When key switch is turned to the START position, if voltage at terminal B is lower than 9 volts, battery may be faulty.)

Starter voltage check 1. Turn key switch to the ON or START position.

2. Contact minus (−) probe of a circuit tester to the machine (ground to unpainted area like bolt head) and plus (+) probe terminals to the starter terminal respectively, and check voltages.

(Measure with the harness connected.)

S C

T5-2-2

B

T523-07-02-001

TROUBLESHOOTING / Troubleshooting A

Faulty starter.

Faulty harness between battery and starter, or incorrect connection.

12 V

Faulty starter.

Faulty starter.

12 V

Broken harness between key switch terminal #3 and starter terminal S (50).

Voltage at terminal #3: 12 V

Measure voltage at terminal S (50) on 0 V starter. ¡Key switch: START

Key switch is turned to START position, and measure voltage at 0 V each terminal on starter relay 1. ¡Key switch: START Voltage at terminal #3: 12 V

Connector

1

4

3

Voltage at terminal #1: 12 V Voltage at terminal #2: 0 V

Faulty key switch or broken harness between key switch terminal C and starter relay 1 terminal #2.

Voltage at terminal #1, #2: 12 V Voltage at terminal #4: 0 V

Faulty starter relay 1.

Voltage at terminal #1, #2: 12 V Voltage at terminal #4: 12 V

Starter Relay 1 2

Broken harness between key switch terminal #1 and battery (EX40-2, EX45-2: Key switch terminal C) or faulty fusible link.

Voltage at terminal #1: 0 V

Faulty starter relay 2 or broken harness between starter relay 2 terminal #4 and starter relay 1 terminal #6.

Faulty battery.

Key Switch Voltage Check

C

1. Remove key switch from console panel.

2. Turn key switch ON. 3. Without disconnecting the connector from the key switch, check voltages at B and C terminals from back side of the key switch.

B V

Acc

R

Br R2

T505-07-03-001

T5-2-3

TROUBLESHOOTING / Troubleshooting A Starter rotates but engine does not start.

• The faulty engine and the faulty electrical circuit are suspected. This page describes the troubleshooting of electrical circuit (fuel pump, engine stop solenoid).

In case of faulty engine, refer to "Engine Shop Manual".

• Check the connection of wiring first.

YES

Engine Stop Solenoid

Disconnect fuel line that goes to engine at fuel pump. Check if fuel is delivered when key switch is turned ON.

T523-07-02-002

Pin

YES

NO

Check if fuel filter is restricted.

YES

NO

Disconnect fuel pump connector. Check if terminal #1 on harness end connector is 12V. ·Key switch: ON NO

T5-2-4

TROUBLESHOOTING / Troubleshooting A Connector Engine Stop Solenoid

Fuel Pump

1 3

1 2

YES

2

Disconnect engine stop solenoid connector. Check if there are continuity between terminal #1 on harness end connector and vehicle.

YES

Disconnect engine stop solenoid connector. Check if terminal #2 on harness end connector is 12V.

NO

Remove engine stop solenoid from engine.

Remove lead wire from starter motor.

Check if pin on solenoid top moves when key switch is turned to START.

YES

Faulty engine.

NO

Faulty engine stop solenoid.

Broken harness between engine stop solenoid and ground.

¡Key switch: ON Broken harness between engine stop solenoid and key switch.

NO

Starter Terminal C

Lead Wire

T523-07-02-001

Faulty fuel filter.

Check if there are continuity between terminal #1 on harness end connector of fuel pump and vehicle.

YES

Faulty fuel pump.

NO

Broken harness between fuel pump and ground.

YES

Broken harness between fuse box and fuel pump.

Check if fuse #2 on fuse box is 12V.

Faulty key switch, or broken harness between key switch and fuse box.

¡Key switch: ON NO

T5-2-5

TROUBLESHOOTING / Troubleshooting A ACTUATOR OPERATING TROUBLESHOOTING

SYSTEM

All machine functions are slow.

• As the main circuit consists of 2 systems (2 main relief valves are located), the possibility of failure in all main relief valve is small.

• As the mechanical acting spool systems are involved, the failure in pilot system cannot be suspected.

YES

Failure in main pump.

Check if engine speed is normal. ·Refer to "OPERATIONAL PERFORMANCE TEST".

Failure in engine.

NO

The actuator does not stop even if the control lever is returned to the neutral position.

YES

Stuck pilot valve spool.

NO

Stuck control valve spool.

Check if actuator stops when the pilot control shut-off lever is raised.

T5-2-6

TROUBLESHOOTING / Troubleshooting A Front and swing function does not operate.

• Type A NOTE: Refer to INTRODUCTION (IN-01) for the corresponding serial numbers.

YES

Failure in pilot valve.

Check if primary pilot pressure is normal. ·Refer to “OPERATIONAL PERFORMANCE TEST”.

YES

NO

Completion. (Failure in pilot relief valve)

Check if problem still occurs after pilot relief valve is disassemble and cleaned.

Failure in pilot pump.

NO

T5-2-7

TROUBLESHOOTING / Troubleshooting A • Type B YES

• Check the connection of wiring first.

YES

YES

Reconnect the disconnected connector.

Check if malfunction is corrected by connecting terminal #85 on pilot shut-off valve relay to vehicle.

NO

NO

NO

Check if terminal #30 on harness end connector of pilot shut-off valve relay is 12V.

Check if there are continuity between terminal #87 on harness end connector of pilot shut-off valve relay and vehicle.

NO

Check if there are continuity between terminal #87 on harness end connector of pilot shut-off valve relay and terminal #2 on harness end connector of pilot shut-off valve solenoid valve.

YES

NO

Connector Pilot Shut-Off Valve Relay

87

86 87a 30

Pilot Shut-Off Switch Pilot Shut-Off Solenoid Valve

2

YES

NO

·Key switch: ON

1

Check if terminal #86 on harness end connector of pilot shut-off valve relay is 12V. ·Key switch: ON

YES

·Key switch: ON ·Pilot control shut-off lever: UNLOCK

NO

YES

·Ground the connector to the vehicle using a clip without disconnecting.

Remove pilot shut-off valve relay connector. Check if malfunction is corrected by connecting terminal #87 and terminal #30 on harness end connector.

Check if malfunction is corrected by connecting terminal #1 on harness side connector of pilot shut-off switch (right) to vehicle.

1

85

T5-2-8

Faulty pilot shut-off switch (right).

Broken harness between pilot shut-off valve relay and pilot shut-off switch (right).

Faulty pilot shut-off valve relay.

Broken harness between harness end terminal #86 on pilot shut-off valve relay and fuse box.

Faulty pilot shut-off valve relay.

1

Broken harness between terminal #30 of pilot shut-off valve relay and fuse box.

Faulty pilot shut-off valve solenoid valve.

Broken harness between pilot shut-off valve relay and pilot shut-off valve solenoid valve.

TROUBLESHOOTING / Troubleshooting A FRONT ATTACHMENT TROUBLESHOOTING

SYSTEM

All front attachment function power is weak, or its seed is slow.

• As the main circuit consists of 2 systems (2 main relief valves are located), the possibility of failure in all main relief valve is small.

• If the swing is also slow, refer to T5-2-7 "Front and swing function does not operate".

Failure in main pump.

YES

YES

Check if pilot primary pressure is normal. ·Refer to "OPERATIONAL PERFORMANCE TEST".

Check if engine speed is normal.

NO

NO

Check if malfunction still occurs after pilot relief valve is, disassembled, cleaned and readjusted.

YES

·Refer to "OPERATIONAL PERFORMANCE TEST".

Completion. (Faulty pilot relief valve)

Failure in pilot pump or pilot filter is clogged.

Failure in engine.

NO

T5-2-9

TROUBLESHOOTING / Troubleshooting A Only cylinder(s) in one system does not move.

• The main circuit consists of 2 systems (2 main relief valves are located). If one of the main relief valve is faulty, it may lead to failure in the actuator operation of the corresponding system.

YES

Check if problem disappears after control YES valve spool corresponding to cylinder is disassembled and cleaned.

Check if relief presYES sure corresponding to cylinder is normal. ·Refer to "OPERATIONAL PERFORMANCE TEST".

Completion. (Stuck control valve spool)

Faulty seal of cylinder.

NO

NO

Faulty overload relief valve corresponding to cylinder.

Check if pilot secondary pressure corresponding to cylinder is normal. ·Refer to "OPERATIONAL PERFORMANCE TEST".

Faulty pilot valve corresponding to cylinder.

NO

T5-2-10

TROUBLESHOOTING / Troubleshooting A Front attachment cylinders leaking (drift) is large.

YES

Normal.

YES

Check if each front attachment cylinder drift is within standards.

NO

Check if oil leaks inside cylinder.

Check if phenomenon disappears when pilot NO control shut-off lever is raised.

NO

Faulty seal in cylinder.

Faulty boom anti-drift valve, scored control valve spool, damaged spring, or loosed spool end.

Faulty pilot valve.

YES

Boom cylinder inner leak check 1. With the bucket cylinder fully retracted and the arm cylinder slightly extended from the fully retracted position, lower the bucket tooth tip to the ground.

2. Disconnect the hydraulic hose at the rod side of boom cylinder, and drain the oil in the cylinder and hose. (Install a plug on disconnected hose end.)

3. Retract the rod of the arm cylinder to raise the bucket from the ground.

If the oil comes out from the hose disconnected line and the rod of the boom cylinder is retracted, the oil is leaking in the boom cylinder.

If the oil does not come out from the hose disconnected line and the rod of the boom cylinder is retracted, the oil is leaking in the control valve.

T5-2-11

T571-05-02-001

TROUBLESHOOTING / Troubleshooting A When the arm control lever is operated (boom raise, arm roll-out), front attachment drops briefly, then begins to move.

Internal leakage in cylinder.

YES

Check if load check valve in control valve is normal. ¡Visually check after disassembling.

Faulty load check valve.

NO

NOTE: 1. During the initial stage of operation, the oil pressure and the flow rate from the pump are low. If the load check valve is failed, the oil in the bottom side of the cylinder flows back into the circuit through the load check valve, causing the boom cylinder to temporarily retract because of the load on the boom cylinder.

2. If the oil is leaking from bottom side (A) to rod side (B) due to the failed piston or tube of the boom cylinder, the boom cylinder temporarily retracts as oil pressure and flow rate from the pump is low during the initial stage of operation. Then, the cylinder cannot support the load, reducing cylinder force and increasing the cylinder drift in this case.

T5-2-12

(B)

At failure in load check valve

(A)

T105-07-04-012

TROUBLESHOOTING / Troubleshooting A SWING SYSTEM TROUBLESHOOTING Upperstructure does not swing, its speed is slow, or weak power.

• In case the blade and boom swing cylinders, along with the swing function move slowly, have no power, or do not move at all, the main relief valve for pump PG may be faulty.

Check if problem disappears after YES control valve spool is disassembled and cleaned.

Check if swing

YES motor relief pres-

·Refer to "OPERATIONAL PERFORMANCE TEST".

Check if swing pilot secondary pressure is normal. ·Refer to "OPERATIONAL PERFORMANCE TEST".

YES Faulty swing parking

brake.

Check if oil pressure at port PG and SH in is 40 NO swing motor 2 kgf/cm . ·Engine Running ·Bucket lever full stroke

sure is normal.

Completion. (Faulty control valve spool)

YES

NO

Failure in swing motor.

Faulty swing motor relief valve.

NO

Faulty pilot valve.

NO

2

NOTE: 1 kgf/cm =0.09807 MPa 2 1 kgf/cm =14.22 psi

T5-2-13

TROUBLESHOOTING / Troubleshooting A Swing drifts excessively when swing lever is returned to neutral • When swing drifts unevenly and excessively, swing relief valve may have trouble. When swing drifts evenly and excessively, spool in control valve may have trouble.

YES

Normal

YES

Check if swing drifts within specified range.

Completion.(Sticking of spool in control valve)

Check if problem disappears after YES control valve spool is disassembled and cleaned.

Failure in swing device.

NO

Check if swing relief pressure is NO normal. ¡Refer to "OPERATIONAL PERFORMANCE TEST".

Failure in swing relief valve.

(Adjust or replace)

NO

T5-2-14

TROUBLESHOOTING / Troubleshooting A TRAVEL SYSTEM TROUBLESHOOTING Machine does not moves, move slowly, or weak power.

• Both right and left travel motors seldom become faulty at the same time.

• The troubleshooting here is for the vehicle that both right and left travel motors become faulty. If only one side is faulty, then refer to "The excavator mistracks".

• If travel speed does not become fast, then refer to "Travel speed does not change to the fast speed".

During a combined operation of travel and front function, the machine mistracks • When operating the front function during travel, the flow combiner valve switches to the other side, so that hydraulic oil from the main pump P2 is delivered to the other spool. Therefore, if the flow combiner valve is stuck at its closed position, or if the check valve on the travel right parallel circuit is stuck at its closed position, the machine can mistrack only when the combined operation is operated.

T5-2-15

TROUBLESHOOTING / Troubleshooting A Travel speed does not change to the fast speed.

(EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2) • Check the connection of wiring first.

2

NOTE: 1 kgf/cm =0.09807 MPa 2 1 kgf/cm =14.22 psi YES

YES

Check if travel speed change pressure is 2 40 kgf/cm .

Disconnect plug (yellowish green) from travel speed changeover switch.

Check if harness end plug is 12 V. ·Key switch: ON ·Travel speed changeover switch: Fast speed position

Faulty travel motor displacement mechanism.

Faulty travel speed changeover solenoid valve.

NO

YES

NO

Check if problem disappears when travel speed change relay is switched work light relay. ·Check that the work light works before switching the relays.

NO

Faulty travel speed changeover relay.

Disconnect travel mode switch at plug connectors on both sides.

Check if symptom is remedied when the disconnected harness end plug connectors are directly connected.

YES

NO

Faulty travel speed changeover switch.

Broken harness between travel speed changeover switch and travel speed changeover solenoid valve.

Travel speed does not change to the slow speed • Check the connection of wiring first.

YES

YES

Check if problem disappears when travel speed change relay is switched work light relay. ·Check that the work light works before switching the relays.

Check if problem disappears after disconnecting travel speed changeover solenoid valve connector.

Faulty travel speed changeover relay.

YES

NO

Check if problem disappears after disconnecting the travel speed changeover switch plug (yellowish green).

NO

Faulty travel speed changeover switch.

Short circuited harness between travel speed changeover relay and travel speed changeover switch.

Faulty travel speed changeover solenoid valve (stuck).

NO

T5-2-16

TROUBLESHOOTING / Troubleshooting A The excavator mistracks.

YES

YES

Check if problem is YES reversed when the travel hoses under the center joint are switched.

Check if cycle time of all hydraulic cylinder is normal. 路Refer to "OPERATIONAL PERFORMANCE TEST".

Check if control valve spool moves to its stroke end.

NO

Faulty center joint.

1

Failure in main pump.

NO

路If the bucket moves slowly, main pump 2 is faulty. 路If the arm moves slowly, main pump 1 is faulty.

Stuck of control valve spool, or incorrect track link adjustment.

NO

YES

1

Check if the set pressure of relief valve on slower travel motor side is correct. 路Refer to "OPERATIONAL PERFORMANCE TEST".

NO

Failure in travel motor, or faulty travel motor displacement angle control system.

Failure travel relief valve.

Right Travel Forward Left Travel Reverse

Left Travel Forward

Right Travel Reverse

T563-05-03-002

T5-2-17

TROUBLESHOOTING / Troubleshooting A BLADE SYSTEM TROUBLESHOOTING Blade does not move, or its speed is slow.

Stuck of control valve spool, or incorrect linkage.

YES

Check if control valve spool moves to stroke end.

NO

Remove blade cylinder, and fully retract the blade cylinder.

Connect only the line to the rod side. Check for oil leaks from bottom side port of cylinder when blade is raised.

YES

Oil leaks in cylinder.

Faulty center joint.

NO

T5-2-18

TROUBLESHOOTING / Troubleshooting B TROUBLESHOOTING B PROCEDURE (DIAGNOSIS OF MONITOR) This procedure is used when there are malfunction on components regarding monitor, such as gauge or indicators.

• How to Read the Troubleshooting Flow Charts YES (OK) ѕ

(2)

After checking or measuring item (1), select either YES (OK) or NO (NOT OK) and proceed to item (2) or (3) next.

(1) (3) NO (NOT OK)

ѕ

·Key switch: ON

As shown to the left, measuring methods or items to be referred to are indicated in the spaces under the box. Take care to measure or check correctly. Incorrect measuring or checking methods may result in making troubleshooting impossible, and may damage components.

The thick-line box indicates the causes. Scanning through thick-line boxes, possible causes can be focused.

ѕ

NOTE: The connector drawings show the harness end connectors, seen from the open end side.

Wire Harness Side

Open End Side

Harness End Connector

T158-05-03-001

T5-3-1

TROUBLESHOOTING / Troubleshooting B MALFUNCTION OF COOLANT TEMPERATURE GAUGE • Check the connection of wire first.

YES

Disconnect coolant temperature sensor, and connect harness end terminal to the vehicle ground. Does pointer swings to the right side?

Gauge pointer does not move at all.

·Key switch: ON NO

With coolant temperature sensor disconnected, remove 12P connector from monitor panel. Is there continuity between terminal #3 and sensor side harness end terminal?

YES

Gauge pointer swings over scale.

When coolant temperature sensor is disconnected, does pointer swing back to zero?

YES

·Key switch: ON NO

With coolant temperature sensor disconnected, disconnect 12P connector from monitor panel. Is there continuity between monitor panel side harness end terminal #3 and vehicle?

NO YES

Gauge pointer swings unstably.

Disconnect coolant temperature sensor, and connect harness end terminal to vehicle. Does pointer swings to the right side, and stays stably? ·Key switch: ON NO

T5-3-2

TROUBLESHOOTING / Troubleshooting B

Coolant Temperature Gauge 135 °C

103 °C

50 °C

Faulty coolant temperature sensor.

YES

Faulty coolant temperature gauge. ȭȕȕȔȍȐȑȍȐȑȓ

NO

Broken harness between monitor panel and coolant temperature sensor.

Resistance of Coolant Temperature Sensor

Coolant Temperature °C (°F)

Faulty coolant temperature sensor.

Resistance (Ω) +4.9

80 (176 °F)

51.9 -4.4

100 (212 °F)

27.4 -1.2

+1.9

(120) (248 °F)

(16.1±1.2)

Short-circuited harness between monitor panel and coolant temperature sensor.

Connector Monitor Panel

Faulty coolant temperature gauge.

Faulty coolant temperature sensor.

Faulty coolant temperature gauge.

T5-3-3

5

4

12

11

10

9

3

2

1

8

7

6

TROUBLESHOOTING / Troubleshooting B MULFUNCTION OF FUEL GAUGE • Check the connection of wire first.

YES

Gauge pointer does not swing.

Disconnect fuel sensor, and connect terminals #1 to #2 on harness end connector. Does pointer swings to the right side? ·Key switch: ON ·Use a clip to connect terminals.

NO

With fuel sensor unit disconnected, disconnect 12P connector from monitor panel. Is there continuity between terminal #4 on monitor panel side harness end connector and terminal #2 on sensor side harness end connector?

YES

Gauge pointer swing over scale.

When fuel sensor connector is disconnected, does pointer swing back to zero point?

YES

·Key switch: ON NO

With fuel sensor disconnected, remove 12P connector from monitor panel.

Is there continuity between terminal #4 on monitor panel side harness end connector and vehicle?

NO

YES

Gauge pointer swings unstably.

Disconnect fuel sensor, and connect terminals between #1 and #2 on harness end connector. Does pointer swings to the right side, and stays stably? ·Key switch: ON ·Use a clip to connect terminals.

NO

T5-3-4

TROUBLESHOOTING / Troubleshooting B Fuel Gauge FULL

1/2

EMPTY

Faulty fuel sensor.

YES

Faulty fuel gauge.

M190-01-012

NO

Resistance of Fuel Sensor

Disconnected harness between monitor panel and fuel sensor.

Float Position

Resistance (Ω) 10 +0 -4

FULL 1/2

Faulty fuel sensor.

38±5 +10 90 -0

EMPTY Short-circuited harness between fuel gauge and fuel sensor.

Connector Fuel Sensor 3

2

1

Monitor Panel

Faulty fuel gauge.

Faulty fuel sensor.

Faulty fuel gauge.

T5-3-5

5

4

12

11

10

9

3

2

1

8

7

6

TROUBLESHOOTING / Troubleshooting B MALFUNCTION OF ALTERNATOR INDICATOR • Check the connection of wiring first.

NO

NO

Disconnect terminal L on alternator, and check if the voltage on harness end terminal is 12 V.

When key switch is turned ON, alternator indicator does not light. ·Engine: Stop

Is there continuity between harness end terminal on alternator and monitor panel side harness end connector terminal #5?

YES

YES

·Key switch: ON ·Engine: Stop NO

Connector Monitor Panel

5

4 11

10

Or broken harness in monitor.

Faulty alternator (regulator).

Faulty alternator (regulator).

When alternator is disconnected, does indicator go out?

Even if engine rotates, indicator does not go out.

12

Burnt indicator bulb.

YES

·Key switch: ON ·Engine: Stop

Broken harness between alternator and monitor.

9

3

2

1

8

7

6

T5-3-6

Short-circuited harness between alternator and indicator.

TROUBLESHOOTING / Troubleshooting B MALFUNCTION OF PRESSURE INDICATOR

ENGINE

OIL

NOTE: The indicator comes on when engine oil 2 pressure is below 0.5±0.1 kgf/cm .

NOTE: 1 kgf/cm2=98.07 kPa • Check the connection of wiring first.

YES

When oil pressure switch is disconnected, and harness end terminal is connected to vehicle, does indicator comes on?

When key switch is turned ON, indicator does not light. ·Engine: Stop ·The pressure might not be released for 1 to 2 minutes just after the engine stops.

This is normal.

·Key switch: ON

Reconnect the removed terminal.

When terminal #6 on monitor panel is NO connected to vehicle, does indicator comes on? ·Key switch: ON ·Ground the connector to the vehicle using a clip without disconnecting.

YES

·Check if oil filter is clogged or not.

·Key switch: ON ·Engine: Stop NO

Connector Monitor Panel

4

12

11

10

NO

Burnt indicator bulb.

Or broken harness in monitor.

Broken harness between engine oil pressure switch YES and indicator.

Faulty engine oil pressure switch.

When oil pressure switch is disconnected, does indicator go out?

After engine is started, indicator does not go out.

5

Faulty engine oil pressure switch.

9

3

2

1

8

7

6

T5-3-7

Short-circuited harness between engine oil pressure switch and indicator.

TROUBLESHOOTING / Troubleshooting B MALFUNCTION OF OVERHEAT INDICATOR NOTE: The indicator comes on when coolant temperature is above 110±3 °C (230±37 °F).

• Check the connection of wiring first.

Faulty overheat switch.

YES

When overheat switch is disconnected, and harness end terminal is connected to vehicle, does indicator comes on? ·Key switch: ON

When key switch is turned ON, indicator does not light. ·Engine: Stop

YES

NO

Reconnect the disconnected terminal.

When terminal #7 on monitor panel is connected to vehicle, does indicator comes ·Key switch: ON ·Ground the connector to the vehicle using a clip without disconnecting.

Indicator stays ON.

When overheat switch is disconnected, does indicator go out?

·Key switch: ON

·Key switch: ON

Faulty overheat switch.

NO

Short-circuited harness between overheat switch and indicator.

Monitor Panel

5

4 11

10

9

3

2

1

8

7

6

Burnt indicator bulb blown.

YES

Connector

12

NO

Broken harness between overheat switch and indicator.

T5-3-8

TROUBLESHOOTING / Troubleshooting B MALFUNCTION INDICATOR

OF

FUEL

LEVEL

NOTE: The indicator comes on when remaining fuel in the tank is below 1.8 L (EX12-2 to 18-2), 6.3 L (EX22-2 to 45-2).

• Check the connection of wiring first.

YES

When fuel sensor is disconnected, and terminal #3 on harness end connector is connected to vehicle, does indicator comes on?

When key switch is turned ON, indicator does not light. ·Engine: Stop

·Key switch: ON NO

Faulty fuel sensor.

Reconnect the disconnected terminal.

When terminal #8 on monitor panel is connected to vehicle, does indicator comes on? ·Key switch: ON ·Ground the connector to the vehicle using a clip without disconnecting.

YES

Burnt indicator bulb.

NO

YES

Even if sufficient fuel is in fuel tank, indicator lights.

When fuel sensor is disconnected, does indicator go out?

·Key switch: ON

·Key switch: ON

NO

Faulty fuel sensor.

With fuel level sensor connector disconnect, disconnect 12P connector from monitor panel.

Is there continuity between terminal #8 on harness end connector and vehicle? ·Key switch: ON

Connector Monitor Panel

5

4

12

11

10

9

3

2

1

8

7

6

Faulty diode, or broken harness between fuel sensor and indicator.

T5-3-9

YES

NO

Short-circuited harness between fuel sensor and indicator.

Check if fuel tank is deformed due to clogged fuel tank cap breather.

TROUBLESHOOTING / Troubleshooting B MALFUNCTION OF AIR RESTRICTION INDICATOR

FILTER

(EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2) NOTE: The air filter restriction indicator is not provided on EX12-2, EX15-2 and EX18-2.

• Check the connection of wiring first.

Faulty air filter restriction switch.

YES

After air filter restriction switch is once disconnected, when the switch is reconnected, does indicator comes on?

When key switch is turned ON, indicator does not light. ·Engine: Stop

YES

·Key switch: ON NO

Reconnect the switch.

When terminal #9 on monitor panel is connected to vehicle, does indicator comes on? ·Key switch: ON ·Ground the connector to the vehicle using a clip without disconnecting.

YES

·Key switch: ON ·Check that air filter is dry.

·Key switch: ON NO

Connector Monitor Panel

5

4 11

10

Burnt indicator bulb.

NO

Faulty air filter restriction switch.

When air filter restriction switch is disconnected, does indicator go out?

Indicator stays ON.

12

Broken harness between air filter restriction switch and indicator .

9

3

2

1

8

7

6

T5-3-10

Short-circuited harness between air filter restriction switch and indicator.

TROUBLESHOOTING / Troubleshooting B MALFUNCTION OF BUZZER • Check the connection of wiring first.

Failure in engine oil lubrication system or failure in engine oil pressure indicator system.

YES

After engine is started, buzzer continues to sound.

Does engine oil pressure indicator stay ON?

YES

·Engine: Running NO

Does overheat indicator stay ON? ·Key switch: ON NO

·Engine: Running

When negative terminal on buzzer is connected to vehicle, does buzzer sound? ·Engine: Running ·Ground the connector to the vehicle using a clip without disconnecting.

NO

Short-circuited harness between buzzer and diode unit, or faulty buzzer.

Harness between buzzer and diode unit is opened, or failure in diode unit.

YES

Even if engine oil pressure indicator or overheat indicator comes ON, buzzer does not sound.

Faulty timer unit or engine is overheated, or failure in overheat indicator system.

YES

Faulty buzzer.

NO

Broken power supply harness to positive terminal on buzzer.

Disconnect buzzer check if the voltage at positive terminal on harness end connector is 12 V. ·Engine: Running

T5-3-11

TROUBLESHOOTING / Troubleshooting B MALFUNCTION OF HOUR METER • Check the connection of wiring first.

YES

While engine is running, hour meter does not operate.

Faulty alternator, or failure in alternator indicator system.

(Refer to T5-3-6)

Does alternator indicator stay ON? ·Engine: Running Faulty hour meter.

NO

T5-3-12

TROUBLESHOOTING / Electrical System Inspection Precautions Maintenance

For

Inspection

And

1. Disconnect The Power Source.

Be Sure To Remove The Negative Terminals From The Batteries First When Taking Wire Harnesses And Connectors Off For Repair Or Replacement Work.

Failure To Do So Can Result In Damage To The Wire Harnesses, Fuses, And Fusible Links And, In Some Cases, Cause Fire Due To Short Circuiting.

2. Color Coding Of Wire Harnesses.

The Color Codes Of The Wire Harnesses In The Electrical System Are Shown Below.

In Cases On The Design Sheet Where Two Colors Are Indicated For One Wire, The Left Initial Stands For The Base Color, While The Right Initial Stands For The Marking Color.

Note:

Code R L Or Y Br Gr

Color Red Blue Orange Yellow Brown Gray

Code W G Lg B P V

Color White Green Light Green Black Pink Violet

1) Code Bw Indicates A Black Base Wire With White Fine-Line Marking.

2) Initials "O" And "Or" Both Stand For The Color Orange.

3) Wires With Longitudinal Stripes Printed On Them Are Not Color Coded. Be Sure Not To Confuse Them With Color Coded Wires

3. Precautions For Connecting And Disconnecting Terminal Connectors.

(1) When Disconnecting Harnesses, Grasp Them

By Their Connectors. Do Not Pull On The Wire Itself.

Be Sure To Release The Lock First Before Attempting To Separate Connectors, If A Lock Is Provided.

(2) Water-Resistant Connectors Keep Water Out So That If Water Enters Them, Water Will Not Easily Drain From Them. When Checking Water Resistant Connectors, Take Extra Care Not To Allow Water To Enter The Connectors.

In Case Water Should Enter The Connectors, Reconnect Only After The Connectors Are Thoroughly Dried.

(3) Before Connecting Terminal Connectors, Check That No Terminals Are Bent Or Coming Off. In Addition, As, Most Connectors Are Made Of Brass, Check That No Terminals Are Rusting.

(4) When Connecting Terminal Connectors Provided With A Lock, Be Sure To Insert Them Together Until The Lock "Clicks."

T5-4-1

Right

Wrong

ȴȑȐȗȍȐȗȍȐȖȍȐȐȑ

Right Rust Wrong (Deformation) Wrong (Coming off, Separation) ȴȑȐȗȍȐȗȍȐȖȍȐȐȒ

TROUBLESHOOTING / Electrical System Inspection 4. Precaution For Using A Circuit Tester.

(1) Before Using A Circuit Tester, Refer To The Instructions In The Circuit Tester Manual.

Then, Set The Circuit Tester To Meet The Object To Be Measured, Voltage Range And Current Polarity.

(2) Before Starting The Connector Test, Always Check The Connector Terminal Numbers, Referring To The Circuit Diagram.

When The Connector Size Is Very Small, And The Standard Probe Size Is Too Large To Be Used For Testing, Wind A Fine Piece Of Sharpened Wire Or A Pin Around The Probe To Make The Test Easier.

T5-4-2

Wind a piece of wire

Tester Probe

Sharpen the end of the wire ȴȑȐȗȍȐȗȍȐȖȍȐȐȓ

TROUBLESHOOTING / Electrical System Inspection Fuse Continuity Test Fuse failure is often caused by a fine crack in the fuse, and such fine cracks are very hard to detect by visual inspection.

Checking fuse continuity with a tester is far superior to sight inspection.

1. Turn the key switch ON When key switch is turned ON, the power is supplied to all circuit from key switch R2 and Acc terminal (Refer to circuit diagram).

2. Remove the fuse box cover and set the correct voltage measurement range of the tester.

(Measurement range: 0 to 14.5 V) 3. Connect the negative probe to the vehicle ground, and touch the outside terminal of each fuse with the positive probe of the tester.

When normal continuity of a fuse is intact, the tester will indicate 12 volts.

1 2 3 4 5

M585-07-043

EX12-2, EX15-2, EX18-2 Number

Capacity

Connected To

1

10a

Auxiliary Pawer Source

2

10a

Monitor Panel, Fuel Pump, Hour Meter ⋅ Buzzer Relay

3

10a

Horn Relay, Timer Unit, Pilot Shut-Off Relay

4

15a

Monitor Panel (Switch Panel), Work Light Relay

5

15A

Heater, Window Washer, Wiper

EX22-2, EX25-2, EX30-2, EX35-2, EX40-2, EX45-2 Number

Capacity

1

15A

Connected to Monitor Panel (Switch Panel), Horn Relay, Heater

2

15A

Monitor Panel, Hour Meter Relay, Fuel Pump

3

15A

Travel Speed Changeover Relay, Auxiliary Power Source, Auto-Idle (Option), ∗

Pilot Shut-Off Relay

4

20A

Air Conditioner

5

20A

Heater, Window Washer, Wiper

NOTE: ∗ mark is provided only Type B. Refer to INTORODUCTION (IN-01) regarding the corresponding serial numbers.

T5-4-3

TROUBLESHOOTING / Electrical System Inspection BATTERY VOLTAGE CHECK 1. Turn key switch OFF 2. Measure between battery plus terminal and the ground (vehicle) using a voltmeter.

Correct Voltage Reading: 12 V NOTE: If voltage is abnormal, re-charge or replace the battery.

3. Start the engine.

4. Measure the battery voltage again.

Correct Voltage Reading: Approximately 14.5 V

V

NOTE: If voltage is abnormal, check the charging system.

T505-07-01-002

T5-4-4

TROUBLESHOOTING / Electrical System Inspection VOLTAGE CHECK Turn switches ON so that the specified voltage is supplied to the check point. Measure voltage.

Diagnose the circuit by checking it specified voltage is supplied or not.

12 volt circuit (example: the horn circuit) Check the circuit in either the upstream (from the power source) or downstream (from the accessory) order to locate the failed section in the circuit.

Set the following check conditions: • Key switch position: ON (When checking points (4) to (8) • Horn switch position: ON (When checking points (9) or (10) • Tester black terminal (negative): Connected to the vehicle (ground) • Tester red terminal (positive): Connected to the checking point • Power source: Batteries (12 volts)

Evaluation Measured voltage must equal 12 V (battery voltage).

If the measured voltage is less than the battery voltage by 0.5 V or more, some incorrect contacts may exist at connectors.

B Fusible Link

1

BR ACC R2

C

OFF ON START

2 4

3

5 6

8

7

9 10

An example of the checking order (horn circuit) 1

2

3

4

5

6

T5-4-5

7

8

9

10

R1

TROUBLESHOOTING / Electrical System Inspection CONTINUITY CHECK Single-line continuity check Disconnect both end connectors of the harness and check continuity between ends: If the ohm-meter reading is: 0 Ω = Continuity ∞ Ω = Discontinuity NOTE: When the one end connector is far apart from the other, connect one end of connector (A) or the vehicle frame using a clip. Then, check continuity of the harness through the vehicle frame as illustrated.

If the ohm-meter reading is:

0 Ω = Continuity ∞ Ω = Discontinuity

Ɂ

̓ Connect to the vehicle frame.

A

Connect to the vehicle frame.

̓

Ɂ

a

A

Single-line short-circuit check Disconnect both end connectors of the harness and check continuity between one end connector of the harness and the vehicle frame: If the ohm-meter reading is: 0 Ω = Short circuit is present. ∞ Ω = No short circuit is present.

Multi-line continuity check Disconnect both end connectors of the harness, and connect two terminals (A) and (B), using a jumper wire at one end of the connector, as illustrated. Then, check continuity between terminals (a) and (b) at the other connector. If the ohm-meter reading is ҁ̓, either line (A)-(a), or (B)-(b) is in discontinuity. To find out which line is discontinued, conduct the single line continuity check on both lines individually, or after changing the connected terminals from (A)-(B) to (A)(C). Check continuity once more between terminals (a) and (c).

Harness

A

ѱ ̓

Short circuit between the harness and the vehicle frame.

ȴȑȐȗȍȐȗȍȐȕȍȐȐȓ

ȀFirst Connected

Ɂ ɂ Ƀ

ȡ Ȣ ȣ Second Connected

NOTE: By Conducting the multi-line continuity check twice, it is possible to find out which line is discontinued. With terminals (A) and (C) short-circuited, check continuity between terminals (a) and (c).

̓

ȴȑȐȗȍȐȗȍȐȕȍȐȐȔ

Short circuit between harnesses.

A B C

ѱ

If the ohm-meter reading is: 0 Ω = Line (B)-(b) has discontinuity. ∞ Ω = Line (A)-(a) has discontinuity.

Multi-lines short circuit check Disconnect both end connectors of the harness, and check continuity between terminals (A) and (B) or (C).

If the ohm-meter reading is: 0 Ω = Short circuit exists between the lines. ∞ Ω = No Short circuit exists between the lines.

T5-4-6

Ɂ ɂ Ƀ

̓

ȴȑȐȗȍȐȗȍȐȕȍȐȐȕ

TROUBLESHOOTING / Electrical System Inspection 5V System Circuit • Voltage between Terminal No. 1 and the vehicle Turn OFF the key switch, and disconnect the connector. Measure the voltage between terminal No. 1 (5 V power supply) on the machine harness end connector and the vehicle (ground) under the following conditions.

Power Source

Signal or Ground ȑ

Two-Polarities

Key Switch: ON Black (Negative) Terminal of Tester: Vehicle (Ground) Red (Positive) Terminal of Tester: Terminal No. 1

Ȓ

V

ȴȑȐȗȍȐȗȍȐȕȍȐȐȖ Power Source Signal Ground

Standard Voltage: If 5±0.5 V, the circuit is normal up to terminal No. 1.

ȑ

Three-Polarities

Ȓ

ȓ

V

• Voltage between Terminal No.1 and Ground Terminal Turn OFF the key switch, and disconnect the sensor connector. Measure the voltage between terminal No. 1 (5 V power supply) on the machine harness end connector and the ground terminal (terminal No. 2 for two-polarities or terminal No. 3 for three-polarities connector) under the following conditions.

ȴȑȐȗȍȐȗȍȐȕȍȐȐȗ

ȑ

Two-Polarities

Ȓ

V

Key Switch: ON Black (Negative) Terminal of Tester: Connected to the ground Terminal (Terminal No. 2 or No. 3) Red (Positive) Terminal of Tester: Connect to Terminal No. 1 Standard Voltage: If 5±0.5 V, the circuit is normal up to terminal No. 1 or ground terminal (terminal No. 2 or No. 3).

ȴȑȐȗȍȐȗȍȐȕȍȐȐȘ

Three-Polarities

ȑ

Ȓ

ȓ

V

ȴȑȐȗȍȐȗȍȐȕȍȐȐș

T5-4-7

TROUBLESHOOTING / Electrical System Inspection (Blank)

T5-4-8

ATTACHED DIAGRAM LIST (The following diagrams are attached to this manual.)

1. EX12-2 EX15-2 EX18-2 ELECTRICAL CIRCUIT (Type A) EX12-2 EX15-2 EX18-2 ELECTRICAL CIRCUIT (Type B) 2. EX22-2 EX25-2 EX30-2 EX35-2 EX40-2 EX45-2 ELECTRICAL CIRCUIT (Type A) EX22-2 EX25-2 EX30-2 EX35-2 EX40-2 EX45-2 ELECTRICAL CIRCUIT (Type B)

Attach to Technical Manual, Vol. No.: T587E-01

EX12-2 EX15-2 EX18-2 ELECTRICAL CIRCUIT (Type A)

Abbreviations of serial numbers: EX12-2 (Serial Number: 02001 to 02812) EX15-2 (Serial Number: 01501 to 02175) EX18-2 (Serial Number: 00101 to 00532) CONNECTOR TERMINAL LAYOUT (Drawing are shown in face view of the connector)

Connector

Key Switch

Key Switch

Panel Gauge

Switch Panel

Fuse Box

Cab, Radio (Option)

Hour Meter Harness

Float

Starter Relay 2

Starter Relay 1

Timer Unit

Grow Timer

Buzzer

Engine Stop Solenoid

Alternator

Fuel Pump

Panel Gauge Fuse Box

Key Switch Preheat

Illumination

Coolant Temp.

Gauge

Fuel Gauge

Alternator

Eng. Oil Press.

Start

Low Fuel

Spare

Diode

Auxiliary Power Source

Grow Signal

Relay A (Horn)

Work Light Switch Wiper Switch

Horn

Work Light

Relay B (Work Light)

Heater

Room Light

Relay C (Hour Meter, Buzzer)

Speaker Window Washer

Wiper Motor

Relay

Relay C (Hour Meter, Buzzer) Radio Light Backup Power Fusible Link

Horn Switch

Hour Meter Battery

Fuel Level Sensor

Hydraulic Symbol

Engine Oil Pressure Switch

Engine Stop Solenoid Alternator (12v - 40 A) Adjusting Voltage: 14.2 - 14.8 V

Coolant Temperature Sensor

Starter Motor (12v - 1.4 kW)

Fuel Pump Grow Plug

Starter Relay 2

Grow Timer

Relay B (Work Light)

Relay A (Horn)

Timer Unit Starter Relay 1 Buzzer

Diode

Body Ground

Plug Connector

Harness Ground

Flat Terminal

Connector

Waterproof Plug Connector

Screw Terminal

Flat Terminal (With Lock)

Attach to Technical Manual, Vol. No.: T587E-01 (Serial Number: 02813 and up) EX12-2 EX15-2 EX18-2 ELECTRICAL CIRCUIT (Type B) Abbreviations of serial numbers: EX12-2 EX15-2 (Serial Number: 02176 and up) EX18-2 (Serial Number: 00533 and up) CONNECTOR TERMINAL LAYOUT (Drawing are shown in face view of the connector)

Diode

Key Switch

Key Switch

Panel Gauge

Fuse Box

Switch Panel

Cab, Radio (Option)

Hour Meter Harness

Float

Connector

Pilot Shut-Off Switch (R)

Starter Relay 2

Starter Relay 1

Pilot Shut-Off Switch (L)

Timer Unit

Solenoid Valve (Pilot Shut-Off)

Grow Timer

Buzzer

Engine Stop Solenoid

Fuel Pump

Alternator

Panel Gauge Fuse Box

Key Switch

Relay A (Horn)

Auxiliary Power Source

Relay B (Work Light)

Coolant Temp.

Gauge

Fuel Gauge

Alternator

Eng. Oil Press.

Low Fuel

Spare

Start

Grow Signal

Preheat

Illumination

Work Light Switch

Wiper Switch

Horn

Work Light

Heater

Room Light Relay C (Hour Meter, Buzzer)

Speaker Window Washer

Relay D (Pilot Shut-Off)

Wiper Motor

Relay

Relay C (Hour Meter, Buzzer) Radio Light Backup Power Fusible Link

Horn Switch

Hour Meter Battery

Fuel Level Sensor

Hydraulic Symbol

Engine Oil Pressure Switch

Body Ground

Plug Connector

Harness Ground

Flat Terminal

Connector

Coolant Temperature Sensor

Starter Motor (12v - 1.4 kW)

Fuel Pump Grow Plug

Alternator (12v - 40 A) Adjusting Voltage: 14.2 - 14.8 V

Engine Stop Solenoid

Grow Timer

Starter Relay 2 Timer Unit Starter Relay 1

Buzzer

Relay B (Work Light)

Relay A (Horn)

Screw Terminal

Relay D (Pilot Shut-Off)

Solenoid Valve (Pilot Shut-Off)

Diode

Pilot Shut-Off Switch (R)

Pilot Shut-Off Switch (L)

Waterproof Plug Connector Flat Terminal (With Lock)

Attach to Technical Manual, Vol. No.: T587E-01 Abbreviations of serial numbers: EX22-2 (Serial Number: 02001 to 02653) EX30-2 (Serial Number: 03501 to 05699) EX40-2 (Serial Number: 003501 to 004842) EX25-2 (Serial Number: 01501 to 02204) EX35-2 (Serial Number: 02001 to 03404) EX45-2 (Serial Number: 001001 to 001593)

EX22-2 EX25-2 EX30-2 EX35-2 EX40-2 EX45-2 ELECTRICAL CIRCUIT (Type A) CONNECTOR TERMINAL LAYOUT (Drawing are shown in face view of the connector) Electrical Equipment Box Harness

Electrical Equipment Box Harness

Starter Relay 2

Grow Timer

Timer Unit

Starter Relay 1

Buzzer

Relay A (Hour Meter)

Relay B (Travel Speed)

Relay C (Work Light)

Relay D (Horn)

Fuse Box

Connector

Key Switch

Battery Terminal

Key Switch

Hour Meter Harness

Cab, Radio (Option)

Electrical Equipment Box (Main Harness Side)

Electrical Equipment Box (Main Harness Side)

Fuse Box (Main Harness Side)

Float

Panel Gauge

Switch Panel

Alternator

Engine Stop Solenoid

Fuel Pump

Air Conditioner (Option)

Engine Oil Press.

Alternator

Low Fuel

Start

Air Cleaner

Diode C

Grow Signal

Diode A

Diode Unit Diode B

Travel Speed

Preheat

Coolant Temp.

Key Switch

Coolant Temperature Gauge

Fuel Gauge

Panel Gauge

Work Light Switch

Fuse Box Cab (Option)

Auxiliary Power Source

Wiper Switch

Heater

Diode A

Auto-Idle Switch (Option)

Diode B Room Light

Air-Con

Speaker Window Washer

Fusible Link Wiper Motor

Battery Relay

Radio

Starter Motor 12v - 1.4 Kw

Radio Light Power Backup

Alternator 12v - 40a (Adjusting Voltage: 14.2 -14.8 V)

Horn Switch

Hour Meter

Engine Stop Solenoid Fuel Level Sensor Fuel Pump

Diode C

Coolant Temperature Sensor Engine Oil Pressure Switch Overheat Switch Air Cleaner Restriction Switch Glow Plug (Ex30-2 To Ex45-2)

Hydraulic Symbol

Glow Plug (Ex22-2 And Ex25-2)

Horn Starter Relay 2

Grow Timer Timer Unit Starter Relay 1 Buzzer

Relay A (Hour Meter)

Relay B (Travel Speed)

Relay C (Work Light)

Relay D (Horn)

Travel Speed Changeover Switch

Travel Speed Changeover Solenoid Valve

Work Light

Body Ground

Plug Connector

Harness Ground

Flat Terminal

Connector

Waterproof Plug Connector

Screw Terminal

Flat Terminal (With Lock)

Attach to Technical Manual, Vol. No.: T587E-01

EX22-2 EX25-2 EX30-2 EX35-2 EX40-2 EX45-2 ELECTRICAL CIRCUIT (Type B)

Abbreviations of serial numbers: EX22-2 (Serial Number: 02654 and up) EX30-2 (Serial Number: 05700 and up) EX40-2 (Serial Number: 004843 and up) EX25-2 (Serial Number: 02205 and up) EX35-2 (Serial Number: 03405 and up) EX45-2 (Serial Number: 001594 and up)

CONNECTOR TERMINAL LAYOUT (Drawing are shown in face view of the connector) Electrical Equipment Box Harness

Electrical Equipment Box Harness

Starter Relay 2

Grow Timer

Buzzer

Timer Unit

Starter Relay 1

Relay A (Hour Meter)

Fuse Box

Relay B (Travel Speed) Relay C (Work Light)

Relay D (Horn)

Connector

Key Switch

Key Switch

Battery Terminal

Hour Meter Harness

Electrical Equipment Box (Main Harness Side)

Cab, Radio (Option)

Electrical Equipment Box (Main Harness Side)

Fuse Box (Main Harness Side)

Float

Panel Gauge

Engine Stop Solenoid

Alternator

Switch Panel

Fuel Pump

Air Conditioner (Option)

Low Fuel

Engine Oil Press.

Alternator

Start

Air Cleaner

Diode C

Grow Signal

Diode A

Diode Unit Diode B

Travel Speed

Preheat

Coolant Temp.

Key Switch

Coolant Temperature Gauge

Fuel Gauge

Panel Gauge

Work Light Switch

Fuse Box Cab (Option) Heater

Auxiliary Power Source

Wiper Switch

Diode A

Auto-Idle Switch (Option)

Diode B Room Light

Air-Con

Speaker Window Washer

Fusible Link Wiper Motor

Battery Relay Radio Starter Motor 12v - 1.4 Kw

Radio Light Power Backup

Alternator 12v - 40a (Adjusting Voltage: 14.2 -14.8 V)

Engine Stop Solenoid

Fuel Pump

Diode C

Coolant Temperature Sensor Engine Oil Pressure Switch Overheat Switch Air Cleaner Restriction Switch

Glow Plug (Ex30-2 To Ex45-2) Hydraulic Symbol

Glow Plug (Ex22-2 And Ex25-2)

Pilot Shut-Off

Horn Switch

Travel Speed Relay A (Hour Meter)

Starter Relay 2

Grow Timer Timer Unit Starter Relay 1 Buzzer

Relay B (Travel Speed)

Relay C (Work Light)

Relay D (Horn)

Relay E Travel Speed (Pilot Shut-Off) Changeover Switch

Solenoid Valve

Horn

Work Light Pilot Shut-Off Pilot Shut-Off Switch (R) Switch (L)

Fuel Level Sensor

Hour Meter

Body Ground

Plug Connector

Harness Ground

Flat Terminal

Connector

Waterproof Plug Connector

Screw Terminal

Flat Terminal (With Lock)

Workshop Manual EX12 to EX45-2