EC21OB/240B/290B PRIME SERVICE TRAINING New Engine This material is combined as below.

01_General 02_Engine 02-1_Engine(EC210B PRIME) 02-2_Engine(EC240B/EC290B PRIME) 03_Electric system 03-1_Elec sys 04_Power Transmission 04-1_Power Trans(EC210B PRIME) 04-2_Power Trans(EC240B/EC290B PRIME) 05_Brake System 06_Steering System 07_Frame & Undercarriage 08_Cab & Interior 09_Hydraulic 09-1_Hydraulic(EC210B PRIME) 09-2_Hydraulic(EC240B PRIME) 09-3_Hydraulic(EC290B PRIME) 09-4_Hydraulic(COMMON)

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Overview(EC210B PRIME) 1. New Engine - D6E EAE3(Tier 3): Serial number starts from 80001 - D6E EAE2(Tier 2): Serial number starts from 70001(CHW Production) and 35001(SHI Production) I-EGR is not used in D6E EAE2 engine 2. Remote installation of filters - Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room 3. Work mode refine - Pump input power of H & G mode are increased to 5% 4. E-ECU(EMS2) - Both Tier 3 and Tier 2 engines are use EMS2 5. Electric box & Battery connection - Safety start relay removed - Master switch removed 6. Fabricated counterweight

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Overview(EC240B PRIME) 1. New Engine - D7E EBE3(Tier 3): - D7E EBE2(Tier 2): Serial number starts from 15001(CHW Production) and 35001(SHI Production) I-EGR is not used in D7E EBE2 engine 2. Remote installation of filters - Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room 3. Work mode refine - Pump input power of H & G mode are increased to 5% 4. E-ECU(EMS2) - Both Tier 3 and Tier 2 engines are use EMS2 5. Electric box & Battery connection - Safety start relay removed - Master switch removed 6. Fabricated counterweight

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Overview(EC290B PRIME) 1. New Engine - D7E EAE3(Tier 3): Serial number starts from 85001(CHW Production) - D7E EAE2(Tier 2): Serial number starts from 17001(CHW Production) and 35001(SHI Production) I-EGR is not used in D7E EAE2 engine 2. Remote installation of filters - Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room 3. Work mode refine - Pump input power of H & G mode are increased to 5% 4. E-ECU(EMS2) - Both Tier 3 and Tier 2 engines are use EMS2 5. Electric box & Battery connection - Safety start relay removed - Master switch removed 6. Fabricated counterweight

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Electronic control system overview -EMS2 -WECU(MID142) is an option.

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2 stage port relief valve change New 2-stage port relief valve function (1) Neutral - When Hammer/Shear selection switch is off, relief valve maintains high pressure setting. (2) Hammer(1 way) - When Hammer selection switch is ON and X1 uses 1way, releif valve goes to low pressure setting due to pilot pressure. (3) Shear(2 way) - When shear selection switch is ON and X1 uses 2way, releif valve goes to high pressure setting due to pilot pressure off.

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Double load check change There have been some cases reported where the operating power of attachments (Arm, Bucket, and Option) has been down and the operating speed of attachments has been slow. This is caused by the wear of double load check valve. 1. The shape of double load check valve has been changed to improve the resistibility of wear. 2. The heat treatment to manufacture double load check valve been improved. EC210B/EC240B PRIME BKT:14578516 AM,OPT:14578517 EC290B PRIME BKT:14589233 AM,OPT:14589234

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Engine - D6E common rail engine

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Engine specification

EC210B PRIME(KOR) : D6EEAE3(Tier3) EC210B PRIME(CHI, INT) : D6EEAE2(Tier2) IEGR unit is not installed in D6EEAE2 Engine Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled No.of cylinder : 6 vertical in line type Max. Power(fan not in operation) @1800rpm ------------------------------------------------EC210B PRIME :123kW(167PS)

Max. Torque(fan not in operation) @1350rpm --------------------------------------------------EC210B PRIME :730Nm Bore X Stroke: 98mm X 126mm (3.85in X 4.96in) Governor type: EMS2 Fuel injection: Common Rail Direct injection Displacement: 5700cc (347.8 cu.in)

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Main components 1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of electronic features and to enhance reliability. 2.The IEGR(Jacobs system) creates a small second exhaust valve lift. This extra lift feeds exhaust gases back into the cylinder during the inlet stroke to reduce NOx. 3. Common Rail Whereas in conventional diesel engines injection pressure is generated for each injector individually, a common rail engine stores the fuel under high pressure in a central container (common rail) and delivers it to the individual injectors on demand. Benefits of common rail injection are reduced noise levels, stronger performance, improved emission control and greater efficiency. 4.The new high-pressure solenoid diesel fuel injector.(BOSCH-CRIN 2nd Generation Injector)

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External view(1) 1. Cam speed sensor 2. Coolant temp. sensor 3. Solenoid(IEGR) 4. Boost press. & temp. sensor 5. Waste gate actuator 6. Preheat unit 7. Injector 8. Rail pressure sensor 9. Engine oil press. sensor 10. Fuel Control Unit (PWM valve)-FCU 11. Fuel pressure sensor 12. PTO

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External view(2) 1. 2. 3. 4. 5. 6. 7. 8. Fuel feed pump Water pump Crank speed sensor Water in fuel sensor Engine oil level & temp. sensor Ambient air temp. & press. sensor Coolant level sensor Starter

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Electric circuit(EMS2)

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Wire harness drawing

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Fuel line In conventional diesel engines injection pressure is generated for each injector individually. A direct injection engine based on the common rail principle separates the two functions pressure generation and injection by first storing the fuel under high pressure in a central container ("common rail") and delivering it to the individual injection valves (injectors) only on demand. This way an injection pressure of up to 1,600 bar (23,200 psi) is available at all times, even at low engine speeds. The high pressure produces a very fine atomisation of the fuel leading to better and cleaner combustion. Moreover, the fuel supply is not dependent on the engine revolutions but can be optimised independently. The time and duration of injection is not fixed (as in older conventional engines) but can be chosen independently for every operation point in order to optimise combustion and emissions. Benefits of the common rail principle compared to conventional engines are lower engine noise levels, stronger performance and greater combustion efficiency leading to lower emissions and enhanced fuel economy. Push "check result" button to see the actual measuring data on the machine for reference only. Picture text: 1: Manual feed pump 2: Pre filter & water separator 3: Fuel feed pump 4: Fuel filter 5: Fuel pressure sensor(low) 6: Fuel control unit (PWM) 7: High pressure pump 8: Rail 9: Rail pressure sensor 10: Max. pressure limit valve 11: Injector 12: Thermostat valve

Water seperator 1: 2: 3: 4: 5: 6: 7: 8: Manual feed pump Manual nobe for thermostat valve Pre filter & water separator Water in fuel sensor Water drain valve Normal position(thermostat function) Open position(Return fuel to tank) Fuel warmer

L, M : For fuel warmer N,O : For water in fuel sensor

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Injector The main injector components are: Hole-type nozzle(c), hydraulic servo-system(b), solenoid valve(a). The forces required to open and close the nozzle needle cannot be generated by the solenoid valve on its own. The nozzle needle is therefore indirectly triggered via a hydraulic force-amplification system. 1. Injector closed With the solenoid valve closed, the complete chamber volume and the rail are at the same pressure. The nozzle needle is forced against its seat by a spring. 2-1. Solenoid ON When the solenoid valve opens, fuel flows from the valve control cavity and into the fuel return.The feed throttle prevents complete pressure equalization, and the pressure in the cavity drops. 2-2. Start of injection Hydraulic servo spool move up side and the excess pressure in the chamber volume overcomes the spring force and lifts the needle so that injection can start.

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Rail 1. High pressure storage of injection system 2. Rail contains pressure relieve valve(a) and rail pressure sensor(b). 3. Pressure relief valve - Pressure relieve valve is a mechaninical safety device, which opens at 1950 (-100) bar / 28,275 psi ( -1,450 psi) and protects the system concerning over pressure caused by any malfunction. -If opened the rail pressure remains in the range of 650 - 850 bar (9,425~12,325 psi) (dependend on speed and load). The engine keeps running but if necessary with decreased performance (limp home mode) -Under usual conditions the relief valve will not open during engine operation. 4. Rail pressure sensor - Output signal goes to ECU and ECU controls FCU by using this signal. - If any malfunction is detected, the ECU may force the pressure relief valve to open by putting over pressure onto the system.

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Fuel control unit (FCU) FCU controlles filling of high pressure pumps. It is just delivered as much as needed to reach or keep the rail pressure set-point. This is an inverse proportional PWM valve. At the inside of valve, there are overflow valve and bleed-off orifice.

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IEGR(Jacobs system) NOx reduction solution is provided by Internal Exhaust Gas Recirculation (IEGR) which is altering engine valve lift. Jacobs IEGR reduces peak combustion temperatures and, therefore, reduces the formation of Nitrogen Oxides (NOx) to levels acceptable to meet upcoming emissions standards. Picture text: A: IEGR Solenoid B: Control valve C: Slave piston D: Master piston E: Connection passage F: Bleed hole(1 mm, 0.04 in)

IEGR operation 1. IEGR consists of a solenoid valve, control valve, and master and slave pistons. These components are assembled into a housing. 2.When the solenoid is de-energized, the control valves move down and the high-pressure oil is released through the tops of the control valve bores. 3. When the IEGR is activated, the solenoid allows oil to pass to the control valve. The control valve moves up and the check ball in the control valve is unseated, allowing oil to fill the master/slave piston circuit. 4.The oil pushes the master piston out, and when rocker motion pushes the master piston back, high pressure is created which seats the check ball in the control valve. 5.Continued rocker motion causes the high-pressure oil to move the slave piston. The slave piston motion causes the exhaust valves to open. As the rocker moves back down, the master piston follows, and the slave piston moves up, allowing the valves to close again, ready for the next cycle. These cycles continue as long as the brake solenoid is energized. Picture text: 1: IEGR Solenoid 2: Bleed hole: 1 mm (0.04 in) 3: Slave piston 4: Master piston 5: Intake rocker arm 6: Exhaust rocker arm 7: Control valve 8: Oil supply line: 2~5 bar (29~73 psi)

Valve lash adjustment(1) Allow the engine to cool down for at least 30 minutes before setting the valve clearance. Engine oil temperature should be lower than 80 C. The clearance of the IEGR side must be set after setting other valves clearance. Before adjusting the valve clearance, remove the IEGR unit first. (a)Install the crankshaft rotating tool. (b)Make No.1 cylinder to be overlapped. (c)Adjust the valve marked black as shown in the next page. (d)Rotate crankshaft 360 degree. (e)Adjust the valve marked black as shown in the next page.

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Valve lash adjustment(2) -Install the protractor disk. -Turn the adjusting screw clockwise till making contact with valve -Turn the adjusting screw counter-colockwise up to the descripted angle. (f) Inlet: 75 degree (g)Exhaust: 120 degree. -Tighten the lock nut(1).

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Valve lash adjustment(3) After adjusting inlet and exhaust, reassemble the IEGR unit. When reassembling, replace the o-ring on the connection pipe between two IEGR valve blocks. Now the No.6 piston is in overlapped condition. (a)Adjust IEGR piston on the cylinder 1, 3 and 5 first. (b)Turn the crank shaft 360 degree. (c)Adjust the cylinder 2, 4, 6 accordint to following procedure. -Install the clearance adjusting disk. -Turn the adjusting screw(2) of the slave piston clockwise till making contact with exhaust valve. -Turn the adjusting screw counter-colockwise up to 144 degree. - Tighten the lock nut(1). Picture text:

Engine protection function SID42 : Fuel Control Unit(FCU) PID164: Rail pressure sensor SID1~6 : Injector PPID435: Effective torque common rail PSID96: Rail pressure system PSID97: Pressure relief valve

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Engine - D7D engine

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Engine specification Common Rail Direct Injection type ------------------------------------EC240B PRIME(KOR) : D7E EBE3(Tier3) EC240B PRIME(CHI, INT) : D7E EBE2(Tier2) EC290B PRIME(KOR) EC290B PRIME(CHI, INT) : D7E EAE3(Tier3) : D7E EAE2(Tier2)

No IEGR function in Tier2 engine Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled No.of cylinder : 6 vertical in line type Bore X Stroke: 108mm X 130mm Max. Power(fan not in operation) EC240B PRIME :138kW(188PS)@2000rpm EC290B PRIME :153kW(208PS)@1800rpm Max. Torque(fan not in operation) EC240B PRIME :870Nm@1350rpm EC290B PRIME :965Nm@1350rpm Governor type: EMS2 Displacement: 7146cc

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Main components 1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of electronic features and to enhance reliability. 2.The IEGR creates a small second exhaust valve lift. This extra lift feeds exhaust gas back into the cylinder during the inlet stroke to reduce NOx. 3. Common Rail Whereas in conventional diesel engines injection pressure is generated for each injector individually, a common rail engine stores the fuel under high pressure in a central container (common rail) and delivers it to the individual injectors on demand. Benefits of common rail injection are reduced noise levels, stronger performance, improved emission control and greater efficiency. 4.The new high-pressure solenoid diesel fuel injector.

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External view(1) 1. Cam speed sensor 2. Coolant temp. sensor 3. IEGR solenoid 4. Boost press. & temp. sensor 5. Waste gate actuator 6. Preheater unit 7. Injector 8. Rail pressure sensor 9. Engine oil pressure sensor 10. Fuel control unit 11. Fuel feed pressure sensor 12. PTO 13. Blowby gas control valve 14. Rail unit 15. Alternator 16. Oil cooler

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External view(2) 1. 2. 3. 4. 5. 6. 7. 8. Fuel feed pump Water pump Crank speed sensor Water in fuel sensor Engine oil level & temp. sensor Ambient air temp. & press. sensor Coolant level sensor Starter

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Electric circuit(EMS2)

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Wire harness drawing

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Valve lash adjustment(1) Allow the engine to cool down for at least 30 minutes before setting the valve clearance. Engine oil temperature should be lower than 80 C. The clearance of the IEGR side must be set after setting other valves clearance. Before adjusting the valve clearance, remove the IEGR unit first. (a)Install the crankshaft rotating tool. (b)Make No.1 cylinder to be overlapped. (c)Adjust the valve marked black as shown in the next page. (d)Rotate crankshaft 360 degree. (e)Adjust the valve marked black as shown in the next page.

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Valve lash adjustment(2) -Install the protractor disk. -Turn the adjusting screw clockwise till making contact with valve -Turn the adjusting screw counter-colockwise up to the descripted angle. (f) Inlet: 90 degree (g)Exhaust: 150 degree. -Tighten the lock nut(1).

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Valve lash adjustment(3) After adjusting inlet and exhaust, reassemble the IEGR unit. When reassembling, replace the o-ring on the connection pipe between two IEGR valve blocks. Now the No.6 piston is in overlapped condition. (a)Adjust IEGR piston on the cylinder 1, 3 and 5 first. (b)Turn the crank shaft 360 degree. (c)Adjust the cylinder 2, 4, 6 accordint to following procedure. -Install the clearance adjusting disk. -Turn the adjusting screw(2) of the slave piston clockwise till making contact with exhaust valve. -Turn the adjusting screw counter-colockwise up to 144 degree. - Tighten the lock nut(1). Picture text:

Electric system EC210B/240B/290B Prime

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Key & Main fuse SW3301: Key switch 4-Slow blow fuse(140A, 80A, 30A, 30A) RE3101: Battery relay RE2501: Preheater relay

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Alternator B+ BDFM BS 15 L W : : : : : : : Connection to Battery Ground None Output check Ignition Charge warning Lamp control None

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Electric Box

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Fuse box -Fuse1~Fuse30

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Electronic control system schematic For easy undersatading, if you click the line, the color will be changed. Picture text:

Switch(Control lockout, Emergency, Auto/Manual) 1. Control lockout switch 2. Emergency switch 3. Auto/Manual switch

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RPM Control SW Input voltage is 24v and output voltage is 0.5~4.5V. They have a shield ground to prevent noise at signal line.

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Sensors(VECU) 1. Pilot pressure switch -SE9111: Attachment -SE9140: Travel -SE9112: X1 -SE9140: Boom float 2. Hydraulic oil temperature sensor

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Joystick 1 & 3 button 1. Semi-long joystick - RH: Hammer or Power boost - LH: Horn 2. 3-button joystick -RH 5 : Boost 6 : Shear 7 : Hammer / Shear -LH 5 : Horn 6 : Rotator 7 : Rotator

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PWM Valve for P1, P2 & X1 Flow control Rated current : 700 mA Coil resisatnace: 17.5 ohms at 20 Celcius degree

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VECU

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VECU input & output

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Engine speed and work mode control **Comparing B-Series, Engine rpm and pump input power of H and G mode are increased(Work mode refine). In control system, we can have 10-step engine speed and 5 work-modes. By rotating engine speed control switch, Engine rpm and work-mode is set at the same time. You can see the specification at the next page. This function allows the operator to select the engine speed and work mode according to working condition and to optimise the machine performance and fuel efficiency. Principle is simple. Excavator converts the mechanical power from engine to hydraulic power using hydraulic pump. So engine power should be bigger than pump consuming power. If not, engine could be stall or stop. The V-ECU always receives the current engine speed from the E-ECU . It balances engine horsepower and pump consuming power by changing output current to power-shift valve.(ESSPC: Engine Speed Sensing Pump Control) Power-shift valve is kind of proportional valve using PWM signal. By controlling power-shift valve, we can change the swash plate angle and finally change pump flow rate. So system can keep pump torque maintain lower than engine torque at the selected engine speed. (1) In I (Idle)& F (Fine) mode, current is fixed at specified value regardless of engine load condition. That means engine output is bigger enough compared to pump input power.

In P (Power max.), H (Heavy duty), G (General) mode, (2) If engine is not loaded, it uses the specified current value at each engine speed. (3) When engine is loaded, VECU increase the current of power-shift valve to decrease the consuming power of pump.

Engine speed and work mode control(Without P) **Comparing B-Series, Engine rpm and pump input power of G mode are increased(Work mode refine).

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Automatic Return to Idle When operator turns on the function auto-idle & does not use any joystick & pedal, engine speed automatically goes down to I1 mode. This increase fuel economy and decrease noise. After engine has decelerated, if the operator changes one of input signals, then engine speed return to the previous speed. Default time delay is 5 second. This can be adjusted form 3 to 10 seconds by VCADS Pro.

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Boost control When the boost solenoid is activated, the limit of system pressure will be increased by 10%. 1. Travel only case 2. F-mode(Slow but strong) 3. One touch power boost for 1-button joystick - RH joystick button=ON 4. One touch power boost for 3-button joystick - Lower button=ON

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Conflux cutoff 1. F-mode (slow but strong) - EC210B/240B Prime : Boom-up, Arm-IN and Arm-OUT use only 1-pump flow. - EC290B Prime: Boom-up, Arm-In and Arm-Out use only 1-pump flow.

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Safe start & Stop 1. Safe start - Key off --> ON - Engine is stop condition(rpm=0) - VECU request I2 to EECU & energize battery relay(RE3101) **Whenever start the engine, default mode will be I2 regardless of initial position of rpm control switch to prevent sudden engine rpm surge. 2. Releasing of Safe-start - Position change on rpm control switch - Any attach movement - X3 operation(Safty lever up and LH joystick switch)

3. Safe stop - Key ON --> OFF - VECU send stop command to EECU - EECU supply max. current to FCU to stop the fuel supply - EECU Check rpm to recognize whether engine is stop or not. - If engine stop, EECU transfer the operating data. - EECU send message to VECU that VECU can cutoff power supply to EECU. - VECU deenergize the battery relay(RE3101) ** Too much quick stop & start again without data saving time can cause serious damage to the computer.

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Emergency control 1. Emergency low - Auto/Manual SW is in AUTO. - IVS(Idle Validation SW) is off - Communication error between VECU & EECU - Engine speed fix in emergency low(I2) - VECU supply emergency current 2. Emergency high - Auto/Manual SW is in AUTO. - IVS(Idle Validation SW) is ON - Communication error between VECU & EECU - Engine speed fix in emergency high(H) - VECU supply emergency current 3. Emergency stop - IVS(Idle Validation SW) is in STOP position. - EECU lose electric power. - Engine stop.

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VECU in Manual SW9103 is in Manual position. IECU - VECU status signal is off. - Auto position signal is off . - IECU recognize current situation with combination of above two signals. - IECU do not produce corresponding error code. EECU - EECU goes to emergency mode because of no communication within VECU. Pump control - By using the resistance on the Elec. BOX, Power shift valve use constant current. Travel speed in manual mode - In manual mode, can change speed of travel.

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Starter lock (EC210B/EC240B/290B Prime) 1. Starter lock relay - Key OFF --> ON - Safety lever=Down - If there is code-lock option, PIN conde shoud be matched. - When key is in start position, RE3301 will be ON. From now on, power can goes to the magnet of starter(MO3301). 2. Magnet on the starter will be off by EECU, - When Engine is running.(RPM > 650) - During 6 seconds after EECU checked engine running.(to prevent overunning of starter) - During 2 seconds after EECU checked engine stop.(Confrimation of engine stop after starting failure) - During 1 seconds after key position changed from START --> ON. ( To prevent an quick retry after starting failure)

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Travel speed & Travel alarm 1. High speed & Automatic down-shift - Working mode is not in F-mode - Travel pilot pressure signal=ON - Speed selection SW=ON - When above conditions are ok, MA4212 will be activated. 2. Travel alarm - Travel alarm mute SW=OFF - Travel pilot pressure signal=ON - When above conditions are ok, RE4201 will be activated.

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P-mode parameter In the old version, Dataset2 was different according to the region machine used. From this machine, VECU will have only 1 Dataset2 which has two specification. VECU can select one of the specification according to the parameter setting.

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Quick fit and rotator circuit These two systems can be activated after lifting up the safety lever. Lifting safety lever activate RE9106.

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X1 (1-switch + Pedal) PAR(BFJ: X1 Flow contriol)=ON ** Before turn on above parameter, PWM9109 shoud be installed. - X1 flow rate setting on IECU - Control lock-out lever up, RE9106=ON 1. 1-Switch only 1-way (Hammer selection) - When joystick- button=ON, MA9103=ON. This option only can use hammer. MA9117 & MA9118 are not installed.

2. 1-Switch+Pedal 1-way (Hammer selection) - When joystick- button=ON, MA9103=ON. -X1 Pedal forward 2-way(Shear selection) - X1 Pedal forward - X1 Peal reward Joystick button can not be used for Shear - X1 Conflux - When SW9112=ON, MA9116=ON.

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X1 (2-switch only) PAR(BFJ: X1 Flow contriol)=ON ** Before turn on above parameter, PWM9109 shoud be installed. - X1 flow rate setting on IECU - Control lock-out lever up, RE9106=ON - If 1-way (Hammer selection) - When joystick- upper RH button=ON, MA9103=ON. - When joystick- upper LH button=ON, MA9104=OFF. - If 2-way (Shear selection) - When joystick- upper RH button=ON, MA9103=ON. - When joystick- upper LH button=ON, MA9104=ON. - X1 Conflux - When SW9112=ON, MA9116=ON.

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I ECU 1) Layout A : Central warning lamp B : Coolant temp. & fuel Gauge C : Warning indicator D : MCD(Message Center Display) E : Key button 2) Key OFF condition 3) Key ON (Booting operation) Central warning lamp(2 times), gauge(all segment ON),all indicator lamp ON 4) Key OFF (Shutdown operation)

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I ECU Electric Circuit IA6: operating power. IA5: power for an internal clock. VECU VB16 terminal inform the position of auto/manual switch. VA 34 terminal receives V-ECU status signal if V-ECU is normal. IA1 ~ IA10 are the pin number of connector

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MCD Operation (1) (2) (3) (4) : : : : Normal condition Anti-theft(Code-lock) condition X1 condition Error display

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Indicator Operation and Code Lock Test (a) : Put 4-digit number!(This PIN code will be saved in the IECU) (b) : Enter the PIN code through IECU(arrow & confirm buttons). (c) : Push the confirm button more than 2 sec. (d) : If the correct code is entered,Indicator Operation menu is displayed. (e) : Alarm sound can be off by pushing confirm button.

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Pop-up indicator This is not a warning but just indication of activation.

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X1 flow setting You can select any number from 30 to 500 at flow setting screen. But if you select number that is larger than actual maximum flow, the set value will not be changed as you select. For example, if you select 240 at EC210B, the set value will be changed to 200.

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Wiper

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Radio & DC-DC converter DC-DC Converter

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Care Track(Telematics) The VCE telematics solution will contain three main services; Mapping and Tracking, Operational Management, and Service Management. Within Mapping and Tracking services such as mapping of machines, geo fence and location report will be included. Operational Management will contain performance and utilization reports. Under Service Management service for the different machines can be planned and followed up. Different alarms and error codes will be handled under service management. Service - Machine position - Instantaneous Machine data - Geographical fence - Location report - Sanil Trail - Machine Utilization Report - Event Report - Performance/Productivity Report - Immobilizer - Alarms & Warnings - Error Codes - Service Report - Logged Machine Data, Complete Download - Logged Machine Data, Partial Download - Sleep Mode - Work Shift - Over the Air Programming

Picture text: 1. ECU_Wireless for GSM/GPS 2. Satellite modem 3. Antenna connection point for satellite modem 4. Antenna connection point for GSM/GPS

Power transmission Swing motor Travel motor Turning joint Swing Ring gear

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Swing Motor(EC210B PRIME) Motor - Displacement : 121.6 cc/rev (7.4 cu.in/rev) - Relief pressure : 285 kgf/cm^2 (27.9 MPa / 4,053 psi) - Time delay : 5 +3 sec.

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External view Compare the circuit & port on the motor.

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Sectional view Rotary group consists of cylinder block and 9 piston assemblies located in the cylinder. Both ends of cylinder block are supported by bearings. Piston assemblies are guided by return plate and spring so they slide smoothly on the swash plate. Valve plate is pressed against the cylinder block surface by the mechanical pressure of spring and hydraulic pressure working on the bushing. Between the outer diameter of the cylinder block and housing a mechanical brake for parking is mounted. The cover section has a relief valve for cushioning and an anti-cavitation valve to prevent cavitation and rebound damping valve for smooth stoping.

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Swing motor sectional view(2) Gear box reduce the speed and increase torque using planetary gear.

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Relief valve operation Most of brake force comes from this relief valve when we stop slewing. Therefore we need smooth build-up of pressure for smooth braking. (1) (2) (3) (4) Closing position Low pressure relief Relief pressure increase by moving of piston Final stage of relief

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Rebound damping valve operation (1) Neutral position (2) Start of swing (3) full swing (4) Joystick return to the neutral. PA pressure goes high. (5) PA will reach to relief valve set pressure and machine will stop. In this point, PA=Relief set pressure and PB=Tank pressure. There is pressure difference between PA & PB. That means rebound of machine. (6) When machine starts rebound, PA pressure drops down. If PA is lower than the spring force of damping valve, those two valves starts to return to original position. But return speed is different because of small hole of front valve. This speed difference make gap between two valves. This gap connects A & B ports. As result, PA & PB will be same for short time. That means there is no force to rotate motor again. Finally, this valve can stop the machine at the early stage of first rebounding. During normal slewing, the port A & B must be disconnected at any case.

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Parking brake operation The slew brake is spring applied and hydraulically released. Friction plates are splined to cylinder block and rotate with cylinder block. Mating plates are splined to motor casing. 1. When there is no SH signal, parking brake will be engaged by spring force. 2. When there is SH signal, primary pilot pressure(40 bar / 580 psi) goes to brake piston through PG and push the brake piston against spring. 3. When there is no SH signal, Pilot pressure can not go to the brake chamber and oil in side of that chamber shoud be drained. But there is only small hole for drain near to time delay valve. In the beginning, oil pass through the orifice and go to tank, but pressure will be built up in front of the orifice and push the valve. Now the valve blocks tank line. There is no flow to tank. That means there is no pressure difference between front and rear side of valve. But the valve has return-spring at the rear side. So the valve can return to initial position and open tank passage again. The oil from brake chamber can go to tank again. Open-close-open movement can delay the parking brake engaging time for 5 seconds.

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Travel Motor (EC210B PRIME) - Travel motors - Gear box

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External view *Circuit animation for travel motor Model name : EM140V Displacement(cc/rev): 82.4/140.5 Relief pressure: 350 kgf/cm^2 Speed changeover pressur: 260Kgf/cm^2

Gear box - Gear ratio: 50.5

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Sectional view When you click the component on the circuit diagram, you can see the location of correspondent component. 1. 2. 3. 4. 5. 6. 7. 8. Load check valve Counter-balance valve or Brake valve Relief valve Orifice Speed changeover valve Swash piston Parking brake Orifice

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Travel motor Sectional view(2) Travel motor gear box sectional view.

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Brake valve operation 1. Brake valve is now at neutral position. 2. The pressure of supply line goes high and this pressure applies to the backside of brake valve and then pushes the brake valve against spring. So return side oil can go to tank. 3. When machine travels at the down slope, this can cause overrun. That means the amount oil of supply line is less than expected. In this case we need brake function to control the machine from over-speed. The pressure of supply line becomes low and the brake valve return to the neutral position. So we can block the return line and slow down the machine speed. During this period, the relief valve help machine to be driven smoothly. (Low and high pressure relief)

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Speed changeover 1. When the pilot pressure at port P is disconnected, the spool moves upward by the spring force & hydraulic force which is applied to the differential area between red section and yellow section. The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so the motor rotates at low speed. 2. When the pilot pressure at port P is connected, spool moves downward by the pressure at Pi. The supply oil through check ball folws to the swash piston. Swash pisto pushs the swash plate and decrease swash angle, so the motor rotates at high speed. 3. In this picture, the force by P port pressure acts against the force by supply pressure which is applied on the differential area and spring. When the supply pressure reach to specified value, the force by supply pressure and spring overcomes the force by Pi pressure. So the spool moves upward. The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so the motor rotates at low speed and high torque.

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Power transmission(EC240B/EC290B PRIME) Swing motor Travel motor Turning joint Swing Ring gear

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Swing System Swing motor Gear box Pinion Turning joint Swing Ring gear

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External view **Compare the circuit & port on the motor.

Displacement(EC240B PRIME) : 148.5cc/rev Displacement(EC290B PRIME) : 169.4cc/rev Relief pressure : 270 kgf/cm^2(26.4 MPa)(3840psi) Time delay : 5+3 sec.

Gearbox - Gear ratio : 24.487 - Oil : SAE NO. 90 (6.1 liter)

A,B : Main M : Anti-cavitation Dr : Case drain PG : Brake releasing SH : Brake pilot PA,PB: Pressure checking GI,L : Gear oil filling & Oil level checking GO : Gear oil outlet

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Sectional view(1) Rotary group consists of cylinder block and 9 piston assemblies located in the cylinder. Both ends of cylinder block are supported by bearings. Piston assemblies are guided by return plate and spring so they slide smoothly on the swash plate. Valve plate is pressed against the cylinder block surface by the mechanical pressure of spring and hydraulic pressure working on the bushing. Between the outer diameter of the cylinder block and housing a mechanical brake for parking is mounted. The cover section has a relief valve for cushioning and an anti-cavitation valve to prevent cavitation and rebound damping valve for smooth stoping.

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Sectional view(2) Gear box reduce the speed and increase torque using planetary gear.

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Parking brake operation The slew brake is spring applied and hydraulically released. Friction plates are splined to cylinder block and rotate with cylinder block. Mating plates are splined to motor casing. 1. When there is no SH signal, parking brake will be engaged by spring force. 2. When there is SH signal, primary pilot pressure(40bar) goes to brake piston through PG and push the brake piston against spring. 3. When there is no SH signal, Pilot pressure can not go to the brake chamber and oil in side of that chamber shoud be drained. But there is only small hole for drain near to time delay valve. In the beginning, oil pass through the orifice and go to tank, but pressure will be built up in front of the orifice and push the valve. Now the valve blocks tank line. There is no flow to tank. That means there is no pressure difference between front and rear side of valve. But the valve has return-spring at the rear side. So the valve can return to initial position and open tank passage again. The oil from brake chamber can go to tank again. Open-close-open movement can delay the parking brake engaging time for 5 seconds.

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Travel System(EC240B PRIME) - Travel motors - Gear box

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External view *Circuit animation for travel motor - Model name : EM140V - Displacement(cc/rev): 82.4/140.5

- Relief pressure: 350 kgf/cm^2 - Speed changeover pressur: 260Kgf/cm^2 Gear box - Gear ratio: 59.05

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Sectional view(1) When you click the component on the circuit diagram, you can see the location of correspondent component. 1. 2. 3. 4. 5. 6. 7. 8. Load check valve Counter-balance valve or Brake valve Relief valve Orifice Speed changeover valve Swash piston Parking brake Orifice

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Sectional view(2) Gear box reduce the speed and increase torque using planetary gear.

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Travel system - Travel motors - Gear box

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External view *Circuit animation for travel motor Travel motors - Displacement: 104.6/166.3 cc/rev - Relief pressure: 370 kgf/cm^2 (36.3 MPa) - Speed changeover pressure: 265Kgf/cm^2(26.0 MPa) - Brake release pressure: 8 kgf/cm^2(0.83MPa) Gear box - Gear ratio: 58.834 - Oil : SAE#90 Gear oil(6.2 liter)

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Sectional view(1) 1. 2. 3. 4. 5. 6. 7. Pressure reducing valve for parking brake Counter-balance valve or Brake valve Relief valve High speed set screw Speed changeover valve Swash piston Parking brake

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Sectional view(2) Gear box reduce the speed and increase torque using planetary gear.

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Reducing valve operation In order to release parking brake, system uses the pressure from main pressure of supply line. So we need to decrease the pressure by using this valve. (1) Supply pressure goes to brake chamber to release the brake. (2) If the pressure of brake chamber exceed the specified value(spring tension), main pressure push the valve to the right becasue of area difference of valve and disconnect passage between main pressure and brake chamber. Therefore the parking pressure cannot exceed the setting pressure.

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Brake valve operation 1. Brake valve is now at neutral position. 2. The pressure of supply line goes high and this pressure applies to the backside of brake valve and then pushes the brake valve against spring. So return side oil can go to tank. 3. When machine travels at the down slope, this can cause overrun. That means the amount oil of supply line is less than expected. In this case we need brake function to control the machine from over-speed. The pressure of supply line becomes low and the brake valve return to the neutral position. So we can block the return line and slow down the machine speed. During this period, the orifice on the brake valve help machine to be driven smoothly.

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Speed changeover 1. When the pilot pressure at port Pi is disconnected, the spool moves upward by the spring force & hydraulic force which is applied to the differential area between red section and yellow section. The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so the motor rotates at low speed. 2. When the pilot pressure at port Pi is connected, spool moves downward by the pressure at Pi. The supply oil through check ball folws to the swash piston. Swash pisto pushs the swash plate and decrease swash angle, so the motor rotates at high speed. 3. In this picture, the force by Pi port pressure acts against the force by supply pressure which is applied on the differential area and spring. When the supply pressure reach to specified value, the force by supply pressure and spring overcomes the force by Pi pressure. So the spool moves upward. The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so the motor rotates at low speed and high torque.

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Brake system

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Steering system

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Frame & Track Unit

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Upper frame 1. 2. 3. 4. 5. 6. Center frame Cabin mouting position Engine mounting position Swing motor mounting position Turning joint mounting position Counterweight mounting position

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Lower frame 1. Lower frame 2. Idler & Track tensioner There is high pressure grease in track adjuster cylinder. Do not remove grease fitting or nut and valve assembly to release grease. To decrease track sag, add multi-purpose grease to track adjuster cylinder through grease nipple(A) using a grease gun with a maximum capacity 690 bar (10000 psi). To increase track sag, loosen valve assembly (B) one turn so that grease in the track adjuster cylinder can be drained through rod hole (C). Tighten the valve assembly when track sag is correct. 3. 4. 5. 6. 7. 8. Lower roller(ISO VG 220, EP Oil) Roller guard(Standard) Roller guard(Heavy duty) Swing supporter area Track drive & Sprocket Upper roller(ISO VG 220, EP Oil)

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Track Link 1. Link LH 2. Link RH 3. PIN-Regular 4. PIN-Master 5. Bushing-Regular 6. Bushing-Master 7. Seal 8. Spacer 9. Greasing area 10. Greasing area 11. Do not apply grease here. **EP2 Grease

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Boom & Arm 1. Boom-Rear Bearing 2. Boom-Center Bearing 3. Arm Cylinder Lug(Boom side) 4. Boom-Front Lug 5. Stiffener 6. Arm Cylinder Lug(Arm side) 7. Boom-Arm Bearing 8. Bucket Cylinder Lug 9. Yoke Bearing 10. Arm front Bearing

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Air conditioning system

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Air conditioning system overview Heating and cooling system is installed in a single unit. Can select indoor or outdoor air. Mix door controls target temperature of system by mixing cold and hot air. There are two filters.

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Air conditioning system layout 1. 2. 3. 4. 5. 6. 7. 8. Aircon unit Receiver drier Condensor Compressor Coolant connection on Engine Controller & Heating unit for diesel heater(Option) Fuel pump for Diesel heater Diesel heater timer

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Air conditioning system input & output When you equipped with Auto air conditioning system, you can operate system in auto-mode or manualmode. By pushing AUTO switch, system can be operated automatically. The only thing what operator has to do is setting the target temperature. In auto-mode when other switches except temperature setting and trouble checking switch is operated, the control system is changed to the manual-mode.

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Aircon system electric circuit By clicking the line, you can change the color of the line.

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System status indication The status display has two modes. (Operator s mode and Service mode) In operator s mode, you can check only target temperature, ambient temperature and error code. In service mode , you can check all of items.

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Error code

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Manual mode control

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Air conditioning switch animation Press button step by step.

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Controller- Auto and Manual(Option) (1) Auto controller (2) Manual controller Manual type controller is an option for tropical area. It has only cooling unit. There is no heating unit so there is also no mix-door actuator and coolant temperature sensor. And for this option, there is no in-car & ambient temperature sensor Picture text:

Air conditioner unit

1. Actuator - RH foot 2. Connection point - Refrigerant 3. Actuator - LH foot 4. Connection point - Coolant 5. Actuator - Mix door 6. Actuator - Face door 7. Filter - Main 8. Blower fan 9. Heater core 10. Evaporator 11. Duct temp. sensor 12. Expansion valve 13. Filter - Ambient

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Sensors Duct temperature sensor is installed at the core of evaporator. If sensor is failed, compressor clutch will be disabled. 1. 2. 3. 4. Duct temperature sensor In-car temperature sensor Ambient temperature sensor Coolant temperature sensor

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Actuator 1. Mix door actuator(MO8707) - Inside of mix-door actuator, there is a position sensor. This informs the real-position to controller for precise positioning.(Feedback control) 2. Foot, Face door acutator(MO8704-6) - Opeating angle= 90 degree 3. Intake door acutator(MO8703) - Operating angle= 120 degree

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Resistor and relays The resistor and 4 relays are used for controlling blower speed. And 1 relay is used for compressor clutch control. Inside of resistor, there is two lead fuses. If there is problem with this resistor, we can use only maximum fan speed. 1. Relay 2. Resistor

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Compressor Refrigerant : R-134a Displacement : 154.9 cc/rev Oil : SP-10 or equivalent Oil charge : 240cc

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Expansion valve This is a kind of feedback system. From output temperature from evaporator, System decides the amount of refrigerant. Output temp. high ---> More flow Output temp. low ---> Less flow

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Receive dryer Receive dryer - Is a kind of reservoir to store excess liquid refrigerant in the system. - Is a strainer or filter to remove particles from the system. - Has desiccant to absorb moisture from the refrigerant. - Has a built in pressure switch to protect system from excessive high or low pressure. 1. Desiccant 2. Filter 3. Baffle plate 4. Inner tube 5. Outlet port 6. Inlet port 7. Pressure switch - Low pressure OFF : 2.0 +/- 0.2 kgf/cm^2 - High pressure OFF : 32 +/- 2 kgf/cm^2

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Diesel heater components

1. Timer The timer controls the diesel heater, and displays the operating status. The display shows current date, current time and operating time. 2. Controller & Heating unit The heating unit raises the temperature of the coolant using the fuel combustion unit, consists of the glow plug, the thermostats, the flame sensor, the controller, the electric motor and the fuse. The case of the unit has the fuel supplying port, the coolant inlet/outlet port, the air inlet port and the exhaust port. 3. Fuel pump The fuel pump supplies the diesel heater with the fuel from the tank. 4. Water pump The water pump is located between the diesel heater and the engine block, and supplies the diesel heater with the coolant from the engine block. a: Water flow b: Fuel c: Fresh air d: Exhaust gas

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Hydraulic System(EC210B PRIME)

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Hydraulic system overview The mechanical power from engine converted to hydraulic power. that are variable displacement piston pump. And it has 2 fixed gear pumps. it is for servo system and X3. Two-Pump flow - Boom-Up - Arm-IN & Out - X1(Option)

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Hyd. circuit(Full option) Basic machine Travel: Straight travel function Boom-up: 2-pump flow Boom-down: Regeneration Boom: Holding function Boom: Priority Arm-in & out: 2-pump flow Arm: Holding function Arm-in: Regeneration Option: 2-pump flow (selectable) Swing: priority against arm

Option - X1 - X3 - Quick fit

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Hyd. circuit(Basic Machine)

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Brief circuit-1 Brief circuit for main line. How to read this circuit diagram. In the circuit diagram, every component has unique number and there are many parentheses. For example FR(1-Pi2), This means that the port FR is connected to the port Pi2 of the component 1. This is the way how to read our circuit diagram.

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Brief circuit-2 Brief circuit for pilot system

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Circuit animation This animation can be used when you explain or study the hydraulic circuit. By pressing the lines, character or spool with mouse, you can change the colour of lines and spool position.

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Hydraulic Pump Piston pump - Model : K3V112DT-1XJR-9N2D-V - Displacement(cc/rev) : 111 X 2 - Max. flow rate @ 1800rpm (LPM) : 200 X 2 Gear pump - Model : ZX10LGRZ1-07A-V - Displacement(cc/rev) : 10 - Max. flow rate @ 1800rpm (LPM) : 18

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External veiw

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Sectional view This pump assembly consists of two pumps connected by spline coupling. The suction and delivery ports are integrated at the connecting section of the two pumps: The common suction port serves both the front and rear pumps. The pump consists of rotary group, swash plate group and valve block group. The rotary group consists of front drive shaft, cylinder block, piston and shoe, set plate, spherical bushing, and cylinder spring. The drive shaft is supported by bearings. The shoe is caulked to the piston to form a spherical coupling. It has a pocket to relieve thrust force generated by loading pressures and create a hydraulic balance so that it slides lightly over shoe plate. The sub group composed of a piston and a shoe is pressed against the shoe plate by the action of the cylinder spring through the set plate and spherical bushing. Similarly, the cylinder block is pressed against valve plate by the action of the cylinder spring. The swash plate group consists of swash plate, shoe plate, swash plate support, tilting bushing, tilting pin and servo piston.The servo piston moves to the right and the left as hydraulic oil controlled by the regulator flows to a hydraulic chamber located on both sides of the servo piston. The force exerted on the tilting pin by the servo piston causes the swash plate to slide on support to change the tilting angle. The valve block group consists of valve block, valve plate and valve plate pin. The valve plate which has two crescent ports is attached to the valve block to feed oil to and collect oil from the cylinder block. The oil discharged via the valve plate is routed to an external pipe line by way of the valve block. Section A-A: Horsepower & Power shift control section Section B-B: Negative control section Picture text:

Pump circuit Animation

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Regulator animation

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P-Q curve Test condition - P1=P2

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Gear pump(EC210B/EC240B/EC290B PRIME) (1) Gear pump on the main pump - Displacement(cc/rev) : 10 - Max. flow rate @ 1800rpm (LPM) : 18

(2) Gear pump on PTO for X3 EC210B Prime : G200 EC240B Prime : G200 EC290B Prime : G200

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Main Control Valve

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MCV Animation Push the component in the circuit diagram with mouse then you can see the location of that components and other information.

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Flow sensing valve operation The function of flow sensing valve is to control the amount of flow from pump according to the joystick stroke.

1. Neutral condition( Central passage fully open -> High Pi -> Minimum flow) 2. Half stroke( Central passage partially open -> Medium Pi -> Medium flow) 3. Full stroke( Central passage fully close -> the lowest Pi -> Maximum flow)

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Main relief valve operation The function of main relief valve is limit the maximum system pressure. Ph-OFF 1. Pump pressure is lower than the set-pressure.(close) 2. Pump pressure is reached to the set-pressure.(pilot poppet open) 3. Main poppet open and pump line has tank-connection. 4. Pressure drop down.(pilot poppet close) 5. Main poppet close. Ph-ON 1. Boost signal comes from port Ph and push the piston to increase the tension of spring.

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Main relief valve adjusting High pressure adjusting - 350Kgf/cm^2(4980 psi) 1.Loosen lock nut 2.Turn adjusting screw clockwise until fully seated (Y and Z) 3.Retighten lock nut 4-1.Loosen lock nut 4-2.To increase pressure, turn clockwise. 4-3.To decrease pressure, turn counterclockwise. 4-4.Hold adjusting screw securely and tighten lock nut. Low pressure adjusting - 330Kgf/cm^2 6-1. Loosen lock nut 6-2. To increase pressure, turn clockwise. 6-3. To decrease pressure, turn counterclockwise. 6-4. Hold adjusting screw securely and tighten lock nut.

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Port relief valve operation The function of port relief valve is to release the shock pressure inside of actuator during neutral condition Overload 1. Cylinder pressure is lower than set-pressure.(close) 2. Cylinder pressure is reached to set-pressure.(pilot poppet open) 3. Small piston which is inside of main poppet move to left and sit on the pilot poppet. 4. Main poppet open and makes tank-passage. 5. Pilot poppet close. 6. Main poppet returns to original position. Anti-cavitation(Make up) 1. Cylinder pressure drop down to the vacuum pressure. 2. Main poppet will be opened by tank pressure and fill up the cylinder chamber.

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2-stage port relief valve operation (1) Neutral - When Hammer/Shear selection switch is off, relief valve maintains high pressure setting. (2) Hammer(1 way) - When Hammer selection switch is ON and X1 uses 1way, releif valve goes to low pressure setting due to pilot pressure. (3) Shear(2 way) - When shear selection switch is ON and X1 uses 2way, releif valve goes to high pressure setting due to pilot pressure off.

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2-stage port relief valve adjusting High pressure adjusting - 365Kgf/cm^2 1. Remove hose and block the end of hose. 2-1. Loosen lock nut 2-2. Turn adjusting screw clockwise until fully seated (Y and X) 2-3. Retighten lock nut 3-1. Loosen lock nut 3-2. To increase pressure, turn clockwise. 3-3. To decrease pressure, turn counterclockwise. 4. Hold adjusting screw securely and tighten lock nut. Low pressure adjusting - 210Kgf/cm^2 6. Loosen lock nut and set x1 option properly 7. To decrease pressure, turn counterclockwise. 8. To increase pressure, turn clockwise(1/4 rotation will change it by about 58 bar). 9. Hold adjusting screw securely and tighten lock nut.

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Boom up operation 1. Neutral - Center passage open - Holding valve closed 2. Joystick signal on(BU) - Spool move to upword - Center passge close & pressurize 3. Open load check 4. Holding valve open 5. Logic valve internal spool move 6. Logic valve open 7. Logic valve close when PL side pressure is lower than boom side. eg. Boom up + Swing at light load 8. Logic valve close when Arm In(AI) signal is strong.

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Boom down operation 1. Neutral 2. Joystick signal(BD) ON - Spool move and close center passage partially 3. Holding valve block the return line from cylinder 4. (BD) signal move the internal valve at the holding valve to operate pilot check valve 5. Pilot check valve open and oil in the back side of the holding valve can be released. 6. Holding valve open 7. Return oil go through the back pressure valve. 8. When supply pressure is low,internal check valve can be open and make passage to the supply side.

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Arm-IN operation 1. Neutral - Holding condition 2. Joystick Arm-IN(AI) ON - Center passage block and pressurized - The other pump side also pressurized due to center bypass valve movement. 3. Load check open and return line blocked by holding valve. - 4pi pressure move valve and meke oil inside of holding valve free. 4. Holding valve open and return line restricted by arm regeneration valve when supplying pressure is low. - Internal check open and return line is connecting to supply line. 5. When supplying pressure is high, arm regeneration valve make wide hole for return line to reduce back pressure. 6. Swing priority - Port-Pa has pilot signal and make restriction at the return side to supply more oil to swing side.

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Straight travel 1. All spools are in neutral condition. - 40 bar enters in port-Pg1 which has two orifice. - oil from one orifice pass through two travel spool and go to the return line. - Oil from the other orifice pass through arm, option, swing, boom, bucket and go to the return line. 2. Travel Right - Spool movement block the line from orifice and bulid up pressure. - Travel pilot pressure switch ON 3. Travel Left 4. Both supply line for TR & TL is waiting in the front of the straight travel spool but don't have connection with each other. 5. Swing operation - Swing spool movement block the line from the other orifice and build up pressure and this pressure moves the straight travel valve. Now TR & TL is connected with each other.

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Servo system layout 9. Accumulator block 10. Accumulator 11. Solenoid block 12. Solenoid block 13. Pilot block 17. Shuttle block-1 18. Shuttle block-2 19. Pilot select valve for boom conflux

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Hydraulic oil cooling system

21. 22. 23. 24. 29.

Return check 3k Return check 4.5k Hyd oil cooler Hyd oil tank Tank breather

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Option hydraulics

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X1 circuit X1 option is mainly used for hammer & shear. Main line change Hammer(Single acting) - MCV --> Hammer, Hammer --> Hyd. Tank. Shear(Double acting) - Both lines are connected to tank. ** Selection is made by Hammer & Shear select sol.(35) and 3-way valve(41). 2-stage port relief valve - Hammer (210 kgf/cm^2) - Shear(365 kgf/cm^2) **2-step port relief valve always maintains high pressure except hammer use. Flow control function - According to IECU setting, The amount of flow can be adjusted by proportional valve(43). - 2-pump flow option for X1(99) Various RCV selection - X1 1way switch(a) - X1 2way switch(b) with sloenoid(38) - X1 pedal(c)

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X1 components 12. X1 1-switch control solenoid 34. X1 pedal 35. Hammer shear select sol. 38. X1 2-switch control solenoid 99. X1 2-pump flow solenoid 37. Shuttle valve block 39. Valve 2-pump flow 40. Variable orifice 41. 3-way select valve 42. Hammer return filter 43. Flow control PWM valve 46. Connector with orifice 47. Connector with check valve X. X1 Pressure switch

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X3 Rotator 30. 31. 32. 33. Additional gear pump at the engine PTO Check valve rotator valve Valve block

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Quick fit Locking condition - Pilot pressure is always ON at the large chamber to make quick fit lolcked position. Releasing condition - Pilot pressure enter the small chamber and pilot check valve open. If the pressure is lower to release quick fit, main pressure can go to small chamber to release quick fit.

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Hydraulic System(EC240B PRIME)

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Hydraulic system overview The mechanical power from engine converted to hydraulic power. Machine has two main pumps that are variable displacement piston pump. And it has 2 fixed gear pumps. it is for servo system and X3. Two-Pump flow - Boom-Up - Arm-IN & Out - X1(Option)

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Hyd. circuit(Full option) Basic machine Travel: straight travel function Boom-up: 2-pump flow Boom-down: Regeneration Boom: Holding function Boom: Priority Arm-in & out: 2-pump flow Arm: Holding function Arm-in: Regeneration Option: 2-pump flow (selectable) Swing: priority against arm

Option - X1 - X3 - Quick fit

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Hyd. circuit(Basic Machine)

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Brief circuit-1 Brief circuit for main line. How to read this circuit diagram. In the circuit diagram, every component has unique number and there are many parentheses. For example FR(1-Pi2), This means that the port FR is connected to the port Pi2 of the component 1. This is the way how to read our circuit diagram.

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Brief circuit-2 Brief circuit for pilot system

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Circuit animation This animation can be used when you explain or study the hydraulic circuit. By pressing the lines, character or spool with mouse, you can change the colour of lines and spool position.

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Hydraulic Pump Piston pump - Model : K3V112DT-1XDR-9N2A - Displacement(cc/rev) : 115 X 2 - Max. flow rate @ 1800rpm (LPM) : 230 X 2 Gear pump - Model : ZX10LGRZ1-07A-V - Displacement(cc/rev) : 10 - Max. flow rate @ 1800rpm (LPM) : 18

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External veiw

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Sectional view This pump assembly consists of two pumps connected by spline coupling. The suction and delivery ports are integrated at the connecting section of the two pumps: The common suction port serves both the front and rear pumps. The pump consists of rotary group, swash plate group and valve block group. The rotary group consists of front drive shaft, cylinder block, piston and shoe, set plate, spherical bushing, and cylinder spring. The drive shaft is supported by bearings. The shoe is caulked to the piston to form a spherical coupling. It has a pocket to relieve thrust force generated by loading pressures and create a hydraulic balance so that it slides lightly over shoe plate. The sub group composed of a piston and a shoe is pressed against the shoe plate by the action of the cylinder spring through the set plate and spherical bushing. Similarly, the cylinder block is pressed against valve plate by the action of the cylinder spring. The swash plate group consists of swash plate, shoe plate, swash plate support, tilting bushing, tilting pin and servo piston.The servo piston moves to the right and the left as hydraulic oil controlled by the regulator flows to a hydraulic chamber located on both sides of the servo piston. The force exerted on the tilting pin by the servo piston causes the swash plate to slide on support to change the tilting angle. The valve block group consists of valve block, valve plate and valve plate pin. The valve plate which has two crescent ports is attached to the valve block to feed oil to and collect oil from the cylinder block. The oil discharged via the valve plate is routed to an external pipe line by way of the valve block. Section A-A: Horsepower & Power shift control section Section B-B: Negative control section Picture text:

P-Q curve Test condition - P1=P2

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Option hydraulics

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X1 circuit X1 option is mainly used for hammer & shear. Main line change Hammer(Single acting) - MCV --> Hammer, Hammer --> Hyd. Tank. Shear(Double acting) - Both lines are connected to tank. ** Selection is made by Hammer & Shear select sol.(44) and 3-way valve(46). 2-stage port relief valve - Hammer (210 kgf/cm^2) - Shear(365 kgf/cm^2) **2-step port relief valve always maintains high pressure except hammer use. Flow control function - According to IECU setting, The amount of flow can be adjusted by proportional valve(53). - 2-pump flow option for X1(48) Various RCV selection - X1 1way switch(a) - X1 2way switch(b) with sloenoid(42) - X1 pedal(c)

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X1 components 12. X1 1-switch control solenoid 41. X1 pedal 44. Hammer shear select sol. 42. X1 2-switch control solenoid 48. X1 2-pump flow solenoid 43. Shuttle valve block 49. Valve 2-pump flow 50. Variable orifice 46. 3-way select valve 47. Hammer return filter 53. Flow control PWM valve 51. Connector with orifice 52. Connector with check valve X. X1 Pressure switch

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X3 Rotator 37. 38. 39. 40. Additional gear pump at the engine PTO Check valve rotator valve Valve block

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Quick fit Locking condition - Pilot pressure is always ON at the large chamber to make quick fit lolcked position. Releasing condition - Pilot pressure enter the small chamber and pilot check valve open. If the pressure is lower to release quick fit, main pressure can go to small chamber to release quick fit.

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Hydraulic System(EC290B Prime)

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Hydraulic system overview The mechanical power from engine converted to hydraulic power. Machine has two main pumps that are variable displacement piston pump. And it has 2 fixed gear pumps. it is for servo system and X3. Two-Pump flow - Boom-Up - Arm-IN & Out - X1(Option)

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Hyd. circuit(Full option) Basic machine Travel: straight travel function Boom-up: 2-pump flow Boom-down: Regeneration Boom: Holding function Boom: Priority Arm-in & out: 2-pump flow Arm: Holding function Arm-in: Regeneration Option: 2-pump flow (selectable) Swing: priority against arm Option - X1 - X3 - Quick fit

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Hyd. circuit(Basic Machine)

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Brief circuit-1 Brief circuit for main line. How to read this circuit diagram. In the circuit diagram, every component has unique number and there are many parentheses. For example FR(1-Pi2), This means that the port FR is connected to the port Pi2 of the component 1. This is the way how to read our circuit diagram.

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Brief circuit-2 Brief circuit for pilot

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Circuit animation This animation can be used when you explain or study the hydraulic circuit. By pressing the lines, character or spool with mouse, you can change the colour of lines and spool position.

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Hydraulic Pump **External view & sectional view is almost same with EC240B Prime pump. Piston pump - Model : K3V140DT-151R-9NE9-HV - Displacement(cc/rev) : 139 X 2 - Max. flow rate @ 1800rpm (LPM) : 250 X 2 Gear pump - Model : ZX10LGRZ1-07A-V - Displacement(cc/rev) : 10 - Max. flow rate @ 1800rpm (LPM) : 18

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P-Q curve Test condition - P1=P2

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Main Control Valve

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MCV Animation Push the component in the circuit diagram with mouse then you can see the location of that components and other information.

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Boom up operation 1. Neutral - Center passage open - Holding valve closed 2. Joystick signal on(BU) - Spool move to upword - Center passge close & pressurize 3. Open load check 4. Holding valve open 5. Logic valve internal spool move 6. Logic valve open 7. Logic valve close when PL side pressure is lower than boom side. eg. Boom up + Swing at light load 8. Logic valve close when Arm In(AI) signal is strong.

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Boom down operation 1. Neutral 2. Joystick signal(BD) ON - Spool move and close center passage partially 3. Holding valve block the return line from cylinder 4. (BD) signal move the internal valve at the holding valve to operate pilot check valve 5. Pilot check valve open and oil in the back side of the holding valve can be released. 6. Holding valve open - Return oil go through the back pressure valve. - When supply pressure is low,internal check valve can be open and make passage to the supply side.

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Arm-IN operation 1. Neutral - Holding condition 2. Joystick Arm-IN(AI) ON - Center passage block and pressurized - The other pump side also pressurized due to center bypass valve movement. 3. Load check open and return line is blocked by holding valve. 4. 4pi pressure move valve and meke oil inside of holding valve free. 5. Holding valve open. 6. Return line is restricted by arm regeneration valve when supplying pressure is low. - Internal check open and return line is connecting to supply line. 7. When supplying pressure is high, arm regeneration valve make wide hole for return line to reduce back pressure. 8. Swing priority - Port-Pa has pilot signal and make restriction at the return side to supply more oil to swing side.

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Straight travel 1. All spools are in neutral condition. - 40 bar enters in port-Pg1 which has two orifice. - oil from one orifice pass through two travel spool and go to the return line. - Oil from the other orifice pass through bucket, boom, swing, option, arm and then go to the return line. 2. Travel (RH & LH) - Spool movement block the line from orifice and bulid up pressure. - Travel pilot pressure switch ON - Both supply line for TR & TL is waiting in the front of the straight travel spool but don't have connection with each other. 3. Swing operation - Swing spool movement block the line from the other orifice and build up pressure and this pressure moves the straight travel valve. Now TR & TL is connected with each other.

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Servo system layout 8. Pilot filter 9. Accumulator block 10. Accumulator 11. Solenoid block 16. Shuttle block-1 17. Shuttle block-2 27. drain filter 61. pilot block 28. flow control valve on Arm spool pilot line 60. drain block

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Hydraulic oil cooling system 18. 19. 20. 26. Hyd oil cooler Return check 3k Return check 4.5k Tank breather

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Option hydraulics

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X1 circuit X1 option is mainly used for hammer & shear. Main line change Hammer(Single acting) - MCV --> Hammer, Hammer --> Hyd. Tank. Shear(Double acting) - Both lines are connected to tank. ** Selection is made by Hammer & Shear select sol.(40) and 3-way valve(41). 2-stage port relief valve - Hammer (210 kgf/cm^2) - Shear(365 kgf/cm^2) **2-step port relief valve always maintains high pressure except hammer use. Flow control function - According to IECU setting, The amount of flow can be adjusted by proportional valve(43). - 2-pump flow option for X1(48) Various RCV selection - X1 1way switch(a) - X1 2way switch(b) with sloenoid(37) - X1 pedal(c)

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X1 components 11. X1 1-switch control solenoid 36. X1 pedal 40. Hammer shear select sol. 37. X1 2-switch control solenoid 48. X1 2-pump flow solenoid 38. Shuttle valve block 41. 3-way select valve 42. Hammer return filter 43. Flow control PWM valve X. X1 Pressure switch

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X3 Rotator 32. 33. 34. 35. Additional gear pump at the engine PTO Check valve rotator valve Valve block

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Quick fit Locking condition - Pilot pressure is always ON at the large chamber to make quick fit lolcked position. Releasing condition - Pilot pressure enter the small chamber and pilot check valve open. If the pressure is lower to release quick fit, main pressure can go to small chamber to release quick fit.

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Hydraulic System(COMMON)

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Cylinder 1. 2. 3. 4. 5. 6. Piston Tube Rod Gland Cushion ring Cushion plunger

a. Dust wiper b. Rod packing c. Buffer ring d. Dry bearing e. Contamination seal f. Wear ring g. Piston packing

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Cushion operation

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Joystick The remote control valve is a kind of the reducing valve and has four reducing valves controlling the secondary pressure in one valve casing. Its secondary pressure is controlled by adjusting the tilting angle of the handle. And the electric switches are equipped inside of joystick for various option.

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Travel pedal Basic function is almost same with joystick and this pedal has damping function to prevent oscilation when releasing the lever.

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Option pedal The component itself is almost same between X1 & X2 pedal but the characteristic curve is a little bit different.

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