Engine - D7D engine

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Engine specification

D7D Engine is a straight six-cylinder direct injection diesel, with electronically controlled fuel injection EMS
(Engine Management System).
The engine complies with emission requirements for EURO2.

Cylinder numbering
The cylinders are numbered 1 to 6, starting at the flywheel end.

Internal note:

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Turbo charger side view

Internal note:

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Fuel injection pump side view

Internal note:

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Top view

Internal note:

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Fan side view

Internal note:

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Flywheel side view

Internal note:

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Engine mounting

Elasticity of mounting rubber is different between front and rear side.

Internal note:

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Cylinder head

The cylinder head of the 7 litres engine series is made of grey cast iron and is a block-type head.
Inlet and outlet are located on one side of the cylinder head.
The combustion air enters vertically and the exhaust air is discharged laterally.
The D7D engine is a low emission engine; no machining such as surface grinding of the cylinder head
may be carried out. Such machining would alter the position of the injector in relation to the combustion
chamber.

Internal note:

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Valves

Each cylinder is provided with one inlet and one exhaust valve. The picture shows an inlet valve.
In the upper area of the valve guides there are o-rings sealing the valve stem in order to prevent
excessive oil consumption and hydrocarbon emission.
The valve guides are different in production compared to the spare part. To simplify the installation of
the spare part, the valve guide is equipped with a collar.
The valve seat inserts are made of high-quality steel and are also shrunk in the cylinder head.
Valve seat angles
inlet: 30°
exhaust: 45°
The valves springs of the D7D engine are of single type and have no special installation direction.

Internal note:

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Liner and Piston ring

Cylinder liner
The Volvo - Cologne engines are available with different cylinder-block versions, all of them made of high-
alloy grey cast iron.
The D7D series is provided with wet replaceable cylinder liners.
The cylinder liners are equipped with two o-ring grooves.
There is neither an o-ring nor a sealing compound to be used at the top of the liner.
Cylinder repair
New wet liners replace the old ones.
The sealing surfaces of the o-ring seals must be rubbed with oil before they are inserted.
The liner height above the engine block can't be adjusted with shims or machined in the engine block.
Piston rings
The pistons are equipped with 3 piston rings.
The first ring has a ring carrier of cast iron. The cross section of the first piston ring is asymmetrical
(keystone type).
The second ring has a cross section, which is conical (compression ring). When installing the piston, the
TOP mark at the ring gap must point upwards.
The third ring is the bevelled-edge oil control ring.
The engine is equipped with piston cooling.

Internal note:

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Piston and connecting rod

Piston
The pistons are made of a special aluminium alloy.
The piston bowl has a small amount of eccentricity to the piston pin.
The flywheel symbol on the piston top must be faced towards the flywheel.

Connecting rod
There is no oil channel in the D7D connecting rod between the big end bearing and the gudgeoned pin
bush. The gudgeon pin and bush is splash oil lubricated.
Locating lugs are provided in the lower and upper bearing shells to prevent the bearing shells from
rotating in their seat; these lugs engage in adequately shaped grooves in the big end eye and big end
bearing cap.
When assembling connecting rod and piston to the big end bearing cap, the centring pins for locating the
connecting rod bearing cap ensures that the correct side faces the flywheel (the side with the centring
pins).
The number markings on the big end eye and the bearing cap must be identical.
The big end bearing cap screws can be re-used twice.
The flywheel is bolted to the crankshaft with 10 bolts, the flywheel will only fit in one position. The bolts
may be used five times.

Internal note:

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Camshaft and rocker arm

Each cylinder is provided with one inlet valve and one exhaust valve. The valves are operated via
pushrods and rocker arms.
The valves are turned by eccentric actuation through the rocker arms. The new compressed cone
connection permits easy turning of the valve despite stress load.
Rocker arm lubrication is integrated in the lubrication oil circuit.
The oil is supplied via tappets and push-rods.

Camshaft
The camshaft is placed on 7 bearings. The running surfaces of bearings and cams are induction-hardened.
Each bearing runs in a bearing bush pressed into the cylinder block.
Each cylinder is provided with one inlet cam, one exhaust cam and one injection pump cam.

The axial stop for the camshaft is located in the timing chest cover.

Camshaft and camshaft gear is one unit.

Internal note:

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Valve clearance adjustment

Valve clearance adjustment

The valve clearance must be checked and adjusted at specified intervals (see operation manual). During
the adjustment the engine oil temperature must be between 20°C and 80°C.

Valve clearance:
Inlet: 0.3 mm
Outlet: 0.5 mm

Internal note:

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Head gasket

When replacing the gasket, check the number of hole(4) on the gasket. According to the number of hole,
the thickness of gasket is different.

After overhauling the engine, check the amount of projection of piston. According to the amount of
projection, select proper gasket.

Internal note:

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Tightening order for cylinder head

Internal note:

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Crank shaft

Crankshaft, vibration damper

The forged crankshaft of the 7 litres engine is provided with integrated balance weights.
It has 7 main bearings in which the second bearing also is a thrust bearing.
The drive gear for the timing gears and the flywheel flange are shrunk on. The gear can not be changed.
The crankshaft and the gear is one unit.
Torsional vibration damper
The engines are provided with two vibration dampers as standard.
The vibration dampers are of hydraulic type and have a damping body in form of a steel ring.

Note! The steel ring of the dampers is not mechanically attached to the damper housing and can thus
rotate freely.
The area between the steel ring and the housing is filled with high viscosity silicon oil.
When the crankshaft rotates, the power pulses from the pistons are transmitted and transformed to
vibrations in the crankshaft. The silicon oil produces an equalisation of the pulsing rotation of the
crankshaft and the uniform rotation of the steel ring, through that damping the vibrations.

Internal note:

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Crankshaft and timing gears

Timing gears
The timing gears are situated at the flywheel end. The cog wheels have straight cog teeth.
The gears for the PTO drive (e.g. hydraulic pump) are clearance-optimized.
The drive:
First PTO (hydraulic pumps)
Camshaft (injection pumps and valve gear)
Crankshaft
The crankshaft flange and the camshaft gear are marked for setting the engine timing.
Markings:
Marking on the crankshaft flange.
Marking on the camshaft gear.
Note! The markings must be arranged on an imaginary centre line between the crankshaft
and camshaft cog wheels.

Internal note:

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Lubrication system oil circuit

1. Oil pressure sensor 2. Tappet with pulse lubrication 3. Pushrod, oil supply for rocker arm
lubrication 4. Rocker arm 5. Return line to oil sump 6. Spray nozzle for piston cooling 7. Lubrication
oil filter with integrated bypass valve 8. Oil pressure relief valve (4 ±0,5 bar opening pressure) 9.
Safety valve (10 ±1 bar opening pressure) 10. Lubrication oil pump
The engines are provided with forced-feed lubrication circulation with lubrication oil
cooler and lubrication oil filter arranged in full flow.

The oil pump supplies the lubrication oil through the oil cooler and the oil filter.
Both components are mounted to the lubrication oil cooler housing, which is flanged to the cylinder block.
Downstream the filter the oil flows into the main oil gallery and secondary oil gallery. From here the oil
is ducted to the lubricating points.

Internal note:

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Oil pump and flow

The lubrication oil pump is designed as a rotary pump and installed in the front cover.
The inner rotor is seated on the crankshaft and operates the oil pump.
Note! Its driver contour has no 120° partition(a), i.e. the rotor can only be slid onto the
crankshaft in a specific position.
There are no spare parts available for the oil pump. The complete oil pump must be
replaced when necessary.
1. Rotor ring
2. Delivery chamber towards cylinder block
3. Suction chamber
4. Safety valve, opening pressure 10 ±1 bars

Internal note:

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Fuel system

The D7D engine operates according to the direct injection principle.

The fuel is injected via single injection pumps, integrated in the cylinder block and operated by the engines
original camshaft. The maximum injection pressure reaches up to 1500 bar. Opening pressure for the
injectors is 255 bars. This results in good exhaust emission values, which meet the requirements of
EURO2.
The fuel pump supplies fuel from the tank via the filter to the single injection pumps supply duct.
From the single injection pumps the fuel is supplied through the injector lines to the injectors.
The pressure holding valve is fitted at the end of the supply duct.
Fuel pump
The fuel pump is designed as a rotary pump and is driven via the V-belt.
The pump is provided with a two-way valve.

The overpressure relief valve is designed as a plunger valve and opens at 6 ±0.5 bars.
The bypass valve is a ball valve.
When the fuel lines have run empty, the fuel system can be bled with a hand pump. This prevents a
prolonged engine starting procedure (starter protection).

Internal note:

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Cooling system coolant circuit

The coolant pump supplies coolant

...into to the lubricating oil cooler and on to the engine...
...around the cylinder liners...
...into the cylinder head...
...down to the engine block and out through an external water pipe, running along the left side of the
engine block, into the radiator.
The coolant is cooled down in the radiator and leaves it through a pipe and enters the engine again
through the thermostat housing. The coolant returns to the coolant pump.
The cooling circuits of these engines are closed (forced circulation cooling).
The air-bleeding pipe from engine to expansion tank runs from the rear of the engine along the left side up
to the expansion tank.

Internal note:

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Coolant pump and thermostat

The pump is driven by belt.

Thermostat
start to open : 83oC
fully open : 95oC

Internal note:

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Blowby gas return

In this engine, blowby-gas does not go to atmosphere diretly. It returns to intake port.

Internal note:

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Charged air cooler

There is drain cock at CAC. It is used to drain contaminants cumulated inside of CAC.

Internal note:

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Engine control system

The sensors, which are essential for the engine control system, collect operational and surrounding
parameters so that the engine can function in the correct manner. These parameters are converted into
electrical analogue signals, which are sent to the control unit (EECU). The processor in the control unit
contains stored data in form of curves for all conceivable conditions regarding the regulation of fuel
quantity and injection timing.

In the A/D converter the incoming signals are transformed into digital signals. When the control unit has
compared the incoming data with the stored curves, signals are sent to the injection pumps, in the form of
high voltages currency.
The solenoid valve in the pump closes the bypass in the plunger space. As a result the injection pressure
increases, and injection starts when the nozzle opening pressure is exceeded. When the injection process
is to be terminated, the solenoid valve opens the bypass; the injection pressure drops and a spring forces
close the nozzle needle.

The Engine Electronic Control Unit (EECU) activates the solenoid valve according to the operating
parameters. The system can make comprehensive emergency ("limp-home") functions available in case
sensors have failed. This allows reliable and safe termination of the driving or working operation.

Internal note:

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E-ECU Electric circuit

Internal note:

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Engine sensor location

1. camshaft speed 2. coolant temperature 3. charge air pressure 4. charge air temperature 5. fuel
temperature 6. oil pressure 7. crankshaft speed
8. coolant level

Internal note:

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Preheat function-1

The element is coupled in when the driver turns the starter key to the pre-heating position and the engine
coolant temperature is below the specified temperature. Pre- and after-heating times are controlled by the
engine control system. This is an example at -10° which gives 45 seconds of pre-heating.
The advantages are easier starting and less white smoke in the exhaust gases. An indicator lamp on the
instrument panel is lit when the preheater element is coupled in and is also used to warn the driver if a
fault should occur in the element.

When the starting key is turned into engine start position, the preheater element is disconnected.

When the engine is started the after-heating automatically will begin. The duration of the after-heating is
the same as the duration of the pre-heating.

Internal note:

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Preheat function-2

Internal note:

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Preheater

Preheater relay and element

Internal note:

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Injection control principle

Inside of E-ECU, there is ambient pressure sensor. Thus E-ECU realize the circumstances and control the
fuel quantity and injection timing.
For example, If machine is at high altitude, ambient pressure is low. That means the amount of air in the
same volume is small. So E-ECU reduce the quantity of fuel and injection of timing will be late.

When machine is equipped with turbo, turbo can supply high pressure air to inlet manifold. That means
engine can have more air. We can increase the quantity of fuel

Internal note:

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Speed sensor failure

The Engine Speed Sensor, or Crank Sensor, is near to a toothed wheel wihch is mounted on crank shaft.
The toothed wheel has three groups of teeth at the outside edge.
The inductive type sensor generates a signal each time a gap between two teeth in the toothed wheel
passes it. The sensor s signal is received by the EECU for engine speed information and crank shaft
position.

The Cam Shaft Sensor is near to cam shaft gear.

Like the Engine Speed Sensor it is an inductive type.
There is seven holes at the cam shaft gear.
Six of the holes are aligned to signal the compression stroke of each cylinder.
The seventh hole identifies cylinder number one.
This information, together with the information from the Engine Speed Sensor, enables the EECU to
precisely locate the position of each cylinder.

If cam speed sensor is failed, we need longer time to start engine.

Internal note:

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Cylinder balance

E-ECU can realize the performance of each cylinder by using fly wheel speed sensor. Thus it controls fuel
quantity to balance the engine.

Internal note:

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Electric system
EC210B/240B/290B

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Electronic control system overview

Electronic control system is composed of various computers and its communication line. In our system, 2
computer (EECU, VECU) is programmable and 1 computer (MDU) is not.
Communication is important thing to control the machine properly.
We use two communication lines that is international protocol.
The line is twisted to protect the bus from electrical interference.

CAN bus (SAE J1939)

CAN stands for Control Area Network. Actually this signal control machine and is very fast.

Information bus (SAE J1708)

This bus is connected to all control units and the service socket and have back-up function for the control
bus of E-ECU. The system status is continuously updated. By using this bus, we can use MATRIS and
VCADS Pro and can program the ECU.

MID (Message Identification Description):

Unique number for each control unit

PID (Parameter Identification Description):

Unique number for each parameter

PPID (Proprietary Parameter Identification Description):

Volvo-Unique number for each parameter

SID (Subsystem Identification Description)

Unique number for component

PSID (Proprietary Subsystem Identification Description)

Volvo-Unique number for component

Internal note:
VECU Input and Output

The vehicle control unit is mounted at right wall of cabin. This controls all of functions related with vehicle
according to the input signal. There is various input and output signal. The service people have to know
about the function first and input-output signal to diagnose and fix the problem.

Function of VECU
- Self diagnose
- Machine status indication
- Mode selection
- Engine Speed Sensing Power Control(ESSPC)
- Automatic return to idle
- Automatic and one-touch power boost
- Safe start and stop
- Automatic travel speed control
- Emergency control (Limp home mode)
- Pump flow control for optional equipment(X1)

Internal note:

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Control system circuit(Animation)

This is brief circuit diagram to explain the electronic control system.

First of all, think about operating power and ground of each ECU.
Then move on to each function. After understanding each function and input-output of VECU, Compare
those functions with this circuit diagram.

When you click the line in the circuit, the color of line will be changed.

Internal note:

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Engine speed and work mode control

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. 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.

Internal note:
Engine and pump control specification

USA market do not have P mode.

Internal note:

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F-mode operation

F-mode is used for lifting heavy material or finishing touch.

Machine needs slow speed and large lifting force to satisfy these conditions.

When control switch is in F mode,

- VECU turns off power to travel speed solenoid. That means travel speed is fixed to low speed regardless
of travel speed select switch position.

- VECU energize power boost solenoid to increase main relief set pressure by 10%.

- VECU turns on power to boom-arm conflux cut-off solenoid. Then boom & arm use only 1 pump flow for
slow speed.

Internal note:

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Emergency control

This function is for emergency operation when malfunction of data bus or V-ECU has occurred.

1. When there is communication error, E-ECU realizes this condition and automatically goes to the
emergency mode. If emergency switch is in neutral position, engine speed will be emergency low speed
and maximum current will be supplied to power-shift valve from V-ECU.

2. When there is communication error, E-ECU realizes this condition and automatically goes to the
emergency mode. If emergency switch is up position, engine speed will be emergency high speed and
power-shift valve current is set to the value that corresponds to 85% of the maximum pump input torque
from V-ECU.

3. When malfunction of V-ECU, Emergency switch control the engine speed and Auto-Manual switch decide
power shift current with resistor box. Machine can use 85% of the maximum pump input torque.

4. Emergency switch has emergency stop function when engine is still running after turning off the key-
switch.

** Emergency low-high speed can be adjusted by VCADS Pro.

Internal note:

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Auto-return to idle

Without any movement of machine, 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.

Internal note:

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Power boost operation

1. In F-mode, machine has automatic power boost function.

2. Automatic power boost for travel only condition

3. When selection switch is boost or shear position, by pushing RH joystick button we can use power boost
function for 9 seconds. We call this one touch power boost. This is useful function when machine confront
the heavy-load.

Internal note:

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Automatic travel speed control

1. When machine stands still, machine needs more brake torque during digging to prevent machine
drifting toward because of reaction force from bucket. V-ECU realize the stop condition from travel pilot
pressure switch, then V-ECU cut off the power to the travel speed solenoid regardless of the position of
travel speed selection switch.

2. Travel speed is controlled according to the position of the speed select switch.

3. In F mode, the speed of travel is fixed to low speed.

Internal note:

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Safe start and stop control

The optimal condition of engine start and stop is automatically set by this function. The engine can be
protected from damages that may occur at engine start and stop condition.

1. During starting engine, Engine rpm is fixed to low idle (I2) regardless of engine rpm control switch
position to protect engine from sudden rpm increase in cold period or other situation.

2. During starting, if safety lever is up, this signal disengage starter to prevent from sudden movement of
hydraulic function.

3. After starting, any attachment operation or speed control switch operation makes engine return to the
speed set by rpm control switch.

4. When start switch is turned off,

- Start switch signal is transferred to E-ECU.
- Important data are saved to ECUs.
- EMS power cut off relay is off.
- V-ECU cut-off power to battery relay.
- Whole system power will be off.

Internal note:

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Operating data memory

V-ECU save the operating data of machine for MATRIS.

Using this data is very useful for customer, service person and R&D group.

Internal note:

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Pump flow control

At job site, customer uses various kind of optional attachment like hammer, shear etc. Every attachment
has their unique operating specification especially in flow. Our machine can satisfy this request by using
flow control switch and flow control proportional valve.

1. When operator adjust flow control switch, display automatically shows the flow value at the present
engine rpm.

2. When operator uses the option attachment, the pilot pressure switch will be activated. V-ECU receives
this signal and then start to controls the flow control valve according to flow control switch position. If the
pilot switch is off position, there is no output current from V-ECU. That means flow control function is
engaged only during the working of optional attachment.

Internal note:

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Machine status indication

Display ECU(MDU) and instrument panel receives some operating signal from other ECU and show the
operation information to the operator.

Internal note:

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System diagnosis

The machine display unit (MDU) displays the fault code after self-diagnosing of the V-ECU and E-ECU. For
further error can be shown at the VCADS Pro or SDU.

Internal note:

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V-ECU

There are two connectors for VECU.

JA connector has 70 pins and JB has 16 pins.

When you replace the VECU, you have to check the part number of VECU because you need to run the
conversion kit of VCADS Pro if failed VECU is old one.

Internal note:

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MDU(Machine Display Unit)

This animation is to show you how to operate display unit.

Push the arrow button step by step.

If the key is ON position, all lamps are ON for one second and then engine speed and work-mode are
displayed. By pushing arrow button, display contents are changed from engine speed to battery voltage,
hammer operating hour, key number, pump flow rate and error code.

When pump flow rate is selected, if you push the arrow button for 5 second, the unit of flow will be
changed between lpm and gpm.

When error code is selected, active error codes are displayed consecutively.

If pump flow rate (option) is changed, set value is displayed on main display window for 10 seconds.

Internal note:

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Speed control switch and Flow control switch

Two switches are almost same components.

Only different thing is that the flow control switch needs screw driver to adjust the step.
Input voltage is 24v and output voltage is 0.5~4.5V.
They have a shield ground to prevent noise at signal line.

Internal note:

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Power shift valve and flow control valve

Two valves are almost same except connector. To check the component we have to measure the current
value with special connector and secondary pressure then compare the measured value with characteristic
curve of power shift valve.

Internal note:

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Emergency switch and auto-manual switch

Internal note:

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Resistor box

This is used for manual control and limits the pump consuming power to 85% of total power. The
resistance value is different from model to model.

Internal note:

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Hydraulic pressure switch

Hammer & Boom float pilot pressure switch specification (7bar) is different from others (20bar).

Internal note:

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Service socket

This socket is used for VCADS Pro, SDU, MATRIS.

Internal note:

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Engine start and stop circuit

If battery disconnection switch is off position, we cannot use the whole of electric system.

When master switch (Battery disconnection switch) is ON, we can use Room lamp, diesel heater, fuel filler
pump, DC-DC converter, Auto greasing system without the key.

When the start switch is ON position,

BR signal turn on the battery relay. From now, we can supply the power to the whole of electric system.
ACC signal send ON signal to VECU, air-conditioner and energize EMS power relay. And Power supplied to
instrument panel pass through the charge- warning lamp and goes to alternator terminal D and
magnetizes the field coil.

When the start switch is START position,

R2 signal goes to V-ECU to inform the key position and C signal activate safety start relay so power from
battery can drive the starter. From this, alternator can produce electric power. W signal from alternator
indicates engine status to the instrument panel IC.
Start inter-Lock function
If safety start relay has some level of signal from alternator or safety lever, it cannot have ground
connection to activate this relay.

There are two diodes that are related with battery relay.
One is used for time delay function of VECU during the stop condition.
The other is used to protect electric system from electrical surge.

Internal note:

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Master switch

To disconnect the electrical system from the batteries for protection of electrical components when
welding, servicing of circuits and as a safety precaution when parking the machine.
Mounted on the battery cover.
If battery disconnect switch is turned to the ON position, the automatic greasing (option), fuel filler pump
and room lamp are available even when the start switch is in the OFF position.

Internal note:

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Key switch

In key switch, there are four positions.

Preheating, Off, On, Start.
But from B-series, Preheating position is not used.

Internal note:

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Battery relay

This is main relay for electric system.

The relay turns the battery current ON or OFF, according to low power signals received from the start
switch. Use of the relay permits the start switch to control the power of the batteries with a small capacity
wire.
When you replace this component, pay attention to the +/- signs on the relay.
Wrong connection can cause early failure of relay.

Internal note:

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Safety start relay

When trying to restart the engine while the engine is running, or if the start switch is in the START position
after the engine is activated, the relay cuts off the current to the starter motor to protect it.

Internal note:

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Safety start relay operation

1. Restart protection & start inter-lock

2. Time delay function after start failure

Internal note:

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Safety limit switch

When the safety lever is in the up position, the hydraulic system will work.
When the safety lever is in the down position, the servo pressure is cut off to functions, which are
operated with control levers and pedals.

Internal note:

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Alternator

The alternator generates current to activate all the electrical systems, and the extra current charges the
battery.
The current from D+ flows to the safety start relay to cut off the operation of starter motor and prevent
accidentally re-engaging the starter.
After the engine starting, the battery charge warning lamp is turned off because the signal from "D+"
remove voltage difference at lamp.

Internal note:

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Slow blow fuse

When large-capacity current flows, the slow blow fuse protects components allowing operation until the
overload causes a circuit disconnect, and when small capacity flows, it is melted down slowly enough to
solve the inconvenience of frequent fuse replacement.
When you replace the fuse, properly tighten the bolts on the fuse box.
The loosen bolts can cause various problem related with power supply.

Internal note:

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Fuse box

Fuse failure is often caused by a fine crack in the fuse, and this kind of crack is very hard to detect by
visual inspection. Checking fuse continuity with a tester is far superior to eye inspection.

Internal note:

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Instrument panel

The instrument panel shows the information received from the sensors and switches of the machine to
alert the operator of any abnormality.
The instrument is adjustable for operator viewing angle and is illuminated for night work.
All light bulbs should be checked daily and replaced if burnt-out because the indicators alert the operator
of a failure in the machine.
The panel contains a coolant temperature gauge, fuel gauge, hour meter and alert indicators to show
machine conditions.
The instrument panel utilizes a plug-in printed circuit board (PCB) to facilitate replacement and
troubleshooting. If a failure is suspected always check the plug-in connection.

This is common parts with wheel excavator.

Internal note:

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Instrument panel operation

1. Lamp and buzzer check procedure

Before starting the engine, if you turn the start switch to the ON position all lamps are turned ON for 3
seconds. At the same time the buzzer is operated 2 times with the cycle of 1.0 second ON and 1.0 second
OFF.
Check if all indicator lights come on, and if not, check for burnt-out light bulbs, and the plug in
connectors (connector A, B) of the printed circuit board.

2. Central warning and buzzer sound

W signal indicates engine status whether engine is running or not.
IC in the instrument panel receives warning signal and this W signal and then decides that this situation is
warning case or not.
For example, when we turn the key switch from OFF to ON, we can see only charge warning lamp and
engine oil low pressure without central warning and buzzer sound because there is no signal from
alternator W terminal.

3. Quick fit release operation

4. Quick fit re-engage operation

Internal note:

Picture text:
Instrument panel circuit

Inside of instrument panel, there is an IC chip to control the lamp and warning case.
In this page, think about how to operate this circuit to make the function of previous page.

Internal note:

Picture text:
Engine oil pressure switch

Check the location of this sensor.

This sensor is used for the instrument panel only.

Internal note:

Picture text:
Coolant level sensor

Tolerance of this sensor is very small between ON & OFF.

This can cause frequent on & off of warning lamp. To prevent this we have some special program at ECU.
To turn on the lamp, coolant switch should maintain off position for some period.

Internal note:

Picture text:
Coolant temperature sensor

This sensor is used for needle gage of instrument panel.

Internal note:

Picture text:
Fuel level sensor

This unit sends variable resistance value according to the level of the fuel in the fuel tank to the fuel level
gauge on the instrument panel.

Internal note:

Picture text:
Switches

No. 8 is the location for cabin temperature sensor.

Internal note:

Picture text:
Switch circuit

By using this circuit, you can do continuity test for switches.

Internal note:

Picture text:
Relay-old

Electric box changed a little bit. This is old one.

Internal note:

Picture text:
Relay-new

Every relays are installed at relay box and the relay is different from old one.

Internal note:

Picture text:
Travel alarm

The pressure switch installed in the travel hydraulic circuit activates the alarm when the travel function is
engaged.
Pressing the travel alarm switch in the left switch panel deactivates the alarm.

Internal note:

Picture text:
EC290B Update

From this chapter, we are going to handle about the engineering change or product improvements.

Internal note:

Picture text:
New I-ECU

New I-ECU is introduced for commonality.

With the New I-ECU changes, electric circuit changes took place at the same time.

CHW Serial no. 12508~

SHA Serial no. 30178~

Internal note:

Picture text:
Machine information system change

Internal note:

Picture text:
System layout change

1. A/C switch moves to RH control box.

2. Emergency, Auto/Manual and 1-2 pump select switch move to LH control box.
3. Hour-meter is located at LH control box.
4. No flow control switch. Flow setting will be done at I-ECU.

Internal note:

Picture text:
Electronic control system overview

Programable I-ECU added.

Internal note:

Picture text:
V-ECU input and output

Many input signal was directly connected to instrument panel for old system.
Now those signals go to V-ECU, which sends information to I-ECU.

Internal note:

Picture text:
E-ECU Electric circuit

Boost pressure/temperature sensors are now combined into one sensor and oil pressure sensor has been
changed.

Internal note:

Picture text:
Control circuit

Internal note:

Picture text:
IECU

Internal note:

Picture text:
Old instrument panel circuit

Many signal lines are connected to instrument panel.

Internal note:

Picture text:
New I-ECU circuit

New I-ECU uses only 10 pin connector because I-ECU use the communication line for various signal.

Internal note:

Picture text:
Power on-off procedure

Internal note:

Picture text:
Indicator operation

Internal note:

Picture text:
MCD operation

Screen 1 is shown after machine is equipped with X1 option and programmed with VCADS Pro.

Screen 2 is shown when you select hammer or shear position at the hammer & shear select switch.

At screen 3, when you push those 2 buttons at the same time, Display will be changed to screen 6 for time
setting.

If screen 4 displays 30 min., you can restart engine without password in 30 minutes after stop the engine.

Screen 5 is not hour-meter. You can reset to 0 if you want by pushing check button.

Internal note:

Picture text:
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.

Internal note:

Picture text:
Pop-up indicator

This is not a warning but just indication of activation.

Internal note:

Picture text:
Code lock

Available password should be composed of 0,1,2,3 only.

Ex) 3201 (O), 2967 (X)

1. Parameter programming with VCADS Pro

2. After programming, first Key on
3. V-ECU failure case
4. I-ECU failure case

Internal note:

Picture text:
Error message-ECU

Error messages regarding to computer

Internal note:

Picture text:
Error message-Communication and electric system

Error messages regarding to communication line

Internal note:

Picture text:
Error message-Hydraulic system

Error messages regarding to hydraulics

Internal note:

Picture text:
Error message-Engine-1

Error messages regarding to engine

Internal note:

Picture text:
Error message-Engine-2

Error messages regarding to engine

Internal note:

Picture text:
Start circuit-Old

Machine serial no.

CHW: 10001~12264
SHA: 30001~30153

Internal note:

Picture text:
Start circuit-New alternator

New alternator and old instrument panel.

Machine serial no.

CHW: 12265~12507
SHA: 30154~30177

Internal note:

Picture text:
Start circuit-New alternator and New I-ECU

New alternator with new I-ECU

Machine serial no.

CHW: 12508~
SHA: 30178~

Internal note:

Picture text:
Alternator change

Internal note:

Picture text:
Safety start relay change

During the air bleeding procedure from fuel line, we need more cranking time to start engine. But new
alternator produces a little bit higher voltage at the terminal L. This deactivate safety relay and interrupt
start motor. To prevent this, we add the time delay function at the safety relay.

Internal note:

Picture text:
Air conditioning system

Picture text:
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.

Picture text:
Air conditioning system layout

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

Picture text:
Air conditioning system input & output

When you equipped with Auto air conditioning system, you can operate system in auto-mode or manual-
mode.

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.

Picture text:
Aircon system electric circuit

By clicking the line, you can change the color of the line.

Picture text:
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.

Picture text:
Error code

Picture text:
Manual mode control

Picture text:
Air conditioning switch animation

Press button step by step.

Picture text:
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

Picture text:
Sensors

Duct temperature sensor is installed at the core of evaporator.

If sensor is failed, compressor clutch will be disabled.

1. Duct temperature sensor

2. In-car temperature sensor
3. Ambient temperature sensor
4. Coolant temperature sensor

Picture text:
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

Picture text:
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

Picture text:
Compressor

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

Picture text:
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

Picture text:
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

Picture text:
Hydraulic System(EC210B)

Picture text:
 EC210B

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)

Picture text:
 EC210B

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

Picture text:
 EC210B

Hyd. circuit(Basic Machine)

Picture text:
 EC210B

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.

Picture text:
 EC210B

Brief circuit-2

Brief circuit for pilot system

Picture text:
 EC210B

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.

Picture text:
 EC210B

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

Picture text:
 EC210B-290B

External veiw

Picture text:
 EC210B-290B

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:
 EC210B-290B

Pump circuit Animation

Picture text:
 EC210B-290B
EC210B

Regulator animation

Picture text:
 EC210B

P-Q curve

Test condition
- P1=P2

Picture text:
 EC210B-290B

Gear pump(EC210B/EC240B/EC290B)

(1) Gear pump on the main pump

- Displacement(cc/rev) : 10
- Max. flow rate @ 1800rpm (LPM) : 18

Picture text:
 EC210B-240B

Main Control Valve

Picture text:
 EC210B-240B

MCV Animation

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

Picture text:
 EC210B-240B

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)

Picture text:
 EC210B-240B

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.

Picture text:
 EC210B-240B

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.

Picture text:
 EC210B-240B
1

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.

Picture text:
 EC210B-240B

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.

Picture text:
 EC210B-240B

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.

Picture text:
 EC210B-240B

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.

Picture text:
 EC210B-240B

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.

Picture text:
 EC210B-240B

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.

Picture text:
 EC210B-240B

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.

Picture text:
 EC210B

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

Picture text:

EC210B-240B
 EC210B

Hydraulic oil cooling system

21. Return check 3k

22. Return check 4.5k
23. Hyd oil cooler
24. Hyd oil tank
29. Tank breather

Picture text:
 EC240B

Hydraulic System(EC240B PRIME)

Picture text:
 EC240B

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)

Picture text:
 EC240B

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

Picture text:
 EC240B

Hyd. circuit(Basic Machine)

Picture text:
 EC240B

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.

Picture text:
 EC240B

Brief circuit-2

Brief circuit for pilot system

Picture text:
 EC240B

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.

Picture text:
 EC290B

Hydraulic System(EC290B)

Picture text:
 EC290B

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)

Picture text:
 EC290B

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

Picture text:
 EC290B

Hyd. circuit(Basic Machine)

Picture text:
 EC290B

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.

Picture text:
 EC290B

Brief circuit-2

Brief circuit for pilot

Picture text:
 EC290B

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.

Picture text:
 EC290B

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

Picture text:
 EC290B

P-Q curve

Test condition
- P1=P2

Picture text:
 EC290B

Main Control Valve

Picture text:
 EC290B

MCV Animation

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

Picture text:
 EC290B

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.

Picture text:
 EC290B

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.

Picture text:
 EC290B

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.

Picture text:
 EC290B

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.

Picture text:
 EC290B

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

Picture text:
 EC290B

Hydraulic oil cooling system

18. Hyd oil cooler

19. Return check 3k
20. Return check 4.5k
26. Tank breather

Picture text:
Power transmission

- Swing motor
- Travel motor
- Turning joint
- Swing Ring gear

Picture text:
 EC210B

Swing Motor(EC210B)

Motor
- Displacement : 121.6 cc/rev (7.4 cu.in/rev)
- Relief pressure : 270 kgf/cm^2
- Time delay : 5 +3 sec.

Picture text:
 EC210B

External view

Compare the circuit & port on the motor.

Picture text:
 EC210B

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.

Picture text:
 EC210B

Swing motor sectional view(2)

Gear box reduce the speed and increase torque using planetary gear.

Picture text:
 EC210B

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) Closing position

(2) Low pressure relief
(3) Relief pressure increase by moving of piston
(4) Final stage of relief

Picture text:
 EC210B 1

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.

Picture text:
 EC210B

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.

Picture text:
 EC210B

Travel Motor
(EC210B PRIME)

- Travel motors
- Gear box

Picture text:
 EC210B

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

Picture text:
 EC210B

Sectional view

When you click the component on the circuit diagram, you can see the location of correspondent
component.

1. Load check valve

2. Counter-balance valve or Brake valve
3. Relief valve
4. Orifice
5. Speed changeover valve
6. Swash piston
7. Parking brake
8. Orifice

Picture text:
 EC210B

Travel motor Sectional view(2)

Travel motor gear box sectional view.

Picture text:
 EC210B/240B
1

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)

Picture text:
 EC210B
1

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.

Picture text:
Power transmission(EC240B/EC290B)

- Swing motor
- Travel motor
- Turning joint
- Swing Ring gear

Picture text:
 EC240B/290B

Swing System

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

Picture text:
 EC240B/290B

External view

**Compare the circuit & port on the motor.

- Displacement(EC240B ) : 148.5cc/rev
- Displacement(EC290B ) : 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

Picture text:
 EC240B/290B

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.

Picture text:
 EC240B/290B

Sectional view(2)

Gear box reduce the speed and increase torque using planetary gear.

Picture text:
 EC240B/290B

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.

Picture text:
 EC240B

Travel System(EC240B)

- Travel motors
- Gear box

Picture text:
 EC240B

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

Picture text:
 EC240B

Sectional view(1)

When you click the component on the circuit diagram, you can see the location of correspondent
component.

1. Load check valve

2. Counter-balance valve or Brake valve
3. Relief valve
4. Orifice
5. Speed changeover valve
6. Swash piston
7. Parking brake
8. Orifice

Picture text:
 EC240B

Sectional view(2)

Gear box reduce the speed and increase torque using planetary gear.

Picture text:
 EC290B

Travel system

- Travel motors
- Gear box

Picture text:
 EC290B

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)

Picture text:
 EC290B

Sectional view(1)

1. Pressure reducing valve for parking brake

2. Counter-balance valve or Brake valve
3. Relief valve
4. High speed set screw
5. Speed changeover valve
6. Swash piston
7. Parking brake

Picture text:
 EC290B

Sectional view(2)

Gear box reduce the speed and increase torque using planetary gear.

Picture text:
 EC290B

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.

Picture text:
 EC290B

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.

Picture text:
 EC290B

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.

Picture text:
Hydraulic System(COMMON)

Picture text:
Cylinder

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

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

Internal note:

Picture text:
Cushion animation

Internal note:

Picture text:
Turning joint

The turning joint consists of hub, shaft, seal rings, cover, plugs, spacer and retainer ring. The hub contains
oil grooves to route the flow of oil. The shaft has passages to supply oil into the hub. The seal rings
prevent oil leakage between shaft and hub.
High-pressure oil from the main control valve is delivered to the turning joint, and flows through ports C -
E or D - F to the left and right track motor, to drive the track motors. Drain oil returns to the reservoir via
port G, also track (high speed) control servo hydraulic oil flows into port B.
Hub is fixed to the lower-frame and shaft rotates freely on the superstructure. The oil flows through
circumferential grooves in the hub; therefore oil flow is not obstructed during slew operation.

Internal note:

Picture text:
Return check valve

Return check valve produce some amount of backpressure, which is used for make-up function. 4.5bar
check valve is used for bypass function when hydraulic oil cooler is clogged.

Internal note:

Picture text:
Hydraulic oil cooling system

The hydraulic oil cooler consists of a steel frame with cells and tanks made of aluminium. The cells contain
turbolators, which create turbulence in the oil so it makes maximum contact with the cell walls.
The oil is cooled by radiator fan.

Internal note:

Picture text:
Accumulator and accumulator block

Accumulator is used for emergency case or pressure-releasing before disassembling.

Internal note:

Picture text:
Joystick

The servo hydraulic valve is a remote control valve of the reducing valve type 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.

Internal note:

Picture text:
Joystick switch

According to various option applications, joystick switches can be used for different function.

Internal note:

Picture text:
Joystick operation

(1) Neutral position

Every output ports (1,2,3,4) are connected to tank through valve.
(2) Operation
There are two springs for each spool. The inner spring is installed on the spool but the outer spring is
installed on the casing. When push rod is operated, spool moves downward. Then port (P) is connected
with port 1, and the oil supplied from the servo hydraulic pump flows through port 1 to generate the
pressure. When the pressure at port 1 increases to the value corresponding to the inner spring force set
by tilting the handle, the hydraulic pressure force balances with the spring force. If the pressure at port 1
increases higher than the set pressure, port (P) is disconnected from port 1 and port (T) is connected with
port 1. If it decreases lower than the set pressure, port (P) is connected with port 1 and port (T) is
disconnected from port 1.
In this manner the secondary pressure is kept at a constant value. In some valves, when the handle is
tilted more than a certain angle, the upper end of the spool contacts the inside bottom of the push rod and
the output pressure is connected with port (P).

Internal note:

Picture text:
Joystick characteristic curve

Internal note:

Picture text:
Travel pedal

Travel pedal controls the travel spool.

The damping valve installed in the servo hydraulic valve prevents oscilation that may occur due to abrupt
pedal operation.

Internal note:

Picture text:
Travel pedal operation

According to the sectional view, the pedal cam rotates clockwise and the push rod at port 1 side is pushed
downward.
Oil in the damping piston is drained through the piston orifice and dampened by the pressure generated at
that time.
At the port 1, there are two springs for each spool. The inner spring is installed on the spool but the outer
spring is installed on the casing. When push rod is operated, spool moves downward. Then port (P) is
connected with port 1, and the oil supplied from the servo hydraulic pump flows through port 1 to
generate the pressure. When the pressure at port 1 increases to the value corresponding to the inner
spring force set by tilting the handle, the hydraulic pressure force balances with the spring force. If the
pressure at port 1 increases higher than the set pressure, port (P) is disconnected from port 1 and port (T)
is connected with port 1. If it decreases lower than the set pressure, port (P) is connected with port 1 and
port (T) is disconnected from port 1.
In this manner the secondary pressure is kept at a constant value. In some valves, when the handle is
tilted more than a certain angle, the upper end of the spool contacts the inside bottom of the push rod and
the output pressure is connected with port (P).
In this picture, the push rod at port 2 moves upward through the piston by return spring. Thereby, it
draws oil from the tank through the check ball. The oil outside the piston chamber flows through the
passage connected to port (T) in the upper casing.

Internal note:

Picture text:
Travel pedal characteristic curve

Internal note:

Picture text:
Solenoid valve block-1

A1: Safety solenoid

A2: 1 or 2 pump select solenoid
A3: Power boost solenoid
A4: Travel speed solenoid
A5: Hammer solenoid
A6: Boom & arm conflux cutoff solenoid

Internal note:

Picture text:
Shuttle valve block

This is conncetion point between joystic and MCV.

Internal note:

Picture text:
Pilot block

Pilot pressure distributor to remote control valve

Internal note:

Picture text:
Shock reducing valve

The shock reducing valves installed in the servo hydraulic lines at the main control valve. This makes
smooth movement of cylinder by dampening the spool movement.

A -> B: Restriction
B -> A: Free flow

Internal note:

Picture text: