PDF Operator Manual Hitachi Zaxis 140W-3 170W-3 190W-3 210W-3 Wheeled Excavator - 2 MB
This operator's manual covers the Hitachi Zaxis-3 series wheeled excavators, including the 140W-3, 170W-3, 190W-3, and 210W-3 models.
It is the primary guide for operators on correct machine handling, safety procedures, and daily maintenance checks.
Understanding the information within is crucial for maximizing productivity and ensuring a safe job site.
This is a must-have for anyone operating these versatile machines.
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--- Page 3 ---
GENERAL / Component Layout
ELECTRICAL COMPONENT LAYOUT
(CONTROLLERS AND RELAYS)
1 2
7
3
4
6 5
TCJB-01-02-015
1 - MC (Main Controller) 3 - Fuse Box 5 - Option Controller 7 - Flasher
2 - Satellite Communication 4 - Dr.ZX Connector 6 - ICF (Information Controller)
Terminal (Optional) (Use as Download Connector)
T1-2-10
--- Page 4 ---
SYSTEM / Controller
CAN: Controller Area Network (NETWORK
PROVIDED FOR MACHINE)
MC, ECM, ICF, monitor unit, option controller and
steering column monitor are connected by using CAN
bus line and communicate the signal and data each
other.
CAN bus line consists of two wires, CAN High and
CAN Low.
Each controller judges the CAN bus line level due to
potential difference between CAN High and CAN Low.
Each Controller arranges the CAN bus line level and
sends the signal and data to other controllers.
Satellite Terminal Dr. ZX
(Option)
Monitor Unit
ICF
CAN High
Option Controller
MC
CAN Low
CAN Bus Line
Steering Column ECM
Monitor
TCJB-02-01-001
T2-1-2
--- Page 5 ---
SYSTEM / Controller
ECM: ENGINE CONTROL MODULE
Function Outline
ECM (Engine Control Module) receives the signals
from sensors and MC
ECM processes and drives the two-way valve, suc-
tion control valve and EGR (Exhaust Gas Recircula-
tion) motor in order to control the supply pump, in-
jector pump and EGR valve.
ECM has the controls as follows.
• Fuel Injection Control
ECM detects the engine operating condition ac-
cording to the signals from each sensor and MC
and controls the fuel injection.
• Fuel Injection Amount Correction
ECM adjusts fuel injection amount according to
the signal of atmospheric pressure sensor.
• Preheating Control
ECM controls time for continuity of electrical cur-
rent for the glow plug according to coolant tem-
perature and improves the starting of engine.
• EGR Control
ECM decides EGR gas amount according to en-
gine speed, fuel flow rate, coolant temperature,
atmospheric pressure and intake-air temperature.
ECM opens EGR valve and re-circulates exhaust
gas, amount of which is equal to EGR gas amount,
in the intake manifold. EGR gas is combined with
intake-air so that combustion temperature is low-
ered and NOx is reduced.
• Engine Stop Control
When the emergency stop switch is turned to the
ON position, ECM stops the fuel injection of in-
jector and stops the engine.
NOTE: As for details on each control, refer to the
SYSTEM / ECM System group.
T2-1-12
--- Page 6 ---
SYSTEM / Controller
• Work Light Display (13)
15 14
The work light switch is turned ON, the green indi-
cator lights.
13
• Auxiliary 2 (Positioning) Selection Display (14)
When the auxiliary/positioning selection switch is in 16
the Positioning position, the green indicator lights.
• Auxiliary 1 (Attachment) Selection Display (15)
When the auxiliary/positioning selection switch is in
the Auxiliary (Attachment) position, the green indi-
cator lights.
• Blade/Outrigger Setup and Brake Mode Display (16)
The combination data of blade/outrigger is displayed.
When the parking brake, work brake or TCJB-05-02-042
blade/outrigger is operated, the green indicator re-
lated to the operated function lights.
When applying parking brake
NOTE: The illustration shows the screen on the
front outrigger and rear blade specification.
Green indicator
lights.
TCJB-05-02-074
When applying work brake
Green indicator Green indicator
lights. lights.
TCJB-05-02-075
When operating blade/outrigger
Green indicator Green indicator
lights. lights.
TCJB-05-02-102
T2-1-22
--- Page 7 ---
SYSTEM / Controller
• Auxiliary and Positioning Control • Overload Alarm Control (Optional)
Selects each function by using the auxiliary and Rings the buzzer and displays the overload alarm
positioning selection switch and activates the re- when boom raise operation like as suspending is
lated solenoid valve according to operation. overloaded.
• Blade/Outrigger Control
Activates the blade/outrigger solenoid valve ac-
cording to electric lever operation.
• Assist Control
Activates the assist solenoid valve according to
assist switch operation.
• Auxiliary and Blade/Outrigger Output Monitoring
Control
The option controller compares electric lever op-
eration with the detected value of pressure sensor.
If the option controller recognizes abnormality, the
auxiliary and blade/outrigger stop.
• Positioning and Assist Output Monitoring Control
The option controller compares electric lever op-
eration with the detected value of pressure sensor.
If the option controller recognizes abnormality, the
positioning and assist stop.
• Electric Lever Pilot Cut Control
The option controller compares electric lever op-
eration with the detected value of pressure sensor.
If the option controller recognizes abnormality, all
the solenoid valves stop.
T2-1-32
--- Page 8 ---
SYSTEM / Control System
Engine Control Dial Control
Engine speed is
Purpose: Controls the engine speed according to the reduced by 100
rotation angle of engine control dial. Engine -1
min when the
Speed
Reduces the engine speed by 100 min-1 from control levers are in
neutral.
fast idle speed in order to reduce fuel con-
sumption and noise level when all the control
levers are in neutral.
Operation:
1. MC sends the signals equivalent to target engine
speed to ECM by using CAN communication ac-
cording to rotation angle of the engine control dial.
Engine Con-
2. ECM controls the engine speed according to CAN trol Dial Posi-
communication. Slow Idle Fast Idle tion
3. When the following conditions exist and all the
control levers are turned to the neutral position
(pressure sensors (travel forward/reverse, front
attachment): OFF), MC sends the signal to ECM
by using CAN communication after one second.
4. ECM reduces the engine speed by 100 min-1 from
fast idle speed (P mode engine speed).
Condition:
• Engine Control Dial: P-90 min-1 or more
• Engine Speed Control Mode Selection Switch:
Dial mode or Creeper mode
• Power Mode Switch: HP or P
NOTE: When the engine speed set by the engine
control dial is already slower than the fast
speed idle by 100 min-1, the engine speed
does not change.
This control is done regardless of whether
the auto-idle control is done or not.
The fast idle speed (P mode engine speed)
of engine can be corrected by Dr. ZX.
IMPORTANT: The control in operation steps 3, 4 is
deactivated by Dr. ZX temporarily or
permanently.
T2-2-6
--- Page 9 ---
SYSTEM / Control System
E Mode Control
Purpose: Reduces the engine speed set by the engine
control dial according to the pump control Engine Speed
Engine Set by E Operation
pressure (lever operation) and the average Steps 1, 2
Speed Mode Control
pump delivery pressure in order to reduce
fuel consumption. Engine speed in-
-1
crease by 200 min .
Operation Steps 3, 4
Operation:
1. When the required engine speed by the engine
control dial is faster than the engine speed set by
E mode control and the power mode switch is in
the E mode position, and if the pump control P Mode
pressure and the average pump delivery pressure Speed
are within the following conditions, MC sends the Engine Con-
signals equivalent to the target engine speed to trol Dial Posi-
Slow Idle Fast Idle tion
ECM by using CAN communication.
2. ECM reduces the engine speed from the required
engine speed set by the engine control dial.
3. If the pump control pressure is high and the av-
erage pump delivery pressure is low, MC sends
the signal equivalent to the target engine speed to
ECM by using CAN communication.
4. ECM increases the engine speed by 200 min-1.
Condition:
• Engine speed is reduced lower than the required
engine speed by the engine control dial:
Control Pressure of Pump 1 or 2: Low of either
(Reference: 3 MPa (31 kgf/cm2, 436 psi) or less)
and Average Pump Delivery Pressure: High
(Reference: 9.8 MPa (100 kgf/cm2, 1425 psi))
• Engine speed is increased to P mode speed
Control Pressure of Pump 1 or 2: High of either
(Reference: 3 MPa (31 kgf/cm2, 436 psi) or more)
and Average Pump Delivery Pressure: Low (Ref-
erence: Less than 9.8 MPa (100 kgf/cm2, 1425
psi))
T2-2-16
--- Page 10 ---
SYSTEM / Control System
Heater Control
Purpose: Increases the rising temperature speed of the
heater in cab while increasing the engine
speed at the low temperature.
Engine
Speed
Operation: Increasing
1. When the following conditions exist and the Range of Fast
engine starts, MC sends the signals equivalent to Idle
the target engine speed to ECM by using CAN
communication.
2. ECM increases the engine speed beyond fast idle
speed.
Condition:
Engine
• Engine Control Dial: Set the engine speed at fast Control Dial
idle speed position. Slow Idle Fast Idle Position
• Coolant Temperature: Less than 5 °C (41 °F).
• Control Lever: Neutral (Front Attachment/Travel)
• Pilot Shut-Off Switch: OFF
(Pilot Shut-Off Lever: Lock position
• Brake Switch: P (Parking Brake) position Increasing Range of Fast
Model
Idle Speed
ZAXIS170W-3 400 min−1
ZAXIS190W-3 500 min−1
T2-2-26
--- Page 11 ---
SYSTEM / Control System
Travel Speed Sensing Control
Function: The pump flow rate is controlled in response
to variations in engine speed due to travel
load changes in order to use the engine
power effectively.
Operation:
1. MC determines the engine target running speed
corresponding to sensing signals detected by the Q
engine control dial or the pressure sensor (travel Flow
forward or reverse). Rate
2. When the following conditions exist, MC
calculates the difference between the target Pump P-Q Curve
engine speed and actual engine speed detected
by ECM by using CAN communication and sends
the signals to the torque control solenoid valve.
3. In response to the signals from MC, the torque
control solenoid valve sends pilot pressure to the
pump regulators in order to control the pump flow
rate.
4. When the actual engine speed becomes slower
than the target engine speed as the load to the
engine increases, the pump displacement angle
is reduced in order to reduce the delivery flow rate. Pressure P
Therefore, the load to the engine is reduced and
the engine is prevented from stalling.
5. If the actual engine speed becomes faster than
the target engine speed, the pump displacement
angle is increased in order to effectively utilize the
engine power.
Condition:
• Travel Forward or Reverse Operation
• Brake Switch: Axle Lock, Auto Axle Lock or OFF
position
• Work Brake: Inoperable
T2-2-36
--- Page 12 ---
SYSTEM / Control System
Steering Pump Torque Reduction Control
(ZAXIS190W-3)
Q
Function: When load to the steering pump increases, Flow
loads to pump 1 and 2 are reduced so that Rate Pump P-Q Curve is reduced in
proportion to the steering pump
engine stall is prevented and the engine delivery pressure.
power is used efficiently.
Operation: Normal Pump P-Q Curve
1. When the MC receives the signals from the
steering pump delivery pressure sensor, MC ac-
tivates the torque control solenoid valve so that
the pumps 1 and 2 delivery flow rate is reduced.
2. Accordingly, the total driving power of pumps 1, 2
and the steering pump is controlled in order not to
exceed the engine output power. Therefore, the
engine power can be used efficiently.
Pressure P
Steering Pump
Delivery Pressure
Sensor
Torque Control Solenoid Valve
TCJB-02-02-020
T2-2-46
--- Page 13 ---
SYSTEM / Control System
Work Brake Control
Purpose: The front and rear brakes are applied during
excavation work in order to stabilize the
machine vehicle.
Operation:
1. When the following conditions exist and the brake
pedal is depressed, the work brake release switch
is activated so that MC shifts solenoid valve unit
(SF).
2. When solenoid valve unit (SF) is shifted, pilot
pressure shifts the brake valve.
3. When the brake valve is shifted, pressure oil from
the brake valve flows to the front and rear brakes
and the brakes are applied.
Condition:
• Brake Switch: Axle Lock or Auto Axle Lock posi-
tion
• Engine: Running
• Travel Speed: 3 km/h or less
• Brake Pressure : 6.6 MPa or more
NOTE: A slight time-lag will occur due to difference
in operation start time of solenoid valves
when the brake switch is shifted to the P
(parking brake) position. MC activates the
work brake control for four seconds after
the brake switch has been shifted to the
parking brake position.
Therefore, the machine is prevented from
descending the slope when the machine
stops on the slope.
NOTE: When the brake pedal is depressed once
and released, the work brake switch is
turned OFF and the work brake is applied.
When the brake pedal is depressed again,
the work brake switch is turned ON and the
work brake is released.
T2-2-56
--- Page 14 ---
SYSTEM / Control System
Pulverizer Control (Optional)
IMPORTANT: Pulverizer 1 is set at pulverizer 1 of During Combined Operation
attachment mode in monitor unit
when the machine is carried out. Operation:
When pulverizer 2 to 5 is used, set 1. When the following conditions exist, MC drives
the setting by using Dr. ZX. the auxiliary flow rate control solenoid valve MC
controls restricted flow rate of the auxiliary flow
Purpose: Increases operating speed of the pulverizer. rate control solenoid valve and reduces pressure
Reduces flow rate through the auxiliary spool oil which flows to the pulverizer through the aux-
and improve arm, boom, swing or travel op- iliary spool from pump 2.
eration during combined operation of arm 2. As pressure oil which flows to arm roll-out, arm
roll-out, arm roll-out+ boom raise, swing or roll-out+ boom raise, swing or travel from pump 2
travel and secondary crusher. increases, arm roll-out, arm roll-out+ boom raise,
swing or travel operation is improved.
Operation:
1. When selecting pulverizer 1 in the monitor unit, Condition:
MC drives the auxiliary flow combiner control so- • Auxiliary Pressure Sensor: Output ting signal
lenoid valve. Arm Roll-Out Pressure Sensor: Outputting signal
2. When operating the pulverizer, pressure oil from • Auxiliary Pressure Sensor: Outputting signal
the auxiliary solenoid valve flows through the Arm Roll-Out and Boom Raise Pressure Sensors:
auxiliary flow combiner control solenoid valve and Outputting signal
shifts the bypass shut-out valve and auxiliary flow • Auxiliary Pressure Sensor: Outputting signal
combiner valve. Swing Pressure Sensor: Outputting signal
3. As the neutral circuit in 4-spool side is blocked by • Auxiliary Pressure Sensor: Putputting signal
the bypass shut-out valve, pressure oil from pump Travel Pressure Seonsor: Outputting signal
1 through the auxiliary flow combiner valve is
combined with pressure oil from pump 2 so that
combined pressure oil is supplied to the auxiliary
spool. Therefore, operating speed of the pulver-
izer increases.
4. Flow rate of the auxiliary flow rate control solenoid
valve can be adjusted finely in the monitor unit.
T1V5-05-01-024C
T2-2-66
--- Page 15 ---
SYSTEM / Control System
Travel Mode Selection Control
Purpose: Selects the travel mode selector solenoid
valve by shifting the travel speed mode
switch and shifts fast/slow of the transmis-
sion. In addition, lights the indicator in steer-
ing column monitor.
Operation:
• Travel Speed Mode Switch: Fast
1. When the travel speed mode switch is turned into
fast position, MC grounds to terminal #A26 in MC.
2. Therefore, the fast speed selection relay is mag-
netized.
3. Current from fuse #28 flows to the travel mode
selector solenoid valve in transmission change-
over solenoid valve through the fast speed selec-
tion relay and the travel mode selector solenoid
valve is shifted.
4. Pressure oil from the pilot pump flows to the fast
side port in transmission through the pressure
reducing valve and travel mode selector solenoid
valve in transmission changeover solenoid valve.
5. The disc brake side in transmission is released by
pressure oil and the transmission is shifted to the
fast side.
6. When the travel speed mode switch is in the fast
position, MC sends the signal to the steering
column monitor by using CAN communication.
7. The steering column monitor turns the travel slow
speed indicator off.
T2-2-76
--- Page 16 ---
SYSTEM / Control System
Rear View Image Selection Control
Purpose: Changes the display of monitor unit into the
image of rearview monitor.
Operation:
1. When the FNR switch is turned into the R (re-
verse) position with rear view monitor auto selec-
tion ON, MC sends the signal to shift the display
to the monitor unit by using CAN communication.
2. The monitor unit changes the image of rearview
monitor.
3. When the FNR switch is turned into the F (for-
ward) or N (neutral) position, the image of rear-
view is displayed for three seconds and then the
primary screen is automatically displayed.
NOTE: The function rear view monitor auto selec-
tion on monitor unit is set OFF when the
machine is delivered.
NOTE: Although the FNR switch is turned into the
F (forward) or N (neutral) position after the
image of rearview is displayed on the
monitor unit, the image of rearview is dis-
played for three seconds.
When the following operations are done
within three seconds after the image of
rearview is displayed, the image of rear-
view is not displayed on the monitor unit.
1. Change the image of rearview into the
primary screen.
2. Turn the FNR switch into the R (reverse)
position.
(If the FNR is kept in the R (reverse) posi-
tion, the image of rearview is not displayed.
If step 1 above is done, the image of rear-
view is displayed in three seconds or
longer.
T2-2-86
--- Page 17 ---
SYSTEM / Control System
(Blank)
T2-2-96
--- Page 18 ---
SYSTEM / Control System
Positioning and Assist Output Monitoring Control
Purpose: The option controller compares positioning
pedal and assist switch operations with the
detected value of pressure sensor. If the op-
tional controller recognizes abnormality, the
positioning and assist stop.
Operation:
1. Positioning pedal, assist switch operations and
the detected value of pressure sensor (position-
ing) are input to the option controller.
2. When the option controller compares the input
signals and detects error beyond 0.5 MPa in 200
ms (0.2 seconds), the option controller blocks
current to the positioning, assist and swing park-
ing brake release solenoid valve.
3. Therefore, as the positioning and assist sole-
noid valves are turned OFF and pressure oil from
the pilot pump is blocked by the solenoid valves,
the actuators stop.
NOTE: If hydraulic oil temperature is low, the re-
quired time when the option controller de-
tects the signal is 0.2 second longer.
T2-2-106
--- Page 19 ---
SYSTEM / Control System
Pilot Cut Control
Purpose: Prevents the front attachment and swing
operations from operating while the machine
travels by turning the blade/outrigger selec-
tor switch to the pilot cut position when the
machine travels with the pilot shut-off lever in
the UNLOCK position.
Operation:
1. When the pilot shut-off lever is in the UNLOCK 7. When the blade/outrigger selector switch is in the
position, the pilot shut-off relay is magnetized and pilot cut position, terminals #2 in blade/outrigger
current from fuse #4 flows to the ground through relays (front) and (rear) are grounded.
the pilot shut-off solenoid valve, pilot shut-off relay 8. Therefore, although the blade/outrigger selector
and security relay. switch and blade/outrigger main relay 1 becomes
2. Therefore, the pilot shut-off solenoid valve is faulty and current from fuse #29 flows into, the
shifted and the front attachment and swing op- blade/outrigger operation is prevented.
erations can be operated.
(Refer to the SYSTEM / Electrical System group.)
3. At this time, when the blade/outrigger selector
switch is in the pilot cut position, current from fuse
#4 magnetizes the security relay and turns on the
lock indicator in steering column console.
4. As the security relay is turned ON, current from
the pilot shut-off relay is blocked.
5. Therefore, as the pilot shut-off solenoid valve is
not shifted, pressure oil from the pilot pump is
blocked by the pilot shut-off solenoid valve.
6. Consequently, although the front attachment and
swing operations are operated, these operations
are inoperable.
T2-2-116
--- Page 20 ---
SYSTEM / ECM System
Fuel Injection Timing Control
Purpose: Calculates the best fuel injection timing.
Operation:
1. ECM calculates the fuel injection timing according
to engine speed and fuel injection amount.
2. ECM controls the two-way valve in injector by
turning ON/OFF according to fuel injection timing.
Fuel Injection Rate Control
Purpose: Improves combustion in the engine cylinder.
Operation:
1. The injector injects small amount of fuel (pilot in-
jection) first and ignites.
2. After igniting, the injector injects fuel (main injec-
tion).
3. ECM controls fuel injection timing and fuel injec-
tion amount by turning the two-way valve in in-
jector ON/OFF.
• Fuel Injection Operation
1. The nozzle in injector is always pressured.
2. When the two-way valve is turned ON,
high-pressure fuel in the control chamber flows
through orifice 1.
3. Therefore, the hydraulic pressure piston is raised
and the nozzle opens so that the injection starts.
4. When the two-way valve is turned OFF,
high-pressure fuel from the common rail flows to
the control chamber through orifice 2.
5. Therefore, when high-pressure flows to the con-
trol chamber, the hydraulic pressure piston is
lowered.
6. Consequently, the nozzle is closed and injection
stops.
T2-3-8
--- Page 21 ---
SYSTEM / Hydraulic System
PILOT CIRCUIT
Outline:
Pressure oil from the pilot pump is used as operation
pressure as follows.
• Operation Circuit (Front Attachment, Travel,
Blade/Outrigger)
• Swing Parking Brake Release Circuit
• Valve Control Circuit
• Hydraulic Oil Heat Circuit
• Work Brake Circuit
• Axle Lock Circuit
• Travel Mode Selector Circuit
• Blade/Outrigger Circuit
• Pump Control Circuit
• Front Attachment Operation Circuit
• Positioning Control Circuit
T2-4-2
--- Page 22 ---
SYSTEM / Hydraulic System
Pump Control Circuit (Refer to the COMPONENT
OPERATION/Pump Device group.)
• Pump Delivery Flow Rate Control by Flow Rate
Control Pressure Pi
• Pilot pressure from the control valve is selected
by the shuttle valve in signal control valve and
the pump 1 flow rate control valve or pump 2 flow
rate control valve in signal control valve is shifted.
• Pilot pressure from the positioning is selected by
the external shuttle valve and the pump 1 flow
rate control valve in signal control valve is shifted.
• Pilot pressure oil from the pilot pump is supplied
to main pump 1 or 2 through the max. pump 1
and 2 flow rate limit control valves as flow rate
control pressure Pi by shifting the pump 1 flow
rate control valve or pump 2 flow rate control
valve.
NOTE: When operating boom raise/lower, arm
roll-out/in, bucket roll-in/out, travel
(forward/reverse) and positioning, flow rate
control pressure Pi is supplied to main
pump 1.
When operating boom raise, arm roll-out/in,
swing (right/left), blade/outrigger and
auxiliary, flow rate control pressure Pi is
supplied to main pump 2.
• Pump Control by Torque Control Solenoid Valve
• Pilot pressure from the pilot pump is controlled by
the torque control solenoid valve and supplied to
main pumps 1 and 2 as torque control pressure
Pps.
T2-4-12
--- Page 23 ---
SYSTEM / Hydraulic System
Neutral Circuit
• When the control lever is in neutral, pressure oil
from the main pump passes through the control
valve and returns to the hydraulic oil tank.
• The parallel circuit is located in the 4-spool
section and 5-spool section respectively so that
combined operation is possible.
Single Operation Circuit
• Pressure oil from main pump 1 is routed to the
4-spool control valve and is further routed to
each spool of travel, bucket, boom 1 and arm 2.
• Pressure oil from main pump 2 is routed to the
5-spool control valve and is further routed to
each spool of swing, arm 1, boom 2, auxiliary and
blade/outrigger.
• The boom and arm are actuated by pressure oil
from two main pumps. Pressure oil from each
main pump is combined and supplied together.
T2-4-22
--- Page 24 ---
SYSTEM / Electrical System
MAIN CIRCUIT
The major functions and circuits in the main circuit are
as follows.
• Electric Power Circuit: Supplies all electric power
to all electrical systems on this machine. [Key
Switch, Batteries, Fuses (Fuse Boxes, Fusible
Links), Battery Relay]
• Accessory Circuit
Becomes operative when the key switch is turned
to the ACC position.
• Starting Circuit
Starts the engine. [Key Switch, Starter, Starter
Relay]
• Charging Circuit
Charges the batteries. [Alternator, (Regulator)]
• Serge Voltage Prevention Circuit
Prevents the occurrence of serge voltage devel-
oped when stopping the engine. [Load Damp
Relay]
• Pilot Shut-Off Circuit (Key Switch: ON)
Supplies pressure oil to the pilot valve from the
pilot pump by the pilot shut-off solenoid valve.
• Security Lock Circuit
Cut electrical current for starting from the key
switch according to the signals from external
alarm system or monitor unit. Turns the pilot
shut-off solenoid valve OFF and blocks the pilot
circuit.
• Engine Stop Circuit (Key Switch: OFF)
Stops the engine by using ECM. (MC, ECM)
• Security Horn Circuit
Operate the security horn according to the sig-