320, 320L TRACK-TYPE EXCAVATORS 1KL00001-UP (MACHINE) POWERED BY 3066 ...

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Product: EXCAVATOR
Model: 320 L EXCAVATOR 1KL
Configuration: 320, 320L TRACK-TYPE EXCAVATORS 1KL00001-UP
(MACHINE) POWERED BY 3066 ENGINE

Systems Operation
320, 320L EXCAVATORS ELECTRONIC AND ELECTRICAL SYSTEM
Media Number -SENR5463-01 Publication Date -27/10/1994 Date Updated -11/10/2001

Systems Operation
SMCS - 7566

Introduction
Reference: For systems operation information of the hydraulic system, make reference to Hydraulic System
Systems Operation module for the machine being serviced.

Reference: For testing and adjusting information of the hydraulic, electric and electronic systems, make
reference to the Hydraulic And Electronic Systems Testing And Adjusting module for the machine being
serviced.

Reference: For electrical circuit schematics, make reference to the Electrical System Schematic module for the
machine being serviced.

The electric and electronic systems consist of the following three systems:

Electric System
Includes power, start/stop, charging and low current circuits.

Engine/Pump Control System

Controls engine speed based on signals from both the engine speed dial and power mode selectors. Controls the
pump output based on engine speed and/or the load placed on the machine.

Monitoring System
Warns the operator of occurrence of problem(s) in the machine and also provides information used for
adjustment and diagnosis of the machine.

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Controller Compartment (Rear Of Cab)

(1) Controller.

All the functions of the engine/pump control system and monitoring system are done through activation of
electronic controller (1) (referred to as "controller"). Part of electric system components such as lights,
windshield wiper, etc. are electronically controlled by the controller.

Electric System

Electric Circuit Schematic

(1) Disconnect switch. (2) Battery. (3) Power circuit. (4) Circuit breaker. (5) Main relay. (6) Fuse box. (7) Low current circuit. (8)
Radio. (9) Cigar lighter. (10) Engine shutoff solenoid. (11) Engine shutoff relay. (12) Starter switch. (13) Neutral start switch. (14)
Safety relay. (15) Cab heater. (16) Air conditioner. (17) Light. (18) Windshield wiper. (19) Windshield washer. (20) Start/stop circuit.
(21) Starter motor. (22) Starter relay. (23) Alternator. (24) Controller. (25) Relay box. (26) Horn. (27) Air heater. (28) Heater relay.
(29) Charging circuit.

Introduction
The electric system consists of power circuit (3), start/stop circuit (20), charging circuit (29) and low current
circuit (7).

Power Circuit

This circuit supplies power to electric components and includes battery (2), disconnect switch (1), circuit
breaker (4) and main relay (5).
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Start/Stop Circuit

This circuit starts/stops the engine and includes starter motor (21), starter relay (22), starter switch (12), engine
shutoff solenoid (10), engine shutoff relay (11), safety relay (14) and neutral start switch (13). A preheat circuit
is provided for low temperature starting. The circuit includes start switch (12), heater relay (28) and air heater
(27).

Charging Circuit

This circuit uses alternator (23) to charge battery (2) during engine operation and to supply current to low
current circuit (7) through fuse box (6).

Low Current Circuit.

Light circuit.

Windshield wiper/washer circuit.

Radio circuit.

Cigar lighter circuit.

Air conditioner circuit.

Horn circuit.

Cab heater circuit.

Only light and wiper/washer circuits of the above low current circuits are activated through controller (24).

Operation
Description of operation is given relative to power, start/stop and charge circuits. For details of symbols used in
the electric circuit diagram and for machine specific electrical schematic, make reference to the Electrical
System Schematic module for the machine being serviced.

Only symbols for connectors should be referred to from the top of the following illustration.

Power Circuit

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Power Circuit Schematic

(2) Battery. (5) Main relay. (12) Starter switch. (23) Alternator. (30) Fuse box. (31) Fuse box.

Right Console
(12) Starter switch. (32) OFF position. (33) PREHEAT position. (34) ON position. (35) START position.

Current is available at starter switch (12), alternator (23) and fuse box (31). When starter switch (12) is placed
in ON position (34), the contacts of main relay (5) are closed and there is current flow to fuse box (30).
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Start/Stop Circuit Schematic (8LK1-1275 And 1KL1-441)

(2) Battery. (5) Main relay. (10) Engine shutoff solenoid. (11) Engine shutoff relay. (12) Starter switch. (13) Neutral start switch. (21)
Starter motor. (22) Starter relay. (23) Alternator. (24) Controller. (36) Starter solenoid.

Start/Stop Circuit Schematic (8LK1276-Up And 1KL442-Up)

(2) Battery. (5) Main relay. (10) Engine shutoff solenoid. (11) Engine shutoff relay. (12) Starter switch. (13) Neutral start switch. (21)

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Starter motor. (22) Starter relay. (23) Alternator. (24) Controller. (36) Starter solenoid.

When starter switch (12) is placed in START position (35) with the hydraulic activation control lever in
LOCKED position, current flows through neutral start switch (13) to starter relay (22). The starter relay contacts
are closed which allows current flow to starter solenoid (36).

NOTE: If starter switch (12) is placed in the ON position with the hydraulic activation control lever in
UNLOCKED position, no current flows to starter relay (22) and the engine will not start.

As starter solenoid (36) is energized, the plunger in starter solenoid (36) shifts and lets the pinion of starter
motor (21) operate. The pinion engages with the ring gear on the engine flywheel to start the engine. When the
alternator starts to generate electricity, a signal is sent from alternator terminal P to terminal P of the safety
relay. The signal at terminal P of the safety relay opens the ground connection for the start relay at terminal S
which deactivates the start relay. This circuitry keeps the starter from being engaged after the engine is started.
When the start switch is released, the plunger in starter solenoid (36) returns to its original position and causes
the pinion of the starter motor to disengage from the flywheel ring gear.

When starter switch (12) is moved to OFF position (32), the circuit between terminals B and ACC is open.
Controller (24) senses this open on wire #308 and activates engine shutoff relay (11) with wire #332. The
engine shutoff relay contacts close and allow current flow to engine shutoff solenoid (10). Engine shutoff
solenoid activates to move the fuel rack to the fuel CLOSE position. No fuel is supplied to the engine and the
engine stops. Approximately 30 seconds after the engine stops, controller (24) deactivates engine shutoff relay
(11) which stops the current flow to engine shutoff solenoid (10).

Preheat Circuit

Preheat Circuit
(12) Starter switch. (27) Air heater. (28) Heater relay.

This circuit activates an engine starting aid in cold weather when the temperature is below 0°C (32°F). When

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starter switch (12) is placed in PREHEAT position (33), current flows from starter switch (12) to air heater (27)
through heater relay (28). Air heater (27) increases the temperature in the engine cylinders to aid engine
starting.

Charging Circuit

Charge Circuit Schematic (8LK1-1275 And 1KL1-441)

(2) Battery. (4) Circuit breaker. (12) Starter switch. (23) Alternator.

Charge Circuit Schematic (8LK1276-Up And 1KL442-Up)

(2) Battery. (4) Circuit breaker. (12) Starter switch. (23) Alternator.

When starter switch (12) is placed in ON position (34), initial current goes to alternator (23). The field coil of
alternator (23) is initially closed. When the engine has started, the charged current from terminal B of alternator
(23) goes through circuit breaker (4) to batteries (2). Alternator (23) supplies current to the electric components
in the electric system.

Electronic System

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Introduction

Controller Compartment (Rear Of Cab)

(1) Controller.

Right Console
(2) Monitor. (3) Monitor panel. (4) Switch panel.

The electronic system activates through controller (1). It is made up of the engine/pump control system and the
monitoring system. Major functions of the electronic system are as follows:

Engine/Pump Control System

* Changes the available engine horsepower to hydraulic horsepower in the most effective manner for
machine operation.
* Depending on machine load, regulates pump output. This results in improved fuel consumption.
* Depending on the engine speed selected from the "10" speed positions, provides a smooth control of
pump output.
* Includes the Automatic Engine Speed Control (AEC) system which automatically reduces the engine
speed when there is little or no hydraulic demand.
* Includes the Low Idle system which allows the operator to change the engine speed to a reduced RPM
without moving the engine speed dial.

Monitoring System

* Monitor (2) for this system is located on the front of the right console. Monitor (2) is made up of
monitor panel (3) and switch panel (4). The monitor panel continually informs the operator of machine
conditions that are electronically monitored. The switch panel contains switches and controls for machine
operation.
* Controller (1) has the ability to diagnose itself and its system for problems. Any problems identified by
the controller are indicated by alert indicators on the monitor panel.

Components (8LK1-1275 And 1KL1-441)

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Inputs To Outputs From Controller

(1) Monitor. (2) Controller. (3) Starter switch. (4) Engine. (5) Pulley. (6) Pump. (7) Fuse box. (8) Battery. (9) Governor backup
switch. (10) Speed sensor (magnetic pickup). (11) Feedback sensor. (12) Speed change switch. (13) Governor actuator. (14) Pump
backup switch. (15) Proportional reducing valve. (16) Engine speed dial. (17) Travel pressure switch. (18) Implement/swing pressure
switch. (19) Engine coolant temperature sensor. (20) Hydraulic oil temperature sensor. (21) Fuel level sensor. (22) Alternator. (23)
Engine oil pressure switch. (24) Low idle switch. (25) Fine control solenoid valve. (26) Swing priority solenoid valve. (27) Travel
speed solenoid valve. (28) Fault alarm. (29) Travel alarm. (30) Relay box. (31) Windshield wiper. (32) Windshield washer. (33)
Chassis light. (34) Boom light. (35) Electric system. (45) Backup resistor. (46) Boom Raise pressure switch. (47) Air heater relay. (48)
Air heater. (49) Engine stop solenoid.

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Controller Compartment (Rear Of Cab)

(2) Controller. (8) Battery.

Controller Compartment
(7) Fuse box. (30) Relay box.

Components On Input Side

Input side components inform controller (2) of the status of the vehicle systems.

Engine Speed Sensor (Magnetic Pickup)

Engine Flywheel Housing

(10) Speed sensor.

Speed sensor (10) is installed on the engine flywheel housing. Speed sensor (10) creates an electrical pulse each
time a flywheel tooth passes. This pulse goes to the electronic controller which processes this pulse information
to determine engine speed. The controller senses the engine running when it receives a sensor signal of AC 2
voltages or more, and 740 Hz or more.

Feedback Sensor

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Controller Compartment
(13) Governor actuator.

Feedback sensor (11) is part of governor actuator (13) and sends a signal of governor lever position to the
controller. As governor actuator (13) operates, pulley (5) turns and moves the governor lever to the position that
matches the position of engine speed dial (16).

Monitor

Right Console
(1) Monitor. (36) Power mode selector switch. (37) Light switch. (38) Travel speed switch. (39) Monitor panel. (40) Work mode
selector switch. (41) AEC switch. (42) Washer switch. (43) Wiper switch. (44) Alarm cancel switch.

Signals from the monitor switches are sent to and processed by the controller. The monitor switches are used to
select various functions for the controller to perform or modes to operate in.

Engine Speed Dial

Right Console
(16) Engine speed dial. (24) Low idle switch.

Engine speed dial (16) sends one of the ten no-load engine speed position signals.

Low Idle Switch

Low idle switch (24) is located on the top of the right control lever. The low idle system is activated by pressing
low idle switch (24) once with no hydraulic load, reduces engine speed to 940 rpm. Pressing low idle switch

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(24) again or activating the hydraulic system deactivates the low idle system.

Travel And Implement/Swing Pressure Switches

Main Control Valve Compartment

(17) Travel pressure switch. (18) Implement swing pressure switch. (46) Boom Raise pressure switch.

Travel pressure switch (17) and implement/swing pressure switch (18) monitor the hydraulic system and keep
the controller aware of the hydraulic demands. When there is no hydraulic demand, these switches are open.
The automatic engine speed control (AEC) function of the controller uses these switches to determine how to
operate.

Sensors For Engine Coolant Temperature, Hydraulic Oil Temperature And Fuel Level

Engine coolant temperature sensor (19), hydraulic oil temperature sensor (20) and fuel level sensor (21) are
attached to the engine, hydraulic tank and fuel tank, respectively. The three sensors inform the controller of the
different fluid temperatures and levels.

Engine Oil Pressure Switch

Engine oil pressure switch (23) is located on the engine and informs the controller of the oil pump delivery
pressure.

Alternator

Alternator (22) sends a generating frequency signal to the controller.

Boom Raise Pressure Switch

When the boom control lever is moved to the full boom RAISE position and the power mode switch is in the
BOOM PRIORITY position, boom RAISE pressure switch (46) closes. Fine control solenoid valve (25) is
energized which causes front pump oil to go to the boom circuit only. The boom can now move faster, even in a
combined operation of boom and stick.

Starter Switch

When starter switch (3) is turned to the ON or START position, a voltage signal is sent to controller (2).
Controller is now ready to activate for performing various electronic controls. Controller (2) also uses the
voltage signal to determine the battery charging condition.

When starter switch (3) is returned to the OFF position with the engine running, the engine stop relay and
engine stop solenoid energize to stop the engine. After approximately three seconds, they are de-energized.

When starter switch (3) is turned to the ON position from the OFF position, the engine stop relay and engine
stop solenoid energizes for approximately three seconds and then are de-energized.

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Controller (2) does not operate when there is no voltage signal supplied. No voltage signal is sent to the
controller when starter switch (3) is in the OFF position or the circuit is open.

Air Heater

When the starter switch is placed in the PREHEAT position, heater relay (47) energizes to activate air heater
(48) and send an activation signal to the controller.

Components On Output Side

The controller processes the information from the inputs and sends signals to the output components. The
output components allow the controller to control the engine and hydraulic system and inform the operator of
the vehicle status.

Governor Actuator

When engine speed dial (16) is placed at one of 10 positions, governor actuator (13) moves the governor lever
to the position which corresponds to the selected speed dial position. This determines the engine RPM.

Proportional Reducing Valve

Pilot Oil Manifold Compartment

(15) Proportional reducing valve. (25) Fine control solenoid valve. (26) Swing priority solenoid valve. (27) Travel speed solenoid
valve.

Depending on power mode and engine speed, a signal from the controller is sent to proportional reducing valve
(15) which uses the signal to control the power shift pressure to the pump. The controller regulates the power
shift pressure to the pump so that pump output closely matches the power mode and engine speed.

Solenoid Valves

Work mode selector switch (40) on monitor (1) controls activation of solenoid valves (25) and (26). Fine
control solenoid valve (25) and swing priority solenoid valve (26) function to make fine control and trenching
operations easier. When travel speed switch (38) is switched to LOW or HIGH travel speed mode, travel speed
solenoid valve (27) engages the travel speed mode selected.

Monitor

Monitor (1), through alarm indicators on monitor panel (39), alert the operator of problems in the following
areas:

Engine coolant temperature.

Hydraulic oil temperature.

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Fuel level.

Engine oil pressure.

Charging frequency and voltage of alternator.

Controller.

Monitor.

Action Alarm Buzzer

Action alarm buzzer (28) sounds when the engine oil pressure does not decrease normally.

Travel Alarm

Travel alarm (29) sounds when the travel control is being used.

Electronically Controlled Electric Components

Activation of wiper (31), washer (32), chassis light (33) and boom light (34) are electronically controlled by the
controller.

Backup System Components

The electronic control system is provided with pump backup switch (14) and governor backup switch (9). The
switches function as a backup to the controller to prevent the machine from shutting down if a problem occurs
in the controller.

Turning pump backup switch (14) to the TORTOISE position disconnects proportional reducing valve solenoid
(15) from the controller. The pump will operate continuously with a 15 to 40 percent lower output than the
maximum (approximately equal to power mode II). When pump backup switch (14) is ON, a signal is also sent
to the controller.

Turning governor backup switch (9) to the MAN position disconnects governor actuator (13) from the
controller. This overrides the engine speed dial switch and the controller to allow manual engine speed control
by activating speed change switch (12).

Components (8LK1276-Up And 1KL442-Up)

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Inputs To Outputs From Controller

(1) Monitor. (2) Controller. (3) Starter switch. (4) Engine. (5) Lever. (6) Pump. (7) Fuse box. (8) Battery. (9) Governor backup switch.
(10) Speed sensor (magnetic pickup). (11) Feedback sensor. (12) Speed change switch. (13) Governor actuator. (14) Pump backup
switch. (15) Proportional reducing valve. (16) Engine speed dial. (17) Travel pressure switch. (18) Implement/swing pressure switch.
(19) Engine coolant temperature sensor. (20) Hydraulic oil temperature sensor. (21) Fuel level sensor. (22) Alternator. (23) Engine oil
pressure switch. (24) Low idle switch. (25) Fine control solenoid valve. (26) Swing priority solenoid valve. (27) Travel speed solenoid
valve. (28) Action alarm buzzer. (29) Travel alarm. (30) Relay box. (31) Windshield wiper. (32) Windshield washer. (33) Chassis
light. (34) Boom light. (35) Electric system. (45) Backup resistor. (46) Boom Raise pressure switch. (47) Air heater relay. (48) Air
heater. (49) Engine stop solenoid.

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Controller Compartment (Rear Of Cab

(2) Controller. (8) Battery.

Controller Compartment
(7) Fuse box. (30) Relay box.

Components On Input Side

Input side components inform controller (2) of the status of the vehicle systems.

Engine Speed Sensor (Magnetic Pickup)

Engine Flywheel Housing

(10) Speed sensor.

Speed sensor (10) is installed on the engine flywheel housing. Speed sensor (10) creates an electrical pulse each
time a flywheel tooth passes. This pulse goes to the electronic controller which processes this pulse information
to determine engine speed. The controller senses the engine running when it receives a sensor signal of AC 2
voltages or more, and 740 Hz or more.

Feedback Sensor

Controller Compartment (Rear of Cab)

(13) Governor actuator.

Feedback sensor (11) is part of governor actuator (13) and sends a signal of governor lever position to the

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controller. As governor actuator (13) operates, lever (5) turns and moves the governor lever to the position that
matches the position of engine speed dial (16).

Monitor

Right Console
(1) Monitor. (36) Power mode selector switch. (37) Light switch. (38) Travel speed switch. (39) Monitor panel. (40) Work mode
selector switch. (41) AEC switch. (42) Washer switch. (43) Wiper switch. (44) Alarm cancel switch.

Signals from the monitor switches are sent to and processed by the controller. The monitor switches are used to
select various functions for the controller to perform or modes to operate in.

Engine Speed Dial

Right Console
(16) Engine speed dial. (24) Low idle switch.

Engine speed dial (16) sends one of the ten no-load engine speed position signals.

Low Idle Switch

Low idle switch (24) is located on the top of the right control lever. The low idle system is activated by pressing
low idle switch (24) once with no hydraulic load, reduces engine speed to 940 rpm. Pressing low idle switch
(24) again or activating the hydraulic system deactivates the low idle system.

Travel And Implement/Swing Pressure Switches

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Main Control Valve Compartment
(17) Travel pressure switch. (18) Implement swing pressure switch. (46) Boom Raise pressure switch.

Travel pressure switch (17) and implement/swing pressure switch (18) monitor the hydraulic system and keep
the controller aware of the hydraulic demands. When there is no hydraulic demand, these switches are open.
The automatic engine speed control (AEC) function of the controller uses these switches to determine how to
operate.

Sensors For Engine Coolant Temperature, Hydraulic Oil Temperature And Fuel Level

Engine coolant temperature sensor (19), hydraulic oil temperature sensor (20) and fuel level sensor (21) are
attached to the engine, hydraulic tank and fuel tank, respectively. The three sensors inform the controller of the
different fluid temperatures and levels.

Engine Oil Pressure Switch

Engine oil pressure switch (23) is located on the engine and informs the controller of the oil pump delivery
pressure.

Alternator

Alternator (22) sends a generating frequency signal to the controller.

Boom RAISE Pressure Switch

When the boom control lever is moved to the full boom RAISE position and the power mode switch is in the
BOOM PRIORITY position, boom RAISE pressure switch (46) closes. Fine control solenoid valve (25) is
energized which causes front pump oil to go to the boom circuit only. The boom can now move faster, even in a
combined operation of boom and stick.

Starter Switch

When starter switch (3) is turned to the ON or START position, a voltage signal is sent to controller (2).
Controller is now ready to activate for performing various electronic controls. Controller (2) also uses the
voltage signal to determine the battery charging condition.

When starter switch (3) is returned to the OFF position with the engine running, the engine stop relay and
engine stop solenoid energize to stop the engine. After approximately three seconds, they are de-energized.

When starter switch (3) is turned to the ON position from the OFF position, the engine stop relay and engine
stop solenoid energizes for approximately three seconds and then are de-energized.

Controller (2) does not operate when there is no voltage signal supplied. No voltage signal is sent to the
controller when starter switch (3) is in the OFF position or the circuit is open.

Air Heater

When the starter switch is placed in the PREHEAT position, heater relay (47) energizes to activate air heater
(48) and send an activation signal to the controller.

Components On Output Side

The controller processes the information from the inputs and sends signals to the output components. The
output components allow the controller to control the engine and hydraulic system and inform the operator of
the vehicle status.

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Governor Actuator

When engine speed dial (16) is placed at one of 10 positions, governor actuator (13) moves the governor lever
to the position which corresponds to the selected speed dial position. This determines the engine RPM.

Proportional Reducing Valve

Pilot Oil Manifold Compartment

(15) Proportional reducing valve. (25) Fine control solenoid valve. (26) Swing priority solenoid valve. (27) Travel speed solenoid
valve.

Depending on power mode and engine speed, a signal from the controller is sent to proportional reducing valve
(15) which uses the signal to control the power shift pressure to the pump. The controller regulates the power
shift pressure to the pump so that pump output closely matches the power mode and engine speed.

Solenoid Valves

Work mode selector switch (40) on monitor (1) controls activation of solenoid valves (25) and (26). Fine
control solenoid valve (25) and swing priority solenoid valve (26) function to make fine control and trenching
operations easier. When travel speed switch (38) is switched to LOW or HIGH travel speed mode, travel speed
solenoid valve (27) engages the travel speed mode selected.

Monitor

Monitor (1), through alarm indicators on monitor panel (39), alert the operator of problems in the following
areas:

Engine coolant temperature.

Hydraulic oil temperature.

Fuel level.

Engine oil pressure.

Charging frequency and voltage of alternator.

Controller.

Monitor.

Action Alarm Buzzer

Action alarm buzzer (28) sounds when the engine oil pressure does not decrease normally.

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Travel Alarm

Travel alarm (29) sounds when the travel control is being used.

Electronically Controlled Electric Components

Activation of wiper (31), washer (32), chassis light (33) and boom light (34) are electronically controlled by the
controller.

Backup System Components

The electronic control system is provided with pump backup switch (14) and governor backup switch (9). The
switches function as a backup to the controller to prevent the machine from shutting down if a problem occurs
in the controller.

Turning pump backup switch (14) to the TORTOISE position disconnects proportional reducing valve solenoid
(15) from the controller. The pump will operate continuously with a 15 to 40 percent lower output than the
maximum (approximately equal to power mode II). When pump backup switch (14) is ON, a signal is also sent
to the controller.

Turning governor backup switch (9) to the MAN position disconnects governor actuator (13) from the
controller. This overrides the engine speed dial switch and the controller to allow manual engine speed control
by activating speed change switch (12).

Engine/Pump Regulation (8LK1-1275 And 1KL1-441)

Input To Outputs From Controller (Partial)

(1) Monitor. (2) Power mode selector switch. (3) Controller. (4) Lever. (5) Engine. (6) Pump. (7) Engine speed dial. (8) Speed sensor
(magnetic pickup). (9) Feedback sensor. (10) Governor actuator. (11) Proportional reducing valve.

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Controller Compartment (Rear Of Cab)

(10) Governor actuator. (12) Accelerator wire cable. (13) Decelerator wire cable.

Engine Compartment (Viewed From Top)

(4) Pulley. (12) Accelerator wire cable. (13) Decelerator wire cable

Controller (3) processes the input from engine speed dial (7). Controller (3) then sends a signal to governor
actuator (10) to adjust the engine speed to match engine speed dial (7) setting. The governor actuator uses
cables (12) and (13) to rotate pulley (4). If the pulley is rotated counterclockwise by cable (12), the governor
lever moves in the accelerate direction. If the pulley is rotated clockwise by cable (13), the governor lever
moves in the decelerate direction.

Right Console
(7) Engine speed dial. (14) Low idle setting "1" (tortoise sign). (15) High idle setting "10" (rabbit sign).

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Right Console
(16) Monitor panel. (17) Character display.

Engine speed dial (7) has 10 positions. Position "1" (14) is for low idle and position "10" (15) is for high idle.
The selected dial position is indicated by character display (17). The no load engine RPM for each engine speed
dial setting is shown in the following charts:

The controller receives inputs from engine speed dial (7), power mode selector switch (2) and the speed sensor.
The controller processes these inputs and sends a control signal to proportional reducing valve solenoid (11).
The proportional reducing valve changes the electric signal to a hydraulic signal (power shift pressure). The
power shift pressure is used to regulate the output of pump (6). As the power shift pressure increases, pump (6)

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destrokes for decreased hydraulic output. If the power shift pressure decreases, the pump (6) upstrokes for
increased hydraulic output.

Pump output is regulated depending on the engine speed dial position. Dial position "10" causes minimum
power shift pressure for maximum allowable pump output. As the dial is turned in decreased speed direction,
the power shift pressure increases for decreased pump output.

Maximum allowable pump output is set with power mode switch (2). Power mode III provides maximum pump
output. Power mode II position provides medium pump output. Power mode I position provides minimum pump
output.

Engine/Pump Regulation (8LK1276-Up And 1KL442-Up)

Illustration Of Input To Outputs From Controller (Partial)

(1) Monitor. (2) Power mode selector switch. (3) Controller. (4) Lever. (5) Engine. (6) Pump. (7) Engine speed dial. (8) Speed sensor
(magnetic pickup). (9) Feedback sensor. (10) Governor actuator. (11) Proportional reducing valve.

Controller Compartment (Rear Of Cab)

(10) Governor actuator. (12) Accelerator cable.

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Engine Compartment (Viewed From Top)

(4) Lever. (12) Accelerator cable.

Controller (3) processes the input from engine speed dial (7). Controller (3) then sends a signal to governor
actuator (10) to adjust the engine speed to match engine speed dial (7) setting. Governor actuator uses cable
(12) to rotate lever (4). If the lever is rotated counterclockwise by cable (12), the governor lever connected to
the lever moves in the accelerate direction. If the lever is rotated clockwise by cable (12), the governor lever
moves in the decelerate direction.

Right Console
(7) Engine speed dial. (14) Low idle setting "1" (tortoise sign). (15) High idle setting "10" (rabbit sign).

Right Console
(16) Monitor panel. (17) Character display.

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Engine speed dial (7) has 10 positions. Position "1" (14) is for low idle and position "10" (15) is for high idle.
The selected dial position is indicated by character display (17). The no load engine RPM for each engine speed
dial setting is shown in the following charts:

The controller receives inputs from engine speed dial (7), power mode selector switch (2) and the speed sensor.
The controller processes these inputs and sends a control signal to proportional reducing valve solenoid (11).
The proportional reducing valve changes the electric signal to a hydraulic signal (power shift pressure). The
power shift pressure is used to regulate pump (6) output. As the power shift pressure increases, pump (6)
destrokes for decreased hydraulic output. If the power shift pressure decreases, pump (6) upstrokes for
increased hydraulic output.

Pump output is regulated depending on the engine speed dial position. Dial position "10" causes minimum
power shift pressure for maximum allowable pump output. As the dial is turned in decreased speed direction,
the power shift pressure increases for decreased pump output.

The maximum allowable pump output is set with power mode switch (2). Power mode III provides maximum
pump output. Power mode II position provides medium pump output. Power mode I position provides minimum
pump output.

Prevention Of Engine Overspeed Start (8LK1276-Up And 1KL442-

Up)
Introduction

The engine restarts at the same speed as when the engine shutdown. On previous machines, the engine restarted
at a speed corresponding to the engine speed dial position when the engine start switch was turned ON.

Function

On previous machines, if the engine start switch was turned ON, the governor actuator activated to move its
lever to the position that matched the engine speed dial position. This caused the engine to restart at a speed
corresponding to the engine speed dial. The current machine eliminates this function of the governor actuator
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and allows the governor lever to default to the position of the engine speed RPM that existed just before engine
shut down.

The governor actuator returns to the normal function when any of the following conditions occur:

* Any of the hydraulic controls are activated.

* The engine speed dial is turned to another position, regardless of engine start switch position.
* The manual one touch low idle switch is activated.
* The AEC switch is activated.
* The engine speed goes down to 1300 RPM with the AEC activated, three seconds after the engine has
started.
* The power mode selector switch is activated.

Power Mode Operation

Introduction

Right Console
(1) Monitor. (2) Engine speed dial.

Right Console
(1) Monitor. (3) Power mode selector switch. (4) Mode III. (5) Mode II. (6) Mode I.

(8LK1-1275 And 1KL1-441)

Power mode switch (3) changes the mode of available engine power for an operation. The mode selected
depends on the working conditions or operation being performed. When the engine start switch is moved to the
ON position, the power mode defaults to mode II (5). Each time the push-on switch is pushed, the power mode
changes. One of the three power mode indicators will be ON, indicating the power mode selected.

(8LK1276-Up And 1KL422-Up)

Power mode switch (3) is used to change the mode of available engine power for an operation. The mode
selected depends on the working conditions or operation being performed. When the engine start switch is
moved to the ON position, the power mode switch defaults to the prior mode position before the starter switch
had been turned off. (The controller of this machine has a function that continues to store the information of the
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prior power and work mode positions before engine shutdown (until restarted). Each time the push-on switch is
pushed, the power mode changes. One of three power mode indicators (4), (5) or (6) will be ON to indicate the
power mode selected.

(8LK1-Up And 1KL1-Up)

The modes listed below represent Pump Pressure/Flow (P-Q) characteristic curves of the three power modes.
With the engine speed dial in position "10", the pump output in each mode is:

Mode III: 100 percent.

Mode II: about 85 percent.

Mode I: about 60 percent.

P-Q Characteristic Curves

(7) Point (start of pump destroke in mode I). (8) Point (start of pump destroke in mode II). (9) Point (start of pump destroke in mode
III). (10) Power mode I. (11) Power mode II. (12) Power mode III.

Mode III (With Engine Speed Dial At HIGH Idle "10")

Power mode position III is used for heavy work which needs higher operating speed. With the power mode
switch in position III and speed dial (2) in HIGH IDLE "10" position, pump output is regulated through both
engine speed and delivery pressure. This provides the maximum available engine horsepower for a work
operation.

The electronic controller regulates the pump so the engine can maintain the target speed for maximum torque

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and horsepower from the engine. As a load increases on the engine, there is an incremental decrease from no-
load speed (1970 rpm) to the rated speed (1800 rpm). The rated speed provides the maximum available
horsepower. If the load further increases, the engine speed decreases below the rated speed. At this time, the
controller regulates the pump output so the engine maintains the target speed (1750 rpm). Now the engine can
provide almost the same level horsepower as that at the rated speed.

If engine speed decreases below target speed due to increased load, maximum available engine horsepower
cannot be maintained. Immediately after the engine speed decreases below the target speed, the controller
regulates the pump to decrease its output flow. This causes the engine to maintain the target speed for maximum
available horsepower. Again, if the engine speed increases beyond the target speed due to decreased load,
engine horsepower again decreases. At this time, the controller regulates the pump to increase its output flow.
This causes the engine to maintain the target speed for maximum horsepower. The engine runs at a speed close
to the target speed for most of the pressure/flow points on power mode III (12).

Inputs To Controller (Partial)

(13) Controller. (14) Engine. (15) Pump. (16) Speed sensor (magnetic pickup). (17) Proportional reducing valve.

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Pump Regulator (3066/SP10K)

(15) Pump. (18) Pilot piston. (19) Regulator. (20) Passage. (21) Passage. (Pd) Pump delivery pressure. (Ps) Power shift pressure.

Controller (13) continually monitors engine speed through speed sensor (16). The controller then sends signals
to proportional reducing valve (17) to maintain the target engine RPM. Proportional reducing valve (17)
processes the signal and sends the power shift pressure (Ps) to regulator (19) of pump (15). As a result, power
shift pressure (Ps) regulates the pump output to maintain the target engine speed.

In power mode III, as the pump delivery pressure (Pd) increases due to increased load, the pump starts to
destroke from output point (9) to maintain the target engine speed. Pump delivery pressure (Pd) goes through
passage (20) to the shoulder of pilot piston (18). Power shift pressure (Ps) goes through passage (21) to the top
surface of pilot piston (18). This causes the pump to destroke.

Controller (13) continually monitors engine speed through speed sensor (16). The controller then sends
appropriate signals to proportional reducing valve (17) to maintain the target engine RPM. Proportional
reducing valve (17) processes the signal and changes the power shift pressure (Ps) to regulator (18) of pump
(15). As a result, power shift pressure (Ps) regulates the pump output to maintain the target engine speed.

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Pump Regulator (3066/Rexroth)

(15) Pump. (18) Regulator. (19) Passage. (20) Passage. (21) Control piston. (Pd) Pump delivery pressure. (Ps) Power shift pressure.

In power mode III, as the pump delivery pressure (Pd) increases due to increased load, the pump starts to
destroke from output point (9) to maintain the target engine speed. Pump delivery pressure (Pd) goes through
passage (19) to the shoulder of control piston (21). Power shift pressure (Ps) goes through passage (20) to the
top surface of control piston (21). This causes the pump to destroke.

Reference: For more information on flow control by pump regulator, make reference to "Main Pump" in the
Hydraulic System Systems Operation module for the machine being serviced.

In power mode III, the controller receives signals from engine speed sensor and either the travel pressure switch
or implement swing pressure switch. The controller processes these signals and sends a signal to the
proportional reducing valve. The proportional reducing valve controls the power shift pressure that is sent to
both pumps. Each pump increases or decreases its flow rate based on its own pump delivery pressure and the
power shift pressure. In power mode III, the main pumps work independently of each other. One main pump
can increase its output while the other main pump decreases its output. The percentage of maximum available

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engine horsepower for single pump output by this summation control is as follows:

* About 90 percent when travel control is activated alone or together with implement and/or swing
controls.
* About 60 to 70 percent when any controls other than travel are activated.

The engine horsepower is used in an efficient manner for pump output even if there is a decrease in load placed
on either of the main pumps. If engine horsepower available for main pumps (15) decreases due to an addition
of an attachment pump or adverse conditions, the main pumps are regulated as follows:

* The main pumps are designed to allow the addition of an attachment pump. If an attachment pump is
added, the engine can maintain the target speed until a maximum of 30 percent of available engine
horsepower is used for the attachment pump. When the main pumps use the other 70 percent or more, the
target speed is maintained through main pump regulation by power shift pressure (Ps).
* If the engine horsepower decreases due to engine wear, lower grade of fuel, or high altitude operation,
the main pumps are electronically regulated to allow the engine to run at the target speed until the engine
horsepower decreases 30 percent.

As the engine horsepower decreases, the engine can reach the target speed at a lower pump output than that at
maximum engine horsepower. This allows the engine to operate without stalling even if there is a maximum of
30 percent reduction in engine horsepower.

Mode III (With Engine Speed Dial At "9" Or Below)

The power shift pressure remains almost constant at a selected engine speed dial position until the no-load
engine speed decreases 250 rpm or more. If decreased below this level, the power shift pressure is increased to
reduce pump output. This results in less engine horsepower being available to the pump than at position "10".
The pump is regulated by constant power shift pressure (Ps) and provides its output based on a certain P-Q
characteristic curve.

Power mode III with speed dial at "9" provides slightly higher power shift pressure (Ps) than at dial position
"10" which reduces pump output about ten percent. These power mode and engine speed dial settings are used
for heavy duty truck loading or trenching which need a slightly reduced machine operating speed.

Mode II

Power mode II is used for ordinary work. Selection of this power mode lowers machine work speed a small
amount, but reduces noise level and fuel consumption when compared to mode III.

In power mode II, engine speed dial position "10" under no-load becomes the same as that of position "9" in
power mode III. Other engine speed dial positions are not affected. The power available for the travel circuits is
equal to that of mode III, when travel control is used alone or at the same time with other controls.

The power shift pressure remains almost constant at a selected engine speed dial position of "1" to "9", until the
no-load engine speed decreases 250 rpm or more. If decreased below this level, the power shift pressure is
increased to reduce pump output. The power shift pressure in mode II is higher than in mode III which results in
pump destroking at point (8) (earlier than in mode III).

Mode I

Power mode I is used for light duty work such as leveling which does not need high speed and power. Selection
of this power mode reduces work speed for improved fine control operation and reduced noise and fuel
consumption.

In power mode I, engine speed dial positions "8" to "10" become the same as that of position "7" in power mode
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III. Other engine speed dial positions are not affected. The power available for the travel circuits is equivalent to
that of power mode II or III when travel control is used alone, or simultaneous with other controls.

The power shift pressure remains almost constant at a selected engine speed dial position of "1" to "7", until the
no-load engine speed decreases 250 rpm or more. If decreased below this level, the power shift pressure is
increased to reduce pump output. The power shift pressure in mode I is higher than in mode II, this causes the
pump to destroke at point (7) (earlier than mode II).

Automatic Engine Speed Control (AEC)

Inputs To Outputs From Controller (Partial) (8LK1-1275 And 1KL1-441)

(1) Monitor. (2) AEC switch. (3) Controller. (4) Speed sensor. (5) Engine. (6) Travel pressure switch. (7) Implement swing pressure
switch. (8) Governor actuator.

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Inputs To Outputs From Controller (Partial) (8LK1276-Up And 1KL442-Up)

(1) Monitor. (2) AEC switch. (3) Controller. (4) Speed sensor. (5) Engine. (6) Travel pressure switch. (7) Implement swing pressure
switch. (8) Governor actuator.

When there is little or no hydraulic load, the AEC portion of the controller reduces the engine speed to reduce
operating noise and conserve fuel. The AEC operates in two modes. The modes are selected by turning the AEC
ON or OFF using AEC switch (2). The two modes and their operation are described below.

AEC ON

When hydraulic load changes from heavy to continuous light for ten seconds and the engine speed dial is
at position "5" or higher, the AEC system reduces the engine speed by 100 rpm. When hydraulic load
changes from heavy or continuous light to no load for three seconds and the engine speed dial is at
position "5" or higher, the AEC system reduces the engine speed to 1300 rpm. If the hydraulic system is
activated past a load level, the engine speed returns to the engine speed dial setting.

AEC OFF

When hydraulic load changes from heavy to continuous light for ten seconds or no load for three seconds
and the engine speed dial is at position "5" or higher, the AEC system reduces the engine speed by 100
rpm. When hydraulic load changes from continuous light to no load for three seconds and the engine
speed dial is at position "5" or higher, the AEC system reduces the engine speed to 100 rpm below the no
load engine speed setting.

Reference: For more information on AEC operation, make reference to "Pilot Circuit" in the Hydraulic System
Systems Operation module for the machine being serviced.

Low Idle Control

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Inputs To Outputs From Controller (Partial) (8LK1-1275 And 1KL1-441)

(1) Low idle switch. (2) Controller. (3) Engine. (4) Engine speed dial. (5) Travel pressure switch. (6) Implement swing pressure
switch. (7) Governor actuator.

Inputs To Outputs From Controller (Partial) (8LK1276-Up And 1KL442-Up)

(1) Low idle switch. (2) Controller. (3) Engine. (4) Engine speed dial. (5) Travel pressure switch. (6) Implement swing pressure
switch. (7) Governor actuator.

The controller continuously monitors pressure switches (5) and (6) for signals. When low idle switch (1) is
pressed, the controller verifies that there is no hydraulic demand. If there is no demand, the controller activates
the low idle system which adjusts the engine RPM to the equivalent of engine speed dial position "2". The low
idle system overrides the automatic engine speed control (AEC) system.

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When low idle switch (1) is pressed again, the engine speed recovers as follows:

* If engine speed dial (4) is at position "4" or below, the engine speed returns to the original dial setting.
* If the engine speed dial is placed at position "5" or higher with automatic engine speed control ON, the
engine speed returns to 1300 rpm.
* If the engine speed dial is placed at position "5" or higher with automatic engine speed control OFF, the
engine speed returns to a speed 100 rpm lower than the original dial setting.

Activation of any hydraulic control, deactivates the low idle system and returns engine speed to the original
engine speed dial setting, or power mode setting if power mode I or II is selected. Once the low idle system is
deactivated, it is necessary to press low idle switch (1) again to activate the system.

Engine Stop Control (8LK1-1275 And 1KL1-441)

Inputs To Outputs From Controller (Partial)

(1) Starter switch. (2) Controller. (3) Speed sensor. (4) Alternator. (5) Engine. (6) Engine stop relay. (7) Engine stop solenoid.

When starter switch (1) is turned to the OFF position while the engine is running, controller (2) activates to
energize engine stop relay (6) and engine stop solenoid (7). They remain energized until the engine is stopped
(up to a maximum of 30 seconds after the starter switch has been placed in the OFF position). If engine stop
relay (6) and engine stop solenoid (7) continue to energize for a maximum of 30 seconds, they stop energizing
for two seconds and then energize again.

When starter switch (1) is turned to the OFF position from the ON position without starting the engine, engine
stop relay (6) energizes for approximately three seconds.

The controller senses the engine running when it receives a sensor signal of AC2 voltages or more, and 740 Hz
or more.

Engine Stop Control (8LK1276-Up And 1KL442-Up)

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Inputs To Outputs From Controller (Partial)

(1) Starter switch. (2) Controller. (3) Speed sensor. (4) Alternator. (5) Engine. (6) Engine stop relay. (7) Engine stop solenoid.

When starter switch (1) is turned to the OFF position while the engine is running, controller (2) activates to
energize engine stop relay (6) and engine stop solenoid (7) for a maximum of 10 seconds (usually for 3
seconds) until the engine is stopped.

When the engine does not stop normally, engine stop relay (6) and engine stop solenoid (7) become inoperable
for two minutes after they continue to energize for a total of 30 seconds or more by repeating ON/OFF
operation of starter switch (1) to stop the engine. After an elapse of two minutes, they become operable again.

Other Controller Functions

Right Console (8LK1-Up And 1KL1-Up)

(1) Monitor. (2) Power mode selector switch. (3) Selection indicator. (4) Work mode selector switch. (5) AEC switch. (6) Light
switch. (7) Washer switch. (8) Wiper switch. (9) Travel speed switch. (10) Alarm cancel switch.

Functions of the switches on monitor (1) are electronically controlled by the controller. See the previous
sections for details of power mode selector switch (2) and AEC switch (5). See the Monitoring System section
for a description of the operation of alarm cancel switch (10).

All of the switches are momentary push-on type. Each time a switch is pushed, indicator lamp (3) changes to
indicate the status of the switch functions.

Work Mode (8LK1-1275 And 1KL1-441)

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Pilot Oil Manifold Compartment

(11) Swing priority solenoid valve. (12) Travel speed solenoid valve. (13) Fine control solenoid valve.

Work mode switch (4) selects one of three work modes: Boom Priority, Swing Priority or Fine Control. Swing
Priority and Fine Control modes function for more accurate trenching and leveling operations by energizing
respective solenoid valves (11) and (13).

Boom Priority mode does not have its own solenoid valve. When the boom control lever is moved to the full
boom RAISE position with switch (4) in the Boom Priority position, Fine Control solenoid valve (13) is
energized. This makes boom speed faster during combined operation of boom and stick. The indicator lamp
lights for the mode selected.

Travel Speed (8LK1-1275 And 1KL1-441)

Travel speed switch (9) selects one of two travel speeds, HIGH and LOW. Selection of HIGH speed energizes
travel speed solenoid (12) which causes travel speed to change depending on the travel load. Selection of LOW
speed deactivates travel speed solenoid (12) to keep the travel speed at LOW. The indicator lamp that
corresponds to the speed selected will be on.

Work Mode (8LK1276-Up And 1KL441-Up)

Pilot Oil Manifold Compartment

(11) Fine control solenoid valve. (12) Swing priority solenoid valve. (13) Travel speed solenoid valve.

Work mode switch (4) selects one of three work modes: Boom Priority, Swing Priority or Fine Control. Swing
Priority and Fine Control modes function for more accurate trenching and leveling operations by energizing
respective solenoid valves (12) and (11). Boom Priority mode does not have its own solenoid valve. When the
boom control lever is moved to the full boom RAISE position with switch (4) in the Boom Priority position,
Fine Control solenoid valve (11) is energized. This makes boom speed faster during combined operation of
boom and stick. The indicator lamp lights for the mode selected.

Travel Speed (8LK1276-Up And 1KL442-Up)

Travel speed switch (9) selects one of two travel speeds, HIGH and LOW. Selection of HIGH speed energizes
travel speed solenoid (13) which causes travel speed to change depending on the travel load. Selection of LOW
speed deactivates travel speed solenoid (13) to keep the travel speed at LOW. The indicator lamp that

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corresponds to the speed selected will be on.

Reference: For more information, make reference to "Trenching Operation", "Leveling Operation", "Pilot
Circuit" and "Travel Control" in the Hydraulic System Systems Operation module for the machine being
serviced.

Lights

Light switch (6) selects one of three different lighting options. When indicator lamp 1 is on, the chassis light is
on. When indicator lamp 2 is on, the chassis and boom lights are on. When both indicators 1 and 2 are off, no
lights will be on.

Wipers

Wiper switch (8) selects one of three different wiper options. When indicator lamp 1 is on, the wiper operates
intermittently. When indicator lamp 2 is on, the wiper activates continuously. When both indicators 1 and 2 are
off, the wiper is stopped.

Washer

Washer switch (7) activates the washer pump and the wiper. Push the switch to spray. When the switch is
released, washer solution stops immediately and the wiper stops about three seconds later.

Monitoring System

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Inputs To Outputs From Controller (Partial)

(1) Engine coolant temperature gauge. (2) Fuel gauge. (3) Character display. (4) Hydraulic oil temperature gauge. (5) Charge alarm
indicator. (6) Engine coolant temperature alarm indicator. (7) Hydraulic oil temperature alarm indicator. (8) Engine oil pressure alarm
indicator. (9) Controller alert indicator. (10) Monitor alert indicator. (11) Fuel level sensor. (12) Engine coolant temperature sensor.
(13) Hydraulic oil temperature sensor. (14) Engine oil pressure switch. (15) Starter switch. (16) Alternator. (17) Engine speed dial.
(18) Monitor panel. (19) Controller. (20) Monitor. (21) Action lamp. (22) Action alarm buzzer. (23) Switch panel. (24) Alarm cancel
switch. (26) Air heater indicator. (27) Air heater.

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Controller Compartment (Rear Of Cab)
(19) Controller. (25) Indicator.

Introduction

The monitoring system does the following:

* Alerts the operator of machine problem(s).

* Keeps the operator continually informed of the machine status, such as engine speed, hydraulic oil
temperature, power shift pressure, etc.
* Informs the operator of problem(s) in the electronic control system that are occurring or have occurred
at some time.
* Provides information for testing and/or adjusting the electronic control system.

The functions described above are indicated through the following means:

Monitor panel (18).

Action lamp (21).

Action alarm buzzer (22) in console.

Indicator (25) in controller (19).

All of machine problems and some items of machine status monitored by the monitoring system are
automatically indicated on the monitor panel. The remaining items of machine status monitored by the
monitoring system are indicated by activating the Service Mode function. The description on the Service Mode
functions will be given later.

Description Of Gauges And Indicators

Monitor Panel Self Test

To ensure proper operation of the monitoring system, the alarm buzzer and indicators are tested whenever the
monitor is powered up. When starter switch (15) is moved to ON, all indicators on monitor (20) should come
ON for about 2.5 seconds and action alarm buzzer (22) should sound for about 1.5 seconds.

Fuel Level

Fuel level gauge (2) receives input signal from fuel level sensor (11) and indicates the amount of fuel in the fuel
tank.

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Action Alarm Circuit Schematic

(12) Engine coolant temperature sensor. (13) Hydraulic oil temperature sensor. (14) Engine oil pressure switch. (15) Starter switch.
(16) Alternator. (19) Controller. (20) Monitor. (22) Action alarm buzzer. (28) Speed sensor. (29) Controller 24 pin connector. (30)
Fuse. (31) Controller 40 pin connector. (32) Monitor connector.

Engine Coolant Temperature

Engine coolant temperature gauge (1) indicates engine coolant temperature when a current signal from the
terminal of engine coolant temperature sensor (12) goes to pin 9 of controller 24 pin connector (29). When
engine coolant temperature reaches the critical point, 105°C (221°F), the red range illuminates. Engine coolant
temperature alert indicator (6) and action lamp (21) are both illuminated.

Hydraulic Oil Temperature

Hydraulic oil temperature gauge (4) indicates hydraulic oil temperature when a signal current from the terminal
of hydraulic oil temperature sensor (13) goes to pin 10 of controller 24 pin connector (29). When hydraulic oil
temperature reaches the critical point, 95°C (203°F), the red range illuminates and hydraulic oil temperature

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alert indicator (7) and action lamp (21) are illuminated.

Engine Oil Pressure

Action lamp (21) and engine oil pressure alarm indicator (8) are both illuminated when a signal of too low
engine oil pressure is input from the terminal of engine oil pressure switch (14) to pin 18 of controller 24 pin
connector (29). If the engine is running, controller (19) activates causing action alarm buzzer (22) to sound. The
controller receives a signal the engine is running when either:

* the voltage between terminal P of alternator (16) and pin 3 of controller 24 pin connector (29) is at least DC
5V (normal voltage during engine running is approximately DC 14V); or

* speed sensor (28) signal between pins 6 and 12 of controller 24 pin connector (29) is at least AC 2V and at
least 750 Hz.

Charging

The power line voltage from terminal B of alternator (16) goes through fuse (30) and the terminal of starter
switch (15) to pin 13 of controller 40 pin connector (31). When the power line voltage is not normal (not within
approximately 23V TO 32V) and the this condition exists for more than 30 seconds, charge alarm indicator (5)
illuminates. Charge alarm indicator (5) also illuminates when the voltage between terminal P of alternator (16)
and pin 3 of controller 24 pin connector (29) is less than approximately 5V or the charge line is open.

Controller

Controller alarm indicator (9) illuminates when a problem occurs in controller (19) and/or in the communication
line between controller (19) and monitor (20). The communication line is connected between pin 30 of
controller 40 pin connector (31) and pin 3 of monitor connector (32), and between pin 40 of controller 40 pin
connector (31) and pin 4 of monitor connector (32).

Indicator (25) is located in the controller. It gives three different indications. A different color is illuminated
depending on the type of problem. This helps locate the cause of controller problem(s).

Yellow is illuminated when:

* monitor gives no response to signal from controller; or

* controller senses a signal of problems in the data communication circuit.

Red is illuminated in:

* flashing mode when Watch Dog Timer (WDT) senses a problem in the controller Central Processing
Unit (CPU); or
* continuous mode when Random Access Memory (RAM) is not normal due to a faulty controller.

Green is illuminated when:

* there is no problem in the controller.

Monitor

When a problem occurs in the monitor itself and/or the communication line between controller (19) and monitor
(20), monitor alarm indicator (10) is illuminated. This indicator may also be illuminated when controller alarm
indicator (9) is illuminated.

Air Heater Indicator

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When starter switch (15) is placed in the PREHEAT position for at least 30 seconds, air heater indicator (26) is
illuminated.

Engine Speed Dial Position

During normal operation, the selected position of engine speed dial (17) is indicated on character display (3) on
monitor panel (18).

Alarm Cancel

If the travel alarm buzzer is sounding, push alarm cancel switch (24). The alarm stops.

Alarm cancel switch (24) does not stop action alarm buzzer (22). If it is sounding, stop the engine immediately
and have the necessary repairs made.

Service Function

The service function has the following two function levels that can be used for diagnostic and calibration
purposes:

* Data Mode: Provides machine condition information to the service personnel. Information such as
power shift command pressure, engine oil temperature and current problems in electronic controller.
* Calibration Mode: Provides troubleshooting, calibration and adjusting information for components of
the electronic control system.

Reference: For more details on the Service Function, make reference to the Hydraulic And Electronic Systems
Testing And Adjusting module for the machine being serviced.

Controller Protection
The electronic controller is protected against damage by the following:

Noise Filter

The noise filter eliminates the high frequency noise from the input signal lines.

Over Current Cutoff

The over current cutoff prevents current flow in the controller due to a short circuit in the output circuit. This
function activates on all the actuator output circuits with different respective cutoff current levels.

Reverse Voltage Supply Protection Circuit

The reverse voltage supply protection circuit protects the electronic circuits within the controller against reverse
voltage that can be caused by incorrect battery line connection.

Over Voltage Cutoff

If the power supplied to the controller increases to a critical level of 43 V or more, the over voltage cutoff
activates the transistor in the controller to prevent damage.

Watch Dog Timer (WDT)

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The WDT monitors the function of the controller Central Processing Unit (CPU). If a problem occurs in the
CPU, the WDT sends a signal to the CPU to reset and restart correct processing. If the problem remains, alarm
indicators for the controller and monitoring system located on the monitor panel come on. Indicator lamp in the
controller compartment comes on red. If this condition occurs, the machine operation can be temporarily
continued by activating the backup system.

NOTE: The Backup System is explained in the Backup System section of the module.

Full Waterproof Controller

The controller contains printed circuit boards that are protected from water by a aluminum die-cast housing.

Backup System
Introduction

The electronic controller has an operator activated backup system to allow operation of the pump and/or engine
in case of electronic control system problems. The backup system consists of the governor backup to control the
engine and the pump backup for pump control. The governor backup is activated when a problem occurs in the
electronic control system that controls the engine governor. The pump backup is activated when a problem
occurs in the electronic control system that controls the pump. During backup, pump output is equivalent to that
of machine operation in power mode I or II.

Operation

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Backup Circuit Schematic (Controller In Normal Condition)

(1) Controller. (2) Governor backup switch. (3) Governor actuator. (4) Governor actuator drive circuit. (5) Speed change switch. (6)
Pump backup switch. (7) Proportional reducing valve. (8) Proportional reducing valve drive circuit.

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Rear Of Right Console (Access Cover Removed)

(2) Governor backup switch. (5) Speed change switch.

Rear Of Left Console (Access Cover Removed)

(6) Pump backup switch.

Governor backup switch (2) and speed change switch (5) are located in the rear of the right console. Pump
backup switch (6) is located in the rear of the left console. When the controller is normal, governor backup
switch (2) is in AUT (OFF) position with speed change switch (5) upright. Pump backup switch (6) is in AUT
(OFF) position.

Governor backup and pump backup can be controlled separately.

Governor Backup

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Monitor
(9) Character display. (10) Controller alert indicator. (11) Monitor alert indicator.

If a problem occurs in the controller, character display (9) will not indicate the correct speed dial setting. If this
occurs, the governor backup switch is used to override the controller and the speed change switch is used to set
the desired engine speed.

During governor backup operation, the character display appears as shown:

A: when governor backup is used alone.

U: when both governor and pump backups are used at the same time.

NOTE: The character display shows the same information when problems occur in the governor actuator
harness. Use extra care not to mistake this for a backup mode indication.

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Backup Circuit Schematic (In Backup Operation)

(1) Controller. (2) Governor backup switch. (3) Governor actuator. (4) Governor actuator drive circuit. (5) Speed change switch. (6)
Pump backup switch. (7) Proportional reducing valve. (8) Proportional reducing valve drive circuit. (12) Backup signal. (13) Backup
signal. (14) Backup resistor.

Governor backup is activated by governor backup switch (2). With governor backup switch (2) in MAN
(backup) position, move speed change switch (5) backward (to rabbit sign position) to increase rpm and move it
forward (to tortoise sign position) to decrease rpm. Releasing switch (5) causes the engine speed to remain as it
was just before releasing switch (5). The governor backup overrides the function of the engine speed dial.

The above schematic represents the backup condition with governor backup switch (2) in "backup" position and
speed change switch (5) in the acceleration position. Governor actuator (3) is disconnected from drive circuit
(4) of the controller, and directly activated by speed change switch (5). Controller (1) receives only backup
signal (12) of "backup status" from speed change switch (5).

Pump Backup

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Controller Compartment (Rear Of Cab)

(1) Controller. (15) Controller indicator.

When a problem occurs in the pump control portion of the controller, one of the following occurs:

* alert indicator (10) illuminates; or

* monitor alert indicator (11) illuminates; or
* controller indicator (15) turns yellow or red.

When this happens, pump backup is activated with pump backup switch (6). Move pump backup switch (6)
backward (to tortoise sign "backup" position). This disconnects proportional reducing valve (7) from controller
circuit (8). To regulate the pump, proportional reducing valve (7) is then supplied a constant current flow
through backup resistor (14) and pump backup switch (6). This causes the constant power shift pressure to for
pump regulation. The controller receives only a backup signal (13) of backup status.

During pump backup operation the character display shows the following indication.

H: when pump backup is used alone.

U: when both pump and governor backups are used at the same time.

Governor Lever Control By Engine Speed

Introduction

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Controller Inputs To Outputs For Engine Speed Control (Partial) (8LK1-1275 And 1KL1-441)
(1) Monitor. (2) Controller. (3) Speed sensor. (4) Engine. (5) Engine speed dial. (6) Travel pressure switch. (7) Implement/swing
pressure switch. (8) Governor actuator. (9) Feedback sensor.

Controller Inputs To Outputs For Engine Speed Control (Partial) (8LK1276-Up And 1KL442-Up)
(1) Monitor. (2) Controller. (3) Speed sensor. (4) Engine. (5) Engine speed dial. (6) Travel pressure switch. (7) Implement swing
pressure switch. (8) Governor actuator. (9) Feedback sensor.

Precise engine speed control is performed by the combined operations of the components shown in the above

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illustration. A failure in any one of the components could result in improper engine speed control.

This section describes the engine speed control only when there is a problem in feedback sensor (9) and/or its
circuit. During a normal condition, the controller controls the engine speed by matching the feedback sensor
signal and the engine speed dial setting signal.

If a problem occurs in feedback sensor (9) and/or its circuit when there is no hydraulic demand, the controller
controls the engine speed by monitoring a signal from the engine speed sensor. It then moves the governor
actuator until the engine speed is close to the engine speed selected by the engine speed dial. It takes five to ten
seconds for correct adjustment to occur after the engine speed dial position is changed.

After the feedback sensor problem has been corrected, the controller reverts back to normal engine speed
control using the feedback sensor. Control by this method overrides the functions of the AEC and the low idle
switch.

Operation
When there is no problem in feedback sensor (9) or its circuit, a signal is sent to the controller when the
governor lever position matches the engine speed dial position.

When a problem occurs in feedback sensor (9) and/or its circuit, feedback sensor (9) cannot send a signal of the
governor lever position to the controller. When the engine speed dial position is changed and the hydraulic
controls are in NEUTRAL position [travel pressure switch (6) and implement/swing pressure switch (7) are not
activated], the controller controls the engine speed as follows:

The controller sends a signal to governor actuator (8). The governor lever starts to move to a position which
matches the engine speed dial position. The controller stops governor actuator (8) when the governor lever is
close to the speed selected with the engine speed dial. It takes five to ten seconds for correct adjustment to occur
after moving the engine speed dial.

If any hydraulic controls are activated, the controller stops this function by deactivating the governor actuator.

When this function is activated, the character display reads "A" and "B" on its first and third positions.

For more details see the testing and adjusting module for the machine being serviced.

Pump Control (With Low Hydraulic Oil Temperature)

Introduction

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Inputs And Outputs To Controller

(1) Travel pressure switch. (2) Controller. (3) Engine. (4) Pump. (5) Implement/swing pressure switch. (6) Hydraulic oil temperature
sensor. (7) Proportional reducing valve.

In cold weather, machine operation may be sluggish due to low hydraulic oil temperature. In this situation,
controller (2) functions so that stable pump output is assured even when the hydraulic oil working temperature
is too low.

Under a normal hydraulic oil working temperature, the pump is regulated by target engine speed (underspeed
control). When the hydraulic oil temperature is below normal, the controller regulates the pump with a constant
power shift pressure instead of by a target engine speed. The pump output by this constant power shift pressure
is slightly less than normal.

Operation

A signal is sent to the controller when Implement/swing pressure switch (5) and travel pressure switch (1) are
activated under the following conditions:

* when the travel control is used in power mode III or II with the engine speed dial in position "10"
and/or
* when the implement/swing controls are used in power mode III with the engine speed dial in position
"10".

If the hydraulic oil temperature is 18°C (64.4°F) or below, the controller regulates the pump output by
maintaining a constant power shift pressure instead of maintaining the target engine speed. The controller will
regulate by target engine speed again when the oil temperature reaches 25°C (77°F). Pump output under low
hydraulic oil temperature and constant power shift pressure control decreases almost ten percent. Under
constant power shift pressure control, pump summation control does not function.

Travel pressure switch (1) is activated and sends a signal to the controller when the travel control is used in
power mode II or I and engine speed dial is in positions "6" through "9". The pump is regulated in the same
manner as described above except the constant power shift pressure is higher and the pump output is decreased
two to ten percent.

While the pump output is being controlled by a constant power shift pressure, the character display will indicate
"L" and "b" on its first and third positions. For more information, see the Testing And Adjusting module for the
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machine being serviced.

Copyright 1993 - 2006 Caterpillar Inc. Fri Jan 13 10:59:04 UTC+0630 2006
All Rights Reserved.
Private Network For SIS Licensees.

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