LX80-7 Op
LX80-7 Op
LX80-7 Op
Our company offers a wide variety of wheel loaders which have been enthusiastically welcomed by
users all over the world.
The Models LX70 -7 and LX80-7, articulated type wheel loaders, are the latest products developed
from years of research and experience. To get the most of the loader, it is required that you become
familiar with its features, construction, operating and maintenance procedures.
This Service Manual explains the structure of the above loaders for service personnel and shop workers.
We hope it will be your reference guide during servicing jobs..
The descriptions and specifications described in this manual are subject to change without notice.
COPYRIGHT(C)2001
Hitachi Construction Machinery Co., Ltd.
Tokyo, Japan
All rights reserved
TABLE OF CONTENTS
0. SPECIFICATIONS .................................................................................................................... 1
0.1 OUTER VIEWS ........................................................................................................................... 1
0.2 SPECIFICATIONS ...................................................................................................................... 3
0. SPECIFICATIONS
0.1 OUTER VIEWS
(LX70-7)
Unit: mm [in.]
2180 [85.8]
1725 [67.9]
2340 [92.1]
1725 [67.9]
44
40
52
[17
15
4.8
[2
05
]
.3
]
45°
4510 [177.6]
1020
[40.2]
3515 [138.4]
3060 [130.5]
2710 [106.7]
2870 [113]
°
48
[38.6]
980
365 [14.4]
2600 [102.4]
6075 [239.2]
6095 [240]
-1-
0. SPECIFICATIONS
(LX80-7)
Unit: mm [in.]
2480 [97.6]
1820 [71.7]
2320 [91.3]
1820 [71.7]
469
54
70
0 [1
[21
84.6
5.4
]
]
45°
4685 [184.4]
1040
[40.9]
3615 [142.3]
3150 [124]
2960 [116.5]
2750 [108.3]
°
48
[42.1]
1070
375 [14.8]
2725 [107.3]
6420 [252.8]
6430 [253.1]
-2-
0. SPECIFICATIONS
0.2 SPECIFICATIONS
Loader model LX70-7 LX80-7
Type Front-end articulated loader with diesel engine
Performance
Bucket capacity, heaped m 3 [y3] 1.3 [1.7] 1.6 [2.1]
Breakout force, bucket cylinder kN {kgf} [lbf] 61.7 {6300} [13871] 79.4 {8100} [17850]
SAE rated operating load, full turn kg [lbs] 2080 [4586] 2560 [5644]
Rising time, full load s 5.0 5.6
Lowering time s 3.0 3.0
Bucket dumping time s 1.0 1.2
Travel speed, fwd 1st km/h [mph] 13.0 [8.1] 13.0 [8.1]
fwd 2nd km/h [mph] 34.5 [21.4] 34.5 [21.4]
rev 1st km/h [mph] 13.0 [8.1] 13.0 [8.1]
rev 2nd km/h [mph] 34.5 [21.4] 34.5 [21.4]
Max. traction force kN {kgf} [lbf] 58.8 {6000} [13219] 71.6 {7300} [16096]
Gradeability, fwd 1st 25° incline 25° incline
Min. turning radius
outermost part of bucket mm [in.] 5215 [205.3] 5470 [215.4]
center of outermost wheel mm [in.] 4440 [174.8] 4690 [184.6]
Dimensions
Overall length, bucket on ground mm [in.] 6075 [239.2] 6420 [252.8]
in carry position mm [in.] 6095 [240] 6430 [253.1]
Overall width, loader body mm [in.] 2180 [85.8] 2320 [91.3]
bucket mm [in.] 2340 [92.1] 2480 [97.6]
Overall height, tail pipe mm [in.] 2870 [113] 2960 [116.5]
top of awning mm [in.] 3060 [120.5] 3150 [124]
Overall operating height,
bucket fully raised mm [in.] 4510 [177.6] 4685 [184.4]
Wheelbase mm [in.] 2600 [102.4] 2725 [107.3]
Tread, front wheels mm [in.] 1725 [67.9] 1820 [71.7]
rear wheels mm [in.] 1725 [67.9] 1820 [71.7]
-3-
0. SPECIFICATIONS
LX70-7 LX80-7
Rear overhang angle ° 32 33
Min. ground clearance, center hinge pin mm [in.] 365 [14.4] 375 [14.8]
Bucket hinge pin height mm [in.] 3515 [138.4] 3615 [142.3]
Dumping height, at 45° discharge angle mm [in.] 2710 [106.7] 2750 [108.3]
Reach, at 45° discharge angle mm [in.] 1020 [40.2] 1040 [40.9]
Bucket roll angle, in carry position ° 48 48
Bucket dumping angle,
bucket fully raised ° 48 48
Towing pin height mm [in.] 980 [38.6] 1070 [42.1]
Weight
Weight of the loader kg [lbs] 6625 [14610] 8215 [18110]
-4-
1. ENGINE AND RELATED COMPONENTS
-5-
1. ENGINE AND RELATED COMPONENTS
-6-
1. ENGINE AND RELATED COMPONENTS
2. Outer views
1. THERMOSTAT HOUSING
2. AIR BREATHER
3. ALTERNATOR
4. OIL DIPSTICK
5. OIL PAN
6. TURBOCHARGER
7. EXHAUST MANIFOLD
8. OIL FILLER CAP
9. STARTER MOTOR
10. FLYWHEEL HOUSING
Note: The above sketches show the engine mounted on the LX70-7. The structure of the engine mounted
on the LX80-7 is almost the same.
-7-
1. ENGINE AND RELATED COMPONENTS
3. Engine Mounting
The engine is connected to the drive unit and supported by the rear frame at 4 points on the right and
left sides, with mounting rubbers at both sides of the cylinder body.
4 2
3
5
7
9
7
8
10
12
11
-8-
1. ENGINE AND RELATED COMPONENTS
The engine parts are lubricated by forced circulation method by the oil pump. The engine oil picked
up from the oil pan by the oil pump and directed under pressure, passing through the oil filter and the oil
cooler, to the oil gallery from which the engine oil is delivered to each section for lubrication, before
returning back into the oil pan.
The occurrence of an abnormal engine oil pressure is monitored by both the oil pressure switch and
the oil filter clogging warning switch and displayed by way of the “Engine oil pressure” warning light
of the cluster meter on the dashboard.
OIL PRESS.
MAIN FILTER OIL COOLER WARNING LAMP
RELIEF VALVE
OIL PRESS.
RELIEF VALVE SWITCH
Relief press: 98 kPa 441 kPa {4.5 kgf/cm 2}
[64.0 psi]
{1 kgf/ cm2} [14.2 psi]
PRESS.
REG. VALVE OIL GALLERY
686 kPa 196 kPa
{7.0 kgf/ cm 2} {2.0 kgf/ cm 2 }
[99.5 psi] [28.4 psi]
PRESS. CRANK CAMSHAFT INJECTION
OIL PUMP TIMING TURBO-
PRESS. REG. VALVE DRIVE
REG. VALVE JOURNAL JOURNAL PUMP GEAR GEAR CHARGER
ROCKER TIMING
OIL PISTON CRANK PIN ARM GEAR
PUMP RING CASE
TAPPET
OIL PAN
-9-
1. ENGINE AND RELATED COMPONENTS
RADIATOR RESERVOIR
OPEN THERMOSTAT CLOSE THERMOSTAT HOUSING
CYLINDER HEAD
RADIATOR
OIL COOLER
COOLING FAN
WATER PUMP
- 10 -
1. ENGINE AND RELATED COMPONENTS
1
3 4
7
8
- 11 -
1. ENGINE AND RELATED COMPONENTS
1. General Description
The fuel feed pump draws fuel from the fuel tank through the water sedimenter and send it under
pressure, passing through the fuel filter, to the injection pump. The fuel is then distributed to the injection
nozzle and injected into the cylinder.
Feed line
Return line
- 12 -
1. ENGINE AND RELATED COMPONENTS
2. Fuel Tank
The fuel tank is welded to the inside of the rear part of the rear frame, with its fuel hoses (suction and
return) connected to the engine.
The fuel tank is equipped with a fuel level sender unit which displays the fuel level on the fuel meter
of the dashboard.
B
2 A
3 5
1
6
13 8 9
7 10
14
11
12
- 13 -
1. ENGINE AND RELATED COMPONENTS
1. General Description
The intake system of the engine is designed so that the outside open air is drawn through the air
cleaner into the inlet manifold. The air cleaner is equipped with a dust indicator. The element needs to
be cleaned when the warning light comes on.
The exhaust system is designed so that the exhaust gas from the exhaust manifold is passed through
the muffler where the pressure and temperature of the exhaust gas are lowered, and discharged through
the tail pipe into the atmosphere.
Be careful not to touch the muffler or exhaust manifold since they are hot when the engine is
running or for a while after it is shut off; otherwise you might burn your hand.
Turbocharger
It is possible to attain high engine output by sending highly compressed air into the cylinders on the
intake stroke to increase air supply, thus increasing the quantity of fuel to be injected. To achieve this
purpose, the L13-2 and L16-2 are equipped with an exhaust-driven turbocharger.
The turbocharger’s exhaust gas inlet is connected to the exhaust manifold. The exhaust gas rotates
the turbine wheel at a high speed, before being routed through the exhaust gas outlet into the muffler.
Therefore, the impeller, mounted on the opposite end of the same shaft as the turbine, also rotates at
a high speed to compress the air drawn through the air cleaner and sends it to the intake manifold.
- 14 -
1. ENGINE AND RELATED COMPONENTS
Note: The sketch shows the intake and Note: The muffler band is tightened with the nut (A)
exhaust system of the LX70-7. The to 20 N-m {2 kgf-m} [14.8 lbf-ft] and secured
structure of the intake and exhaust with the lock nut (B).
system of the LX80-7 is the same. Note: Assemble the muffler bracket
Tighten each part temporarily. Assemble them
in the order of (1)→(2)→(3)→(4)→(5), using
caution not to apply unnecessary force on the
muffler and tube.
- 15 -
1. ENGINE AND RELATED COMPONENTS
Battery
Voltage and capacity 12 V, 55 Ah (5-hour rate)
Quantity 2
Weight (per case) 18.3 kg [40.3 lbs]
Starter motor
Type Electromagnetic pinion-shift reduction type
Voltage and output 24 V, 4.5 kW
Alternator
Type AC type
Voltage and output 24 V, 50 A
Driving Belt-drive
Automatic charging regulator
Type IC regulator (integrated)
Cold starting aids Quick glow plug
Stopping device Fuel shut-off, stop motor type
1. Battery
Two batteries are housed inside two battery boxes, one for each, at the right and left sides of the rear
frame. When inspection of the battery unit is needed, open the battery box cover.
- 16 -
1. ENGINE AND RELATED COMPONENTS
2. Electric Circuit
For the electric circuit diagram of the engine, refer to “8.4 Electric Circuit Diagram.”
OFF Terminal
ON
Position
START
OFF
ON
START
(REAR) (FRONT)
- 17 -
1. ENGINE AND RELATED COMPONENTS
Z
5
7 4
8
10
9
11
12
1 2
- 18 -
1. ENGINE AND RELATED COMPONENTS
1. GOVERNOR
2. GOVERNOR STOP LEVER
3. INJECTION PUMP
The stop motor, mounted on the rear frame, operates the governor stop lever with the wire attached to
the motor.
- 19 -
1. ENGINE AND RELATED COMPONENTS
NOTE
- 20 -
2. POWER TRAIN
2. POWER TRAIN
The power train consists of the HST unit, transmission, propeller shafts, front axle, rear axle, and
tires.
Power from the engine is transmitted through the HST unit to the transmission where the rotational
speed is converted, and delivered, passing through the propeller shafts, to the front and rear axles.
The power transmitted to each axle is further sent through the wheel to the tire so that loader moves.
- 21 -
2. POWER TRAIN
The schematic diagram of the power transmission of the loader is given below.
Propeller
Front axle Front tires
shaft
Trans-
Engine HST unit
mission
Propeller
Rear axle Rear tires
shaft
HST PUMP
ENGINE
FRONT
AXLE
HST MOTOR
PROPELLER SHAFT
REAR AXLE
TRANSMISSION
PROPELLER SHAFT
- 22 -
2. POWER TRAIN
Fig. 2.2
- 23 -
2. POWER TRAIN
PORT A
TRUNNION
2. When the swash plate angle control lever is shifted to the left, the cylinder block turns enough to
pass beyond the kidney B to draw oil into the piston holes. When the cylinder block turns to pass
beyond the kidney A, pressure oil is discharged from the piston holes. When the cylinder block
turns continuously, oil is sucked through port B leading to the kidneys, being discharged through
port A.
3. The volume of oil to be sucked and discharged depends upon the piston stroke or the tilting angle
of the swash plate. The discharge volume of oil is reduced by reducing the tilting angle of the
swash plate and is increased by increasing the tilting angle.
DRIVE SHAFT
PORT B
INLET
OUTLET
PORT A
TRUNNION
- 24 -
2. POWER TRAIN
4. As the swash plate angle control lever is shifted to the right, the oil flow is reversed. (the rotational
direction of the drive shaft remains the same.)
The oil is sucked through port A and discharged through port B.
DRIVE SHAFT
PORT B
INLET
OUTLET
PORT A
TRUNNION
PISTON
Low-pressure oil
KIDNEY B
High-pressure oil
PORT B
INLET
OUTLET
PORT A
WHEEL
KIDNEY A CYLINDER BLOCK
DRIVE SHAFT
- 25 -
2. POWER TRAIN
HST FILTER
NEUTRAL DAMP
SOL. VALVE
PUMP
COMBINATION
VALVE 2
TRANSMISSION
CHARGING/ HST CHARGING MAIN/STEERING HST PUMP ENGINE
BRAKE PUMP PUMP PUMP
PUMP
COMBINATION
VALVE 1
FNR SOLENOID
VALVE
MOTOR HST
COMBINATION MOTOR
VALVE Hi-Lo
TRANS-
MISSION
PROPELLER SHAFT
- 26 -
2. POWER TRAIN
ENGINE
CONTROL PRESSURE
BYPASS VALVE
HST
HST PUMP CHARGING
PUMP
FNR SOL
VALVE
CIRCUIT B NEUTRAL
DAMP VALVE
HST MOTOR
SERVO
PISTON
CIRCUIT A
- 27 -
2. POWER TRAIN
HST
HST PUMP CHARGING
PUMP
FNR
SOLENOID
VALVE
CIRCUIT
CIRCUIT Phi Plo
THROTTLE A
THROTTLE B
CIRCUIT B NEUTRAL DAMP
VALVE HST MOTOR
SERVO
PISTON
CIRCUIT A
- 28 -
2. POWER TRAIN
Unlock
Lock
1. SHIFT LEVER
2. NEUTRAL LOCK
3. HAZARD SWITCH
4. TURN SIGNAL SWITCH LEVER
(SERVES ALSO AS LIGHTING SW)
- 29 -
2. POWER TRAIN
PARKING
BRAKE
RELAYS
(1, 2) FUSE BOX
PARKING BATTERY
BRAKE RELAY
RELEASE
PRESS.
SW
PARKING BRAKE
SOL VALVE TRANSMISSION CHARGING/
BRAKE PUMP
Hi-Lo TRANSMISSION
- 30 -
2. POWER TRAIN
LX70-7 LX80 -7
Model PV22-738 PV22-739
Type Viable delivery piston pump ←
Driving Directly connected ←
to engine crankshaft
Discharge 0 – 69.8 cc/rev ←
Max. working pressure 39.2+1.9 +19
0 MPa {400 0 kgf/ cm }
2
←
+276
[5685 0 psi]
(Relief valve pressure) 38.7 0 MPa {395+15
+1.5 2
0 kgf/ cm } ←
[5613+218
0 psi]
Note: For the specifications of the HST charging pump, refer to “6.2 PUMP.”
3 1
2
1
9
4
5
6
1 7
8
- 31 -
2. POWER TRAIN
NEUTRAL DAMP
SOLENOID VALVE
PUMP COMBINATION
VALVE 2
SERVO PISTON
HST PUMP
PORT B (OPPOSITE
SIDE: PORT A)
TRIPLE GEAR
PUMP ENGINE
PUMP COMBINATION
VALVE 1
FNR SOL VALVE
SHOE
CYL. BLOCK PLUNGER PLATE SWASH PLATE
COUPLING
- 32 -
2. POWER TRAIN
(HST PUMP)
Opposite side: 17
Right
Left
Up Up
Down Down
- 33 -
2. POWER TRAIN
INCHING BRAKE
PEDAL
to HST MOTOR
to HST MOTOR
HST PUMP
1. PUMP COMBINATION VALVE 1 10. from HST CHARGING PUMP 19. CHARGE PORT (from PUMP
2. CUT-OFF VALVE 11. PUMP SELF-DISCHARGE CASING)
3. from MAIN STEERING CIRCUIT PRESSURE PORT (to PUMP 20. CHARGE RELIEF VALVE
4. PUMP SELF-DISCHARGE COMBINATION VALVE 1) 21. DRAIN PORT (to HST
PRESSURE PORT (from PUMP 12. PUMP COMBINATION MOTOR)
COMBINATION VALVE 2) VALVE 2 22. CHARGE PORT ( to NEUTRAL
5. INCHING VALVE 13. NEUTRAL DAMP VALVE DAMP SOL VALVE)
6. CONTROL PRESSURE 14. RELIEF VALVE (FOR REV) 23. PUMP TILT-ROLLING
BYPASS VALVE 15. RELIEF VALVE (FOR FWD) CONTROL PRESSURE PORT
7. FNR SOLENOID VALVE 16. PORT B (FOR REV)
8. PUMP TILT-ROLLING SPEED 17. PORT A 24. PUMP TILT-ROLLING
CONTROL VALVE 18. NEUTRAL DAMP CONTROL PRESSURE PORT
9. REGULATOR SOLENOID VALVE (FOR FWD)
- 34 -
2. POWER TRAIN
- 35 -
2. POWER TRAIN
Note: The numbers in the figure correspond to those of the parts name shown on Page 34.
- 36 -
2. POWER TRAIN
Operation
The cylinder block is splined to the shaft. Inside the cylinder block is a plunger inserted.
The power from the engine is transmitted directly to the shaft of the HST pump. As the shaft rotates,
plunger rotates together with the cylinder block.
The plunger slides over the shoe plate and makes reciprocating motions inside the bore in the cylinder
block according to the tilt of the swash plate, thus drawing or discharging the hydraulic oil. which
discharge port A or B is to be used is determined by tilt-rolling control of the swash plate.
piston.
Fig. 2.19
- 37 -
2. POWER TRAIN
- 38 -
2. POWER TRAIN
(1) Automotive control by the regulator (pump tilt-rolling control performed in proportion to
engine rpm)
The HST motor speed is controlled by changing the HST pump tilt-rolling motion in proportion to
engine rpm.
Operation
1. The pressure oil from the HST charging pump is
branched into two flows: One flows, passing HST
charging
through the throttle A to the circuit Plo and the Pressure pump
(Pa) discharge
other flows to the relief valve A. pressure A
2. As the engine speed increases, the discharge from Circuit Phi
the HST charging pump also increases. However,
because of the throttle A, the discharge pressure Pressure
differential
(A) from the HST pump rises to actuate the relief
Circuit Plo
valve A so that the pressure oil flows to the circuit
Phi.
The pressure of the pressure oil flowing through Engine rpm
-1
(min )
the throttle A to the circuit Plo becomes lower Relief valve
Relief valve Hi idle
than that of the pressure oil flowing through the A starts
Lo idle
B starts
operating operating
relief valve A to the circuit Phi due to the throttle
A, causing a pressure differential between the
circuits Phi and Plo.
Fig. 2.20
3. Since the charge relief valve opens at a pressure
of 1.47 MPa {15 kgf/ cm2} [213.2 psi], the pressure oil at the circuit Plo does not change so much
even if the engine speed changes. Throttles A and B are provided to widen the pressure differential
between the circuits Phi and Plo,
When the engine speed is at low to medium speed, the pressure differential between the circuits Phi
and Plo becomes equal to that across the throttle B. As the engine speed increases further, the
discharge from the HST charging pump also increases so that the flow of the pressure oil in the
circuit Phi is restricted by the throttle B, thus making its pressure to increase. When the oil pressure
in the circuit Phi increases enough to reach the pressure setting of the relief valve B, the relief valve
B opens to prevent the pressure differential between the circuits Phi and Plo from rising further.
4. Each of the two servo pistons has a spring which keep the swash plate of the HST pump in the
neutral position. When the shift lever is moved from the neutral position, the FNR solenoid valve is
switched over so that the pressure differential between the circuits Phi and Plo acts on the two
servo pistons as a tilt-rolling control pressure of the HST pump.
5. When the pump tilt-rolling control pressure in the circuit Phi (high pressure ) overcomes the force
of the spring inside the servo piston at the opposite, the swash plate tilt-rolls.
6. As the engine speed increases, the pressure differential between the circuits Phi and Plo also increases
to make the servo pistons move larger, thus increasing the pump’s tilt-rolling amount.
As the engine speed reduces, the pressure differential between the circuits Phi and Plo becomes
smaller and thus the movement of the servo pistons also becomes smaller to reduce the pump’s tilt-
rolling amount.
- 39 -
2. POWER TRAIN
CIRCUIT
CIRCUIT Plo Phi
FNR SOL VALVE
RELIEF RELIEF
RELIEF VALVE B THROTTLE VALVE A
VALVE B B
THROTTLE B
CIRCUIT Phi HST
THROTTLE A CHARGING
PUMP
RELIEF
VALVE A
SERVO
PISTON
CIRCUIT Plo
SERVO
PISTON
SWASH
PLATE
CHARGE RELIEF
VALVE
CIRCUIT
CIRCUIT Plo Phi
RELIEF RELIEF
VALVE B THROTTLE
VALVE A
FNR SOL VALVE B
RELIEF
VALVE B
THROTTLE B
CIRCUIT Phi HST
THROTTLE A CHARGING
PUMP
RELIEF
VALVE A
SERVO
PISTON
SERVO
PISTON
SWASH
PLATE
CHARGE RELIEF
VALVE
- 40 -
2. POWER TRAIN
SWASH
Return moment mechanism PLATE PLUNGER VALVE PLATE
1. The pressure oil is delivered through the valve PRESSURE OIL
FROM HST PUMP
plate to the plunger in areas α and β with a
condition of α < β.
2. When a load is applied on the HST motor, the oil
pressure in the circuit leading from the HST pump
to the HST motor rises to act on the inside of the
plunger of the HST pump.
3. Since there is a difference between the area a and LOAD FROM
HST MOTOR
area β at the high-pressure side port of the valve
HIGH-PRESSURE
plate, the pressure of the oil which acts on the LOW-PRESSURE SIDE
plunger through the area β is greater than the SIDE
- 41 -
2. POWER TRAIN
Operation
Inching brake
Pump discharge pedal stroke
Note: The inching valve won’t operate unless the left (L/min)
brake pedal (inching brake pedal) is pressed;
that is, the inching valve is kept closed.
Forward travel
1. The pump tilt-rolling control pressure in the Inching brake
pedal stroke
circuit Phi is connected through the FNR solenoid
valve to the circuit, while the pump tilt-rolling
Fig. 2.25
control pressure in the circuit Plo is connected to
the circuit A.
2. The inching valve is located between the pump tilt-rolling control pressure circuits A and B. When
the inching valve operates, the pump tilt-rolling control pressures of the circuits A and B merge.
3. The opening of the inching valve varies in proportion to the inching brake pedal effort (stroke).
When the inching brake pedal stroke becomes greater, the pressure differential between the pump
tilt-rolling control pressures of the circuits A and B becomes smaller.
4. As the inching brake pedal is pressed, the pressure differential between the pump tilt-rolling control
pressures of the circuits A and B becomes smaller, so that the tilt-rolling amount of the swash plate
of the HST pump reduces to decrease the discharge of the HST pump. This in turn reduces the HST
motor speed to reduce the traveling speed of the loader in forward gear. In other words, you can
also control the traveling speed of the loader using the inching brake pedal.
5. Since you can control the HST pump’s discharge using the inching brake pedal without changing
the engine rpm, it means that you can restrict the traveling speed of the loader without reducing the
engine rpm.
INCHING VALVE
(When the inching valve opens, the circuits
A and B are connected to each other to
eliminate the pressure differential.)
SERVO
PISTON
SWASH CIRCUIT B CIRCUIT A
PLATE
- 42 -
2. POWER TRAIN
Operation
1. The sum of the forward traveling pressure in the HST circuit and the main circuit pressure acts on
the cut-off valve.
2. As the pressure acting on the cut-off valve pin becomes greater than the setting, the pressure oil
moves the spool to the left to connect the circuits A and B.
3. The pressure differential in pump tilt-rolling control pressure between the circuits A and B becomes
smaller according to the movement of the spool and thus HST pump’s tilt-rolling amount also
becomes smaller to reduce the maximum discharge pressure of the HST pump. In digging work,
the maximum pressure of the HST pump is reduced by the cut-off valve to prevent the relief valve
(for forward travel) from operating.
In addition, since the tilt-rolling amount of the HST pump reduces, the load to the engine from the
HST pump is alleviated. The excess power of the engine produced by this alleviation can be used
for the power driving the main/steering pump.
4. The cut-off valve operates on the line p-p obtained by connecting the main circuit pressure and the
HST circuit pressure. Therefore, the pressure of the HST circuit is determined by the main circuit
pressure to control the output torque (traveling power) of the HST motor.
Since the forward traveling pressure produced when the cut-off valve operates is lower than the
relief valve pressure in the HST circuit (between the HST pump and HST motor), the relief valve in
the HST circuit is designed not to operate to produce a good heat balance.
HST CIRCUIT
PRESS (Pa)
MAIN CIRCUIT
PRESS (Pa)
- 43 -
2. POWER TRAIN
CIRCUIT B
CUT-OFF VALVE
MAIN CIRCUIT PRESS
CIRCUIT A
FWD TRAVELING
PRESSURE
HST MOTOR
HST MOTOR
FWD TRAVELING
CUT-OFF VALVE PRESS
CIRCUIT A CIRCUIT B
MAIN CIRCUIT
PRESS
SPOOL PIN
- 44 -
2. POWER TRAIN
Operation
1. The pump tilt-rolling speed control valve consists of a throttle and a check valve and is located
between the circuits Plo (A) and (B) (pump tilt-rolling control low-pressure circuit: the circuit into
which the pressure oil is returned by the low-pressure side servo piston when the pump tilt-rolling
control high-pressure side servo piston operates).
2. When the check valve is closed, the return oil from the circuit Plo (A) flows, passing through the
throttle to the circuit Plo (B). Since the flow of the return oil from the servo piston is restricted by
the throttle, the tilt-rolling of the HST pump changes smoothly so that the pump discharge also
increases smoothly and thus accelerate the HST motor speed in a smooth manner (that is, the loader’s
traveling speed is smoothly accelerated).
3. If the load increases rapidly such as when the loader hits an obstacle, the tilt-rolling of the HST
pump returns quickly to neutral. The oil returning from the circuit Plo to the servo piston is restricted
by the throttle to cause cavitation between the circuit Plo and the servo piston. To prevent the
occurrence of cavitation, a check valve is provided. Since the pressure in the circuit Plo (B) is
higher than that in the circuit Plo (A), the pressure oil in the circuit Plo (B) opens the check valve
and flows to the circuit Plo (A) to compensate for the insufficiency of oil there (make-up operation).
- 45 -
2. POWER TRAIN
SERVO
PISTON
CIRCUIT
Phi
HST CHARGING PUMP
CHECK VALVE CIRCUIT
Plo (B)
SERVO
PISTON
- 46 -
2. POWER TRAIN
Operation
1. When the engine is not running, the pressure oil from the HST charging pump does not act on the
spool of the control pressure bypass valve and thus it is pressed to the right by the spring. Since the
circuits A and B are connected, no pressure differential is produced between the pump tilt-rolling
control pressures of the circuits A and B. Therefore, the servo piston won’t move so that the HST
pump swash plate is kept in the neutral position.
2. When the engine runs, the pressure oil from the HST charging pump acts on the spool of the control
pressure bypass valve and moves the spool to the left overcoming the spring force.
3. The circuits A and B are blocked by the control pressure bypass valve spool to produce a pressure
differential between the circuits A and B, thus moving the servo piston to tilt-roll the HST pump
swash plate.
- 47 -
2. POWER TRAIN
CONTROL PRESSURE
SPRING CIRCUIT B BYPASS VALVE
from HST
CHARGING
from HST CHARGING PUMP CIRCUIT B SPOOL PUMP
CIRCUIT A
HST CHARGING PUMP
CONTROL
PRESSURE
BYPASS
VALVE
SPRING CIRCUIT A
CONTROL PRESSURE
SPRING CIRCUIT B BYPASS VALVE
from HST
CHARGING
CIRCUIT B SPOOL PUMP
CIRCUIT A
HST CHARGING PUMP
CONTROL
PRESSURE
BYPASS
VALVE
SPRING CIRCUIT A
- 48 -
2. POWER TRAIN
Operation
In neutral
1. When the shift lever is neutral, the pressure oil from the neutral damp solenoid valve does not act
on the neutral damp valve spool so that the spool is pressed to the left by the spring. The circuits A
and B of the HST circuit (between the HST pump and HST motor) are connected to each other
through the neutral damp valve spool.
2. When the shift lever is put in neutral from the forward position while the loader is traveling in
forward, the swash plate of the HST pump returns to neutral. The pressure oil from the HST motor
flows, passing though neutral damp valve spool, back to the HST motor, without being sucked into
the HST pump. The throttle restricts the flow of the pressure oil which passes through the neutral
damp valve spool.
3. The oil from the HST motor flows, passing through the neutral damp valve spool, back to the HST
motor. Therefore, when the shift lever is shifted into neutral during traveling, the HST motor slows
down smoothly to decelerate the loader smoothly.
In addition, with the shift lever in neutral, you can tow the loader because the HST motor rotates.
- 49 -
2. POWER TRAIN
THROTTLE
CIRCUIT A
CIRCUIT B
HST MOTOR
HST MOTOR
THROTTLE
CIRCUIT A
CIRCUIT B
from NEUTRAL
CIRCUIT B DAMP SOLENOID
VALVE
SPRING
HST MOTOR
HST MOTOR
- 50 -
2. POWER TRAIN
NEUTRAL
DAMP VALVE
PORT A
NEUTRAL DAMP
PORT A PORT P SOLENOID VALVE
SPOOL
- 51 -
2. POWER TRAIN
Note: The operation of the FNR solenoid valve is explained using the operation performed when the
shift lever is placed in the forward position, as an example.
Operation
1. When the shift lever is in neutral, the FNR solenoid valve also remains in neutral. The pump tilt-
rolling control pressure in the circuit Phi (high pressure) flows through the port P in the FNR
solenoid valve but does not flow into the port A or port B because it is blocked by the spool, so that
it does not act on the servo piston. The pump tilt-rolling pressure in the circuit Plo (low pressure)
acts on both servo pistons so that they won’t move, thus keeping the swash plate of the HST pump
in neutral.
2. When the shift lever is put in the forward position, the FNR solenoid valve spool moves to the left,
thus connecting the port P to the port B and the port T to the port A.
3. The pump tilt-rolling control pressure in the circuit Phi (high pressure) enters the port P of the FNR
solenoid valve, passing through the spool and port B, to the servo piston.
4. The pump tilt-rolling control pressure returning from the servo piston enters the port A of the FNR
solenoid valve, passing through the spool and port T, to the circuit Plo (low pressure).
5. The servo piston moves and the HST pump swash plate tilt-rolls in the forward direction. The
pressure oil discharged from the HST pump rotates the HST motor, thus moving the loader in
forward.
- 52 -
2. POWER TRAIN
PORT A PORT B
FNR SOL
VALVE PORT P PORT T
FNR SOL VALVE
CIRCUIT Phi
CIRCUIT Plo
REV FWD
PORT A PORT B
FNR SOL
FNR SOL VALVE VALVE PORT P PORT T
CIRCUIT Phi
CIRCUIT Plo
REV FWD
- 53 -
2. POWER TRAIN
LX70 -7 LX70-7
Model A6V86HA A6V115HA
Type Variable delivery piston motor ←
(inclined shaft type)
Discharge (suction) 33.5 – 86.3 cc/rev 38.0 – 114.7 cc/rev
[0.00885 – 0.0228 gal/rev] [0.01004 – 0.0303 gal/rev]
Control HA (high-pressure dependent, ←
constant pressure control)
Weight 46 kg [101 lbs] 49 kg [108 lbs]
1. HST MOTOR
2. (TRANSMISSION)
- 54 -
2. POWER TRAIN
MOTOR
COMBINATION
VALVE
SHAFT ROTARY ROTOR CONTROL ADJUSTMENT
GROUP MOTOR TILT-ROLLING
ROD SCREW SPEED CONTROL VALVE
(Circuit diagram)
- 55 -
2. POWER TRAIN
(HST motor)
(Opposite side: 1)
Note: The numbers in the figure correspond to those of the part names shown on Page 55.
- 56 -
2. POWER TRAIN
REGULATOR
View looking
from C
- 57 -
2. POWER TRAIN
Operation
The output shaft of the rotary shaft is supported on
OUTPUT
the motor casing by two bearings and is connected to SHAFT ROTOR SPRING VALVE
PLATE
the center hole of the rotor through the center pin. The
rotor has a valve plate on its front end. The rotor is in
close contact with the valve plate with a spring.
BEARING
PLUNGER CENTER
PIN
Fig. 2.43
Fig. 2.44
- 58 -
2. POWER TRAIN
2.3.2 REGULATOR
(1) When the motor rotates at a high speed
When the operating pressure of the motor PILOT
PISTON
is less than 23.2 MPa {237 kgf/ cm 2} [3365
psi] (for LX70-7) or 25.7 MPa {262 kgf/ cm2}
[3727 psi] (for LX80 -7 ), the pilot piston is SMALL
DIA.
pressed upward by the spring force to block CHAMBER OPERATING
PRESS
off the communication between the ports A and PORT A
PILOT PISTON
SMALL DIA.
CHAMBER
SERVO PISTON
CONTROL ROD
LARGE DIA.
CHAMBER
PLUG
- 59 -
2. POWER TRAIN
CONTROL ROD
LARGE DIA,
CHAMBER
- 60 -
2. POWER TRAIN
The operation of the flushing valve is explained below, using the operation in forward travel as an
example.
When the shift lever is put in forward, the swash plate of the HST pump tilt rolls in the forward
direction.
The HST pump sends high pressure oil into the HST motor to drive it. The motor operating pressure
oil (high pressure oil) discharged from the HST pump flows, passing through the port A, motor
combination valve internal passage, flushing valve spool internal passage, into the chamber C of the
flushing valve. The motor operating pressure oil (low pressure oil) returning from the HST motor flows,
passing through the port B, motor combination valve internal passage, flushing valve spool internal
passage, into the chamber D of the flushing valve.
Since the pressure in the chamber C is higher than the pressure in the chamber D, the pressure oil
forces the flushing valve spool to the right against the spring tension in the chamber D. The motor
operating pressure oil (low pressure oil) which has entered the port B flows, passing through the notch
and throttle of the flushing valve, to the drain port. The throttle restricts the flow to the drain port to
keep the operating pressure (low pressure) between the HST motor and HST pump.
The operation of the pilot selector valve is explained below, using the operation in forward travel as
an example.
When the shift lever is put in forward, the pump tilt-rolling control pressure (high pressure) acts on
the port X2 and the pump tilt-rolling control pressure (low pressure) acts on the port X1.
Since the pressure in the chamber A of the pilot selector valve is higher than the pressure in the
chamber B, the pressure oil forces the pilot selector valve spool to the left against the spring tension of
the chamber B so that the motor operating pressure (high pressure) for forward travel which has entered
the port A flows through the pilot selector valve spool into the regulator.
- 61 -
2. POWER TRAIN
HST PUMP
REV
HST MOTOR
FWD
to DRAIN
CIRCUIT
PORT A PORT B
SPRING
PILOT
SELECTOR
VALVE
PORT X1 PORT X2
SPOOL
CHAMBER B CHAMBER A
REGULATOR
FLUSHING
VALVE
PILOT
SELECTOR
VALVE
- 62 -
2. POWER TRAIN
from
LARGE-DIA. GUIDE 1
CHAMBER GUIDE 2
LARGE-DIA.
CHAMBER SIDE Motor rotating at high speed
HOLE
NOTCH
to LARGE-DIA.
CHAMBER
- 63 -
2. POWER TRAIN
Operation
1. When the HST motor working pressure is more than 26.5 ± 0.5 MPa {270 ± 5 kgf/ cm2} [3844 ± 73
psi], the hydraulic pressure overcomes the regulator spring force to push down the pilot piston.
This allows the ports A and B to connect to each other so that the motor hydraulic oil flows,
passing through the port B, into the large-diameter chamber of the servo piston. The HST motor
hydraulic oil also flows, passing through the port C, to the small-diameter chambers of the servo
piston and control piston. Since there is a difference in area between the large-diameter chamber
and the small-diameter chamber of the servo pistons, the servo pistons move upward.
2. When the Hi-Lo switch is in the Lo position, the Hi-Lo solenoid valve relay is energized by the
controller to energize the Hi-Lo solenoid valve, thus letting the loader traveling at low speed.
When the S&S mode switch is turned on, the S&S mode relay is energized by the controller to
energize the S&S mode solenoid valve.
3. As the S&S solenoid valve spool is moved, the port C is connected to the port D so that the working
pressure of the motor acting on the regulator pilot piston flows, passing through the ports C and D,
into the large-diameter chamber of the control piston.
The area differential between the large-diameter chamber and the small-diameter chamber of the
control piston forces the control piston downward.
4. When the control piston moves down, it serves as a stopper for the servo piston. When the servo
piston moves upward, the tilt-rolling amount of the motor becomes larger. However, with the control
piston down, the servo piston comes in contact with the control piston and stops there. Therefore,
the traveling motor’s maximum tilt-rolling angle is suppressed to 75% to suppress the traveling
power.
- 64 -
2. POWER TRAIN
PORT D
LARGE-DIA.
S&S SOL CHAMBER
VALVE SPOOL
CONTROL
CONTROL PISTON
PISTON PORT C
PILOT
PORT C PISTON
SERVO
PISTON
REGULATOR
LARGE-DIA. from #9
CHAMBER FUSE
HST MOTOR
- 65 -
2. POWER TRAIN
2.4 TRANSMISSION
LX70 -7 LX80-7
Model TCM619-34 TCM639-34
Type Constant-mesh, spur gear type ←
Speeds 1 ←
Clutch
Type Multiple-disk wet type ←
Operation Hydraulic ←
Pressure setting 1.47 – 1.76 MPa {15.0 – 18.0 kgf/cm2} ←
[213.2 – 255.3 psi]
Oil capacity 6.0 – 7.2 L ←
[1.59 – 1.90 US gal]
Weight 215 kg [474 lbs] ←
The transmission controls the output of the HST motor and sends it through the propeller shafts to
the front and rear axles.
The transmission consists of an input shaft, two clutches, four gears, an output shaft, a parking brake,
and a brake cylinder.
- 66 -
2. POWER TRAIN
Note: 58 – 74 N-m {5.9 – 7.6 kgf-m} [42.8 – 54.6 lbf-ft] 1. SPEED SENSOR
2. MAGNET PLUG
24.5 ± 3.9 N-m {2.5 ± 0.4 kgf-m} [18.1 ± 2.98 lbf-ft] 3. BRAKE CYLINDER
52.1 N-m {5.32 kgf-m} [38.43 lbf-ft] (9-13)
4. SOLENOID VALVE
10.6 N-m {1.08 kgf-m} [7.8 lbf-ft] 5. CONTROL VALVE
26.1 N-m {2.66 kgf-m} [15.9 lbf-ft] 6. OIL DIPSTICK
7. PIPE
122.5 ± 73 N-m {12.5 ± 7.45 kgf-m} [83.0 ± 53.8 lbf-ft]
8. STRAINER
91.2 N-m {9.31 kgf-m} [67.3 lbf-ft] 9. CASE
81.2 N-m {8.29 kgf-m} [59.9 lbf-ft] 10. SPRING
11. SPRING
Threaded area: LOCTITE#572 12. PLUG
Threaded area: LOCTITE#262 13. OIL SEAL
The speed sensor should be directly installed without using
any shim.
Note: Attention should be paid to their direction when installing oil seals and packings.
- 67 -
2. POWER TRAIN
Detail of area K
Sectional view XX
- 68 -
2. POWER TRAIN
1. INPUT SHAFT
2. Hi CLUTCH
3. COVER
4. DRIVE GEAR
5. DRIVE GEAR
6. HOUSING
7. Lo CLUTCH
8. COVER
9. BRAKE CASE
10. OUTPUT SHAFT
11. OIL SEAL
12. BRAKE COVER
13. SHROUD
14. DRIVEN GEAR
15. DRIVEN GEAR
16. OIL SEAL
17. FLANGE
Detail of sectional view XX
18. SPEEDOMETER GEAR
19. SHROUD
Note: 52.1 N-m {5.32 kgf-m} [38.4 lbf-ft]
20. BUSHING
26.2 N-m {2.66 kgf-m} [19.3 lbf-ft]
212.8 N-m {21.7 kgf-m} [157 lbf-ft]
225.5 N-m {23.0 kgf-m} [166.3 lbf-ft]
Note: Attention should be paid to
23.3 N-m {2.38 kgf-m} [17.2 lbf-ft] their direction when
46.4 N-m {4.73 kgf-m} [34.2 lbf-ft] installing oil seals, ball
13 – 16 N-m {1.3 – 1.6 kgf-m} [9.59 – bearings and gears.
11.8 lbf-ft] Note: For the adjustment of the
Threaded area: LOCTITE #262 parking brake, refer to “3.2.4
ADJUSTING PARKING
Apply molybdenum disulfide to splines.
BRAKE”.
Fig. 2.54 Transmission (3)
- 69 -
2. POWER TRAIN
Detail of area A
View looking from B
Hi CLUTCH PISTON MARKING View looking from C
Lo CLUTCH PISTON MARKING
1. SHAFT & DRUM ASSEMBLY 8. END PLATE 15. SEAL RING (OUTER)
2. PISTON 9. PISTON 16. “O”-RING
3. PLATE 10. STEEL BALL 17. SLEEVE & DRUM
4. DISK 11. ORIFICE ASSEMBLY
5. GEAR (Hi) 12. SEAL RING (INNER) 18. SEAL RING
6. GEAR (Lo) 13. RETAINER 19. PLUG
7. SPRING 14. RETAINER
Note: The above sketch shows the clutch shaft for the LX70-7. The structure of the clutch shaft mounted
on the LX80-7 is the same.
- 70 -
2. POWER TRAIN
Operation
The clutch is operated by pressure oil from the transmission control valve. The pressure oil from the
control valve flows to the back of the clutch piston to move the clutch piston to the left. The clutch
piston then locks up the clutch disks and clutch plates, thus uniting the clutch shaft & drum assembly
with the clutch hub to transmit the power.
Pressure oil
1. CLUTCH HUB
2. CLUTCH DISK
3. CLUTCH PLATE
4. CLUTCH PISTON
5. SHAFT & DRUM
ASSEMBLY
from CONTROL
VALVE
With no pressure oil delivered from the control valve, the oil in the piston is discharged through the
bleed valve so that the clutch piston is pushed back by the return spring.
This unlocks the clutch disks and clutch plates to allow the clutch shaft and clutch hub to rotate
independently so that no power is transmitted.
1. CLUTCH HUB
2. RETURN SPRING
3. CLUTCH DISK
4. CLUTCH PLATE
5. BLEED VALVE
6. CLUTCH PISTON
7. SHAFT & DRUM
ASSEMBLY
- 71 -
2. POWER TRAIN
TRANSMISSION
CONTROL VALVE
to CLUTCH SOLENOID
VALVE (Low
when turned on
SELECTOR and Hi when off)
VALVE
IN-LINE
FILTER
PUMP REGULATOR
VALVE to LUBRICATION
Circuit diagram
- 72 -
2. POWER TRAIN
- 73 -
2. POWER TRAIN
Hi CLUTCH Lo CLUTCH
HST
MOTOR
SELECTOR VALVE
ACCUMULATOR
Hi-Lo SELECTOR
THROTTLE SOLENOID VALVE (ON)
TRANSMISSION
CHARGING/BRAKE
PUMP RELIEF VALVE
Hi-Lo TRANSMISSION
Hi CLUTCH Lo CLUTCH
HST
MOTOR
SELECTOR VALVE
ACCUMULATOR
Hi-Lo SELECTOR
THROTTLE SOLENOID VALVE (OFF)
TRANSMISSION
CHARGING/BRAKE
PUMP RELIEF VALVE
Hi-Lo TRANSMISSION
- 74 -
2. POWER TRAIN
(1) Hi mode
1. When the Hi-Lo selector switch is put in the Hi position, the pressure oil is delivered to the Hi
clutch (2).
2. As the pressure oil is delivered to the Hi clutch, the piston (3) moves to the right to lock up the
clutch plates (4) and clutch disks (5), thus engaging the Hi clutch (2).
3. With the Hi clutch (2) engaged, the input shaft (1) is connected to the Hi drive gear (6).
4. The Hi drive gear (14) is splined to the output shaft (15). The output of the HST motor is transmitted
through the input shaft (1), Hi drive gear (6), Hi driven gear (14) to the output gear (15) which is
then rotated at a high speed.
PRESSURE
OIL
- 75 -
2. POWER TRAIN
(2) Lo mode
1. When the Hi-Lo selector switch is placed in the Lo position, the pressure oil is delivered to the Lo
clutch (11).
2. As the pressure oil is delivered to the Lo clutch, the piston (10) moves to the left to lock up the
clutch plates (8) and clutch disks (9) to engage the Lo clutch (11).
3. When the Lo clutch (11) is engaged, the input shaft (1) is connected to the Lo drive gear (7).
4. The Lo driven gear (13) is splined to the output shaft (15). The output of the HST motor is transmitted
through the input shaft (1), Lo drive gear (7), and Lo driven gear (13) to the output shaft (15) which
is then rotted at a low speed.
PRESSURE
OIL
- 76 -
2. POWER TRAIN
Operation
1. The controller always detects the loader’s traveling speed through the transmission rotation sensor
as well as the On-Off status of the QSS and Hi-Lo switch.
2. When the following conditions are satisfied, you can switch over the transmission speed mode
from Hi to Lo using the QSS.
• The Hi-Lo switch on the dashboard: Hi position
• The loader’s traveling speed: less than 5 km/h [3.1 mph]
• QSS: Pressed. (The earth circuit from the controller to the QSS is completed so that the controller
recognizes the depression of the QSS as the signal.) (The QSS is a momentary type switch.)
The controller energizes the Hi-Lo solenoid valve relay to allow the current from the #9 fuse to flow
to the Hi-Lo selector solenoid valve to turn it on, thus switching over the transmission to Lo.
Note: When the loader’s traveling speed is more than 5 km/h [3.1 mph], you cannot switch over the
transmission speed mode from Hi to Lo. Even if the QSS signal is sent to the controller, the
controller judges that the condition for mode change is not satisfied and thus disables the signal
from the QSS.
3. When the following conditions are satisfied, you can switch over the transmission speed mode
from Lo to Hi using the QSS.
• The Hi-Lo switch on the dashboard: Hi position
• The loader’s traveling speed: less than 13 km/h [8.1 mph]
• QSS: Pressed. (The earth circuit from the controller to the QSS is completed so that the controller
recognizes the depression of the QSS as the signal.) (The QSS is a momentary type switch.)
The controller stops energizing the Hi-Lo solenoid valve relay. Therefore, the Hi-Lo solenoid valve
is turned off to switch over the transmission speed mode to Hi.
4. The QSS function is canceled when the engine is shut off. If the engine is shut off after the
transmission is switched over to Lo by the QS function, the transmission speed mode is put in Hi
when the engine is restarted.
- 77 -
2. POWER TRAIN
CONTROLLER
from BATTERY
RELAY
TRANSMISSION
ROTATION SENSOR
Hi-Lo
TRANSMISSION SELECTOR
SOL VALVE
QSS
Hi-Lo switch is
locked to Hi Enabled when traveling speed is less than 5
km/h [3.1 mph]
- 78 -
2. POWER TRAIN
LX70 -7 LX80 -7
Universal joint Cross joint ←
Length (inter-pin distance)
Front 478 mm [18.8 in.] 503 mm [19.8 in.]
Center 915 mm [36.0 in.] 927 mm [36.5 in.]
Rear 111 mm [4.4 in.] ←
Weight
Front +center propeller
shafts 23 kg [50.7 lbs] 24 kg [52.9 lbs]
Rear propeller shaft 5 kg [11.0 lbs] ←
The propeller shafts, located between the transmission and the front axle and between the transmission
and the rear axle, transmits the power from the transmission to the front and rear axles.
The propeller shafts absorb the change in drive angle and the changes in length when the loader
travels, ensuring smooth flow of power from the reduction gear to the axles.
TRANSMISSION
FRONT PROPELLER
SHAFT
Note: 70.6 – 77.4 N-m {7.2 – 7.9 kgf-m} [52.1 – 57.1 lbf-ft],
Threaded area: LOCTITE #262
223.4 N-m {22.8 kgf-m} [164.8 lbf-ft]
Install spline-side joint to transmission output shaft.
Release parking brake before installing.
- 79 -
2. POWER TRAIN
3 1 6 2 7
1 2 4 5 8
Note: 17.2 – 1.0 N-m {1.76 – 0.10 kgf-m} [12.7 – 0.738 lbf-ft]
265 – 304 N-m {27 – 31 kgf-m} [195.5 – 224.2 lbf-ft]
1
1. CROSS BEARING
2. COUPLING YOKE
- 80 -
2. POWER TRAIN
LX70 -7 LX80-7
Driving 4-wheel drive ←
Front axle Frame-fixed, semi-floating type ←
Rear axle Trunnion, semi-floating type ←
Reduction gear and differential
Model TCM619-30 TCM641-30
Type Ordinary type, 2-stage reduction ←
Differential gear box On-piece type ←
Differential limiter Torque proportional differential ←
Final reduction gear assembly
Model TCM619-30 TCM641-30
Type Planetary gear type ←
Weight
Front axle 393 kg [866.4 lbs] 490 kg [1080.3 lbs]
Rear axle 385 kg [848.8 lbs] 485 kg [1069.2 lbs]
2.6.1 AXLE
The drive axle consists of a differential, final reduction gear assembly, wet type brake unit, and axle
shaft.
The power from the drive unit is transmitted through the propeller shafts to the front and rear axles.
The power is then transmitted to the differential where it is divided into the right and left axle shafts to
the final reduction gear assembly on each shaft end, thus driving the wheel.
The wet type brake unit is installed in front of the final reduction gear assembly and serves as a
service brake. For the operation of the service brake, refer to “3. BRAKE SYSTEM.”
Axle mount
The front axle is bolted directly to the front frame.
The rear axle is supported by the trunnion method in which axle supports are installed across the rear
axle and bolted to the rear frame. Consequently, the rear axle is cradled up and down around the center
line of the differential according to the ground condition the loader travels.
The trunnion-mounted drive axle helps improve operator comfort because loaders with a trunnion-
mounted drive axle jolt less than those with the conventional cradle-supported drive axle, when they
travel on a bad ground condition.
- 81 -
2. POWER TRAIN
Detail of area A
Note: The sketches show the axles of the LX70-7 . The axles of the LX80-7 have the same structure as
those of the LX70-7.
Fig. 2.67 Drive Axle Assembly
- 82 -
2. POWER TRAIN
Note: The sketches show the front axle of the LX70 -7 . The front axle of the LX80 -7 has the same
structure as that of the LX70-7.
- 83 -
2. POWER TRAIN
Note: The sketches show the rear axle of the LX70-7. The rear axle of the LX80-7 has the same structure
as that of the LX70-7.
- 84 -
2. POWER TRAIN
2.6.2 DIFFERENTIAL
The differential is integral with the reduction gear.
The power from the propeller shafts is transmitted through the drive pinion and the ring gear to the
differential gear case. It is then sent through the right and left side gears to the final reduction gear. The
speed reduction of the power is accomplished between the drive pinion and the ring gear.
1. PINION GEAR
2. SIDE GEAR
3. AXLE SHAFT
4. DIFFERENTIAL
GEAR CASE
High rpm Low rpm
5. SPIDER
6. DRIVE PINION
7. RING GEAR
- 85 -
2. POWER TRAIN
1 2 3 1 4 5 1 6 6
7 8 15 16 17 18
5 9
10 11 3 12 13 14 4
Note: 9 N-m {0.9 kgf-m} [6.6 lbf-ft], Threaded area: LOCTITE #262
23 N-m {2.3 kgf-m} [17.0 lbf-ft], Threaded area: LOCTITE #262
55 N-m {5.6 kgf-m} [40.6 lbf-ft], Threaded area: LOCTITE #262
Outer diameter: LOCTITE #262, Lip: Grease
Backlash between ring gear and pinion gear: 0.20 – 0.28 mm [0.0079 – 0.0110 in.]
Shim adjustment in a range from 0.55 to 1.55 mm [0.0217 to 0.0610 in.] (Both sides)
- 86 -
2. POWER TRAIN
Power flow
- 87 -
2. POWER TRAIN
1 2 3 4 5 6 7 8 9 1
2 10 11 12 13
14 15 16 17
- 88 -
2. POWER TRAIN
LX70 -7 LX80 -7
Tire 16.9 x 24–10PR 18.4 x 24–10PR
Tubelss, L-2 Tubelss, L-2
Wheel (rim) W15L x 24 W16L x 24
Weight (per piece)
Tire 91 kg [200.6 lbs] 118 kg [260.1 lbs]
Rim 54.2 kg [119.5 lbs] 57 kg [125.7 lbs]
Inflation pressure 235 kPa {2.4 kgf/cm2} [34.1 psi] 216 kPa {2.2 kgf/cm2} [31.3 psi]
2.7.1 TIRE
The standard model is provided with lock-type L-2 tires which feature high traction. Select appropriate
tires since there are a variety of tires available according to the application and purpose of work.
The tire size is expressed in inches. The strength of tires is expressed in ply rating (PR): for example,
10 PR means a strength corresponding to that of 10 pieces of cotton cords. (PR does not necessarily
stand for the number of cord plies in the tire.)
2.7.2 WHEEL
The wheel consists of the rim and disk. The disk is bolted to the axle shaft.
The tire is installed on the rim and both serve as one piece. It is thus important to use an appropriate
rim when installing a tire on the rim. The use of an inappropriate rim may result in a short life of the tire
and in the worst case might lead to a serious accident. The rim size is also expressed in inches. The first
number stands for the rim width and the next one the rim diameter.
- 89 -
2. POWER TRAIN
(Tire)
1. TIRE
2. RIM
3. VALVE
(Tread pattern)
(Rim)
1. RIM
2. VALVE GUARD
3. DISK
Note: Wheel bolt: 863 ± 40 N-m {88 ± 4 kgf-m} [636.5 ± 29.5 lbf-ft]
- 90 -
3. BRAKE SYSTEM
3. BRAKE SYSTEM
Service brake
Type Front and rear wheel independent braking, wet disk hydraulic,
booster type
Number of fluid line Independent 2 lines
Brake valve Tandem brake valve
Disk brake Four-wheel, wet type disk brake
Brake pump The transmission charge pump is used 1)
Oil tank 0.28 L [0.073 US gal]
Brake oil pressure 3.3 MPa {34 kgf/ cm2} [483.6 psi]
Alarm device –
Safety device –
Parking brake
Type Transmission mid-shaft braking, internal expansion (spring)
type
Location Transmission
Note: 1) For the specification and construction of the brake pump, refer to “6.2 PUMP.”
Do not shut off the engine while the loader is running. If the engine stalls while the loader is
running, the parking brake will be automatically applied to brake the loader rapidly.
- 91 -
3. BRAKE SYSTEM
• The brake oil tank has a level switch inside it. When the brake oil level drops below the specified
value, the operator will notice it immediately by way of the “brake oil level” warning lamp on the
dashboard.
- 92 -
3. BRAKE SYSTEM
Level switch
B “Brake oil level” warning lamp ON when level is low.
(inside oil tank)
- 93 -
3. BRAKE SYSTEM
to TRANSMISSION
CONTROL VALVE
- 94 -
3. BRAKE SYSTEM
Operation
(1) Brake pedal in neutral
1. When the brake pedal (1) is not pressed, the brake valve (3) is in neutral.
The oil discharged from the transmission charging pump (5) flows, passing through the inline filter
(6), to the brake valve inlet port.
The pressure oil then flows through the brake valve power cylinder and outlet port to the transmission
control valve.
2. The brake oil pressure line of the disk brake (8) is connected through the brake valve master cylinder
to the brake oil tank (7). Therefore, the disk brake is in the released state.
to TRANSMISSION
CONTROL VALVE
PARKING BRAKE
- 95 -
3. BRAKE SYSTEM
to TRANSMISSION
CONTROL VALVE
PARKING BRAKE
- 96 -
3. BRAKE SYSTEM
- 97 -
3. BRAKE SYSTEM
(Power cylinder)
(Master cylinder)
- 98 -
3. BRAKE SYSTEM
Operation
(1) Brake valve not activated
1. When the push rod connected to the brake pedal is returned, the spool (1) and connector (5) assembly
and power piston (4) are also returned to the cylinder cover (3) side.
2. Therefore, the primary piston (7) and secondary piston (6) of the master cylinder remain at their
respective home positions, with the pressure chambers (D and C) (chambers connected to the brake
ports) are opened through the relief port to the oil tank.
- 99 -
3. BRAKE SYSTEM
3. When the secondary piston (6) advances to produce pressure inside the pressure chamber (C), the
pressure is also sent to the reaction chamber built in the secondary piston. The reaction piston
(small-diameter piston) retracts and hits the front end of the spool (1). The pressure produced by
the master cylinder is thus transmitted through the push rod as an operating reaction force to the
pedal.
4. The pressure produced in the pressure chamber (C) of the master cylinder secondary piston side
also moves the primary piston (7) forward to produce a pressure in the pressure chamber (D) of the
primary piston side. The pressure produced in both the chambers (C and D) flows out of the brake
port to create a braking action.
5. The oil pressure in the power cylinder is controlled by the pressure setting of the relief valve (2)
which is in turn determined by the master cylinder’s specification pressure.
- 100 -
3. BRAKE SYSTEM
Operation
(1) Brake in operation
When the brake oil acts on the back of the brake piston, the brake disk is locked up with the brake
ring and end plate. The inner periphery of the brake disk is splined to the shaft in the power transmission
line. The outer periphery of the brake ring and end plate are secured to the differential body by pins so
that the locked up brake disk stops rotating to brake the loader.
- 101 -
3. BRAKE SYSTEM
Do not use the general automotive brake fluid (JIS automotive non-mineral brake fluid);
otherwise the rubber parts of the brake system might be damaged to cause the brake to fail to
operate normally, thus resulting in a serious accident.
Use the mineral brake fluid for the brake system of your loader.
21 mm
[0.8 in.]
Alarm position
26 ± 3 mm 32 mm 1. CAP
[1.3 in.]
[1.02 ± 0.118 in.] 2. STRAINER
3. BRACKET
4. LEVEL SWITCH ASSEMBLY
- 102 -
3. BRAKE SYSTEM
Manually releasing the parking brake should not be abused. It should be limited to a disabled
loader needing to be towed to an out-of-traffic area. Do not try to drive the loader by its own
engine. If the parking brake needs to be released with the loader parked on a slope, be sure to
block the wheels.
Fig. 3.12
- 103 -
3. BRAKE SYSTEM
SPRING PISTON
BRAKE
DRUM
BRAKE SHOE
PARKING BRAKE
PARKING BRAKE SW
(RELEASE POSITION)
Hi-Lo TRANSMISSION
- 104 -
3. BRAKE SYSTEM
Operation
(1) Releasing parking brake
When the parking brake switch is placed to the OFF (release position), the parking brake solenoid
valve is turned ON to allow the brake release pressure to act on the piston, thus forcing the piston to the
left to compress the spring. The push rod also moves to the left to move the parking brake lever to the
left (release position), thus releasing the parking brake.
The parking brake is released by hydraulic pressure. Therefore, even if the engine stalls with the
parking brake switch OFF, the parking brake spring automatically actuates the parking brake.
PARKING
PARKING BRAKE
BRAKE SW
RELAYS
(1, 2)
FUSE BOX
PISTON
BRAKE SHOE BATTERY
RELAY
PARKING BRAKE
PARKING
BRAKE SOL
VALVE
TRANSMISSION
CHARGING/BRAKE
PUMP
Hi-Lo TRANSMISSION
Release
CAM SHAFT
PISTON
BRAKE SHOE
SPRING
BRAKE DRUM
PUSH ROD
RETURN SPRING
- 105 -
3. BRAKE SYSTEM
PARKING PARKING
BRAKE BRAKE
RELAYS SW
(1, 2)
FUSE BOX
PARKING
BRAKE SOL
VALVE
TRANSMISSION
CHARGING/
BRAKE PUMP
Hi-Lo TRANSMISSION
Application
CAM SHAFT
PISTON
BRAKE SHOE
SPRING
BRAKE DRUM
PUSH ROD
RETURN SPRING
- 106 -
3. BRAKE SYSTEM
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
PARKING
BRAKE
RELEASE
SOLENOID
BATTERY
RELAY
Note: In the circuit diagram shown above, the power supply is OFF and the parking brake switch is
ON.
- 107 -
3. BRAKE SYSTEM
SWITCH SWITCH
PARKING BRAKE SW POSITION DECAL
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
PARKING
BRAKE
RELEASE
SOLENOID
BATTERY
RELAY
- 108 -
3. BRAKE SYSTEM
PARKING PARKING
BRAKE BRAKE
RELAY (2) RELAY (1)
PARKING
BRAKE
RELEASE
SOLENOID
BATTERY
RELAY
- 109 -
3. BRAKE SYSTEM
Brake lining: 452 mm x 50 mm x 5.45 mm [17.8 in. x 1.97 in. x 0.22 in.]
Note: 6.9 – 12.7 N-m {0.7 – 1.3 kgf-m} [5.09 – 9.37 lbf-ft]
- 110 -
3. BRAKE SYSTEM
Note that the oil in the parking brake and cylinders is hot after the loader has moved. Make
sure the parking brake is cold before trying to adjust the parking brake; otherwise you might
burn your hand.
1. Park the loader on a level surface, lower the bucket on the ground and shut off the engine. Turn on
the parking brake switch. In addition, block the front and rear wheels securely to prevent the loader
from rolling unexpectedly.
2. Release the parking brake manually. (For the procedure, see page 103.)
3. Mark the drum (8) and flange (9) and then remove the 6 bolts (7) and cover (6) from the drum (8).
4. Turn the drum (8) so that the adjustment wheel (11) is visible through the brake adjustment hole (5)
in the drum (8) and place the brake adjustment hole (5) downward.
5. Insert the screwdriver (12) into the brake adjustment (5) and turn the adjustment wheel (11) clockwise
until it no longer moves any further. Back off the adjustment wheel (11) counterclockwise 11 teeth.
Note: After the step 5. is completed, the gap (C) between the brake shoe (13) and drum (8) is 0.25 mm
[0.0098 in.]
6. Turn the drum (8) to align the match mark on the drum (8) with the match mark on the flange (9).
Install the cover (6) and bolts (7) on the drum (8).
7. Cancel the manual release of the parking brake using the reverse order of step 2.
Note: Start the engine. Turn the parking brake switch on and off. Make sure that the stroke (A)
of the lever (10) is 15 – 20 mm [0.59 – 0.79 in.].
- 111 -
3. BRAKE SYSTEM
Up
Left Right
Down
Match mark
- 112 -
4. STEERING SYSTEM
4. STEERING SYSTEM
Type Frame-articulating type
Mechanism Orbitrol type
Frame articulating angle 40° to right and left
Number of rotations of steering wheel 4.3
Power steering
Model Orbitrol (LPHG9D)
Type Separate type
Pressure setting 17.2 MPa {175 kgf/ cm2} [2490 psi]
Steering pump Used also as main pump1)
Steering cylinder
Type Double-acting piston
Quantity 2
Cylinder stroke 395 mm [15.6 in.]
Weight (per cylinder) 15 kg [33.1 lbs]
Note: 1) For the specifications and structure of the main pump, refer to “6.2 PUMP.”
to MAIN CIRCUIT
CUSHION VALVE
(LX80 -7 only)
PUMP
TANK
STEERING
CYLINDER
- 113 -
4. STEERING SYSTEM
The steering mechanism is orbitrol type (full-hydraulic power steering) which does not use any linkage
mechanism, but operates on hydraulic power alone.
The steering system consists of the steering wheel unit, orbitrol, priority valve, cushion valve (LX80-7
only), steering cylinders and hydraulic piping.
If the pressure oil is not supplied from the pump for any reason such as when the engine stalls,
the orbitrol acts as a manual steering system, thus making it possible to steer the loader. However,
note that steering operation is considerably harder than usual.
STEERING WHEEL
PRIORITY VALVE
CUSHION VALVE
(LX80 -7 only)
ORBITROL
STEERING CYLINDER
Note: The above sketch does not illustrate the hydraulic piping.
For the hydraulic piping, refer to “6. HYDRAULIC SYSTEM.”
- 114 -
4. STEERING SYSTEM
CUSHION VALVE
(LX80-7 only)
STEERING
CYLINDER
STEERING WHEEL
ORBITROL
to CONTROL
VALVE
PRIORITY VALVE
OIL TANK
- 115 -
4. STEERING SYSTEM
- 116 -
4. STEERING SYSTEM
(Circuit diagram)
- 117 -
4. STEERING SYSTEM
Detail of area B
(Gerotor star mounting position)
- 118 -
4. STEERING SYSTEM
ORBITROL OPERATION
(1) Steering Wheel in Neutral
The oil from P port flows into the cavity between
the spool (2) and drive shaft (3) through the small
openings of the sleeve (1) and the spool (2). The oil
in the cavity flows out from the T port through the
upper part of the drive shaft, and notch groove of the
spool and sleeve. The R and L ports (cylinder ports)
are closed by the spool.
- 120 -
4. STEERING SYSTEM
- 121 -
4. STEERING SYSTEM
- 122 -
4. STEERING SYSTEM
STEERING CYLINDER
STEERING WHEEL
ORBITROL
CHECK VALVE
to CONTROL VALVE
PRIORITY VALVE
- 123 -
4. STEERING SYSTEM
ORBITROL
PRIORITY VALVE
- 124 -
4. STEERING SYSTEM
ORBITROL
PRIORITY VALVE
- 125 -
4. STEERING SYSTEM
ORBITROL
PRIORITY VALVE
- 126 -
4. STEERING SYSTEM
(Circuit diagram)
- 127 -
4. STEERING SYSTEM
Operation
1. The high-pressure oil which flows rapidly through the R port opens the poppet (1) against the
spring (2) tension.
2. The high-pressure oil flows, passing through the poppet (1), the center groove in the spool (3), and
the check valve (4) at the L port side, to the L port.
Note: The check valve (5) at the R port is closed by the high pressure oil at the R port.
3. At the same time, the high-pressure oil at the R port flows through the orifice (6) into the pressure
chamber of the plug (7) to move the spool (3) to the left against the pressure at the L port and spring
(8) tension.
Therefore, the high-pressure oil at the R port cuts off the flow of oil which passes through the
poppet (1) and gets out of the L port.
4. Such a temporary flow of oil provides a hydraulic cushion.
After that, this valve does not operate, thus giving no effect on usual steering operation.
5. For a gradual rise of oil pressure which does not need a cushioning effect, the spool (3) closes
earlier than the poppet (1) opens so that unnecessary hydraulic cushion is not produced.
L PORT R PORT
L PORT R PORT
- 128 -
4. STEERING SYSTEM
Detail of inside
Note: 304 N-m {31 kgf-m} [224.2 lbf-ft], Threaded area: Three Bond #1901
392 N-m {40 kgf-m} [289.1 lbf-ft]
6.9 N-m {0.7 kgf-m} [5.09 lbf-ft] (After tightening, calk two parts.)
Pressure check port (PT1/8)
- 129 -
4. STEERING SYSTEM
NOTE
- 130 -
5. FRAME AND COCKPIT
Do not try to modify the ROPS (Roll-over protection structure), if mounted, without prior
permission from the manufacturer. If the ROPS should get damaged or deformed due to turning
over or collision, it is advisable to replace it with a new one, because a damaged or deformed
ROPS has a low structural strength.
- 131 -
5. FRAME AND COCKPIT
1. REAR FRAME
Note: LX70-7: 665 N-m {68 kgf-m} [490.5 lbf-ft] 2. BALANCE WEIGHT
LX80 -7: 980 N-m {100 kgf-m} [722.8 lbf-ft]
LX70-7: 613 kg [1350 lbs]
LX80-7: 977 kg [2150 lbs]
- 132 -
5. FRAME AND COCKPIT
Fig. 5.2
- 133 -
5. FRAME AND COCKPIT
Detail of area A
- 134 -
5. FRAME AND COCKPIT
Detail of area A
- 135 -
5. FRAME AND COCKPIT
NOTE
- 136 -
6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM
The hydraulic system uses the main pump as its power source and changes over oil flows with the
control valve according to the work you want to do.
The hydraulic system consists of a main pump, control valve, valve controls, oil tank, and hydraulic
piping.
- 137 -
6. HYDRAULIC SYSTEM
- 138 -
6. HYDRAULIC SYSTEM
6.2 PUMP
LX70 -7 LX80-7
Main pump
Model 56 · 20 · 11R532 60 · 20 · 11R612
Type Gear type ←
Drive (installed on HST pump) ←
Discharge 112 L [29.59 US gal]/min 141 L [37.25 US gal]/min
1.47 MPa {15 kgf/ cm2} [213.2 psi] 1.47 MPa {15 kgf/ cm2} [213.2 psi]
2300 rpm 2450 rpm
Weight 19.5 kg [42.99 lbs] 20.8 kg [45.86 lbs]
(including HST charging pump (including HST charging pump
and T/M charging pump) and T/M charging pump)
Steering pump Used in common with main pump ←
HST charging pump
Type Gear type ←
Drive Connected to the rear of main pump ←
Discharge 44 L [11.62 US gal]/min 47 L [12.42 US gal]/min
3.9 MPa {40 kgf/ cm2} [565.6 psi] 3.9 MPa {40 kgf/ cm2} [565.6 psi]
2300 rpm 2450 rpm
Transmission charging pump
(Brake assist)
Type Gear type ←
Drive Connected to the rear of ←
HST charging pump
Discharge 24 L [6.34 US gal]/min 26 L [6.87 US gal]/min
1.77 MPa {18 kgf/ cm2} [256.7 psi] 1.77 MPa {18 kgf/ cm2} [256.7 psi]
2300 rpm 2450 rpm
- 139 -
6. HYDRAULIC SYSTEM
The loader uses three pumps: main pump (steering pump), HST charging pump and transmission
charging pump (brake assist).
The HST pump unit has triple pumps at its rear side: The first pump is used as the main pump, the
second pump as the HST charging pump and the third pump as the transmission charging pump.
Since the drive gear of the triple pumps is coupled to the HST pump unit drive shaft, it always rotates
as the engine runs.
(HST PUMP)
TRIPLE PUMPS
- 140 -
6. HYDRAULIC SYSTEM
DISCHARGE SIDE
SUCTION SIDE
DIRECTION
OF ROTATION
DISCHARGE SUCTION
PORT PORT
1. MAIN/STEERING PUMP
2. HST CHARGING PUMP
3. TRANSMISSION CHARGING/BRAKE PUMP
- 141 -
6. HYDRAULIC SYSTEM
- 142 -
6. HYDRAULIC SYSTEM
Model KVS-120H-2
Type Parallel circuit, 2-spool sliding type with relief valve
Main relief pressure setting 20.6 MPa {210 kgf/ cm2} [2988 psi]
Port relief pressure setting 11.8 MPa {120 kgf/ cm2} [1711 psi]
(at bucket cylinder rod side)
Weight 21 kg [46.3 lbs]
- 143 -
6. HYDRAULIC SYSTEM
8 8 8 stroke (mm)
8 8 stroke (mm)
Parallel circuit
Note: (2 points) 64.7 N-m
{6.6 kgf-m} [47.7 lbf-ft]
101 N-m {10.3 kgf-m}
[74.49 lbf-ft]
- 144 -
6. HYDRAULIC SYSTEM
(Bucket)
(Boom)
- 145 -
6. HYDRAULIC SYSTEM
6.3.2 OPERATION
When the control lever is actuated, the oil passages are switched over by the spools sliding so that the
pressure oil from the priority valve is selectively sent to the bucket or boom cylinder.
The boom’ s “float” position and the bucket’s “roll-back” position have a detent mechanism. When
the control lever is placed in the “float” or “roll-back”, the detent mechanism keeps the lever position so
that the spool does not return to neutral if your hand is removed from the lever. The control lever
automatically returns to neutral from operating positions than “float” and “roll-back” when your hand
is removed from the lever.
NEUTRAL
- 146 -
6. HYDRAULIC SYSTEM
Roll-back
(2) Dump
1. When the control lever is placed in the “dump” position, the bucket spool moves in the direction
indicated by the arrow.
2. The neutral oil passage is closed by the spool and the pressure oil pushes open the load check valve
to flow to the cylinder port (A1) from which it is directed into the bucket cylinder rod side.
3. The oil discharged from the bucket cylinder tail side flows through the cylinder port (B1) to the
low-pressure oil passage.
Dump
- 147 -
6. HYDRAULIC SYSTEM
(2) Float
1. When the control lever is further pushed down from the “Down” position to the “Float” position,
the boom spool moves as indicated in the illustration.
2. Due to this motion the neutral passage is opened. The pressure oil flows as in neutral position.
3. The cylinder ports (A2) and (B2) are connected to the low pressure oil passage. As a result, the
booms float over the ground surface according to its irregularities. The oil discharged from the
boom cylinder rod side is sent to the tail side and the oil forced out from its tail side is sent to the
rod side respectively through the low pressure oil passage in the control valve.
Dump
- 148 -
6. HYDRAULIC SYSTEM
4. Detent operation
(1) Boom side
1. When the control lever is pushed down fully to
the “Float” position, the boom spool (1) is pulled
out fully. Due to this, the detent pin (2) fitted to
the spool end is also pulled out, and the detent
balls (3) fall into the groove of detent sleeve (4).
2. Since the detent balls are pushed by the detent
spring (5), the boom spool holds its position, and
the detent becomes operative.
3. To release the detent, pull the control lever to
disengage the detent ball.
In close
contact
PROXIMITY SWITCH
BATTERY
FUSE
- 149 -
6. HYDRAULIC SYSTEM
Operation
(1) In inoperative state
The pressure oil in the high-pressure oil passage
(HP) flows through the throttle hole (2) in the main
poppet (1) to fill the internal cavity (3).
Owing to the difference in area on which the
hydraulic pressure acts, the main poppet (1) closely
seats to the sleeve (4).
- 150 -
6. HYDRAULIC SYSTEM
Operation
(1) In inoperative state
The pressure oil at the cylinder port (HP) flows
through the hole in the piston poppet (1) to act on both
the check valve poppet (2) and the relief valve poppet
(3) to seat closely due to the difference in area on which
oil pressure acts.
- 151 -
6. HYDRAULIC SYSTEM
(5) Suction
If the pressure at the cylinder port (HP) is lower
than the pressure at the low-pressure oil passage due
to the occurrence of cavitation, the check valve poppet
moves due to the difference in area on which negative
pressure acts across the check valve poppet (2).
Therefore, oil is delivered from the low-pressure
oil passage to the cylinder port (HP) to remove the
cavitation.
- 152 -
6. HYDRAULIC SYSTEM
As a safety device for the valve control system, a stopper link is provided. Use the stopper link
to lock the control valve in neutral when the load handling system does not need to be used.
- 153 -
6. HYDRAULIC SYSTEM
1
8
1 9 10 2
17
2 11 12
2
13
3 Z
18
4 19
14 15
16
5
- 154 -
6. HYDRAULIC SYSTEM
The oil tank holds hydraulic oil used for the main hydraulic circuit and the steering hydraulic circuit.
It is bolted to the rear frame.
The oil tank has a return filter inside it.
1. RETURN FILTER
2. BREATHER
3. OIL TANK
4. OIL DIPSTICK
5. SUCTION FILTER
6. (REAR FRAME)
2
1 3
Note: 12.7 N-m {1.3 kgf-m} [9.37 lbf-ft], Threaded area: LOCTITE #262
- 155 -
6. HYDRAULIC SYSTEM
NOTE
- 156 -
7. LOAD HANDLING SYSTEM
BUCKET CYLINDER
BUCKET LEVELER
BELLCRANK
BOOM CYLINDER
BOOM
BUCKET
- 157 -
7. LOAD HANDLING SYSTEM
LX70 -7 LX80-7
Linkage Z-shape ←
Bucket DEB, I type ←
Bucket capacity, heaped 1.3 m3 [1.7 y3] 1.6 m [2.1 y3]
3
- 158 -
7. LOAD HANDLING SYSTEM
Note: All pins, bushings and bosses: Grease (apply before installing pins)
Dust seals must be installed with lip facing outward.
- 159 -
7. LOAD HANDLING SYSTEM
“Dump” stopper
A
LX70-7 54 mm [2.13 in.]
LX80-7 58 mm [2.28 in.]
Detail of area Z
“Roll-back” B C
stopper
LX70-7 26 mm [1.02 in.] 460 mm [18.11 in.]
LX80-7 38 mm [1.50 in.] 495 mm [19.49 in.]
Note: Extend the bucket cylinder to the full, retract it 3 mm [0.12 in.] before welding the stopper.
- 160 -
7. LOAD HANDLING SYSTEM
7.1.2 BUCKET
the double-edged bucket is standard. In addition to the standard type, type 1 light bucket and type 3
bucket are also optionally available.
The bucket should be selected with due care, considering the condition of job sites, the nature of
loads to be handled, and the operating condition. A wrong bucket will cause an inefficient operation and
may cause the malfunction of the load handling system as well.
- 161 -
7. LOAD HANDLING SYSTEM
Operation
1. As the cylinder rod of the bucket cylinder is extended and the bucket is rolled back, the leveler bar
leaves the sensing surface of the proximity switch, so that the electric circuit is opened.
2. The proximity switch is connected to the solenoid detent coil of the control valve bucket section.
The solenoid detent is thus released to let the control lever return to neutral, stopping the rolling
back operation of the bucket.
Note: The bucket roll-back phase of the control valve uses a solenoid detent mechanism. When the
bucket is rolled back beyond the horizontal line, no further electricity will flow to the solenoid
detent coil so that the detent mechanism won’t work.
1. BUCKET CYLINDER
2. LEVELER BAR
3. BRACKET
4. PROXIMITY SWITCH
5. CONTROL VALVE
6. WIRING
7. BRACKET
- 162 -
7. LOAD HANDLING SYSTEM
Operation
1. When the booms are raised to a preset height, the level plate installed on one of the booms leaves
the sensing surface of the proximity switch, so that the electric circuit is opened.
2. The proximity switch is wired to the solenoid detent coil of the control valve boom section. The
solenoid detent is thus released to return the control lever to neutral, thus stopping the lifting operation
of the booms.
Note: The control valve of trucks equipped with a boom kickout device is different from that of the
standard loader.
Note: The above is a rough sketch of the boom kickout device. It might be different from the actual
boom kickout device.
- 163 -
7. LOAD HANDLING SYSTEM
7.2 CYLINDERS
LX70 -7 LX80-7
Boom cylinder
Type Double-acting piston ←
Q’ty 2 ←
Inner diameter 90 mm [3.54 in.] 110 mm [4.33 in.]
Cylinder rod diameter 55 mm [2.17 in.] 60 mm [2.36 in.]
Cylinder stroke 760 mm [29.9 in.] 681 mm [26.8 in.]
Weight (per cylinder) 53 kg [117 lbs] 75 kg [165 lbs]
Bucket cylinder
Type Double-acting piston ←
Q’ty 1 ←
Inner diameter 110 mm [4.33 in.] 130 mm [5.12 in.]
Cylinder rod diameter 60 mm [2.36 in.] 70 mm [2.76 in.]
Cylinder stroke 421 mm [16.6 in.] 431 mm [17.0 in.]
Weight 56 kg [123 lbs] 88 kg [194 lbs]
- 164 -
7. LOAD HANDLING SYSTEM
Detail of inside
Note: 530 N-m {54 kgf-m} [371 lbf-ft], Threaded area: Three Bond #1901
1320 N-m {135 kgf-m} [973.6 lbf-ft]
16.2 N-m {1.65 kgf-m} [12 lbf-ft] (After tightening, calk two parts.)
58.8 N-m {6.0 kgf-m} [43.4 lbf-ft]
22.1 N-m {2.25 kgf-m} [16.3 lbf-ft]
- 165 -
7. LOAD HANDLING SYSTEM
Detail of inside
Note: 830 N-m {85 kgf-m} [612.2 lbf-ft], Threaded area: Three Bond #1901
2350 N-m {240 kgf-m} [1733 lbf-ft]
31.5 N-m {3.21 kgf-m} [23.2 lbf-ft] (After tightening, calk two parts.)
118 N-m {12.0 kgf-m} [87.0 lbf-ft]
39.8 N-m {4.06 kgf-m} [29.4 lbf-ft]
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7. LOAD HANDLING SYSTEM
Detail of inside
Note: 830 N-m {85 kgf-m} [612.2 lbf-ft], Threaded area: Three Bond #1901
2450 N-m {250 kgf-m} [1807 lbf-ft]
31.5 N-m {3.21 kgf-m} [23.2 lbf-ft] (After tightening, calk two parts.)
118 N-m {12.0 kgf-m} [87.0 lbf-ft]
Pressure check port (PT1/8)
39.8 N-m {4.06 kgf-m} [29.4 lbf-ft]
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7. LOAD HANDLING SYSTEM
Detail of inside
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8. ELECTRIC SYSTEM
8. ELECTRIC SYSTEM
8.1 LIGHTING UNIT
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8. ELECTRIC SYSTEM
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8. ELECTRIC SYSTEM
Connected to Connected to
Turn signal (R) Charge
Hi beam Glow plug
Turn signal (L) Parking brake
Water temp. sensor Work light
Engine oil pressure Instrument lamp
Power Power
N.C (Emergency steering)
Fuel level sensor N.C
Speed sensor Hi gear
N.C CN1-3
N.C OPT-1
N.C Brake oil level
Ground Hour meter GND
CN1-3 Hour meter power supply
1. Meters
Meter Engine water temp. meter Fuel level meter
67°C
[153 °F] 135°C
102°C [275 °F]
50°C
[122 °F] [216°F]
Scale
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8. ELECTRIC SYSTEM
Level switch Brake oil level Turns on when level is low. Built in brake oil tank
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8. ELECTRIC SYSTEM
RELAY BOX
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8. ELECTRIC SYSTEM
B Black W White
R Red G Green
Y Yellow Br Brown
L Blue Lg Light green
P Pink O Orange
Example: Yellow coating with Example: White coating
a blue marking Gr Gray without a marking
Wire diameter
Wire diameters are shown in the circuit diagram. Unless otherwise specified, the wire diameter is
0.85 mm2 [0.00132 in2]
Stop lamp
Fuel level meter
Charge
Water temp.
QOS sensor
Work light (rear)
Turn L
Turn R
Clearance lamp
Before trying to work on the electric system, make sure to disconnect the battery connectors.
When disconnecting the battery connectors, first disconnect the ground side (-) terminal before
removing the other terminal.
Note: The electric circuit diagram is attached at the end of this booklet.
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Hitachi Construction Machinery Co. Ltd Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 81-298-31-1162
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