320A Hydraulic System Operation

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, 320 L AND 320 N EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR5464-01 Publication Date -01/12/1994 Date Updated -11/10/2001
Systems Operation
Introduction
Reference: For Electric And Electronic Systems Operation, see Form SENR2996.
Reference: For Testing And Adjusting of the hydraulic and electronics systems, make reference to Testing And
Adjusting for 320, 320 L And 320 N Excavators Hydraulic And Electronic Systems, Form SENR5473.
NOTE: For Specifications with illustrations make reference to the Specifications For 320, 320 L And 320 N
Excavators Hydraulic System, Form SENR5474. If the specifications in Form SENR5474 are not the same as in
the Systems Operation, look at the printing date on the back cover of each book. Use the specifications in the
book with the latest date.
NOTE: For Hydraulic schematics, make reference to the following: Hydraulic Schematic for 320, 320 L And
320 N Excavators, Form SENR5478.
NOTE: For Electrical schematics, make reference to the following: Electrical Schematic for 320, 320 L And
320 N Excavators, Form SENR6015.
Hydraulic Schematic
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320, 320L TRACK-TYPE EXCAVATORS 1KL00001-UP (MACHINE) POWERED BY 3066 ... Page 2 of 135
(1) Swing parking control valve.
(2) Travel motor (left).
(3) Travel motor (right).
(4) Stick cylinder.
(5) Swing motor.
(6) Travel brake valve (left).
(7) Travel brake valve (right).
(8) Bucket cylinder.
(9) Boom cylinders.
(10) Stick drift reduction valve.
(11) Swivel.
(12) Pressure switch (implement/swing).
(13) Pressure switch (travel).
(14) Main control valves.
(15) Boom drift reduction valve.
(16) Main relief valve.
(17) Pressure switch (BOOM RAISE).
(18) Pilot control valve.
(20) Proportional reducing valve.
(21) Pilot oil manifold.
(22) Pilot relief valve.
(23) Accumulator.
(25) Shock reducing valve.
(26) Solenoid valve (swing priority).
(27) Solenoid valve (fine control).
(30) Hydraulic activation control valve.
(31) Solenoid valve (travel speed).
(32) Automatic travel speed change value.
(33) Front pump.
(34) Rear pump.
(35) Bypass check valve.
(36) Slow return check valve.
(37) Oil cooler.
(39) Hydraulic check valve.
(40) Pilot filter.
(41) Pilot pump.
Reference: For Hydraulic System Schematic 320 and 320 L Excavators, see Form SENR5461.
Pump Flow And Pressure Control

Introduction
Pump Compartment
(33) Front pump. (34) Rear pump. (41) Pilot pump. (42) Outlet line (front pump). (43) Outlet line (rear pump).
This machine is driven and controlled by the following three systems:
1. The Main Hydraulic System (provides oil to the cylinders and motors of the machine).
2. The Pilot Hydraulic System (provides oil to the control circuits).
3. The Electronic Control System (controls outputs from the engine and pump).
The main hydraulic system is driven by main pumps (33) and (34). Pumps (33) and (34) are variable
displacement, axial piston type pumps. The pumps are identical in performance. Front pump (33) is directly
connected to the engine by a flexible coupling. Pumps (33) and (34) are mechanically connected by a splined
coupling. Gear type pilot pump (41) is directly connected to rear pump (34) by a shaft and drives the pilot
hydraulic system. All engine output is used for driving these three pumps.
Each of the main pumps delivers approximately 185 liter/min (49 U.S. gpm) of hydraulic oil at no load. The
pilot pump delivers approximately 16 liter/min (4.2 U.S. gpm) of hydraulic oil at 3450 kPa (500 psi) and 1800
rpm. When a load is placed on the machine, the hydraulic oil is supplied to the main hydraulic circuit.
As the load increases, the main pumps increase their delivery pressure and decrease their output flow. The
system is designed to keep the hydraulic horsepower approximately the same as the engine horsepower during
system pressure increase or decrease.
Main Control Valve Compartment

(16) Main relief valve. (42) Outlet line (front pump). (43) Outlet line (rear pump). (44) Right control valve body (operated by rear
pump oil). (45) Left control valve body (operated by rear pump oil).
The oil delivered from front and rear pumps (33) and (34) respectively enters right and left valve bodies (44)
and (45) of main control valves (14). If no work is being performed, pump oil flows through the control valves
and returns to hydraulic tank (39). Main control valves (14) now sends a signal (negative flow control) to each
pump causing the respective pump to destroke to minimum output flow.
If an operation is being performed, main control valves (14) direct pump oil to the respective cylinders (boom,
bucket and stick) and/or motors (swing and travel). Main control valves (14) contain various valve stems,
passages, check valves and orifices which allow an operation to be done by itself or in combination with other
operations. The maximum working pressure of the main hydraulic system is restricted to main relief valve (16)
setting of 34 300 kPa (5000 psi) during travel operation and 31 400 kPa (4500 psi) during implement/swing
operation.
Cab
(46) Control lever (stick and swing). (47) Control lever (boom and bucket). (48) Travel pedal (left). (49) Travel pedal (right).
Pilot pump (41) delivers a constant flow of pressure oil to the pilot circuit. The operating pilot pressure
increases to the pilot relief valve setting of 3450 kPa (500 psi).
The pilot circuit has the following three functions:
1. To operate main control valves (14): When control levers (46) and (47) or travel pedals (48) and (49)
are operated, pilot oil flows to the main control valves through pilot control valves (19), (24), and (18)
respectively. This pilot pressure oil shifts the stems in the main control valves allowing the main pump oil
to flow to the required circuits of cylinders (4), (8) and (9) and motors (5), (2) and (3).
2. To control pump output: Proportional reducing valve (20) receives an electronic signal and uses the
pilot system oil to develop a hydraulic signal pressure. The hydraulic signal pressure goes to the
regulators in the main pumps and controls the pump output flow.
3. To create pilot signal pressure in the pilot circuit so the following controls can be achieved:
A. Activate Automatic Engine Speed Control (AEC) system, causing functions to automatically
reduce the engine speed when no, or very small hydraulic operation is called for.
B. Change the main relief valve pressure setting for travel or implement/swing operation.
C. Release the swing motor parking brake.
D. Automatically change travel speed to HIGH or LOW, depending on the machine load.
E. Operate the straight travel control valve to keep the machine traveling straight during a
combined operation of travel and implement.
F. Control operations of valves required for easier loading or trenching.
NOTE: For details of the pilot control, see the section, "Pilot Circuit".
Cab
(50) Switch panel. (51) Engine speed dial.
Machine Left Side

(52) Controller.
The electronic control system controls the outputs from the engine and the pump through controller (52).
Controller (52) senses the position of the engine governor lever selected by engine speed dial (51). Controller
(52) also senses the power mode position selected by the power mode switch located on switch panel (50).
Controller (52) processes the information and sends a signal pressure to the pump so the pump can provide
optimum output depending on the machine load and engine speed.
The electronic control system has the following major functions:
1. When a large load is placed on the machine, the system allows the pump to destroke, allowing the
maximum horsepower available from the engine.
2. Depending on the load placed on the machine, the system controls the output of the pump at an
optimum power mode from three different power mode setting. This allows the machine to operate at an
optimum speed and helps to reduce the fuel consumption.
3. At a no or very small load condition, the system automatically decreases the engine speed to improve
the fuel consumption and noise level.
4. The system causes solenoid valves for fine control (27) and swing priority (26) to activate for easier
ground surface leveling or vertical finishing of ditch wall surfaces, respectively.
NOTE: For details of the electronic control system, see the separate module "Electric And Electronic System,
System Operation", Form SENR5463.
Main Pumps
Construction
Main Pumps
(1) Port (front pump negative flow control pressure). (2) Outlet port (rear pump). (3) Port (rear pump negative flow control pressure).
(4) Outlet port (pilot pump). (5) Outlet port (front pump). (6) Drain port. (7) Front pump. (8) Port (power shift pressure). (9) Port
(automatic travel speed change pressure.) (10) Port block. (11) Rear pump. (12) Pilot pump. (13) Inlet port. (14) Inlet port (pilot
pump).
The main pumps consist of front pump (7) and rear pump (11), coupled with bolts to make one assembly. The
front and rear pumps are identical in construction, operation and control system.
Oil from the hydraulic tank enters inlet port (13) of port block (10) which is common to both pumps. Each
pump delivers oil through its respective outlet port (2) or (5). Pilot pump (12) draws oil through inlet port (14)
and delivers oil through outlet port (4).
The power shift pressure for the electronic controller enters the main pump through port (8). The negative flow
control pressure from the main control valves enters the main pumps through respective ports (1) and (3).
Pump Operation
Main Pumps
(2) Outlet port (rear pump). (5) Outlet port (front pump). (10) Port block. (13) Inlet port. (15) Front shaft. (16) Front body. (17)
Trunnion shaft. (18) Dowel. (19) Link. (20) Side plate. (21) Dowel. (22) Retainer. (23) Shuttle valve. (24) Swashplate. (25) Creep
plate. (26) Retainer. (27) Slipper. (28) Piston. (29) Barrel. (30) Dowel. (31) Slide block. (32) Plate. (33) Passage. (34) Passage.
The front and rear pumps are identical in operation. Description is given to the front pump as a typical example.
Front shaft (15) is coupled with the engine flywheel and also splined to barrel (29). When front shaft (15) turns
with the engine flywheel, barrel (29) also turns. There are nine pistons (28) in the cylinder bores of barrel (29).
Each piston (28) is coupled to a slipper (27). Retainer (26) holds slippers (27) against creep plate (25) of
swashplate (24).
As barrel (29) turns, slippers (27) slide on the surface of creep plate (25) causing pistons (28) to move in their
bores. The distance that pistons (28) move is determined by the angle of swashplate (24). Each piston (28)
draws oil in on the downstroke and pushes oil out on the upstroke.
Oil from the hydraulic tank goes into the port block (10) through inlet port (13). The oil then goes through
passage (33) in plate (32) and enters the cylinders of barrel (29). The oil is pushed ahead of piston (28) and
flows out through port (2) or (5) and on to the main control valves.
Pump Regulator
Regulator
(19) Link. (20) Slide plate. (21) Dowel. (24) Swashplate. (30) Dowel. (31) Slide block. (35) Spring (36) Spring. (37) Guide. (38)
Spool. (39) Sleeve. (40) Pilot piston. (41) Control piston. (42) Line. (43) Passage. (44) Piston. (Pd) Main pump delivery pressure. (Pn)
Negative flow control pressure. (Ps) Power shift pressure.)
Pump Compartment
(42) Line (front pump Pn). (43) Line (rear pump Pn). (46) Line (Automatic travel speed change pressure). (47) Line (power shift
320, 320L TRACK-TYPE EXCAVATORS 1KL00001-UP (MACHINE) POWERED BY 306... Page 10 of 135
pressure Ps).
The pump regulator functions as follows:
1. Using the electronic control system, the regulator receives the hydraulic signal pressure [power shift
pressure (Ps)] and controls the pump output flow depending on the machine load and engine speed.
2. To keep the horsepower from the engine to the pump constant, the regulator receives the main pump
delivery pressure (Pd). This is called the constant horsepower flow control.
3. When the control levers are in NEUTRAL or in PARTIAL MOVEMENT position, the regulator
receives the negative flow control pressure (Pn). Negative flow control pressure (Pn) controls the pump
output flow. This is called the negative flow control.
The regulators of the front and rear pumps are basically identical in construction and operation. Description is
given to the front pump regulator.
Main pump delivery pressure (Pd) goes to pilot piston (40) and spool (38). Power shift pressure (Ps) goes
through passage (43) to pilot piston (40). Negative flow control pressure (Pn) goes through passage (42) to
control piston (41).
During constant horsepower flow control, main pump delivery pressure (Pd) acts against the shoulder of pilot
piston (40) while power shift pressure (Ps) is acting against the right end face of pilot piston (40). Spool (38)
and pilot piston (40) now shift to control the pump output.
During negative flow control, negative flow control pressure (Pn) from line (42) acts against the right end
surface of control piston (41). The control piston shifts, forcing pilot piston (40) to move for pump flow control.
NOTE: For further information, see the section, "Regulator Operation" in this module.
Regulator Operation
Constant Horsepower Flow Control (Before Pump Destroke)
Regulator Operation (Before Pump Destroke)

(19) Link. (20) Slide plate. (21) Dowel. (24) Swashplate. (30) Dowel. (31) Slide block. (35) Spring. (36) Spring. (37) Guide. (38)
Spool. (39) Sleeve (40) Pilot piston. (43) Passage. (44) Piston. (48) Passage. (49) Shoulder. (50) Passage. (51) Passage. (52) Passage.
(53) Passage. (54) Passage. (55) Piston chamber. (Pd) Main pump delivery pressure. (Ps) Power shift pressure.
When the machine is operating with a low load, main delivery pressure (Pd) from passage (54) acts on shoulder
(49) of pilot piston (40). Power shift pressure (Ps) from passage (43) acts on right end surface of pilot piston
(40). Pilot piston (40) pushes against spool (38) and guide (37) against the force of spring (36). Because the
total force of main pump delivery pressure (Pd) power shift pressure (Ps) is less than the force of spring (36),
spool (38) remains stationary with guide (37) held against the shoulder of the front body. Passage (52) closes
and passage (51) opens allowing main pump delivery pressure (Pd to go through passages (48), (50) and (53),
and into piston chamber (55).
Main pump delivery pressure (Pd) is common to both left and right because the left end surface is larger than
the right end surface. Because of the mechanical linkage of piston (44) and swashplate (24) through dowel (30)
and slide block (31), swashplate (24) is held at the maximum angle position which allows the pump to maintain
the maximum output flow.
Constant Horsepower Flow Control (After Start Of Pump Destroke)
Regulator Operation
(16) Front body. (17) Trunnion shaft. (18) Dowel. (19) Link. (20) Side plate. (21) Dowel. (22) Retainer. (24) Swashplate. (30) Dowel.
(31) Slide block. (36) Spring. (39) Sleeve. (44) Piston.
Regulator Operation (After Start Of Pump Downstroke)

(19) Link. (20) Slide plate. (21) Dowel. (24) Swashplate. (30) Dowel. (31) Slide plate. (35) Spring. (36) Spring. (38) Spool. (39)
Sleeve. (40) Pilot piston. (44) Piston. (49) Shoulder. (51) Passage. (52) Passage. (53) Passage. (55) Piston chamber. (56) Passage. (57)
Stopper. (58) Piston chamber. (Pd) Main pump delivery pressure. (Ps) Power shift pressure.
An increased load on the main pump increases power shift pressures (Ps) and main pump delivery pressure
(Pd).
The combined forces of increased power shift pressure (Ps) and main pump delivery pressure (Pd) act on the
right end surface and shoulder (49) of pilot piston (40) to overcome the force of spring (36). Pilot piston (40)
pushes on spool (24) against the force of spring (36). Passage (51) close and passage (52) opens, making an
open connection between passages (53) and (56). Passage (56) is open to pump case drain. The pressure in
piston chamber (55) becomes less than main pump delivery pressure and piston (44) moves to the left.
The mechanical linkage of piston (44) and swashplate (24) through dowel (30) and side block (31) causes piston
(44) to move to the left which causes swashplate (24) to turn in the decreased angle direction (clockwise),
pivoting around trunnion shaft (17).
Swashplate (24) is also mechanically linked with sleeve (33) through dowel (18), link (19), retainer (22), dowel
(21) and slide plate (20). A clockwise turn of swashplate (24) causes sleeve (39) to move to the left, closing
passage (51). At this position, both passages (51) and (52) are closed. Spool (38) and sleeve (39) stop in this
new balanced position and the angle of swashplate (24) is held at this point. Control piston (40) is now also held
at this balanced position.
As main pump delivery pressure, (Pd) further increases and compresses spring (35), pistons (24) and (32)
operate in the same operating manner as that described above.
Negative Flow Rate Control
The negative flow rate control functions to keep the pump output at minimum when all controls are in the
neutral position. When the control levers are partially moved for a fine control operations, the negative flow rate
control allows the pump to gradually increase its output for better fine control operation.
Main Pumps (top view)

(1) Negative flow control pressure port (front pump). (3) Negative flow control pressure port (rear pump).
Negative Flow Control Operation

(7) Front pump. (35) Spring. (36) Spring. (38) Spool. (39) Sleeve. (40) Pilot piston. (52) Passage. (53) Passage. (59) Main control
valve. (60) Passage. (61) Center bypass passage. (62) Negative flow control orifice. (63 Line. (64) Control piston. (65) Spring. (66)
Piston chamber. (Pn) Negative flow control pressure.
The rate of oil flow through center bypass passage (61) in main control valves (59) is maximum when all
control levers are in NEUTRAL position. When the control levers are partially moved for a fine control
operation, part of front pump oil flows to passage (60), decreasing the rate of oil flow in center bypass passage
(61). The oil flow in center bypass passage (61) is then restricted at negative flow control orifice (62). Negative
flow control pressure (Pn) develops in line (63). Modulation [increase or decrease of negative flow control
pressure (Pn)] is done depending on the rate of oil flow through center bypass passage (61). Negative flow
control pressure (Pn) is maximum when all control levers are in NEUTRAL position, keeping the pump output
flow at minimum.
NOTE: For more information of the negative control pressure (Pn), see "Control Valve" in this module.
Negative flow control pressure (Pn) in line (63) enters the regulator through negative flow control pressure port
(1) and goes into piston chamber (66). Increased negative flow control pressure (Pn) moves control piston (64)
to the left against the force of spring (65). Control piston (64) then pushes on pilot piston (40) to the left, also
moving spool (38) to the left. As spool (38) moves to the left, passages (52) and (53) are opened and connected
to the case drain chamber in the pump.
When the force of the negative flow control pressure (Pn) becomes equal to the total forces of the springs (65),
(36) and (35), control piston (64) stops leftward movement, allowing pilot piston (40) and spool (38) to stop.
Because the pressure in piston chamber (55) becomes less than main pump delivery pressure (Pd), piston (44)
starts to move to the left. As piston (44) moves to the left, the swashplate rotates to the smaller angle direction,
destroking the pump in the same manner as described in "Constant Horsepower Flow Control (After start of
pump destroke)". Leftward control pressure (Pn) stops when piston (44) comes in contact with stopper (57).
This is the minimum pump output flow point.
As negative flow control pressure (Pn) decreases, control piston (64) starts to move to the right, allowing the
swashplate to turn in the increased angle direction to upstroke the pump.
During a fine control operation, the pump output flow is controlled at any rate between minimum and maximum
depending on the negative flow control pressure.
Pressure/Flow (P-Q) Characteristic Curves
P-Q Characteristic Curves

(1) Point (start of pump destroke). (2) Horsepower characteristics.
The output characteristics of each pump depends on two pressures:
1. Main pump delivery pressure (Pd).

2. Power shift pressure (Ps).
After a pump starts to operate, each pump has a set of pressure/flow (P-Q) characteristic curves. The P-Q curve
represents a set of flow rates for different pump circuit pressures. Each point on curve (2) represents the
respective flow rate and pressure to maintain pump output horsepower constant.
Hydraulic Schematic Of Main Control Valves
(1) Line relief valve (stick cylinder rod end).
(3) Return passage.
(4) Check valve.
(5) Boom II control valve.
(6) Line relief valve (stick cylinder head end).
(7) Stick I control valve.
(8) Load check valve.
(9) Logic valve.
(10) Swing control valve.
(11) Parallel feeder passage.
(12) Left travel control valve.
(13) Center bypass passage.
(14) Straight travel control valve.
(15) Pilot passage.
(17) Pressure control valve.
(18) Pilot passage.
(19) Pilot passage.
(22) Pilot passage.
(23) Right travel control valve.
(25) Attachment control valve.
(27) Bucket control valve.
(28) Boom I control valve.
(29) Check valve.
(30) Stick II control valve.
(31) Passage.
(32) Passage (rear pump negative flow control).
(33) Orifice (rear pump negative flow control)
(34) Negative flow control relief valve (rear pump).
(35) Negative flow control line (rear pump).
(36) Return line.
(37) Passage (front pump negative control).
(38) Orifice (front pump negative flow control).
(39) Negative flow control line (front pump).
(40) Line.
(41) Negative flow control relief valve (front pump).
(43) Line relief valve (boom cylinder head end).
(44) Return passage.
(45) Passage.
(46) Passage.
(50) Line relief valve (bucket cylinder head end).
(51) Line relief valve (bucket cylinder rod end).
(52) Pilot passage.
(53) Line relief valve (boom cylinder rod end).
(54) Selector valve.
(55) Check valve.
(56) Return line.
(57) Front pump.
(58) Rear pump.
(59) Pilot pump.
Main Control Valves

Introduction
Circuit Flow Illustration (Main Control Valves In Neutral Position)

(3) Return passage. (5) Boom II control valve. (13) Center bypass passage. (14) Straight travel control valve. (16) Main control valves.
(23) Right travel control valve. (24) Center bypass passage. (30) Stick II control valve. (36) Return line. (44) Return passage. (56)
Return line. (57) Front pump. (58) Rear pump.
Main control valves (16) are located in the hydraulic system between the pumps and actuators (cylinders and
motors). Depending on the machine operation, components and passages in the valves control oil flow and
pressure in the circuits from the pumps to actuators.
In this section, a general circuit and component description is given for the following control valve operations:
1. Main Control Valves In Neutral position.

2. Individual Control Valve.
3. Negative flow control.
4. Pilot Control.
5. Combined Implements/Motors and combined pump flow of boom and stick circuits.
NOTE: Detailed information on the previous items 1, 2 and 3 is given in this section.
NOTE: For detailed information on items 4 and 5, see separate "Operation" sections involved.
Circuit Flow Illustration (Individual Control Valve Operation) (Bucket Cylinder Operation As A Typical Example)
(16) Main control valves. (24) Center bypass passage. (26) Load check valve. (27) Bucket control valve. (36) Return line. (48) Main
relief valve. (49) Parallel feeder passage. (50) Line relief valve. (51) Line relief valve. (51) Line relief valve. (56) Return line. (57)
Front pump. (58) Rear pump.
Circuit Flow Illustration (Negative Flow Control Operation)

(13) Center bypass passage. (16) Main control valves. (24) Center bypass passage. (32) Passage. (33) Orifice. (34) Negative flow
control relief valve. (35) Negative flow control line. (37) Passage. (38) Orifice. (39) Negative flow control line. (41) Negative flow
control relief valve. (57) Front pump. (58) Rear pump.
Circuit Flow Illustration (Pilot Control Operation)

(9) Logic valve. (14) Straight travel control valve. (15) Pilot passage. (16) Main control valves. (17) Pressure control valve. (18) Pilot
passage. (19) Pilot passage. (20) Pressure switch. (21) Pressure switch. (22) Pilot passage. (28) Boom I control valve. (47) Pressure
control valve. (48) Main relief valve. (52) Pilot passage. (59) Pilot pump. (60) Swing parking brake control valve. (61) Pilot passage.
NOTE: For further information, go to the referenced section.
Circuit Flow Illustration (Combined Operation And Pump Flow Combined Operation)
(4) Check valve. (5) Boom II control valve. (7) Stick I control valve. (9) Logic valve. (13) Center bypass passage. (14) Straight travel
control valve. (16) Main control valves. (24) Center bypass passage. (29) Check valve. (30) Stick II control valve. (31) Passage. (40)
Line. (46) Passage. (47) Pressure control valve. (49) Parallel feeder passage. (54) Selector valve. (55) Check valve. (57) Front pump.
(58) Rear pump.
NOTE: For further information, go to the referenced section.
Control Valve Bodies
Main Control Valve (Outside View)

(1) Stick II control valve. (2) Boom I control valve. (3) Bucket control valve. (4) Attachment control valve. (5) Right travel control
valve. (6) Main relief valve. (7) Left travel control valve. (8) Swing control valve. (9) Stick I control valve. (10) Boom II control
valve. (11) Line relief valve (bucket cylinder head end). (12) Right body. (13) Line relief valve (stick cylinder head end). (14) Left
body. (15) Return port (see NOTE). (16) Line relief valve (boom cylinder rod end). (17) Line relief valve (bucket cylinder rod end).
(18) Inlet port (front pump). (19) Inlet port (rear pump). (20) Line relief valve (stick cylinder rod end). (21) Stick drift reduction valve.
(22) Return port. (23) Straight control travel valve.
The main control valves consist of right and left bodies (12) and (14). In right body (12), the following control
valves are in parallel:
Stick II control valve (1)Boom I control valve (2).Bucket control valve (3)Attachment control valve (4).Right
travel control valve (5).
In left body (14), the following control valves are in parallel:
Straight travel control valve (23).Left travel control valve (7).Swing control valve (8).Stick I control valve
(9).Boom II control valve (10).
These two bodies are coupled with bolts to make one assembly.
The right body has return port (15). The left body has inlet ports (18) and (19) and return port (22). Front pump
oil flows to port (18). Rear pump oil flows to port (19). Both pump oil flows are controlled by the control valves
and supplied to cylinder(s) and/or motor(s) selected for operation.
Return oil from cylinder(s) and/or motor(s) enters the control valves and flows out ports (15) and (22) and back
to the hydraulic tank through the return line.
The right body is provided with line relief valves (11), (16) and (17). The left body is provided with main relief
valve (6), line relief valves (13) and (20) and stick drift reduction valve (21). The line relief valve on the stick
cylinder rod end is installed on the stick drift reduction valve.
Swing Motor (Right Front)

(24) Boom drift reduction valve. (25) Line relief valve.
Line relief valve (25) on the boom cylinder head end is installed on boom drift reduction valve (24). Boom drift
reduction valve (24) is located between the main control valve and the boom cylinders.
Main Control Valves

(1) Stick II control valve. (2) Boom I control valve. (3) Bucket control valve. (4) Attachment control valve. (5) Right travel control
valve. (7) Left travel control valve. (8) Swing control valve. (9) Stick I control valve. (10) Boom II control valve. (12) Right body.
(14) Left body. (15) Return port. (18) Inlet port. (19) Inlet port. (22) Return port. (23) Straight control travel valve. (26) Parallel feeder
passage. (27) Parallel feeder passage. (28) Return passage. (29) Negative flow control orifice. (30) Center bypass passage. (31) Center
bypass passage. (32) Negative flow control orifice. (33) Return passage.
The front pump supplies oil to right body (12) through inlet port (18), center bypass passage (30) and parallel
feeder passage (26). The rear pump supplies oil to left body (14) through inlet port (19), center bypass passage
(31) and parallel feeder passage (27).
With the control levers in the NEUTRAL position (no load placed on the machine), front pump oil flows
through center bypass passage (30), negative flow control orifice (29), return passage (28) and out through
return port (15).
The oil then flows back to the hydraulic tank. Rear pump oil flows through center bypass passage (31), negative
flow control orifice (32), return passage (33), return port (22) and back to the hydraulic tank. Oil in parallel
feeder passages (26) and (27) supplied from both pumps remains blocked.
Activation of any control levers provides two paths for front pump oil. One path is from center bypass passage
(30) to right travel control valve (5). The other path is from parallel feeder passage (26) to attachment control
valve (4), bucket control valve (3) and boom I control valve (2). Activation of any control lever also provides
two paths for rear pump oil. One path is from center bypass passage (31) to left travel control valve (7) and stick
I control valve (9). The other path is from parallel feeder passage (27) to swing control valve (8).
Individual Valve Operation
Bucket Control Valve (Neutral Position)

(1) Bucket control valve. (2) Spring. (3) Port. (4) Port. (5) Pilot port. (6) Pilot port. (7) Passage. (8) Center bypass passage. (9) Load
check valve. (10) Return passage. (11) Parallel feeder passage. (12) Line relief valve (bucket cylinder rod end). (13) Line relief valve
(bucket cylinder head end). (14) Stem.
The bucket control valve is used as a typical example for describing the operation of individual control valves.
When all controls are in NEUTRAL position, there is no pilot oil sent to pilot ports (5) and (6) from the pilot
control valve. Stem (14) is centered in the NEUTRAL position by the force of spring (2). The front pump oil
goes through center bypass passage (8) to the hydraulic tank.
Bucket Control Valve (Bucket Close Position)

(3) Port. (4) Port. (6) Pilot port. (7) Passage. (8) Center bypass passage. (9) Load check valve. (10) Return passage. (11) Parallel
feeder passage. (14) Stem. (15) Passage. (16) Passage.
When the bucket control valve is operated to the bucket close position, pilot oil is supplied to pilot port (6)
moving stem (14) to the left. This closes center bypass passage (8) and opens passage (16). Passage (15) is now
connected to return passage (10).
Front pump oil in parallel feeder passage (11) flows through load check valve (9), passages (7) and (16) to port
(3). The bucket cylinder rod extends, allowing the displaced oil in the rod end to flow to port (4).
Oil from port (4) flows through passage (15) to return passage (10) and back to the hydraulic tank.
Negative Flow Control Signal
Hydraulic Schematic (Partial) (Negative Flow Control)
(1) Center bypass passage. (2) Center bypass passage. (3) Passage. (4) Passage. (5) Orifice. (6) Negative flow control relief valve. (7)
Negative flow control line. (8) Orifice. (9) Negative flow control line. (10) Negative flow control relief valve. (11) Return passage.
(12) Front pump. (13) Rear pump.
Main Control Valves (Viewed From Rear)

(7) Negative flow control line. (9) Negative flow control line.
A negative flow control pressure signal from center bypass passages (1) and (2) occurs during the following
instances:
A. When cylinders or motors are not in operation.

B. When fine control of the pilot control valves is needed.
Cross Section Of Stick II Control Valve (Partial) (Negative Flow Control Relief Valve)
(3) Passage. (4) Passage. (8) Orifice. (10) Negative flow control relief valve. (11) Return passage. (14) Plug. (15) Spring. (16) Body.
(17) Valve. (Pn) Negative flow control signal pressure.
Oil from front pump (12) flows through center bypass passage (2), passage (3) and orifice (8) to return passage
(11). Oil flow through orifice (8) is restricted causing the pressure in passage (3) to increase. A negative flow
control signal pressure (Pn) now goes through passage (4) and negative control line (9) to the pump regulator.
The negative flow control of the regulator causes the pump to destroke.
Negative flow control relief valve (10) consists of body (16), plug (14), valve (17) and spring (15).
When the oil flow in a center bypass passage suddenly changes, there will be a sudden rise in the negative flow
control pressure. To prevent pressure shock to machine implements, negative flow control relief valve (10)
gives a cushion effect by allowing part of the oil to flow by valve (17) and through return passage (11).
When all controls are in NEUTRAL position, all of the front pump oil goes through center bypass passage (2).
The oil then goes through orifice (8), return passage (11), and back to the hydraulic tank. Maximum negative
flow control pressure (Pn) in passage (3) now goes to the front pump. The pump cylinder rotates to its minimum
angle, causing the front pump to destroke to provide minimum oil flow.
Typical Cross Section Of Bucket Control Valve (Fine Control Operation)

(2) Center bypass passage. (18) Parallel feeder passage. (19) Port. (20) Stem. (21) Passage. (P) Pilot pressure.
When partial implement operation is started, pilot pressure (P) shifts stem (20) slightly to the left. Pilot pressure
(P) partially opens passage (21) and partially closes center bypass passage (2). Part of the front pump oil from
center bypass passage (2) goes to orifice (8). The remainder of the oil goes through parallel feeder passage (18)
and passage (21) to port (19). The oil flow in center bypass passage (2) now decreases. The resistance to oil
flow through orifice (8) decreases and the negative flow control pressure (Pn) in passage (3) decreases. The
pump cylinder rotates to a larger angle, causing the front pump to upstroke increasing the oil flow.
Continuing to full operation moves stem (20) to the left closing center bypass passage (2). There is no oil flow
going through passage (3), causing no negative flow control pressure (Pn). The front pump output is held
maximum.
Modulation (increase or decrease) of exact pump output needed is done by inching the control levers. This
allows fine control operation of implements for precision work.
The negative flow control works in the same way for rear pump oil through orifice (5).
Load Check Valve

Boom I Control Valve (Boom Raise Position, Load Check Valve Open)
(1) Load check valve. (2) Center bypass passage.
The load check valve (1) performs two jobs:
First, load check valve (1) prevents a high pressure circuit that is in parallel and in operation at the same time
with a rear pressure circuit, from losing oil to the lower pressure circuit. For example, if the bucket cylinder,
whose load is light, is moved while the boom cylinders are going up, the high pressure oil of the boom cylinders
would want to flow toward the low pressure oil side of the bucket cylinder. If load check valve (1) was not in
the circuit, the boom would lower.
Second, load check valve (1) prevents the boom from coming down when started at a slow speed. When the
boom starts going up at a slow speed, center bypass passage (2) of the boom control valve has partial flow to
the hydraulic tank. Without load check valve (1), the pressure oil in the boom cylinders would flow through
center bypass passage (2) to the hydraulic tank, causing the boom to come down. Load check valve (1) prevents
flow of pressure oil from the head end of the boom cylinders to the tank.
The stick and bucket cylinders also have a load check valve to prevent similar reverse oil flow.
Main Relief Valve
Cross Section Of Straight Travel Control Valve And Main Relief Valve
(1) Straight travel control valve. (2) Main control valve. (3) Drain passage. (4) Pressure control valve. (5) Passage. (6) Passage. (7)
Right travel control valve. (8) Check valve. (9) Check valve. (10) Pilot passage. (11) Passage. (12) Main relief valve. (13) Piston. (14)
Line. (15) Line. (16) Line. (17) Front pump. (18) Rear pump. (19) Pilot pump. (20) Spring. (21) Passage. (22) Passage. (23) Passage.
(24) Valve.
Oil from front and rear pumps (17) and (18) enters main control valves (2) through lines (14) and (15),
respectively. Front and rear pump oil then goes through check valves (8) and (9) to passage (11). Only the
higher oil pressure from either the front or rear pump can go through passage (11) to main relief valve (12).
Oil from pilot pump (19) goes through line (16) to pilot passages (5) and (6). Activation of travel control causes
the pressure in passage (6) to increase. Activation of any of implements or swing controls causes the pressure in
passage (5) to increase. When travel control is operated alone, pilot oil in passage (6) goes through pressure
control valve (4) and pilot passage (10) to piston (13) of main relief valve (12).
When implement or swing controls are activated, valve (24) is shifted by the increased pressure in passage (5).
The oil acting on piston (13) goes through passage (10) to drain passage (3) and becomes low pressure oil.
Now, piston (13) can activate to limit the main relief pressure to 34 300 kPa (5000 psi) when travel control is
activated alone. When piston (13) is not activated (during implement or swing operation), the main relief
pressure is limited to 31 400 kPa (4550 psi) for any implement operation.
Pressure control valve (4) is located on right travel control valve (7). During travel operation, the oil pressure in
passage (5) is less than the force of spring (20), causing valve (24) to move to the right opening passage (23).
This allows the pilot oil from passage (6) to flow through passages (23) and (22) to pilot passage (10).
When implements and swing controls are activated, the pressure in passage (5) increases and moves valve (24)
to the left. Passage (23) now closes and passage (21) opens. Oil in pilot passage (10) now goes through passage
(21), drain passage (3) to the pump suction line and becomes low pressure oil.
Main Relief Valve (In Closed Position)

(11) Passage. (25) Valve. (26) Spring chamber. (27) Spring. (28) Valve. (29) Spring. (30) Passage. (31) Orifice. (32) Return passage.
When main pump oil pressure in passage (11) is less than the main relief valve pressure setting, valve (28) is
closed by the force of spring (29). The oil in passage (11) goes through orifice (31) and enters spring chamber
(26). Because the pressures in passage (11) and spring chamber (26) are equal, valve (25) shifts to the left by the
force of spring (27) and closes passage (30). There is no oil flow from passage (11) to return passage (32).
Main Relief Valve (During Travel Operation With Valve In Open Position)
(10) Pilot passage. (11) Passage. (13) Piston. (25) Valve. (26) Spring chamber. (27) Spring. (28) Valve. (29) Spring. (30) Passage. (31)
Orifice. (32) Return passage. (33) Passage. (34) Piston chamber. (35) Adjuster. (36) Passage. (37) Valve chamber.
During travel operation, oil from pilot passage (10) goes through passage (33) to piston chamber (34). Piston
(13) moves to the left compressing spring (29), closing valve (28).
As the oil pressure in passage (11) increases to the relief valve pressure setting for the travel circuit, the oil
pressure in passage (11) overcomes the force of spring (29) and opens valve (28). The oil in valve chamber (37)
goes through passage (36) to return passage (32) and becomes low pressure oil. Now, the oil pressure from
passage (11) is decreased at orifice (31). The oil then goes through spring chamber (26) to valve chamber (37).
Because of decreased oil pressure in spring chamber (26), the pressure oil from passage (11) pushes valve (25)
to the right against the force of spring (27). Passage (30) now opens, allowing the high pressure oil flow from
passage (11) to return passage (32). Pressure adjustment can be made by turning adjuster (35).
Main Relief Valve (During Implement Or Swing Operation With Valve In Open Position)
(10) Pilot passage. (11) Passage. (13) Piston. (25) Valve. (28) Valve. (29) Spring. (32) Return passage. (34) Piston chamber. (38)
Plunger.
During an implement or swing operation, there is no oil flow from pilot passage (10) to piston chamber (34).
The oil pressure in piston chamber (34) is low. The low oil pressure in piston chamber (34) allows spring (29)
to move piston (13) to the right against plunger (38). As piston (13) moves to the right during travel operation,
the force of spring (29) acting on valve (28) decreases. The relief valve pressure for implements and swing
circuits is now lower than that for travel circuit.
As the oil pressure in passage (11) increases to the relief valve pressure setting for implement or swing circuit,
valves (28) and (25) shift to the right allowing oil flow from passage (11) to return passage (32). Pressure
adjustments can be made by turning plunger (38).
Line Relief And Makeup Valves (Built in)

Line relief valve and makeup valves are in the line between each cylinder and its control valve. With an outside
force acting against a cylinder (with the control valve in the Neutral position), the pressure in the cylinder and
the circuit to the control valve increases. The line relief valve limits the pressure to 33 800 kPa (4900 psi). The
line relief valve also operates as a makeup valve.
When an outside force acts on the implement cylinder (with the control valve in the Neutral position), the
implement cylinder piston will try to move. A vacuum will occur in the cylinder. The makeup part of the valve
sends part of the return oil to the cylinder, removing the vacuum condition.
Line Relief Valve (Closed Position)

(1) Passage. (2) Valve. (3) Valve. (4) Spring chamber. (5) Valve. (6) Spring. (7) Piston. (8) Return passage. (9) Passage.
High pressure oil from the line between each cylinder and its control valve goes through passage (1) and enters
the line relief valve. The oil then goes through passage (9) in piston (7), and into spring chamber (4). As long as
the oil pressure does not exceed the line relief valve pressure setting, valve (5) is kept closed by the force of
spring (6). This equalizes the pressure in passage (1) and spring chamber (4). Because there is more surface area
on the spring chamber side of valves (2) and (3) than on the cylinder passage side, both valves are shifted all the
way to the left and held in position. The oil flow from passage (1) remains blocked to return passage (8).
Line Relief Valve (Open Position)

(1) Passage. (3) Valve. (4) Spring chamber. (5) Valve. (6) Spring. (7) Piston. (8) Return passage. (9) Passage. (10) Valve chamber.
(11) Passage. (12) Passage.
As oil pressure in passage (1) increases to the relief valve setting, valve (5) shifts to the right (open position)
against the force of spring (6). The oil from valve chamber (10) now goes through passage (12) to return
passage (8). The oil pressure in valve chamber (10) decreases. Oil pressure from passage (1) moves piston (7) to
the right coming in contact with the left end face of valve (5). The oil from passage (1) now goes around piston
(7), and through passage (9). The oil then goes through spring chamber (4) and into valve chamber (10).
Because the oil flow is restricted at the outer circumference of piston (7), the oil pressure in spring chamber (4)
is decreased. Valve (3) now moves to the right opening passage (11). The oil will now flow from passage (1) to
return passage (8).
Line Relief Valve (Make-up Valve In Operation)

(1) Passage. (2) Valve. (3) Valve. (4) Spring chamber. (8) Return passage. (9) Passage. (13) Shoulder.
When oil is lost through operation of the line relief valve for the rod end of a cylinder, the oil has to be made up
(replaced) in the head end to prevent a vacuum condition.
When oil is lost through operation of the line relief valve for the head end of a cylinder, the oil has to be made
up (replaced) in the rod end to prevent a vacuum condition.
Because passage (1) is connected to spring chamber (4) through passage (9), a vacuum can occur in passage (1)
and spring chamber (4). Oil pressure from return passage (8) acts on shoulder (13) of valve (2). The back side of
shoulder (18) receives the negative pressure occurred in spring chamber (4). Valve (2) moves to the right. Now
the oil from return passage (8) goes to passage (1) as makeup oil, removing the vacuum condition in passage
(1).
Hydraulic Schematic For Pilot Oil
(1) Swing parking brake control valve.
(2) Swing parking brake.
(3) Displacement change valve (left travel).
(4) Displacement change valve (right travel).
(5) Pilot line.
(6) Pilot line.
(8) Pilot line.
(13) Pilot line.
(15) Logic valve.
(16) Straight travel control valve.
(19) Line.
(20) Pilot line.
(21) Pilot line.
(22) Pilot line.
(23) Pilot line.
(24) Pilot line.
(25) Pilot line.
(26) Pilot line.
(27) Pilot line.
(28) Pressure switch (boom raise).
(29) Pilot line.
(30) Pilot line.
(31) Pilot control valve (right and left travel).
(33) Pilot control valve (swing and stick).
(34) Line.
(35) Proportional reducing valve.
(36) Pilot relief valve.
(37) Passage.
(38) Pilot control valve (bucket and boom).
(39) Pilot line.
(40) Passage.
(41) Passage.
(42) Solenoid valve (swing priority).
(44) Solenoid valve (fine control).
(45) Line.
(48) Line.
(49) Line.
(51) Automatic travel speed change valve.
(52) Passage.
(53) Front pump.
(54) Rear pump.
(55) Pilot pump.
(56) Pilot filter.
(57) Outlet line.
Pilot Oil Supply Circuit

Introduction
Pump Compartment
(35) Proportional reducing valve. (36) Pilot relief valve. (43) Pilot oil manifold. (56) Pilot filter. (57) Outlet line (pilot pump).
Pilot system oil output from pilot pump (55) goes through outlet line (57). The pilot system oil flows through
pilot filter (56) and enters pilot oil manifold (43). The pressure of pilot system oil is limited to 3450 kPa (500
psi) by pilot relief valve (36). The oil then goes through passage (37) and separates into the following circuits:
1. Pilot control valves (31), (33) and (38).

2. Proportional reducing valve (35).
3. Automatic travel speed change valve (51) [with travel speed solenoid valve (50) activated].
4. Logic valve (15) [with pressure control valve (18) and swing priority solenoid valve (42) activated].
5. Swing parking brake (2).
6. Pilot circuits in main control valves (12).
Pilot Control Valve Circuits
Cab (Pilot Control Valves)

(31) Pilot control valve (right and left travel). (33) Pilot control valve (swing and stick). (38) Pilot control valve (boom and bucket).
Viewed From Under Cab Floor

The pilot control valve is the main component in the pilot system. The pilot oil in passage (37) goes through
line (34) to hydraulic activation control valve (47). The pilot oil then goes through lines (45), (48) and (49) to
pilot control valves (31), (33) and (38), respectively. When any of pilot control valves (31), (32), (33) and (38)
are operated, pilot oil goes to the main control valves selected. The pilot oil shifts the stem in the pilot control
valve to operate a cylinder and/or motor. This provides easier operation of the control levers.
Hydraulic Activation Control Lever (LOCK Position)

(58) Lever.
Hydraulic Activation Control Lever (UNLOCK Position)

(58) Lever.
Hydraulic activation control valve (47) is part of the pilot control valve circuit. When hydraulic activation
control lever (58) is placed in the LOCK position, hydraulic activation control valve (47) is closed, blocking the
pilot oil supply to any of the pilot control valves. The main control valve stems can not be moved. Hydraulic
activation control valve (47) is equipped with a limit switch that allows the starting switch to operate only when
lever (58) is in the LOCK position.
This prevents any possibility of a sudden movement of the machine due to unexpected operation of the
hydraulic controls.
When lever (58) is in the UNLOCK position, hydraulic activation control valve (47) is open and allows the pilot
oil to go through hydraulic activation control valve (47) to the respective pilot control valves.
Main Control Valve Compartment (Pilot Lines)

(20) Boom II. (21) Stick. (23) Swing. (24) Left travel. (25) Right travel. (26) Bucket. (27) Boom I. (29) Stick II.
Pilot oil from the pilot control valves goes through the respective pilot lines to ports of control valve(s) selected
for operation(s). The pilot oil shifts the stems in the main control valves.
Right Front Of Swing Motor

(13) Pilot line. (14) Boom drift reduction valve.
Front Of Main Control Valves (viewed from below).

(6) Pilot line. (7) Stick drift reduction valve.
When the control lever is moved to BOOM LOWER position, oil from pilot control valve (38) goes through
pilot line (13) to boom drift reduction valve (14). Boom drift reduction valve (14) shifts, allowing the return oil
from the boom cylinder head end to go through boom drift reduction valve (14) to the boom control valve. The
boom cylinder now operates for BOOM LOWER.
When the control lever is moved to STICK IN position, pilot oil flow from pilot line (6) activates stick drift
reduction valve (7) in the same manner as that described for boom drift reduction valve (14). Now the stick
cylinder operates for STICK IN.
For more information on boom and stick drift reduction valves, see the section "Boom And Stick Control".

(28) Pressure switch (boom raise)
When the control lever is fully moved to BOOM RAISE position with the work mode switch at BOOM
PRIORITY MODE position, there is a pilot oil flow from pilot line (27) to pressure switch (boom raise) (28).
Pressure switch (boom raise) (28) activates causing fine control solenoid valve (44) to energize. During a
combined operation of the boom and stick, there is no front pump oil sent to the stick circuit but all of the front
pump oil is used for the boom circuit. All of the front pump oil is used for the boom circuit, increasing the
boom up speed.
Proportional Reducing Valve Circuit
Pilot Oil Manifold Compartment

(35) Proportional reducing valve. (39) Pilot line (power shift pressure).
Part of the pilot pump oil in passage (37) goes through passage (40) to proportional reducing valve (35).
Proportional reducing valve (35) continuously receives an electrical signal from the electronic controller.
Proportional reducing valve (35) changes the pilot oil sent from passage (40) into a hydraulic signal (power
shift pressure). The hydraulic signal goes through pilot line (39) to the regulator of the main pump, controlling
the pump output flow.
NOTE: For more information, see the separate Systems Operation module, "Electric and Electronic Systems",
Form SENR5464.
Automatic Travel Speed Change Valve Circuit

(50) Solenoid valve (travel speed). (51) Automatic travel speed change valve.
Right Console
(59) Travel speed switch.
The automatic travel speed change valve circuit activates only when travel speed switch (59) is in the
AUTOMATIC TRAVEL SPEED MODE [HIGH (rabbit sign)] position. Moving travel speed switch (59) to
AUTOMATIC TRAVEL SPEED position energizes travel speed solenoid valve (50). Part of the pilot oil in
passage (37) goes through passage (52) to travel speed solenoid valve (50). With a smaller travel load placed on
the machine, automatic travel speed change valve (51) remains open. The pilot oil now flows through automatic
travel speed change valve (51) and pilot line (5) to displacement change valves (3) and (4) in the left and right
travel motors. The travel motors now operate at HIGH speed. As the travel load increases to a certain range,
automatic travel speed change valve (51) automatically changes the travel speed to LOW.
NOTE: For more information, see the section, "Travel Control".
Logic Valve Circuit

(18) Pressure control valve. (22) Pilot line.
The logic valve circuit operates during combined loading operation involving boom, stick and swing.
Part of the pilot oil from passage (37) goes through passage (41), swing priority solenoid valve (42) and pilot
line (22) to pressure control valve (18). This opens logic valve (15), allowing the swing and stick circuits to
share the rear pump oil from parallel feeder passage (11) for adequate swing and stick movements relative to
boom movement.
NOTE: For more information, see the section, "Loading Operation".
Swing Parking Brake Release Circuit
Swing Motor
(1) Swing parking brake control valve. (8) Pilot line. (19) Line.
The swing parking brake release circuit functions to release the swing parking brake during implements and/or
swing operation. Part of the pilot oil in passage (37) goes through line (19) to swing parking brake control valve
(1). During operation, the pilot pressure oil in pilot line (8) keeps swing parking brake control valve (1) open.
The pilot pressure oil goes to swing parking brake (2) an releases the parking brake.
NOTE: For more information, see the section, "Swing Control".
Pilot Oil Circuits In Main Control Valves
Hydraulic Schematic (Partial) (Pilot Oil Circuit in Main Control Valves)

(1) Swing control valve. (2) Left travel control valve. (3) Swing parking brake control valve. (4) Straight travel control valve. (5) Main
relief valve. (6) Pilot passage. (7) Pressure control valve. (8) Pressure switch (implement/swing). (9) Pilot passage. (10) Pressure
switch (travel). (11) Pilot passage. (12) Right travel control valve. (13) Main control valves. (14) Boom I control valve. (15) Drain
passage. (16) Orifice. (17) Orifice. (18) Passage. (19) Passage. (20) Passage. (21) Pilot oil manifold. (22) Line. (23) Front pump. (24)
Pilot pump.
Cross Section Of Right Travel Control Valve

(7) Pressure control valve. (8) Pressure switch (implement/swing). (9) Pilot passage. (10) Pressure switch (travel). (11) Pilot passage.
(16) Orifice. (17) Orifice. (22) Line.

(4) Straight travel control valve. (8) Pressure switch (implement/swing). (10) Pressure switch (travel). (12) Right travel control valve.
(21) Line.
Pilot oil from pilot pump (24) goes through pilot oil manifold (21) and enters main control valves (13) through
line (22). The oil flow then divides into two paths. One path goes through orifice (17) to pilot passage (11)
which is connected to pressure switch (10) for travel. The other path goes through orifice (16) and then divides
into two oil flows. One oil flow directs to pilot passage (9) which is connected to pressure switch (8) for
implement and swing. The other oil flows directly to passage (18). When only the travel control is activated,
passage (18) is open to pilot passage (6).
Under this condition, the pilot pressure oil is supplied to the following circuits in the main control valves:
1. Pressure Switch Circuit For Travel; Pressure switch (10) receives the pilot oil pressure from pilot
passage (11) of this switch circuit. Pressure switch (10) then activates to control the pressure of main
relief valve (5) for travel operation and also control the automatic engine speed control (AEC) function.
2. Pressure Switch Circuit For Implement And Swing; Pressure switch (8) receives the pilot oil pressure
from pilot passage (9) of this switch circuit. Pilot oil pressure releases the swing parking brake activates
pressure switch (8) to control the AEC function and provides the pressure of main relief valve (5) for
implements and swing operations.
3. Straight Travel Control Valve Circuit; Straight travel control valve (4) receives the pilot oil pressure
from pilot passage (6) of this valve circuit and activates allowing the machine to travel straight.
NOTE: For more information on pressure control of main relief valve, swing parking brake release and straight
travel control valve operation, see sections, "Control Valves", "Swing Control" and "Straight Travel Control",
respectively.
Automatic Engine Speed Control (AEC) Circuit

When the travel control lever is in the NEUTRAL position, the oil in pilot passage (11) goes through passage
(20) which is open to right and left travel control valves (12) and (2), and then goes to drain passage (15). When
all the implement and swing controls are in the NEUTRAL position, the oil in pilot passage (9) goes through
passage (19) which is open to all of the implement and swing control valves, and then goes to drain passage
(15). Now, when there is no load placed on the machine, the circuit pressure in both pilot passages (9) and (11)
is kept low.
The AEC functions to reduce the engine speed approximately three seconds after a no load condition occurs.
When a control valve(s) is operated, the operating control valve blocks oil flow through passage (20) or (19).
This increases the circuit pressure in pilot passage (11) or (9) and turns pressure switches (10) or (8) ON. The
electronic controller feels the ON signal and overrides the AEC function for an increase in engine speed. When
a load is placed on the machine, the engine increases its speed to the governor lever setting.
However, as long as the load placed on the machine is very small, the AEC functions to reduce the engine
speed.
NOTE: For more information, see the separate module "Electric And Electronic Systems, Systems Operations"
SENR5463.
Pilot Pump
The pilot pump is a gear type pump and is mechanically splined to the main pump. The pilot pump supplies
pressure oil to the pilot system. At full load rpm, the pilot pump output flow is approximately 16 liters/min (4.2
U.S. gal).
Pilot Filter
Pilot Filter
(1) Pilot filter. (2) Bypass relief valve. (3) Filter element.
Filter element (3) in pilot filter (1) removes contaminants from the pilot oil.
If the oil flow through filter element (3) becomes restricted due to the oil being too cold or too contaminated,
the oil bypasses the filter through bypass relief valve (2).
Pilot Manifold Components

(1) Accumulator. (2) Line (to hydraulic activation control valve). (6) Line (from pilot filter). (7) Pilot filter. (8) Pilot relief valve. (9)
Proportional reducing valve. (10) Solenoid valve (fine control). (11) Pilot oil manifold.
Pilot Oil Manifold (Left Side)

(3) Solenoid valve (swing priority). (4) Solenoid valve (travel speed). (5) Automatic travel speed change valve.
Pilot Oil Manifold (Partial)

(1) Accumulator. (2) Line (to hydraulic activation control valve). (6) Line (from pilot filter). (8) Pilot relief valve. (11) Pilot oil
manifold. (12) Passage. (13) Check valve. (14) Passage.
Pilot oil flowing through pilot filter (7) and line (6) enters pilot oil manifold (11) and flows through passage
(14). A portion of the pilot oil in passage (14) then flows through check valve (13), passage (12) and line (2) to
the hydraulic activation control valve. Pilot oil in passage (14) is supplied at both inlets of pilot relief valve (8)
and accumulator (1).
Pilot Relief Valve
Pilot relief valve (8) limits the pressure in the pilot circuit to 3450 kPa (500 psi). Since the flow of oil in the
pilot system is a minimal, most of the output from the pilot pump goes through the pilot relief valve. Most of
the oil needed by the pilot system is used to shift one or more of the stems in the main control valves.
Accumulator
Accumulator
(15) Gas chamber. (16) Bladder. (17) Bowl. (18) Oil chamber. (19) Inlet port.
The accumulator provides oil to the pilot circuit as makeup oil. During combined operations, the pilot system
needs more oil because there is not enough pilot pump flow. When lowering implements immediately after the
engine has been stopped, makeup oil supply is provided by the accumulator.
The accumulator stores hydraulic pressure oil by taking advantage of the compressibility of nitrogen gas put in
gas chamber (15).
The pilot pump oil goes through inlet port (19) and in oil chamber (18). The pilot pressure oil pushes against
bladder (16) compressing the nitrogen gas in gas chamber (15).
Check valve (13), located in the passage connected to inlet port (19), prevents pressure oil from the accumulator
from flowing back to line (6). Accumulator oil goes through line (2) and is used only to shift the main control
valve stems.
Proportional Reducing Valve
Proportional Reducing Valve

(9) Proportional reducing valve. (20) Solenoid. (21) Valve.
Proportional reducing valve (9) consists of solenoid (20) and valve (21). While the engine is operating, an
electrical signal from the electronic controller energizes the solenoid.
The solenoid controls valve (21). Valve (21) allows a certain amount of pilot pressure oil through to the pump
regulator to control pump output. This pilot pressure to the regulator is called power shift pressure. A decrease
in engine speed increases the power shift pressure for a decrease in pump output.
An increase in engine speed decreases the power shift pressure for an increase in pump output.
Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Increase)

(22) Rod. (23) Spool. (24) Passage (power shift pressure). (25) Spring. (26) Passage. (27) Passage (pilot pressure).
A decrease in engine speed increases the signal current to solenoid (20), and increases the magnetic force to rod
(22). Rod (22) pushes spool (23) down, overcoming the force of spring (25). Now passage (26) opens, allowing
oil flow from passage (27) through passage (26). The oil then goes through passage (24) to the pump regulator
as power shift pressure.
When power shift pressure increases, it destrokes the pump.
Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Decrease)

(22) Rod. (23) Spool. (24) Passage. (25) Spring. (26) Passage. (28) Passage (to pump suction line). (29) Passage.
An increase in engine speed decreases the signal current to solenoid (20). The magnetic force given to rod (22)
is smaller than the force of spring (25), causing rod (22) to move up. Spool (23) follows rod (22) up opening
passage (29) and closing passage (26). The power shift pressure in passage (24) then vents through passage (29)
and out through passage (28) to the pump suction line. The power shift pressure decreases, allowing the pump
to upstroke.
The power shift pressure is determined by the relationship between the force given to rod (22) and the force of
spring (25).
The power shift pressure decreases if the force on the rod is smaller than the force of the spring (smaller signal
current flow to the solenoid).
The power shift pressure increases if the force on the rod is larger than the force of the spring (greater signal
current flow to the solenoid).
Solenoid Operated Valves
There are three solenoid valves mounted on the pilot oil manifold.
When the solenoid of a valve receives an electrical signal, it energizes and operates the valve section. For
description of operation of each valve, see the section given separately.
Swing priority solenoid valve
Swing priority solenoid valve activates for easier trenching operation.
NOTE: For more information, see the section in this module "Trenching Operation".
Travel speed solenoid valve
Travel speed solenoid valve activates for automatically changing travel speed from LOW to HIGH.
NOTE: For more information, see the section in this module "Travel Control".
Fine control solenoid valve
Fine control solenoid valve activates for easier fine control operation.
NOTE: For more information, see the section in this module "Leveling Operation".
Hydraulic Activation Control Valve
Hydraulic Activation Control Valve (Unlock Position)

(1) Return port. (2) Port. (3) Limit switch. (4) Hydraulic activation control valve. (5) Port (pilot control valve for swing and stick). (6)
Port (pilot control valve for boom and bucket). (7) Port (pilot control valve for left travel). (8) Port (pilot control valve for right travel).
(9) Passage. (10) Passage. (11) Spool. (12) Passage. (13) Return passage.
Section A-A Of Hydraulic Activation Control Valve (4)

(2) Port. (3) Limit switch. (9) Passage. (10) Passage. (11) Spool. (14) Plunger. (15) Notch.
When hydraulic activation control valve (4) is placed in the unlock position, port (2) is open to passage (9)
through passage (10) of spool (11). Pilot pump oil enters hydraulic activation control valve (4) through port (2).
The oil then goes through passage (9) and out through ports (5), (6), (7) and (8) to the pilot control valves. The
pilot control valves operate the main control valves.
Limit switch (3) is located in hydraulic activation control valve (4). When hydraulic activation control valve (4)
is in the unlock position, spool (11) in hydraulic activation control valve (4) is held at the position in the
previous illustration (left side). In this position, plunger (14) of limit switch (3) moves out to the left until its
end seats in notch (15). Limit switch (3) is now in the OFF position.
When hydraulic activation control valve (4) is in the lock position, spool (11) turns to move plunger (14) to the
right, turning limit switch (3) ON. Now the pilot pump oil is blocked (held) between port (2) and passage (10),
and passage (12) is connected to return passage (13) of spool (11). With the flow of pilot pump oil blocked to
passage (9), return oil from each pilot control valve goes through passages (9), (12) and (13), and out through
return port (1) to the pump suction line. Now any activation of the pilot control valve levers will not activate the
main control valves.
The start switch can operate only when switch (3) is turned ON and hydraulic activation control valve (4) is in
the lock position.
Pilot Control Valves
Pilot Control Valve (Implements And Swing)

(1) Control lever. (2) Plate. (3) Rod. (4) Rod. (5) Seat. (6) Metering spring. (7) Spring. (8) Return chamber. (9) Return passage. (10)
Return passage. (11) Passage. (12) Passage. (13) Spool. (14) Spool. (15) Port. (16) Passage. (17) Port. (18) Line (from control valve).
(19) Line (to control valve). (20) Pilot pump.
Each pilot control valve has four valves that control two operations. For example, the left pilot control valve has
four valves, two for stick and two for swing.
When control lever (1) is moved to the left, plate (2) tilts to the left. Plate (2) pushes down on rod (3) and seat
(5) pushes against the force of metering spring (6) and spring (7). The force of metering spring (6) moves spool
(14) down, opening passage (11). The oil can now go through passages (16) and (11), and out port (15) through
line (19) to the main control valve. The pressure of the oil on the end of the main control valve stem causes it to
move for implement or swing operation.
The oil at the opposite end of the main control valve stem (for the operation) flows back through port (17),
through return passage (10) and into return chamber (8) back to the hydraulic tank.
As long as rod (4) is not pushed down, return passage (10) is open and passage (12) is closed.
Spring (7) provides the necessary force to allow the control levers to return to the NEUTRAL position when
released.
Modulated Pilot Pressure
Partial Cross Section of Pilot Control Valve

(3) Rod. (5) Seat. (6) Metering spring. (7) Spring. (9) Return passage. (11) Passage. (14) Spool. (16) Passage. (21) Passage. (D)
Diameter [of spool (14) for return passage (9)]. (d) Diameter [of spool (14) for passage (11)]. (E) Shoulder [of spool (14)]. (F)
Shoulder [of spool (14)]. (L) Length [of metering spring (6) under compression].
When the pilot control lever is moved to the left, rod (3) compresses metering spring (6) through seat (5),
moving spool (14) down. Any movement of spool (14), under this condition, controls the pressure of the pilot
oil that goes through passage (11) to the main control valves. This allows modulation (up and down) of the pilot
pressure to the stem of main control valve for inching operation of the implement or swing.
(See Fig. A) When the force of metering spring (6) moves spool (14) down, passage (11) opens. Part of the pilot
oil can go through passage (21) and out to the main control valve, moving the stem only part of its travel
distance against the force of its spring. This causes a slight increase in pressure which works against shoulders
(E) and (F) of spool (14). Because the area of shoulder (E) is larger than that of shoulder (F), spool (14) moves
up a small amount of its travel distance against the force of metering spring (6). Return passage (9) partially
opens and passage (11) is closed (see Fig. B).
Part of the oil in passage (21) goes out through return passage (9) causing a slight decrease in pressure in
passage (21).
When the oil pressure acting on spool (14) is less than the force of metering spring (6), spool (14) returns to its
position in Fig. A.
Spool (14) modulates (shifts up and down) in a balanced condition between the pressure in passage (21) and the
force of metering spring (6).
During modulation (up-and-down movement) of spool (14), a condition can occur that both return passage (9)
and passage (11) are closed at the same time (see Fig. C). This condition provides a certain length (L) of
metering spring (6). At this point, the pressure in passage (21) and the force of metering spring (6) are equal.
Further downward movement of rod (3) decreases length (L) of metering spring (6) and establishes a new
balance between the force of metering spring (6) and the pressure in passage (21). The pressure in passage (21)
increases with an increase in the force of metering spring (6).
Pilot oil pressure sent to the main control valves from the pilot control valves increases, directly proportionally
to the travel distance of the pilot control lever. Movement of the main control valve stem causes an increased oil
flow to cylinders and/or motors, proportional to an increased pilot pressure. Fine movement of the pilot control
valve lever allows fine control of operation of the cylinders and/or motors.
The pilot valves for travel operate similar to the pilot valves for the implements and swing. There is a
combination control "lever/foot pedal" for each of the left and right travel pilot control valves.
NOTE: For more information on travel pilot control valve operation, see the section, "Travel Control".
Hydraulic Schematic For Return Circuit
(1) Swing motor.
(2) Travel motor.
(3) Drain line.
(4) Makeup line.
(5) Drain line.
(7) Return passage.
(10) Orifice.
(11) Drain line.
(12) Return line.
(13) Orifice.
(14) Front pump.
(15) Rear pump.
(16) Return line.
(18) Return line.
(19) Oil cooler.
(21) Hydraulic tank.
(23) Suction line.
(24) Drain line.
(33) Drain filter.
Return Circuit
Introduction
The oil from front and rear pumps (14) and (15) enters main control valves (8) and then flows as follows.
1. With no load placed on the machine;

a. The front pump oil goes through center bypass passage (9) and orifice (10) to return passage (7).
b. The rear pump oil goes through center bypass passage (6) and orifice (13) to return passage (7).
2. With a load placed on the machine;
a. Return oil from each control valve for travel, swing and implements goes to return passage (7).
The oil in passage (7) then flows as follows:
1. When the oil temperature is very low, most of the return oil goes through return line (15), bypass check
valves (17) and (20) and back to hydraulic tank (21). The remainder of the oil goes through return line
(12), slow return check valve (22) and oil cooler (19) to hydraulic tank (21).
2. As the oil temperature increases, the rate of oil flow through return line (15) decreases and the rate of
oil flow through return line (12) increases.
Case drain oil from swing motor (1) and travel motors (2) goes through respective drain lines (3) and (5), and
combines at drain line (11). The oil then returns to hydraulic tank (21).
Case drain oil from front pump (14) and rear pump (15) goes through drain line (24) and drain filter (33) and
returns to hydraulic tank (21).
If a vacuum occurs in the swing motor, makeup line (4) routes part of the oil from makeup line (4) to the motor,
eliminating the vacuum condition.
Slow Return Check Valve And Oil Cooler Circuit
Main Control Valve Compartment (Return Circuit)

(4) Makeup line. (8) Main control valves. (12) Return line. (22) Slow return check valve.
Slow return check valve (22) is provided in the downstream side of return line (12). Slow return check valve
(22) restricts oil flow, keeping the circuit pressure in return line (12) at approximately 290 kPa (43 psi). This
causes part of oil in return line (12) to go to makeup line (4) to remove the vacuum in the swing motor.
NOTE: For more information on the makeup operation, see the section, "Swing Control".
Oil Cooler (Engine Viewed From Left Side) (Return Circuit)

(19) Oil cooler. (24) Line (inlet). (25) Return line (outlet).
Return oil flow from slow return check valve (22) goes through line (25) to oil cooler (19). The oil cooler is
bolted to the engine radiator. The oil is cooled and returns to hydraulic tank (21) through return line (26).
Bypass Return Circuit
Rear Of Hydraulic Tank (Return Circuit)

(11) Drain line. (18) Return line. (20) Bypass check valve. (21) Hydraulic tank. (26) Return line. (27) Air breather. (33) Drain filter.
Bypass Check Valve

(16) Return line. (17) Bypass check valve.
When return oil temperature is very low, resistance to oil flow in return line (16) is high and causes an increase
in oil pressure. When the pressure increases to approximately 490 kPa (72 psi), bypass check valves (17) and
(20) open.
Most of the return oil flows through return line (16) and bypass check valves (17) and (20) to hydraulic tank
(21). The remaining oil goes through return line (12), slow return check valve (22), oil cooler (19) and return
line (26) to hydraulic tank (21). This causes the oil temperature to increase, minimizing the pressure loss.
As the oil temperature increases, the oil pressure decreases. Bypass check valves (17) and (20) begin to close.
Now there is less oil flow through return line (16) and more oil flow through return line (12). When bypass
check valve (17) closes, all of the return oil goes through return line (12).
Hydraulic Tank
Hydraulic Tank
(21) Hydraulic tank. (23) Suction line. (28) Filter. (29) Relief valve. (30) Suction filter. (31) Return chamber. (32) Tank chamber. (R)
Return oil.
Return oil (R) from return lines (16) and (26) and drain line (11) enters return chamber (31) of hydraulic tank
(21). The oil then goes through filter (28) before it enters tank chamber (32). Oil in hydraulic tank (21) goes out
through suction filter (30) and enters the pumps through suction line (23).
Air breather (27) is located on the back side of hydraulic tank (21). Air breather (27) prevents an increase or
decrease in pressure in hydraulic tank (21) that could occur due to a change in oil level and/or temperature.
Hydraulic Schematic For Boom Raise
(1) Boom cylinders.
(2) Line.
(4) Line.
(5) Valve.
(7) Line.
(9) Port.
(10) Line.
(11) Check valve.
(14) Port.
(18) Port.
(19) Port.
(20) Return line.
(21) Pilot line.
(22) Return line.
(23) Pilot line.
(25) Pilot line.
(26) Shock reducing valve (boom raise).
(27) Front pump.
(28) Rear pump.
(29) Pilot pump.
Boom, Bucket And Stick Control

Boom Raise Control
Boom raise operation uses boom I control valve (13) and boom II control valve (15). The boom moves up in
High speed when the oil is supplied to the head end of boom cylinders (1) from both front pump (27) and rear
pump (28). The boom moves up in Low speed when oil is supplied only from the front pump.
Shock reducing valve (26) is provided to give a cushion for the shock loads that can occur at a stop operation of
boom raise, by slowing down the stem movement of the boom control valve stem.
NOTE: The operation of the shock reducing valves is described in the section of this module "Components In
Cylinder Circuits (Shock Reducing Valve)".
Boom drift reduction valve (3) is provided in the line between main control valves (8) and boom cylinders (1).
When all control levers are in the NEUTRAL position, boom drift reduction valve (3) stops reverse oil flow
from the head end of boom cylinders (1) to prevent a boom drift.
Boom Raise (High Speed)

(13) Boom I control valve. (15) Boom II control valve.
Oil from front pump (27) flows through parallel feeder passage (16). Parallel feeder passage (16) supplies oil to
boom I control valve (13).
Oil from rear pump (28) flows through parallel feeder passage (6). Parallel feeder passage (6) supplies oil to
boom II control valve (15).
When the boom control lever is moved to FULL RAISE position, the pilot oil in pilot control valve (24) goes
through pilot line (25) and shock reducing valve (26) to pilot line (23). The pilot oil flow then divides into two
paths. One oil flows through port (19) into boom I control valve (13). The other is through pilot line (21) to port
(18) of boom II control valve (15).
Boom I Control Valve (Boom Raise Position)

(9) Port. (12) Load check valve. (16) Parallel feeder passage. (17) Return passage. (19) Port. (30) Passage. (31) Passage. (32) Stem.
(33) Passage. (34) Passage. (35) Passage. (36) Spring.
The pilot oil flow from port (19) moves stem (32) of boom I control valve (13) to the left against the force of
spring (36). The front pump oil in parallel feeder passage (16) goes through load check valve (12), passage (31)
and (35), and out through port (9). The oil then goes through line (10), valve (5) of boom drift reduction valve
(3) and line (2) to the head end of boom cylinders (1).
Boom II Control Valve (Boom Raise Position)

(6) Parallel feeder passage. (11) Check valve. (14) Port. (18) Port. (37) Passage. (38) Passage. (39) Stem. (40) Spring.
Pilot oil at port (18) of boom II control valve (15), moves stem (39) to the left against the force of spring (40).
Rear pump oil from parallel feeder passage (6) now goes through passages (37), (38), check valve (11) and out
through port (14) to line (7). The oil then combines with the front pump oil in line (10). The combined pump oil
then goes to the head end of boom cylinders (1).
Return oil from the rod end of boom cylinders (1) flows through line (4) to boom I control valve (13). The oil
then flows through passage (30), return passage (17) and return lines (20) and/or (22) to the hydraulic tank.
Boom Raise (Low Speed)

When the boom control lever is moved less than half of the travel distance for a boom raise operation, full pilot
pressure will never be supplied to boom I control valve (13) and boom II control valve (15).
Boom I control valve (13) opens and boom II control valve (15) remains closed during a boom raise (low speed)
operation. The force of spring (36) in boom I control valve (13) is less than the force for spring (40) in boom II
control valve (15). Pilot oil pressure will open boom I control valve (13) before boom II control valve (15).
Front pump oil now goes to the head end of boom cylinders (1). Without rear pump oil being supplied to the
head end of boom cylinders (1), the cylinder rod movement for boom raise is slow.
Hydraulic Schematic For Boom Lower
(1) Boom cylinders.
(2) Line.
(3) Pilot line.
(4) Spool.
(5) Line.
(6) Passage.
(7) Valve.
(9) Pilot line.
(10) Line.
(11) Pilot line.
(12) Port.
(13) Port.
(17) Check valve (regeneration circuit).
(19) Orifice.
(23) Line.
(24) Drain line.
(25) Rear pump.
(26) Pilot pump.
(27) Front pump.
Boom Lower Control

Introduction
When the boom is lowered, only the oil from front pump (27) is supplied to boom cylinders (1) through boom I
control valve (16). Shock reducing valve (49) (similar to that for the boom raise operation) functions to make a
cushion for the shock loads at a stop of a boom lower operation.
Shock reducing valve (49) (similar to that for the boom raise operation) functions to make a cushion for the
shock loads at a stop of a boom lower operation.
Boom I control valve (16) contains a regeneration circuit for check valve (17). When the control lever is moved
to the BOOM LOWER position, check valve (17) causes the displaced oil from the head end of boom cylinders
(1) to go to the rod end of boom cylinders (1). During boom lower operation the regeneration circuit allows the
oil flow from front pump (27) to be shared in other implement functions.
Center bypass passage (15) in boom I control valve (16) partially opens, allowing front pump oil to go through
center bypass passage (15) to center bypass passage (18). The oil then goes through line (23) to the front pump
regulator. The negative flow control of front pump (27) is activated for destroking.
Boom Lower
When the control lever is moved to the BOOM LOWER position, pilot oil in pilot control valve (22) goes
through shock reducing valve (49), pilot line (9) and then separates into two paths. One path goes through pilot
line (11) and enters boom I control valve (16) through port (12). The other path goes through pilot line (3) to
spool (4) in boom drift reduction valve (8).
Boom I Control Valve (Boom Lower Position)

(12) Port. (13) Port. (14) Load check valve. (15) Center bypass passage. (17) Check valve. (18) Center bypass passage. (20) Parallel
feeder passage. (21) Return passage. (28) Passage. (29) Passage. (30) Passage. (31) Passage. (32) Spring. (33) Spring chamber. (34)
Passage. (35) Valve. (36) Spring. (37) Passage. (38) Passage. (39) Passage. (40) Passage. (41) Stem. (42) Passage. (43) Passage. (44)
Passage. (45) Passage. (46) Return check valve. (47) Spring. (48) Spring.
The pilot oil from port (12) moves stem (41) to the right. Front pump oil in parallel feeder passage (20) now
goes through load check valve (14), passage (30), and out through port (13). The oil then goes to the rod end of
boom cylinders (1) through line (5).
The return oil from the head end of boom cylinders (1) goes through line (2) and into boom drift reduction
valve (8). Because spool (4) is shifted by the pilot pressure from pilot line (3), passage (6) is open to drain line
(24). The oil pressure acting on the top of valve (7) becomes lower than the circuit pressure in line (2). The
lower circuit pressure causes valve (7) to move up, allowing the oil in line (2) to go through line (10) and into
boom I control valve (16). Part of the return oil goes through passages (43) and (44) and back to the hydraulic
tank through return passage (21). Now the boom starts lowering.
Because the return oil flow is restricted at passage (44), movement of the boom cylinder rod is slowed down so
that the boom can lower at an appropriate speed depending on the front pump flow rate.
Regeneration Circuit
The remainder of the return oil in passage (43) goes through passage (40) in stem (41) to check valve (17). With
stem (41) is moved to the right, passage (34) is open to return passage (21), causing oil to flow from spring
chamber (33) to return passage (21). As the oil pressure in spring chamber (33) decreases, the oil pressure in
passage (40) overcomes the forces of springs (32) and (36), and moves valve (35) and check valve (17) to the
left. Both valves are opened, allowing the oil in passage (40) to go through passage (37) and out through
passage (28). The oil then goes to the rod end of the boom cylinders. The regeneration circuit of boom I control
valve (16) functions to use the return oil from the head end for boom lower operation.
When the boom control lever is returned to the NEUTRAL position, there is no oil supply to port (12). Stem
(41) is shifted to the left (neutral position) by spring (48). Passage (42) closes, blocking oil flow from passage
(43). Check valve (17) is now closed by the force of spring (36) and valve (35) is moved to the right by the
force of spring (32).
Negative Flow Control Circuit

When the boom control lever is moved to the full BOOM LOWER position front pump oil in center bypass
passage (15) goes through partially open passage (31) and passage (39) to center bypass passage (18). Return oil
from the head end enters boom I control valve (16) through passage (43). The return oil then goes through fully
open passage (42) to passage (40). Part of the oil in passage (40) goes through passages (38) and (39) to center
bypass passage (18), and combines with the front pump oil.
The combined oil in center bypass passage (18) goes through line (23), developing a negative flow control
signal pressure. The negative flow control pressure acts on the front pump regulator, causing the front pump to
destroke. Now less oil is required for the cylinder rod end due to the function of the regeneration circuit.
When the boom control lever is partially moved to BOOM LOWER position with stem (41) slightly shifted to
the right, passages (29) and (42) are partially open, and passage (44) is closed. Return oil in passage (43) goes
through passages (42) and (40) to return check valve (46). Return check valve (46) is opened allowing oil flow
through passage (45) to return passage (21).
Front pump oil in center bypass passage (15) goes through partially open passage (31). [The opening of passage
(31), at this time, is larger than when the boom control lever is moved to FULL BOOM LOWER position.] The
oil then goes through passage (39) to center bypass passage (18). The return oil in passage (43) goes through
partially open passage (42), passages (40), (38) and (39) to center bypass passage (18), and combines with the
front pump oil.
With the appropriate opening of passage (31), optimum amount of combined oil flows through center bypass
passage (18). Now the negative flow control pressure destrokes the pump for proper cylinder operation.
Components In Cylinder Circuits

Shock Reducing Valve (For Boom)

(1) Shock reducing valve (boom lower). (2) Main control valve.
Shock Reducing Valve

(3) Flow control valve. (4) Port (pilot control valve). (5) Spring. (6) Spring. (7) Check valve. (8) Orifice. (9) Port (main control valve).
(10) Passage. (11) Passage. (12) Valve.
Shock reducing valve (1) is located on the top of main control valve (2). Shock reducing valve (1) functions to
prevent shock loads at the end of boom cylinders rod movement for boom raise by restricting the pilot oil flow
returning from the boom control valve.
When the control lever is moved to the BOOM RAISE position, the shock reducing valve gets pilot oil from
passage (11) through port (4). Pilot oil pressure moves valve (12) to the left against the force of spring (6)
opening passage (10). Pilot oil now goes out through port (9) to its control valve. Valve (12) functions similar to
that for check valve (7).
When the control lever is returned to the NEUTRAL position, the pilot oil in the main control valve returns to
port (9). Pilot return pressure oil moves valve (12) to the right against the force of spring (5). Passage (10) now
closes allowing the pilot return oil to go through orifice (8) and passage (11), and out through port (4). Valve
(12) functions similar to that for flow control valve (3). Because the oil flow is restricted at orifice (8), the oil
flows at a lower rate and the stem of the control valve slowly stops at the closed position. The oil flow in the
cylinder and its return line, shows down which absorbs the shock loads at the end of cylinder rod movement.
Cylinders (Boom, Stick, Bucket)
Cylinders
(1) Rod end port. (2) Head end port. (3) Boom cylinders. (4) Tube. (5) Rod. (6) Snubber. (7) Piston. (8) Stick cylinder. (9) Snubber.
(10) Bucket cylinder.
Snubber Operation (Rod Extending)

(6) Snubber. (11) Passage.
When boom cylinders (3) or stick cylinder (8) comes close to the end of their extension stroke, passage (11)
begins to be restricted by snubber (6). This restriction slows down the movement of the piston rod just before
the piston rod reaches the end of its extension stroke.
Snubber Operation (Rod Retracting)

(9) Snubber. (12) Passage.
When stick cylinder (8) comes close to the end of its retraction stroke, passage (12) is restricted by snubber (9).
In the same manner as that for extension stroke, the movement of the piston rod slows down. This absorbs the
shock load at the end of the rod movement.
Boom Drift Reduction Valve

Boom Raise
Boom Drift Reduction Valve (Boom Raise Position)

(1) Passage. (2) Passage. (3) Port. (4) Boom drift reduction valve. (5) Spring chamber. (6) Spring. (7) Valve. (8) Port. (9) Spool. (10)
Passage. (11) Passage. (12) Passage. (13) Spring chamber. (14) Drain line. (15) Port. (16) Pilot line. (17) Port. (18) Passage.
Right Front Of Swing Motor (Boom Drift Reduction Valve)

(4) Boom drift reduction valve. (14) Drain line. (16) Pilot line.
When the boom control lever is moved to the BOOM RAISE position, the oil from boom I and II control valves
enters boom drift reduction valve (4) through port (8). The oil then acts on the right end face of valve (7).
Because no oil is sent to pilot line (16) from the pilot control valve, spool (9) remains stationary. Pilot line (16)
connects passage (1) and port (3) through passages (12), (18), (10), (11) and (2).
With passage (1) connected to port (3), as the pressure of oil at port (8) is more than the force of spring (6),
valve (7) moves to the left, compressing spring (6). Oil through port (8) goes to port (3). At the same time, the
oil in spring chamber (5) goes through passages (1), (18) and (2) to port (3). Both oil flows through port (3) then
go to the head end of the boom cylinders.
Boom Lower
Boom Drift Reduction Valve (Boom Lower Position)

(1) Passage. (3) Port. (4) Boom drift reduction valve. (5) Spring chamber. (7) Valve. (8) Port. (9) Spool. (10) Passage. (11) Passage.
(12) Passage. (13) Spring chamber. (14) Drain line. (15) Port. (16) Pilot line. (17) Port. (18) Passage. (19) Cover.
When the control lever is moved to the BOOM LOWER position, pilot oil from the pilot control valve goes
through pilot line (16) and into boom drift reduction valve (4) through port (17). The oil then moves spool (9) to
the right until it comes in contact with the bottom bore of cover (19). The oil in spring chamber (5) goes
through passages (1), (10), (18) and (12) and into spring chamber (13). The oil then goes out through port (15)
and goes through drain line (14) to the pump suction line. The oil pressure in spring chamber (5) now decreases.
Return oil from the boom cylinders head end enters boom drift reduction valve (4) through port (3). Because the
oil pressure in spring chamber (5) is low, valve (7) begins to open by moving to the left. The return oil now
goes out through port (8) to the boom I control valve.
Bucket Control
When the bucket is operated for both CLOSE and DUMP, only the front pump oil is supplied to the bucket
cylinder. When the control lever is moved to the BUCKET CLOSE position, the return oil is restricted by the
stem in the bucket control valve. The bucket now operates at an appropriate speed depending on the pump
delivery flow.
Hydraulic Schematic For Stick Out
(1) Stick cylinder.
(2) Line.
(3) Pilot line.
(5) Drain line.
(6) Line.
(7) Line.
(8) Valve.
(9) Main control valve.
(10) Line.
(11) Return line.
(12) Passage.
(15) Stick II control valve.
(16) Passage.
(17) Check valve.
(18) Passage.
(20) Passage.
(21) Pilot line.
(23) Passage.
(27) Check valve.
(28) Passage.
(29) Selector valve.
(30) Passage.
(31) Check valve.
(32) Pilot line.
(33) Pilot line.
(34) Return line.
(35) Pilot line.
(37) Pilot line.
(38) Fine control solenoid valve.
(39) Pilot line.
(40) Pilot line.
(41) Pilot line.
(43) Pilot line.
(44) Front pump.
(45) Rear pump.
(46) Pilot pump.
Stick Control
Introduction

(15) Stick II control valve. (24) Stick I control valve.
Bottom Of Main Control Valves
(9) Main control valves. (42) Shock reducing valve (stick out).
Left Front Of Main Control Valve

Both stick out and stick in operations use stick I control valve (24) and stick II control valve (15). Stick I
control valve (24) and stick II control valve (15) cause the combined oil to flow from front pump (44) and rear
pump (45) to stick cylinder (1).
Shock reducing valve (42) (similar to that for the boom operation) cushions shock loads that occur during the
stop of the stick out operation.
Stick drift reduction valve (4) is located in the circuit between main control valves (9) and stick cylinder (1).
The stick drift reduction valve is similar to the boom drift reduction valve.
Stick Out
When the control lever is moved to the STICK OUT position, pilot oil from pilot control valve (36) goes
through pilot line (43). Pilot oil from line (43) goes through shock reducing valve (42) to pilot line (40). The
pilot oil flow divides into two paths at this point.
One path from pilot line (40) and enters stick I control valve (24) which causes the stem to shift. This allows the
rear pump oil in center bypass passage (19) to go through load check valve (17), passage (18) and stick I control
valve (24) to passage (12) and line (7) into stick drift reduction valve (4). The oil in valve (4) shifts valve (8) to
the left (open position) which allows the oil to leave stick drift reduction valve (4) and to go through line (2) to
the rod end of the stick cylinder.
The other path from pilot line (40) goes through pilot line (35) and enters stick II control valve (15) shifting its
stem. The stick II control valve stem blocks oil flow from center bypass passage (14) through passage (16) to
return passage (26).
Front pump oil in center bypass passage (14) now goes through check valve (27) and passage (20) to line (10).
Front pump oil in parallel feeder passage (25) goes through selector valve (29) and check valve (31) to line (10).
All front pump oil in line (10) goes through passage (23) and combines with rear pump oil in passage (18). Now
the cylinder increases its speed.
NOTE: The operation of selector valve (29) will be described later.
Return oil from the stick cylinder head end goes through line (6) and sick I control valve (24) to return passage
(13). The return oil then goes back to the hydraulic tank through return lines (11) and (34).
Stick In
When the control lever is moved to the STICK IN position, pilot control valve (36) sends the pilot oil to pilot
line (40). The oil flow from pilot line (40) then separates into two oil paths. One path goes through pilot line
(33) to stick I control valve (24) shifting its stem. The other path goes through pilot line (44), fine control
solenoid valve (45) and pilot line (38), and enters stick II control valve (15) shifting its stem.
In the same manner as that described for Stick Out, rear pump oil goes through center bypass passage (19) to
stick I control valve (24). The front pump oil goes through center bypass passage (14) and parallel feeder
passage (25) to line (5) and combines with the rear pump oil in stick I control valve (24). The combined oil then
goes through line (6) to the head end of the stick cylinder.
The return oil from the rod end of the stick cylinder goes through line (2), stick drift reduction valve (4) and line
(7), and into stick I control valve (24). The oil then goes through return passage (13) and return line (11) and
back to hydraulic tank. Now the stick cylinder operates for Stick In.
NOTE: Operation of stick drift reduction valve (4) will be described in the section, "Boom Lower".
Selector Valve
Stick II Control Valve

(10) Line. (14) Center bypass passage. (25) Parallel feeder passage. (27) Check valve. (28) Passage. (29) Selector valve. (30) Passage.
(31) Check valve. (47) Passage. (48) Passage. (49) Passage. (50) Port. (51) Port. (52) Passage. (53) Stem. (54) Spring. (55) Piston
chamber.
Selector valve (29) is located in stick II control valve (15).
NOTE: Operation of stick II control valve (15) and selector valve (29) is described in the section, "Stick In".
When stem (53) is shifted to the left by the pilot oil flow from port (50), front pump oil in parallel feeder
passage (25) goes through passage (28) to passage (48). The oil in passage (48) then separates into two oil
paths. One path goes through check valve (31) to line (10). The other path goes through passages (49) and (30)
into piston chamber (55). The pressure of oil in piston chamber (55) shifts selector valve (29) to the left against
the force of spring (54). This opens both passage (47) and (49). Now front pump oil in passage (28) goes
through passages (47) and (49) and combines with each other in passage (48). The combined oil then leaves the
stick II control valve and flows to line (10).
Front pump oil in center bypass passage (14) goes through check valve (27) and combines with the front pump
oil from parrallel feeder passage (25). The combined oil then leaves the stick II control valve and flows to line
(10).
When the control lever is moved to the Stick Out position, pivot oil enters the stick II control valve through port
(51). The pilot oil goes through passage (52) to act on selector valve (29). Selector valve (29) usually remains
shifted to the right by the pilot oil from passage (52) and the force of spring (54) to close the connection
between passages (47) and (49). It is very rare that selector valve (29) moves to the left to connect passages (47)
and (49) where front pump oil from parallel feeder passage (25) goes through selector valve (29).
Hydraulic Schematic For Swing Right
(1) Swing parking brake control valve.
(2) Spool.
(3) Pressure reducing valve.
(4) Passage.
(5) Swing parking brake.
(6) Swing motor rotary group.
(7) Swing motor.
(8) Line.
(9) Line.
(10) Pilot line.
(12) Drain line.
(13) Line.
(17) Pilot passage.
(18) Attachment control valve.
(19) Bucket control valve.
(21) Return line.
(22) Passage.
(24) Passage.
(25) Swing control valve.
(26) Passage.
(27) Orifice.
(28) Pilot passage.
(29) Line.
(30) Line.
(31) Pilot control valve (swing and stick).
(32) Line.
(34) Drain line.
(35) Passage.
(36) Front pump.
(37) Rear pump.
(38) Pilot pump.
(39) Hydraulic tank.
Swing Control
Introduction
Swing motor (7) is driven by pressure oil from rear pump (37). When the swing control lever is moved, swing
parking brake (5) is first released, and then swing motor rotary group (6) starts to rotate.
The swing drive reduces the motor speed into two stages and then rotates the upper structure.
Swing Right Operation

(7) Swing motor. (8) Line. (9) Line. (21) Return line. (25) Swing control valve.
When the control lever is moved to the SWING RIGHT position, pilot oil from pilot control valve (31) goes
through line (13) to swing control valve (25). The stem in swing control valve (25) shifts and opens passages
(26) and (24).
The rear pump oil goes through parallel feeder passage (16), load check valve (15), passage (26) and enters
swing control valve (25). The oil then goes through passage (24) and line (9) to swing motor rotary group (6).
Return oil from swing motor rotary group (6) goes through line (8) and enters swing control valve (25). The oil
now goes through return passage (14) to return line (21). Swing motor rotary group (6) rotates, causing the
upper structure to swing to the right.
Swing Parking Brake

ON Position
Swing Motor Compartment

(1) Swing parking brake control valve. (7) Swing motor. (10) Pilot line. (12) Drain line. (30) Line.
Pilot oil from pilot pump (38) enters pilot oil manifold (33) and goes through passage (35). The pilot oil then
separates into two paths and leaves pilot oil manifold (33). One path goes through line (30) and enters swing
parking brake control valve (1). The other path goes through line (32) and enters main control valves (11). The
oil then goes through orifice (27) and to pilot passage (28).
NOTE: Part of the oil goes to pilot passage (17) which is a branch of pilot passage (28).
With main control valves (11) in NEUTRAL position (except travel control valve), the control valves for swing
(25), stick I (23), attachment (18), bucket (19) and boom I (20) are connected in series by pilot passage (28).
Pilot oil in pilot passage (28) goes through all of these valves and then goes through drain line (34) to the pump
suction line. Oil flow through pilot passage (28) is restricted at orifice (27), causing the oil pressure in both pilot
passages (28) and (17) to be lower than the oil pressure in line (32).
Pilot passage (17) is open to swing parking brake control valve (1) through pilot line (10). Spool (2) in swing
parking brake control valve (1) cannot be shifted because of low pressure in passage (17). There is no oil vented
from passage (4) through pressure reducing valve (3) to drain line (12). Swing parking brake (5) remains
engaged.
OFF Position
Activation of any controls other than travel closes pilot passage (28) and increases the pilot oil pressure in pilot
passage (28). The pilot oil pressure in pilot passage (17) and pilot line (10) also increase, causing spool (2) to
shift. The oil now flows from line (30) through passage (4) to swing parking brake (5), releasing the swing
parking brake.
Activation of travel control does not close pilot passage (28). The parking brake remains ON.
Because pilot passage (28) is closed prior to the opening of swing control valve (25) the swing motor operates
only after swing parking brake (5) has been released by the pilot pressure oil from line (30).
When the swing and implements controls are in NEUTRAL position, pilot passage (28) is open to drain line
(34), allowing the pilot oil pressure in pilot passage (17) and pilot line (10) to decrease. Spool (2) returns to
neutral by its return spring. Now there is no pilot oil flow from line (30) to swing parking brake (5). The oil in
swing parking brake (5) flows through swing parking brake control valve (1) through passage (4) and pressure
reducing valve (3), and returns to hydraulic tank (39) through drain line (12). Swing parking brake (5) begins to
be applied. Because the oil flow from passage (4) is restricted at pressure reducing valve (3), a delayed
application of swing parking brake (5) results. Swing parking brake (5) remains released until the swing motor
comes to a stop.
Swing Left Operation

For a swing left operation, pilot oil is supplied through line (29) to swing control valve (25). The stem in swing
control valve (25) shifts (moves) up. The rear pump oil in parallel feeder passage (16) goes through passages
(26) and (22), line (8) and enters swing motor rotary group (6). For swing left operation, the supply and return
ports are reverse of swing right operation. This causes the upper structure to swing to the left.
NOTE: For information on operation of the swing parking brake, see the section, "Swing Motor".
Swing Motor
Swing Motor
(1) Drive shaft. (2) Retainer plate. (3) Port. (4) Swing parking brake control valve. (5) Port. (6) Piston. (7) Passage. (8) Passage. (9)
Head. (10) Makeup port. (11) Drain port. (12) Plate. (13) Shoe. (14) Body. (15) Separator plate. (16) Friction plate. (17) Barrel. (18)
Brake piston. (19) Spring. (20) Valve plate. (21) Anti-reaction valve. (22) Passage. (23) Port. (24) Port. (25) Passage. (26) Check
valve. (27) Relief valve. (28) Check valve. (29) Relief valve.
Introduction
The swing motor may be divided into the following four groups:
1. Rotary group; consisting of barrel (17), pistons (6), shoes (13), retainer plate (2) and drive shaft (1).
2. Parking brake group; consisting of swing parking brake control valve (4), separator plates (15), friction
plates (16), brake piston (18) and springs (19).
3. Relief and makeup valve group; consisting of relief valves (27) and (29), and check valves (26) and
(28).
4. Anti-reaction valve (21) group.
Operation
The oil from the rear pump passes through the swing control valve. The swing control valve directs oil to port
(23) or (24).
For a swing right operation, pump oil enters port (23) and goes through passage (22) in motor head (9), passage
(8) in valve plate (20) and through passage (7) in barrel (17).
Pump oil in barrel (17) acts against piston (6). The piston forces shoe (13) against plate (12). The piston and
shoe slide along the inclined surface of plate (12) from the top dead center to bottom dead center.
Motor Passages (Viewed From Head Side)

(7) Passage (in barrel). (8) Passage (in plate). (22) Passage. (23) Port. (24) Port. (25) Passage. (30) Counterclockwise turn. (31)
Passage (in plate).
The force created by the shoe and the piston against plate (12) causes barrel (17) to rotate counterclockwise.
Passage (7) of each piston that has come to the bottom dead center position is open to passage (31) in valve
plate (20). Oil now returns to the hydraulic tank. The piston and the shoe continue to move up on the inclined
surface of plate (12) as barrel (17) continues to turn counterclockwise.
For a swing left operation, pump oil is supplied to port (24). The supply and return ports are reversed. Barrel
(17) and drive shaft (1) turn clockwise.
The case drain oil returns through drain port (11) of motor head (9) to the hydraulic tank.
Swing Parking Brake
Parking Brake (Partial)

(1) Spool. (2) Port. (3) Port. (4) Swing parking brake control valve. (5) Body. (6) Spring. (7) Spool. (8) Passage. (9) Passage. (10)
Brake piston. (11) Spring. (12) Piston chamber. (13) Friction plate. (14) Separator plate. (15) Head. (16) Barrel. (17) Piston.
The swing parking brake group is located between head (15) and body (5). It is made up of springs (11), brake
piston (10), separator plates (14), friction plates (13) and swing parking brake control valve (4).
Teeth on the inner circumference of friction plate (13) engage with splines on barrel (16). Teeth on the outer
circumference of separator plates (14) engage with splines on the inner circumference of body (5).
Swing Parking Brake Control Valve (Brake Off Position)

(1) Spool. (2) Port. (3) Port. (4) Swing parking brake control valve. (6) Spring. (7) Spool. (8) Passage. (9) Passage. (18) Passage. (19)
Passage. (20) Passage. (21) Passage.
When the swing control is activated, rear pump oil is supplied to the swing motor. Before the pressure oil is
supplied to the motor, the pressure oil in port (3) in swing parking brake control valve (4) increases and moves
spool (1) down against the force of spring (6). This opens passages (18) and (19) allowing pilot oil pressure
from port (2) to flow through passages (18), (19), (20) and (9) to piston chamber (12). The pilot pressure oil
overcomes the force of springs (11) and moves brake piston (10) to the right. When the force that holds friction
plates (13) and separator plates (14) together is released, the upper structure is then released for swing
operation.
Swing Parking Brake Control Valve (Brake On Position)

(1) Spool. (2) Port. (3) Port. (4) Swing parking brake control valve. (6) Spring. (7) Spool. (8) Passage. (9) Passage. (18) Passage. (19)
Passage. (21) Passage. (22) Filter. (23) Orifice. (24) Passage. (25) Spring chamber. (26) Spring.
When no pump oil is supplied to the swing motor, the pilot pressure oil in port (3) decreases. Spool (1) is
pushed up by the force of spring (6), closing passage (18) and (19). Pilot oil flow is now blocked from port (2)
to passage (9) and piston chamber (12). Brake piston (10) starts moving to the left by the force of springs (11).
As brake piston (10) moves, the oil in piston chamber (12) goes through passage (9) to spool (7). The oil flow is
restricted at orifice (23) causing an increase in oil pressure.
The increased oil pressure moves spool (7) down against the force of spring (26) and decreases the opening of
passage (24). The oil flow is now restricted at orifice (23) and passage (24). Oil flows slowly through spring
chamber (25) and passage (21) to the motor case drain. The force of springs (11) holds brake piston (10)
together with friction plate (13) and separator plate (14) to body (5). The upper structure is now locked to the
lower structure, preventing rotation of the upper structure.
The restricted oil flow delays application of the parking brake. If the oil flow was not restricted at orifice (23)
and passage (24), the parking brake would start to apply before a machine swing operation stopped.
Relief/Makeup Operation
Swing Circuit Schematic (Partial)

(1) Passage. (2) Makeup port. (3) Relief valve. (4) Passage. (5) Motor rotary group. (6) Swing motor. (7) Passage. (8) Relief valve. (9)
Passage. (10) Makeup line. (11) Check valve. (12) Port. (13) Port. (14) Check valve. (15) Check valve. (16) Return line. (17) Main
control valves. (18) Slow return check valve. (19) Return line.
Swing Motor Compartment

(2) Makeup port. (3) Relief valve. (6) Swing motor. (8) Relief valve. (10) Makeup line.
Relief Valve
Relief Valve
(1) Passage. (4) Passage. (20) Spring. (21) Passage. (22) Piston. (23) Body. (24) Stem. (25) Passage. (26) Plug. (27) Spring chamber.
(28) Orifice. (29) Sleeve. (30) Piston chamber. (31) Piston. (32) Plug. (33) Spring. (34) Orifice.
Relief valves (3) and (8) are located in the top of swing motor (6). These valves limit the pressure in the swing
circuit to the relief valve setting. This provides a cushion effect at a start or stop of the swing operation.
When there is not enough oil supplied to swing motor (6) (at a stop of the swing operation), part of the return oil
from main control valves (17) is sent to the motor as makeup oil. This removes the vacuum condition.
When the swing control lever is moved back to NEUTRAL position, during a swing right operation, inlet and
outlet ports of the swing control valve are closed. Oil flow is now blocked at port (12) and port (13) of the
swing motor.
The mass (weight and size) of the upper structure causes the swing motor to rotate after a stop operation is
made. The continued operation attempts to draw oil from port (13) and force it out port (12). Since port (12) is
closed, the pressure of the blocked oil in passage (1) increases. The increased pressure oil in passage (1) forces
stem (24) to open against the force of spring (33) in relief valve (3). Oil now flows through passage (4) and
check valve (14) to passage (7). From passage (7), oil enters motor rotary group (5). The force of the rotating
upper structure is now absorbed as the swing motor comes to a stop.
The oil in passage (1) goes through orifice (34) of stem (24) to piston chamber (30). Because the force of spring
(33) is less than the relief valve pressure setting [23 000 kPa (3350 psi)], stem (24) opens just before the
pressure of the oil in passage (1) reaches the relief valve pressure setting. This allows the oil to vent.
The pressure oil in piston chamber (30) moves piston (22) to the left, compressing spring (20) until its left end
face comes in contact with plug (26). The oil in spring chamber (27) now goes through orifice (28) of sleeve
(29), passages (21) and (25) to passage (4). In approximately 0.1 second of piston movement, the pressure oil in
piston chamber (30) increases, moving piston (31) to the right compressing spring (33). When piston (31)
comes in contact with the shoulder of plug (32), the oil pressure in passage (1) increases to the relief setting [23
000 kPa (3350 psi)]. It is not until the full relief valve pressure setting is reached that all of the oil is allowed to
flow out of relief valve (3) to passage (4).
Because of the two stage relief action, no peak pressure builds up when relief valve (3) opens. Less shock load
occurs when the swing motor stops.
At the start of a swing right operation, there is an oil pressure increase at port (13) because of the mass (weight
and size) of the upper structure. Part of the pressure oil flows past stem (24) in relief valve (8) and through
makeup port (2) to return line (19). This gives a smoother acceleration at the start of a swing operation.
Oil Makeup
As previously described, when rotation of the swing motor is stopped, all ports in the swing control valve are
blocked. There is no pump oil sent to swing motor (6). As the upper structure attempts to continue rotating, part
of the oil in swing motor (6) is lost in the form of internal leakage. Because of this oil loss, a vacuum occurs at
port (13). To prevent this vacuum condition, oil from return line (16) goes through makeup line (10), makeup
port (2), passage (9), check valve (14) and passage (7) into motor rotary group (5).
Slow Return Check Valve

(10) Makeup line. (18) Slow return check valve.
Slow Return Check Valve

(10) Makeup line. (18) Check valve. (16) Return line. (19) Return line.
Slow return check valve (18) is located downstream of return line (16). Slow return check valve (18) makes it
possible to makeup lost oil during a swing stop operation.
When all of main control valves (17) are in NEUTRAL position, the oil from the front and rear pumps goes
through return line (16) to the hydraulic tank. Slow return check valve (18) causes a resistance to the oil flow in
return line (16) maintaining the oil pressure at 290 kPa (43 psi).
When there is not enough oil flow supplied to the swing motor, this return line back pressure adds oil flow to
the swing motor rotary group through makeup port (2) and passage (9).
When the swing motor speed is decreased during a high speed right swing operation, by moving the swing
control lever partially to NEUTRAL position, oil supply from port (13) decreases. Since the swing control valve
is partially open, the oil flow continues to flow through port (12) to return line (16). On port (12) side, the
pressure is lower than the setting of relief valve (3). Relief valve (3) is kept closed and there is no makeup oil
sent to passage (7) through check valve (14). A vacuum now develops at port (13). Check valve (14) causes
makeup oil flow from makeup line (10) to motor rotary group (5), eliminating the vacuum condition.
If the swing motor is stopped or decelerated during a swing operation in the opposite direction and oil is
supplied through port (12), check valve (11) instead of check valve (14) operates to prevent a vacuum condition
in the swing motor.
Anti-Reaction Valve
Anti-Reaction Valve (Neutral Position)

(1) Passage. (2) Swing motor rotary group. (3) Passage. (4) Valve. (5) Spring. (6) Spring. (7) Anti-reaction valve. (8) Passage. (9)
Motor head. (10) Spring. (11) Passage. (12) Passage. (13) Valve. (14) Passage. (15) Passage. (16) Passage. (17) Piston chamber. (18)
Piston. (19) Passage. (20) Valve chamber.
At a stop of a swing operation, it is difficult to smoothly stop the upper structure and implements at a desired
position due to the mass (weight and size) of the upper structure. This is because the pressure of the blocked oil
in the swing motor outlet side goes back to the swing motor rotary group, causing the upper structure to swing
in the reverse direction. Anti-reaction valve (7) prevents the blocked oil from flowing back to the swing motor
rotary group. Anti-reaction valve (7) is located in the motor head of the swing motor.
Swing motor rotary group (2) gets pump oil from passage (1) or (3) in motor head (9). Anti-reaction valve (7) is
open to both passages (1) and (3). Oil in passage (1) goes through passages (8), (11) and (16) to piston chamber
(17). Oil in passage (3) goes through passages (12), (14), (15) and (19) to valve chamber (20).
When there is no pressure oil in both passages (1) and (3), valve (4) is moved to the right by the force of springs
(5) and (6) until stopped by piston (18). Valve (13) is moved to the right by the force of spring (10) until its
right end shoulder comes in contact with valve (4).
Anti-Reaction Valve (During Activation)

(1) Passage. (2) Motor rotary group. (3) Passage. (4) Valve. (5) Spring. (6) Spring. (8) Passage. (10) Spring. (11) Passage. (13) Valve.
(16) Passage. (17) Piston chamber.
When swing motor rotary group (2) gets pump oil from passage (3), it rotates counterclockwise. When there is
no oil supplied to passage (3), swing motor rotary group (2) continues to rotate counterclockwise because of the
mass (weight and size) of the upper structure. The oil pressure blocked in passage (1) increases and the oil
pressure in passage (3) decreases. The increased oil pressure in passage (1) goes through passages (8), (11) and
(16), and enters piston chamber (17). The pressure oil in piston chamber (17) moves valve (4) and valve (13) to
the left against the combined forces of springs (5), (6) and (10).
Anti-Reaction Valve (Just Before The Motor Stops)

(1) Passage. (2) Swing motor rotary group. (3) Passage. (4) Valve. (5) Spring. (6) Spring. (10) Spring. (12) Passage. (13) Valve. (14)
Passage. (17) Piston chamber. (21) Valve chamber. (22) Orifice. (23) Passage. (24) Passage.
As the motor attempts to stop due to decreased force of the mass (weight and size) of the upper structure, the oil
pressure in passage (1) decreases. Now the oil pressure in piston chamber (17) is less than the combined force
of springs (5), (6) and (10), valve (4) moves to the right. Valve (13) slowly moves to the right because the oil
flow from valve chamber (21) is restricted at orifice (22). Now valves (13) and (4) separate from each other.
Passage (24) opens allowing oil flow from passage (1) through passages (24), (23), (14) and (12) to passage (3).
When the pressure oil in passages (1) and (3) becomes the same, valve (13) stops closing passage (24). Now
there is no oil flow going back from passage (1) to swing motor rotary group (2). The upper structure and each
implement can stop smoothly at a desired position.
When swing motor rotary group (2) gets pump oil from passage (1), the oil pressure in passage (3) increases at
the stop of a swing operation. The increased oil pressure blocked in passage (3) goes through passages (12),
(14), (15) and (19), and into valve chamber (20). The pressure oil in valve chamber (20) moves valves (4) and
(13) to the left against the combined forces of springs (5), (6) and (10).
As the oil pressure in valve chamber (20) decreases, valve (4) moves to the right and then valve (13) slowly
moves to the right.
In the same manner as described before, valves (4) and (13) separate from each other opening passage (24).
Now there is no oil flow going back from the swing motor outlet port to the swing motor rotary group.
Swing Drive
Swing Drive
(1) First stage carrier. (2) First stage planet gear. (3) Second stage carrier. (4) Ring gear. (5) Second stage planet gear. (6) Roller
bearing. (7) Roller bearing. (8) Pinion shaft. (9) Swing motor. (10) Shaft (swing motor). (11) First stage sun gear. (12) Second stage
sun gear. (13) Housing. (14) Bearing gear (swing bearing).
The swing drive consists of a series of planet gears. The planet gears reduce the rotating speed of swing motor
(9). The swing motor is bolted on the swing drive. The swing drive is bolted to the upper structure. The teeth of
the swing drive output pinion shaft (8) engage with bearing gear (14) of the swing bearing. Pinion shaft (8)
provides motion to the upper structure by rotating around bearing gear (14). Bearing gear (14) is attached to the
lower structure.
The swing drive is divided into the following two groups:
1. The first group functions as a double reduction of motor speed. The first stage reduction consists of
first stage sun gear (11), first stage planet gears (2), first stage carrier (1) and ring gear (4).
The second stage reduction consists of second stage sun gear (12), second stage planet gears (5), second
stage carrier (3) and ring gear (4).
2. The second group functions as the drive for reduced motor speed output. It consists of pinion shaft (8)
and roller bearings (6) and (7) in housing (13).
The planet reduction group functions to reduce the swing speed in a ratio of sun gear tooth numbers to ring gear
tooth numbers. The compact swing drive with the sun gear incorporated in the ring gear housing provides a
greater reduction ratio.
First Stage Planetary Gear Rotation

(1) First stage carrier. (2) First stage planet gear. (4) Ring gear. (11) First stage sun gear. (15) Shaft (first stage planet gear).
Swing motor output shaft (10) is splined to first stage sun gear (11). First stage planet gears (2) of first stage
carrier (1) are in mesh with first stage sun gear (11). As shaft (10) rotates first stage sun gear (11)
counterclockwise, first stage planet gears (2) rotate clockwise on shafts (15), moving counterclockwise around
ring gear (4). Ring gear (4) is bolted to housing (14). First stage carrier (1) now rotates counterclockwise.
Swing Drive (Partial)

(1) First stage carrier. (2) First stage planet gear. (3) Second stage carrier. (4) Ring gear. (5) Second stage planet gear. (6) Roller
bearing. (7) Roller bearing. (8) Pinion shaft. (11) First stage sun gear. (12) Second stage sun gear. (16) Inner circumference.
Splines on inner circumference (16) of first stage carrier (1) engage with the splines on second stage sun gear
(12). This causes second stage sun gear (12) to rotate counterclockwise. Second stage planet gears (5) now turn
clockwise on their shafts, moving counterclockwise around ring gear (4) in the same manner as in the first
stage. This turns second stage carrier (3) counterclockwise. The splines of pinion shaft (8) engage with splines
on the inner circumference of second stage carrier (3), causing pinion shaft (8) to rotate counterclockwise.
Pinion Shaft (8) Rotation

(8) Pinion shaft. (14) Bearing gear (swing bearing). (17) Location of moving pinion shaft.
Pinion shaft (8) engages with bearing gear (14) on the inner circumference of the swing bearing. As pinion shaft
(8) rotates counterclockwise, it moves clockwise around bearing gear (14). Bearing gear (14) is bolted to the
lower structure. This causes the upper structure to swing to the right (clockwise).
Hydraulic Schematic For Forward Travel
(1) Left travel motor.
(2) Cam plate.
(3) Motor rotary group.
(4) Piston (high speed).
(5) Passage.
(6) Brake pilot valve.
(7) Passage.
(8) Counterbalance valve.
(9) Piston (low speed).
(10) Parking brake.
(11) Passage.
(12) Displacement change valve.
(13) Passage.
(14) Line.
(15) Right travel motor.
(16) Cam plate.
(17) Piston (low speed).
(18) Passage.
(19) Passage.
(20) Displacement change valve.
(21) Passage.
(22) Piston (high speed).
(23) Passage.
(24) Passage.
(25) Passage.
(26) Passage.
(27) Line.
(28) Line.
(29) Line.
(30) Line.
(31) Swivel.
(32) Line.
(33) Line.
(34) Passage.
(35) Passage.
(37) Return line.
(38) Left travel control valve.
(39) Passage.
(41) Right travel control valve.
(42) Pilot control valve (right and left travel).
(44) Line.
(45) Line.
(47) Shuttle valve.
(48) Passage.
(49) Automatic travel speed change valve.
(50) Front pump.
(51) Rear pump.
(52) Pilot pump.
Travel Control
Introduction
Travel Motor
(1) Left travel motor. (53) Brake valve.
Travel Drive
(54) Left track. (55) Sprocket. (56) Left travel drive.
Left travel motor (1) and right travel motor (15) are supplied pump oil through swivel (31) from rear pump (51)
and front pump (50). When left travel motor (1) is operated by the rear pump oil, the motor torque is transmitted
to left travel drive (56). Left travel drive (56) reduces the speed and increases the torque of left travel motor (1).
The increased torque turns left track (54). Left track (54) is connected to left travel drive (56) through sprocket
(55).
Console
(57) Travel speed switch.
Travel speed switch (57) provides a selection of HIGH or LOW travel speed. During partial movements of the
travel control lever, the travel speed varies with the travel distance of the lever. When the switch is placed in the
SLOW "TORTOISE" position, the machine travels at the LOW speed mode. When the switch is placed in the
FAST "RABBIT" position, the machine travels at the HIGH speed mode. On a flat surface or moderate
downward slope, select the HIGH speed for increased mobility.
While travel speed switch (57) is in HIGH TRAVEL SPEED MODE position, automatic travel speed change
valve (51) operates to automatically change the travel speed depending on the load placed on the machine. The
machine travels at LOW speed when a larger load is placed on it and travels at HIGH speed when a smaller load
is placed.
Travel Operation
(1) Left travel motor. (15) Right travel motor. (58) Forward direction. (59) Control lever/pedal (left travel). (60) Idler location. (61)
Control lever/pedal (right travel). (62) Cab. (63) Reverse direction.
The direction of travel (forward or reverse) is relative to the position of the lower structure. For normal travel,
idler location (60) is positioned in front of cab (62) and travel motors (1) and (15) to the rear of the cab. With
the machine in the normal position of travel, move the control levers/pedals (59) and (61) forward. The machine
will travel in forward direction (58). This movement is called forward travel. When levers/pedals (59) and (61)
are moved to the rear, the machine travels in reverse direction (63). This direction is called reverse travel.
When cab (62) is turned 180°, travel motors (1) and (15) will be positioned in front of the cab. The direction of
travel and operation of levers/pedals (59) and (61) are reverse to when the machine is in the normal travel
direction.
A pivot turn is made when the traveling direction of the machine is to be changed. When only one of
levers/pedals (59) or (61) is moved forward, the respective track travels forward. Since the opposite track is
stationary, the machine turns with the stationary track as its axis (pivot point). This is called a pivot turn.
A spot turn is made when the traveling direction of the machine is to be changed in a narrow place. To complete
a spot turn operation, move one control lever/pedal to the rear and the other control lever/pedal forward at the
same time. The tracks will travel in the opposite direction of each other. The machine makes a minimum radius
(spot) turn with its center as its axis.
Forward Travel Operation

(38) Left travel control valve. (41) Right travel control valve.
When the travel control levers are operated, pilot oil from pilot control valve (42) shifts the stems in travel
control valves (38) and (41). Travel control valves (38) and (41) allow oil flow from rear pump (51) and front
pump (50) to swivel (31). The swivel transfers oil from the rotating upper structure to the lines in the lower
structure. The oil flows to left and right travel motors (1) and (15).
NOTE: Since right and left travel controls function the same, explanations are given relative to left travel
control.
The pilot oil from pilot control valve (42) goes through line (27) and enters left travel control valve (38). The
pilot oil shifts the stem in left travel control valve (38), allowing the rear pump oil in center bypass passage (40)
to go through passage (39) to passage (35). The pilot oil now goes through line (33), swivel (31), line (29) and
counterbalance valve (8), and enters motor rotary group (3) through passage (11).
Now part of the rear pump oil flows through counterbalance valve (8), passage (7) and brake pilot valve (6) to
parking brake (10). Parking brake (10) releases, causing the left travel motor to rotate in the forward direction.
Low Speed
When travel speed switch (57) is placed in the LOW SPEED MODE position, part of the pilot oil in passage
(11) goes through passage (13) and displacement change valve (12) to piston (9). This causes cam plate (2) to
turn in the direction of an increased angle and to remain in its maximum angle position. Now more oil is
required to turn left travel motor (1), causing the motor to rotate at a lower speed. The left track travels at a
lower speed and increases its draw bar pull.
Return oil from motor rotary group (3) flows through passage (5), counterbalance valve (8) and line (30) to
swivel (31). Oil now goes through line (32) and passage (34) into left travel control valve (38). The oil leaves
left travel control valve (38) and goes through return passage (36) and back to the hydraulic tank through return
line (37).
Oil from the front pump turns right travel motor (15). Operation of right travel is the same as described for left
travel.
High Speed
Pilot Oil Manifold Compartment.

The explanation for forward travel in the HIGH SPEED MODE position is given relative to right travel motor
(15). Operation is the same for left travel motor (1).
When travel speed switch (57) is placed in the AUTOMATIC TRAVEL SPEED MODE position, travel speed
solenoid valve (46) is energized. If the pump delivery pressure does not increase to a certain level due to smaller
machine load, automatic travel speed change valve (59) remains open. Oil from pilot pump (52) flows through
solenoid valve (46), automatic travel speed change valve (51), line (44), swivel (31) and line (14) to
displacement change valve (20). The spool in displacement change valve (20) shifts. As the spool shifts, oil
from the front pump flows through passages (24), displacement change valve (20) and passage (23) to piston
(22). Now the oil that is pushed by piston (17) goes through passage (19), displacement change valve (20) and
passage (25) to the motor case drain.
The pressure oil in passage (23) pushes piston (22), decreasing the angle of cam plate (16) and holds it in its
minimum angle position. Less oil flow is now required to turn right travel motor (15). The motor turns at a
higher speed.
Automatic Travel Speed Change
Part of oil flow from front and rear pumps (50) and (51) combines at shuttle valve (47). The combined oil flow
now goes through line (45) to automatic travel speed change valve (49). With travel speed switch (57) in HIGH
TRAVEL SPEED position, the travel motor runs at a smaller angle position of its cam plate until the machine
load increases to a certain level. The pump delivery pressure increases as the load placed on the machine
increases. As the delivery pressure increases to a certain level, the pressure oil from line (45) shifts automatic
travel speed change valve (49) to close the connection of line (44) and passage (48). Now there is no pilot oil
supplied to displacement change valve (20). Displacement change valve (20) is shifted to off position, causing
the cam plate of the travel motor to turn in the increased angle for low speed mode. The machine travels at the
low speed.
If the machine travel load is decreased, the pump delivery pressure is decreased. As the circuit pressure in line
(45) decreases to an certain range, automatic travel speed change valve (44) is open again, connecting line (44)
and passage (48). Displacement change valve (20) is now supplied pilot oil from line (44) and re-activates to
turn the motor cam plate at a smaller angle for high speed mode. Now, the machine again travels at the high
speed.
Automatic travel speed change valve (49) functions so the machine travels at the high speed when a smaller
load is placed, and at low speed when a larger load is placed. This assures a higher mobility and draw bar pull.
Pilot Control Valve (Travel)
Pilot Control Valve (Travel)

(1) Control lever/pedal. (2) Pedal. (3) Rod. (4) Seat. (5) Spring. (6) Spring. (7) Spool. (8) Passage. (9) Passage. (10) Spring. (11)
Spool. (12) Return port. (13) Return chamber. (14) Passage. (15) Passage. (16) Pilot port. (17) Passage. (18) Port. (19) Passage. (20)
Passage. (21) Passage. (22) Port.
When control lever/pedal (1) is moved to the FORWARD TRAVEL position, pedal (2) pushes down on rod (3)
and seat (4) against the force of springs (5) and (6). Spool (7) moves down and opens passage (19) by
compressing spring (6).
As passage (19) is opened, the oil from pilot port (16) goes through passages (21), (19), (20) and (9), and out
port (18) to the travel control valve. The pressure oil on the end of the travel control valve stem causes the travel
control valve stem to move into the forward position.
The oil from the chamber at the opposite end of the main control valve for travel comes back through port (22),
through passage (17), (15) and (14). The oil now flows into return chamber (13) and back to the hydraulic tank
through return port (12).
When control lever/pedal (1) is partially moved for fine travel operation, rod (3) moves down with seat (4)
causing spring (6) to push spool (7) down. Passage (19) opens and the oil pressure increases at port (18). Since
the oil pressure is more than the force of spring (6), spool (7) moves up opening passage (8). The oil from port
(18) goes through passages (9), (20) and (8) into return chamber (13). The oil pressure slightly decreases. Spool
(7) is now held in a pressure modulating position and establishes a balance between the pressure in port (18)
and the force of spring (6).
NOTE: For details of how the pressure at port (18) varies, see "Pilot Control Valve for Implements and Swing"
in the section, "Pilot Circuit".
When the control lever/pedal is released, spring (5) pushes up on seat (4) and rod (3). The pedal returns the
lever to the NEUTRAL position. The spool moves up. The oil in port (18) can now flow through passage (9),
(20), (8), return chamber (13) and back to the hydraulic tank.
When control lever/pedal (1) is moved to the REVERSE TRAVEL position, operation is the same as that
described for FORWARD TRAVEL position.
Travel Motor
Travel Motor
(1) Drive shaft. (2) Stopper. (3) Piston. (4) Cam plate. (5) Ball guide. (6) Spacer. (7) Spring. (8) Barrel. (9) Piston guide. (10) Check
valve. (11) Check valve. (12) Passage. (13) Brake pilot valve. (14) Port. (15) Valve plate. (16) Head. (17) Stopper. (18) Piston. (19)
Slipper. (20) Retainer. (21) Piston. (22) Friction plate. (23) Separator plate. (24) Passage. (25) Passage. (26) Spring. (27) Brake piston.
(28) Port. (29) Drain port. (30) Port. (31) Port. (32) Spool. (33) Spring. (34) Displacement change valve.
The travel motor can be divided into the following three groups:
1. Rotary group; consisting of drive shaft (1), ball guide (5), spacer (6), spring (7), barrel (8), slipper (19),
retainer (20) and pistons (21).
2. Parking brake group; consisting of friction plates (22), separator plates (23), piston guide (9), spring
(26), brake piston (27) and brake pilot valve (13).
3. Displacement change group; consisting of displacement change valve (34), check valves (10) and (11),
pistons (3) and (18).
Depending on travel direction, pump oil goes into the travel motor through port (30) or (31) and is forced out
through port (31) or (30). The case drain oil that has leaked from the sliding surfaces and clearances returns to
the hydraulic tank through drain port (29) of head (16).
Pump supply oil from the rear pump goes in the left travel motor through port (31) during forward travel. The
pump oil from port (31) goes through passage (12) in head (16) to passage (25) of valve plate (15). The pump
oil now goes through passage (24) of barrel (8) and forces piston (21) to the left.
Motor Passages [Viewed From Head (16) Side]

(24) Passage (barrel). (25) Passage (valve plate). (35) Passage (valve plate).
Slipper (19) (coupled to the piston) slides on the surface of cam plate (4) from the top center to the bottom
center, and rotates with barrel (8). The pressure oil that is forced out by the pistons on the outlet side goes
through passages (24) and (35) of valve plate (15) and out through port (30). The barrel turns counterclockwise.
Drive shaft (1) is splined to the barrel. The drive shaft and barrel rotate counterclockwise for forward travel.
In REVERSE TRAVEL position, port (31) functions as an oil return port and port (30) functions as a supply
port. The left travel motor rotates clockwise.
As the right travel motor is supplied front pump oil through port (30), the right travel motor turns clockwise for
forward travel. Pump oil through port (31) turns the motor counterclockwise for reverse travel.
Parking Brake
Parking Brake (Partial)

(1) Brake pilot valve. (2) Port. (3) Drive shaft. (4) Head. (5) Passage. (6) Spring. (7) Body. (8) Barrel. (9) Friction plate. (10) Separator
plate. (11) Piston guide. (12) Piston chamber. (13) Brake piston. (14) Passage.
As pump oil is supplied to the travel motor, the parking brake is released and the motor starts rotation. When
there is no pump oil supplied to the motor, it stops rotation and the parking brake mechanically engages.
In the parking brake section of the travel motor, friction plates (9) are splined to barrel (8). Separator plates (10)
are splined to body (7).
Brake Pilot Valve

(2) Port. (5) Passage. (15) Spring. (16) Valve. (17) Retainer. (18) Orifice.
When no pump oil is supplied to the travel motor, brake piston (13) is pushed to the left by the force of spring
(6). The oil in piston chamber (12) flows to passage (14). The oil now flows through passage (5), and through
orifice (18) of valve (16) in brake pilot valve (1) to the travel motor case drain. Friction plates (9) and separator
plates (10) are held together against body (7) by the force of spring (6). Spring (6) is working against brake
piston (13). The rotation of barrel (8) stops and drive shaft (3) engages the parking brake.
Orifice (18) restricts return oil flow from piston chamber (12). The restriction of return oil flow delays
application of the parking brake. If the return oil was not restricted by orifice (18), the parking brake would start
to apply before travel of the machine is stopped. This would result in earlier wear and/or damage.
Prior to the operation of the travel motor, a portion of the pressure oil goes to port (2) and opens valve (16). The
oil then flows through passages (5) and (14) to piston chamber (12). Brake piston (13) moves to the right
against the force of spring (6). The oil pressure holding plates (9) and (10) together is released allowing barrel
(8) and drive shaft (3) to turn.
Displacement Change Valve

Large Displacement Change Operation
Speed Change Valve

(1) Cam plate. (2) Piston. (3) Piston chamber. (4) Passage. (5) Piston. (6) Piston chamber. (7) Passage. (8) Displacement change valve.
(9) Port. (10) Passage. (11) Port. (12) Check valve. (13) Check valve. (14) Port. (15) Drive shaft.
Displacement Change Operation (Large Displacement)

(9) Port. (10) Passage. (11) Port. (12) Check valve. (13) Check valve. (14) Port. (16) Passage. (17) Passage. (18) Passage. (19)
Adapter. (20) Spring. (21) Spool. (22) Passage.
When the travel speed switch is placed in the LOW SPEED MODE position, the travel speed solenoid valve is
not energized. There is no pilot oil supplied to port (9) of displacement change valve (8). The force of spring
(20) moves spool (21) to the left until it comes in contact with adapter (19).
The pump oil from port (14) flows through check valve (13), passages (10), (22) and (7) to piston chamber (6).
Piston (5) moves up. Cam plate (1) rotates for its increased angle direction.
The oil in piston chamber (3) drains to the hydraulic tank through passages (4), (16), (17) and (18).
The motor now holds the cam plate at its maximum angle position for large displacement.
Small Displacement Change Operation
Displacement Change Operation (Small Displacement)

(9) Port. (10) Passage. (11) Port. (12) Check valve. (13) Check valve. (14) Port. (18) Passage. (20) Spring. (21) Spool. (22) Passage.
(23) Passage. (24) Passage.
When the travel speed switch is placed in the HIGH SPEED MODE position, the travel speed solenoid valve is
energized. If the pump delivery pressure is below a certain level due to a smaller machine load, pilot oil flows to
port (9) of displacement change valve (8). Pilot oil moves spool (21) to the right against the force of spring (20).
Passage (22) closes and passage (24) opens.
Pump oil flows through passages (10), (24) and (4) to piston chamber (3), moving piston (2) up. Cam plate (1)
turns to decrease the angle.
The oil in piston chamber (6) drains to the hydraulic tank through passages (7), (23) and (18).
The motor now holds the cam plate at its minimum angle position for small displacement.
Automatic Travel Speed Change Operation
Automatic Travel Speed Change Valve (In Small Displacement Position)

(1) Displacement change valve. (2) Port. (3) Line. (4) Line. (5) Swivel. (6) Solenoid valve (travel speed). (7) Line. (8) Shuttle valve.
(9) Passage. (10) Passage. (11) Passage. (12) Front pump. (13) Automatic travel speed change valve. (14) Line. (15) Line. (16) Rear
pump. (17) Pilot pump. (18) Passage. (19) Passage. (20) Pin chamber. (21) Spring chamber. (22) Spring. (23) Passage. (24) Spool.
(25) Pin. (Pd) Main pump delivery pressure. (Pp) Pilot pump delivery pressure.
During the high travel speed mode, pilot pump delivery pressure (Pp) goes through travel speed solenoid valve
(6) and passage (9) to automatic travel speed change valve (13). The front and rear main pump delivery pressure
(Pd) from passages (10) and (11) combines at shuttle valve (8) and then goes through line (7) to pin chamber
(20).
When main pump delivery pressure (Pd) in pin chamber (20) is low with a smaller load on the machine, spool
(24) is pushed to the right by the force of spring (22) opening passage (19). Pilot pump delivery pressure (Pp)
from passage (9) goes through passages (23) and (19). Part of pilot pump delivery pressure (Pp) from passage
(19) goes through passage (18) to spring chamber (21) and acts on spool (24). The remaining pilot pump
delivery pressure (Pp) leaves automatic travel speed change valve (13) to line (4). Pilot pump delivery pressure
(Pp) goes through swivel (5) and line (3) to displacement change valve (1). Displacement change valve (1) now
activates to hold the cam plate of the travel motor at the minimum angle position for the small displacement.
Automatic Travel Speed Change Valve (In Large Displacement Position)

(4) Line. (12) Automatic travel speed change valve. (13) Line. (17) Line. (19) Passage. (20) Pin chamber. (21) Spring chamber. (22)
Spring. (23) Passage. (24) Spool. (25) Pin. (26) Passage. (27) Passage. (Pd) Main pump delivery pressure. (Pp) Pilot pump delivery
pressure.
During travel under small displacement position, main pump delivery pressure (Pd) in pin chamber (20)
increases with an increased load on the machine. As main pump delivery pressure (Pd) increases to a certain
level, it starts to move spool (24) to the left against the combined forces of spring (22) and pilot pump delivery
pressure (Pp) in spring chamber (21). Passage (19) closes and passage (26) opens. Passage (27) is kept open to
the hydraulic tank through line (13). Pilot pump delivery pressure (Pp) is blocked at passage (19), causing no
open connection between passage (9) and line (4). Pilot pump delivery pressure (Pp) in line (3) goes through
line (4) and passages (26) and (27), and returns to the hydraulic tank through line (13).
Displacement change valve (1) now returns to the OFF position, causing the cam plate of the travel motor to be
held in its maximum angle position for large displacement.
During travel under large displacement of the travel motor, main pump delivery pressure (Pd) decreases to a
certain level with a decreased load. Automatic travel speed change valve (12) operates as described above for
small displacement position.
Travel Brake Valve
Travel Brake Valve

(1) Crossover relief valve. (2) Orifice. (3) Spring. (4) Valve. (5) Valve. (6) Passage. (7) Passage. (8) Passage. (9) Passage. (10)
Throttling slots. (11) Valve. (12) Passage. (13) Spring. (14) Crossover relief valve. (15) Passage. (16) Spring. (17) Ball. (18) Guide.
(19) Plunger chamber. (20) Spring chamber. (21) Check valve. (22) Passage. (23) Port. (24) Port. (25) Passage. (26) Passage. (27)
Port. (28) Port. (29) Passage. (30) Check valve. (31) Spring. (32) Passage. (33) Counterbalance valve. (34) Brake valve.
Each travel motor has a travel brake valve, consisting of counterbalance valve (33) and two crossover relief
valves (1) and (14).
The travel brake valve is bolted to the travel motor. It functions to prevent the occurrence of a shock load at a
travel stop operation, overrunning during traveling down a slope or cavitation. It also functions to send oil to the
parking brake for brake release just before the start of machine movement.
Counterbalance Valve
Level Travel
Travel Motor And Trave Brake Valve (Left Track)

(1) Crossover relief valve (reverse travel). (14) Crossover relief valve (forward travel). (24) Port. (27) Port. (33) Counterbalance valve.
(34) Brake valve. (35) Left travel motor.
Counterbalance valve (33) consists of valve (4), check valves (21) and (30) and spring (31).
Under normal operation, pump oil to port (24) flows through passage (25) to counterbalance valve (33).
Pressure oil forces check valve (21) to open, allowing oil flow from port (24) through passages (25) and (6),
through port (23) to the piston of the travel motor. Oil then drives the travel motor.
A portion of the pump oil in port (24) flows through passage (22) and into spring chamber (20). The oil then
flows through passage (15) around ball (17), and into plunger chamber (19). The pressure oil in spring chamber
(20) now pushes on the left shoulder of valve (4) and left end face of guide (18). Valve (4) moves to throttling
slots (10).
The motor return oil goes through port (28), passage (12), throttling slots (10), passage (26), and out through
port (27) to the hydraulic tank.
When oil flow from port (24) is blocked, there is a pressure decrease in both chambers (20) and (19). Spring
(31) forces valve (4) to the left closing throttling slots (10). Return oil flow from the motor is blocked and the
motor rotation stops.
If the travel direction is reversed, pump oil flows to valve (4) through port (27) and goes out through port (24).
The operation is the same as described above.
During normal travel operation, valve (4) remains inoperable.
Slope Travel
When the machine moves down a slope, the travel motors rotate at a higher speed due to machine mass (weight
and size). The pumps cannot maintain the oil supply to the motors. The lack of pump oil supply causes
cavitation in the travel motors. A decrease in pressure (negative pressure) at port (24) results, causing a decrease
in pressure in spring chamber (20). Spring (31) now forces valve (4) to the left and begins to close throttling
slots (10), blocking oil flow between passages (12) and (26). Both return oil flow to the hydraulic tank and oil
flow to the travel motor suction port are restricted. Travel motor rotation slows down.
The rear pump oil pressure at port (24) now increases. Part of the oil goes to passage (22) and then flows as
described in the section of "Level Travel". Valve (4) moves to the right, opening throttling slots (10). The
modulation of valve (4) maintains the proper opening of throttling slots (10) while the machine goes down a
slope. The motor now begins to rotate according to the amount of oil supplied from the pump and prevents the
motor from cavitating.
When the machine moves down a slope, or stops, valve (4) suddenly closes throttling slots (10). A hydraulic
pressure spike can occur. To prevent pressure spikes, a damper is provided at both ends of valve (4). As valve
(4) returns to the left from its full open position, the oil in plunger chamber (19) is pressurized. Ball (17) moves
to the left closing passage (15) causing the oil in plunger chamber (19) to go out through orifice (2) and into
spring chamber (20). Movement of valve (4) slows down, slowly closing throttling slots (10).
Proper damper (cushion) effect is maintained by the size and position of orifice (2).
Crossover Relief Valve Operation

While the machine is slowing down and the travel control levers are moved back to the NEUTRAL position to
stop the movement of the machine, there is no oil supplied to the travel motors and travel brake valves. A
decrease in pressure now occurs at port (24) of the brake valve. Spring (31) returns valve (4) to the neutral
position. The travel motor is still in rotation because of the mass (weight and size) of the machine in motion.
Throttling slots (10) are closed, blocking the return oil. A sudden increase in pressure in passage (12) occurs.
High pressure return oil in passage (12) goes through passage (8), opening valve (5) of crossover relief valve
(1). The pressure oil from valve (5) goes to suction passage (6) of the travel motor.
Crossover relief valves (1) and (14) protect the travel motor against damage by allowing the high oil pressure to
escape.
Crossover relief valves (1) and (14) allow makeup oil flow from the return side to the inlet side. This makeup
oil helps to prevent a vacuum condition in the travel motor.
Crossover relief valve (1) opens just before a forward left travel operation stops and crossover relief valve (14)
opens just before a reverse left travel operation stops.
During an adjustment where the left travel control lever is moved to the FORWARD LEFT TRAVEL position
and the tracks are blocked, oil flow through passage (6) from port (24) is blocked. The oil pressure in passage
(6) increases, opening valve (11). Oil now flows from passage (6) to passage (12). Crossover relief valve (14)
opens and crossover relief valve (1) closes.
When the left travel control lever is moved to the REVERSE LEFT TRAVEL position, crossover relief valve
(1) is open with crossover relief valve (14) closed in the same manner as described above.
Crossover valves (1) and (14) should be designated by their functions relative to the control lever movement
during pressure adjustment. Call crossover relief valve (14) forward left travel and crossover relief valve (1)
reverse left travel.
Parking Brake
When the pump oil is supplied to port (24) to start the travel motor, valve (4) moves to the right to open passage
(9).
Part of the oil in passage (25) goes through passages (9) and (32) to the travel motor parking brake for brake
release. Since throttling slots (10) are opened only after passage (9) is opened, the travel motor does not operate
before the brake is released.
When the supply of pressure oil to port (24) is blocked to stop the travel motor, valve (4) moves back to its
neutral position, closing passage (9). Passage (9) is closed only after throttling slots (10) are closed. This allows
the machine to stop movement before the parking brake is activated.
As described earlier in the section, "Parking Brake" of the travel motor, the oil from the brake piston chamber in
the travel motor goes through the orifice in the brake pilot valve. Application of the brake is delayed.
The above operation releases the parking brake just before the travel motor starts rotation and engages the brake
only after the travel motor has stopped. The parking brake is always kept released while the motor is rotating.
Oil Makeup
Oil Makeup Circuit

(1) Motor rotary group. (2) Left travel motor. (3) Passage. (4) Check valve. (5) Line. (6) Swivel. (7) Line. (8) Passage. (9) Left travel
control valve. (10) Passage. (11) Return passage.
Return oil from the travel control valve is used as makeup oil to prevent a vacuum condition in the travel motor
when a travel operation is stopped.
The oil makeup operation is given with respect to left travel. Operation is the same for right travel.
If the left travel control lever is returned to the NEUTRAL position to stop left travel, supply of pump oil to left
travel motor (2) is blocked at passage (10). The motor continues to rotate because of the mass (weight and size)
of the machine. A negative pressure at passage (3) of motor rotary group (1) opens check valve (4).
With left travel control valve (9) in neutral position, return oil from passage (11) flows to passage (8). The
return oil then goes through line (7), swivel (6), line (5) and enters left travel motor (2). The oil passes through
opened check valve (4), passage (3), and into motor rotary group (1) as makeup oil. This makeup oil circuit
eliminates the possibility of cavitation occurring in the travel motor.
Swivel
Swivel
(1) Retainer. (2) Cover. (3) Drain port. (4) Drain hole. (5) Port. (6) Seal. (7) Port. (8) Port. (9) Housing. (10) Port. (11) Port. (12)
Flange. (13) Seal. (14) Rotor. (15) Plate. (16) Port. (17) Port. (18) Port. (19) Port. (20) Port. (21) Port. (22) Swivel. (23) Support. (24)
Front direction.
Swivel (22) accomplishes two functions. One function is to supply pump oil from the upper structure (which
swings) to the travel motors of the lower structure (which do not swing). It also functions to provide a means for
oil from the motors (swing and travel) to return to the hydraulic tank.
Housing (9) is bolted to the upper structure through support (23). Rotor (14) is bolted to the lower structure
through plate (15). The ports of housing (9) are open to the ports of rotor (14) through passages in housing (9)
and rotor (14).
Seal (6) for high pressure and seal (13) for low pressure are provided between the sliding surfaces of housing
(9) and rotor (14). Seals (6) and (13) prevent oil leakage between the passages.
Travel Drive
Travel Drive
(1) Carrier (1st stage). (2) Bolt. (3) Sun gear (2nd stage). (4) Carrier (2nd stage). (5) Coupling gear. (6) Dowel. (7) Bearing. (8) Motor
housing. (9) Travel motor. (10) Cover. (11) Sun gear (1st stage). (12) Roller bearing. (13) Planet shaft (1st stage). (14) Planet gear (1st
stage). (15) Ring gear. (16) Roller bearing. (17) Planet gear (2nd stage). (18) Planet shaft. (19) Bolt. (20) Output shaft (travel motor).
(21) Sprocket housing.
The travel drive reduces the rotating speed of travel motor (9). Output shaft (20) is splined to first stage sun gear
(11) of the travel drive.
The travel drive consists of the following two groups:
1. Two-stage planetary gear reduction group:
First stage sun gear (11), first stage planet gears (14), first stage carrier (1) and ring gear (15) makeup the
first stage. Second stage sun gear (3), second stage planet gears (17), second stage carrier (4) and ring
gear (15) makeup the second stage.
2. Output group:
Rotation of sprocket housing (21) offers output torque for driving the track. The housing, ring gear (15)
and cover (10) are held together with bolts (2). This integrated unit which is supported by ball bearings
(7) turns with ring gear (15).
The planet reduction group functions to reduce the travel speed in a ratio of sun gear tooth numbers to ring gear
tooth numbers. The compact travel drive with the sun gear incorporated in the ring gear housing provides a
greater reduction ratio.
Planet Gear Operation

Rotation of travel motor output shaft (20) is transmitted to first stage sun gear (11). Sun gear (11) is splined to
output shaft (20). When first stage sun gear (11) rotates clockwise (viewed from motor side), the travel drive
assembly operates as described below.
First Stage Reduction Section

(1) Carrier (1st stage). (11) Sun gear (1st stage). (12) Roller bearing (1st stage). (13) Planet shaft (1st stage). (14) Planet gear (1st
stage). (15) Ring gear. (22) Rotating direction of first stage reduction group.
In the first stage reduction group, planet gears (14) are in mesh with first stage sun gear (11). First stage planet
gears (14) rotate counterclockwise as first stage sun gear (11) rotates clockwise. First stage planet gears (14) are
also in mesh with ring gear (15). First stage planet gears (14) "walk" around the teeth of ring gear (15). As first
stage planet gears (14) rotate, they circle around first stage sun gear (11) clockwise. First stage planet gears (14)
are mounted to first stage carrier (1) by first stage planet shafts (13) and roller bearings (12). The assembly of
first stage carrier (1) rotates clockwise.
Splines In Engagement
(1) Carrier (1st stage). (3) Sun gear (2nd stage). (23) Splines in engagement.
Rotation of first stage carrier (1) is transmitted to second stage sun gear (3) which is splined to first stage carrier
(1).
Splines on second stage carrier (4) engage with teeth on the outer circumference of motor housing (8) through
coupling gear (5). With the housing held to the track frame, second stage carrier (4) cannot rotate. Unlike the
first stage planet gears turning around their sun gears, second stage planet gears (17) turn on their own axes in
the positions where they are mounted. This causes ring gear (15) to rotate counterclockwise.
Ring gear (15) and sprocket housing (21) are held together with bolts (2). The sprocket wheel is bolted to the
housing. The torque of second stage sun gear (3) is transmitted to the housing, causing the sprocket to rotate
counterclockwise. The right track rotates in the forward direction.
Straight Travel Operation

Straight travel (tracking) can be maintained even though there is a swing or implement operation during travel.
Make reference to the section, "Straight Travel" for systems operation.
Loading Operation
Introduction
Combined Operations Of Boom Raise, Stick Out And Swing Right
Combined Operations Of Boom Lower, Stick Out and Swing Left
With the bucket loaded (or filled), it is moved to the dump location by a simultaneous (at the same time)
operation of boom raise, stick out and swing. After the bucket is unloaded at the dump location, it is moved to
the original excavating position by a simultaneous operation of boom lower, stick out and swing. This is one
cycle of the loading operation.
For loading operations, work mode selector switch (2) should be placed in BOOM PRIORITY MODE (1)
position. This activates the selector valve and logic valve. Depending on whether the boom is raised or lowered,
the flow rate of oil from both pumps to the implement and swing motors varies.
During a boom raise operation, boom and stick circuits share front pump oil. The rear pump oil is supplied to
stick, swing and boom circuits.
During a boom lower operation, all of the rear pump oil is supplied to the swing and stick circuits and all of the
front pump oil is supplied to the boom and stick circuits.
Better loading operation is assured during a combined operation of boom, stick and swing.
Right Console (Switch Panel)

(1) BOOM PRIORITY MODE position. (2) Work mode selector switch.
Combined Loading Operations

Boom Raise, Stick Out And Swing Right
Schematic (Partial) (Boom Raise, Stick Out And Swing Right)

(1) Line. (2) Line. (3) Line. (4) Pilot line. (5) Pilot passage. (6) Parallel feeder passage. (7) Boom I control valve. (8) Stick II control
valve. (9) Boom II control valve. (10) Pilot passage. (11) Stick I control valve. (12) Passage. (13) Logic valve. (14) Passage. (15)
Swing control valve. (16) Passage. (17) Pilot passage. (18) Passage. (19) Line. (20) Pilot passage. (21) Drain passage. (22) Pressure
control valve. (23) Parallel feeder passage. (24) Pilot passage. (25) Selector valve. (26) Pilot passage. (27) Front pump. (28) Rear
pump. (29) Pilot pump.
In a loading operation involving boom raise, stick out and swing right, pilot pump (29) oil is used as follows:
1. In boom raise, pilot oil is supplied to boom I control valve (7) and boom II control valve (9) through
pilot passages (24) and (10), respectively.
2. In stick out, pilot oil is supplied to stick I control valve (11) and stick II control valve (8) through pilot
passages (4) and (17), respectively.
3. In swing right, pilot oil is supplied through pilot passage (5) to swing control valve (15).
With the work mode selector switch in BOOM PRIORITY MODE position, pilot oil goes through passage (20)
to pressure control valve (22).
When pilot oil is supplied to the above valves, each valve activates as follows:
1. Pilot pressure oil from pilot passage (10) shifts boom II control valve (9) making an open connection
between parallel feeder passage (6) and line (1).
2. Pilot pressure oil from pilot passage (20) shifts pressure control valve (22) making an open connection
between passage (14) and drain passage (21). Because the pilot oil pressure from parallel feeder passage
(6) is greater than the pilot oil pressure in pilot line (4), logic valve (13) shifts to the open position.
3. Pilot pressure oil from pilot passage (17) shifts stick II control valve (8) making an open connection
between passages (16) and (18). Pressure oil from pilot passage (26) opens selector valve (25).
Now, oil from front and rear pumps flows as follows:
The front pump (27) oil goes through parallel feeder passage (23) and then separates into two oil paths. One
path goes through boom I control valve (7), line (3) and line (2) to the boom cylinders. The other path goes
through selector valve (25), line (19) and passage (12), and through stick I control valve (11) to the stick
cylinder.
The rear pump (28) oil flows through parallel feeder passage (6) and then separates into the following three oil
paths.
1. One path goes through swing control valve (15) to the swing motor.
2. Another path goes through logic valve (13) and then combines with the front pump oil in passage (12).
The oil then goes through stick I control valve (11) to the stick cylinder.
3. The third path goes through boom II control valve (9) to line (1). The oil then combines with the front
pump oil in line (2) and goes to the boom cylinders.
In this part of a loading operation, the boom and stick cylinders are always supplied both front and rear pump
oil. This moves the boom up at a faster speed to clear the excavation site after digging. The swing motor is
supplied an appropriate amount of rear pump oil, assuring an optimum swing speed. If swing movement is too
fast, the bucket would reach the side of the dump unit before the boom is raised high enough to clear the side.
Boom Lower, Stick Out And Swing Left
Schematic (Partial) (Boom Lower, Stick Out And Left Swing)

(6) Parallel feeder passage. (7) Boom I control valve. (8) Stick II control valve. (11) Stick I control valve. (12) Passage. (13) Logic
valve. (15) Swing control valve. (19) Line. (23) Parallel feeder passage. (25) Selector valve. (27) Front pump. (28) Rear pump. (29)
Pilot pump.
During a loading operation involving boom lower, stick out and swing left, the pilot oil operates stick I control
valve (11), swing control valve (15), boom I control valve (7) and stick II control valve (8). Selector valve (25)
and logic valve (13) are kept opened in the same manner as that described previously.
With boom II control valve (9) in the neutral position, pilot oil flow through parallel feeder passage (6) is
blocked by boom II control valve (9).
Now, oil from front and rear pumps flows as follows:
Front pump (27) oil flows through parallel feeder passage (23) and then separates into two oil paths. One path
goes through boom I control valve (7) to the boom cylinders. The other path goes through selector valve (25),
line (19) and stick I control valve (11) to the stick cylinder.
Rear pump (28) oil flows through parallel feeder passage (6) and then separates into two oil paths. One path
goes through swing control valve (15) to the swing motor. The other path goes through logic valve (13) and
stick I control valve (11) to the stick cylinder.
Now, less front pump oil is required for the boom cylinders because the regeneration circuit activates during a
boom lower operation. The remainder of the front pump oil is used for a stick raise operation. The rear pump oil
is shared by the swing and stick circuits in an optimum manner. A better loading operation is assured during a
combined operation of boom lower, stick out and swing left.
Leveling Operation
Introduction
The purpose of a leveling operation is to level a ground surface with high accuracy using the combined
movement of the boom and stick. During a leveling operation, the boom and stick make fine movements to
keep the tip of the bucket against the ground surface.
Stick In Leveling (Movement Of Boom And Stick)

(1) Power mode selector switch. (2) Fine Control mode. (3) Work mode selector switch. (4) Power mode I.
Since leveling operations are slow speed work, power mode selector switch (1) is turned to MODE I position
(4) for light work. Also, work mode selector switch (3) is turned to FINE CONTROL MODE position (2) to
keep the boom and stick operating circuits separated at a reduced rate of flow.
For leveling operation, the movement of stick in and boom raise is combined. In this operation the boom and
stick circuits are supplied pump oil from the front and rear pumps. Since the boom and stick circuits now have
an individual pump oil supply designated to their function, the operation of the boom and stick cylinders will
not have any affect on each other.
Fine Control Circuit
Schematic (Partial)
(1) Stick cylinder. (2) Boom cylinders. (3) Center bypass passage. (4) Boom I control valve. (5) Stick II control valve. (6) Pilot line.
(7) Pilot passage. (8) Boom II control valve. (9) Passage. (10) Center bypass passage. (11) Passage. (12) Check valve. (13) Line. (14)
Pilot passage. (15) Stick I control valve. (16) Pilot passage. (17) Parallel feeder passage. (18) Pilot passage. (19) Selector valve. (20)
Pilot passage. (21) Pilot control valve (stick). (22) Line. (23) Solenoid valve (fine control). (24) Front pump. (25) Rear pump. (26)
Pilot pump. (27) Line pump. (28) Hydraulic tank.
When the boom and stick control levers are slowly moved to the BOOM RAISE and STICK IN positions, pilot
pump (26) oil is used as follows:
1. In the BOOM RAISE position, pilot oil is supplied to boom I control valve (4) and boom II control
valve (8) through pilot passages (18) and (14), respectively.
2. In the STICK IN position, pilot oil is supplied to stick I control valve (15) and boom II control valve
(8) through pilot passages (16) and (7), respectively.
With the work mode selector switch in FINE CONTROL position, fine control solenoid valve (23) is energized,
causing no pilot oil flow to pilot line (6).
When pilot oil is supplied to the above valves, each valve activates as follows:
1. Boom II control valve (8) is in the neutral position because the pilot oil pressure in pilot passages (7)
and (14) are equal. A portion of the rear pump oil goes through center bypass passage (10) and boom II
control valve (8) and returns to hydraulic tank (28).
2. With fine control solenoid valve (23) energized, pilot oil flow from pilot control valve (21) through
line (27) is blocked at the inlet port of fine control solenoid valve (23). There is no pilot oil sent from
pilot line (6) to stick II control valve (5). Stick II control valve (5) is held in the neutral position. A
portion of the front pump oil returns to hydraulic tank (28) through center bypass passage (3).
3. When the boom control lever is partially moved to the BOOM RAISE position, the stem of boom I
control valve (4) partially shifts. In boom I control valve (4), the opening of passage (11) is slightly
opened while the opening of center bypass passage (3) is slightly closed. This causes an appropriate
amount of the front pump oil to go to boom cylinders (2) and the remainder of the oil to go back to the
hydraulic tank (28). Depending on the travel distance of the boom control lever, the front pump oil is
metered to boom cylinders (2) for fine control operation of the boom cylinders.
4. When the stem of stick I control valve (15) is partially moved the rear pump oil is metered to stick
cylinder (1) for fine control operation of the stick cylinder.
5. Since center bypass passage (3) is open to hydraulic tank (28), the oil pressure in center bypass passage
(3) (during a fine control operation) does not increase enough to open check valve (12). There is no front
pump oil flow through line (13) to stick I control valve (15).
6. With stick II control valve (5) in the neutral position, there is no oil flow from parallel feeder passage
(17) to pilot passage (20). Selector valve (19) remains closed, causing no oil flow from parallel feeder
passage (17) to line (13).
NOTE: Items 1, 2, 3 and 4 described above provide fine control operations of the boom and stick. Items 5 and
6 describe how the boom and stick circuits are separated. Movement of one cylinder does not affect the
movement of the other during fine control operation of the boom and stick.
Trenching Operation
Introduction
Trenching Operation (Illustration Of Applied Swing Force)
When excavating a ditch, its cross section should be rectangular. The force of the ditch wall acting against the
bucket, causes the bucket to move away from the wall of the ditch.

(1) Power mode selector switch. (2) SWING PRIORITY MODE position. (3) Work mode selector switch.
To get a straight (vertical) wall, it is necessary that an additional side force be used to hold the bucket against
the side wall. The operator does this by applying partial swing in the direction of the wall.
When work mode selector switch (3) is placed in SWING PRIORITY MODE position (2), the swing priority
solenoid valve is energized. Activating the selector valve and logic valve. Front pump oil goes to the circuits for
the boom, stick and bucket. Rear pump oil goes to only the swing circuit. Now, the pressure of the swing circuit
remains high enough to provide a force against the side wall.
Place power mode selector switch (1) in either of positions I, II or III, depending on the work to be done.
A trenching operation is done by a combined operation of boom raise, stick in, bucket close and swing.
Trenching Operation (Swing Priority Solenoid Valve Energized)
Hydraulic Schematic (Partial) (Swing Priority Operation)

(4) Pilot passage. (5) Pilot passage. (6) Line. (7) Pilot passage. (8) Bucket control valve. (9) Boom I control valve. (10) Stick II control
valve. (11) Stick I control valve. (12) Parallel feeder passage. (13) Logic valve. (14) Boom II control valve. (15) Pilot passage. (16)
Swing control valve. (17) Pilot passage. (18) Passage. (19) Parallel feeder passage. (20) Pilot passage. (21) Pilot passage. (22) Selector
valve. (23) Pilot passage. (24) Drain passage. (25) Pressure control valve. (26) Pilot oil manifold. (27) Solenoid valve (swing priority).
(28) Drain passage. (29) Front pump. (30) Rear pump. (31) Pilot pump.
When the control levers are moved to either the BOOM RAISE, STICK IN, BUCKET CLOSE or SWING
RIGHT positions, pilot pump (31) oil flows as follows:
1. In the BOOM RAISE position, pilot oil is supplied to boom I control valve (9) and boom II control
valve (14) through pilot passages (21) and (15), respectively.
2. In the STICK IN position, pilot oil is supplied to stick I control valve (11), stick II control valve (10)
and boom II control valve (14) through pilot passages (17), (7) and (4), respectively.
3. In the BUCKET CLOSE and SWING RIGHT positions, pilot oil is supplied to bucket control valve (8)
and swing control valve (16) through pilot passages (20) and (5), respectively.
With work mode selector switch (3) in SWING PRIORITY MODE position (2), solenoid valve (27) is
energized, making an open connection between pilot passage (23) and drain passage (28).
Now each valve activates as follows:
1. The pilot oil pressure in pilot passages (4) and (15) are equal. Boom II control valve (14) remains in the
neutral position, blocking oil flow from parallel feeder passage (12).
2. With pilot passage (23) open to drain passage (28), pressure control valve (25) shifts, closing the
connection between passage (18) and drain passage (24). The oil in passage (18) is blocked. Now logic
valve (13) remains closed, allowing no oil flow from parallel feeder passage (12) to stick I control valve
(11).
3. When stick II control valve (10) is shifted by pilot passage (7), selector valve (22) opens.
NOTE: See the section, "Loading Operation".
Now, all of rear pump (31) oil goes from parallel feeder passage (12) through swing control valve (16) to the
swing motor. The swing motor uses its torque only for holding the bucket against the side wall and does not
rotate. All of the oil supplied to the swing motor is vented through the relief valve of the swing motor when the
swing pressure reaches the relief valve setting of 27 500 kPa (4000 psi). This increases the motor torque to
securely hold the bucket against the side wall.
The front pump (29) oil in parallel feeder passage (19) separates into three oil paths. One path goes through
bucket control valve (8) to the bucket cylinder. Another path goes through boom I control valve (9) to the boom
cylinders. The third path goes through selector valve (22), line (6) and stick I control valve (11) to the stick
cylinder.
Straight Travel Control

Introduction
Control Valve Compartment

(1) Right travel. (2) Straight travel. (3) Left travel control valve.
Hydraulic Schematic (Partial) (Only Right and Left Travel Activated)

(1) Right travel control valve. (2) Straight travel control valve. (3) Left travel control valve. (4) Main control valves. (5) Line. (6)
Line. (7) Front pump. (8) Rear pump.
If the upper structure or implements are operated while the machine is traveling, straight travel control valve (2)
assures a straight travel of the machine. Straight travel control valve (2) also allows better control of operations
such as pipe laying or placement of timbers.
When the machine travels with no swing or implement operation, oil from front pump (7) drives the right travel
motor and oil from rear pump (8) drives the left travel motor. Since both travel circuits are separated, the
machine continues to travel straight, unless a difference in travel resistance occurs between the right and left
tracks.
Without the straight travel system, a swing and/or implement operation (while performing a travel operation)
would cause front pump (7) and rear pump (8) to supply varying amounts of pump oil to the track motors. This
would cause the machine to not travel straight.
The straight travel system assures the machine to travel straight when circuits other than the travel circuits are
simultaneously operated. When straight travel control valve (2) is activated by pilot pressure, the following
occurs:
1. Front pump (7) supplies oil not only to the right travel circuit but also to the left travel circuit to drive
both motors in parallel.
2. The swing and implement circuits get their supply of pressure oil from rear pump (8). When the
machine is traveling, the swing and implement circuits do not require a large amount of flow. They are
operated at speeds low enough to keep the machine stable. The remainder of the pressure oil is divided
between the right and left travel circuits.
Implement And Travel Operation
Hydraulic Schematic (Partial) (Boom and Travel Activated)

(1) Parallel feeder passage. (2) Main control valves. (3) Stick I control valve. (4) Swing control valve. (5) Left travel control valve. (6)
Center bypass passage. (7) Right travel control valve. (8) Bucket control valve. (9) Boom I control valve. (10) Center bypass passage.
(11) Passage. (12) Passage. (13) Passage. (14) Passage. (15) Straight travel control valve. (16) Passage. (17) Passage. (18) Pilot
passage. (19) Pilot passage. (20) Pilot passage. (21) Passage. (22) Passage. (23) Pilot passage. (24) Pilot passage. (25) Passage. (26)
Parallel feeder passage. (27) Line. (28) Line. (29) Pilot oil manifold. (30) Drain. (31) Front pump. (32) Rear pump. (33) Pilot valve.
When the boom control lever is activated during travel, there is pilot oil flow from the travel pilot control valves
through pilot passages (20) and (24) to right and left travel control valves (7) and (5). For a boom operation,
pilot oil flows from the boom pilot control valve through pilot passage (23) to boom I control valve (9).
As the boom I control valve is operated, passage (22) is closed. There is an increase in pilot pressure in passages
(18) and (19). The increased pilot pressure operates straight travel control valve (15).
Passage (25) connects in series stick I control valve (3), swing control valve (4), bucket control valve (8) and
boom I control valve (9). If any of these valves is operated, the connection between passage (25) and passage
(13), (14) or (21) closes. The pilot pressure in passages (18) and (19) increases enough to operate straight travel
control valve (15).
As long as all of the control levers for stick I control valve (3), swing control valve (4), bucket control valve (8)
and boom I control valve (9) are in the NEUTRAL position, pilot passage (18) is connected to the pump suction
line through passage (25) and drain line (29). The pilot pressure in pilot passages (18) and (19) is not enough to
operate straight travel control valve (15).
When straight travel control valve (15) is operated, oil from both front and rear pumps flow as follows so that
the machine can travel straight:
1. Oil from front pump (31) flows through line (28) to passage (17) in main control valves (2). Front
pump oil now flows in two paths. One path goes through center bypass passage (6) to right travel control
valve (7). The other path goes through passage (12), straight travel control valve (15) and center bypass
passage (10) to left travel control valve (5). The right and left travel motors now get an equal amount of
front pump oil.
2. Oil from rear pump (32) flows through line (31) to passage (16) in main control valves (2). Rear pump
oil now flows in two paths. One path goes through parallel feeder passage (1) to the valves for swing
control (4) and stick I control (3). The other path goes through passage (11) and straight travel control
valve (15) to parallel feeder passage (26). The oil in parallel feeder passage (26) then goes to bucket
control valve (8) and boom I control valve (9).
A portion of the rear pump oil in passage (11) goes through the check valve and orifice in straight travel control
valve (15) combining with the front pump oil at center bypass passage (10). This helps drive both right and left
travel motors.
Straight Travel Control Valve
Straight Travel Control Valve (Neutral Position)

(1) Parallel feeder passage. (2) Center bypass passage. (3) Center bypass passage. (4) Parallel feeder passage. (5) Pilot passage. (6)
Piston chamber. (7) Spring. (8) Passage. (9) Line. (10) Line. (11) Passage. (12) Stem. (13) Straight travel control valve. (14) Front
pump. (15) Rear pump.
When there is only a travel operation, pilot pressure in pilot passage (5) is kept low. The oil pressure in piston
chamber (6) also remains low. Stem (12) is pushed all the way to the right by the force of spring (7). Oil from
both front and rear pump flows as follows:
1. Oil from front pump (14) flows through line (10) to passage (11) in straight travel control valve (13).
The front pump oil flows in two directions. One path goes through center bypass passage (2) and into the
right travel control valve. The other path goes through parallel feeder passage (1) and into the bucket,
attachment and boom I control valves.
2. Oil from rear pump (15) goes through line (10) to passage (11) in straight travel control valve (13). The
rear pump oil then flows in two paths. One path goes through parallel feeder passage (4) and into the
swing, stick I and boom II control valves. The other path goes through center bypass passage (3) and into
the left travel control valve.
Straight Travel Control Valve (Activated Position)

(1) Parallel feeder passage. (2) Center bypass passage. (3) Center bypass passage. (4) Parallel feeder passage. (5) Pilot passage. (6)
Piston chamber. (7) Spring chamber. (8) Passage. (9) Line. (10) Line. (11) Passage. (12) Stem. (13) Straight travel control valve. (14)
Front pump. (15) Rear pump. (16) Check valve. (17) Passage. (18) Passage. (19) Orifice.
When a travel and implement (or swing) operation occurs, pilot oil pressure in pilot passage (5) increases. The
oil pressure in piston chamber (6) increases enough to shift stem (12) to the left against the force of spring (7).
Pump oil now flows as follows:
1. The front pump oil flows through passage (8) and then flows in two paths. One path goes through
center bypass passage (2) to the left travel control valve. The other path goes through center bypass
passage (3) to the right travel control valve.
2. The rear pump oil goes through passage (11) and flows in two paths. One path goes through parallel
feeder passage (1) and enters the swing, stick I and boom II control valves. The other path goes through
passage (17) and parallel feeder passage (4) to the bucket, attachment and boom I control valves.
Part of the rear pump oil in passage (17) goes through orifice (19), check valve (16) in stem (12), passage (18)
and to center bypass passage (2). The rear pump oil then combines with the front pump oil. The combined front
and rear pump oil is used to help drive both the right and left travel motors.
Copyright 1993 - 2006 Caterpillar Inc. Fri Jan 13 09:05:40 UTC+0630 2006
All Rights Reserved.
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320A Hydraulic System Operation

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320A Hydraulic System Operation

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

(1) Swing parking control valve.

(2) Travel motor (left).

(3) Travel motor (right).

(4) Stick cylinder.

(5) Swing motor.

(6) Travel brake valve (left).

(7) Travel brake valve (right).

(8) Bucket cylinder.

(9) Boom cylinders.

(10) Stick drift reduction valve.

(12) Pressure switch (implement/swing).

(13) Pressure switch (travel).

(14) Main control valves.

(16) Main relief valve.

(17) Pressure switch (BOOM RAISE).

(18) Pilot control valve.

(19) Pilot control valve.

(20) Proportional reducing valve.

(21) Pilot oil manifold.

(22) Pilot relief valve.

(24) Pilot control valve.

(25) Shock reducing valve.

(26) Solenoid valve (swing priority).

(27) Solenoid valve (fine control).

(28) Shock reducing valve.

(29) Shock reducing valve.

(30) Hydraulic activation control valve.

(31) Solenoid valve (travel speed).

(32) Automatic travel speed change value.

(33) Front pump.

(34) Rear pump.

(35) Bypass check valve.

(36) Slow return check valve.

(37) Oil cooler.

(38) Bypass check valve.

(39) Hydraulic check valve.

(40) Pilot filter.

(41) Pilot pump.

Pump Flow And Pressure Control

This machine is driven and controlled by the following three systems:

Main Control Valve Compartment

The pilot circuit has the following three functions:

Machine Left Side

The electronic control system has the following major functions:

The pump regulator functions as follows:

Regulator Operation (Before Pump Destroke)

Constant Horsepower Flow Control (After Start Of Pump Destroke)

Regulator Operation (After Start Of Pump Downstroke)

Negative Flow Rate Control

Main Pumps (top view)

Negative Flow Control Operation

Pressure/Flow (P-Q) Characteristic Curves

P-Q Characteristic Curves

The output characteristics of each pump depends on two pressures:

1. Main pump delivery pressure (Pd).

Hydraulic Schematic Of Main Control Valves

(1) Line relief valve (stick cylinder rod end).

(2) Stick drift reduction valve.

(3) Return passage.

(4) Check valve.

(5) Boom II control valve.

(6) Line relief valve (stick cylinder head end).

(7) Stick I control valve.