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315B & 315B L TRACK-TYPE EXCAVATORS 3046 ENGINE(XEBP7712 - 02) - Doc...
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Producto: EXCAVATOR
Modelo: 315B L EXCAVATOR 3AW01559
Configuración: 315B & 315B L TRACK-TYPE EXCAVATORS 3AW00001-UP (MACHINE) POWERED BY 3046 ENGINE
Operación de Sistemas
315B & 315B L EXCAVATORS HYDRAULIC SYSTEMS
Número de medio -RENR1125-01 Fecha de publicación -01/08/1998 Fecha de actualización -10/10/2001
Systems Operation
SMCS - 7000-035
Introduction
Reference: For Systems Operation of the electronic controller, make reference to 315B Excavator,
Electronic And Electrical System, Systems Operation, SENR9291.
Reference: For Systems Operation of the starting and charging system, make reference to 315B
Excavator, Starting And Charging System, Systems Operation, RENR1007.
Reference: For Testing And Adjusting of the hydraulic system, make reference to 315B Excavator,
Hydraulic System, Testing And Adjusting, RENR1126.
Reference: For Specifications with illustrations make reference to 315B Excavator, Hydraulic
System, Specifications, RENR1123. If the specifications in RENR1123 are not the same as in the
Systems Operation, look at the printing date on the front cover of each book. Use the specifications in
the book with the latest date.
Reference: For Hydraulic Schematic, make reference to 315B Excavator, Hydraulic System,
Schematic, RENR1128.
Reference: For Electrical Schematic, make reference to 315B Excavator, Electrical System,
Schematic, RENR1132.
Hydraulic Schematic Of Hydraulic System
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315B & 315B L TRACK-TYPE EXCAVATORS 3046 ENGINE(XEBP7712 - 02) - Doc... Page 2 of 137
(1) Swing parking brake control valve.
(2) Swing motor.
(3) Left travel motor.
(4) Right travel motor.
(5) Stick cylinder.
(6) Boom cylinders.
(7) Bucket cylinder.
(8) Swivel.
(9) Oil cooler.
(10) Boom raise pressure switch.
(11) Main control valve.
(12) Implement/swing pressure switch.
(13) Travel pressure switch.
(14) Main relief valve.
(15) Pilot control valve (travel).
(16) Pilot control valve (swing/stick).
(17) Fine control solenoid valve.
(18) Travel speed solenoid valve.
(19) Swing priority solenoid valve.
(20) Proportional reducing valve.
(21) Accumulator.
(22) Pilot control valve (boom/bucket).
(23) Automatic travel speed change valve pressure sensor.
(24) Pilot relief valve.
(25) Pilot manifold.
(26) Hydraulic activation control valve.
(27) Drain filter.
(28) Front pump.
(29) Rear pump
(30) Pilot pump.
(31) Return filter.
(32) Hydraulic tank.
(33) Pilot filter.
Pump Flow And Pressure Control
Pump Compartment
(28) Front pump. (29) Rear pump. (30) Pilot pump. (36) Outlet line (front pump). (37) Outlet line (rear pump).
This machine is driven and controlled by the following three systems:
1. The Main Hydraulic System
The main hydraulic system provides oil to the cylinders and motors of the machine.
2. The Pilot Hydraulic System
The pilot hydraulic system provides oil to the control circuits.
3. The Electronic Control System
The electronic control system controls outputs from the engine and pump.
The main hydraulic system oil is supplied by front pump (28) and rear pump (29). Pumps (28) and
(29) are variable displacement piston type pumps. Pumps (28) and (29) are identical in performance.
Front pump (28) is directly connected to the engine by a flexible coupling. Pumps (28) and (29) are
mechanically connected in series through couplings. Gear type pilot pump (30) supplies oil to the
pilot hydraulic system and is directly connected to rear pump (29). All engine output is used to drive
these three pumps.
As the load increases, the main pumps increase delivery pressure and decrease flow. The system
keeps the hydraulic horsepower approximately the same as the engine horsepower when system
pressure increases or decreases.
Main Control Valve Compartment

(14) Main relief valve. (38) Right control valve body (operated by front pump). (39) Left control valve body (operated by
rear pump).
The oil delivered from front and rear pumps (28) and (29) respectively enters right and left valve
bodies (38) and (39) of main control valves (11). If no work is being performed, pump oil flows
through the main control valves and returns to hydraulic tank (32). Main control valves (11) sends a
signal (negative flow control) to each main pump to destroke to minimum output flow.
If an operation is being performed, main control valves (11) direct pump oil to respective cylinders
(boom, bucket, and stick) and/or motors (swing and travel). Main control valves (11) contain various
valve stems, passages, check valves, and orifices to perform a single operation or a combination of
operations. The maximum working pressure of the main hydraulic system is restricted to main relief
valve (14) setting of 34 300 kPa (5000 psi).
NOTE: For details of the pilot control, see the section "Pilot Oil Supply Circuit".
Controller Compartment (Under Right Side of Cab)

(52) Controller.
The electronic control system controls the outputs from the engine and the pumps through controller
(52). Controller (52) senses the position of the engine governor lever selected by engine speed dial.
Controller (52) also senses the power mode position selected by the power mode switch. The power
mode switch is located on switch panel. The controller (52) processes the information and sends a
pressure signal to the pump, so the pump can provide the optimum output for a machine load and
engine speed.
NOTE: For details of the electronic control system, refer to the module "Electronic Systems, Systems
Operation", SENR9291.
Main Pumps
Construction
Main Pumps
(1) Port (front pump negative flow control pressure). (2) Drain port. (3) Port block. (4) Outlet port. (5) Port (rear pump
negative flow control pressure). (6) Regulator. (7) Regulator. (8) Front pump. (9) Port (power shift pressure). (10) Rear
pump. (11) Pilot pump. (12) Inlet port. (13) Outlet port (front pump). (14) Outlet port (rear pump). (15) Port (automatic
travel speed change pressure). (16) Inlet port (pilot pump).
The main pumps consist of front pump (8), rear pump (10) and port block (3). The pumps and port
block are 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 (12) of port block (3) that is common to both pumps.
Each pump delivers oil through its respective outlet port (13) or (14). Pilot pump (11) draws oil
through inlet port (16) and delivers oil through outlet port (4).
The power shift pressure for the electronic controller enters the main pumps through port (9). The
negative flow control pressure from the main control valves enters the main pumps through respective
ports (1) and (5).
Pump Operation
Main Pumps
(3) Port block. (6) Regulator (front pump). (7) Regulator (rear pump). (8) Front pump. (10) Rear pump. (12) Inlet port.
(13) Outlet port (front pump). (14) Outlet port (rear pump). (17) Front shaft. (18) Swashplate. (19) Piston. (20) Port plate.
(21) Coupling. (22) Piston. (23) Swashplate. (24) Creep plate. (25) Retainer. (26) Slipper pad. (27) Piston. (28) Barrel.
(29) Passage. (30) Shuttle valve. (31) Rear shaft. (32) Piston. (33) Slipper pad. (34) Retainer.
Front shaft (17) of front pump (8) is directly coupled with the engine flywheel. Front shaft (17) is also
splined with barrel (28). Barrel (28) has nine pistons (27) in its cylinders. The head of each piston (27)
pivots on slipper pad (26). Slipper pads (26) are retained to creep plate (24) by retainer (25).
When the front shaft is driven by the engine flywheel, barrel (28) turns on port plate (20), allowing
pistons (27) and slipper pads (26) to rotate on creep plate (24). At the same time, each piston (27)
moves in or out of it's cylinder depending on the angle of creep plate (24). Pistons draw oil when
coming down the creep plate (24) and push oil when going up the plate.
Oil from the hydraulic tank goes into port block (3) through inlet port (12). The oil then goes through
passage (29) in port plate (20) and enters the cylinders of barrel (28). As barrel (28) turns, pistons (27)
move in and out of the cylinders of the barrel (28). As piston (27) moves out of the cylinder, it draws
oil in behind it.
As a piston moves into the cylinder, it pushes oil ahead of it. Each piston (27) changes, the stroke
(displacement) depending on the angle of swashplate (18). The oil that is pushed ahead of the piston
leaves the front pump through outlet port (13). Oil leaving the front pump goes to the main control
valves.
Front shaft (17) is connected in series to rear shaft (31) of rear pump (10) by coupling (21). When the
front shaft (17) is rotated by the engine flywheel, the rear shaft also rotates. The rear pump operates in
the same manner as front pump. Rear pump oil is delivered through outlet port (14) of port block (3).
Pump Regulator
Regulator
(1) Pin. (2) Plate. (3) Plate. (4) Pin. (5) Pin. (6) Spool. (7) Feedback lever. (8) Rod. (9) Spring. (10) Spring. (11) Pin. (12)
Line (power shift pressure). (13) Pin. (14) Passage. (15) Piston. (16) Pilot piston. (17) Pin. (18) Piston. (19) Swashplate.
(20) Piston chamber. (21) Pilot piston. (22) Large hole. (23) Spring. (24) Line (rear pump negative flow control pressure).
(PD) Main pump delivery pressure. (PS) Power shift pressure. (PN) Negative flow control pressure.
Pump Compartment
(12) Line (PS). (24) Line (rear pump PN). (25) Line (front pump PN). (26) Regulator (front pump). (27) Regulator (rear
pump).
The pump regulator functions as follows:
1. Depending on the machine load and engine speed, the electronic control system sends a
hydraulic signal pressure [power shift pressure (PS)] to the regulator to control the pump output
flow.
2. To keep the engine horsepower and the pump flow constant, the regulator receives the pump
delivery pressure (PD). This is called 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 negative flow control.
The regulators of the front and rear pumps are basically identical in construction and operation. The
description given is that of the rear pump regulator.
Pump delivery pressure (PD) acts on pilot piston (16) and spool (6) of regulator (27). Power shift
pressure (PS) enters regulator (27) through line (12) and goes through passage (14) to piston (15).
During total horsepower flow control, pump delivery pressure (PD) is acting on the right shoulder of
pilot piston (16), while the (PS) is acting on the left. Power shift pressure (PS) is acting on the left end
surface of piston(15). Detail description is given in the next chapter. But the outline of regulator
operation is as follows:
1. Pilot piston (16), rod (8), plate (2), feedback lever (7) and spool (6) moves in order.
2. Pump delivery pressure (PD)(Pd1) acts on piston (18) in accordance with spool (6)
movement. Swashplate (19) is inclined by pin (17) to increase or decrease the flow.
3. Feedback mechanism works so that swashplate (19) may keep inclined angle which is
equivalent to pump delivery pressure (PD). Namely, after piston (18) and pin (17) are shifted,
spool (6) is moved by feedback lever (7) to control oil supply to piston (18). Piston (18) stops
and swashplate (19) keeps its angle equivalent to amount of the load.
During constant horsepower flow control, pump delivery pressure (PD) is acting on the right shoulder
of pilot piston (16). Also during constant horsepower flow control, power shift pressure (PS) is acting
on the left end of piston (15). When the total force of these two pressures is less than that of springs
315B & 315B L TRACK-TYPE EXCAVATORS 3046 ENGINE(XEBP7712 - 02) - D... Page 10 of 137
(9) and (10), pilot piston (16) remains stationary. Swashplate (19) maintains maximum angle for
maximum pump flow. When the total force of the two pressures is greater than that of springs (9) and
(10), pilot piston (16) is shifted to decrease the swashplate angle and destroke the pump.
During negative flow control, negative flow control pressure (PN) from line (24) acts on the left end
surface of pilot piston (21). Pilot piston (21) shifts to also move plate (3), feedback lever (7), spool (6)
and related components. Negative flow control is at maximum when all the control levers are in
NEUTRAL position. This keeps the pump output flow at minimum.
NOTE: For further information on constant horsepower flow control and negative flow control, refer
to the "Regulator Operation" section of this module.
Regulator Operation
Total Horsepower Flow Control (Before Pump Destroke)
Regulator Operation (Before Pump Destroke)
(2) Plate. (6) Spool. (7) Feedback lever. (8) Rod. (9) Spring. (10) Spring. (11) Pin. (12) Line (power shift pressure). (14)
Passage. (15) Piston. (16) Pilot piston. (18) Piston. (19) Swashplate. (28) Passage. (29) Shoulder. (30) Passage. (31) Piston
chamber. (32) Piston chamber. (PD) Main pump delivery pressure. (PS) Power shift pressure.
Main pump delivery pressure (PD) acts on shoulder (29) of pilot piston (16). Power shift pressure (PS)
from passage (14) acts on piston (15) and on the left end of pilot piston (16). When the total force of
main pump delivery pressure (PD) and power shift pressure (PS) is less than the total force of springs
(9) and (10) (due to a smaller machine load) pilot piston (16) remains stationary. Plate (2), feedback
lever (7), and spool (6) also remains stationary, which keeps passage (28) closed. Main pump delivery
pressure (PD) cannot enter piston chamber (31) while there is main pump delivery pressure (PD) in
piston chamber (32). Piston (18) is shifted all the way to the left. Swashplate (19) is held at maximum
angle position which allows the pump to maintain the maximum output flow.
Total Horsepower Flow Control (After Start Of Pump Destroke)
Illustration Of Regulator Operation

(1) Pin. (2) Plate. (5) Pin. (6) Spool. (7) Feedback lever. (8) Rod. (9) Spring. (10) Spring. (11) Pin. (15) Piston. (16) Pilot
piston. (17) Pin. (18) Piston. (21) Pilot piston. (29) Shoulder. (33) Feedback pin. (34) Large hole.
Regulator Operation (After Start Of Pump Destroke)

(1) Pin. (2) Plate. (5) Pin. (6) Spool. (7) Feedback lever. (8) Rod. (9) Spring. (10) Spring. (11) Pin. (12) Line (power shift
pressure). (14) Passage. (15) Piston. (16) Pilot piston. (17) Pin. (18) Piston. (19) Swashplate. (28) Passage. (29) Shoulder.
(30) Passage. (31) Piston chamber. (32) Piston chamber. (33) Feedback pin. (34) Large hole. (35) Passage. (36) Spring.
(37) Casing. (38) Pin. (PD) Main pump delivery pressure. (PS) Power shift pressure.
An increased load on the main pump increases power shift pressure (PS) and main pump delivery
pressure (PD).
The combined forces of main pump delivery pressure (PD) and power shift pressure (PS) acts on
shoulder (29) and on the left end surface of piston (15). When these combined forces are greater than
the combined forces of springs (9) and (10), pilot piston (16) shifts to the right. Piston (16)
compresses springs (9) and (10) while moving rod (8) to the right. This turns plate (2)
counterclockwise about pin (1) as an axis. This rotation is caused by the mechanical linkage
relationship of rod (8), plate (2) and housing (37) through pins (11) and (1).
Plate (2) is also mechanically linked with feedback lever (7) through pin (5). Pin (5) is attached to
feedback lever (7) and is held in position against the left side of large hole (34) in plate (2) by the
force of spring (36). Feedback lever (7) is also mechanically linked with piston (18) and spool (6)
through pins (33) and (38). As plate (2) turns counterclockwise, it moves pin (5) to the right. Pin (5)
turns feedback lever (7) clockwise about feedback pin (33) as an axis. At the same time spool (6)
shifts to the right to compress spring (36).
When spool (6) shifts to the right, passage (28) opens to allow main pump delivery pressure (PD) to
go through passage (35) to piston chamber (31). Main pump delivery pressure (PD) acts on both right
and left end surfaces of piston (18). Because the area of the piston's left end surface is larger than that
of the right end surface, the piston shifts to the right. Piston (18) is mechanically linked with
swashplate (19) through pin (17). When piston (18) moves to the right, swashplate (19) rotates
clockwise to decrease the swashplate angle for pump destroke.
When piston (18) shifts to the right, feedback pin (33) moves to the right. This turns feedback lever
(7) counterclockwise about pin (5) as an axis, and shifts spool (6) to the left. As spool (6) shifts to the
left, passage (28) is blocked. Now spool (6) and swashplate (19) are held at the balanced position.
Negative Flow Rate Control
Negative Flow Control Operation (Partial)

(3) Plate. (4) Pin. (5) Pin. (6) Spool. (7) Feedback lever. (13) Pin. (18) Piston. (19) Swashplate. (20) Piston chamber. (21)
Pilot piston. (22) Large hole. (23) Spring. (24) Line (rear pump negative flow control pressure). (33) Feedback pin. (39)
Main control valves. (40) Passage. (41) Center bypass passage. (42) Negative flow control orifice. (43) Rear pump. (PN)
Negative flow control pressure.
The negative flow control functions to minimize pump output flow when the control levers are in the
NEUTRAL position. When a control lever is partially moved from the NEUTRAL position, the
negative flow control allows the pump output flow to gradually increase. Flow increase depends on
the lever stroke distance. This function activates for fine control operations until the center bypass
passage in the main control valves is blocked.
The rate of oil flow through center bypass passage (41) in main control valves (39) is at maximum
when all the control levers are in the NEUTRAL position. When the control levers are partially
moved for a fine control operation, part of the rear pump oil flows to passage (40) to decrease the oil
flow in center bypass passage (41). The flow in center bypass passage (41) is restricted by negative
control orifice (42). Negative flow control pressure (PN) develops in line (24).
Modulation [increase or decrease of negative flow control pressure (PN)] depends on the rate of oil
flow through center bypass passage (41). Negative flow control pressure (PN) is at maximum when all
control levers are in NEUTRAL position which keeps the pump output flow at minimum.
NOTE: For more information of the negative flow control pressure (PN), refer to the "Main Control
Valves" section of this module.
Negative flow control pressure (PN) from line (24) enters piston chamber (20). Negative flow control
pressure (PN) in the piston chamber shifts pilot piston (21) to the right to compress spring (23). When
the pilot piston shifts to the right, the mechanical linkage of pilot piston (21) through pin (13), turns
plate (3) counterclockwise about pin (4) as an axis. Plate (3) is mechanically linked with feedback
lever (7) through pin (5). Pin (5) is attached to feedback lever (7) and held in position against the left
side of large hole (22) in plate (3). The feedback lever is also mechanically linked with piston (18)
through feedback pin (33). When plate (3) turns counterclockwise, it moves pin (5) to the right. Pin
(5) turns feedback lever (7) clockwise about feedback pin (33) as an axis. Spool (18) moves to the
right which decreases swashplate (19) angle in the same manner as that done under the constant
horsepower flow control. This causes the pump to destroke at a lower level than that under the
constant horsepower flow control.
The further the control levers are moved away from the NEUTRAL position, the less force acts
against spring (23) due to a decreased negative flow control pressure (PN). Pilot piston (21) shifts to
the left to increase the swashplate angle to upstroke the pump. When the control lever is moved a
small amount, pump output flow rate is controlled between minimum and maximum. This flow
depends on negative flow control pressure (PN).
Pressure/Flow (P-Q) Characteristic Curves
P-Q Characteristic Curves

(1) Point (start of pump destroke). (2) Horsepower characteristics curve.
The output characteristics of each pump depends on the following two pressures:
1. Pump output circuit pressure.

2. Power shift pressure.
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
horsepower characteristics curve (2) represents a respective flow rate and pressure to maintain pump
output horsepower constant.
Hydraulic Schematic Of Main Control Valves
(1) Boom II control valve.
(2) Line relief valve(stick cylinder head end).
(3) Line relief valve(stick cylinder rod end).
(4) Stick I control valve.
(5) Load check valve.
(6) Center bypass passage.
(7) Swing control valve.
(8) Main control valves.
(9) Left travel control valve.
(10) Straight travel valve.
(11) Return port.
(13) Right travel control valve.
(14) Attachment control valve.
(16) Boom I control valve.
(17) Line relief valve (boom cylinder rod end).
(18) Bucket control valve.
(19) Line relief valve (bucket cylinder head end).
(20) Line relief valve (bucket cylinder rod end).
(21) Stick II control valve.
(22) Negative flow control relief valve.
(23) Negative flow control orifice.
(24) Negative flow control relief valve.
(25) Negative flow control orifice.
(26) Stick drift reduction valve.
(28) Boom drift reduction valve.
(29) Line relief valve (boom cylinder head end).
(32) Inlet port (rear pump).
(34) Inlet port (front pump).
(35) Inlet port(pilot pump).
(36) Negative flow control line.
(37) Negative flow control line.
(38) Front pump.
(39) Rear pump.
(40) Pilot pump.
Main Control Valves

Introduction
Main Control Valves (Viewed From The Front)

(1) Boom II control valve. (4) Stick I control valve. (7) Swing control valve. (9) Left travel control valve. (10) Straight
travel control valve. (13) Right travel control valve. (14) Attachment control valve. (15) Boom raise pressure switch. (16)
Boom I control valve. (18) Bucket control valve. (21) Stick II control valve. (30) Implement/swing pressure switch. (31)
Travel pressure switch. (33) Main relief valve. (53) Left body. (54) Right body. (55) Manifold.
Main Control Valves (Viewed From Top Of Machine)

(2) Line relief valve(stick cylinder head end). (3) Line relief valve (stick cylinder rod end). (19) Line relief valve(bucket
cylinder head end). (29) Line Relief valve(Boom cylinder head end).
Main control valves (8) are located in the hydraulic system between the pumps and actuators
(cylinders and motors). The main control valves control oil flow and pressure from front pump (38),
rear pump (39), and pilot pump (40) so the actuators operate at optimum speed and in the correct
direction.
The main control valves consist of right body (54), left body (53), and manifold (55). These three
components are coupled together with bolts to make one assembly. In right body (54), the following
control valves are in parallel:
1. Attachment control valve (14).

2. Boom I control valve (16).
3. Bucket control valve (18).
4. Stick II control valve (21).
In left body (53), the following control valves are in parallel:
1. Swing control valve (7).

2. Stick I control valve (4).
3. Boom II control valve (1).
In manifold (55), the following control valves are in parallel:
1. Left travel control valve (9).

2. Right travel control valve (13).
3. Straight travel control valve (10).
The right body has return port (11). The left body has return port (11). Return oil from cylinder(s)
and/or motor(s) enters the main control valves and flows out through return ports (11) hydraulic tank
through the return lines.
Manifold (55) has inlet ports (32), (34), and (35). The front pump oil flows into inlet port (34). The
rear pump oil flows into inlet port (32). The pilot pump oil flows into inlet port (35). The front and
rear pump oil flow is controlled by the main control valves and supplied to cylinder(s) and/or motor(s)
selected for operation.
Each block has other important components as follows.
Right body (54):
1. Boom cylinder line relief valves (17) and (29), and bucket cylinder line relief valves (19) and
(20) that limit respective circuit pressures.
2. Boom drift reduction valve (28) that prevents boom cylinder drift when the main control
valve is in neutral position.
3. Negative flow control relief valve (24) and negative flow control orifice (25) that function to
destroke the main pump when the control levers are in the NEUTRAL position or moved
partially.
4. Boom raise pressure switch (15) that assures an optimum boom raise speed.
5. Load check valves (27) that prevent boom and bucket cylinders from moving in the opposite
direction by larger external loads (including self weight) during operation.
Left body (53):
1. Stick cylinder line relief valves (2) and (3).

2. Stick drift reduction valve (26).
3. Negative flow control relief valve (22) and negative flow control orifice (23).
4. Load check valve (5).
NOTE: Major functions of the above components are basically the same as those described in
right body (54).
5. Pressure switches for implement/swing (30) and travel (31) that create electric signals for the
low idle operation.
Manifold (55):
1. Main relief valve (33) that limits the main hydraulic system pressure.
Functions of the main control valves are divided into the following five configurations:
1. Pilot control valves in the NEUTRAL position with no load placed on the cylinders and
motors.
2. Individual valve operation.
3. Negative flow control when the control levers are in the NEUTRAL position or moved
partially.
4. Load check valve operation to prevent each cylinder from moving in the opposite direction,
by external load, during operation.
5. Relief valve operation to limit the circuit pressure.
Description on some of the components that are installed on or in the main control valves will be
given separately. Refer to appropriate sections in this module for further information on these
components shown below.
1. Boom raise pressure switch (15): Refer to "Pilot Oil Supply Circuit" section in this module.
2. Boom drift reduction valve (28) and stick drift reduction valve (26): Refer to "Boom, Stick,
And Bucket Control" section in this module.
3. Straight travel valve (10): Refer to "Straight Travel Control" section in this module.
4. Logic valve (30): Refer to "Loading Operation" section in this module.
5. Implement/swing pressure switch (30) and travel pressure switch (31): Refer to "Pilot
Circuit" section in this module.
Main Control Valve Operation In Neutral Position
Main Control Valves (Neutral position)

(1) Right body. (2) Stick II control valve. (3) Bucket control valve. (4) Return passage (5) Boom I control valve. (6)
Parallel feeder passage. (7) Attachment control valve. (8) Right travel control valve. (9) Return port (10) Straight travel
control valve. (12) Left travel control valve. (13) Return passage. (14) Stick I control valve. (15) Boom II control valve.
(16) Left body (17) Negative flow control orifice. (18) Center bypass passage. (19) Inlet port. (20) Inlet port. (21) Center
bypass passage. (22) Parallel feeder passage. (23) Negative flow control orifice.
Rear pump oil from inlet (19) flows through center bypass passage (21) and parallel feeder passage
(22) and enters left body (16). Front pump oil from inlet port (20) flows through center bypass
passage (18) and parallel feeder passage (6) and enters right body (1).
When all the control levers are in the NEUTRAL position, rear pump oil from flows through center
bypass passage (21), negative flow control orifice (23), return passage (13) and return port (9) to enter
hydraulic tank. Front pump oil flows through center bypass passage (18), negative flow control orifice
(17), return passage (4) and return port (9) to enter hydraulic tank. Oil in parallel feeder passages (6)
and (22) supplied from both pumps remains blocked by each control valve stem.
Activation of any control lever provides two paths for front pump oil. One path is from center bypass
passage (18) to right travel control valve (8). The other path is from parallel feeder passage (6) to
attachment control valve (7), boom I control valve (5), bucket control valve (3). Activation of any
control lever also provides two paths for rear pump oil. One path is from center bypass passage (21)
to left travel control valve (12) and stick I control valve (14). The other pass is from parallel feeder
passage (22) to swing control valve (12).
Pressure increases on the upstream side of each of negative control orifices (21) and (18). The
increased hydraulic signal pressure goes through negative flow control lines (22) and (19) to the front
and rear pumps. The hydraulic signal controls the pump output flow.
Individual Valve Operation
Bucket Control Valve (Neutral Position)

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

(1) Pilot port. (4) Stem. (5) Return passage. (6) Port. (7) Center bypass passage. (8) Port. (11) Passage. (12) Load check
valve. (13) Parallel feeder passage. (15) Passage. (16) Passage.
When the bucket pilot control valve is placed in the CLOSE position, pilot oil is supplied to port (1).
Oil enters port (1) which causes stem (4) to move to the right. This blocks center bypass passage (7)
and opens passage (16). Passage (15) is now connected to return passage (5).
Front pump oil in parallel feeder passage (13) flows through load check valve (12). Front pump oil
then passes through passages (11) and (16) to port (6). The bucket cylinder rod extends which allows
the displaced oil in the rod end to flow to port (8).
Oil from port (8) flows through passage (15) to return passage (5) 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) Negative flow control line. (5) Negative flow
control line. (6) Negative flow control relief valve. (7) Orifice. (8) Negative flow control relief valve. (9) Orifice. (10)
Return passage. (11) Front pump. (12) Rear pump.
Main Control Valves (Viewed From The Front)

(4) Negative flow control line. (5) 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 and 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)
(2) Center bypass passage. (3) Passage. (4) Negative flow control line. (8) Negative flow control relief valve. (9) Orifice.
(10) Return passage. (13) Valve. (14) Spring. (15) Body. (PN) Negative flow control signal pressure.
Oil from front pump (11) flows through center bypass passage (2) and passage (3). From passage (3),
front pump oil enters orifice (9) and passes though return passage (10). Oil flow is restricted by orifice
(9) which causes a negative flow control pressure (PN) to develop in passage (3). Negative flow
control pressure (PN) goes through negative flow control line (4) to cause the pump regulator to
destroke the front pump.
Negative flow control relief valve (8) consists of valve (13), spring (14), and body (15).
When oil flow in a center bypass passage suddenly changes, there is a sudden rise in the negative flow
control pressure. To prevent pressure shock to machine implements, negative flow control relief valve
(8) opens to give a cushion effect. Negative flow control relief valve (8) allows part of the oil flow to
vent through valve (13) and to return through passage (10).
When all pilot controls are in the NEUTRAL position, all of the front pump oil goes through center
bypass passage (2) and orifice (9). The oil then goes out through return passage (10). The return
passages return the oil to the hydraulic tank. Maximum negative flow control pressure (PN) develops
in passage (3) and is directed to the front pump. The pump swashplate rotates to its minimum angle
which causes the front pump to destroke for minimum output flow.
Typical Cross Section Of Bucket Control Valve (Fine Control Operation)

(2) Center bypass passage. (17) Stem. (18) Port. (19) Passage. (20) Parallel feeder passage. (PP) Pilot pressure.
When partial implement operation is started, pilot pressure (PP) shifts stem (17) a small amount to the
right. Pilot pressure (PP) partially opens passage (19) and partially blocks center bypass passage (2).
Part of the front pump oil from center bypass passage (2) goes through orifice (9). The remainder of
the oil goes through parallel feeder passage (20) and passage (19) to port (18). The rate of oil flow in
center bypass passage (2) decreases. The resistance to oil flow through orifice (9) and the negative
flow control pressure (PN) in passage (3) decreases. The front pump swashplate starts to rotate to a
larger angle which causes the front pump to upstroke and increase the output flow within a level
lower than that during total horsepower control..
Full implement operation moves stem (17) to the right to block center bypass passage (2). No oil
flows through passage (3) which causes no negative flow control pressure (PN). The front pump
output is held at maximum. Now the front pump output is controlled by the total horsepower flow
control.
Control of pumps output (modulation) for precise work is made by small movements of the control
levers. This allows fine control operation of the implements for precision work.
The negative flow control works in the same way for the rear pump (12) oil through orifice (7).
Load Check Valve
Boom I Control Valve (Boom Raise Position) (Load Check Valve Open)
(1) Load check valve. (2) Center bypass passage.
Load check valve (1) performs two jobs. First, load check valve (1) prevents oil loss from a high
pressure circuit (in parallel and in operation at the same time) to a lower pressure circuit. For
example, the check valve operates when the bucket cylinder is moved under a light load while the
boom cylinders are raised. The high pressure oil of the boom cylinders wants to flow toward the low
pressure oil side of the bucket cylinder. Load check valve (1) prevents the boom from lowering.
Second, load check valve (1) prevents the boom from moving down when first activated at a slow
speed. When the boom starts moving 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 oil in the boom
cylinders would flow through center bypass passage (2) to the hydraulic tank. This would cause the
boom to lower. Load check valve (1) prevents flow of pressure oil from the head end of the cylinders
to the hydraulic tank.
Limitation Of Circuit Pressures

The main control valves have two types of relief valves:
1. The main relief valve restricts the maximum circuit pressure in the main hydraulic system.
2. The line relief valve restricts the pressure in each of the cylinder circuits.
Main Relief Valve
Cross Section Of Straight Travel Valve And Main Relief Valve

(1) Main control valves. (2) Left travel control valve. (3) Straight travel valve. (4) Right travel control valve. (5) Check
valve. (6) Check valve. (7) Passage. (8) Return passage. (9) Piston. (10) Main relief valve. (11) Front pump. (12) Rear
pump. (13) Pilot pump. (14) Line. (15) Line. (16) Valve. (17) Valve.
Oil from front and rear pumps (11) and (12) enters main control valve (1) through lines (15) and (4),
respectively. Front and rear pump oil goes through check valves (5) or (6) and passage (7) to main
relief valve (10). Only the higher of the two oil pressures from either the front or rear pump goes
through passage (7) to main relief valve (10). The main relief valve is set to open at the set pressure.
When the circuit pressure in passage (7) is lower than the main relief valve pressure setting, valves
(16) and (17) are closed, allowing no oil flow from passage (7) to return passage (8).
Main Relief Valve

(7) Passage. (8) Return passage. (9) Piston. (16) Valve. (17) Valve. (18) Adjuster. (19) Passage. (20) Spring. (21) Plug.
(22) Passage. (23) Throttling orifice. (24) Passage. (25) Valve chamber. (26) Spring. (27) Spring chamber. (28) Passage.
(29) Piston.
As the oil pressure in passage (7) increases to the relief pressure setting, the oil pressure from passage
(7) overcomes the force of spring (20) and shifts valve (16) to the left (open position). The oil in valve
chamber (25) now goes through passage (24) to return passage (8) and becomes low pressure oil. At
the same time, the oil pressure in passage (7) shifts piston (29) to the left until piston (29) is in contact
with the right end face of plug (21). Now the oil pressure from passage (7) is decreased at throttling
orifice (23) and goes to passage (22). The decreased pressure oil then goes through passage (28) to
spring chamber (27). Because of decreased pressure in spring chamber (27), the pressure oil from
passage (7) pushes valve (17) to the left (open position) against the force of spring (26), allowing
pressure oil in passage (7) to flow to return passage (8). Now the pressure in passage (7) is kept at the
specified main relief valve pressure setting.
Main relief valve pressure adjustment can be made by turning adjuster (18).
Line Relief And Makeup Valves (Built In)
The line relief valve and makeup valves are located in the circuit 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 increases in the cylinder and the circuit to the control valve. The
line relief valves except for the bucket cylinder head end line limit the pressure to the set pressure.
The line relief valve also operates as makeup valve.
When an outside force acts on a implement cylinder (with the control valve in the NEUTRAL
position), the implement cylinder piston tries to move which causes a vacuum in the cylinder. The
makeup part of the valve returns part of the return oil to the cylinder, removing the vacuum condition.
Line Relief Valve (Closed Position)

(1) Spring. (2) Valve. (3) Spring chamber. (4) Passage. (5) Return passage. (6) Passage. (7) Plug. (8) Valve. (9) Valve.
(10) Piston.
High pressure oil between each cylinder and its control valve goes through passage (6). From passage
(6) oil enters the line relief valve. The oil then goes through passage (4) in piston (10) and into spring
chamber (3). If oil pressure does not exceed the line relief valve pressure setting, valve (2) remains
closed by the force of spring (1). Pressure in passage (6) and in spring chamber (3) becomes equal.
Because there is more surface area on the spring chamber side of valves (8) and (9) than on the
cylinder passage side, both valves are shifted all the way to the right and held in this position. Oil
flow from passage (6) to return passage (5) is blocked.
Relief valve operation:
Line Relief Valve (Open Position)

(1) Spring. (2) Valve. (3) Spring chamber. (4) Passage. (5) Return passage. (6) Passage. (7) Plug. (9) Valve. (10) Piston.
(11) Valve chamber. (12) Passage. (13) Passage.
The line relief valve section operates in the same manner as the main relief valve.
When oil pressure in passage (6) increases to the line relief pressure setting, valve (2) shifts to the left
(open position). Piston (10) is also shifted to the left until it is in contact with plug (7). Now passage
(9) is shifted to the open position which allows oil from passage (6) to flow to return passage (5). The
pressure in passage (6) is now kept at the specified line relief valve pressure setting.
Makeup valve operation :
Line Relief Valve (Makeup Valve In Operation)

(3) Spring chamber. (4) Passage. (5) Return passage. (6) Passage. (8) Valve. (9) Valve. (11) Shoulder.
When oil is lost through operation of a rod end line relief of a cylinder, oil has to be made up
(replaced) in the head end to prevent a vacuum condition.
Passage (6) is connected to spring chamber (3) through passage (4). When oil is lost through a line
relief operation, a vacuum can occur in passage (6) and spring chamber (3). Oil pressure from return
passage (5) acts on shoulder (11) of valve (8) and shoulder (11) receives the negative pressure from
spring chamber (3). Valve (8) shifts to the left. Now the oil from return passage (5) goes into passage
(6) as makeup oil to remove the vacuum condition.
Hydraulic Schematic For Pilot Oil
(1) Swing parking brake solenoid valve.
(2) Swing parking brake.
(3) Displacement change valve (left travel).
(4) Displacement change valve (right travel).
(5) Line.
(6) Line.
(9) Straight travel control valve.
(12) Line.
(15) Passage.
(17) Passage.
(18) Passage.
(19) Passage.
(21) Line
(22) Passage.
(23) Pressure control valve.
(24) Passage.
(25) Implement pressure switch.
(28) Line.
(29) Line.
(30) Line.
(31) Pilot control valve (right and left travel).
(32) Pilot control valve (stick/swing).
(33) Leveling solenoid valve.
(35) Trenching solenoid valve.
(36) Proportional reducing valve.
(37) Line.
(38) Pilot control valve (bucket/boom).
(39) Line.
(40) Passage.
(41) Pilot relief valve.
(42) Pilot oil manifold.
(44) Passage.
(45) Passage.
(46) Line.
(47) Front pump.
(48) Rear pump.
(49) Pilot pump.
(50) Pilot filter.
(51) Passage.
(52) Passage.
Pilot Oil Supply Circuit

Introduction
Pilot system oil from pilot pump (49) has the following three main functions:
1. To control main pump output.

2. To provide easier operation of control levers.
3. To create pilot pressure signals so various controls can be achieved.
The pilot system oil from pilot pump (49) goes through pilot filter (50). From the filter oil passes
through line (46) to pilot oil manifold (42). The pilot oil is then separated into the following circuits
through respective lines (37) and (28), and passages (40), (45) and (44).
1. Proportional reducing valve circuit;
Pilot oil from passage (40) goes to proportional reducing valve (36). The pilot oil is changed
into a hydraulic signal of power shift pressure. The hydraulic signal goes through line (39) to
the regulators of main pumps (47) and (48) to control the pump output.
NOTE: For more information on the regulators and main pumps, refer to "Main Pumps"
section in this module.
2. Pilot control valve circuits;
The pilot control valve is the main component in the pilot system. The pilot oil goes through
line (37) to hydraulic activation control valve (43). Pilot oil then goes to pilot control valves
(31), (32) and (38). When a pilot control valve is operated, pilot oil goes to the main control
valve(s) selected. The pilot oil shifts the stem(s) in the selected main control valve(s) to operate
a cylinder and/or motor. As a typical example;
a. Pilot oil goes to the main control valves selected and shifts the stem in the selected
main control valves to operate a cylinder and/or motor. As a typical example, pilot oil
from line (12) or (29) controls the movement of the stem in boom I control valve (11).
b. The pilot oil from line (29) and passage (30), or line (21) activates boom drift
reduction valve (20) or stick drift reduction valve (16) during boom lower or stick in
operation. When the boom control lever is moved to the LOWER position, pilot oil from
pilot control valve (38) goes through line (29) and passage (30) to boom drift reduction
valve (20).
Boom drift reduction valve (20) allows return oil flow from the boom cylinder head end
to main control valves (13). Now the boom cylinder retracts for boom lower. When the
stick control lever is moved to the STICK IN position, pilot oil through line (21) activates
stick drift reduction valve (16) in the same manner as that described for boom drift
reduction valve (20).
NOTE: For more information on boom and stick drift reduction valves, refer to the
"Boom And Stick Control" section in this module.
c. When the boom control lever is moved to the full RAISE position, pilot oil from line
(12) activates boom raise pressure switch (7). Boom raise pressure switch (7) energizes
leveling solenoid valve (33). This assures enough boom raise speed for the combined
operation of Boom Raise and Stick In.
NOTE: For more information on the leveling solenoid valve, see the section, "Leveling
Operation", in this module.
3. Pilot circuits in the main control valves;
Pilot oil from line (28) enters main control valves (13). The oil then separates into three oil
flows through passages (18), (19) and (22).
a. When right and left travel control valves (10) and (8) are operated, pilot oil in passages
(18) and (19) goes through passages ((51) and (52) respectively.
NOTE: For more information, refer to the "Main Control Valves" section in this module.
Pilot oil in passage (24) activates travel pressure switch (26). When the travel control is
not operated, the pilot oil pressure in passage (24) remains low and does not turn on
travel pressure switch (26). The on or off signal from the travel pressure switch is sent to
the electronic controller. The electronic controller processes the signal from the travel
pressure switch (26) and the signal from implement/swing pressure switch (25) so the
automatic engine control (AEC) functions.
NOTE: For more information on the automatic engine speed control, refer to: "Electronic
And Electrical System, Systems Operation, SENR9291".
When right and left travel control valves (10) and (8) are operated simultaneous with
swing or implement controls, the pilot oil pressure in passage (15) increases. The
pressure increase activates straight travel valve (9) so the machine can travel straight
during a implement operation.
NOTE: For more information, refer to the "Straight Travel Control" section in this
module.
b. When a swing and/or implement control(s) is operated, the pilot oil pressure in passage
(17) increases. The increased pressure turns on implement/swing pressure switch (25).
When no implement and swing controls are operated, the pilot oil pressure in passage
(17) remains low and does not turn on implement/swing pressure switch (25).
4. Swing parking brake release circuit;
The swing parking brake releases circuit functions to release the swing parking brake during
implement and/or swing operation. Pilot oil in line (5) goes to swing parking brake solenoid
valve (1). Pilot oil from pilot manifold (42) goes through line (5) to swing parking brake
solenoid valve (1). When implement and/or swing controls are operated, the pilot oil pressure in
passage (18) increases. The pressure increase activates swing pressure switch (25) ON. Swing
parking brake solenoid valve (1) is energized. Now the pilot oil from line (5) goes through
swing parking brake (2). This release the swing parking brake.
NOTE: See "Swing Control" for more information.
5. Logic valve circuit;
The pilot oil in passage (45) goes through trenching solenoid valve (35) to pressure control
valve (53). Pressure control valve (53) activates to open the logic valve This allows the swing
and stick circuits to share rear pump (48) oil in an optimum manner.
NOTE: For more information on the logic valve, refer to the "Loading Operation" section in
this module.
6. Automatic travel speed change valve circuit;
Pilot oil flows from passage (44) to travel speed solenoid valve (34). When the travel speed
switch on the switch panel is placed in the high speed position, travel speed solenoid valve (34)
opens. Pilot oil from passage (44) goes through line (6) to right and left travel displacement
change valves (3) and (4). VAlves (3) and (4) activate so the machine travels straight.
NOTE: For more information, refer to the "Travel Control" section in this module.
The pressure of pilot system oil is limited to 4100 kPa (595psi) by pilot relief valve (41).
Components In Pilot Oil Circuit
Pilot Oil Circuit Schematic (Partial)

(1) Pilot control valve (stick/swing). (2) Pilot control valve (bucket/boom). (3) Pilot oil manifold. (4) Proportional
reducing valve. (5) Accumulator. (6) Front pump. (7) Rear pump. (8) Pilot relief valve. (9) Pilot pump. (10) Hydraulic
activation control valve. (11) Pilot filter.
This section gives the description on the construction and operation of the following pilot circuit
components:
1. Pilot pump (9).

2. Pilot filter (11).
3. Accumulator (5).
4. Pilot relief valve (8).
5. Hydraulic activation control valve (10).
6. Pilot control valves for stick/swing (1) and bucket/boom (2).
7. Proportional reducing valve (4).
Pilot Pump
Pilot pump (9) is a gear type pump. It is mechanically connected in series to rear pump (7). The pilot
pump supplies pressure oil to the pilot system.
Pilot Filter
Hydraulic Tank (Rear View)

(11) Pilot filter.
Pilot Filter
(11) Pilot filter. (12) Relief valve. (13) Filter element.
Filter element (13) in pilot filter (11) removes contaminants from the pilot oil.
If the oil flow through filter element (13) becomes restricted due to oil being too cold or too
contaminated, the oil bypasses pilot filter (11) through bypass relief valve (12).
Accumulator And Pilot Relief Valve
Pilot Oil Manifold Compartment

(3) Pilot oil manifold. (5) Accumulator. (8) Pilot relief valve.
Pilot Oil Manifold compartment (Partial)

(3) Pilot oil manifold. (5) Accumulator. (8) Pilot relief valve. (14) Gas chamber. (15) Bladder. (16) Bowl. (17) Pressure oil
chamber. (18) Port. (19) Inlet port. (20) Passage. (21) Passage. (22) Check valve. (23) Valve.
Accumulator
Pilot oil flows through pilot filter (11), pilot oil manifold (3), and passage (21). The pilot oil opens
check valve (22) and goes out through passage (20) to hydraulic activation control valve (10). Pilot oil
then goes to the pilot control valves.
Accumulator (5) provides oil to the pilot line as makeup oil. During combined operations, the pilot
system needs more oil because there is not enough pilot pump oil flow. When lowering implements
with the engine stopped, makeup oil supply is provided by the accumulator.
The accumulator stores hydraulic oil pressure by taking advantage of the compressibility of nitrogen
gas in gas chamber (14).
The pilot pump oil from passage (20) goes through inlet port (19) and into oil chamber (17). The pilot
pressure oil pushes against bladder (15) compressing the nitrogen gas in gas chamber (14).
Check valve (22) is located in the passage connected to inlet port (19). The check valve prevents oil
from flowing back to passage (21). Accumulator oil goes through passage (20) and is used to shift the
main control valve stems.
Pilot relief valve
Pilot relief valve (8) is attached to pilot oil manifold (3). The pilot relief valve limits the pressure in
the pilot circuit to 4100 kPa (595 psi). When the pressure in passage (21) increases to the pilot relief
valve pressure setting, valve (23) opens to allow part of the oil in passage (21) to return to the
hydraulic tank.
Hydraulic Activation Control Valve
Cab Floor (Bottom View)

(1) Hydraulic activation control valve. (2) Solenoid valve.
Cab
(3) Hydraulic activation control lever (LOCKED position).
Cab
(3) Hydraulic activation control lever (UNLOCKED position).
Hydraulic activation control lever.

(3) Hydraulic activation control lever. (4) Lever. (5) Plunger. (6) Limit switch.
When hydraulic activation control lever (3) is in the LOCKED position, solenoid valve (2) of
hydraulic activation control valve (1) is not energized. Hydraulic activation control valve (1) is
closed, pilot oil is blocked to the pilot control valves.
Hydraulic activation control lever (3) has a limit switch (6). The limit switch allows the engine start
switch to operate only when hydraulic activation control lever (3) is placed in the LOCKED position.
This prevents unexpected machine and/or implement operation.
When hydraulic activation control lever (3) is in the UNLOCKED position, the hydraulic activation
control valve (1) is opened to allow pilot oil to flow to the pilot control valves.
Hydraulic Activation Control Valve (Shown In UNLOCKED Position)

(1) Hydraulic activation control valve. (2) Solenoid valve. (7) Port (pilot control valve for sing/stick). (8) Port (pilot
control valve for boom/bucket). (9) Port (pilot control valve for travel). (10) Return port. (11) Port. (12) Spring. (13)
Passage. (14) Passage. (15) Passage. (16) Passage. (17) Spool. (18) Passage.
When hydraulic activation control valve (1) is placed in the UNLOCKED position, solenoid valve (2)
is energized to move spool (17) to left. Port (11) is open to passage (14) through passage (18) and
(15). Pilot oil enters hydraulic activation control valve (1) through port (11). The pilot oil then goes
through ports (9), (7) and (8) to pilot control valves. The oil then activates the main control valves.
Limit switch (6) is located in hydraulic activation control valve (1). When the hydraulic activation
control valve is in the UNLOCKED position, plunger (5) of limit switch (6) is in the ON position.
When hydraulic activation control valve (1) is in the LOCKED position, solenoid valve (2) is de-
energized. Consequently, spool (17) returns to the right by spring (12) force. Pilot pump oil is blocked
(held) between port (11) and passage (14). Passage (13) is now connected to return passage (10).
When the flow of pilot oil is blocked to passage (14), return oil from each pilot control valve goes
through passages (14), (13) and (16). Return oil now passes through return port (10) to the pump
suction line. Movement of the pilot control valve levers will not activate the main control valves.
When the hydraulic activation control lever (4) is in LOCKED position, plunger (5) of limit switch
(6) is in the OFF position.
Pilot Control Valves (Implement/Swing)
Cab
(1) Pilot control valve (stick/swing). (2) Pilot control valve (bucket/boom).
Main Control Valve Compartment, (Top View Pilot line)

(3) Boom I RAISE. (4) BACKWARD LEFT travel. (5) LEFT swing. (6) Boom II RAISE. (7) Bucket CLOSE. (8)
BACKWARD RIGHT travel. (9) Stick I LOWER.
Pilot control valves (1) and (2) sends pilot pump oil to the main control valves through the following
pilot lines:
1. Pilot line (9) for stick I IN.

2. Pilot line (5) for LEFT SWING.
3. Pilot line (7) for BUCKET CLOSE.
4. Pilot line (3) for boom I RAISE.
5. Pilot line (6) for boom II RAISE.
Pilot lines for stick I OUT, stick II OUT, RIGHT swing, bucket OPEN, boom I RAISE and boom II
RAISE are connected to the opposite ports of the main control valve ports that are connected to pilot
lines (9), (5), (7), (3) and (6) respectively.
Pilot Control Valve Operation
Pilot Control Valve (Implement And Swing)

(1) Control lever. (2) Rod. (3) Return passage. (4) Passage. (5) Spool. (6) Plate. (7) Rod. (8) Seat. (9) Metering spring.
(10) Spring. (11) Return chamber. (12) Return passage. (13) Passage. (14) Spool. (15) Port. (16) Passage. (17) Port. (18)
Port. (19) Port. (20) Spring. (21) Seat.
When control lever (1) is moved to the left, plate (6) tilts to the left. Plate (6) pushes down on rod (7)
and seat (8). Seat (8) compresses metering spring (9) and spring (10). Metering spring (9) moves
spool (14) down to open passage (13). Pilot oil now goes through passage (16) and (13). Pilot oil
flows through port (17) and through line to the main control valves. The oil pressure on the end of the
main control valve stem causes the stem 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
(15). From port (15) oil returns through passage (13) and to return chamber (11). Return chamber (11)
returns the oil to the hydraulic tank.
When rod (2) is not pushed down, return passage (3) is open and passage (4) remains blocked.
Spring (10) provides the force to return the control levers to the NEUTRAL position when released.
When the pilot control lever is moved to the left, metering spring (9) is compressed. The metering
spring forces spool (14) to move down. Movement of spool (14) controls the amount of pilot oil
pressure that goes through passage (13) to the main control valves. The pilot oil sent to the main
control valves changes proportionally to the travel distance of the pilot control lever. Movement of the
main control valve stem causes a change in oil flow to cylinders and/or motors, proportional to a
change in pilot oil pressure. Fine movement of the pilot control lever allows fine control of operation
of the cylinders and/or motors.
Proportional Reducing Valve

(1) Proportional reducing valve. (2) Line (to main pumps). (3) Line (from pilot pump). (3) Line (to hydraulic tank). (5)
Pilot oil manifold.
Proportional Reducing Valve

(1) Proportional reducing valve. (6) Solenoid. (7) Pressure reducing valve.
Proportional reducing valve (1) is located on pilot oil manifold (5). Proportional reducing valve (1)
receives pilot pump oil from line (3). Pilot oil is changed into the hydraulic signal of power shift
pressure. The power shift pressure delivers the hydraulic signal through line (2) to the main pumps.
Proportional reducing valve (1) consists of solenoid (6) and valve (7). While the engine is operating,
an electrical signal from the electronic controller energizes solenoid (6). Solenoid (6) controls valve
(7). Valve (7) allows a certain amount of pilot pressure oil through to the pump regulator which
controls the pump output. This pilot pressure signal received by the pump 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)

(8) Spring. (9) Spool. (10) Passage (power shift pressure). (11) Passage. (12) Passage (pilot pressure).
A decrease in engine speed increases the signal current to solenoid (6) and increases the magnetic
force to rod. The rod pushes spool (9) down overcoming the force of spring (8). Now passage (11)
opens, allowing pilot oil flow from line (3) through passages (12) and (11). The oil then goes through
passage (10) and line (2) to the pump regulator as power shift pressure.
The power shift pressure increases and the pump destrokes.
Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Decrease)

(8) Spring. (9) Spool. (10) Passage. (11) Passage. (13) Passage. (14) Passage.
An increase in engine speed decreases the signal current to solenoid (6). The magnetic force given to
rod becomes smaller than the force of spring (8), causing the rod to move up. Spool (9) follows the
rod up, opening passage (14) and closing passage (11). The power shift pressure in passage (10) then
vents through passage (14) and out through passage (13) and line (4) to the hydraulic tank. The power
shift pressure decreases, allowing the pump to upstroke.
The power shift pressure is determined by the relationship between the force given to the rod and the
force of spring (8).
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).
Hydraulic Schematic For Return Circuit
(1) Swing motor.
(2) Travel motor.
(3) Drain line.
(4) Drain line.
(5) Makeup line.
(6) Oil cooler.
(7) Bypass check valve.
(8) Passage.
(10) main control valves.
(11) Slow return check valve.
(13) Drain line.
(14) Orifice.
(15) Orifice.
(16) Return passage.
(18) Front pump.
(19) Suction line.
(20) Rear pump.
Return Circuit
Introduction
Oil from front and rear pumps (18) and (20) enters main control valves (10) and flows to return
passage (16) as follows:
1. With no load placed on the machine;
a. Front pump oil goes through center bypass passage (12) and orifice (15) to return
passage (16).
b. Rear pump oil goes through center bypass passage (9) and orifice (14) to return
passage (16).
2. With a load placed on the machine;
a. Return oil from each main control valve for travel, swing, and implements goes to
return passage (16).
The oil in return passage (16) then flows as follows:
1. With very low oil temperature, most of the oil is returned through bypass check valve (7) to
hydraulic tank (17). The remainder of the oil goes through oil cooler (6) to hydraulic tank (17).
2. When the oil temperature increases, the rate of oil flow through slow bypass check valve (7)
decreases and the rate of oil flow through oil cooler (6) increases.
Case drain oil from swing motor (1) and travel motors (2) goes through drain lines (3) and (4)
respectively. Case drain oil from the motors combines at drain line (13) and returns to hydraulic tank
(17). Case drain oil from front and rear pumps (18) and (20) goes through drain line (13) to hydraulic
tank (17).
If a vacuum occurs in the swing motor, makeup line (5) routes part of the oil to the motor. The
makeup oil eliminates the vacuum condition.
Slow Return Check Valve Circuit And Oil Cooler Circuit
Main Control Valve Compartment (Return Circuit)

(9) Bypass check valve. (11) Slow return check valve. (21) Inlet line[to oil cooler(6)]. (22) Return line.
Oil Cooler (Engine Viewed From Left Side) (Return Circuit)

(6) Oil cooler. (21) Inlet line. (22) Return line.
Slow return check valve (11) is provided at the rear of main control valve (10). Slow return check
valve (11) restricts the oil flow from return line (16), keeping the pressure constant in return line (16).
This allows part of oil in makeup line (5) to go to the swing motor to remove the vacuum condition in
the swing motor.
NOTE: For more information on the makeup operation, refer to the "Swing Control" section in this
module.
Return oil flow from slow return check valve (11) goes through passage (8) and then divides into two
paths. One is to inlet line (21) and the other is to bypass check valve (7). The combined oil in inlet
line (21) flows into oil cooler (6). The oil is cooled in oil cooler (6) and returns to hydraulic tank (17)
through return line (22). The oil cooler is bolted to the engine radiator.
Bypass Return Circuit
Schematic diagram of return line (partial)

(6) Oil cooler. (7) Bypass check valve. (8) Passage. (10) Control valve. (11) Slow return check valve. (17) Hydraulic tank.
(21) Inlet line. (22) Return line.
Return oil flow from slow return check valve (11) goes through passage (8) and then divides into two
paths. One is to inlet line (21) and the other is to bypass check valve (7).
When return oil temperature is very low, resistance to oil flow in passage (8) is high and causes an
increase in oil pressure, opening bypass check valve (7).
Most of return oil directly flows through return passage (8), bypass check valve (7) and return line
(22) to hydraulic tank (17). The remaining oil goes through inlet line (21) to oil cooler (6). This
causes the oil temperature to quickly increase, minimizing the pressure loss and smoothing the
movement of hydraulic components.
As oil cooler increases, the oil pressure decreases. Bypass check valve (9) starts to close. Now there is
more oil flow through inlet line (23) to oil cooler (6) to keep optimum oil temperature.
Hydraulic Tank
Hydraulic Tank
(16) Return filter. (22) Hydraulic tank. (24) Suction line. (30) Return chamber. (31) Element. (32) Tank chamber. (33)
Line. (34) Port. (35) Suction filter. (36) Relief valve. (37) Passage.
Hydraulic tank (Top view)

(38) Air breather.
Return oil from oil cooler (6) flows through port (34) and passage (37) to return chamber (30) of
hydraulic tank (22). Return filter (16) consists of element (31) and relief valve (36), and is located at
the back of hydraulic tank (22). The oil enters tank chamber (30) through filter (16) element (31) and
line (33). Oil in tank chamber (30) goes out through suction filter (35) and enters the main pump
through suction line (24).
Air breather (38) is located on the top of hydraulic tank (22). Air breather (38) prevents an increase or
decrease in pressure in hydraulic tank (22) that could occur due to a change in oil level and/or
temperature.
Hydraulic Schematic For Boom Raise
(1) Boom cylinders.
(2) Line.
(3) Line.
(4) Line.
(5) Port.
(6) Pilot line.
(7) Port.
(8) Port.
(12) Port.
(13) Check valve.
(16) Parallel feeder passage.
(19) Pilot control valve (bucket/boom).
(20) Pilot line.
(21) Front pump.
(22) Rear pump.
(23) Pilot pump.
Front Control
Boom Control
Introduction
The boom raise operation is controlled by boom I control valve (11) and boom II control valve (14).
The boom raises in high speed when the oil is supplied to the head end of boom cylinders (1) from
both front pump (21) and rear pump (22). The boom raises in low speed when only boom I control
valve (11) is supplied oil from the front pump.
Boom drift reduction valve (18) is located in boom I control valve (11). When all the pilot control
levers are in the NEUTRAL position, valve (11) stops any reverse oil flow from the head end of boom
cylinders (1) to prevent boom drift.
During boom lower, oil is supplied to boom cylinder (1) from front pump (21) only. Boom I control
valve (11) contains regeneration circuit which activates check valve (10). During boom lower, return
oil from the head end of boom cylinder (1) goes to the rod end. Like this, the return oil from the head
end is used effectively, which requires less oil supply from front pump to the rod end.
Boom Raise (High Speed)

(11) Boom I control valve. (14) Boom II control valve.
Oil from front pump (21) flows through parallel feeder passage (17) to boom I control valve (11).
Oil from rear pump (22) flows through parallel feeder passage (16) to boom II control valve (14).
When the boom control lever is moved to FULL RAISE position, the pilot oil in pilot control valve
(19) goes through pilot line (20). The pilot oil flow then divides into two paths. One oil flow goes
through port (7) into boom I control valve (11). The other is through pilot line (6) to port (5) of boom
II control valve (14).
Boom I Control Valve (Boom Raise Position)

(7) Port. (8) Port. (10) Load check valve. (15) Return passage. (17) Parallel feeder passage. (18) Boom drift reduction
valve. (28) Passage. (29) Spring. (30) Spring. (31) Passage. (32) Stem. (33) Passage. (34) Passage. (35) Passage. (36)
Passage. (37) Sleeve. (38) Spool. (39) Passage.
Pilot oil flow from port (7) moves stem (32) of boom I control valve (11) to the right against the
forces of springs (29) and (30). Front pump oil in parallel feeder passage (17) goes through load check
valve (10) to passages (39), (35), and boom drift reduction valve (18). Boom drift reduction valve
(18) sends the oil out through port (8) and line (4) to the head end of boom cylinders (1).
During a boom raise operation, passage (34) oil passes through passage (28), sleeve (37), spool (38),
and passage (31) to passage (33). Oil pressure from passage (33) opens boom drift reduction valve
(18). Boom drift reduction valve (18) allows front pump oil flow from passage (17) to port (8).
Boom II Control Valve (Boom Raise Position)

(5) Port. (12) Port. (13) Check valve. (16) Parallel feeder passage. (40) Spring. (41) Spring. (42) Stem. (43) Passage. (44)
Passage.
Pilot oil at port (5) of boom II control valve (14) moves stem (42) to the right against the force of
springs (40) and (41). Rear pump oil from parallel feeder passage (16) goes through passages (44) and
(43) to check valve (13). Oil passes through the check valve and out through port (12) to line (2). Oil
in line (2) combines with the front pump oil in line (4). 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 (3) to boom I control valve (11).
Oil from the control valve flows through passage (36) to return passage (15) and return line to the
hydraulic tank.
Boom Raise (Low Speed)

When the boom control lever is moved part way into a boom raise position, boom I control valve (11)
and boom II control valve (14) receive only partial pilot oil pressure.
During a low speed boom raise operation boom I control valve (11) opens and boom II control valve
(14) remains closed. The force of springs (29) and (30) in boom I control valve (11) are less than the
force of springs (40) and (41) in boom II control valve (14). Pilot oil pressure opens boom I control
valve (11) before boom II control valve (14). Front pump oil goes to the head end of cylinders (1)
from boom I control valve (11). Without rear pump oil supply to the head end of boom cylinders (1),
the cylinder rod movement for the boom raise is slower.
Hydraulic Schematic For Boom Lower
(1) Boom cylinders.
(2) Line.
(3) Line.
(5) Port.
(10) Orifice.
(11) Check valve (regeneration circuit).
(12) Return circuit.
(13) Passage.
(16) Spool
(17) Drain Port.
(18) Port.
(19) Pilot port.
(20) Pilot line.
(21) Pilot control valve.
(22) Line.
(23) Front pump.
(24) Rear pump.
(25) Pilot pump.
Boom Lower Control

Introduction
During a boom lower operation, only oil from front pump (23) is supplied to the boom cylinders (1).
Oil is supplied through boom I control valve (8) to boom cylinders (1).
Boom I control valve (8) contains a regeneration circuit for check valve (11). When the control lever
is moved to the BOOM LOWER position, check valve (11) causes the displaced oil from the head end
of the boom cylinders to go to the rod end. During a boom lower operation, the regeneration circuit
shares oil from front pump (23) with other implement functions.
Center bypass passage (6) within boom I control valve (8) partially opens to allow front pump oil into
center bypass passage (6). Oil in center bypass passage (6) goes to center bypass passage (9) then
goes through line (22) to the front pump regulator as negative flow control pressure. The negative
flow control pressure causes the front pump to destroke.
Boom Lower Control

When the control lever is moved to the BOOM LOWER position, pilot oil in pilot control valve (21)
goes through pilot line (20) and to port (18) of boom I control valve (8). The oil in pilot line (20) goes
through pilot port (19) and enters boom drift reduction valve (15) to act on spool (16).
Center bypass passage in boom I control valve (8) partially opens, allowing front pump oil in center
bypass passage (6) to go to center bypass passage (9). The oil pressure then goes through line (22) to
the front pump regulator as negative flow control pressure, destroking the front pump.
Boom I Control Valve (Boom Lower Position)

(5) Port. (6) Center bypass passage. (7) Load check valve. (9) Center bypass passage. (11) Check valve. (12) Return
passage. (13) Passage. (14) Parallel feeder passage. (15) Boom drift reduction valve. (16) Spool. (17) Drain port. (18) Port.
(19) Pilot port. (26) Passage. (28) Spring. (29) Spring. (30) Port. (31) Passage. (33) Passage. (34) Passage. (35) Stem. (36)
Passage. (38) Spring. (39) Spring chamber. (41) Return check valve. (42) Passage. (43) Passage. (44) Passage. (45)
Passage. (46) Passage. (47) Valve. (48) Passage. (49) Spring.
The pilot oil from port (18) moves stem (35) to the left. Front pump oil in parallel feeder passage (14)
now goes through load check valve (7) and passage (46), and out through port (5). The oil then goes
to the rod end of boom cylinders through line (2).
The return oil from the head end of boom cylinder (1) goes through line (3) and port (30) and enters
boom I control valve (8). The oil flows as follows within the boom drift reduction valve (15). Because
spool (16) is shifted by the pilot pressure from pilot port (19), passage (26) is open to drain port (17).
The oil pressure acting on valve (15) becomes lower than the circuit pressure in line (3). Valve (15) is
shifted up which allows the oil in line (3) to go through line (13). The oil then goes through passage
(31) and return passage (12) back to the hydraulic tank, which allows boom cylinder go lower.
Because the return oil flow is restricted at passage (45), movement of the boom cylinder rod is slowed
down so that the boom can lower at an appropriate speed depending on the flow rate of front pump
oil.
Regeneration Circuit
The remainder of the return oil in passage (44) goes through passage (34) in stem (35) to check valve
(11). With the stem shifted to the left, passage (48) is open to return passage (12). With return passage
(12) open the oil pressure in spring chamber (39) decreases. The oil pressure in passage (34)
overcomes the force of springs (38) and (49) to cause valve (47) and check valve (11) to shift to the
right (open position). Oil from passage (26) goes through port (5) to the rod end of the boom
cylinders. The regeneration circuit of boom I control valve (8) uses the return oil from the head end of
the cylinder for the boom lower operation.
When the boom control lever is moved to the NEUTRAL position, there is no oil supplied to port
(18). Stem (35) is shifted to the right (neutral position) by springs (28) and (29). Passage (43) closes,
blocking oil flow from passage (44) to passage (34). Check valve (11) is closed by the force of spring
(49). Valve (47) is moved to the left by the force of spring (38).
Negative Flow Control During Activation Of Regeneration

Circuit
Boom cylinder rod needs less front pump oil supply due to activation of regeneration circuit for boom
lower. Negative flow control is done as follows.
In Full Boom Lower Position;
When the boom control lever is moved to the FULL BOOM LOWER position, front pump oil in
center bypass passage (6) goes through partially open passage (33) to center bypass passage (9). Part
of oil in center bypass passage (9) is then restricted at orifice (10), developing negative flow control
pressure signal. The negative flow pressure signal is sent to the front pump regulator through line (22)
to destroke the front pump.
In Partial Boom Lower Position;
When the boom control lever is partially moved to the BOOM LOWER position, stem (35) is slightly
shifted to the left, partially opening passages (46) and (43), and closing passage (31). Return oil in
passage (44) goes through passages (43) and (34) to return check valve (41).
Return check valve (41) is opened, allowing oil flow through passage (42) to return passage (12).
Front pump oil in center bypass passage (6) goes through partially open passage (33) to center bypass
passage (9). [The opening of passage (33) is, at this time, larger than when the boom control lever is
in the full boom lower position.] With the appropriate opening of passage (33) an optimum amount of
oil flows through center bypass passage (9). Now the negative flow control pressure destrokes the
pump for proper cylinder operation.
Cylinders (Boom, Stick, And Bucket)
Cylinders
(1) Rod end port. (2) Piston. (3) Tube. (4) Snubber. (5) Rod. (6) Boom cylinder. (7) Head end port. (8) Snubber. (9) Stick
cylinder. (10) Bucket cylinder.
Snubber Operation (Rod Extending)

(4) Snubber. (11) Passage.
When boom cylinders (6) or stick cylinder (9) come close to the end of their extension stroke, passage
(11) begins to be restricted by snubber (4). Restriction of the passage slows down the movement of
the piston rod just before the piston rod reaches the end of its extension stroke.
Snubber Operation (Rod Retracting)

(8) Snubber. (12) Passage.
When stick cylinder (9) comes close to the end of its retraction stroke, passage (12) is restricted by
snubber (8). In the same manner as in the extension stroke, the movement of the piston rod slows
down. This absorbs the shock load at the end of the rod movement.
Hydraulic Schematic For Stick Out And In
(1) Stick cylinder.
(2) Pilot line.
(3) Line.
(4) Line.
(6) Shuttle valve.
(10) Check valve.
(12) Passage.
(14) Check valve.
(15) Passage.
(16) Passage.
(18) Unload valve.
(21) Passage.
(23) Passage.
(24) Shuttle valve.
(26) Passage.
(27) Passage.
(28) Pilot line.
(29) Pilot line.
(30) Return line.
(31) Shock reducing valve.
(32) Pilot line.
(33) Line.
(34) Pilot control valve.
(35) Pilot line.
(36) Pilot line.
(37) Pilot line.
(38) Leveling solenoid valve.
(39) Front Pump
(40) Rear Pump
(41) Pilot Pump
Stick Control
Introduction
The stick out and stick in operations use both stick I control valve (7) and stick II control valve (11).
Stick I control valve (7) and stick II control valve (11) direct the combined oil flow from front pump
(39) and rear pump (40) to stick cylinder (1).
Shock reducing valve (31) (similar to that for the boom operation) cushions the shock loads that occur
during the stop of the stick out operation.
Stick drift reduction valve (22) is located in stick I control valve (7). The drift reduction valve is
similar to the boom drift reduction valve.
Stick Out
When the stick control lever is moved to the STICK OUT position, pilot oil from pilot control valve
(34) goes through pilot line (35). Pilot oil from line (35) goes through shock reducing valve (31) to
pilot line (29). The pilot oil flow divides into two paths at this point.
One path from pilot line (29) enters stick I control valve (7) which causes the stem to shift. The stem
shifts which allows the rear pump oil in center bypass passage (8) to go through load check valve (17)
into passage (16). Oil in passage (16) goes through stick I control valve (7) to stick drift reduction
valve (22), passage (15), and line (3) to the rod end of the stick cylinder.
The other path from pilot line (29) goes through pilot line (32) and shuttle valve (6) and enters stick II
control valve (11). Pilot oil that enters the stick II control valve causes its stem to shift. The stick II
control valve stem blocks oil flow from center bypass passage (9) to return passage (20).
The front pump oil in center bypass passage (9) goes through check valve (10), passage (26), to line
(33). Front pump oil in parallel feeder passage (25) also goes to line (33) through stick II control
valve (11) and passage (21). Front pump oil in line (33) goes through passage (23) and combines with
rear pump oil in passage (16). This increases the cylinder retraction speed.
Return oil from the stick cylinder head end goes through line (4) to stick I control valve (7). Oil that
enters the stick I control valve goes through return passage (19) back to the hydraulic tank through
return lines (30).
Stick In
When the stick control lever is moved to the STICK IN position, pilot oil from pilot control valve (34)
goes through pilot line (2). Pilot oil in line (2) is split into two flow paths. One path enters stick I
control valve (7) shifting its stem. The other path goes through pilot line (28), passage (27), shuttle
valve (24), pilot line (37), leveling solenoid (38), pilot line (36) and shuttle valve (6), to stick II
control valve (11).
The rear pump oil goes through center bypass passage (8) to stick I control valve (7). Front pump oil
flows in the same manner as described for Stick Out and enters stick I control valve (7) after
combined with rear pump oil. The combined oil then goes through line (4) to the stick cylinder head
end.
Stick I control valve (7) contains regeneration circuit which activates check valve (14). During Stick
In, return oil from the rod end of stick cylinder (1) goes to the head end. Like this, the return oil from
the rod end is used effectively, which requires less oil supply from pump to the head end.
The return oil from the stick cylinder rod end goes through line (3) and into stick drift reduction valve
(22). The return oil then goes into stick I control valve (7), return passage (19) and through return line
(30) to back to the hydraulic tank. The stick cylinder now operates for Stick In.
Regeneration Circuit
Stick I Control Valve (Regeneration circuit in STICK IN operation)

(3) Line. (4) Line. (14) Check valve. (17) Load check valve. (42) Stem. (43) Passage. (44) Passage. (45) Passage. (46)
Passage. (47) Spring. (48) Passage. (56) Return passage. (57) Passage. (58) Plug. (59) Spacer. (60) Ring. (61) Spring
chamber. (62) Passage.
In STICK IN position, the stem (42) in stick I control valve shifts to the right. When low pressure
occurs at the head end of the stick cylinder, the return oil from the rod end goes through line (3),
passage (44), passage (45), passage (43) to passage (62). The spring chamber (61) is open to return
passage (56) through some surface grooves of ring (60), spacer (59) and plug (58), causing the oil
pressure in spring chamber (61) to decrease. As the oil pressure that is acting on check valve (14)
overcomes the spring (47), it shifts check valve (14) to the left and allows the oil flow, combined with
the rear pump flow, to go to the head end of the stick cylinder. The regeneration of stick I control
valve (7) functions to use the return oil from the rod end for STICK IN operation.
Unload Circuit
Stick I Control Valve (Unload circuit in STICK IN operation)

(3) Line. (4) Line. (14) Check valve. (17) Load check valve. (19) Return passage. (42) Stem. (43) Passage. (44) Passage.
(46) Passage. (47) Spring. (48) Passage. (49) Passage. (50) Passage. (51) Passage. (52) Piston. (53) Spool. (54) Passage.
(55) Spring.
In STICK IN operation, when high pressure occurs at the head end of the stick cylinder, line (4) and
passage (50) become the same pressure, too.
The high pressure of passage (50) goes through passage (49) and passage (51) to piston chamber
shifting piston (53) to the right. The oil flow from passage (44) enters through passage (43), passage
(54) and return passage (19) to return passage (20). Oil pressure in line (4) and passage (49) becomes
lower, and the high pressure is unloaded from the rod end of the stick cylinder.
Bucket Control
When the bucket is operated for close or 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 flow is restricted
by the stem in the bucket control valve. The bucket now operates at an appropriate speed depending
on the pump output flow.
Hydraulic Schematic for Swing Right
(1) Swing parking brake control valve.
(2) Spool.
(3) Swing parking brake.
(4) Swing motor.
(5) Passage.
(6) Swing motor rotary group.
(7) Return circuit.
(8) Line.
(9) Line.
(10) Drain line.
(11) Return line.
(12) Bypass check valve.
(14) Slow return check valve.
(16) Passage.
(17) Passage.
(18) Swing control valve.
(19) Passage.
(20) Attachment control valve.
(22) Bucket control valve.
(24) Pilot passage.
(26) Passage.
(27) Orifice.
(29) Pilot line.
(31) Drain line.
(32) Pilot line.
(33) Line.
(34) Line.
(35) Pilot control valve (swing and stick).
(36) Pilot oil manifold.
(37) Passage.
(38) Front pump.
(39) Rear pump.
(40) Pilot pump.
Swing Control
Introduction
Swing motor (4) is driven by pressure oil from rear pump (39). When the swing control lever is
moved, swing parking brake (3) is released and swing motor rotary group (6) starts to rotate.
The swing drive reduces the motor speed through two gear reduction stages before rotating the upper
structure.
Swing Right Operation

(8) Line. (9) Line. (18) Swing control valve.
When the swing control lever is moved to the SWING RIGHT position, pilot oil from pilot control
valve (35) goes through pilot line (29) to swing control valve (18). The stem in swing control valve
(18) is shifted by the pilot oil to connect passages (17) and (19).
Rear pump oil is supplied to passage (19) through parallel feeder passage (28) and load check valve
(25). The rear pump oil then goes through swing control valve (18) to passage (17). From passage
(17) the oil goes through line (8) to swing motor rotary group (6).
Return oil from swing motor rotary group (6) goes through line (9) to swing control valve (18) and
through return passage (23) to return line (11). Swing motor rotary group (6) rotates the upper
structure to swing to the right.
Swing Parking Brake Operation
On Position
Swing Motor Compartment

(1) Swing parking brake control valve. (4) Swing motor. (34) Line.
Pilot oil from pilot pump (40) enters pilot oil manifold (36) and flows through passage (37). The pilot
oil is separated into two paths within pilot oil manifold (36). One path goes through line (34) to swing
parking brake control valve (1). The other path goes through line (33) to enter main control valves
(13). Oil enters the main control valves and goes through orifice (27) into pilot passages (24) and (26)
NOTE: Part of the oil goes to pilot passage (26) which is a branch of pilot passage (24).
With main control valves (13) in the neutral position (except travel control), the control valves for
swing (18), stick I (15), attachment (20), boom I (21), and bucket (22) are all connected in series by
pilot passage (24). Pilot oil in pilot passage (24) goes through all of these valves before going through
drain line (31) and back to the hydraulic tank. Oil flow through pilot passage (24) is restricted at
orifice (27), causing the oil pressure in both pilot passages (24) and (26) to decrease.
Pilot passage (26) is open to flow from swing parking brake control valve (1) through pilot line (30).
The oil pressure from pilot line (30) is not enough to shift spool (2) in swing parking brake control
valve (1), which means implement/swing pressure switch is OFF. Now passage (5) is open to drain
line (10). Swing parking brake (3) remains engaged.
OFF Position
Activation of any controls other than travel closes pilot passage (24) and increases the pilot oil
pressure in pilot passage (26), causing spool (2) to shift, which means implement/swing pressure
switch (30) is now ON. The oil flow now flows from line (34) through passage (5) to swing parking
brake (3), releasing the swing parking brake.
Activation of the travel control valve leaves pilot passage (24) open. Spool (2) does not shift and
swing parking brake (3) remains on (engaged).
Because pilot passage (24) is blocked prior to the opening of swing control valve (18), the swing
motor operates only after swing parking brake (3) is released by the pilot pressure from line (34).
When swing and implement controls are in the NEUTRAL position, pilot passage (24) is open to
drain line (31) which causes pilot oil pressure in pilot passage (26) to decrease. When the pilot oil
pressure decreases, spool (2) returns to the neutral position by its return spring. As a result, there is no
pilot oil flow to swing parking brake (3). The oil in swing parking brake (3) flows through passage (5)
hydraulic tank (42) through drain line (10). Swing parking brake (3) begins to apply as the pilot oil
pressure decreases. Swing parking brake (3) remains off (released) until the swing motor comes to a
stop.
Swing Left Operation

For swing left operation, pilot oil is supplied through pilot line (32) to swing control valve (18). The
stem in swing control valve (18) shifts. The rear pump oil in parallel feeder passage (28) goes through
passages (19) and (16), line (9) 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 further information on the swing parking brake, refer to the "Swing Motor" section in this
module.
Swing Motor
Swing Motor
(1) Cam plate. (2) Shoe. (3) Retainer plate. (4) Piston. (5) Barrel. (6) Passage. (7) Passage. (8) Valve plate. (9) Passage.
(10) Head. (11) Bushing. (12) Makeup port. (13) Passage. (14) Drain port. (15) Separator plate. (16) Friction plate. (17)
Brake piston. (18) Passage. (19) Spring. (20) Passage. (21) Port. (22) Port. (23) Passage. (24) Anti-reaction valve. (25)
Anti-reaction valve. (26) Check valve. (27) Check valve. (28) Relief valve. (29) Relief valve. (30) Swing parking brake
solenoid valve. (31) Port(parking brake pilot).
Introduction
The swing motor may be divided into the following four groups:
1. Rotary group; consisting of barrel (5), pistons (4), shoes (2) and retainer plate (3).
2. Parking brake group; consisting of springs (19), brake piston (17), separator plates (15),
friction plates (16) and swing parking brake control valve (30).
3. Relief and makeup valve group; consisting of relief valves (28) and (29), and check valves
(26) and (27).
4. Anti-reaction valve group; consisting of anti-reaction valves (24) and (25).
Operation
The oil from the rear pump passes through the swing control valve. The swing control valve directs
oil to port (21) or (22).
For a swing right operation, pump oil enters port (21) and goes through passages (20) and (9) in head
(10), passage (7) in valve plate (8) and through passage (6) in cylinder barrel (5).
Pump oil in barrel (5) acts against piston (4). The piston forces shoe (2) against cam plate (1). The
piston and shoe slide along the inclined surface of cam plate (1) from the top dead center to bottom
dead center.
Motor Passages [Viewed From Head (10) Side]

(6) Passage (in barrel). (7) Passage (in valve plate). (9) Passage. (13) Passage. (18) Passage (in barrel). (20) Passage. (21)
Port. (22) Port. (23) Passage. (33) Passage. (34) Counterclockwise turn. (35) Passage (in valve plate). (36) Passage (in
barrel).
The force created by shoe (2) and piston (4) against cam plate (1) causes barrel (5) to rotate
counterclockwise. Passage (36) of each piston that has come to the bottom dead center piston is open
to passage (35) in valve plate (8). Oil now returns to the hydraulic tank through passage (23) in head
(10). The piston and shoe continue to move up on the inclined surface of cam plate (1) as barrel (5)
continues to rotate counterclockwise.
For a swing left operation, pump oil is supplied to port (22). The supply and return ports are reversed.
Barrel (5) turns clockwise.
The case drain oil returns through drain port (14) of head (10) to the hydraulic tank.
Swing Parking Brake
Swing Parking Brake (Partial)

(1) Port. (2) Swing parking brake solenoid valve. (3) Passage. (4) Passage. (5) Piston chamber. (6) Brake piston (7)
Housing. (8) Separator plate. (9) Friction plate. (10) Passage. (11) Spring. (12) Head. (13) Barrel.
The swing parking brake group is located in housing (7). It is made up of spring (11), brake piston (6),
friction plates (9), separator plates (8) and swing parking brake solenoid valve (2).
Teeth on the inner circumference of separator plates (8) engage with splines on barrel (13). Teeth on
the outer circumference of friction plates (9) engage with splines on the inner circumference of
housing (7).
Swing Parking Brake Solenoid Valve (Brake Off Position)

(1) Spool. (2) Swing parking brake solenoid valve. (3) Passage. (4) Passage. (10) Passage. (14) Spool (15) Passage. (16)
Spring. (17) Passage.
When the swing control is activated, the pump pressured oil is supplied to the swing motor. Before
the pressured oil enter into the swing motor, implement/swing pressure switch activates solenoid
valve (2), causing spool (14) shifts to the left against the force of spring (16). This opens passage (15)
and (17), allowing pilot oil from port (1) to flow through passages (15), (17), (3) and (4) to piston
chamber (5). The pilot oil in piston chamber (5) moves brake piston (6) to the right, compressing
spring (11). Now the force that holds separator plates (8) and friction plates (9) together is released,
allowing the upper structure to swing.
Swing Parking Brake Solenoid Valve (Brake On Position)

(1) Port. (2) Swing parking brake solenoid valve. (3) Passage. (4) Passage. (10) Passage. (14) Spool. (15) Passage. (16)
Spring. (17) Passage. (19) Passage. (20) Passage.
When the swing control is in the neutral position, the pilot oil pressure through passage (3) decreases,
causing solenoid valve (2) deactivated. Spool (14) is pushed to the right by the force of spring (16),
closing passage (15) and (17). Pilot oil flow is now blocked from port (1) through passage (4) to
piston chamber (5). Brake piston (6) starts moving to the left by the force of spring (11). As brake
piston (6) moves, the oil in piston chamber (5) goes through passages (3) and (20), and passages (19)
and (20) in spool (14), entering motor case drain. When brake piston (6) is moved to the left, the force
of spring (11) holds brake piston (6) together with separator plate (8) and friction plate (9) against
housing (7). Barrel (13) does not rotate. Because barrel (13) is connected to housing (7) via separator
plate (8) and friction plate (9). As a result, the upper structure does not rotate either.
Swing parking brake solenoid valve (2) is energized until the swing motor stops. This prevents the
parking brake from being damaged or worn out easily. If the swing parking brake solenoid valve is de
-energized before swing stops, the parking brake would start to apply before the swing operation was
stopped.
Relief/Makeup Operation
Swing Circuit Schematic (Partial)

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

(2) Relief valve. (4) Makeup port. (5) Swing motor. (8) Relief valve. (10) Makeup line.
Relief Valve
Relief Valve
(7) Passage. (13) Passage. (22) Valve. (23) Spring. (24) Passage. (25) Liner. (26) Piston. (27) Piston chamber.
Relief valves (2) and (8) are located in the top of swing motor (5). These relief valves limit the
pressure in the swing circuit to the relief 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 (5) at a stop of swing
operation, part of the return oil from main control valves (16) is sent to the swing motor as makeup
oil. This removes the vacuum condition.
When the swing control lever is moved back to the neutral position during swing right operation, both
inlet and outlet ports of the swing control valve are closed. Oil flow is now blocked at ports (11) and
(14). The mass (weight and size) of the upper structure causes the swing motor to rotate after stop
operation is made. The continued operation attempts to draw oil from port (11) and force it out port
(14). Since port (14) is closed, the pressure of the blocked oil in passage (7) increases. The increased
pressure oil in passage (7) forces valve (22) to the right(open position) against the force of spring (23)
in relief valve (8). Oil now flows through passage (13) and check valve (3) to passage (1). From
passage (1), oil enters motor rotary group (6).
The force of the rotating upper structure is now absorbed as the swing motor comes to a stop.
The oil in passage (7) goes through passage (24) of valve (22) to piston chamber (27). Because the
force of spring (23) is less than the relief valve pressure setting, valve (22) opens just before the oil
pressure in passage (7) reaches the relief pressure setting, allowing the oil to vent. At the same time,
the pressure oil in piston chamber (27) moves piston (26) to the left, compressing spring (23) until its
left end face comes in contact with liner (25).
For approximately 0.1 second of this piston movement, the oil pressure in piston chamber (27) is
lower than the relief pressure setting. When piston (26) stops its left ward movement, the oil pressure
in passage (7) increases to the relief pressure setting. It is not until the full relief pressure setting is
reached that all of the oil is allowed to flow out of relief valve (22) to passage (13).
Because of the two stage relief action, no peak pressure builds up when relief valve (8) opens. Less
shock load occurs when the swing motor stops.
After the start of a swing right operation, there is a pressure increase in oil supplied to port (11)
because of the mass (weight and size) of the upper structure. Part of the pressure oil flows through
relief valve (2) and through the makeup port to return line (17). 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 the swing motor. As the upper structure attempts to
continue rotating, part of the oil in the swing motor is lost in the form of internal leakage. Because of
this oil loss, a vacuum occurs at port (11). To prevent this vacuum condition, oil from return line (17)
goes through makeup line (10), makeup port (4), passage (12), check valve (3) and passage (1) into
motor rotary group (6).
Slow Return Check Valve
Main Control valve

(15) Slow return check valve. (17) Return line.
Slow return check valve (15) is located in main control valve. These valves make it possible to
makeup lost oil during a swing stop operation.
When main control valves (16) are in the neutral position, the oil from the front and rear pumps goes
through return line (17) to the hydraulic tank. The oil in return line (17) is restricted at slow return
check valve (15) and set to open at 290 kPa (42psi). When there is not enough oil supplied to the
swing motor, this return line (17). back pressure adds oil flow to the motor rotary group through
makeup line (10), makeup port (2) and passage (9).
When the swing motor speed is decreased during a high speed right swing by partially returning the
swing control lever to the neutral position, oil supply from port (11) decreases. Since the swing
control valve is partially open, the oil flow now continues to flow through port (14) to return line (17).
The oil pressure at port (14) is lower than the relief valve (8) pressure setting. Relief valve (8) is kept
closed, blocking makeup oil flow through check valve (3) to passage (1). A vacuum can occur at port
(11) side. Check valve (3) now causes makeup oil from makeup line (10) to motor rotary group(6),
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 (14), check valve (9) instead of check valve (3) operates to prevent vacuum in
the swing motor.
Anti-Reaction Valve
Anti-Reaction Valve (Neutral Position)
(1) Anti-reaction valve. (2) Head. (3) Spring chamber. (4) Passage. (5) Spring. (6) Spring chamber. (7) Valve. (8). Valve.
(9) Spring chamber. (10) Spring. (11) Passage. (12) Spring chamber. (13) Anti-reaction valve. (14) Orifice. (15) Passage.
(16) Passage. (17) Passage. (18) Retainer. (19) Passage. (20) Retainer. (21) Passage. (22) Passage. (23) Passage. (24)
Orifice. (25) Motor rotary group.
At a stop of swing operation, it is difficult to smoothly stop the upper structure and implements at the
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 motor rotary group, causing the
upper structure to swing in the reverse direction. Anti-reaction valves (1) and (13) prevent the blocked
oil from flowing back to the swing motor rotary group. Anti-reaction valves (1) and (13) are located
in motor head (2).
When swing motor rotary group (25) gets pump oil through passage (16), it rotates counterclockwise.
The oil in passage (16) also goes through passage (15), orifice (14), spring chamber (3) and passage
(4) into spring chamber (5). The oil pressure in spring chamber (5) moves valve (7) to the right until it
comes in contact with retainer (18).
When there is no pump oil supplied to passage (16), motor rotary group (25) continues to rotate
counterclockwise because of the mass (weight and size) of the upper structure. The oil pressure
blocked in passage (22) increases and the oil pressure in passage (16) decreases. The increased oil
pressure in passage (22) goes through passage (23), orifice (24), spring chamber (12) and passage
(11), into spring chamber (9). The pressure oil in spring chamber (9) moves valve (8) to the left until
it comes in contact with retainer (20), moving valve (7) apart from retainer (18).
As there is no mass (weight and size) of the upper structure, motor rotary group (25) stops.
Immediately after the motor has stopped, motor rotary group (25) slightly rotates in the reverse
(clockwise) direction due to gear backlash. Now the oil pressure in passage (16) increases and the oil
pressure in passage (22) decreases. The increased pressure oil from passage (16) attempts to move
valve (7) to the right until it comes in contact with retainer (18). Because the oil flow from passage
(16) is restricted at orifice (14), valve (7) moves slowly, allowing oil flow from passage (16) through
passage (17) and (19) to valve (8).
The oil then opens valve (8) and goes through passage (21) to passage (22), equalizing the pressure in
passages (16) and (22). Now valves (7) and (8) are kept at this balancing position. There is no oil
going back from passage (16) to motor rotary group (25). The upper structure and each implement can
stop smoothly.
When swing motor rotary group (25) gets pump oil through passage (22), the oil pressure in passage
(16) increases at a stop of a swing operation. In the same manner as described above, there is no oil
flowing back to motor rotary group (25), allowing the upper structure and implements to stop
smoothly.
Swing Drive
Swing Drive
(1) First stage planet gear. (2) Ring gear. (3) Second stage planet gear. (4) Roller bearing. (5) Roller bearing. (6) Pinion
shaft. (7) Swing motor. (8) Shaft (swing motor). (9) First stage sun gear. (10) First stage carrier. (11) Second stage carrier.
(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 (7). 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 (6) engage with bearing gear (14) of the
swing bearing. Pinion shaft (6) provides motion 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 (9), first stage planet gears (1), ring gear (2) and first stage
carrier (10). The second stage reduction consists of second stage sun gear (12), second stage
planet gears (3), ring gear (2) and second stage carrier (11).
2. The second group functions as the drive for reduced motor speed output. It consists of pinion
shaft (6) and roller bearings (4) and (5). Pinion shaft (6) is supported by roller bearings (4) and
(5) 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 Planet Gear Rotation

(1) First stage planet gear. (2) Ring gear. (9) First stage sun gear. (10) First stage carrier. (15) Shaft (first stage planet
gear).
Swing motor output shaft (8) is splined to first stage sun gear (9). First stage planet gears (1) of first
stage carrier (10) are in mesh with first stage sun gear (9). As shaft (8) rotates first stage sun gear (9)
counterclockwise, first stage planet gears (1) rotate clockwise on shafts (15), moving
counterclockwise around ring gear (2). Ring gear (2) is bolted to housing (13). First stage carrier (10)
now rotates counterclockwise.
Swing Drive (Partial)

(1) First stage planet gear. (2) Ring gear. (3) Second stage planet gear. (4) Roller bearing. (5) Roller bearing. (6) Pinion
shaft. (9) First stage sun gear. (10) First stage carrier. (11) Second stage carrier. (12) Second stage sun gear. (16) Inner
circumference.
Splines on inner circumference (16) of first stage carrier (10) engage with the splines on second stage
sun gear (12). This causes second stage sun gear (12) to rotate counterclockwise. Second stage planet
gears (3) now turn clockwise on their shafts, moving counterclockwise around ring gear (2) in the
same manner as in the first stage. Second stage carrier (11) now turns counterclockwise. The splines
on the inner circumference of second stage carrier (11) engage with the splines of pinion shaft (6),
causing pinion shaft (6) to rotate counterclockwise.
Pinion Shaft (6) Rotation

(6) Pinion shaft. (14) Bearing gear(swing bearing). (17) Location of moving pinion shaft.
Pinion shaft (6) engages with bearing gear (14) on the inner circumference of the swing bearing. As
pinion shaft (6) 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) Parking brake.
(3) Piston (forward left travel, HIGH).
(4) Piston (reverse left travel, HIGH).
(5) Cam plate.
(6) Motor rotary group.
(7) Passage.
(8) Passage.
(9) Counterbalance valve.
(10) Displacement change valve.
(11) Passage.
(12) Passage.
(13) Line.
(14) Right travel motor.
(15) Piston (forward right travel, HIGH).
(16) Piston (reverse right travel, HIGH).
(17) Passage.
(18) Passage.
(19) Displacement change valve.
(20) Passage.
(21) Passage.
(22) Parking brake.
(23) Cam plate.
(24) Passage.
(25) Passage.
(26) Line.
(27) Line.
(28) Line.
(29) Line.
(30) Swivel.
(31) Line.
(32) Line.
(33) Passage.
(34) Passage.
(35) Passage.
(36) Passage.
(37) Line.
(41) Return line.
(42) Pilot control valve (left/right travel).
(43) Pressure sensor.
(44) Line.
(46) Shuttle valve.
(47) Passage.
(48) Line.
(49) Front pump.
(50) Rear pump.
(51) Pilot pump.
Travel Control
Introduction
Travel Motor
(1) Left travel motor. (52) Brake valve.
Travel Drive
(53) Left track. (54) Sprocket. (55) Left travel drive.
Left travel motor (1) and right travel motor (14) are supplied pump oil through swivel (30) from rear
pump (50) and front pump (49), respectively.
When left travel motor (1) is operated by rear pump oil, the motor torque is transmitted to left travel
drive (55). Left travel drive (55) reduces the speed and increases the torque of left travel motor (1).
The increased torque turns left track (53). Left track (53) is connected to left travel drive(55) through
sprocket (54).
Right Console
(56) Travel speed switch.
Travel speed switch (56) provides 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 (56) is in HIGH TRAVEL SPEED MODE position, pressure sensor (43)
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.
Illustration Of Travel Operation

(1) Left travel motor. (14) Right travel motor. (57) Forward direction. (58) Control lever/pedal(left travel). (59) Idler
location. (60) Control lever/pedal (right travel). (61) Cab. (62) Reverse direction.
The direction of travel (forward or reverse) is relative to the position of the lower structure. For
normal travel, idler location (59) is positioned in front of cab (61) and travel motors (1) and (14) to
the rear of the cab. With the machine in the normal position of travel, move the control levers/pedals
(58) and (60) forward. The machine will travel in forward direction (57). This movement is called
forward travel. When levers/pedals (58) and (60) are moved to the rear, the machine travels in reverse
direction (62). This direction is called reverse travel.
When cab (61) is turned 180 degrees, travel motors (1) and (14) will be positioned in front of the cab.
The direction of travel and operation of levers/pedals (58) and (60) 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 (58) or (60) 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. (40) Right travel control valve.
When travel control levers are operated, pilot oil from pilot control valve (42) shifts the stems in
travel control valves (38) and (40). Travel control valves (38) and (40) allow oil flow from rear pump
(50) and front pump (49) to swivel (30). 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 (14).
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 (26) and enters left travel control valve
(38). The pilot oil shifts the left travel control valve stem, allowing the rear pump oil in passage (36)
to go through passage (35) to passage (34). The pilot oil in passage (34) now goes through line (32),
swivel (30), line (28) and counterbalance valve (9), and enters motor rotary group (6) through passage
(11).
Now part of the rear pump oil flows through counterbalance valve (9) and passage (8) to parking
brake (2). Parking brake (2) releases, causing the left travel motor to rotate in the forward direction.
Low Speed
When travel speed switch (56) is placed in the LOW SPEED MODE position, both travel speed
solenoid valve (45) and displacement change valve (10) remain deactivated, blocking oil flow through
passage (11) to piston (3). This holds cam plate (5) at its maximum angle (large displacement)
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 (6) flows through passage (7), counterbalance valve (9) and line
(29) to swivel (30). The oil then goes through line (31) and passage (33) into left travel control valve
(38).
The oil leaves left travel control valve through return passage (39) and back to the hydraulic tank
through return line (41).
Right travel motor (14) uses the oil from the front pump. Operation of right travel is the same as that
described for left travel.
High Speed

(45) Solenoid valve (travel speed).
The explanation for forward travel in the HIGH SPEED MODE position is given relative to right
travel motor (14). Operation is the same for left travel motor (1).
When travel speed switch (56) is placed in the HIGH SPEED MODE position, travel speed solenoid
valve (45) is energized. If the pump delivery pressure does not increase to a certain level due to
smaller machine load, travel speed solenoid valve (45) remains open. Oil from pilot pump (51) flows
through travel speed solenoid valve (45), line (37) and swivel (30) to displacement change valve (19).
The spool in displacement change valve (19) shifts. As the spool shifts, the front pump oil in right
travel motor (1) flows through passage (21), displacement change valve (19) and passage (18) to
piston (15). The pressure oil from passage (18) pushes piston (15), decreasing the angle of cam plate
(23) until it is held in its minimum angle position. Less oil is now required to turn right travel motor
(14). The motor turns at a higher speed.
Automatic Travel Speed Change
Pump Compartment
(43) Pressure sensor.
Part of oil from front (49) and rear (50) pumps, combines at shuttle valve (46). The combined oil flow
then goes through line (44) to pressure sensor (43). With travel speed switch (56) in HIGH TRAVEL
315B & 315B L TRACK-TYPE EXCAVATORS 3046 ENGINE(XEBP7712 - 02) - ... Page 100 of 137
MODE 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 output pressure increases as the load placed on the
machine increases. As the output pressure increases to the certain level, the pressure oil from line (44)
shifts travel speed solenoid valve (45) to close the connection between line (37) and passage (47).
Now there is no pilot oil supplied to displacement change valve (19). Displacement change valve (19)
is shifted to its off position, causing the cam plate of the travel motor to turn in the increased angle
position for the low speed. The machine travels at the low speed.
As the circuit pressure in line (44) decreases to an certain range due to an decreased pump output
pressure, travel speed solenoid valve (45) activates to connect line (13) and passage (47).
Displacement change valve (19) is now supplied pilot oil from line (37) 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.
Travel speed solenoid valve (45) functions so the machine travels at the high speed when a smaller
load is placed, and at the low speed when a larger load is placed. This assures a high mobility and
draw bar pull.
Pilot Control Valve (Travel)
Pilot Control Valve(Travel)

(1) Control lever. (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. (23) Piston chamber. (24) Orifice. (25) Piston. (26) Spring. (27) Spring.
(28) Spring chamber. (29) Ball. (30) Rod. (31) Spring. (32) Spring. (33) Spring chamber. (34) Ball.
When control lever 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 through port (18) to the travel control valve. The pilot oil shifts the stem of the travel control
valve for main pump oil to go through the main control valve to the travel motor for the forward
travel.
When lever (1) is partially moved for fine travel operation, rod (3) slightly moves down with seat (4)
causing spring (6) to push spool (7) down. The oil pressure at port (18) increases. The increased
pressure at port (18) pushes spool (7) up against the force of spring (6) opening its passage (8) to
return chamber (13). The oil pressure at port (18) slightly decreases. Spool (7) now establishes a
balance between the pressure at port (18) and the force, and is held the pressure modulation position.
NOTE: For further information, see "Pilot Control Valve For Implement And Swing" in the section,
"Pilot Circuit".
The return pilot oil from the travel control valve enters the pilot control valve through port (22).
Because spool (11) is pushed up by the force of spring (10), the return oil from port (22) goes through
passage (17), (15) and (14), and enters return chamber (13), and out through return port (12) back to
the hydraulic tank.
When the control lever (1) is released, spring (5) pushes up on seat (4) and rod (3), decreasing the
compression force of spring (6). Spool (7) moves up. The oil in port (18) can now flow through
passage (9), (20) and (8), out through return chamber (13) back to hydraulic tank.
When lever (1) is moved to the REVERSE TRAVEL position, the pilot control valve gets pilot oil
through port (22) and allows return oil flow through port (18) in the same operating manner as that
described for FORWARD TRAVEL.
The damper mechanism is built in this pilot control valve. The purpose of this mechanism is to gain
operation feeling corresponding to the operation speed to lever (1), as well as to prevent vibration
which is generated when lever (1) is released from its halfway stroke.
When lever (1) is moved forward suddenly, rod (3) is pushed down. Rod (3) pushes piston (25),
springs (26) and (27) down together. Thus, the hydraulic oil in spring chamber (28) is pressurized.
Ball (29) closes the opening. The confined hydraulic oil is squeezed out of spring chamber (28)
gradually into piston chamber (23) through orifice (24). Thus, the damper works. At the same time,
rod (30) is pushed up by springs (31) and (32). The oil pressure in spring chamber (33) becomes low,
causing the oil in return chamber (13) pushes ball (34) up and enter spring chamber (33). As a result,
rod (30) follows the movement of pedal (2).
When lever (1) is partially moved for fine control, rod (3) is pushed down slowly. As a result, the oil
pressure in spring chamber (28) and in piston chamber (23) become equal soon, so that the damper
force is weak.
Travel Motor
Travel Motor
(1) Cover. (2) Spring. (3) Brake piston. (4) Friction plate. (5) Pin. (6) Retainer plate. (7) Slipper. (8) Piston. (9) Spring.
(10) Valve plate. (11) Passage. (12) Passage. (13) Passage. (14) Orifice. (15) Barrel. (16) Piston. (17) Cam plate. (18)
Retainer holder. (19) Shaft. (20) Pilot port (automatic travel speed change). (21) Drain port. (22) Port. (23) Port. (24) Plug.
(25) Spring. (26) Spool. (27) Plug. (28) Displacement change valve. (29) Piston.
The travel motor can be divided into the following three groups:
1. Rotary group: consisting of barrel (15), shaft (19), pistons (16), slippers (7), retainer plate
(6), retainer holder (18) and pins (5).
2. Parking brake group: consisting of springs (2), brake piston (3), orifice (14) and friction plate
(4).
3. Displacement change group: consisting of spring (9), pistons(8) and (29) and displacement
change valve (28).
Depending on travel direction, pump oil goes into the travel motor through port (22) or (23) and is
forced out through port (23) or (22).
The case drain oil that has leaked from the sliding surfaces and clearances returns to the hydraulic
tank through drain port (21) of cover (1).
Pump supply oil from the rear pump goes in the left travel motor through port (22) during forward
travel. The oil from port (22) goes through passage (11) in cover (1) to passage (12) of valve plate
(10). The pump oil now goes through passage (13) of barrel (15) and forces piston (16) to the left.
Motor Passages [Viewed From Cover (1) Side]

(12) Passage (Valve plate). (13) Passage (Barrel). (30) Passage (valve plate).
Slipper (7) (coupled to the piston) slides on the surface of cam plate (17) from the top center to the
bottom center, and rotates with barrel (15). The pressure oil that is forced out by the pistons on the
outlet side goes through passage (13) and passage (30) of valve plate (10) and out through port (23).
The barrel turns counterclockwise.
Shaft (19) is splined to the barrel. The shaft and barrel rotate counterclockwise for forward travel.
In REVERSE TRAVEL position, port (22) functions as an oil return port and port (23) functions as a
supply port. The left travel motor rotates clockwise.
As the right travel motor is supplied front pump oil through port (23), the right travel motor turns
clockwise for forward travel. Front Pump oil through port (22) turns the motor counterclockwise for
reverse travel.
Parking Brake
Parking Brake(Partial)
(1) Spring. (2) Brake piston. (3) Friction plate. (4) Barrel. (5) Passage. (6) Passage. (7) Shaft. (8) Piston chamber. (9)
Orifice. (10) Passage. (11) housing.
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 plate (3) is splined to barrel (4).
When no pump oil is supplied to the travel motor, brake piston (2) is forced to the right by the force of
spring (1). The oil in piston chamber (8) now goes through passage (10), orifice (9), passages (6) and
(5), to the motor case drain. When brake piston (2) moves to the right, friction plate (3) is against
housing (11) by the force of spring (1). The rotation of barrel (4) and shaft (7) stops, which engages
the parking brake.
Orifice (9) restricts return oil flow from piston chamber (8). The restriction of return oil flow delays
application of the parking brake. If the return oil was not restricted by orifice (9), the parking brake
would start to apply before travel of 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 through passage (5) to
passage (6). The oil then goes through orifice (9) and passage (10) into piston chamber (8). The
pressure oil moves brake piston (2) to the left against the force of spring (1). The oil pressure holding
friction plate (3) to housing (11) is released allowing barrel (4) and shaft (7) to turn.
Displacement Change Valve

Small Displacement Change Operation
Travel Motor (Partial)

(1) Piston. (2) Piston. (3) Cam plate. (4) Displacement change valve. (5) Pilot port(automatic travel speed change). (6)
Passage. (7) Passage (8) Port. (9) Port. (10) Spring. (11) Piston. (12) Spring.
Displacement Change Operation (Small Displacement)

(1) Piston. (3) Cam plate. (4) Displacement change valve. (5) Pilot port(automatic travel speed change). (6) Passage. (7)
Passage. (13) Plug. (14) Spring. (15) Spool. (16) Line. (17) Passage. (18) Spool chamber. (19) Plug. (20) Passage. (21)
Passage. (22) Passage. (23) Passage. (24) Passage. (25) Piston chamber. (26) Piston chamber. (27) Ball.
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 through line (16), pilot port (5) of displacement change valve (4) and
passage (17) into spool chamber (18). The pilot oil moves spool (15) to the left against the force of
spring (14) until stopped by plug (13). The pump oil from port (9) flows through passages (6), (22)
and (24) to piston chamber (26). The oil then pushes piston (1), turning cam plate (3) in its decreased
angle direction. The pump oil in piston chamber (25) goes through passages (23), (20) and (7) to
motor return line. The motor now holds the cam plate at its minimum angle position for small
displacement.
Large Displacement Change Operation
Displacement Change Operation (Large Displacement)

(1) Piston. (3) Cam plate. (4) Displacement change valve. (5) Pilot port(automatic travel speed change). (6) Passage. (7)
Passage. (13) Plug. (14) Spring. (15) Spool. (19) Plug. (20) Passage. (21) Passage. (22) Passage. (23) Passage. (24)
Passage. (25) Piston chamber. (26) Piston chamber. (27) Ball. (28) Passage. (29) Passage. (30) Force of piston (11). (31)
Force of spring (10).
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 pilot port (5) of displacement change valve (4).
Spool (15) is forced to the right by spring (14) until stopped by plug (19). Passage (22) closes and
passage (29) opens. Cam plate (3) is turned clockwise (in increased angle direction) by the combined
forces (30) and (31), with ball (27) as its axis.
The oil in piston chambers (25) and (26) drains to the hydraulic tank through passages (23), (28), (24)
and (21). The motor now holds the cam plate at its maximum angle position for large displacement.
Travel Brake Valve
Travel Brake Valve

(1) Crossover relief valve. (2) Spring. (3) Valve. (4) Passage. (5) Valve. (6) Passage. (7) Passage. (8) Passage. (9) Passage.
(10) Valve. (11) Passage. (12) Spring. (13) Crossover relief valve. (14) Cover. (15) Spring. (16) Passage. (17) Check
valve. (18) Passage. (19) Passage. (20) Port. (21) Passage. (22) Passage. (23) Port. (24) Passage. (25) Passage. (26) Check
valve. (27) Orifice. (28) Spring. (29) Plug. (30) Spring chamber. (31) Passage. (32) Counterbalance valve.
Each travel motor has a travel brake valve, consisting of counterbalance valve (32) and two crossover
relief valves (1) and (13).
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 of cavitation. It also
functions to send oil to the parking brake for brake release just before the start of machine movement.
Counterbalance Valve Operation
Level Travel
Travel Motor And Travel Brake Valve (Left Track)

(1) Crossover relief valve (forward travel). (13) Crossover relief valve (reverse travel). (20) Port. (23) Port. (32)
Counterbalance valve (33) Left travel motor.
Counterbalance valve (32) consists of valve (3), check valves (17) and (26), and springs (15) and (28).
Under normal operation, pump oil through port (23) flows through passage(22) to valve(3). The
pressure oil forces check valve (26) to open, allowing oil flow from port (23) through passages (22),
(11) and (25) to the piston of the travel motor. Oil then drives the travel motor.
A portion of pump oil at port (23) flows through passage (24) and orifice (27), and into spring
chamber (30). The oil in spring chamber (30) pushes plug (29) to the left. Valve (3) is now moved to
the left against the force of spring (15), opening passage (6).
The motor return oil goes through passages (18) and (4), Passage (6), and passage (19), and out
through port (20) to the hydraulic tank.
When oil flow from port (23) is blocked, there is a pressure decrease in spring chamber (30). Valve
(3) is forced to the right closing Passage (6). Return oil flow from the motor is blocked and the motor
rotation stops.
If the travel direction is reversed, pump oil flows to valve (3) through port (20) and goes out through
port (23). The operation is the same as described above.
Slope Travel
When the machine moves down a slope, the travel motors rotate at a higher speed due to machine
mass (size and weight). The pumps cannot maintain the oil supply to the motors. The lack of oil
supply will cause cavitation in the travel motors. A decrease in pressure (negative pressure) at port
(23) results, causing a pressure decrease in spring chamber (30). Valve (3) in counterbalance valve
(32) is now forced to the right by spring (15). Passage (6) start closing to block the oil flow between
passages (4) and (19). The motor return oil flow is blocked at passage (6), starting to stop motor
rotation.
The pressure of pump oil at port (23) now increases. Part of the increased pressure oil goes through
passage (24) and then flows in the same manner as described in "Level Travel".
Valve (3) moves to the left, opening passage (6) again. The motor return oil goes out through port
(20). The modulation of valve (3) maintains the proper opening of passage (6) when 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.
Crossover Relief Valve Operation

While the machine is slowing down and the travel control levers are moved back to the neutral
position to stop movement of the machine, there is no pump oil supplied to the travel motors and
travel brake valves. A decrease in pressure now occurs at port (23) of the brake valve. Spring (15)
returns valve (3) to the neutral position. The travel motor is still in rotation because of the mass
(weight and size) of the machine in motion. Passage (6) are closed, blocking the return oil. A sudden
increase in pressure in passage (4) occurs. High pressure return oil in passage (4) goes through
passage(7), opening valve (10) of crossover relief valve (13). The pressure oil from valve (3) goes to
suction passage (11) of the travel motor.
Crossover relief valves (1) and (13) protect the travel motor by allowing the high pressure oil to
escape. These valves also activate to allow makeup oil flow from the return side to the inlet side. This
makeup oil helps to prevent a vacuum condition in the motor.
Crossover Relief Valve

(7) Passage. (10) Valve. (12) Spring. (13) Crossover relief valve. (14) Cover. (34) Passage. (35) Passage. (36) Passage.
(37) Shockless piston. (38) Spring chamber.
Passage (7) is open to spring chamber (38) through passage (34) in valve (10). As the oil pressure
from passage(7) increases and starts to open valve (10), the oil in spring chamber (38) goes through
passage (35) and moves shockless piston (37) to the left. The relief valve activates at a lower relief
setting than specified for a very short time until the left end of shockless piston (37) comes in contact
with the shoulder of cover (14).
After a very short time of left ward movement of the shockless piston, the pressure in spring chamber
(38) increases and the oil pressure in passage (7) increases to the specified relief valve pressure
setting. It is not until the full relief valve pressure setting is reached that all of the oil is allowed to
flow out of valve (10) to passage (36). Because of the two stage relief action, no peak pressure builds
up when valve(10) opens. Less shock load occurs when the travel motor stops.
Crossover relief valve (13) opens just before a forward left travel stops and crossover relief valve (1)
opens just before reverse left travel stops. Adjustment of crossover relief valve (1) or (13) with its
track blocked, reverses the opened valve as follows:
During an adjustment where the left travel control lever is moved to the forward left travel position
with the tracks blocked, oil flow from port (23) is blocked at passage (11). The oil pressure in passage
(11) increases, opening valve (5). The pressure oil in passage (11) now goes through passage(8) and
opened valve (5) to passage (4). Crossover relief valve (1) opens and crossover relief valve (13)
closes.
When the travel control lever is moved to the reverse left travel position, crossover relief valve (13)
opens with crossover relief valve (1) closed in the same manner as described above.
Crossover relief valves (1) and (13) should be designated by their functions relative to the control
lever movement during pressure adjustment. Call crossover relief valve (1) forward left travel and
crossover relief valve (13) reverse left travel.
Parking Brake
When pump oil is supplied to port (23) to start the travel motor, valve (3) moves to the left opening
passage (9). Part of the oil in passage (22) goes through passage (21) and (31) to the travel motor
parking brake for brake release. Since passage (6) are opened only after passage (9) is opened, the
travel motor does not operate before the brake is released.
When a supply of pressure oil to port (23) is blocked to stop the travel motor, valve (3) moves back to
the neutral position, closing passage (6). Passage (9) is closed only after passage (6) are closed. Now
the parking brake never starts to activate before the machine stops movement.
As described earlier in the section, "Travel Motor, Parking Brake", the oil from the brake piston
chamber in the travel motor goes through the orifice. Application of brake is delayed.
The above operation releases the parking brake just before the travel motor starts rotation and engages
the brake only after the 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) Return passage. (11) Passage.
Return oil flow from the travel control valve is used as makeup oil to prevent a vacuum condition in
travel motor when operation is stopped. The description for makeup operation is given with respective
to left travel. Operation is the same for right travel.
When 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 (11). The motor continues to rotate because of the
mass (weight and size) of the machine. A negative pressure occurs at passage (3) of motor rotary
group (1), opening check valve (4).
With left travel control valve (9) in the neutral position, return oil from passage (10) flows to passage
(8). The return oil then goes through line (7), swivel (6) and line 95), and enters left travel motor (2).
The oil passes through opened check valve (4), passage (3), and into motor rotary group 91) as
makeup oil. This makeup oil circuit eliminates the possibility of cavitation occurring in the travel
motor.
Swivel
Swivel
(1) Seal. (2) Seal. (3) Port. (5) Port. (6) Port. (7) Rotor. (8) Flange. (9) Port. (10) Housing. (11) Cover. (12) Drain port.
(13) Drain hole. (14) Retainer. (15) Swivel. (16) Port. (17) Port. (18) Port. (19) Port. (20) Port. (21) Port. (22) Rod. (23)
Front direction. (24) Port.
Swivel (15) performs two functions. One function is to supply pump oil from the upper structure
(which swings) to the travel motors of the lower structure (which does not swing). The second
function is to return oil from the motors (swing and travel) to the hydraulic tank.
Housing (10) is bolted to the lower structure through flange (8). Rotor (7) is bolted to the upper
structure through rod (22). The ports of housing (10) are connected to the ports of rotor (7) through
passages in housing (10) and rotor (7).
Seals (2) for high pressure and seals (1) for low pressure are positioned between the sliding surfaces
of housing (10) and rotor (7). Seals (2) and (1) prevent oil leakage between the passages.
Travel Drive
Travel Drive
(1) Travel motor. (2) Output shaft (travel motor). (3) Planet gear (second stage). (4) Bearing. (5) Sun gear (second stage).
(6) Planet gear (first stage). (7) Bearing. (8) Planet carrier (first stage). (9) Sun gear (first stage). (10) Housing. (11) Ball
bearing. (12) Housing.
The travel drive reduces the rotation speed of travel motor (1). Output shaft (2) is splined to first stage
sun gear (9) of the travel drive.
The travel drive consists of the following two groups:
1. Two-stage planetary gear reduction group;
First stage sun gear (9), first stage planet gears (6), first stage planet carrier (8), and the ring
gear of housing (12) makeup the first stage. Second stage sun gear (5), second stage planet
gears (3), and the ring gear of housing (12) makeup the second stage.
2. Output group;
Rotation of housing (12) offers output torque for driving the track. Housing (12) has a ring gear
on its inner circumference. Planet gears (6) and (3) engage with the ring gear. This integrated
unit which is supported by ball bearings (11) turns together as the ring gear turns.
The planet reduction group reduces the travel speed in a ratio of sun gear teeth numbers to ring gear
teeth numbers. The compact travel drive with the sun gear incorporated in the ring gear housing
provides a greater gear reduction.
Planet Gear Operation

Rotation of travel motor output shaft (2) is transmitted to first stage sun gear (9). Sun gear (9) is
splined to output shaft (2). When first stage sun gear (9) rotates clockwise (viewed from motor side),
the travel drive assembly operates as described below.
First Stage Reduction Group

(6) Planet gear (first stage). (7) Bearing (first stage). (8) Planet carrier (first stage). (9) Sun gear (first stage). (12) Housing
(ring gear). (13) Rotating direction of first stage reduction group.
In the first stage reduction group, first stage planet gears (6) are in mesh with first stage sun gear (9).
First stage planet gears (6) rotate counterclockwise as first stage sun gear (9) rotates clockwise. First
stage planet gears (6) are also in mesh with the ring gear. First stage planet gears (6) "walk" around
the teeth of the ring gear. As first stage planet gears (6) rotate, they circle around first stage sun gear
(9) clockwise. First stage planet gears (6) are held to first stage planet carrier (8) through bearing (7).
The assembly of first stage planet carrier (8) rotates clockwise.
Splines In Engagement
(5) Sun gear (second stage). (8) Planet carrier (first stage). (14) Splines in engagement.
Rotation of first stage planet carrier (8) is transmitted to second stage sun gear (5) which is splined to
first stage planet carrier (8).
In second stage reduction group, second stage planet gears (3) are held to housing (10) through
bearing (4). Housing (10) is held to the track frame. Unlike the first stage planet gears turning around
their sun gear, second stage planet gears (3) turn on their own axes in the positions where they are
mounted. This causes housing (12) to rotate counterclockwise.
The sprocket wheel is bolted to housing (12). The torque of second stage sun gear (5) is transmitted to
housing (12), which causes the sprocket to rotate counterclockwise. The right track rotates in the
forward direction.
Straight Travel Control
Introduction

(1) Right travel. (2) Straight travel. (3) Left travel.
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) goes through straight travel valve (2) and right
travel control valve (1) to the right travel motor. Oil from rear pump (8) goes through left travel
control valve (3) to 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 oil
pressure, the following occurs:
1. Rear pump (8) supplies oil not only to the left travel circuit but also to the right travel circuit
to drive both motors in parallel.
2. The swing and implement circuits get their supply of pressure oil from the front pump. 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 shared by the right and left travel circuits.
Implement And Travel Operation
Hydraulic Schematic(Partial)(Boom And Travel Activated)

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

(1) Passage. (2) Center bypass passage. (3) Stem chamber. (4) Spring. (5) Spring. (6) Pilot passage. (7) Stem (straight
travel control valve) (8) Check valve. (9) Parallel feeder passage. (10) Parallel feeder passage. (11) Port. (12) Center
bypass passage. (13) Port. (14) Line. (15) Line. (16) Front pump. (17) Rear pump.
When there is only a travel operation, pilot pressure in pilot passage (6) is kept low. The oil pressure
in stem chamber (3) also remains low. Stem(7) is shifted all the way to the left by the forces of
springs (4) and (5). Oil from both front and rear pumps flows as follows.
1. Oil from front pump (16) goes through line (14) and enters the straight travel control valve
through port (11). The front pump oil then flows in two paths. One path goes through center
bypass passage (12) and into the right travel control valve. The other path goes through parallel
feeder passage (10) and into the attachment, boom I, bucket and stick II control valves.
2. Oil from rear pump (17) goes through line (15) and enters the straight travel control valve
through port (13). The rear pump oil then flows in two paths. One path goes through center
bypass passage (2) and into the left travel control valve. The other path goes to check valve (8).
Check valve(8) is shifted to the right (open position). The oil flow now goes through stem
passage (1) and parallel feeder passage (9), and into the swing, stick I and boom II control
valves.
Right Travel Control Valve (Activated Position)

(1) Passage. (2) Center bypass passage. (3) Stem chamber. (4) Spring. (5) Spring. (6) Pilot passage. (7) Stem. (8) Check
valve. (9) Parallel feeder passage. (10) Parallel feeder passage. (11) Port. (12) Center bypass passage. (13) Port. (16) Front
pump. (17) Rear pump. (18) Passage.
When a travel and implement (or swing) operation occurs, pilot oil pressure in pilot passage (6)
increases. The oil pressure in stem chamber (3) increases enough to shift stem (7) to the right against
the force of springs (4) and (5). Pump oil now flows as follows:
1. The front pump (16) oil enters the straight travel control valve through port (11) and flows in
two paths. One path goes through parallel feeder passage (10) and into the attachment, boom I,
bucket and stick II control valves. The other path goes through passage (18) and parallel feeder
passage (9), and into swing, stick I and boom II control valves. Part of the front pump oil in
passage (18) goes through passage (1) and check valve (8) in stem (7), and to both center
bypass passages (2) and (12), combining with rear pump oil. This helps drive both right and left
travel motors.
2. The rear pump (17) oil enters the straight travel valve through port (13) and 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 (12) to the right travel control valve.
Loading Operation
Introduction
Combined Operations Of Boom Raise, Stick Out And Swing Right
Combined Operations Of Boom Lower, Stick Out And Swing Left
Monitor Panel (Right Console)

(1) Boom Priority mode switch.
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, place work mode selector switch in BOOM PRIORITY MODE (1) position.
Better loading operation is assured during a combined operation of boom, stick and swing.
Combined Loading Operations

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

(1) Line. (2) Line. (3) Parallel feeder passage. (4) Boom I control valve. (5) Stick II control valve. (6) Boom II control
valve. (7) Stick I control valve. (8) Passage. (9) Pressure control valve. (10) Swing control valve. (11) Line. (12) Parallel
feeder passage. (13) Front pump. (14) Rear pump.
In a loading operation involving boom raise, stick out and swing, oil from front (13) and rear (14)
pumps flow as follows:
1. Front pump oil goes through parallel feeder passage (12) and then separates into two paths.
a. One path goes through boom I control valve (4) and then through line (2) into the
boom cylinder.
b. The other path goes through parallel feeder passage (12), stick II control valve (5), line
(11), passage (8) and stick I control valve (7) into the stick cylinder.
2. Rear pump oil goes through parallel feeder passage (3) and then separates into three paths.
a. One path goes through swing control valve (10) into the swing motor.
b. The second path goes through pressure control valve (9), passage (8) and stick I
control valve (7) into the stick cylinder.
c. The third path goes through boom II control valve (6) and line (1), then combines with
front pump oil in line (2). The combined oil flows into the boom cylinder.
In this type of 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
the swing speed 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
Hydraulic Schematic (Partial) (Boom Lower, Loading Operation)

(3) Parallel feeder passage. (4) Boom I control valve. (5) Stick II control valve. (6) Boom II control valve. (7) Stick I
control valve. (8) Passage. (9) Pressure control valve. (10) Swing control valve. (11) Line. (12) Parallel feeder passage.
(13) Front pump. (14) Rear pump.
In a loading operation involving boom lower, stick out and swing, oil from front (13) and rear (14)
pumps flows as follows:
1. Front pump oil goes through parallel feeder passage (12) and then separates into two paths.
a. One path goes through boom I control valve (4) into the boom cylinder.
b. The second path goes through parallel feeder passage (12), stick II control valve (5),
line (11), passage (8) and stick I control valve (7) into the stick cylinder.
2. Rear pump oil goes through parallel feeder passage (3) and then separates into two paths as
follows:
a. One path goes through swing control valve (10) into the swing motor.
b. The second path goes through pressure control valve (9), passage (8) and stick I
control valve (7) into the stick cylinder.
As described above, both front and rear pumps supply their oil to the stick cylinder. The stick cylinder
moves faster, taking balance with optimum boom lowering and swing speed for better combined
operation.
Leveling Operation
Introduction
The purpose of a leveling operation is to level a surface with high accuracy through the combined
movement of the boom and stick. In a leveling operation, the boom and stick make fine movements to
keep the tip of the bucket against the surface being leveled.
Stick In Leveling (Movement Of Boom And Stick)
Right Console (Monitor Panel)

(1) Power mode selector switch. (2) Fine control mode.
Leveling operations are slow speed work, power mode selector switch (1) must be turned to
STANDARD MODE position for light work. Also, work mode selector switch must be in the FINE
CONTROL MODE position (2) to keep the boom and stick circuits separated at a reduced rate of
flow.
Fine Control Circuit
Hydraulic Schematic (Partial)

(1) Stick cylinder. (2) Boom cylinders. (3) Center bypass passage (4) Boom I control valve. (5) Stick II control valve. (6)
Stick I control valve. (7) Center bypass passage. (8) Boom II control valve. (9) Parallel feeder passage. (10) Leveling
solenoid valve. (11) Pilot oil manifold. (12) Front pump. (13) Rear pump.
When the boom and stick control levers are moved to the BOOM RAISE and STICK IN position,
front (12) and rear (13) pump oil flows as follows:
With the work mode selector switch in FINE CONTROL MODE position, leveling solenoid valve
(10) is energized, allowing bypass passage of stick II control valve (5) open.
1. Front pump oil
a. The oil goes through parallel feeder passage (9) and boom I control valve (4). Then
part of the oil flows into boom cylinder (2).
b. The remainder of the oil goes through center bypass passage (3), boom I control valve
(4) and stick II control valve (5), then back into the hydraulic tank.
2. Rear pump oil
a. The oil goes through center bypass passage (7) and stick I control valve (6). Then part
of the oil flows into stick cylinder (1).
b. The remainder of the oil goes through center bypass passage (7) and boom II control
valve (8), then back into the hydraulic tank.
The hydraulic oil circuits for front and rear pumps are separate from each other.
Movements of boom and stick cylinders do not interfere each other, which provides good combined
operation. Part of oil from each pump goes bypass to the hydraulic tank, which provides better fine
control movements to the both cylinders for high accuracy leveling work.
When the boom control lever is moved to LOWER, after turning the power mode switch to slow
mode position, the oil from the front pump goes to the boom cylinder. With bypass in the stick II
control valve (5) connecting with the tank, the remainder of the front pump oil goes through the stick
II control valve (5) to the tank. At this time, the boom lowering pressure does not raise above the line
relief pressure.
Trenching Operation
Introduction
Trenching Operation (Illustration Of Applied Swing Force)
When excavating a ditch, its cross section should be rectangular. The resistance force of the ditch wall
acts against the bucket to cause the bucket to move away from the wall of the ditch.
Right Console
(1) Swing Priority Mode position.
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,
which is given by pressing swing priority mode switch (1). The pump oil is divided into two. One is
for bucket swing, and the other is for excavating.
Trenching Operation (Swing Priority Solenoid Valve

Energized)
Hydraulic Schematic (Partial) (Swing Priority Operation)
(1) Stick I control valve. (2) Orifice. (3) Swing control valve. (4) Boom I control valve. (5) Bucket control valve. (6) Stick
II control valve. (7) Pressure control valve. (8) Parallel feeder passage. (9) Parallel feeder passage. (10) Line. (11) Swing
priority solenoid valve. (12) Pilot oil manifold. (13) Front pump. (14) Rear pump.
When the control levers are moved to either BOOM RAISE, STICK IN, BUCKET CLOSE or
SWING position, front (13) and rear (14) pump oil flows as follows:
When the swing priority mode switch is depressed, swing priority solenoid valve (11) is energized,
closing pressure control valve (7). This is the reason that the rear pump oil is supplied to the swing
motor only.
1. Front pump oil in parallel feeder passage (9) separates into three oil paths.
a. One path goes through bucket control valve (5) to the bucket cylinder.
b. Another path goes through boom I control valve (4) to the boom cylinders.
c. The third path goes through stick II control valve (6), line (10) and stick II control
valve (1).
Rear pump oil:
a. Most of rear pump oil goes from parallel feeder passage (8) through swing control valve (3)
to the swing motor.
b. A small amount of rear pump oil goes through orifice (2) to stick I control valve (1).
Rear pump oil is supplied to swing motor only as described above. Therefore, the swing motor assures
the bucket to be pushed against the wall. Cylinders for the boom, stick and bucket moves at an
optimum speed only with oil supplied from the front pump.
Tamping Operation
Introduction
When surface forming or compacting with the bottom of the bucket, it requires the boom smoothly
raising and lowering.
Boom Raise And Lower
Right Console (Monitor Panel)

(1) Character display. (2) Power mode switch. (3) User mode switch.
The boom must raise and lower slowly. Push user mode switch (3) to select tamping mode. "U1" is
displayed on character display (1) at the right two digits. When the boom raising or lowering, the
pump output changes to make tamping operation smooth. Use power mode switch (2) to select power
mode or standard mode depending on the working condition.
Operation
Hydraulic Schematic (Partial) (Slope Tamping Operation)

(1) Line. (2) Boom II control valve. (3) Center bypass passage. (4) Boom I control valve. (5) Center bypass passage. (6)
Stick II control valve. (7) Shuttle valve. (8) Stroke limiter. (9) Parallel feeder passage. (10) Shuttle valve. (11) Pilot line.
(12) Parallel feeder passage. (13) Line. (14) Leveling solenoid valve. (15) Travel speed solenoid valve. (16) Pilot
manifold. (17) Front pump. (18) Rear pump.
When the control lever is moved to boom RAISE, oil from front (17) and (18) flows as follows. When
the tamping mode is selected by user mode switch, travel speed solenoid valve (15) is energized to
push stroke limiter (8) of boom II control valve (2). Center bypass passage (3) is opened. Fine control
solenoid valve (14) is energized, too. The oil in pilot line (11) does not push stick II control valve (6)
through shuttle valve (10) and (7), and center bypass passage (5) is opened.
1. Front pump oil
a. The oil flows through parallel feeder passage (12) and boom I control valve (4) into the boom
cylinder.
2. Rear pump oil
b. The oil flows through center bypass passage (3) and boom II control valve (2) into hydraulic
tank. When the boom raising, the oil from the rear pump does not combine with the oil from the
front pump oil at line (1) to provide optimum speed for boom. This prevents rapid boom raising
and the machine shaking. When the boom lowering, oil flow from the rear pump decreases due
to pressure from line (13) to provide optimum force by boom lowering. This prevents jack-up
of the machine by the boom cylinders and makes tamping operation easier.
Copyright 1993 - 2021 Caterpillar Inc. Wed Feb 3 18:50:59 UTC-0300 2021
Todos los derechos reservados.
Red privada para licenciados del SIS.

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315B & 315B L TRACK-TYPE EXCAVATORS 3046 ENGINE(XEBP7712 - 02) - Doc...

Hydraulic Schematic Of Hydraulic System

(1) Swing parking brake control valve.

(2) Swing motor.

(3) Left travel motor.

(4) Right travel motor.

(5) Stick cylinder.

(6) Boom cylinders.

(7) Bucket cylinder.

(9) Oil cooler.

(10) Boom raise pressure switch.

(11) Main control valve.

(12) Implement/swing pressure switch.

(13) Travel pressure switch.

(14) Main relief valve.

(15) Pilot control valve (travel).

(16) Pilot control valve (swing/stick).

(17) Fine control solenoid valve.

(18) Travel speed solenoid valve.

(19) Swing priority solenoid valve.

(20) Proportional reducing valve.

(22) Pilot control valve (boom/bucket).

(23) Automatic travel speed change valve pressure sensor.

(24) Pilot relief valve.

(25) Pilot manifold.

(26) Hydraulic activation control valve.

(27) Drain filter.

(28) Front pump.

(29) Rear pump

(30) Pilot pump.

(31) Return filter.

(32) Hydraulic tank.

(33) Pilot filter.

Pump Flow And Pressure Control

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

1. The Main Hydraulic System

2. The Pilot Hydraulic System

The pilot hydraulic system provides oil to the control circuits.

3. The Electronic Control System

Main Control Valve Compartment

Controller Compartment (Under Right Side of Cab)

The pump regulator functions as follows:

Regulator Operation (Before Pump Destroke)

Total Horsepower Flow Control (After Start Of Pump Destroke)

Illustration Of Regulator Operation

Regulator Operation (After Start Of Pump Destroke)

Negative Flow Rate Control

Negative Flow Control Operation (Partial)

Pressure/Flow (P-Q) Characteristic Curves

P-Q Characteristic Curves

1. Pump output circuit pressure.

Hydraulic Schematic Of Main Control Valves

(1) Boom II control valve.

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

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

(4) Stick I control valve.

(5) Load check valve.

(6) Center bypass passage.

(7) Swing control valve.

(8) Main control valves.

(9) Left travel control valve.

(10) Straight travel valve.

(11) Return port.

(13) Right travel control valve.