320, 320 L and 320 N Operation Hydraulic System

320, 320L & 320N EXCAVATORS 9WG00001-00722 (MACHINE)(SEBP2034 - 02) - ...
Page 1 of 162
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Producto: EXCAVATOR
Modelo: 320-A N EXCAVATOR 9WG
Configuración: 320, 320L & 320N EXCAVATORS 9WG00001-00722 (MACHINE)
Operación de Sistemas
320, 320 L AND 320 N EXCAVATORS HYDRAULIC SYSTEM
Número de medio -SENR5455-00 Fecha de publicación -01/04/1992 Fecha de actualización -11/10/2001
Systems Operation
Introduction
Reference: For Electric And Electronic Systems Operation, see Form No. SENR5404.
Reference: For Testing And Adjusting of the hydraulic and electronics systems, make reference to
Testing And Adjusting for 320, 320 L And 320 N Excavators Hydraulic And Electronic Systems,
Form No. SENR5456.
NOTE: For Specifications with illustrations make reference to the Specifications For 320, 320 L And
320 N Excavators Hydraulic System, Form No. SENR5453. If the specifications in Form No.
SENR5453 are not the same as in the Systems Operation, look at the printing date on the back cover
of each book. Use the specifications in the book with the latest date.
NOTE: For Hydraulic schematics, make reference to the following: Hydraulic Schematic for 320,
320 L And 320 N Excavators (3XK1-UP, 4ZJ1-UP And 9WG1-UP), Form No. SENR5461.
Hydraulic Schematic for 320 And 320 L Excavators (3RK1-UP, 4BK1-UP, 7WK1-UP and 1TL-UP),
Form No. SENR5457.
NOTE: For Electrical schematics, make reference to the following: Electrical Schematic for 320, 320
L And 320 N Excavators, Form No. SENR5459.
NOTE: All references to "3RK1-UP and 4BK1-UP" in this module, also apply to "7WK1-UP and
1TL1-UP".
Hydraulic Schematic
320, 320L & 320N EXCAVATORS 9WG00001-00722 (MACHINE)(SEBP2034 - 02) - ... Page 2 of 162
(1) Swing parking control valve.
(2) Travel motor (left).
(3) Travel motor (right).
(4) Stick cylinder.
(5) Swing motor.
(6) Travel brake valve (left).
(7) Travel brake valve (right).
(8) Bucket cylinder.
(9) Boom cylinders.
(10) Stick drift reduction valve.
(11) Swivel.
(12) Pressure switch (implement/swing).
(13) Pressure switch (travel).

(14) Main control valves.
(15) Boom drift reduction valve.
(16) Main relief valve.
(17) Pressure switch (BOOM RAISE).
(18) Pilot control valve.
(21) Proportional reducing valve.
(22) Pilot oil manifold.
(23) Pilot relief valve.
(24) Accumulator.
(26) Shock reducing valve.
(27) Solenoid valve (swing priority).
(28) Solenoid valve (fine control).
(30) Hydraulic activation control valve.
(31) Upper pump.
(32) Lower pump.
(33) Solenoid valve (travel speed).
(34) Automatic travel speed change valve.
(35) Pilot filter.
(36) Pilot pump.
(37) Hydraulic tank.
(38) Bypass check valve (3RK1-UP & 4BK1-UP only).
(39) Slow return check valve.
(40) Oil cooler.
(41) Bypass check valve.
(A) Return passage (3RK1-UP And 4BK1-UP only).
NOTE: The information in this module applies to excavators 3RK1-UP and 4BK1-UP which use two
return lines from the main control valves. Excavators 3XK1-UP, 4ZJ1-UP and 9WG1-UP have one
return line (instead of two) from the main control valves. Excavators 3XK1-UP, 4ZJ1-UP and 9WG1-
UP also have one bypass check valve as compared to excavators 3RK1-UP and 4BK1-UP having two
bypass check valves.
Reference: For Hydraulic System Schematic 320, 320 L and 320 N (3XK1-UP, 4ZJ1-UP and 9WG1-
UP) see, Form No. SENR5461.
Reference: For Hydraulic System Schematic 320 and 320 L (3RK1-UP and 4BK1-UP) see, Form No.
SENR5457.
Pump Flow And Pressure Control

Introduction
Pump Compartment
(31) Upper pump. (32) Lower pump. (42) Outlet line (upper pump). (43) Housing. (44) Outlet line (lower pump).
This machine is driven and controlled by the following three systems:
1. The Main Hydraulic System (provides oil to the cylinders and motors of the machine).
2. The Pilot Hydraulic System (provides oil to the control circuits).
3. The Electronic Control System (controls outputs from the engine and pump).
The main hydraulic system is driven by main pumps (31) and (32). Pumps (31) and (32) are variable
displacement and bent axis piston type pumps. The pumps are identical in performance. Lower pump
(32) is directly connected to the engine by a flexible coupling. Pumps (31) and (32) are mechanically
connected in parallel through gears. Gear type pilot pump (36), installed in housing (43) is directly
connected to lower pump (32) and drives the pilot hydraulic system. All engine output is used for
driving these three pumps.
Each of the main pumps delivers approximately 185 liter/min (49 U.S. gpm) of hydraulic oil at no
load. The pilot pump delivers approximately 22 liter/min (5.8 U.S. gpm) of hydraulic oil at 3450 kPa
(500 psi) and 1800 rpm. When a load is placed on the machine, the hydraulic oil is supplied to the
main hydraulic circuit.
As the load increases, the main pumps decrease their output. The system is designed to keep the
hydraulic horsepower approximately the same as the engine horsepower during system pressure
increase or decrease.
Main Control Valve Compartment

(16) Main relief valve. (42) Outlet line (upper pump). (44) Outlet line (lower pump). (45) Right control valve body
(operated by upper pump oil). (46) Left control valve body (operated by lower pump oil).
The oil delivered from upper and lower pumps (31) and (32) respectively enters right and left valve
bodies (45) and (46) of main control valves (14). If no work is being performed, pump oil flows
through the control valves and returns to hydraulic tank (37). Main control valves (14) now sends a
signal (negative flow control) to each pump causing the respective pump to destroke to minimum
output flow.
If an operation is being performed, main control valves (14) direct pump oil to the respective
cylinders (boom, bucket and stick) and/or motors (swing and travel). Main control valves (14) contain
various valve stems, passages, check valves and orifices which allow an operation to be done by itself
or in combination with other operations. The maximum working pressure of the main hydraulic
system is restricted to main relief valve (16) setting of 34 300 kPa (5000 psi) during travel operation
and 31 400 kPa (4500 psi) during implement/swing operation.
Cab
(47) Control lever (stick and swing). (48) Control lever (boom and bucket). (49) Travel pedal (left). (50) Travel pedal
(right).
Pilot pump (36) delivers a constant flow of pressure oil to the pilot circuit. The operating pilot
pressure increases to the pilot relief valve setting of 3450 kPa (500 psi).
The pilot circuit has the following three functions:
1. To operate main control valves (14): When control levers (47) and (48) or travel pedals (49)
and (50) are operated, pilot oil flows to the main control valves through pilot control valves
(20), (25), (18) and (19) respectively. This pilot pressure oil shifts the stems in the main control
valves allowing the main pump oil to flow to the required circuits of cylinders (4), (8) and (9)
and motors (5), (2) and (3).
2. To control pump output: Proportional reducing valve (21) receives an electronic signal and
uses the pilot system oil to develop a hydraulic signal pressure. The hydraulic signal pressure
goes to the regulators in the main pumps and controls the pump output flow.
3. To create pilot signal pressure in the pilot circuit so the following controls can be achieved:
A. Activate Automatic Engine Speed Control (AEC) system, causing functions to automatically
reduce the engine speed when no, or very small hydraulic operation is called for.
B. Change the main relief valve pressure setting for travel or implement/swing operation.
C. Release the swing motor parking brake.
D. Automatically change travel speed to HIGH or LOW, depending on the machine load.
E. Operate the straight travel control valve to keep the machine traveling straight during a
combined operation of travel and implement.
F. Control operations of valves required for easier loading or treching.
NOTE: For details of the pilot control, see the section, "Pilot Circuit".
Cab
(51) Switch panel. (52) Engine speed dial.
Machine Left Side

(53) Controller.
The electronic control system controls the outputs from the engine and the pump through controller
(53). Controller (53) senses the position of the engine governor lever selected by engine speed dial
(52). Controller (53) also senses the power mode position selected by the power mode switch located
on switch panel (51). Controller (53) processes the information and sends a signal pressure to the
pump so the pump can provide optimum output depending on the machine load and engine speed.
The electronic control system has the following major functions:
1. When a large load is placed on the machine, the system allows the pump to destroke,
allowing the maximum horsepower available from the engine.
2. Depending on the load placed on the machine, the system controls the output of the pump at
an optimum power mode from three different power mode setting. This allows the machine to
operate at an optimum speed and helps to reduce the fuel consumption.
3. At a no or very small load condition, the system automatically decreases the engine speed to
improve the fuel consumption and noise level.
4. The system causes solenoid valves for fine control (28) and swing priority (27) to activate for
easier ground surface leveling or vertical finishing of ditch wall surfaces, respectively.
NOTE: For details of the electronic control system, see the separate module "Electric And Electronic
System, Systems Operation, Form No. SENR5454".
Main Pumps
Construction
Main Pumps
(1) Port (upper pump negative flow control pressure). (2) Outlet port (pilot pump). (3) Upper pump. (4) Outlet port (upper
pump). (5) Inlet port. (6) Port (power shift pressure). (7) Port (lower pump negative flow control pressure). (8) Lower
pump. (9) Outlet port (lower pump). (10) Housing. (11) Pilot pump.
The main pumps consist of upper pump (3) and lower pump (8), coupled in housing (10). The upper
and lower pumps are identical in construction, operation and control system.
Oil from the hydraulic tank enters inlet port (5) which is common to both pumps. Each pump delivers
oil through its respective outlet port (4) or (9). Pilot pump (11) draws oil through inlet port (5) and
delivers oil through outlet port (2).
The power shift pressure for the electronic controller enters the main pump through port (6). The
negative flow control pressure from the main control valves enters the main pumps through respective
ports (1) and (7).
Main Pumps
(4) Outlet port (upper pump). (5) Inlet port. (9) Outlet port (lower pump). (10) Housing. (11) Pilot pump. (12) Gear (pilot
pump). (13) Plate. (14) Pin. (15) Line (pilot pump). (16) Inlet port (pilot pump oil). (17) Regulator. (18) Drive shaft (lower
pump). (19) Center line. (20) Trunnion. (21) Housing. (22) Center line. (23) Gear (lower pump). (24) Piston. (25)
Cylinder. (26) Valve plate. (27) Piston. (28) Gear (upper pump). (29) Shaft (upper pump). (30) Cylinder passage. (32)
Inlet passage. (33) Center hole. (34) Outlet passage. (35) Outlet passage.
The pump is a bent-axis piston type pump. The term bent-axis refers to the angular movement of the
piston pump assembly about the point of intersection of center lines (19) and (22). The pump changes
its output depending on the angle of cylinder (25).
320, 320L & 320N EXCAVATORS 9WG00001-00722 (MACHINE)(SEBP2034 - 02) ... Page 10 of 162
Drive shaft (18) of the lower pump is coupled with the engine flywheel. Gear (23) of drive shaft (18)
engages with gear (28) of shaft (29). When drive shaft (18) is driven by the engine flywheel, shaft
(29) of the upper pump is driven together through the mechanical linkage of gears (23) and (28).
Because the numbers of teeth of gears (23) and (28) are the same, the upper and lower pumps rotate at
the same rpm as the engine.
Because gear (23) engages with gear (12) of pilot pump (11), pilot pump (11) rotates with the main
pumps.
Pump Operation
The upper and lower pumps are identical in operation. Description is given to the lower pump as a
typical example.
Drive shaft (18) is driven by the engine. Drive shaft (18) turns seven pistons (24), causing cylinder
(25) to rotate. Cylinder (25) is in contact with valve plate (26). Cylinder (25) rotates on valve plate
(26). Cylinder (25) pivots on pin (14). Gear (23) has plate (13) that retains heads of pistons (24),
allowing them to swivel in their sockets.
Pump Cover And Valve Plate

(4) Outlet port (upper pump). (5) Inlet port. (9) Outlet port (lower pump). (20) Trunnion. (21) Housing. (26) Valve plate.
(31) Inlet passage. (33) Center hole. (35) Outlet passage. (36) Grooves.
Oil from the hydraulic tank goes into housing (21) through inlet port (5). The oil goes through inlet
passages (32) and (31) in valve plate (26), respectively. The oil then enters cylinder passages (30) of
cylinder (25) which are positioned over inlet passage (31). As the cylinder turns, openings of passages
(30) in the cylinder rotate to the position of inlet passage (31).
Piston (24) changes its stroke (displacement), depending on the angle of cylinder (25). As the piston
moves out of the bore of cylinder (25), it draws oil behind it. As the piston moves in the bore, it
pushes oil ahead of the piston. The oil that is pushed ahead of the piston goes through cylinder
passage (30) and then through outlet passage (35) in valve plate (26). The oil then leaves the lower
pump through outlet port (9) and goes to the hydraulic circuit.
Valve plate (26) moves on the machined grooves (36) of housing (21). Housing (21) has a circular
contour. Center hole (33) of valve plate (26) holds one end of trunnion (20). The other end of the
trunnion is held to piston (27) of regulator (17). As piston (27) moves in or out during regulator
operation (described later), the cylinder changes its angle because of the mechanical linkage of
trunnion (20) and valve plate (26). When valve plate (26) moves in radial direction (C), the cylinder
decreases its angle, decreasing the stroke of pistons (24), causing pump output to decrease. When
valve plate (26) moves in radial direction (D), the cylinder increases its angle, increasing the piston
stroke for an increase in pump output.
Inlet oil is sealed from the outlet oil by a metal-to-metal seal between the face of valve plate (26) and
the face of cylinder (25). On the other side of valve plate (26), the seal is made with the face of the
machined groove (36). The sealing faces are made with precision. Protection must be given to these
faces during disassembly and assembly.
Valve plate (26) in the lower pump is not the same as valve plate (37) in the upper pump. Use extra
care to install valve plates (26) and (37) in their correct position.
Valve Plates
(26) Valve plate (in lower pump). (37) Valve plate (in upper pump).
Pump Regulator
Regulator (Upper Pump)

(1) Passage. (2) Passage. (3) Passage. (4) Shuttle valve. (5) Passage. (6) Passage. (7) Passage. (8) Housing. (9) Outlet port
(upper pump). (10) Outlet passage. (11) Line (upper pump Pn). (12) Passage. (13) Piston. (14) Control piston. (15)
Passage. (16) Passage. (17) Passage. (18) Spring. (19) Bushing. (20) Passage. (21) Pin. (22) Spring. (23) Line (Ps). (24)
Control piston. (25) Passage. (26) Spring chamber. (27) Spring. (28) Spring. (29) Spring spacer. (30) Spring. (31)
Trunnion. (32) Piston. (33) Bolt. (34) Ring. (35) Passage. (36) Cover chamber. (37) Piston chamber. (38) Bolt. (Pd) Main
pump delivery pressure (upper pump). (Pg) Pilot pump delivery pressure. (Pn) Negative flow control pressure. (Ps) Power
shift pressure.
Pump Compartment
(11) Line (upper pump Pn). (23) Line (Ps). (39) Outlet line (Pg). (40) Regulator (upper pump). (41) Port. (42) Regulator
(lower pump). (43) Line (lower pump Pn).
The pump regulator functions as follows:
1. Using the electronic control system, the regulator receives the hydraulic signal pressure
[power shift pressure (Ps)] and controls the pump output flow depending on the machine load
and engine speed.
2. To keep the horsepower from the engine to the pump constant, the regulator receives the
main pump delivery pressure (Pd). This is called the constant horsepower flow control.
3. When the control levers are in NEUTRAL or in PARTIAL MOVEMENT position, the
regulator receives the negative flow control pressure (Pn). Negative flow control pressure (Pn)
controls the pump output flow. This is called the negative flow control.
The regulators of the upper and lower pumps are basically identical in construction and operation.
Description is given to the upper pump regulator.
Oil from the upper pump and pilot pump flows to regulator (40) as follows:
Oil from the upper pump goes through passages (10) and (7) in housing (8), passages (1) and (3), and
shuttle valve (4) to passage (2). Oil from the pilot pump goes through passages (16) and (5) and
shuttle valve (4) to passage (2). Only the higher pressure of main pump delivery pressure (Pd) or pilot
pump delivery pressure (Pg) can go through passage (2).
The pressure through passage (2) separates into the following three paths:
1. One path goes through passage (15) to control piston (14) in the regulator.
2. Another path goes through passage (17) to control piston (24) in the regulator.
3. The third path goes through passages (6) and (35) and cover chamber (36) to piston chamber
(37).
Power shift pressure (Ps) goes through line (23) to port (41) which is common to upper and lower
pump regulators (40) and (42).
During constant horsepower flow control, the higher pressure of main pump delivery pressure (Pd) or
pilot pump delivery pressure (Pg) acts against the shoulder of control piston (14) while power shift
pressure (Ps) is acting against the top end face of control piston (14). Control piston (14), pin (21) and
control piston (24) now shift to control the pump output.
NOTE: For further information, see the section, "Regulator Operation" in this module.
During negative flow control, negative flow control pressure (Pn) from line (11) acts against the top
surface of piston (13). Control piston (14) shifts, allowing control piston (24) to move for pump flow
control.
Regulator Operation
Constant Horsepower Flow Control (Before Pump Destroke)
Regulator Operation (Before Pump Destroke)

(4) Shuttle valve. (14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (22) Spring. (24) Control piston.
(25) Passage. (26) Spring chamber. (27) Spring. (30) Spring. (31) Trunnion. (32) Piston. (33) Bolt. (34) Ring. (35)
Passage. (37) Piston chamber. (38) Bolt. (44) Pilot pump. (45) Upper pump. (Pd) Main pump delivery pressure. (Pg) Pilot
pump delivery pressure. (Ps) Power shift pressure.
Regulator Operation (Partial)

(14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (22) Spring. (24) Control piston. (25) Passage. (26)
Spring chamber. (27) Spring. (46) Shoulder. (47) Top surface. (48) Passage. (49) Passage. (Pd) Main pump delivery
pressure. (Pg) Pilot pump delivery pressure. (Ps) Power shift pressure.
When the machine is operating with a low load, the higher main pump delivery pressure (Pd) or pilot
pump delivery pressure (Pg) from passage (15) acts on shoulder (46) of control piston (14). Power
shift pressure (Ps) from passage (20) acts on top surface (47) of control piston (14). Control piston
(14) pushes down against pin (21), trying to move control piston (24) down. Control piston (24) does
not move down because the total forces of main pump delivery pressures (Pd), pilot pump delivery
pressure (Pg) and power shift pressure (Ps) are less than the combined forces of springs (22), (27) and
(30). The force of spring (30) is less than that of spring (27). Spring (30) is compressed before spring
(27) is compressed. Passage (48) closes and passage (49) opens making an open connection between
passage (25) and spring chamber (26). Tank pressure in spring chamber (26) acts on the bottom
surface of ring (34). Main pump delivery pressure (Pd) or main pump delivery (Pg) in piston chamber
(37) moves piston (32) and ring (34) down until bolt (33) comes in contact with bolt (38). Because of
the mechanical linkage of piston (32) and the cylinder through trunnion (31), the cylinder is held at
the maximum angle position, allowing the pump to maintain the maximum output flow.
Constant Horsepower Flow Control (After Start Of Pump Destroke)
Regulator Operation (After Start Of Pump Destroke)

(4) Shuttle valve. (14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (22) Spring. (24) Control piston.
(25) Passage. (26) Spring chamber. (27) Spring. (28) Spring. (30) Spring. (31) Trunnion. (32) Piston. (34) Ring. (35)
Passage. (37) Piston chamber. (44) Pilot pump. (45) Upper pump. (50) Set screw. (Pd) Main pump delivery pressure. (Ps)
Power shift pressure.
Regulator Operation (Partial)

(14) Control piston. (15) Passage. (17) Passage. (20) Passage. (22) Spring. (24) Control piston. (25) Passage. (26) Spring
chamber. (27) Spring. (46) Shoulder. (47) Top surface. (48) Passage. (49) Passage. (50) Set screw. (Pd) Main pump
delivery pressure. (Ps) Power shift pressure.
An increased load on the main pump increases power shift pressures (Ps) and main pump delivery
pressure (Pd). (Pd is held more than Pg.)
The combined forces of increased power shift pressure (Ps) and main pump delivery pressure (Pd) act
on top surface (47) and shoulder (46) of control piston (14) to overcome the total forces of springs
(22) and (30). Control piston (14) pushes down on control piston (24) through pin (21). Passage (49)
closes and passage (48) opens, allowing main pump delivery pressure (Pd) from passage (17) to go
through passage (25) to the bottom surface of ring (34).
Main pump delivery pressure (Pd) acting on the top surfaces of ring (34), is now supplied to piston
chamber (37) through passage (35). Main pump delivery pressure (Pd) is common to both top and
bottom surfaces of ring (34). Because the area of ring (34) bottom surface is larger than that of its top
surface, ring (34) pushes piston (32) up against the forces of springs (30) and (28). The mechanical
linkage of piston (32) and the cylinder through trunnion (31), causes the cylinder to move in its
smaller angular direction for pump destroke.
As control piston (32) moves up, spring (30) compresses and pushes piston (24) up. Passage (48)
closes and passage (49) partially opens, allowing oil to flow from passage (25) to spring chamber
(26). Because spring chamber (26) is open to tank pressure, the pressure on the bottom surface of ring
(34) becomes less than main pump delivery pressure (Pd). Piston (32) starts to stop upward
movement. When the force of main pump delivery pressure (Pd) on the top surface of the ring
becomes more than the force on its bottom surface, piston (32) starts to move down. Because of the
decreased compression force of spring (30), control piston (24) also starts to move down. Passage
(49) now closes and passage (48) partially opens. Piston (32) now starts to move up again because of
main pump delivery pressure (Pd) through passage (25) to the bottom surface of the ring.
As main pump delivery pressure (Pd) further increases and compresses spring (27), pistons (24) and
(32) operate in the same operating manner as that described above.
When main pump delivery pressure (Pd) is equal to the combined force of springs (27), (28) and (30),
piston (32) is in a balanced position and the angle of the cylinder is held at this point. Control piston
(24) is now also held at a balanced position by keeping the openings of both passages (48) and (49)
slightly opened.
Turning set screw (50) changes the compression force of spring (22) which changes the pump output
flow. An increased compression force of the spring increases the pump output flow.
Negative Flow Rate Control

Negative Flow Control Operation (Partial)

(11) Line [negative flow control pressure (Pn)]. (12) Port. (13) Piston. (14) Control piston. (17) Passage. (18) Spring. (19)
Bushing. (21) Pin. (22) Spring. (24) Control piston. (25) Passage. (26) Spring chamber. (27) Spring. (28) Spring. (30)
Spring. (32) Piston. (45) Upper pump. (46) Shoulder. (47) Top surface. (48) Passage. (49) Passage. (51) Passage. (52)
Center bypass passage. (53) Negative flow control orifice. (54) Main control valves. (55) Spring spacer. (56) Spring
spacer. (Pd) Main pump delivery pressure. (Pg) Pilot pump delivery pressure. (Pn) Negative flow control pressure. (Ps)
Power shift pressure.
The rate of oil flow through center bypass passage (52) in main control valves (54) is maximum when
all control levers are in NEUTRAL position. When the control levers are partially moved for a fine
control operation, part of upper pump oil flows to passage (51), decreasing the rate of oil flow in
center bypass passage (52). The oil flow in center bypass passage (52) is then restricted at negative
flow control orifice (53). Negative flow control pressure (Pn) develops in line (11). Modulation
[increase or decrease of negative flow control pressure (Pn)] is done depending on the rate of oil flow
through center bypass passage (52). Negative flow control pressure (Pn) is maximum when all control
levers are in NEUTRAL position, keeping the pump output flow at minimum.
NOTE: For more information of the negative control pressure (Pn), see "Control Valve" in this
module.
Negative flow control pressure (Pn) in line (11) enters the regulator through port (12) and acts on the
top surface of piston (13). Piston (13) tries to move down. Power shift pressure (Ps) acting on top
surface (47) of control piston (14) and main pump delivery pressure (Pd) or pilot pump delivery
pressure (Pg) acting on shoulder (46) of control piston (14) are also acting on the inner surface of
bushing (19). Bushing (19) tries to push piston (13) up.
When negative flow control pressure (Pn) acting on piston (13) is greater than the combined forces
acting on bushing (19), piston (13) moves down, allowing the negative flow control to function. As
piston (13) moves down, bushing (19) is pushed down, pushing control piston (14) down. Now the
cylinder decreases its angle and destrokes the pump in the same manner as described for the constant
horsepower flow control.
When all control levers are in NEUTRAL position [because negative flow control pressure (Pn) is
maximum], control piston (14) pushes down against pin (21) moving control piston (24) down,
opening passage (48). Now main pump delivery pressure (Pd) or pilot pump delivery pressure (Pg)
from passage (17) pushes piston (32) up compressing springs (27), (28) and (30). When the top
surface of spring spacer (56) comes in contact with spring spacer (55), control piston (24) is pushed
up with piston (32) by the force of main pump delivery pressure (Pd) or pilot pump delivery pressure
(Pg) until a balancing condition occurs. Control piston (24) remains in the new balancing position to
keep both openings of passages (48) and (49) slightly opened in the same manner as that described for
the constant horsepower flow control. The cylinder is now held at the minimum angle position for
minimum pump output flow.
When the control levers are partially moved, negative flow control pressure (Pn) gradually decreases
its force on piston (13). As the forces of compressed springs (27) and (30) overcomes the force of
decreased negative flow control pressure (Pn), control piston (24) moves up before spring spacer (56)
comes in contact with spring spacer (55). During a fine control operation, the pump output flow is
controlled at any rate between minimum and maximum depending on negative flow control pressure
(Pn).
When piston (13) moves up due to a lower negative flow control pressure (Pn), the constant
horsepower flow control functions.
When main pump delivery pressure (Pd) is very low [less than 3450 kPa (500 psi)] during a fine
control operation, piston (32) remains stationary because the low main pump delivery pressure (Pd)
cannot overcome the resistance of the cylinder. Now passage (17) and piston chamber (37) are
supplied pilot pump delivery pressure (Pg) so that piston (32) can shift.
Pressure/Flow (P-Q) Characteristic Curves

P-Q Characteristic Curves

(1) Point (start of pump destroke). (2) Horsepower characteristics.
The output characteristics of each pump depends on two pressures:
1. 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 curve (2)
represents the respective flow rate and pressure to maintain pump output horsepower constant.
Hydraulic Schematic Of Main Control Valves

(1) Line relief valve (stick cylinder rod end).
(3) Return passage.
(4) Check valve.
(5) Boom II control valve.
(6) Line relief valve (stick cylinder head end).
(7) Stick I control valve.
(8) Load check valve.
(9) Logic valve.
(10) Swing control valve.
(11) Parallel feeder passage.
(12) Left travel control valve.
(13) Center bypass passage.
(14) Straight travel control valve.
(15) Pilot passage.

(17) Pressure control valve.
(18) Pilot passage.
(19) Pilot passage.
(22) Pilot passage.
(23) Right travel control valve.
(25) Attachment control valve.
(27) Bucket control valve.
(28) Boom I control valve.
(29) Check valve.
(30) Stick II control valve.
(31) Passage.
(32) Passage (lower pump negative flow control).
(33) Orifice (lower pump negative flow control)
(34) Negative flow control relief valve (lower pump).
(35) Negative flow control line (lower pump).
(36) Return line.
(37) Passage (upper pump negative control).
(38) Orifice (upper pump negative flow control).
(39) Negative flow control line (upper pump).
(40) Line.
(41) Negative flow control relief valve (upper pump).
(43) Line relief valve (boom cylinder head end).
(44) Return passage (3RK1-UP And 4BK1-UP Only).
(45) Passage.
(46) Passage.

(50) Line relief valve (bucket cylinder head end).
(51) Line relief valve (bucket cylinder rod end).
(52) Pilot passage.
(53) Line relief valve (boom cylinder rod end).
(54) Selector valve.
(55) Check valve.
(56) Return line.
(57) Upper pump.
(58) Lower pump.
(59) Pilot pump.
Main Control Valves

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

(3) Return passage. (5) Boom II control valve. (13) Center bypass passage. (14) Straight travel control valve. (16) Main
control valves. (23) Right travel control valve. (24) Center bypass passage. (30) Stick II control valve. (36) Return line.
(44) Return passage (3RK1-UP And 4BK1-UP Only). (56) Return line. (57) Upper pump. (58) Lower pump.
Main control valves (16) are located in the hydraulic system between the pumps and actuators
(cylinders and motors). Depending on the machine operation, components and passages in the valves
control oil flow and pressure in the circuits from the pumps to actuators.
In this section, a general circuit and component description is given for the following control valve
operations:
1. Main Control Valves In NEUTRAL position.

2. Individual Control Valve.
3. Negative flow control.
4. Pilot Control.
5. Combined Implements/Motors and combined pump flow of boom and stick circuits.
NOTE: Detailed information on the previous items 1, 2 and 3 is given in this section.
NOTE: For detailed information on items 4 and 5, see separate "Operation" sections involved.
Circuit Flow Illustration (Individual Control Valve Operation) (Bucket Cylinder Operation As A Typical Example)
(16) Main control valves. (24) Center bypass passage. (26) Load check valve. (27) Bucket control valve. (36) Return line.
(48) Main relief valve. (49) Parallel feeder passage. (50) Line relief valve. (51) Line relief valve. (56) Return line (3RK1-
UP & 4BK1-UP only). (57) Upper pump. (58) Lower pump.
Circuit Flow Illustration (Negative Flow Control Operation)

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

(9) Logic valve. (14) Straight travel control valve. (15) Pilot passage. (16) Main control valves. (17) Pressure control
valve. (18) Pilot passage. (19) Pilot passage. (20) Pressure switch. (21) Pressure switch. (22) Pilot passage. (28) Boom I
control valve. (47) Pressure control valve. (48) Main relief valve. (52) Pilot passage. (59) Pilot pump. (60) Swing parking
brake control valve. (61) Pilot passage. (62) Pilot control valve.
NOTE: For further information, go to the referenced section.

Circuit Flow Illustration (Combined Operation And Pump Flow Combined Operation)
(4) Check valve. (5) Boom II control valve. (7) Stick I control valve. (9) Logic valve. (13) Center bypass passage. (14)
Straight travel control valve. (16) Main control valves. (24) Center bypass passage. (29) Check valve. (30) Stick II control
valve. (31) Passage. (40) Line. (46) Passage. (47) Pressure control valve. (49) Parallel feeder passage. (54) Selector valve.
(55) Check valve. (57) Upper pump. (58) Lower pump.
NOTE: For further information, go to the referenced section.

Control Valve Bodies
Main Control Valve (Outside View)

(1) Stick II control valve. (2) Boom I control valve. (3) Bucket control valve. (4) Attachment control valve. (5) Right
travel control valve. (6) Main relief valve. (7) Left travel control valve. (8) Swing control valve. (9) Stick I control valve.
(10) Boom II control valve. (11) Line relief valve (bucket cylinder head end). (12) Right body. (13) Line relief valve (stick
cylinder head end). (14) Left body. (15) Return port (see NOTE). (16) Line relief valve (boom cylinder rod end). (17) Line
relief valve (bucket cylinder rod end). (18) Inlet port (upper pump). (19) Inlet port (lower pump). (20) Line relief valve
(stick cylinder rod end). (21) Stick drift reduction valve. (22) Return port. (23) Straight control travel valve.
NOTE: Return port (15) is plugged on excavators 3XK1-UP, 4ZJ1-UP And 9WG1-UP.
The main control valves consist of right and left bodies (12) and (14). In right body (12), the
following control valves are in parallel:
Stick II control valve (1)Boom I control valve (2).Bucket control valve (3)Attachment control valve
(4).Right travel control valve (5).
In left body (14), the following control valves are in parallel:
Straight travel control valve (23).Left travel control valve (7).Swing control valve (8).Stick I control
valve (9).Boom II control valve (10).
These two bodies are coupled with bolts to make one assembly.
The right body has return port (15) (for 3RK1-UP and 4BK1-UP only). The left body has inlet ports
(18) and (19) and return port (22). Upper pump oil flows to port (18). Lower pump oil flows to port
(19). Both pump oil flows are controlled by the control valves and supplied to cylinder(s) and/or
motor(s) selected for operation.
Return oil from cylinder(s) and/or motor(s) enters the control valves and flows out ports (15) (for
3RK1-UP and 4BK1-UP only) and (21) and back to the hydraulic tank through the return line.
The right body is provided with line relief valves (11), (16) and (17). The left body is provided with
main relief valve (6), line relief valves (13) and (20) and stick drift reduction valve (21). The line
relief valve on the stick cylinder rod end is installed on the stick drift reduction valve.
Swing Motor (Right Front)

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

(1) Stick II control valve. (2) Boom I control valve. (3) Bucket control valve. (4) Attachment control valve. (5) Right
travel control valve. (7) Left travel control valve. (8) Swing control valve. (9) Stick I control valve. (10) Boom II control
valve. (12) Right body. (14) Left body. (15) Return port (3RK1-UP & 4BK1-UP only). (18) Inlet port. (19) Inlet port. (22)
Return port. (23) Straight control travel valve. (26) Parallel feeder passage. (27) Parallel feeder passage. (28) Return
passage. (29) Negative flow control orifice. (30) Center bypass passage. (31) Center bypass passage. (32) Negative flow
control orifice. (33) Return passage.
The upper pump supplies oil to right body (12) through inlet port (18), center bypass passage (30) and
parallel feeder passage (26). The lower pump supplies oil to left body (14) through inlet port (19),
center bypass passage (31) and parallel feeder passage (27).
With the control levers in the NEUTRAL position (no load placed on the machine), upper pump oil
flows through center bypass passage (30), negative flow control orifice (29), return passage (28) and
out through return port (15).
On excavators 3XK1-UP, 4ZJ1-UP and 9WG1-UP, with the control levers in the NEUTRAL position
(no load placed on the machine),the upper pump oil flows through center bypass passage (30),
negative flow control orifice (29), return passage (28) and out through return port (22).
The oil then flows back to the hydraulic tank. Lower pump oil flows through center bypass passage
(31), negative flow control orifice (32), return passage (33), return port (22) and back to the hydraulic
tank. Oil in parallel feeder passages (26) and (27) supplied from both pumps remains blocked.
Activation of any control levers provides two paths for upper pump oil. One path is from center
bypass passage (30) to right travel control valve (5). The other path is from parallel feeder passage
(26) to attachment control valve (4), bucket control valve (3) and boom I control valve (2). Activation
of any control lever also provides two paths for lower pump oil. One path is from center bypass
passage (31) to left travel control valve (7) and stick I control valve (9). The other path is from
parallel feeder passage (27) to swing control valve (8).
Individual Valve Operation
Bucket Control Valve (Neutral Position)

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

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

Hydraulic Schematic (Partial) (Negative Flow Control)

(1) Center bypass passage. (2) Center bypass passage. (3) Passage. (4) Passage. (5) Orifice. (6) Negative flow control
relief valve. (7) Negative flow control line. (8) Orifice. (9) Negative flow control line. (10) Negative flow control relief
valve. (11) Return passage. (12) Upper pump. (13) Lower pump.
Main Control Valves (Viewed From Rear)

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

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

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

Boom I Control Valve (Boom Raise Position, Load Check Valve Open)
(1) Load check valve. (2) Center bypass passage.
Load check valve (1) performs two jobs. First, load check valve (1) prevents a high pressure circuit
that is in parallel and in operation at the same time with a lower pressure circuit, from losing oil to the
lower pressure circuit. For example, if the bucket cylinder, whose load is light, is moved while the
boom cylinders are going up, the high pressure oil of the boom cylinders would want to flow toward
the low pressure oil side of the bucket cylinder. If load check valve (1) was not in the circuit, the
boom would lower.
Second, load check valve (1) prevents the boom from coming down when started at a slow speed.
When the boom starts going up at a slow speed, center bypass passage (2) of the boom control valve
has partial flow to the hydraulic tank. Without load check valve (1), the pressure oil in the boom
cylinders would flow through center bypass passage (2) to the hydraulic tank, causing the boom to
come down. Load check valve (1) prevents flow of pressure oil from the head end of the boom
cylinders to the tank.
The stick and bucket cylinders also have a load check valve to prevent similar reverse oil flow.
Main Relief Valve

Cross Section Of Straight Travel Control Valve And Main Relief Valve
(1) Straight travel control valve. (2) Main control valve. (3) Drain passage. (4) Pressure control valve. (5) Passage. (6)
Passage. (7) Right travel control valve. (8) Check valve. (9) Check valve. (10) Pilot passage. (11) Passage. (12) Main
relief valve. (13) Piston. (14) Line. (15) Line. (16) Line. (17) Upper pump. (18) Lower pump. (19) Pilot pump. (20)
Spring. (21) Passage. (22) Passage. (23) Passage. (24) Valve.
Oil from upper and lower pumps (17) and (18) enters main control valves (2) through lines (14) and
(15), respectively. Upper and lower pump oil then goes through check valves (8) and (9) to passage
(11).
Only the higher oil pressure from either the upper or lower pump can go through passage (11) to main
relief valve (12).
Oil from pilot pump (19) goes through line (16) to pilot passages (5) and (6). Activation of travel
control causes the pressure in passage (6) to increase. Activation of any of implements or swing
controls causes the pressure in passage (5) to increase. When travel control is operated alone, pilot oil
in passage (6) goes through pressure control valve (4) and pilot passage (10) to piston (13) of main
relief valve (12). When implement or swing controls are activated, valve (24) is shifted by the
increased pressure in passage (5). The oil acting on piston (13) goes through passage (10) to drain
passage (3) and becomes low pressure oil. Now, piston (13) can activate to limit the main relief
pressure to 34 300 kPa (5000 psi) when travel control is activated alone. When piston (13) is not
activated (during implement or swing operation), the main relief pressure is limited to 31 400 kPa
(4550 psi) for any implement operation.
Pressure control valve (4) is located on right travel control valve (7). During travel operation, the oil
pressure in passage (5) is less than the force of spring (20), causing valve (24) to move to the right
opening passage (23). This allows the pilot oil from passage (6) to flow through passages (23) and
(22) to pilot passage (10). When implements and swing controls are activated, the pressure in passage
(5) increases and moves valve (24) to the left. Passage (23) now closes and passage (21) opens. Oil in
pilot passage (10) now goes through passage (21), drain passage (3) to the pump suction line and
becomes low pressure oil.
Main Relief Valve (In Closed Position)

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

Line relief valve and makeup valves are in the line between each cylinder and its control valve. With
an outside force acting against a cylinder (with the control valve in the NEUTRAL position), the
pressure in the cylinder and the circuit to the control valve increases. The line relief valve limits the
pressure to 33 300 kPa (4850 psi). The line relief valve also operates as a makeup valve.
When an outside force acts on the implement cylinder (with the control valve in the NEUTRAL
position), the implement cylinder piston will try to move. A vacuum will occur in the cylinder. The
makeup part of the valve sends part of the return oil to the cylinder, removing the vacuum condition.
Line Relief Valve (Closed Position)

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

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

(1) Passage. (2) Valve. (3) Valve. (4) Spring chamber. (8) Return passage. (9) Passage. (13) Shoulder.
When oil is lost through operation of the line relief valve for the rod end of a cylinder, the oil has to
be made up (replaced) in the head end to prevent a vacuum condition.
When oil is lost through operation of the line relief valve for the head end of a cylinder, the oil has to
be made up (replaced) in the rod end to prevent a vacuum condition.
Because passage (1) is connected to spring chamber (4) through passage (9), a vacuum can occur in
passage (1) and spring chamber (4). Oil pressure from return passage (8) acts on shoulder (13) of
valve (2). The back side of shoulder (18) receives the negative pressure occurred in spring chamber
(4). Valve (2) moves to the right. Now the oil from return passage (8) goes to passage (1) as makeup
oil, removing the vacuum condition in passage (1).
Hydraulic Schematic For Pilot Oil

(1) Swing parking brake control valve.
(2) Swing parking brake.
(3) Displacement change valve (left travel).
(4) Displacement change valve (right travel).
(5) Pilot line.
(6) Pilot line.
(8) Pilot line.

(13) Pilot line.
(15) Logic valve.
(16) Straight travel control valve.
(19) Line.
(20) Pilot line.
(21) Pilot line.
(22) Pilot line.
(23) Pilot line.
(24) Pilot line.
(25) Pilot line.
(26) Pilot line.
(27) Pilot line.
(28) Pressure switch (boom raise).
(29) Pilot line.
(30) Pilot line.
(31) Pilot control valve (left travel).
(32) Pilot control valve (right travel).
(33) Pilot control valve (swing and stick).
(34) Line.
(35) Proportional reducing valve.
(36) Pilot relief valve.
(37) Passage.
(38) Pilot control valve (bucket and boom).
(39) Pilot line.
(40) Passage.
(41) Passage.
(42) Solenoid valve (swing priority).

(45) Upper pump.
(46) Lower pump.
(47) Line.
(48) Line.
(50) Line.
(51) Line.
(54) Passage.
(55) Outlet line.
(56) Pilot filter.
(57) Pilot pump.
Pilot Oil Supply Circuit

Introduction
Pump Compartment (1TL1-Up, 3RK1-Up, 4BK1-Up and 7WK1-Up)

(35) Proportional reducing valve. (36) Pilot relief valve. (43) Pilot oil manifold. (55) Outlet line (pilot pump). (56) Pilot
filter.
Pump Compartment (3XK1-Up, 4ZJ1-Up and 9WG1-Up)

(35) Proportional reducing valve. (36) Pilot relief valve. (56) Pilot filter.
Pilot system oil output from pilot pump (57) goes through outlet line (55). The pilot system oil flows
through pilot filter (56) and enters pilot oil manifold (43). The pressure of pilot system oil is limited to
3450 kPa (500 psi) by pilot relief valve (36). The oil then goes through passage (37) and separates
into the following circuits:
1. Pilot control valves (31), (32), (33) and (38).

2. Proportional reducing valve (35).
3. Automatic travel speed change valve (53) [with travel speed solenoid valve (52) activated].
4. Logic valve (15) [with pressure control valve (18) and swing priority solenoid valve (42)
activated].
5. Swing parking brake (2).
6. Pilot circuits in main control valves (12).
Pilot Control Valve Circuits
Cab (Pilot Control Valves)

(31) Pilot control valve (left travel). (32) Pilot control valve (right travel). (33) Pilot control valve (swing and stick). (38)
Pilot control valve (boom and bucket).
Viewed From Under Cab Floor

The pilot control valve is the main component in the pilot system. The pilot oil in passage (37) goes
through line (34) to hydraulic activation control valve (49). The pilot oil then goes through lines (47),
(48), (50) and (51) to pilot control valves (31), (32), (33) and (38), respectively. When any of pilot
control valves (31), (32), (33) and (38) are operated, pilot oil goes to the main control valves selected.
The pilot oil shifts the stem in the pilot control valve to operate a cylinder and/or motor. This provides
easier operation of the control levers.
Hydraulic Activation Control Lever (LOCK Position)

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

(58) Lever.
Hydraulic activation control valve (49) is part of the pilot control valve circuit. When hydraulic
activation control lever (58) is placed in the LOCK position, hydraulic activation control valve (49) is
closed, blocking the pilot oil supply to any of the pilot control valves. The main control valve stems
can not be moved. Hydraulic activation control valve (49) is equipped with a limit switch that allows
the starting switch to operate only when lever (58) is in the LOCK position.
This prevents any possibility of a sudden movement of the machine due to unexpected operation of
the hydraulic controls.
When lever (58) is in the UNLOCK position, hydraulic activation control valve (49) is open and
allows the pilot oil to go through hydraulic activation control valve (49) to the respective pilot control
valves.
Pilot oil from the pilot control valves goes through the respective pilot lines to ports of control valve
(s) selected for operation(s). The pilot oil shifts the stems in the main control valves.
Right Front Of Swing Motor

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

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

(28) Pressure switch (boom raise)
When the control lever is fully moved to BOOM RAISE position with the work mode switch at
BOOM PRIORITY MODE position, there is a pilot oil flow from pilot line (27) to pressure switch
(boom raise) (28). Pressure switch (boom raise) (28) activates causing fine control solenoid valve (44)
to energize. During a combined operation of the boom and stick, there is no upper pump oil sent to the
stick circuit but all of the upper pump oil is used for the boom circuit. Now the boom increases its
speed.
Proportional Reducing Valve Circuit
Pilot Oil Manifold Compartment (1TL1-Up, 3RK1-Up, 4BK1-Up and 7WK1-Up)

(35) Proportional reducing valve. (39) Pilot line (power shift pressure).
Pilot Oil Manifold Compartment (3XK1-Up, 4ZJ1-Up and 9WG1-Up)
Part of the pilot pump oil in passage (37) goes through passage (40) to proportional reducing valve
(35). Proportional reducing valve (35) continuously receives an electrical signal from the electronic
controller. Proportional reducing valve (35) changes the pilot oil sent from passage (40) into a
hydraulic signal (power shift pressure). The hydraulic signal goes through pilot line (39) to the
regulator of the main pump, controlling the pump output flow.
NOTE: For more information, see the separate Systems Operation module, "Electric and Electronic
Systems, Form No. SENR5454".
Automatic Travel Speed Change Valve Circuit

(52) Solenoid valve (travel speed). (53) Automatic travel speed change valve.
Right Console
(59) Travel speed switch.
The automatic travel speed change valve circuit activates only when travel speed switch (59) is in the
AUTOMATIC TRAVEL SPEED MODE [HIGH (rabbit sign)] position. Moving travel speed switch
(59) to AUTOMATIC TRAVEL SPEED position energizes travel speed solenoid valve (52). Part of
the pilot oil in passage (37) goes through passage (54) to travel speed solenoid valve (52). With a
smaller travel load placed on the machine, automatic travel speed change valve (53) remains open.
The pilot oil now flows through automatic travel speed change valve (53) and pilot line (5) to
displacement change valves (3) and (4) in the left and right travel motors. The travel motors now
operate at HIGH speed. As the travel load increases to a certain range, automatic travel speed change
valve (53) automatically changes the travel speed to LOW.
NOTE: For more information, see the section, "Travel Control".
Logic Valve Circuit

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

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

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

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

When the travel control lever is in the NEUTRAL position, the oil in pilot passage (11) goes through
passage (20) which is open to right and left travel control valves (12) and (2), and then goes to drain
passage (15). When all the implement and swing controls are in the NEUTRAL position, the oil in
pilot passage (9) goes through passage (19) which is open to all of the implement and swing control
valves, and then goes to drain passage (15). Now, when there is no load placed on the machine, the
circuit pressure in both pilot passages (9) and (11) is kept low.
The AEC functions to reduce the engine speed approximately three seconds after a no load condition
occurs.
When a control valve(s) is operated, the operating control valve blocks oil flow through passage (20)
or (19). This increases the circuit pressure in pilot passage (11) or (9) and turns pressure switches (10)
or (8) ON. The electronic controller feels the ON signal and overrides the AEC function for an
increase in engine speed. When a load is placed on the machine, the engine increases its speed to the
governor lever setting.
However, as long as the load placed on the machine is very small, the AEC functions to reduce the
engine speed.
NOTE: For more information, see the separate module "Electric And Electronic Systems, Systems
Operation Form No. SENR5454".
Pilot Pump
The pilot pump is a gear type pump and is incorporated in the main pump housing. It is mechanically
connected to the main pump in parallel through gears. The pilot pump supplies pressure oil to the pilot
system. At full load rpm, the pilot pump output flow is approximately 20 liters/min (5.3 U.S. gal).
Pilot Filter
Pilot Filter
(1) Pilot filter. (2) Bypass relief valve. (3) Filter element.
Filter element (3) in pilot filter (1) removes contaminants from the pilot oil.
If the oil flow through filter element (3) becomes restricted due to the oil being too cold or too
contaminated, the oil bypasses the filter through bypass relief valve (2).
Pilot Manifold Components


(1) Accumulator. (2) Line (to hydraulic activation control valve). (3) Solenoid valve (swing priority). (4) Solenoid valve
(travel speed). (5) Automatic travel speed change valve. (6) Line (from pilot filter). (7) Pilot filter. (8) Pilot relief valve.
(9) Proportional reducing valve. (10) Solenoid valve (fine control). (11) Pilot oil manifold.
Pilot Oil Manifold (Partial)

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

Proportional Reducing Valve

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

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

Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Decrease)

(22) Rod. (23) Spool. (24) Passage. (25) Spring. (26) Passage. (28) Passage (to pump suction line). (29) Passage.
An increase in engine speed decreases the signal current to solenoid (20). The magnetic force given to
rod (22) is smaller than the force of spring (25), causing rod (22) to move up. Spool (23) follows rod
(22) up opening passage (29) and closing passage (26). The power shift pressure in passage (24) then
vents through passage (29) and out through passage (28) to the pump suction line. The power shift
pressure decreases, allowing the pump to upstroke.
The power shift pressure is determined by the relationship between the force given to rod (22) and the
force of spring (25).
The power shift pressure decreases if the force on the rod is smaller than the force of the spring
(smaller signal current flow to the solenoid).
The power shift pressure increases if the force on the rod is larger than the force of the spring (greater
signal current flow to the solenoid).
Solenoid Operated Valves
There are three solenoid valves mounted on the pilot oil manifold.
When the solenoid of a valve receives an electrical signal, it energizes and operates the valve section.
For description of operation of each valve, see the section given separately.
Swing priority solenoid valve
Swing priority solenoid valve (3) activates for easier trenching operation.
NOTE: For more information, see the section in this module "Trenching Operation".
Travel speed solenoid valve
Travel speed solenoid valve (4) activates for automatically changing travel speed from LOW to
HIGH.
NOTE: For more information, see the section in this module "Travel Control".
Fine control solenoid valve
Fine control solenoid valve (10) activates for easier fine control operation.
NOTE: For more information, see the section in this module "Leveling Operation".
Hydraulic Activation Control Valve

Hydraulic Activation Control Valve (Unlock Position)

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

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

Pilot Control Valve (Implements And Swing)

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

(3) Rod. (5) Seat. (6) Metering spring. (9) Return passage. (11) Passage. (14) Spool. (16) Passage. (21) Passage. (D)
Diameter [of spool (14) for return passage (9)]. (d) Diameter [of spool (14) for passage (11)]. (E) Shoulder [of spool (14)].
(F) Shoulder [of spool (14)]. (L) Length [of metering spring (6) under compression].
When the pilot control lever is moved to the left, rod (3) compresses metering spring (6) through seat
(5), moving spool (14) down. Any movement of spool (14), under this condition, controls the pressure
of the pilot oil that goes through passage (11) to the main control valves. This allows modulation (up
and down) of the pilot pressure to the stem of main control valve for inching operation of the
implement or swing.
(See Fig. A) When the force of metering spring (6) moves spool (14) down, passage (11) opens. Part
of the pilot oil can go through passage (21) and out to the main control valve, moving the stem only
part of its travel distance against the force of its spring. This causes a slight increase in pressure which
works against shoulders (E) and (F) of spool (14). Because the area of shoulder (E) is larger than that
of shoulder (F), spool (14) moves up a small amount of its travel distance against the force of
metering spring (6). Return passage (9) partially opens and passage (11) is closed (see Fig. B).
Part of the oil in passage (21) goes out through return passage (9) causing a slight decrease in pressure
in passage (21).
When the oil pressure acting on spool (14) is less than the force of metering spring (6), spool (14)
returns to its position in Fig. A.
Spool (14) modulates (shifts up and down) in a balanced condition between the pressure in passage
(21) and the force of metering spring (6).
During modulation (up-and-down movement) of spool (14), a condition can occur that both return
passage (9) and passage (11) are closed at the same time (see Fig. C). This condition provides a
certain length (L) of metering spring (6). At this point, the pressure in passage (21) and the force of
metering spring (6) are equal.
Further downward movement of rod (3) decreases length (L) of metering spring (6) and establishes a
new balance between the force of metering spring (6) and the pressure in passage (21). The pressure
in passage (21) increases with an increase in the force of metering spring (6).
Pilot oil pressure sent to the main control valves from the pilot control valves increases, directly
proportionally to the travel distance of the pilot control lever. Movement of the main control valve
stem causes an increased oil flow to cylinders and/or motors, proportional to an increased pilot
pressure. Fine movement of the pilot control valve lever allows fine control of operation of the
cylinders and/or motors.
The pilot valves for travel operate similar to the pilot valves for the implements and swing. There is a
combination control "lever/foot pedal" for each of the left and right travel pilot control valves.
NOTE: For more information on travel pilot control valve operation, see the section, "Travel
Control".
Hydraulic Schematic For Return Circuit

(1) Swing motor.
(2) Travel motor.
(3) Drain line.
(4) Makeup line.
(5) Drain line.
(7) Return passage.

(10) Orifice.
(11) Drain line.
(12) Return line.
(13) Orifice.
(14) Upper pump.
(15) Return line (3RK1-UP & 4BK1-UP only).
(16) Lower pump.
(17) Bypass check valve (3RK1-UP & 4BK1-UP only).
(18) Return line.
(19) Oil cooler.
(20) Bypass check valve.
(23) Suction line.
Return Circuit
Introduction
The oil from upper and lower pumps (14) and (16) enters main control valves (8) and then flows as
follows.
1. With no load placed on the machine;
a. The upper pump oil goes through center bypass passage (9) and orifice (10) to return
passage (7).
b. The lower pump oil goes through center bypass passage (6) and orifice (13) to return
passage (7).
2. With a load placed on the machine;
a. Return oil from each control valve for travel, swing and implements goes to return
passage (7).
The oil in passage (7) then flows as follows:
1. When the oil temperature is very low, most of the return oil goes through return line (15),
bypass check valves (17) and (20) and back to hydraulic tank (21). The remainder of the oil
goes through return line (12), slow return check valve (22) and oil cooler (19) to hydraulic tank
(21).
NOTE: On excavators 3XK1-UP, 4ZJ1-UP and 9WG1-UP all of the return oil goes through return
passage (7), return line (12) to hydraulic tank (21).
2. As the oil temperature increases, the rate of oil flow through return line (15) decreases and
the rate of oil flow through return line (12) increases.
Case drain oil from swing motor (1) and travel motors (2) goes through respective drain lines (3) and
(5), and combines at drain line (11). The oil then returns to hydraulic tank (21).
If a vacuum occurs in the swing motor, makeup line (4) routes part of the oil from makeup line (4) to
the motor, eliminating the vacuum condition.
NOTE: For more information concerning 3XK1-UP, 4ZJ1-UP and 9WG1-UP excavators see, 320,
320 L and 320 N Hydraulic System Schematic, Form No. SENR5461.
Slow Return Check Valve And Oil Cooler Circuit
Main Control Valve Compartment (Return Circuit)

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

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

(11) Drain line. (17) Bypass check valve. (18) Return line. (20) Bypass check valve. (21) Hydraulic tank. (25) Return line.
(26) Air breather.
Bypass Check Valve

(15) Return line. (17) Bypass check valve.
When return oil temperature is very low, resistance to oil flow in return line (15) is high and causes an
increase in oil pressure. When the pressure increases to approximately 490 kPa (72 psi), bypass check
valves (17) and (20) open.
Most of the return oil flows through return line (15) and bypass check valves (17) and (20) to
hydraulic tank (21). The remaining oil goes through return line (12), slow return check valve (22), oil
cooler (19) and return line (25) to hydraulic tank (21). This causes the oil temperature to increase,
minimizing the pressure loss.
NOTE: On excavators 3XK1-UP, 4ZJ1-UP and 9WG1-UP return oil flows through return passage (7)
to return line (12) through slow return check valve (22), oil cooler (19) and to hydraulic tank (21).
As the oil temperature increases, the oil pressure decreases. Bypass check valves (17) and (20) begin
to close. Now there is less oil flow through return line (15) and more oil flow through return line (12).
When bypass check valve (17) closes, all of the return oil goes through return line (12).
Hydraulic Tank
Hydraulic Tank
(21) Hydraulic tank. (23) Suction line. (27) Filter. (28) Relief valve. (29) Suction filter. (30) Return chamber. (31) Tank
chamber. (R) Return oil.
Return oil (R) from return lines (15) and (25) and drain line (11) enters return chamber (30) of
hydraulic tank (21). The oil then goes through filter (27) before it enters tank chamber (31). Oil in
hydraulic tank (21) goes out through suction filter (29) and enters the pumps through suction line
(23).
Air breather (26) is located on the back side of hydraulic tank (21). Air breather (26) prevents an
increase or decrease in pressure in hydraulic tank (21) that could occur due to a change in oil level
and/or temperature.
Hydraulic Schematic For Boom Raise
(1) Boom cylinders.
(2) Line.
(4) Line.
(5) Valve.
(7) Line.
(9) Port.
(10) Line.
(11) Check valve.
(14) Port.
(17) Return passage.
(18) Port.
(19) Port.
(20) Return line.
(21) Pilot line.
(22) Return line (3RK1-UP and 4BK1-UP only).
(23) Pilot line.
(25) Pilot line.
(26) Shock reducing valve (boom raise).
(27) Upper pump.
(28) Lower pump.
(29) Pilot pump.
Boom, Bucket And Stick Control

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

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

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

(6) Parallel feeder passage. (11) Check valve. (14) Port. (18) Port. (37) Passage. (38) Passage. (39) Stem. (40) Spring.
Pilot oil at port (18) of boom II control valve (15), moves stem (39) to the left against the force of
spring (40). Lower pump oil from parallel feeder passage (6) now goes through passages (37), (38),
check valve (11) and out through port (14) to line (7). The oil then combines with the upper pump oil
in line (10). The combined pump oil then goes to the head end of boom cylinders (1).
Return oil from the rod end of boom cylinders (1) flows through line (4) to boom I control valve (13).
The oil then flows through passage (30), return passage (17) and return lines (20) and/or (22) to the
hydraulic tank.
NOTE: On excavators 3RK1-UP and 4BK1-UP all of the return oil goes through return line (20).
Return line (22) is removed.
Boom Raise (Low Speed)

When the boom control lever is moved less than half of the travel distance for a boom raise operation,
full pilot pressure will never be supplied to boom I control valve (13) and boom II control valve (15).
Boom I control valve (13) opens and boom II control valve (15) remains closed during a boom raise
(low speed) operation. The force of spring (36) in boom I control valve (13) is less than the force for
spring (40) in boom II control valve (15). Pilot oil pressure will open boom I control valve (13) before
boom II control valve (15).
Upper pump oil now goes to the head end of boom cylinders (1). Without lower pump oil being
supplied to the head end of boom cylinders (1), the cylinder rod movement for boom raise is slow.
Hydraulic Schematic For Boom Lower
(1) Boom cylinders.
(2) Line.
(3) Pilot line.

(4) Spool.
(5) Line.
(6) Passage.
(7) Valve.
(9) Pilot line.
(10) Line.
(11) Pilot line.
(12) Port.
(13) Port.
(17) Check valve (regeneration circuit).
(19) Orifice.
(23) Line.
(24) Drain line.
(25) Upper pump.
(26) Pilot pump.
(27) Lower pump.
Boom Lower Control

Introduction
When the boom is lowered, only the oil from upper pump (25) is supplied to boom cylinders (1)
through boom I control valve (16).
Boom I control valve (16) contains a regeneration circuit for check valve (17). When the control lever
is moved to the BOOM LOWER position, check valve (17) causes the displaced oil from the head end
of boom cylinders (1) to go to the rod end of boom cylinders (1). During boom lower operation the
regeneration circuit allows the oil flow from upper pump (25) to be shared in other implement
functions.
Center bypass passage (15) in boom I control valve (16) partially opens, allowing upper pump oil to
go through center bypass passage (15) to center bypass passage (18). The oil then goes through line
(23) to the upper pump regulator. The negative flow control of upper pump (25) is activated for
destroking.
Boom Lower
When the control lever is moved to the BOOM LOWER position, pilot oil in pilot control valve (22)
goes through pilot line (9) and then separates into two paths. One path goes through pilot line (11) and
enters boom I control valve (16) through port (12). The other path goes through pilot line (3) to spool
(4) in boom drift reduction valve (8).
Boom I Control Valve (Boom Lower Position)

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

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

Shock Reducing Valve (For Boom)

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

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

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

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

Boom Raise
Boom Drift Reduction Valve (Boom Raise Position)

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

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

(1) Passage. (3) Port. (4) Boom drift reduction valve. (5) Spring chamber. (7) Valve. (8) Port. (9) Spool. (10) Passage. (11)
Passage. (12) Passage. (13) Spring chamber. (14) Drain line. (15) Port. (16) Pilot line. (17) Port. (18) Passage. (19) Cover.
When the control lever is moved to the BOOM LOWER position, pilot oil from the pilot control valve
goes through pilot line (16) and into boom drift reduction valve (4) through port (17). The oil then
moves spool (9) to the right until it comes in contact with the bottom bore of cover (19). The oil in
spring chamber (5) goes through passages (1), (10), (18) and (12) and into spring chamber (13). The
oil then goes out through port (15) and goes through drain line (14) to the pump suction line. The oil
pressure in spring chamber (5) now decreases.
Return oil from the boom cylinders head end enters boom drift reduction valve (4) through port (3).
Because the oil pressure in spring chamber (5) is low, valve (7) begins to open by moving to the left.
The return oil now goes out through port (8) to the boom I control valve.
Bucket Control
When the bucket is operated for both CLOSE and DUMP, only the upper pump oil is supplied to the
bucket cylinder. When the control lever is moved to the BUCKET CLOSE position, the return oil is
restricted by the stem in the bucket control valve. The bucket now operates at an appropriate speed
depending on the pump delivery flow.
Hydraulic Schematic For Stick Out

(1) Stick cylinder.
(2) Line.
(3) Pilot line.
(5) Drain line.
(6) Line.
(7) Line.
(8) Valve.
(9) Main control valve.
(10) Line.
(11) Return line.
(12) Passage.
(15) Stick II control valve.
(16) Passage.
(17) Check valve.
(18) Passage.
(20) Passage.
(21) Pilot line.
(23) Passage.
(27) Check valve.
(28) Passage.
(29) Selector valve.
(30) Passage.
(31) Check valve.
(32) Pilot line.
(33) Pilot line.
(34) Return line (3RK1-UP and 4BK1-UP only).
(35) Pilot line.
(37) Pilot line.
(38) Pilot line.
(39) Pilot line.
(40) Pilot line.

(41) Upper pump.
(43) Pilot line.
(44) Pilot line.
(46) Pilot pump.
(47) Lower pump.
Stick Control
Introduction

(15) Stick II control valve. (24) Stick I control valve.
Bottom Of Main Control Valve

(9) Main control valve. (42) Shock reducing valve (stick OUT).
Front Of Main Control Valve

Both stick out and stick in operations use stick I control valve (24) and stick II control valve (15).
Stick I control valve (24) and stick II control valve (15) cause the combined oil to flow from upper
pump (41) and lower pump (47) to stick cylinder (1).
Shock reducing valve (42) (similar to that for the boom operation) functions to make a cushion for the
shock loads at a stop of a stick out operation.
Stick drift reduction valve (4) functions similar to that for the boom drift reduction valve. See the
section, "Boom Drift Reduction Valve".
Stick Out
When the control lever is moved to the STICK OUT position, pilot oil from pilot control valve (36)
goes through pilot line (43) and shock reducing valve (42) to pilot line (39). The oil flow then divides
into two paths. One path goes through pilot line (21) and enters stick I control valve (24) shifting its
stem. This allows the lower pump oil in center bypass passage (19) to go through load check valve
(17), passage (18) and stick I control valve (24) to passage (12). The oil then goes through line (7) and
enters stick drift reduction valve (4) opening valve (8). Now the oil leaves stick drift reduction valve
(4) and goes through line (2) to the rod end of the stick cylinder.
The other path from pilot line (39) goes through pilot line (35) and enters stick II control valve (15)
shifting its stem. Stick II control valve (15) closes, causing no oil flow from center bypass passage
(14) through passage (16) to return passage (26).
Upper pump oil in center bypass passage (14) now goes through check valve (27) and passage (20) to
line (10). Upper pump oil in parallel feeder passage (25) goes through selector valve (29) and check
valve (31) to line (10). All upper pump oil in line (10) goes through passage (23) and combines with
lower pump oil in passage (18). Now the cylinder increases its speed.
NOTE: The operation of selector valve (29) will be described later.
Return oil from the stick cylinder head end goes through line (6) and sick I control valve (24) to
return passage (13). The return oil then goes back to the hydraulic tank through return lines (11) and
(34).
Stick In
When the control lever is moved to the STICK IN position, pilot control valve (36) sends the pilot oil
to pilot line (40). The oil flow from pilot line (40) then separates into two oil paths. One path goes
through pilot line (33) to stick I control valve (24) shifting its stem. The other path goes through pilot
line (44), fine control solenoid valve (45) and pilot line (38), and enters stick II control valve (15)
shifting its stem.
In the same manner as that described for Stick Out, lower pump oil goes through center bypass
passage (19) to stick I control valve (24). The upper pump oil goes through center bypass passage (14)
and parallel feeder passage (25) to line (10) and combines with the lower pump oil in stick I control
valve (24). The combined oil then goes through line (6) to the head end of the stick cylinder.
The return oil from the rod end of the stick cylinder goes through line (2), stick drift reduction valve
(4) and line (7), and into stick I control valve (24). The oil then goes through return passage (13) and
return line (11) and back to hydraulic tank. Now the stick cylinder operates for Stick In.
NOTE: Operation of stick drift reduction valve (4) will be described in the section, "Boom Lower".
Selector Valve
Stick II Control Valve

(10) Line. (25) Parallel feeder passage. (27) Check valve. (28) Passage. (29) Selector valve. (30) Passage. (31) Check
valve. (48) Port. (49) Passage. (50) Passage. (51) Passage. (52) Stem. (53) Spring. (54) Passage. (55) Piston chamber.
Selector valve (29) is installed in stick II control valve (15).
NOTE: Operation of selector valve (29) is described in the section, "Stick Out".
When stem (52) is shifted to the right by the pilot oil flow from port (48), upper pump oil in parallel
feeder passage (25) goes through passages (28) and (50) to passage (30). The oil in passage (30) then
separates into two oil paths. One path goes through check valve (31) to line (10). The other path goes
through passages (51) and (54) and into piston chamber (55). The pressure of oil in piston chamber
(55) moves selector valve (29) to the left against the force of spring (53). Now the oil in passage (28)
goes through passages (49) and (51) and combines with oil flow from parallel feeder passage (25) in
passage (30). The combined oil then goes to line (10).
In stick in and stick out operations, selector valve (29) activates to cause the same oil flow from
parallel feeder passage (25) to line (10).
Hydraulic Schematic For Swing Right

(1) Swing parking brake control valve.
(2) Spool.
(3) Pressure reducing valve.
(4) Passage.
(5) Swing parking brake.
(6) Swing motor rotary group.
(7) Swing motor.

(8) Line.
(9) Line.
(10) Pilot line.
(12) Drain line.
(13) Line.
(17) Pilot passage.
(18) Attachment control valve.
(19) Bucket control valve.
(21) Return line.
(22) Passage.
(24) Passage.
(25) Swing control valve.
(26) Passage.
(27) Orifice.
(28) Pilot passage.
(29) Line.
(30) Line.
(32) Line.
(34) Drain line.
(35) Passage.
(36) Upper pump.
(37) Lower pump.
(38) Pilot pump.

Swing Control
Introduction
Swing motor (7) is driven by pressure oil from lower pump (37). When the swing control lever is
moved, swing parking brake (5) is first released, and then swing motor rotary group (6) starts to
rotate.
The swing drive reduces the motor speed into two stages and then rotates the upper structure.
Swing Right Operation

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

ON Position
320, 320L & 320N EXCAVATORS 9WG00001-00722 (MACHINE)(SEBP2034 - 0... Page 100 of 162
Swing Motor Compartment

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

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

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

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

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

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

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

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

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

(10) Makeup line. (15) Check valve. (16) Return line. (19) Return line. (35) Orifice.
Slow return check valve (18) is located downstream of return line (16). Slow return check valve (18)
makes it possible to makeup lost oil during a swing stop operation.
When all of main control valves (17) are in NEUTRAL position, the oil from the upper and lower
pumps goes through return line (16) to the hydraulic tank. Check valve (15) causes a resistance to the
oil flow in return line (16) maintaining the oil pressure at 290 kPa (43 psi).
When there is not enough oil flow supplied to the swing motor, this return line back pressure adds oil
flow to the swing motor rotary group through makeup port (2) and passage (9).
Orifice (35) in check valve (15) of slow return check valve (18) allows makeup oil from return line
(19) to go to makeup line (10). The oil then enters the swing motor.
When the swing motor speed is decreased during a high speed right swing operation, by moving the
swing control lever partially to NEUTRAL position, oil supply from port (13) decreases. Since the
swing control valve is partially open, the oil flow continues to flow through port (12) to return line
(16). On port (12) side, the pressure is lower than the setting of relief valve (3). Relief valve (3) is
kept closed and there is no makeup oil sent to passage (7) through check valve (14). A vacuum now
develops at port (13). Check valve (14) causes makeup oil flow from makeup line (10) to motor rotary
group (5), eliminating the vacuum condition.
If the swing motor is stopped or decelerated during a swing operation in the opposite direction and oil
is supplied through port (12), check valve (11) instead of check valve (14) operates to prevent a
vacuum condition in the swing motor.
Anti-Reaction Valve
Anti-Reaction Valve (Neutral Position)

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

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

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

1. The first group functions as a double reduction of motor speed. The first stage reduction
consists of first stage sun gear (11), first stage planet gears (2), first stage carrier (1) and ring
gear (4).
The second stage reduction consists of second stage sun gear (12), second stage planet gears (5),
second stage carrier (3) and ring gear (4).
2. The second group functions as the drive for reduced motor speed output. It consists of pinion
shaft (8) and roller bearings (6) and (7) in housing (13).
The planet reduction group functions to reduce the swing speed in a ratio of sun gear tooth numbers to
ring gear tooth numbers. The compact swing drive with the sun gear incorporated in the ring gear
housing provides a greater reduction ratio.
First Stage Planetary Gear Rotation

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

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

(8) Pinion shaft. (14) Bearing gear (swing bearing). (18) Location of moving pinion shaft.
Pinion shaft (8) engages with bearing gear (14) on the inner circumference of the swing bearing. As
pinion shaft (8) rotates counterclockwise, it moves clockwise around bearing gear (14). Bearing gear
(14) is bolted to the lower structure. This causes the upper structure to swing to the right (clockwise).
Hydraulic Schematic For Forward Travel

(1) Left travel motor.
(2) Cam plate.
(3) Motor rotary group.
(4) Piston (high speed).
(5) Passage.
(6) Brake pilot valve.
(7) Passage.
(8) Counterbalance valve.
(9) Piston (low speed).
(10) Parking brake.
(11) Passage.
(12) Displacement change valve.
(13) Passage.
(14) Line.
(15) Right travel motor.
(16) Cam plate.
(17) Piston (low speed).
(18) Passage.
(19) Passage.
(20) Displacement change valve.
(21) Passage.
(22) Piston (high speed).
(23) Passage.
(24) Passage.
(25) Passage.
(26) Passage.
(27) Line.
(28) Line.
(29) Line.
(30) Line.
(31) Swivel.
(32) Line.
(33) Line.
(34) Passage.
(35) Passage.
(37) Return line.
(38) Left travel control valve.
(39) Passage.
(41) Right travel control valve.
(42) Pilot control valve (left travel).
(43) Pilot control valve (right travel).
(44) Line.
(45) Upper pump.
(46) Shuttle valve.
(48) Passage.
(49) Lower pump.
(50) Pilot pump.
(52) Line.
Travel Control
Introduction
Travel Motor
(1) Left travel motor. (53) Brake valve.
Travel Drive
(54) Left track. (55) Sprocket. (56) Left travel drive.
Left travel motor (1) and right travel motor (15) are supplied pump oil through swivel (31) from lower
pump (49) and upper pump (45). When left travel motor (1) is operated by the lower pump oil, the
motor torque is transmitted to left travel drive (56). Left travel drive (56) reduces the speed and
increases the torque of left travel motor (1). The increased torque turns left track (54). Left track (54)
is connected to left travel drive (56) through sprocket (55).
Console
(57) Travel speed switch.
Travel speed switch (57) provides a selection of HIGH or LOW travel speed. During partial
movements of the travel control lever, the travel speed varies with the travel distance of the lever.
When the switch is placed in the SLOW "TORTOISE" position, the machine travels at the LOW
speed mode. When the switch is placed in the FAST "RABBIT" position, the machine travels at the
HIGH speed mode. On a flat surface or moderate downward slope, select the HIGH speed for
increased mobility.
While travel speed switch (57) is in HIGH TRAVEL SPEED MODE position, automatic travel speed
change valve (51) operates to automatically change the travel speed depending on the load placed on
the machine. The machine travels at LOW speed when a larger load is placed on it and travels at
HIGH speed when a smaller load is placed.
Illustration Of Travel Operation

(1) Left travel motor. (15) Right travel motor. (58) Forward direction. (59) Control lever/pedal (left travel). (60) Idler
location. (61) Control lever/pedal (right travel). (62) Cab. (63) Reverse direction.
The direction of travel (forward or reverse) is relative to the position of the lower structure. For
normal travel, idler location (60) is positioned in front of cab (62) and travel motors (1) and (15) to
the rear of the cab. With the machine in the normal position of travel, move the control levers/pedals
(59) and (61) forward. The machine will travel in forward direction (58). This movement is called
forward travel. When levers/pedals (59) and (61) are moved to the rear, the machine travels in reverse
direction (63). This direction is called reverse travel.
When cab (62) is turned 180°, travel motors (1) and (15) will be positioned in front of the cab. The
direction of travel and operation of levers/pedals (59) and (61) are reverse to when the machine is in
the normal travel direction.
A pivot turn is made when the traveling direction of the machine is to be changed. When only one of
levers/pedals (59) or (61) is moved forward, the respective track travels forward. Since the opposite
track is stationary, the machine turns with the stationary track as its axis (pivot point). This is called a
pivot turn.
A spot turn is made when the traveling direction of the machine is to be changed in a narrow place.
To complete a spot turn operation, move one control lever/pedal to the rear and the other control
lever/pedal forward at the same time. The tracks will travel in the opposite direction of each other.
The machine makes a minimum radius (spot) turn with its center as its axis.
Forward Travel Operation

(38) Left travel control valve. (41) Right travel control valve.
When the travel control levers are operated, pilot oil from pilot control valves (42) and (43) shifts the
stems in travel control valves (38) and (41). Travel control valves (38) and (41) allow oil flow from
lower pump (49) and upper pump (45) to swivel (31). The swivel transfers oil from the rotating upper
structure to the lines in the lower structure. The oil flows to left and right travel motors (1) and (15).
NOTE: Since right and left travel controls function the same, explanations are given relative to left
travel control.
The pilot oil from pilot control valve (42) goes through line (27) and enters left travel control valve
(38). The pilot oil shifts the stem in left travel control valve (38), allowing the lower pump oil in
center bypass passage (40) to go through passage (39) to passage (35). The pilot oil now goes through
line (33), swivel (31), line (29) and counterbalance valve (8), and enters motor rotary group (3)
through passage (11).
Now part of the lower pump oil flows through counterbalance valve (8), passage (7) and brake pilot
valve (6) to parking brake (10). Parking brake (10) releases, causing the left travel motor to rotate in
the forward direction.
Low Speed
When travel speed switch (57) is placed in the LOW SPEED MODE position, part of the pilot oil in
passage (11) goes through passage (13) and displacement change valve (12) to piston (9). This causes
cam plate (2) to turn in the direction of an increased angle and to remain in its maximum angle
position. Now more oil is required to turn left travel motor (1), causing the motor to rotate at a lower
speed. The left track travels at a lower speed and increases its draw bar pull.
Return oil from motor rotary group (3) flows through passage (5), counterbalance valve (8) and line
(30) to swivel (31). Oil now goes through line (32) and passage (34) into left travel control valve (38).
The oil leaves left travel control valve (38) and goes through return passage (36) and back to the
hydraulic tank through return line (37).
Oil from the upper pump turns right travel motor (15). Operation of right travel is the same as that
described for left travel.
High Speed


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

Pilot Control Valve (Travel)

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

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

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

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

Speed Change Valve

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

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

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

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

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

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

(1) Crossover relief valve (reverse travel). (14) Crossover relief valve (forward travel). (24) Port. (27) Port. (33)
Counterbalance valve. (34) Brake valve. (35) Left travel motor.
Counterbalance valve (33) consists of valve (4), check valves (21) and (30) and spring (31).
Under normal operation, pump oil to port (24) flows through passage (25) to counterbalance valve
(33). Pressure oil forces check valve (21) to open, allowing oil flow from port (24) through passages
(25) and (6), through port (23) to the piston of the travel motor. Oil then drives the travel motor.
A portion of the pump oil in port (24) flows through passage (22) and into spring chamber (20). The
oil then flows through passage (15) around ball (17), and into plunger chamber (19). The pressure oil
in spring chamber (20) now pushes on the left shoulder of counterbalance valve (33) moves to the
right against the force of spring (31), opening throttling slots (10).
The motor return oil goes through port (28), passage (12), throttling slots (10), passage (26), and out
through port (27) to the hydraulic tank.
When oil flow from port (24) is blocked, there is a pressure decrease in both chambers (20) and (19).
Spring (31) forces counterbalance valve (33) to the left closing throttling slots (10). Return oil flow
from the motor is blocked and the motor rotation stops.
If the travel direction is reversed, pump oil flows to counterbalance valve (33) through port (27) and
goes out through port (24). The operation is the same as described above.
During normal travel operation, counterbalance valve (33) remains inoperable.
Slope Travel
When the machine moves down a slope, the travel motors rotate at a higher speed due to machine
mass (weight and size). The pumps cannot maintain the oil supply to the motors. the lack of pump oil
supply causes cavitation in the travel motors. A decrease in pressure (negative pressure) at port (24)
results, causing a decrease in pressure in spring chamber (20). Spring (31) now forces counterbalance
valve (33) to the left and begins to close throttling slots (10), blocking oil flow between passages (12)
and (26). Both return oil flow to the hydraulic tank and oil flow to the travel motor suction port are
restricted. Travel motor rotation slows down.
The lower pump oil pressure at port (24) now increases. Part of the oil goes to passage (22) and then
flows as described in the section of "Level Travel". Counterbalance valve (33) moves to the right,
opening throttling slots (10). The modulation of counterbalance valve (33) maintains the proper
opening of throttling slots (10) while the machine goes down a slope. The motor now begins to rotate
according to the amount of oil supplied from the pump and prevents the motor from cavitating.
When the machine moves down a slope, or stops, counterbalance valve (33) suddenly closes throttling
slots (10). A hydraulic pressure spike can occur. To prevent pressure spikes, a damper is provided at
both ends of counterbalance valve (33). As counterbalance valve (33) returns to the left from its full
open position, the oil in plunger chamber (19) is pressurized. Ball (17) moves to the left closing
passage (15) causing the oil in plunger chamber (19) to go out through orifice (2) and into spring
chamber (20). Movement of counterbalance valve (33) slows down, slowly closing throttling slots
(10).
Proper damper (cushion) effect is maintained by the size and position of orifice (2).
Crossover Relief Valve Operation
While the machine is slowing down and the travel control levers are moved back to the NEUTRAL
position to stop the movement of the machine, there is no oil supplied to the travel motors and travel
brake valves. A decrease in pressure now occurs at port (24) of the brake valve. Spring (31) returns
counterbalance valve (33) to the neutral position. The travel motor is still in rotation because of the
mass (weight and size) of the machine in motion. Throttling slots (10) are closed, blocking the return
oil. A sudden increase in pressure in passage (12) occurs. High pressure return oil in passage (12)
goes through passage (8), opening valve (5) of crossover relief valve (1). The pressure oil from valve
(5) goes to suction passage (6) of the travel motor.
Crossover relief valves (1) and (14) protect the travel motor against damage by allowing the high oil
pressure to escape.
Crossover relief valves (1) and (14) allow makeup oil flow from the return side to the inlet side. This
makeup oil helps to prevent a vacuum condition in the travel motor.
Crossover relief valve (1) opens just before a forward left travel operation stops and crossover relief
valve (14) opens just before a reverse left travel operation stops.
During an adjustment where the left travel control lever is moved to the FORWARD LEFT TRAVEL
position and the tracks are blocked, oil flow through passage (6) from port (24) is blocked. The oil
pressure in passage (6) increases, opening valve (11). Oil now flows from passage (6) to passage (12).
Crossover relief valve (14) opens and crossover relief valve (1) closes.
When the left travel control lever is moved to the REVERSE LEFT TRAVEL position, crossover
relief valve (1) is open with crossover relief valve (14) closed in the same manner as described above.
Crossover valves (1) and (14) should be designated by their functions relative to the control lever
movement during pressure adjustment. Call crossover relief valve (14) forward left travel and
crossover relief valve (1) reverse left travel.
Parking Brake
When the pump oil is supplied to port (24) to start the travel motor, valve (4) moves to the right to
open passage (9).
Part of the oil in passage (25) goes through passages (9) and (32) to the travel motor parking brake for
brake release. Since throttling slots (10) are opened only after passage (9) is opened, the travel motor
does not operate before the brake is released.
When the supply of pressure oil to port (24) is blocked to stop the travel motor, valve (4) moves back
to its neutral position, closing passage (9). Passage (9) is closed only after throttling slots (10) are
closed. This allows the machine to stop movement before the parking brake is activated.
As described earlier in the section, "Parking Brake" of the travel motor, the oil from the brake piston
chamber in the travel motor goes through the orifice in the brake pilot valve. Application of the brake
is delayed.
The above operation releases the parking brake just before the travel motor starts rotation and engages
the brake only after the travel motor has stopped. The parking brake is always kept released while the
motor is rotating.
Oil Makeup
Oil Makeup Circuit

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

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

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

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

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

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

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

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


(1) Power mode selector switch. (2) Fine Control mode. (3) Work mode selector switch. (4) Power mode I.
Since leveling operations are slow speed work, power mode selector switch (1) is turned to MODE I
position (4) for light work. Also, work mode selector switch (3) is turned to FINE CONTROL MODE
position (2) to keep the boom and stick operating circuits separated at a reduced rate of flow.
For leveling operation, the movement of stick in and boom raise is combined. In this operation the
boom and stick circuits are supplied pump oil from the upper and lower pumps. Since the boom and
stick circuits now have an individual pump oil supply designated to their function, the operation of the
boom and stick cylinders will not have any affect on each other.
Fine Control Circuit

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

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

Energized)
Hydraulic Schematic (Partial) (Swing Priority Operation)

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

Introduction
Control Valve Compartment

(1) Right travel. (2) Straight travel. (3) Left travel.
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) Upper pump. (8) Lower 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 upper pump (7) drives the
right travel motor and oil from lower pump (8) drives the left travel motor. Since both travel circuits
are separated, the machine continues to travel straight, unless a difference in travel resistance occurs
between the right and left tracks.
Without the straight travel system, a swing and/or implement operation (while performing a travel
operation) would cause upper pump (7) and lower pump (8) to supply varying amounts of pump oil to
the track motors. This would cause the machine to not travel straight.
The straight travel system assures the machine to travel straight when circuits other than the travel
circuits are simultaneously operated. When straight travel control valve (2) is activated by pilot
pressure, the following occurs:
1. Upper pump (7) supplies oil not only to the right travel circuit but also to the left travel
circuit to drive both motors in parallel.
2. The swing and implement circuits get their supply of pressure oil from lower pump (8).
When the machine is traveling, the swing and implement circuits do not require a large amount
of flow. They are operated at speeds low enough to keep the machine stable. The remainder of
the pressure oil is divided between the right and left travel circuits.
Implement And Travel Operation
Hydraulic Schematic (Partial) (Boom and Travel Activated)

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

Straight Travel Control Valve (Neutral Position)

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

(1) Parallel feeder passage. (2) Center bypass passage. (3) Center bypass passage. (4) Parallel feeder passage. (5) Pilot
passage. (6) Piston chamber. (7) Spring chamber. (8) Passage. (9) Line. (10) Line. (11) Passage. (12) Stem. (13) Straight
travel control valve. (14) Upper pump. (15) Lower pump. (16) Check valve. (17) Passage. (18) Passage. (19) Orifice.
When a travel and implement (or swing) operation occurs, pilot oil pressure in pilot passage (5)
increases. The oil pressure in piston chamber (6) increases enough to shift stem (12) to the left against
the force of spring (7). Pump oil now flows as follows:
1. The upper pump oil flows through passage (11) and then flows in two paths. One path goes
through center bypass passage (2) to the left travel control valve. The other path goes through
center bypass passage (3) to the right travel control valve.
2. The lower pump oil goes through passage (8) and flows in two paths. One path goes through
parallel feeder passage (1) and enters the swing, stick I and boom II control valves. The other
path goes through passage (17) and parallel feeder passage (4) to the bucket, attachment and
boom I control valves.
Part of the lower pump oil in passage (17) goes through orifice (19), check valve (16) in stem (12),
passage (18) and to center bypass passage (2). The lower pump oil then combines with the upper
pump oil. The combined upper and lower pump oil is used to help drive both the right and left travel
motors.
Copyright 1993 - 2021 Caterpillar Inc. Thu Oct 28 08:32:44 EST 2021
Todos los derechos reservados.
Red privada para licenciados del SIS.

320, 320 L and 320 N Operation Hydraulic System

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320, 320 L and 320 N Operation Hydraulic System

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320, 320L & 320N EXCAVATORS 9WG00001-00722 (MACHINE)(SEBP2034 - 02) - ...

(1) Swing parking control valve.

(2) Travel motor (left).

(3) Travel motor (right).

(4) Stick cylinder.

(5) Swing motor.

(6) Travel brake valve (left).

(7) Travel brake valve (right).

(8) Bucket cylinder.

(9) Boom cylinders.

(10) Stick drift reduction valve.

(12) Pressure switch (implement/swing).

(13) Pressure switch (travel).

(14) Main control valves.

(15) Boom drift reduction valve.

(16) Main relief valve.

(17) Pressure switch (BOOM RAISE).

(18) Pilot control valve.

(19) Pilot control valve.

(20) Pilot control valve.

(21) Proportional reducing valve.

(22) Pilot oil manifold.

(23) Pilot relief valve.

(25) Pilot control valve.

(26) Shock reducing valve.

(27) Solenoid valve (swing priority).

(28) Solenoid valve (fine control).

(29) Shock reducing valve.

(30) Hydraulic activation control valve.

(31) Upper pump.

(32) Lower pump.

(33) Solenoid valve (travel speed).

(34) Automatic travel speed change valve.

(35) Pilot filter.

(36) Pilot pump.

(37) Hydraulic tank.

(38) Bypass check valve (3RK1-UP & 4BK1-UP only).

(39) Slow return check valve.

(40) Oil cooler.

(41) Bypass check valve.

(A) Return passage (3RK1-UP And 4BK1-UP only).

Pump Flow And Pressure Control

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

Main Control Valve Compartment

The pilot circuit has the following three functions:

C. Release the swing motor parking brake.

F. Control operations of valves required for easier loading or treching.

Machine Left Side

The electronic control system has the following major functions:

Pump Cover And Valve Plate

Regulator (Upper Pump)

The pump regulator functions as follows:

Regulator Operation (Before Pump Destroke)

Regulator Operation (Partial)

Constant Horsepower Flow Control (After Start Of Pump Destroke)

Regulator Operation (After Start Of Pump Destroke)

Regulator Operation (Partial)

Negative Flow Rate Control

Negative Flow Control Operation (Partial)

Pressure/Flow (P-Q) Characteristic Curves

P-Q Characteristic Curves

The output characteristics of each pump depends on two pressures:

1. Pump output circuit pressure.