320E320RR323E M07 MnHydCtrVlRtnOilSys EN TXT

Global Manpower Development
320E / 320E RR / 323E Hydraulic Excavator

Main Hydraulic Control Valve / Return Oil System
Module 7 - Text Reference
SERV1924
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SERV1924 - 09/11 -2- Module 7 - Main Hydraulic Control Valve / Return Oil System
LEARNING OUTCOMES
Participants will meet the following learning outcomes during the presentation, lab exercises,
and post-assessment of this Main Hydraulic Control Valve and Return Oil System module for
the 320E, 320E RR, and 323E Hydraulic Excavator course:
• Given the presentation of the 320E/320E RR/323E Hydraulic Excavator Main Hydraulic Control Valve, participants
will take notes in the classroom on the identification, location, and the basic functionality of the major components,
service points, and adjustment points of the machine’s main hydraulic control valve using the Lab 1 Worksheet.
• Given a 320E/320E RR/323E Hydraulic Excavator and the Lab 1 Worksheet, participants will locate and identify the
components, service points, and adjustment points of the machine’s main hydraulic control valve.
• Given a 320E/320E RR/323E Hydraulic Excavator, participants will use the tools listed in the Preparation Checklist
and follow the Testing and Adjusting procedure to test and adjust a line relief valve and the main relief valve on the
main hydraulic control valve.
• Given the post-assessment for Module 7 and all reference materials and class notes, participants will identify
the component parts of an individual control valve in the main hydraulic control valve of the 320E/320E RR/323E
Hydraulic Excavator.
• Given the post-assessment for Module 7 and all reference materials and class notes, participants will answer
questions regarding the operation of the implement control valves and how their operation affects their circuit and
the system conditions of the 320E/320E RR/323E Hydraulic Excavator.
questions regarding the methods and strategies for limiting system pressure and individual circuit pressures during
implement operation of the 320E/320E RR/323E Hydraulic Excavator.
questions regarding the NFC relief valves and how they control pump regulation during implement operation of the
320E/320E RR/323E Hydraulic Excavator.
Learning Outcomes (objectives) Participants will meet the following learning outcomes during the presentation, lab
pre-presentation statement for the exercises, and post-assessment of this Main Hydraulic Control Valve and Return Oil
320E/320E RR/323E Main Hydraulic System module for the 320E, 320E RR, and 323E Hydraulic Excavator course:
Control Valve and Return Oil
System module • Given the presentation of the 320E/320E RR/323E Hydraulic Excavator
Main Hydraulic Control Valve, participants will take notes in the
classroom on the identification, location, and the basic functionality of
the major components, service points, and adjustment points of the
machine’s main hydraulic control valve using the Lab 1 Worksheet.
• Given a 320E/320E RR/323E Hydraulic Excavator and the Lab 1

Worksheet, participants will locate and identify the components, service
points, and adjustment points of the machine’s main hydraulic control
valve.
• Given a 320E/320E RR/323E Hydraulic Excavator, participants will use

the tools listed in the Preparation Checklist and follow the Testing and
Adjusting procedure to test and adjust a line relief valve and the main
relief valve on the main hydraulic control valve.
• Given the post-assessment for Module 7 and all reference materials

and class notes, participants will identify the component parts of
an individual control valve in the main hydraulic control valve of the

• Given the post-assessment for Module 7 and all reference materials and
class notes, participants will answer questions regarding the operation
of the implement control valves and how their operation affects their
circuit and the system conditions of the 320E/320E RR/323E Hydraulic
Excavator.
class notes, participants will answer questions regarding the methods
and strategies for limiting system pressure and individual circuit
pressures during implement operation of the 320E/320E RR/323E

and class notes, participants will answer questions regarding the NFC
relief valves and how they control pump regulation during implement
operation of the 320E/320E RR/323E Hydraulic Excavator.

MAIN HYDRAULIC CONTROL VALVE

(14)
Bucket
Cylinder
(11) (10)
(12) (09)
Left Travel Right Travel
(13) Boom Swing Motor
Motor Motor
Stick Cylinders
Cylinder
(08)
Main Hydraulic Control Valve
(07)
Operator
Controls
(05) (03) (02) Main
(06) (01)
Cooling Pilot Hydraulic
Pilot Engine
& Return Pump Pumps
Manifold
System
(04)
Pilot Filter &
Relief Valve
(15) Hydraulic Oil Tank

4_1
• Main hydraulic control valve The main hydraulic control valve (08) is situated in the hydraulic circuit between the
sub-components and controlled main hydraulic pumps (02) and the implement cylinders, the travel motors, and the
components (see bulleted list at swing motor. The main hydraulic pumps supply high pressure hydraulic oil to the
right) main hydraulic control valve. Pilot pressure oil from the pilot manifold (06) is used by
the operator controls (07) to command the movement of nine primary valve spools in
the main hydraulic control valve. The eight primary valve spools, in turn, control the
flow of the high pressure oil to the implement cylinders and motors. The main
hydraulic control valve determines the direction and speed of the implement cylinders
and motors in proportion to the movement of the operator control levers and pedals.
The eight primary valve spools control the following components:
• Left travel motor (11), FORWARD and REVERSE
• Right travel motor (10), FORWARD and REVERSE
• Swing motor (09), LEFT and RIGHT
• Bucket cylinder (14), OPEN and CLOSE
• Stick cylinder (13), IN and OUT
• Boom cylinders (12), RAISE and LOWER
• Main “Back-To-Back” (BTB) The new Back-To-Back (BTB) main hydraulic control valve is a “mono-block” design.
control valve consists of a front The valve is divided into the front half and the rear half. High pressure pump supply
half and a rear half oil enters the oil inlets at the bottom and flows upward through the main valve body.

• The drive pump supplies oil The drive pump provides oil flow to the front half of the main hydraulic control
to the front half of the main valve, which contains the following standard valve spools:
hydraulic control valve
• Left Travel control valve
• Boom 1 control valve
• Bucket control valve
• Stick 2 control valve
• The idler pump supplies oil to the The idler pump provides oil flow for the rear half of the main hydraulic control valve,
rear half of the main hydraulic which contains the following standard valve spools:
control valve • Right Travel control valve
• Boom 2 control valve
• Swing control valve
• Stick 1 control valve
The boom drift reduction and the stick drift reduction valves are both mounted to the
left and right sides of the main hydraulic control valve, respectively. A smaller valve
body is mounted to the rear of the main hydraulic control valve and contains the
following components:
• the boom regeneration valve and Proportional Reducing Valve (PRV)
• the stick regeneration valve
• the stick unloading valve
• the swing priority valve and solenoid
The swing priority valve and the boom regeneration valve are now electronically
operated. This change has been implemented to accommodate the use of the flow
limit PRVs for the fuel saving strategies used during the boom regeneration and
during the start of swing operations.
• Hydraulic system is a Negative The hydraulic system for the 320E, 320E RR, and the 323E Hydraulic Excavators is
Flow Control (NFC) system referred to as a Negative Flow Control (NFC) system that uses the oil pressure from
the two (NFC) relief valves as the primary signal for controlling pump flow. A greater
- High signal pressure signal pressure from the NFC relief valves will cause the pumps to DESTROKE and
DESTROKES the pumps a lesser signal pressure from the NFC relief valves will cause the pumps to
UPSTROKE.
- Low signal pressure
UPSTROKES the pumps Two new NFC Flow Limit PRVs and two NFC Signal Pressure Sensors have been
• New NFC flow limit PRVs and added to the NFC signal system. These new components are installed in the end
pressure sensors are used in a cover of the main hydraulic control valve, unlike the 336E, which uses a separate
strategy to control pump flow manifold for these components. During the boom regeneration condition, and during
individually for each pump when other conditions when high oil flow from the main hydraulic pumps is not needed, the
high oil flow is not needed two NFC Flow Limit PRVs can be energized by the Machine ECM to send pilot
oil as a signal to DESTROKE one pump independently from the other. This new
• The return oil system is briefly strategy improves engine fuel efficiency by removing unnecessary pump load on the
discussed at the end of this engine when oil flow requirements are low. (See the Main Hydraulic Pumps module
module for more information regarding the operation of the NFC flow limit components and
related strategies.)
The return oil system is briefly discussed at the end of this module. The
capsule-type return oil filter is integrated into the hydraulic oil tank. The swing system
makeup line is no longer connected to the return oil manifold, but is connected directly
to the side of the main hydraulic control valve. Swing makeup oil is drawn directly
from the return oil passages in the main hydraulic control valve.
4 5 6
9
3 10
7
2
1 8 11
6_1
Main Hydraulic Control Valve Component Identification - 320E and 323E
• 320E and 323E main hydraulic Major components and service points of the main hydraulic control valve that are
control valve and related located just forward of the engine compartment and beneath the non-skid walkway
components and service points (removed in the photo above) are:
- location and identification
• NFC 1 Flow Limit PRV (1)
(forward of the engine
compartment, beneath walkway) • Main hydraulic control valve end cover (2)
• NFC 1 signal relief valve (3)
• NFC 1 signal pressure sensor (4)
• NFC 2 signal pressure sensor (5)
• Return oil manifold (6)
• NFC 2 signal relief valve (7)
• NFC 2 Flow Limit PRV (8)
• Boom Priority pressure reducing valve (9)
• Boom down control pressure test port (10)
• Boom regeneration control pressure test port (11)
NOTE: More information regarding the NFC Flow Limit PRVs, the NFC signal
pressure sensors, and the NFC Flow Limit strategies can be found in the Main
Hydraulic Pumps module, the Boom, Stick, and Bucket Hydraulic Circuits
module, and the Swing Hydraulic System module of this training package.
5
6
7
4
2 3
1
7_1
Additional main hydraulic control Additional components and service points of the main hydraulic control valve that are
valve related components and located forward of the engine compartment and beneath the non-skid walkway are:
service points - location and
• Heavy lift solenoid valve (1) (if equipped)
identification (forward of the
engine compartment and beneath • Boom down control pressure test port (2)
the service platform - removed):
The boom down control pressure test port allows the technician to attach a
• Heavy lift solenoid valve (1) pressure gauge and test the control pressure when calibrating the boom down limit
PRV. This test port is installed in a fitting at the BOOM DOWN end of the Boom 1
• Boom down control pressure
control valve spool.
test port (2)
• Oil cooler supply tube (3) The heavy lift solenoid valve is installed in a manifold above the boom priority pressure
reducing valve (shown earlier). The ON/OFF heavy lift solenoid is ENERGIZED
• Medium pressure circuit return by the Machine ECM when the Heavy Lift soft switch is activated in the operator’s
oil (optional) (4) station. When ENERGIZED, the heavy lift solenoid valve sends pilot pressure oil to
the end of the main relief valve, raising the main relief valve setting by approximately
• High pressure circuit return oil
3000 kPa (435 psi).
(optional) (5)
• Return oil manifold (6) If the machine is equipped with an attachment valve, an optional (F2.2) valve section
will be installed atop the main valve block, but beneath the end cover. In some
• Oil cooler return tube (7) instances, the return oil from this high pressure circuit is directed through a hose (5)
into the return oil manifold (6) after the slow return check valve, but before the cooler
bypass valve. If the oil is cold, this return oil, and return oil from the main hydraulic
control valve, flows through the lower oil cooler return tube (7) directly to the return
oil filter (not visible). If the oil is warm, all return oil flows through the upper oil cooler
supply tube (3) to the hydraulic oil cooler (not visible).

If the machine is equipped with an optional medium pressure circuit, return oil from
the medium pressure circuit is directed through a hose (4) to the upper oil cooler
supply tube.

9_1
Main Hydraulic Control Valve Component Identification - 320E RR
• 320E RR main hydraulic control The main hydraulic control valve is re-oriented and located in a different position on
valve and related components the 320E RR Hydraulic Excavator, due to the space constraints of the upper structure.
and service points - location The main hydraulic control valve is rotated 90° counterclockwise and laid forward, in
and identification (forward of the a horizontal position, as opposed to its orientation in the 320E and 323E machines.
engine compartment, beneath The valve resides in the tool box space, at the right front corner of the 320E RR
walkway) machine.
In this position, the small valve manifold (4) on the back of the main hydraulic control
valve now faces the right side of the machine. (The “right side” of the valve, as
oriented on the 320E and 323E machines, is now the “bottom” of the valve on the
320E RR machine.)
Once the deck plate atop the main valve compartment is removed, the technician
may have easy access to the following components and service points:
• Main hydraulic control valve (1)
• Pilot oil manifold (2)
NOTE: The view above shows the main hydraulic control valve with the deck
plate and surrounding sheet metal compartment/step removed.

10_1
• 320E RR main hydraulic control Two access plates beneath the right front corner of the 320E RR upper structure are
valve and related components positioned directly below the main hydraulic control valve. These two openings
and service points - location and (arrows) allow access to components and service points on the bottom of the valve.
identification
• Access panels are removed The bottom of the main hydraulic control valve, as positioned in the 320E RR, is the
beneath the right front corner of same as the right side of the valve in the standard machines (320E and 323E).
the machine

FRONT-LEFT VIEW
(01)
(14) (02)
End Cover
NFC 1 Signal NFC 2 Signal
(13) Pressure Port Pressure Port
NFC1 Flow
Limit PRV
(03)
NFC 2 Flow
Limit PRV
(12)
Stick Drift
Reduction
(04)
Valve
Stick 2
Load Check
Valve
(11)
STICK OUT
Line Relief and
Makeup Valve
(05)
BOOM RAISE
Line Relief and
Makeup Valve
(10)
Bucket
Load Check
Valve
(06)
Boom Drift
Reduction
(09) Valve
Boom 1
Load Check
Valve
(08) (07)
D
FW Main Relief Main Hydraulic
Valve Control Valve Body
11_1
• Main hydraulic control valve Descriptions of the component locations on the main hydraulic control valve are in
component location and relation to the location and position of the valve in the 320E and the 323E
identification - view is from the machines.
front left of the machine
The main hydraulic control valve is situated in the implement hydraulic circuit
between the main hydraulic pumps and the implement cylinders and the swing and
travel motors. High pressure oil flow from the main hydraulic pumps is controlled by
the operation of the control valve spools and other components in the main hydraulic
control valve, at the request of the machine operator. All of the components in the
main hydraulic control valve allow the direction and speed of the implement cylinders,
the travel motors, and the swing motor to be controlled. The components and the
strategies used in the implement hydraulic system also limit the pressure of the
supply oil from the main hydraulic pumps.
The main hydraulic control valve for the 320E, 320E RR, and 323E are identical
in design to the valve used in the 324E and 329E machines, and similar to that
used on the 336E. The main hydraulic control valve body (07) is a “mono-block”
design. The valve is divided into the front half and the rear half, in regards to oil flow
through the valve. High pressure pump supply oil enters the valve inlet at the bottom
and flows upward through the main valve block. The end cover (01) sits atop the
valve body and can be removed to add additional attachment control valve bodies
(sections) beneath, if needed.
The illustration above shows the main hydraulic control valve, as viewed from the
FRONT LEFT of the machine. Major components identified in the illustration above
and a description of their basic functions are:

• The NFC 2 Signal Pressure Port (02) is fitted with a hose that directs
the NFC signal pressure from the NFC 2 signal relief valve and or the
NFC 2 flow limit PRV through a connecting hose to the idler pump
regulator, to be used as the primary pressure for controlling idler pump
output.
• The NFC 2 Flow Limit PRV (03) is installed at the front left of the
end cover and is energized by the Machine ECM to send pilot oil
as an NFC signal to DESTROKE the idler pump independently of the
drive pump. This strategy is used during several hydraulic conditions
designed to reduce pump load on the engine when high oil flow is not
needed.
• The Stick 2 Load Check Valve (04) is installed in the front of the valve
body and is situated upstream of the oil flow to the Stick 2 control valve
spool. The load check valve prevents the stick from moving until pump
supply pressure can overcome the existing pressure in the stick circuit,
which prevents stick “droop” and stick “lag.”
• The BOOM RAISE Line Relief and Makeup Valve (05) is installed
in the boom drift reduction valve body (cylinder head end circuit) and
serves two purposes. The valve can open to relieve excessive pressure
in the BOOM RAISE circuit, protecting the boom and the hydraulic
components from damage. This valve also opens to draw tank oil
into the BOOM RAISE circuit when external forces cause the boom to
move upward and the boom control lever is in the NEUTRAL position,
protecting the aforementioned components.
• The Boom Drift Reduction Valve (06) is mounted to the left front
corner of the main valve body, near the bottom. This valve prevents oil
from leaking from the head ends of the boom cylinders, and therefore,
the boom from drifting down when the control lever is in NEUTRAL and
the implements are suspended above the ground.
• The Main Relief Valve (08) is installed in the front of the main valve
block, at the bottom. The main relief valve limits the maximum oil
pressure in the entire hydraulic system, protecting hydraulic and
machine components from damage. If the machine is equipped with
the heavy lift option, pilot oil can be sent to the end of the relief valve to
temporarily increase the maximum system pressure when the heavy lift
function is activated by the operator.
• The Boom 1 Load Check Valve (09) is installed in the front of the valve
body and is situated upstream of the oil flow to the Boom 1 control valve
spool. The load check valve prevents the boom from moving until pump
supply pressure can overcome the existing pressure in the boom circuit,
which prevents boom “droop” and boom “lag.”
• The Bucket Load Check Valve (10) is installed in the front of the valve
body and is situated upstream of the oil flow to the Bucket control valve
spool. The load check valve prevents the bucket from moving until
pump supply pressure can overcome the existing pressure in the bucket
circuit.

• The STICK OUT Line Relief and Makeup Valve (11) is installed in
the stick drift reduction valve body (cylinder rod end circuit) and serves
two purposes. The valve can open to relieve excessive pressure in the
stick OUT circuit, protecting the stick and the hydraulic components
from damage. This valve also opens to draw tank oil into the STICK
OUT circuit when external forces cause the stick to move outward
and the stick control lever is in the NEUTRAL position, protecting the
aforementioned components.
• The Stick Drift Reduction Valve (12) is mounted to the right front
corner of the main valve body, near the top. This valve prevents oil from
leaking from the rod end of the stick cylinder, and therefore, the stick
from drifting down when the stick control lever is in NEUTRAL and the
stick is suspended above the ground.
• The NFC 1 Flow Limit PRV (13) is installed at the front right of the
end cover and is energized by the Machine ECM to send pilot oil
as an NFC signal to DESTROKE the drive pump independently of the
idler pump. This strategy is used during several hydraulic conditions
designed to reduce pump load on the engine when high oil flow is not
needed.
• The NFC 1 Signal Pressure Port (14) is fitted with a hose that directs
the NFC signal pressure from the NFC 1 signal relief valve and or the
NFC 1 flow limit PRV through a connecting hose to the drive pump
regulator, to be used as the primary pressure for controlling drive pump
output.

MAIN HYDRAULIC CONTROL VALVE (01)

LEFT-REAR VIEW (19) NFC 2 Signal
NFC Flow Limit PRV Relief Valve
(18) Pilot Supply (Idler Pump)
NFC Flow Limit PRV
Drains
(17) (02)
STICK IN Stick 2
Line Relief and Control Valve
Makeup Valve (STICK IN)
(03)
Stick 1
(16) Control Valve
Bucket Control Valve (STICK IN)
(BUCKET CLOSE)
(15) (04)
BUCKET CLOSE Boom
Line Relief and Regeneration
Makeup Valve PRV
(14)
Swing Control Valve (05)
(SWING RIGHT) Right Travel
Control Valve
(REVERSE)
(13)
Boom 1
Control Valve
(BOOM RAISE)
(06)
(12) Drive Pump
Boom 2 Pressure Sensor
Control Valve
(BOOM RAISE)
(11)
Left Travel (07)
Control Valve Straight Travel
(10) (09) (08)
(REVERSE) Solenoid Valve
FWD Straight Travel Main Relief Straight Travel
Pilot Supply Check Valves Solenoid Drain
14_1
• Main hydraulic control valve The illustration above shows the main hydraulic control valve, as viewed from the
component location and LEFT REAR of the machine. Major components identified in the illustration above
identification - view is from the and a description of their basic functions are:
left rear of the machine
• The NFC 2 Signal Relief Valve (01) limits the maximum NFC signal
pressure from the rear half of the main hydraulic control valve that is
sent to the idler pump regulator.
• This port at the end of the Stick 2 Control Valve (02) receives pilot
pressure oil to move the Stick 2 control valve spool toward the STICK
IN direction, which allows high pressure pump supply oil to flow to the
head end of the stick cylinder. (Secondary stick spool)
IN direction, which allows high pressure pump supply oil to flow to the
head end of the stick cylinder. (Primary stick spool)
• The Boom Regeneration PRV (04) is installed in the left side of the
small valve body that is bolted to the rear of the main hydraulic control
valve. The normally ENERGIZED Boom Regeneration PRV solenoid
is DE-ENERGIZED by the Machine ECM in inverse proportion to
the engine speed dial position. (As the engine speed dial number is
INCREASED, the solenoid is proportionally DE-ENERGIZED.) When
the boom regeneration conditions are met, pilot oil from the boom
regeneration PRV operates the regeneration valve spool, which allows
boom cylinder head end oil to be recirculated to the boom cylinder rod
ends.
• This port at the end of the Right Travel Control Valve (05) receives
pilot pressure oil to move the Right Travel control valve spool toward the
REVERSE direction, which allows high pressure pump supply oil to flow
to the REVERSE port of the right travel motor.
• The Drive Pump Pressure Sensor (06) is monitored by the Machine

ECM and indicates the pressure of the drive pump oil in the front half of
the main control valve high pressure passages.
• The Straight Travel Solenoid Valve (07) is ENERGIZED by the

Machine ECM, sending pilot pressure oil to shift the straight travel valve
spool when an implement has been activated during travel. The straight
travel solenoid valve ensures that drive pump oil is sent to both travel
control valve spools and all other hydraulic functions that receive oil
from the idler pump.
• This port for the Straight Solenoid Travel Drain (08) directs drain oil
back to the hydraulic oil tank when the Straight Travel Solenoid Valve is
operated.
• The two Main Relief Check Valves (09) ensure that only the highest oil
pressure from either the drive pump or the idler pump is allowed to flow
to the main relief valve.
• This port for Straight Travel Pilot Supply (10) receives pilot pressure
oil for use by the Straight Travel Solenoid Valve.
• This port at the end of the Left Travel Control Valve (11) receives
pilot pressure oil to move the Left Travel control valve spool toward the
REVERSE direction, which allows high pressure pump supply oil to flow
to the REVERSE port of the left travel motor.
• This port at the end of the Boom 2 Control Valve (12) receives pilot
pressure oil to move the Boom 2 control valve spool toward the BOOM
RAISE direction, which allows high pressure pump supply oil to flow to
the head ends of the boom cylinders. (Secondary boom spool)
RAISE direction, which allows high pressure pump supply oil to flow to
the head ends of the boom cylinders. (Primary boom spool)
• This port at the end of the Swing Control Valve (14) receives pilot
pressure oil to move the swing control valve spool toward the SWING
RIGHT direction, which allows high pressure pump supply oil to flow to
the SWING RIGHT port of the swing motor.
• The BUCKET CLOSE Line Relief and Makeup Valve (15) is installed
in the cylinder head end passage from the bucket control valve spool
and serves two purposes. The valve will open to relieve excessive
pressure in the BUCKET CLOSE circuit, protecting the hydraulic
components from damage. This valve will also open to draw tank oil
into the BUCKET CLOSE circuit when external forces cause the bucket
to close and the bucket control lever is in the NEUTRAL position,
protecting the aforementioned components.
• This port at the end of the Bucket Control Valve (16) receives pilot
pressure oil to move the Bucket control valve spool toward the BUCKET
CLOSE direction, which allows high pressure pump supply oil to flow to
the head end of the bucket cylinder.
• The STICK IN Line Relief and Makeup Valve (17) is installed in

the cylinder head end passage from the stick control valve spools
and serves two purposes. The valve can open to relieve excessive
pressure in the stick IN circuit, protecting the stick and the hydraulic
components from damage. This valve also opens to draw tank oil
into the STICK IN circuit when external forces cause the stick to move
inward and the stick control lever is in the NEUTRAL position, protecting
the aforementioned components.
• These two ports for NFC Flow Limit PRV Drains (18) direct drain oil
back to the hydraulic oil tank when either of the NFC Flow Limit PRVs
are DE-ENERGIZED by the Machine ECM, which relieves the pressure
oil to drain.
• This port for NFC Flow Limit PRV Pilot Supply (19) receives pilot
pressure oil for use by the NFC 1 Flow Limit PRV and the NFC 2 Flow
Limit PRV.

MAIN HYDRAULIC CONTROL VALVE (16)

REAR-RIGHT VIEW
NFC 1 Signal
Pressure Sensor (01)
(15)
NFC 1 Signal
NFC 2 Signal
Relief Valve
Pressure Sensor
(Drive Pump)
(14)
Return Oil Port
(To TANK) (02)
Swing Priority
Solenoid Valve
(13)
Stick Regeneration
Check Valve
(03)
Stick
(12) Regeneration
Stick Regeneration Valve Valve
Pilot Port
(04)
(11)
Stick Unloading
Drain Port from
Valve
Regeneration Valves
(10) (05)
Boom Regeneration Valve Boom
Pilot Port Regeneration
Valve
(09)
Boom 2
Load Check Valve (06)
Boom Regeneration
Check Valve
(08) (07)
FWD Drive Pump Idler Pump
Oil Supply Inlet Oil Supply Inlet
17_1
• Main hydraulic control valve The illustration above shows the main hydraulic control valve, as viewed from the
component location and REAR RIGHT of the machine. Major components identified in the illustration above
rear RIGHT of the machine
• The NFC 1 Signal Relief Valve (01) limits the maximum NFC signal
pressure from the front half of the main hydraulic control valve that is
sent to the drive pump regulator.
• The Swing Priority Solenoid Valve (02) is installed in the small valve
body that is bolted to the rear of the main hydraulic control valve.
The ON/OFF swing priority solenoid is normally ENERGIZED by the
Machine ECM and is DE-ENERGIZED when the swing control pressure
sensor detects a swing command. This valve directs pressure oil to
operate the swing priority valve, which ensures that the Swing control
valve spool receives oil priority over the Stick 1 control valve spool.
• The Stick Regeneration Valve (03) is installed in the small valve body
that is bolted to the rear of the main hydraulic control valve. The stick
regeneration valve directs stick cylinder rod end oil to the cylinder head
end to supplement the pump supply oil during a STICK IN function.
• The Stick Unloading Valve (04) is installed in the small valve body
that is bolted to the rear of the main hydraulic control valve. The stick
unloading valve provides an easier path to tank for stick cylinder rod
end return oil during a STICK IN command when the stick cylinder head
end pressure is high.

• The Boom Regeneration Valve (05) is installed in the small valve body
that is bolted to the rear of the main hydraulic control valve. This valve
is operated by the Boom Regeneration PRV and directs boom cylinder
head end oil to the cylinder rod ends during a boom down function
when the boom moves downward with no resistance, supplementing the
pump oil supply to the cylinder rod ends.
• The Boom Regeneration Check Valve (06) is installed in the small

valve body that is bolted to the rear of the main hydraulic control valve.
This valve opens during the boom regeneration condition to allow oil
from the boom cylinder head ends to supplement the pump supply oil to
the cylinder rod ends.
• The Idler Pump Oil Supply Inlet (07) is the port through which the idler
pump supplies high pressure oil to all of the control valve spools in the
rear half of the main hydraulic control valve.
• The Drive Pump Oil Supply Inlet (08) is the port through which the
drive pump supplies high pressure oil to all of the control valve spools in
the front half of the main hydraulic control valve.
• The Boom 2 Load Check Valve (09) is installed in the rear of the main
control valve body and is situated upstream of the oil flow to the Boom
2 control valve spool. The load check valve prevents the boom from
moving until pump supply pressure can overcome the existing pressure
in the boom circuit, which prevents boom “droop” and boom “lag.”
• The Boom Regeneration Valve Pilot Port (10) is the port through
which pilot pressure oil is supplied for the boom regeneration PRV,
which is used for the operation of the boom regeneration valve.
• The Drain Port from the Regeneration Valves (11) directs all drain oil
back to the hydraulic tank from the operation of the boom regeneration
valve, the stick regeneration valve, and the stick unloading valve.
• The Stick Regeneration Valve Pilot Port (12) is the port through which
pilot pressure oil from the stick pilot control valve is supplied for the
operation of the stick regeneration valve.
• The Stick Regeneration Check Valve (13) is installed in the small

valve body that is bolted to the rear of the main hydraulic control valve.
This valve is opened by return oil from the stick regeneration valve
(when activated) and allows rod end return oil to combine with pump
supply oil during the stick regeneration condition.
• The Return Oil Port (14) is the passage through which all return oil
from all high pressure circuits is returned to the hydraulic oil tank.
• The NFC 2 Signal Pressure Sensor (15) is installed in the left rear of
the end cover. This sensor is monitored by the Machine ECM, which
uses the signal from the sensor to determine how much current to send
to the NFC 2 Flow Limit PRV during certain hydraulic conditions. The
Flow Limit PRV sends pilot oil as a signal to the idler pump regulator,
DESTROKING the idler pump when a high rate of idler pump oil flow is
not required.
• The NFC 1 Signal Pressure Sensor (16) is installed in the right rear
of the end cover. This sensor is monitored by the Machine ECM, which
uses the signal from the sensor to determine how much current to send
to the NFC 1 Flow Limit PRV during certain hydraulic conditions. The
Flow Limit PRV sends pilot oil as a signal to the drive pump regulator,
DESTROKING the drive pump when a high rate of drive pump oil flow is
not required.

RIGHT-REAR VIEW
(01)
Stick 2
Control Valve
(STICK OUT)
(12)
Stick 1 (02)
Control Valve Bucket Control Valve
(STICK OUT) (BUCKET OPEN)
(03)
BUCKET OPEN
Line Relief and
Makeup Valve
(11)
Swing Control Valve
(SWING LEFT)
(04)
BOOM LOWER
Line Relief and
Makeup Valve
(10)
Boom 2
Control Valve (05)
(from STICK IN) Boom 1
Control Valve
(BOOM LOWER)
(09) (06)
Idler Pump Right Travel
Pressure Sensor Control Valve
(FORWARD)
(08) (07)
Straight Travel Left Travel
FWD Drain Port Control Valve
(FORWARD)
20_1
• Main hydraulic control valve The illustration above shows the main hydraulic control valve as viewed from the
component location and RIGHT REAR of the machine. Major components identified in the illustration above
RIGHT rear of the machine
OUT direction, which allows high pressure pump supply oil to flow to the
rod end of the stick cylinder. (Secondary stick spool)
• This port at the end of the Bucket Control Valve (02) receives pilot
pressure oil to move the Bucket control valve spool toward the BUCKET
OPEN direction, which allows high pressure pump supply oil to flow to
the rod end of the bucket cylinder.
• The BUCKET OPEN Line Relief and Makeup Valve (03) is installed in
the cylinder rod end passage from the bucket control valve spool and
serves two purposes. The valve will open to relieve excessive pressure
in the BUCKET OPEN circuit, protecting the hydraulic components from
damage. This valve will also open to draw tank oil into the BUCKET
OPEN circuit when external forces cause the bucket to open and
the bucket control lever is in the NEUTRAL position, protecting the
aforementioned components.

• The BOOM LOWER Line Relief and Makeup Valve (04) is installed
in the boom cylinder rod end circuit and serves two purposes. The
valve can open to relieve excessive pressure during a BOOM LOWER
function, protecting the boom and the hydraulic components in the
BOOM LOWER circuit from damage. This valve also opens to draw
tank oil into the BOOM LOWER circuit when external forces cause the
boom to move downward and the boom control lever is in the NEUTRAL
position, protecting the aforementioned components.
LOWER direction, which allows high pressure pump supply oil to flow to
the rod ends of the boom cylinders.
• This port at the end of the Right Travel Control Valve (06) receives
pilot pressure oil to move the Right Travel control valve spool toward
the FORWARD direction, which allows high pressure pump supply oil to
flow to the FORWARD port of the right travel motor.
• This port at the end of the Left Travel Control Valve (07) receives
pilot pressure oil to move the Left Travel control valve spool toward the
FORWARD direction, which allows high pressure pump supply oil to
flow to the FORWARD port of the left travel motor.
• The Straight Travel Drain Port (08) is the port through which drain oil
from the end of the Straight Travel valve spool is directed back to the
hydraulic oil tank when the Straight Travel valve is activated.
• The Idler Pump Pressure Sensor (09) is monitored by the Machine

ECM. This sensor indicates the pressure of the idler pump oil in the
rear half of the main control valve high pressure passages.
pressure oil from the STICK IN pilot control valve during a STICK IN
command in order to move the Boom 2 control valve spool against it’s
blocking rod, preventing the spool from shifting to the BOOM LOWER
position. (This strategy gives the Stick 1 valve spool supply oil priority
over the Boom 2 spool during a combined BOOM LOWER and STICK
IN command.)
• This port at the end of the Swing Control Valve (11) receives pilot
pressure oil to move the swing control valve spool toward the SWING
LEFT direction, which allows high pressure pump supply oil to flow to
the SWING LEFT port of the swing motor.
OUT direction, which allows high pressure pump supply oil to flow to the
rod end of the stick cylinder. (Primary stick spool)

02 03
Left Travel Right Travel
Pilot Control Pilot Control
Valve Valve
01 04
Left Implement Pilot Right Implement Pilot
Control Valve Control Valve
08
Pattern Changer 05
Valve StraightTravel
(if equipped) Pilot Control
Valve
07
Pilot Oil 06
Distribution Pilot Resolver
Manifold Block
22_1
Operator implement controls The operator implement controls for boom, bucket, stick, swing, and travel are all
identification and related pilot operated. Pilot pressure oil from the pilot oil distribution manifold (07) is directed
implement pilot valves and pilot to the implement pilot control valves that are operated by the joysticks, levers, and
system components: pedals:
• Swing and stick pilot control • The left implement pilot control valve (01). left and right joystick
valve (01) movement commands swing left and swing right, respectively.
forward and rearward joystick movement commands stick
• Left travel pilot control valve (02) out and stick in, respectively.
• Right travel pilot control
valve (03) • The left travel pilot control valve (02). Depressing the top or bottom
of the left travel pedal commands left track forward and reverse
• Bucket and boom pilot control movement, respectively.
valve (04)
• The right travel pilot control valve (03). Depressing the top or
• Straight travel pilot control valve bottom of the right travel pedal commands right track forward and
(if equipped) (05) reverse movement, respectively.
• Pilot resolver block (06)
• The right implement pilot control valve (04). left and right
• Pilot oil distribution manifold (07) joystick movement commands bucket close and bucket open,
respectively. forward and rearward joystick movement
• Pattern changer valve (if commands boom down and boom up, respectively.
equipped) (08)
• The straight travel pilot control valve (05) (if equipped). Depressing
the top or bottom of the straight travel pedal commands both left and
right track forward and reverse, respectively.

When a joystick or a travel lever/pedal is moved, the pilot control valve is operated
and sends pilot oil to the pilot port at the end of its corresponding control valve spool
in the main hydraulic control valve, by way of the pilot resolver block (06).
The pressure of the pilot oil (control pressure) is in direct proportion to the movement
of the joystick or travel lever/pedal, which proportionally moves the control valve
spool in the main hydraulic control valve. The pressure and flow rate of the pump
supply oil from the control valve spool to the implement cylinder or hydraulic motor
is also proportionally related.
Boom, bucket, stick, and swing movement using the joysticks can be changed from
the SAE pattern described above to the BHL pattern, using the pattern changer
valve (08) that is located beneath the floor of the operator’s station. The pattern
changer valve is accessible through a covered opening in the floor mat and floor
plate, in front of the operator’s seat. The pattern change valve is an attachment.


REAR HALF - NEUTRAL CONDITION
(12) Pilot Supply

(11) End Cover
(10) NFC 2 Flow Limit PRV (13) NFC 1 Flow Limit PRV
(09) NFC 2 Signal Pressure (14) NFC 1 Signal Pressure

P P
(08) NFC 2 Relief Valve (15) NFC 1 Relief Valve
(07) NFC 2 Orifice (16) NFC 1 Orifice
(06)
Return Oil
A Passages
(17) Stick 1
Control Valve
(18) Swing
Control Valve
(05)
Center Bypass
Passage
(19) Boom 2
(04) Control Valve
Parallel Feeder
Passage
A
(20) Right Travel
Control Valve
(03)
Straight Travel
Control Valve (21) To Drive Pump
Center Bypass Passage
(02) (01)
Idler Pump Drive Pump
SECTION A-A 24_1

Main Hydraulic Control Valve Operation
• Main hydraulic control valve The illustration above shows a vertical cross-sectional view of the main hydraulic
operation - vertical cross control valve for the 320E, 320E RR, and 323E Hydraulic Excavators. This view
sectional view, showing the shows the valve in the NEUTRAL condition with the oil flow from the idler pump (02)
REAR HALF of the main hydraulic through the rear half of the valve body (red oil). The oil flow from the drive pump (01)
control valve and control valve through the front half of the valve body and valve operation is identical (purple oil).
spools as viewed from front to (The front half of the valve body contains different control valve spools.)
rear
• Explanation of oil flow through When the joysticks and the travel control levers/pedals are in the NEUTRAL position,
the main hydraulic control valve the boom cylinders, stick cylinder, bucket cylinder, the swing motor, and the travel
in the NEUTRAL condition motors are all in a no-load condition.
The idler pump supplies oil to the rear half of the main control valve through the idler
pump inlet port (not visible - on a plane behind this section view). The idler pump oil
is then divided, with some of the oil flowing through the center bypass passage (05)
and some oil flowing through the parallel feeder passage (04). The idler pump oil then
flows up through the center bypass passage past the Straight Travel control valve
spool (03), around the Right Travel control valve spool (20), the Boom 2 control valve
spool (19), the Swing control valve spool (18), the Stick 1 control valve spool (17),
and into the end cover (11). The oil in the parallel feeder passage flows up through
and fills the passage, which terminates at the end cover. The oil in the parallel feeder
passage is made available to the load check valves and the control valve spools for
operation of the hydraulic circuits. The oil in the center bypass passage is at the
same pressure as the highest pressure in the parallel feeder passage, and is created
by operation of the hydraulic circuits.

When all of the joysticks and/or travel levers/pedals are in the NEUTRAL position,
idler pump oil flowing through the center bypass passage is directed through the
NFC 2 orifice (07), the return oil passages (06), and then into the return oil port back
to the hydraulic tank. Oil in the parallel feeder passage remains blocked by each
control valve spool (shown later) when the spools are in the NEUTRAL position. The
oil in the parallel feeder passage is the supply oil for implement, swing, and travel
operation. The oil in the center bypass passage is used to create the NFC 1 signal
pressure (14) used for pump regulation.
The NFC 2 orifice creates a back pressure in the center bypass passage back to the
idler pump. This back pressure is the STANDBY pressure throughout the parallel
feeder passage. The back pressure is also the NFC 2 signal pressure (09) that
is sent to the idler pump regulator. Any spikes in the idler pump circuit pressure
will cause the NFC 2 relief valve (08) to open, relieving the oil into the return oil
passages.
As with previous Hydraulic Excavators, the higher the NFC signal to the pump
regulator, the more the pump is destroked. In the condition shown in the
illustration above, the pumps are receiving a high NFC signal pressure due to no
circuits being activated, so the pumps are regulated to the STANDBY condition.
Activation of any joystick and/or travel levers/pedals provides two paths for idler
pump oil. One path flows through the center bypass passage to the right travel
control valve to the Stick 1 control valve. The other path flows through the parallel
feeder passage, also to the Stick 1 control valve. As a control valve spool moves,
more oil flows through the parallel feeder passage and the center bypass passage
becomes restricted. This restriction of oil in the center bypass passage reduces the
pressure of the NFC signal, which causes the pump to UPSTROKE in order to meet
the demand for oil flow.
New components have been added to the NFC signal system that are used to
DESTROKE the pumps when little oil is needed during certain operations but the
NFC signal is low, which would cause the pumps to UPSTROKE. Two pressure
sensors monitor the NFC signal pressure - both the NFC 1 signal pressure and
the NFC 2 signal pressure. During the START OF SWING condition, movement
of the Swing control valve spool closes off the flow of oil through the center bypass
passage, creating a low (or no) signal pressure. Because the Machine ECM detects
a signal from the swing control pressure sensor (at the pilot resolver block) and the
idler pump pressure sensor detects high pressure, the Machine ECM invokes a new
“NFC Flow Limit Strategy” until the pressure in the idler pump circuit falls below the
closing pressure of the swing motor relief valves.
During the START OF SWING condition, the Machine ECM will ENERGIZE the NFC
2 Flow Limit PRV (10) to send pilot supply oil (12) past the resolver (due to no signal
pressure from the center bypass passage) and into the NFC 2 signal pressure line
back to the idler pump regulator. This artificial “pilot pressure signal” causes the
regulator to DESTROKE the idler pump at the start of swing movement. (This is
referred to as “Swing Relief Loss Strategy” and is used to DESTROKE the idler
pump, which relieves the pump load on the engine, helping to conserve fuel. This
strategy is discussed in detail in the Swing Hydraulic System module of this training
package.)
The NFC Flow Limit Strategy allows one pump to be DESTROKED independently
of the other pump.

Similar actions also occur in the front half of the main hydraulic control valve from
the Boom 1 spool movement and subsequent NFC 1 signal pressure loss to the
drive pump regulator during a BOOM REGENERATION condition. Both of these
strategies are discussed in detail within the Boom, Stick, and Bucket Circuits module
and the Swing Hydraulic System module of this training package.
NOTE: The drive pump (01) supplies oil through a passage leading to the
center bypass passage (21) and a parallel feeder passage in the front half of
main control valve body (not shown). The drive pump and its oil flow through
the front half of the main control valve operates in a similar fashion as the
idler pump. The drive pump oil flows through the NFC 1 orifice (16) and to the
NFC 1 relief valve (15) before entering the return oil passages. The NFC 1
signal pressure (14) is sent back to the drive pump regulator. The NFC 1 Flow
Limit PRV (13) is used for the flow limit strategies involving the drive pump.

BOOM CONTROL VALVES

BOOM 1 and BOOM 2 - NEUTRAL CONDITION
(13) SECTION B-B

Rear Half
Parallel Feeder
Passage
(12) (01)
Boom 2 Center Bypass
Control Valve Passages
Spool
REAR
(11)
Return Oil
Passage
(02)
Pilot Oil
Ports
(10)
B B Front Half
Parallel Feeder FRONT
Passage (03)
Centering
Springs
(04)
Boom 1
(09) Control Valve
(08)
Line Relief and Spool
Bridge
Makeup Valve Passage (07) (06) (05)
Cylinder Load Check Cylinder
Rod End Valve Head End
27_1
• Main hydraulic control valve The illustration above shows a horizontal cross-sectional view of the new BTB main
operation - horizontal cross hydraulic control valve. This view shows the two boom control valve spools in the
sectional view of Boom 1 and NEUTRAL condition with oil flow from the idler pump through the rear half of the main
Boom 2 control valve spools control valve body and drive pump oil flow through the front half.
from above
As discussed previously, oil from the idler pump and the drive pump flows upward
• Explanation of oil flow through through the center bypass passages (01) in both the front and the rear halves of the
the main hydraulic control valve control valve body. The oil from the drive pump also flows through the parallel feeder
in the NEUTRAL condition passage in the front half of the valve (10) and the oil from the idler pump also flows
through the parallel feeder passage in the rear half of the valve (13). The oil in the
center bypass passages flows around the open centers of the Boom 1 control valve
spool (04) and the Boom 2 control valve spool (12). The oil in each parallel feeder
passage is at the same pressure as the oil in the center bypass passages.
Since the parallel feeder passage and the center bypass passage are connected at
the oil inlet, the oil in the center bypass passage is always the same pressure as the
oil pressure created by the circuit with the highest pressure in the related parallel
feeder passage. (The front half pressure can be different than the rear half pressure,
sending different NFC signals to the two pumps.) This strategy ensures that neither
pump will be upstroked more than the demand for oil in that circuit.
The oil in both parallel feeder passages is blocked by the two load check valves
(06). In the NEUTRAL condition, the Boom 1 control valve spool and the Boom 2
control valve spool are both centered in the HOLD position by the centering springs
(03). The centered positions have the oil to the boom cylinder head ends (05) and
the boom cylinder rod ends (07) blocked. The oil in the two bridge passages (08) is
also blocked.

The blocked oil and the load check valve springs keep the load check valves seated,
preventing oil from reaching the control valve spools.
If the operator makes a full BOOM RAISE command, pilot pressure oil from the boom
pilot control valve will enter through the pilot oil ports (02) and shift both boom spools
to the left, compressing their centering springs. This spool movement will connect
the rod end port to the return oil passages (11) and also connect the cylinder head
end passages with the bridge passages. These port and passage connections will
then allow the high pressure oil in the parallel feeder passages to open their load
check valves. High pressure pump supply oil in the parallel feeder passages can
flow out to the cylinder head ends. Likewise, return oil from the cylinder rod ends can
flow back through the rod end port and into the return oil passages.
The boom will RAISE.
If boom circuit pressure rises above the setting of the line relief and makeup valve
(09), the relief portion of the valve will open and vent the excess pressure oil into the
return oil passage. Likewise, if pressure in the boom circuit falls below the setting of
the makeup portion of the valve, the valve will open and draw oil from the return oil
passage into the boom circuit.
More details about the operation of the control valve, the load check valve, and the
line relief and makeup valve will follow.

MAIN HYDRAULIC CONTROL VALVE SCHEMATIC
NEUTRAL
(24) Stick (23) Bucket (22) Boom
Cylinder Cylinder Cylinders
(30) Hydraulic
Oil Cooler
(28) Slow Return (29) Bypass

Check Valve Check Valve
P
(33) NFC 1
Pressure Sensor
(34) NFC 2
Pressure Sensor P
PILOT SUPPLY
(15) NFC 1 (31) NFC 1 (32) NFC 2 (14) NFC 2

Relief Valve Flow Flow Relief Valve
Limit PRV Limit PRV
(27) Valve
End Cover
TO SWING MAKEUP
(13) Stick Drift
Reduction Valve
(12) Stick Regeneration

and Unloading Valve STICK IN PILOT
(25) Boom
Priority Valve
(16) Stick 2
STICK IN PILOT
STICK OUT PILOT
BUCKET OPEN PILOT

(17) Bucket (11) Stick 1
BUCKET CLOSE PILOT STICK OUT PILOT
STICK IN PILOT
SWING MOTOR - RIGHT

(10) Swing Priority Valve
SWING RIGHT PILOT (09) Swing SWING MOTOR - LEFT
(07) Boom
SWING LEFT PILOT
BOOM UP PILOT Regeneration
PRV
BOOM DOWN PILOT

(08) Boom
Regeneration
Valve
(18) Boom 1 (06) Boom 2

STICK IN PILOT
BOOM DOWN PILOT

BOOM DOWN PILOT
RIGHT TRAVEL MOTOR - FWD

(19) Boom Drift
Reduction Valve
RIGHT TRAVEL FWD PILOT
(05) Right Travel
RIGHT TRAVEL MOTOR - REV
LEFT TRAVEL MOTOR - FWD
RIGHT TRAVEL REV PILOT

(20) Left Travel
(04) Straight Travel
LEFT TRAVEL MOTOR - REV

LEFT TRAVEL FWD PILOT
LEFT TRAVEL REV PILOT
(21) (03)
Straight Main Relief
PILOT SUPPLY Travel Solenoid Valve
VALVE FRONT HALF P P VALVE REAR HALF
(26) Main Hydraulic

Control Valve Body
(01)
Drive
Pump
(02)
Idler
Pump
29_1
The illustration above is the hydraulic schematic for the main hydraulic control valve
in the NEUTRAL condition. All of the control valve spools and other related hydraulic
components are shown in the NEUTRAL state with the engine running and no
requests for implement movement from the operator.
• Explanation of the flow of high The Drive Pump (01) supplies oil to the front half of the main hydraulic control valve,
pressure supply oil from the providing high pressure supply oil to:
DRIVE PUMP through the front
• the Straight Travel control valve (04)
half of the main hydraulic control
valve, using the schematic • the Left Travel control valve (20)
• the Boom 1 control valve (18)
• The schematic shows the valve
and hydraulic system in the • the Bucket control valve (17)
NEUTRAL condition and the drive • the Stick 2 control valve (16)
pump in the STANDBY condition
High pressure supply oil from the drive pump enters the bottom of the control valve
body (26) through the drive pump inlet. Some of the oil flows directly through the
center bypass passage and flows through the open centers of the left travel valve,
the boom 1 control valve, the bucket control valve, and the stick 2 control valve.
At the top of the valve, the pump supply oil enters the valve end cover (27) and flows
to the NFC 1 relief valve (15). The NFC orifice at the relief valve allows some oil to
drain to tank, which maintains the NFC 1 signal pressure in the (front) center bypass
passage. The NFC 1 signal pressure is sent to the drive pump regulator and is used
as the primary pump control pressure. In the NEUTRAL condition, the NFC 1 signal
pressure keeps the drive pump in the STANDBY condition.

At the same time, the rest of the drive pump oil flows through an internal passage in
the valve body to the main relief valve (03). Since the pumps are in the STANDBY
condition, the system pressure is low enough that the main relief valve stays
CLOSED.
This same oil flow also passes through the open center of the straight travel valve
and is then directed into the parallel feeder passage in the front half of the main
control valve body. The parallel feeder passage makes oil for hydraulic circuit
operation available to the Left Travel control valve, the Boom 1 control valve, the
Bucket control valve, and the Stick 2 control valve.
The parallel feeder passage is blocked by the end cover at the top of the valve body.
If an attachment valve body is added at the top of the valve, the drive pump oil would
also be made available to the attachment control valves through an extension of the
parallel feeder passage in the attachment valve body. (The oil in the center bypass
passage would also flow through an extension of the center bypass passage in the
attachment valve body and then flow into the valve end cover.)
Since there are no requests for hydraulic operation of any circuits, all the other valves
and components in the front half of the main hydraulic control valve are kept in their
default states. The implement cylinders and the travel motors remain inactive.
• Explanation of the flow of high The Idler Pump (02) supplies oil to the rear half of the main hydraulic control valve,
pressure supply oil from the providing high pressure supply oil to:
IDLER PUMP through the rear
• the Straight Travel control valve (04)
half of the main hydraulic control
valve - using the schematic • the Right Travel control valve (05)
• the Boom 2 control valve (06)
• The schematic shows the valve
and hydraulic system in the • the Swing control valve (09)
NEUTRAL condition and the idler • the Stick 1 control valve (11)
pump in the STANDBY condition
High pressure supply oil from the idler pump enters the bottom of the control valve
body through the idler pump inlet. Some of the oil flows directly through the straight
travel valve and then through the center bypass passage, where it flows through the
open centers of the Right Travel valve, the Boom 2 control valve, the Swing control
valve, and the Stick 1 control valve.
At the top of the valve, the pump supply oil enters the valve end cover and flows to
the NFC 2 relief valve (14). The NFC orifice at the relief valve allows some oil to
drain to tank, which maintains the NFC 2 signal pressure in the (rear half) center
bypass passage. The NFC 2 signal pressure is sent to the idler pump regulator and
is used as the primary pump control pressure. In the NEUTRAL condition, the NFC
2 signal pressure keeps the idler pump in the STANDBY condition.
At the same time, the rest of the idler pump oil flows through an internal passage
in the valve body to the main relief valve. Since the pumps are in the STANDBY
condition, the pressure is low enough that the main relief valve stays CLOSED.
This same oil flow also passes through an internal passage (before the straight travel
valve) and is then directed into the parallel feeder passage in the rear half of the
main control valve body. The parallel feeder passage makes oil for hydraulic circuit
operation available to the Right Travel control valve, the Boom 2 control valve, the
Swing control valve, and the Stick 1 control valve.

The parallel feeder passage is blocked by the end cover at the top of the valve body.
If an attachment valve body is added at the top of the valve, the idler pump oil would
also be made available to the attachment control valves through an extension of the
parallel feeder passage in the attachment valve body. (The oil in the center bypass
passage would also flow through an extension of the center bypass passage in the
attachment valve body and then flow into the end cover.)
Since there are no requests for hydraulic operation of any circuits, all the other valves
and components in the rear half of the main hydraulic control valve are kept in their
default states. The implement cylinders and the swing and travel motors remain
inactive.
NOTE: Only the NEUTRAL condition of the main hydraulic control valve is
shown schematically in this module. This same schematic will also be used in
the following module (Boom, Stick, and Bucket Hydraulic Circuits) to show the
operation of the valve and its component parts during various conditions during
the activation of any of these circuits. This schematic will also be used for the
same purposes in the Swing System module and the Travel System module.

INDIVIDUAL CONTROL VALVE OPERATION

NEUTRAL
(12)
(11) (01) (02)
Bridge
Load Check Port A Port B
Passage
Valve
(03)
(10) Line Relief
Parallel Feeder and Makeup
Passage Valve
(09) (04)
Valve Valve
(05)
Centering
(06) Spring
(08) (07)
Control Valve
Full NFC Center Bypass
Spool
Signal Passage
32_1
Individual Control Valve Operation
• Horizontal cross sectional view Operation of all of the control valve spools in the main hydraulic control valve is
of a single control valve from similar. The following explanation is for the basic operation of all of the valve spools.
above The variations in each individual valve will be discussed in more detail in subsequent
modules for each hydraulic circuit. (Note that the travel control valves contain no
• Explanation of individual control load check valves.)
valve operation in the NEUTRAL
(HOLD) condition
The individual control valve in the illustration above is representative of the bucket
control valve and is shown in the NEUTRAL (HOLD) condition.
The control valve spool (06) is held centered in the NEUTRAL position by the
centering spring (05) when there is no pilot oil pressure from the pilot control valve
(04) directed to shift the spool. In the NEUTRAL position, the spool blocks the oil in
Port A (01) and Port B (02).
High pressure pump supply oil flows into the parallel feeder passage (10) and the
center bypass passage (07). The load check valve (11) is seated because of the
blocked oil in the bridge passage (12) and spring force present behind the load check
valve.
In the NEUTRAL condition, the valve spool allows oil to flow unrestricted through
the center bypass passage, which directs the full NFC signal pressure (08) to the
pump regulator. The full NFC signal pressure causes the pump to destroke to
the standby condition.


INITIAL MOVEMENT
(12)
(11) (01) (02)
Bridge
Passage
Valve
(03)
(10) Line Relief
Passage Valve
(09) (04)
Valve Valve
(05)
Centering
(13) (06) Spring
Return Oil (08) (07) Control Valve
Passage NFC Center Bypass Spool
Signal Passage
33_1
• Horizontal cross sectional view When the operator begins to move the joystick, which operates the pilot control
of a single control valve from valve, metered pilot pressure oil from the pilot control valve (04) causes the control
above valve spool (06) to shift slightly to the left.
• Explanation of individual control
With the spool initially shifted to the left, the center bypass passage (07) begins to
valve operation in the INITIAL
close. This movement causes the NFC signal pressure (08) to decrease, which
MOVEMENT condition of the
causes the pump to begin to upstroke.
control valve spool
The movement of the control valve spool partially opens the bridge passage (12) to
the Port B passage (02). This movement allows oil to flow through the throttling slots
on the right-center land of the control valve spool. At the same time, return oil from
the Port A passage (01) begins to flow through the throttling slots in the left land of
the control valve spool into the return oil passage.
The pressure in the Port B passage and in the bridge passage are higher than the
pump pressure at this point, as the pump regulator has not yet received an NFC
signal to cause a significant UPSTROKE and resulting increase in pump flow and
system pressure. The high pressure oil in the bridge passage works with the spring
behind the load check valve (11) to keep the load check valve seated. The load
check valve prevents unexpected implement movement when a joystick is initially
activated at a low pump supply pressure. The load check valve also prevents oil loss
from a high pressure circuit to a lower pressure circuit.
The combined force of the work port pressure from Port B and the force of the spring
above the load check valve is greater than the pump supply pressure, causing the
load check valve to remain closed until the pressure in the parallel feeder passage
becomes greater than the pressure in the bridge passage plus the spring force.

FULL SHIFT
(12)
(11) (01) (02)
Bridge
Passage
Valve
(03)
(10) Line Relief
Passage Valve
(09) (04)
Valve Valve
(05)
Centering
(13) (06) Spring
Return Oil (08) (07)
Control Valve
Passage NFC Center Bypass
Spool
Signal Passage
34_1
• Horizontal cross sectional view As the operator moves the joystick to its fully shifted position, the pilot pressure from
of a single control valve from the pilot control valve (04) at the end of the spool increases. This increased pilot
above pressure causes the spool to fully shift to the left, completely compressing the
centering spring (05).
• Explanation of individual control
valve operation in the FULLY
SHIFTED condition of the control The center bypass passage (07) is now fully closed by the three center lands on the
valve spool spool, which blocks the oil flow into the NFC signal passage (08). No NFC signal
pressure is returned to the pump regulator. When the NFC signal pressure is fully
reduced, the pump fully upstrokes, which results in INCREASED oil flow. Since
the increased flow can no longer return to tank through the center bypass passage,
all supply oil now flows through the parallel feeder passage (10).
The increased oil flow into the parallel feeder passage causes the pressure to rise
in the parallel feeder passage. The increased oil pressure can now overcome the
spring force of the load check valve (11) and the workport pressure in Port B (02).
This increased pressure causes the load check valve to unseat and oil flows out of
Port B to the cylinder.
The oil returning from the cylinder through Port A (01) flows past the spool and into
the return oil passage (13).
If the pressure in the Port B passage rises above the setting of the line relief and
makeup valve (03), the relief portion of the valve will open and vent the excess
pressure oil into the return oil passage. Likewise, if pressure in the Port B passage
falls below the setting of the makeup portion of the valve, the valve will open and
draw oil from the return oil passage into the Port B passage.


FINE CONTROL
(12)
(11)
Bridge (01) (02)
Load Check
Passage Port A Port B
Valve
(03)
(10) Line Relief
Passage Valve
(09) (04)
Valve Valve
(05)
Centering
(13) (06) Spring
Return Oil (08) (07)
Control Valve
Passage NFC Center Bypass
Spool
Signal Passage
35_1
• Horizontal cross sectional view When the joystick is partially moved from the NEUTRAL position to perform a fine
of a single control valve from control operation, reduced pilot pressure oil from the pilot control valve (04) shifts the
above control valve spool (06) slightly to the left, slightly compressing the centering spring
(05). The movement of the control valve spool partially opens the bridge passage
• Explanation of individual control (12) to the Port B passage (02) via the throttling slots at the right of the land.
valve operation in the FINE
CONTROL condition of the The movement of the control valve spool also partially blocks the center bypass
control valve spool passage (07), which divides the flow of oil from the pump into two flow paths. A
portion of the pump output flows through the center bypass passage and into the
NFC signal passage (08) through the throttling slots in the center land. This condition
reduces the pressure of the NFC signal to the pump.
The remainder of the pump output flows through the parallel feeder passage (10),
opens the load check valve (11), and flows into the bridge passage. From the bridge
passage, the oil then flows into the Port B passage through the throttling slots on the
right side of the right-center land of the spool.
Because the oil flow from the center bypass passage to the NFC signal passage
decreases, the NFC signal pressure to the pump regulator also decreases.
The reduced NFC signal to the regulator causes the pump to move toward maximum
angle and the pump UPSTROKES. The pump output increases proportional to
the reduction in the NFC signal pressure.
The position of the control valve spool meters and slows the flow of oil through Port
B to the cylinder (or swing motor), which causes the cylinder to move slowly. Any
increase in joystick movement causes a proportional increase in oil flow in the circuit
from an increase in pilot pressure from the (joystick operated) pilot valve.

BOOM CONTROL VALVES

BOOM 1 and BOOM 2 - BOOM RAISE
(15) (16) (17)
Parallel Feeder Load Check Bridge
Passage Valve Passage
(Idler Pump)
(01)
(14) Center Bypass
(02)
NFC 2 Signal Passages
Centering
(13) Passage
Springs
Boom 2 REAR
Control Valve
Spool
(03)
(12) Pilot Oil
Return Oil Ports
Passage
FRONT
(11)
NFC 1 Signal
Passage (04)
Boom 1
Control Valve
Spool
(10) (09) (05)
Line Relief and Bridge Parallel Feeder
Makeup Valve Passage (08) (07) (06) Passage
Cylinder Load Check Cylinder (Drive Pump)
Rod End Valve Head End 36_1
Combined Control Valve Operation
• Cross sectional view of the main As the operator moves the right joystick rearward to the full BOOM RAISE position,
hydraulic control valve from the pilot pressure oil from the boom pilot control valve enters the pilot oil ports (03) at
above - two boom control valve the ends of the Boom 1 control valve spool (04) and the Boom 2 control valve spool
spools shifted together (13). The full pilot pressure causes both spools to shift to the left until their centering
springs (02) are fully compressed.
• Explanation of combined control
valve operation in the FULLY
SHIFTED condition of the control In this position, both control valve spools have closed off the center bypass passages
valve spools (01), which blocks the oil flow into the NFC 1 signal passage (11) and the NFC 2
signal passage (14). No NFC signal pressure is returned to either the drive pump
regulator or the idler pump regulator. With the NFC signal pressure fully reduced,
the pumps fully upstroke, which results in INCREASED oil flow from both pumps.
Since the oil flow from the pumps can no longer return to tank through the center
bypass passages, the drive pump supply oil then flows through the front parallel
feeder passage (05) and the idler pump supply oil then flows through the rear
parallel feeder passage (15).
The increased oil flow causes the pressure to rise in both parallel feeder passages.
When the pressure rises high enough, the FRONT load check valve (07) and the
REAR load check valve (16) both open, allowing the oil to flow into the bridge
passages (09) and (17). The high pressure oil from both spools then flows out to the
boom cylinder head ends.
The boom begins to RAISE.

The oil returning from the boom cylinder rod ends (08) returns to the main hydraulic
control valve and flows past both spools into the return oil passages (12).
NOTE: This explanation of the boom control valve operation and the flow of high
pressure oil to, and return oil from, the boom cylinders is a simplified version. In
actuality, the pump supply oil flows from the control valve through the boom drift
reduction valve to the cylinder head ends. Return oil from the boom cylinder
rod ends flows back through the boom regeneration valve and then to the boom
control valves. The operation and function of these two components in the
boom circuit will be discussed in detail in the module for the Boom, Stick, and
Bucket Hydraulic Circuits.

NFC SIGNAL AND FLOW LIMIT OPERATION

NEUTRAL CONDITION
(08) (03) NFC 1 Signal (04) NFC 2 Signal (09)

Front Pressure Sensor Pressure Sensor Rear
Center Bypass Center Bypass
Passage Passage
(17) (18)
NFC 1 NFC 2
(10) FRONT
Orifice Orifice (11)
Front Rear
Return Oil Return Oil
Passage Passage
(15) NFC 1 Signal (14) NFC 2 Signal

Relief Valve Relief Valve
(06) (07)
Resolver Resolver
(16) Valve
End Cover (05)
Pilot Supply
(01) NFC 1 (02) NFC 2

Flow Limit Flow Limit
(12) (13)
PRV PRV
Drive Idler
Pump Pump
Regulator Regulator
(03) NFC 1 Signal

Pressure Sensor P (05) Pilot Supply
P (04) NFC 2 Signal
Pressure Sensor
(12) (13)
Drive Pump Idler Pump
Regulator (15) NFC 1 Signal (01) NFC 1 (02) NFC 2 (14) NFC 2 Signal Regulator
Relief Valve Flow Limit Flow Limit Relief Valve
PRV PRV
(16) Valve
End Cover
(17) (06) (07) (18)

(10) (08) Resolver Resolver (09) NFC 2 (11)
Front NFC 1 Rear
Front Rear Orifice
Return Oil Orifice Return Oil
38_1
Passage Passage Passage Passage
Negative Flow Control Signal System Operation
• Horizontal cross sectional view The NFC 1 signal relief valve (15) and the NFC 1 orifice (17) are installed in the right
of the main hydraulic control side of the main hydraulic control valve end cover (16). These two components
valve end cover, from above, with control the NFC signal pressure to the drive pump regulator (12). The NFC 2 signal
the major components identified relief valve (14) and the NFC 2 orifice (18) are installed in the left side of the end
cover and control the NFC signal pressure to the idler pump regulator (13). The NFC
• A schematic of the end cover 1 Flow Limit PRV (01) and the NFC 2 Flow Limit PRV (02) are both installed in the
and its components is provided front of the end cover. The NFC 1 Signal Pressure Sensor (03) and the NFC 2 Signal
to equate the schematic with the Pressure Sensor (04) are both installed in the rear of the end cover and monitor the
operation of the components NFC 1 signal pressure and the NFC 2 signal pressure, respectively. The following
• Explanation of the NFC 1 description explains the operation of the components involved in the NFC 1 signal
and NFC 2 signal system system and how they control the drive pump output. Operation of the components in
components, their operation, and the NFC 2 signal system and how they control the idler pump output is the same.
their effects on pump regulation
in the NEUTRAL condition When the machine is being operated and all of the joysticks and/or travel
levers/pedals are suddenly returned to the NEUTRAL position, all of the output from
the drive pump flows through the front center bypass passage (08), as shown in the
illustration above. The oil pressure in the front center bypass passage is directed to
the end of the NFC 1 signal relief valve spool. When the oil pressure becomes higher
than the force of the relief valve spring, the valve spools shift to the left, against the
force of the spring, limiting the maximum pressure of the oil past the valve. Any oil
that is relieved flows into the front return oil passage (10) and then to the hydraulic oil
tank. The signal relief valve prevents any sudden changes (spikes) in NFC 1 signal
pressure from being sent to the drive pump regulator.

After the pressure spikes are dissipated by the NFC 1 relief valve, the force of the
spring shifts the NFC 1 signal valve signal relief back to the right against its seat.
At this point, oil flow from the front center bypass passage is directed to the NFC 1
orifice (17). The oil flows through the orifice into the front return oil passage, and
then through the main control valve to the hydraulic oil tank.
The NFC 1 signal pressure to the drive pump regulator is determined by the
resistance of oil flow through the NFC 1 orifice. If the flow of drive pump oil through
the front center bypass passage exceeds the flow capacity of the NFC 1 orifice, the
NFC 1 signal relief valve spool can open to dissipate the excess pressure. The NFC
1 signal pressure is transmitted to the drive pump regulator through a small hydraulic
hose.
The oil flow and pressure from the idler pump through the rear center bypass passage
(09) acts on the NFC 2 signal relief valve spool (14) and the NFC 2 orifice (18) in
the same fashion, relieving the NFC 2 signal pressure through the rear half return
oil passage (11).
In this fashion, the NFC signal pressures can vary, depending on the movement
of the valve spools in the front and rear halves of the main hydraulic control valve,
which allows the drive pump and the idler pump to be controlled individually.
Because no hydraulic functions have been requested that would initiate the NFC
Flow Limit Strategy in this example, the NFC 1 Signal Pressure Sensor, the NFC 2
Signal Pressure Sensor, the NFC 1 Flow Limit PRV, and the NFC 2 Flow Limit PRV
have no effect on the NFC signals to the pump regulators.
In general:
• When the NFC pressures are HIGH, the pumps DESTROKE.
• When the NFC pressures are LOW, the pumps UPSTROKE.
NOTE: Neither the NFC relief valves nor the NFC orifices are adjustable.

NFC SIGNAL AND FLOW LIMIT OPERATION

BOOM DOWN WITH REGENERATION - STICK OUT SLOW
(08) (03) NFC 1 Signal (04) NFC 2 Signal (09)

Front Pressure Sensor Pressure Sensor Rear
Passage Passage
(17) (18)
NFC 1 NFC 2
(10) FRONT
Orifice Orifice (11)
Front Rear
Return Oil Return Oil
Passage Passage
(15) NFC 1 Signal (14) NFC 2 Signal

Relief Valve Relief Valve
(06) (07)
Resolver Resolver
(16) Valve
End Cover (05)
Pilot Supply
(01) NFC 1 (02) NFC 2

Flow Limit Flow Limit
(12) (13)
PRV PRV
Drive Idler
Pump Pump
Regulator Regulator
(03) NFC 1 Signal

Pressure Sensor P (05) Pilot Supply
P (04) NFC 2 Signal
Pressure Sensor
(12) (13)
Drive Pump Idler Pump
Regulator (15) NFC 1 Signal (01) NFC 1 (02) NFC 2 (14) NFC 2 Signal Regulator
Relief Valve Flow Limit Flow Limit Relief Valve
PRV PRV
(16) Valve
End Cover
(17) (06) (07) (18)

(10) (08) Resolver Resolver (09) NFC 2 (11)
Front NFC 1 Rear
Front Rear Orifice
Return Oil Orifice Return Oil
40_1
Passage Passage Passage Passage
• Horizontal cross sectional view In the illustration above, the operator has commanded movement for STICK OUT
of the main hydraulic control SLOW and BOOM DOWN with REGENERATION.
valve end cover, from above, with
the major components identified The idler pump provides oil flow to the Stick 1 control valve spool. In this example,
the Stick 1 control valve spool has not completely closed off the flow of oil through
• A schematic of the end cover the rear center bypass passage (09), so oil flow from the idler pump is at a reduced
and its components is provided pressure past the Stick 1 spool. This oil flow is directed to the NFC 2 orifice (18)
to equate the schematic with the and the NFC 2 signal relief valve (14). Since the pressure of the oil is low, the relief
operation of the components valve remains closed. The oil flow through the NFC 2 orifice determines the NFC
• Explanation of the NFC 1 2 signal pressure that is sent to the idler pump regulator (13), via the resolver (07).
and NFC 2 signal system This signal pressure causes the idler pump to produce the required flow rate (stick
components, their operation, and cylinder speed) requested by the operator.
their effects on pump regulation
The Machine ECM monitors the NFC 2 Signal Pressure Sensor (04). Since the
in the BOOM DOWN with
STICK OUT hydraulic condition does not meet the conditions for initiating the NFC
REGENERATION and STICK OUT
Flow Limit Strategy, the NFC 2 Flow Limit PRV is kept DE-ENERGIZED and has no
SLOW condition
effect on the NFC 2 signal to the idler pump.
In this example, the operator has also requested BOOM DOWN and the BOOM
REGENERATION conditions have been met. When BOOM REGENERATION is
activated, the oil from the boom cylinder head ends is recirculated to the cylinder rod
ends by the boom regeneration valve, so little oil flow from the drive pump is needed
for the BOOM DOWN operation. Since movement of the Boom 1 control valve
spool has completely closed off drive pump oil flow through the front center bypass
passage (08), the NFC 1 Signal Pressure Sensor (03) detects no signal pressure.
Since the BOOM REGENERATION conditions are met, the Machine ECM activates
the NFC Flow Limit Strategy and ENERGIZES the NFC 1 Flow Limit PRV (01).

When the NFC 1 Flow Limit PRV is ENERGIZED, the small spool in the valve
cartridge is moved UP by the solenoid pin, which allows pilot supply oil (05) to flow
to the resolver (06). With less oil pressure from the front center bypass passage
beneath the resolver, the pilot supply oil is sent past the resolver as an “artificial”
signal to the drive pump regulator (12). This artificial signal causes the drive pump
to DESTROKE, which relieves the drive pump’s load on the engine. Relieving the
pump load on the engine results in improved fuel economy.
The results of these two hydraulic conditions are:

• the idler pump is UPSTROKED to meet the flow demands required by
the operator’s request for moving the STICK OUT SLOW
• the drive pump is DESTROKED by the NFC Flow Limit Strategy
As soon as the bucket contacts the ground, the BOOM REGENERATION conditions
are no longer met, so the Machine ECM will DE-ENERGIZE the NFC 1 Flow Limit
PRV and the NFC signal to the drive pump will come from natural hydraulic pressures
created from the operator requests.

MAIN RELIEF VALVE

(01) (02)
Idler Drive
Pump Pump
Delivery Delivery
(03)
Drive Pump
Check Valve
(07)
Main Hydraulic
Control Valve (04)
Block Idler Pump
Check Valve
FRONT
(06)
Return Oil
Passage (05)
Main Relief
Valve 42_1
Main Relief Valve Operation
• Horizontal cross sectional view The main relief valve (05) is located in the front half of the main hydraulic control
of the main hydraulic control valve body (07), at the bottom of the valve. The main relief valve is adjustable and it
valve from above limits the maximum operating pressure of all the hydraulic circuits when the machine
is in a load condition.
• Explanation of the main relief
valve (without heavy lift) and the The oil delivery from the drive pump (02) and from the idler pump (01) enters the
two pump circuit check valves main control valve through the oil inlets at the rear of the valve block. (See the rear
3-D view, earlier in this module.) Drive pump oil flows through an internal passage
in the valve block to the drive pump check valve (03). Idler pump oil flows through a
separate internal passage in the valve block to the idler pump check valve (04). The
two check valves ensure that only the highest oil pressure from the drive pump or the
idler pump flows to the main relief valve and that the pressures from the two pump
circuits cannot blend together.
In the illustration above, the drive pump pressure is at a higher pressure than the
idler pump. The flow of the higher pressure drive pump oil opens the drive pump
check valve and flows behind the idler pump check valve to the end of the main relief
valve. The combination of the higher pressure oil plus the force of the spring behind
the idler pump check valve keeps the idler pump check valve CLOSED.
If the pressure in the drive pump circuit exceeds the setting of the main relief valve,
the main relief valve will open and vent the excess pressure into the return oil
passage (06).
The standard main relief valve shown above does not have the heavy lift feature
incorporated into the valve. The heavy lift feature is explained later in this module.

MAIN RELIEF VALVE OPERATION

CLOSED OPEN
(09)
Adjustment
Screw
(06)
Spring
(05)
Poppet
(08)
Relief Oil
Passage
(04)
Spring
(03)
Dump
Spool
(02)
Orifice
(01) (07)
Pump Supply Pump Supply 43_1
Detailed explanation of the main The illustration above shows the standard “pilot operated” main relief valve in the
relief valve operation (without CLOSED and the OPEN positions, to better illustrate the valve’s operation.
heavy lift) - both conditions:
• Main Relief CLOSED Main Relief Valve CLOSED
In the CLOSED example on the left, the poppet (05) is held down against its seat by
• Main Relief OPEN the force of the upper spring (06). The dump spool (03) is held down against its seat
by the force of the lower spring (04). Pump supply pressure (01) flows through the
orifice (02) in the dump spool and into the spring chamber above. The force of the
pump supply pressure oil acts on the bottom of the poppet.
When the force of the pump supply pressure acting on the end of the poppet is
lower than the force of the upper spring, the poppet remains seated. Pump supply
pressure and the pressure in the spring chamber are now equal, so the force of the
lower spring keeps the dump spool held down against its seat. In this condition,
there is no oil flow into the tank passages. When pump supply pressure is less than
the main relief valve’s pressure setting, the main relief valve remains in the closed
position.
Main Relief Valve OPEN

In the right OPEN example, system pressure has increased. Pump supply pressure
(07) flows through the orifice in the dump spool and into the spring chamber above.
When the force of the increased pump supply pressure oil acting on the end of the
poppet becomes greater than the force of upper spring, the poppet moves UP, away
from its seat.

Pump supply pressure oil now flows across the seat into the chamber above the seat
and then into the relief oil passage (08). As the oil flows into the relief oil passage,
the pressure in the spring chamber above the dump spool is relieved and becomes
lower than the pump supply pressure, due to the slow flow of oil through the orifice
in the bottom of the dump spool.
With a lower pressure above the dump spool and the higher pump supply pressure
below it, the dump spool moves UP against the force of the lower spring. As the
dump spool moves UP, it allows pump supply oil pressure to be relieved into the
return oil passage and back to the hydraulic oil tank. In this fashion, the main relief
valve limits the maximum pressure allowed in the hydraulic system, since the highest
pressure is always present at the end of the main relief valve.
The amount of force that the upper spring exerts on the poppet determines the main
relief valve pressure setting. Adjustments to the main relief valve pressure setting
are made by changing the poppet spring force. The position of the adjustment screw
(09) determines the force of the poppet spring. Turning the adjustment screw IN
causes the main relief setting to INCREASE. Turning the adjustment screw OUT
causes the main relief setting to DECREASE.

MAIN RELIEF VALVE OPERATION

WITH HEAVY LIFT
(13) Heavy (13) Heavy (13) Heavy
Lift Solenoid Valve Lift Solenoid Valve Lift Solenoid Valve
(12) Pilot (12) Pilot (12) Pilot

Supply Supply Supply
(08)
Adjustment Nut
(08) (11)
Adjustment Nut Lock Nut
(07)
Piston
(10)
Spindle (07)
Piston
(06)
Spring
(09)
(05) Lock Nut
Poppet
(04)
Spring
(03)
Dump
Spool
(02)
Orifice
(01) (14) (15)
Pump Supply Pump Supply Pump Supply
CLOSED OPEN CLOSED

Heavy Lift OFF Heavy Lift OFF Heavy Lift ON
45_1
Detailed explanation of the main If the machine is equipped with the heavy lift feature, a heavy lift solenoid valve (13)
relief valve operation with the is installed on a bracket at the left of the main hydraulic control valve. (See the
optional heavy lift feature - all three identifying photo near the beginning of this module.) When energized, the heavy
conditions: lift solenoid sends pilot pressure oil through a line to the end of the valve to increase
the pressure setting of the main relief valve.
• CLOSED Heavy Lift OFF
When heavy lift is selected, the Machine ECM limits engine speed and ENERGIZES
• OPEN Heavy Lift OFF the heavy lift solenoid. The heavy lift solenoid then directs pilot pressure oil to
• CLOSED Heavy Lift ON the main relief valve to increase the relief valve setting. At the same time, the
Machine ECM increases the power shift pressure to decrease the pump output flow.
Decreasing the pump output flow provides increased controllability and hydraulic
smoothness during a heavy lift operation. The Heavy Lift Mode limits the engine
speed to 1500 rpm.
The above illustration shows the pilot operated main relief valve equipped with the
heavy lift solenoid in three different conditions. Without the Heavy Lift Mode selected,
the main relief valve operates almost identically to the standard main relief valve.
CLOSED - Heavy Lift OFF

At lower system pressures, the poppet (05) is held down against its seat by the force
of the upper spring (06). The dump spool (03) is held down against its seat by the
force of the lower spring (04). Pump supply pressure (01) flows through the orifice
(02) in the dump spool and into the spring chamber above. The force of the pump
supply pressure oil acts on the bottom of the poppet.
When the force of the pump supply pressure acting on the end of the poppet is lower
than the force of the upper spring, the poppet remains seated.

Pump supply pressure and the pressure in the spring chamber are now equal, so the
force of the lower spring keeps the dump spool held down against its seat. In this
condition, there is no oil flow into the tank passages. When pump supply pressure
is less than the main relief valve’s pressure setting, the main relief valve remains in
the closed position.
OPEN - Heavy Lift OFF

In the center example, system pressure has increased. Pump supply pressure
(14) flows through the orifice in the dump spool and into the spring chamber above.
When the force of the increased pump supply pressure oil acting on the end of the
poppet becomes greater than the force of upper spring, the poppet moves UP, away
from its seat.
Pump supply pressure oil now flows across the seat into the chamber above the
seat and then into the tank oil passage. As the oil flows into the tank passage, the
pressure in the spring chamber above the dump spool is relieved and becomes lower
than the pump supply pressure, due to the slow flow of oil through the orifice in the
bottom of the dump spool.
With a lower pressure above the dump spool and the higher pump supply pressure
below it, the dump spool moves UP against the force of the lower spring. As the
dump spool moves UP, it allows pump supply oil pressure to be relieved into the tank
passage. In this fashion, the main relief valve limits the maximum pressure allowed
in the hydraulic system, since the highest pressure is always present at the end of
the main relief valve.
The amount of force that the upper spring exerts on the poppet determines the
main relief valve pressure setting. Adjustments to the main relief valve pressure
setting are made by changing the poppet spring force. With the heavy lift option, the
position of the piston (07) determines the force of the poppet spring. Loosening the
upper locknut (11) from against the spindle (10) and turning the adjustment nut (08)
IN causes the poppet spring setting to be INCREASED, and therefore the main relief
setting to be INCREASED. Turning the adjustment nut OUT causes the main relief
setting to be DECREASED.
CLOSED - Heavy Lift ON
Heavy Lift increases the main relief valve opening pressure by approximately 3000
kPa (435 psi) and therefore, a like amount for the allowable maximum hydraulic
system pressure. When the Heavy Lift Mode is activated by pressing the Heavy Lift
Mode soft switch in the cab, the Heavy Lift solenoid is energized by the Machine
ECM, sending pilot oil to the top end of the main relief valve.
The pilot pressure oil pushes the piston down, compressing the poppet spring in
order to increase the maximum system pressure. The oil pressure acting against
the bottom of the poppet must then overcome the force of the spring plus the pilot
oil pressure above the piston. When these forces are overcome, the poppet can
unseat, allowing the dump spool to move UP to relieve the pump supply pressure
(15) into the tank passage.
To adjust the Heavy Lift pressure setting, the spindle must be turned in or out. The
Heavy Lift pressure setting should be adjusted first before adjusting the normal relief
pressure. Always refer to the Testing and Adjusting manual for specific procedures
and specifications when making adjustments to the main relief valve.

LINE RELIEF AND MAKEUP VALVE

OPERATION
OPEN
CLOSED (RELIEF) MAKEUP
(10)
(06) (01) Return (15) (16)
Poppet Poppet Passage Adjustment Locknut
Spring (11) Screw
(02) Outer
Spring (09) Spring
Chamber (14)
Dump
Makeup
(05) Spool
(12) Spool
Seat
(08) Inner
Orifice Spring (13)
Shoulder
(04)
(07)
Inner
Tank
Spool (03) (03) (03)
Passage
Cylinder Cylinder Cylinder
Supply Supply Supply
Passage Passage Passage
47_1
Line Relief and Makeup Valve Operation
Explanation of the line relief The illustration above shows a combination single-stage line relief and makeup valve
and makeup valve operation for in the closed, the open (relief), and the makeup conditions. A line relief and makeup
individual implement circuits - all valve is installed in the head end and the rod end passages of each implement
three conditions: control valve (boom, bucket, and stick circuits). These valves serve two purposes:
• CLOSED condition
• they limit the pressure of the circuit in which they are installed by
• OPEN (RELIEF) condition opening to vent excess pressure to tank, and
• they open to allow tank pressure oil to enter the circuit in order to
• MAKEUP condition supplement the pump supply oil when the implement cylinder moves
faster than the pumps can supply oil.
CLOSED Condition
During normal operation, the line relief and makeup valve remains Closed. At
lower circuit pressures, the poppet (01) is held against its seat (05) by the force of
the poppet spring (06). The circuit pressure in the cylinder supply passage (03) flows
through the orifice (08) in the inner spool (04) to the spring chamber (02) above.
When the force applied by circuit pressure is less than the value of the poppet spring,
the poppet remains seated and the oil pressure in the spring chamber remains equal
to circuit pressure. The combined force of the outer spring (11) and inner spring (12)
and the oil pressure keep the inner spool and dump spool (09) seated.

OPEN (RELIEF) Condition

During pressure spikes or sustained high pressure conditions, the Relief function
of the line relief and makeup valve vents the excess circuit pressure into the tank
passage.
As the circuit pressure nears the line relief valve pressure setting, the force of the
circuit pressure in the spring chamber overcomes the force of the poppet spring.
This pressure increase causes the poppet to unseat, allowing system oil to flow
around the poppet to the return passage (10), through the return passage, and into
the control valve tank passage (07). For short duration pressure spikes, only the
poppet unseats to limit the circuit pressure.
For sustained periods of high implement circuit pressure, the oil in the spring chamber
continues to flow around the poppet, through the return passage, and then into the
control valve tank passage.
Because the poppet is unseated and oil is flowing through the valve to tank, there
is a pressure drop across the orifice, causing the oil in the spring chamber to be
less than the oil pressure in the cylinder supply passage. When the circuit pressure
overcomes the oil pressure in the spring chamber plus the force of the inner and
outer springs, the dump spool and inner spool move UP. As the two spools move
up, the circuit pressure oil is allowed to flow into the tank passage.
MAKEUP Condition
The Makeup function of the line relief and makeup valve prevents cylinder cavitation
and voiding in the various circuits of the hydraulic system. Under normal operating
conditions, the makeup spool (14) remains seated. The valve is held in the seated
position by spring force and the hydraulic pressure in the spring chamber above the
inner spool.
If external forces try to move an implement, the circuit pressure on one side of
the implement cylinder piston can become lower than tank pressure. This lower
(negative) pressure will be present in that half of the circuit, from the implement
cylinder piston back to the main valve spool in the implement control valve.
If the hydraulic circuit pressure in the cylinder supply passage becomes lower than
the tank pressure, the oil pressure in the spring chamber is also reduced. Tank
pressure oil surrounds the makeup spool, which creates an upward force on the
shoulder (13) of the makeup spool. This force unseats the makeup spool, dump
spool, and inner spool. The tank pressure oil then flows from the tank passage into
the lower pressure hydraulic circuit to reduce cylinder cavitation.
NOTE: The amount of spring force acting on the poppet determines the line
relief valve pressure setting. Adjustments to the line relief valve pressure setting
are made by changing the spring force of the poppet spring. The position of
the adjustment screw (15) determines the spring force of the poppet spring.
Loosening the locknut (16) and turning the adjustment screw clockwise (IN)
increases the spring force, which increases the pressure at which the poppet and
the dump spool will open. Turning the adjustment screw COUNTERCLOCKWISE
(out) decreases the spring tension and lowers the relief setting. Always tighten
the locknut to maintain the setting. Refer to the Test and Adjust procedures in
the Service literature for the correct procedure and pressure specifications for
each line relief valve setting. Always refer to the Testing and Adjusting manual
for specific procedures and specifications when making adjustments to the line
relief and makeup valves for each implement circuit.

RETURN OIL SYSTEM

(01) (02)
Hydraulic Straight Travel
Pumps Drain Valve Spool
(13) (10)
Slow Return Cooler Bypass
Check Valve Check Valve
(14)
Main Valve
Return Oil (03)
Pilot
Manifold Drain
(09)
(12) Return Oil
Return Oil (04) Valve Spool
Filter
Manifold (11) Drain Lines
Hydraulic Oil
(07)
Cooler
Case Drain
Oil Filter
(08) Hydraulic (05) Main

Oil Tank Suction Tube
(06) Travel and Swing

Motor Drain
49_1
Return Oil System
• Detailed explanation of the flow The return oil system transfers all of the hydraulic oil that has been used to operate
of oil through the return oil hydraulic functions back to the hydraulic oil tank (08). Most of the oil is filtered before
system returning and some oil is sent directly to the hydraulic oil tank. The return oil system
includes the following components:
• the slow return check valve (13) and the cooler bypass valve (10), both
contained in the return oil manifold (12)
• the hydraulic oil cooler (11)
• the return oil filter (09)
• the case drain oil filter (07)
• the hydraulic oil tank
Return oil from the main hydraulic control valve (14) enters the return oil manifold
and opens the slow return check valve. The slow return check valve restricts the
return oil flow, creating a slight back pressure in the return oil system to ensure that
oil is readily available for any makeup oil operations.
The oil then flows to the cooler bypass check valve. If the oil is cold, the small
tubes in the hydraulic oil cooler restrict the flow of the thick, viscous oil, creating
high pressures that could damage the cooler. The restriction to flow at the cooler
raises the return oil pressure enough to open the cooler bypass valve, sending the oil
directly to the return oil filter in the hydraulic oil tank. As the oil warms, the return oil
pressure drops and the bypass valve closes, sending the majority of the oil through
the hydraulic oil cooler.
The hydraulic oil cooler is an oil-to-air type cooler that is used to prevent the hydraulic
oil from overheating. The engine fan draws outside air through the cooler as the
warm oil flows through the small diameter tubes. The cooled oil is then directed to
the return oil filter, which is now integrated into the hydraulic oil tank.
The return (capsule) oil filter removes fine contaminants from the hydraulic oil before
being allowed to blend with the oil already in the hydraulic oil tank. A bypass valve
is installed in the bottom of the return oil filter inlet manifold. If the filter becomes
clogged, the pressure created by the resistance to oil flow through the filter causes
the bypass valve to open, dumping the unfiltered oil directly into the hydraulic oil
tank.
A normally CLOSED pressure switch is installed at the inlet to the return oil filter. As
the filter media becomes impregnated with contaminants, the oil becomes restricted
as it tries to flow through the media. The restriction to flow through the filter causes
the return oil pressure to rise at the filter inlet. When the pressure becomes high
enough to open the bypass valve, the switch OPENs and the monitor will warn the
operator that the “Hyd Return Filter Plugged.”
Case drain oil returning from the main hydraulic pumps (01) and from the travel
and swing motors (06) is directed to the case drain oil filter before returning to the
hydraulic oil tank. The case drain oil filter removes contaminants due to normal wear
of the pump and motor components. If the filter becomes clogged, the oil will bypass
the filter and unfiltered oil will flow into the hydraulic oil tank. There is no bypass
switch on the case drain oil filter.
All of the oil from the operation of the pilot system is returned to the pilot manifold.
The pilot manifold drain oil (03) and drain oil from the movement of the straight travel
valve (02) is returned directly to the hydraulic oil tank without filtration. These are
small amounts of oil, most of which passed through the pilot oil filter before being
sent to the pilot system components.
Drain oil from movement of the stick drift reduction valve spools, the boom and stick
regeneration valve spools, and several other small hydraulic components is also
returned directly to the hydraulic oil tank (04). As these valve spools move, oil is
displaced and must be drained to the tank to prevent a hydraulic lock condition,
which would prevent the spools from moving.
Because nearly all of the oil that is returned to the hydraulic oil is filtered, the hydraulic
oil pumps have a steady supply of clean, filtered oil, which it draws from the tank
through the screened main suction tube (05). The screen at the inlet to the suction
tube prevents large contaminants from being drawn into the pump inlets, preventing
damage to the pump components and other components in the hydraulic system.

320E and 323E RETURN OIL SYSTEM

COMPONENTS
(11)
Oil Cooler
Supply Tube (01) (02) (03) (04) (05)
Return Oil Case Drain Hydraulic Return Oil Suction Screen
Manifold Oil Filter Oil Tank Filter Access Cover
(06)
Suction
Screen
(10) (12) (13) (08)

Hydraulic Oil Cooler Return Oil Filter Bypass
Oil Cooler Return Tube Tube Switch
(07)
(09) Oil Level
FW
Main Suction Sight Glass

D
Tube
51_1
320E and 323E Return Oil System
320E and 323E return oil system The return oil system transfers all of the hydraulic oil that has been used in the
component location: hydraulic system back to the hydraulic oil tank. Most of the oil is filtered before
returning, but some oil is returned directly to the hydraulic oil tank. The 320E and
• Brief description of component 323E return oil systems include the following major components in the arrangement
purpose and operation shown above:
• Brief description of oil flow from
the return oil manifold to/from the • The Return Oil Manifold (01) is bolted to the rear of the main hydraulic
hydraulic oil cooler and/or to the control valve. The manifold contains the slow return check valve and
hydraulic oil tank the cooler bypass valve. The slow return check valve restricts the
return oil flow, creating a slight back pressure in the return oil system.
This back pressure ensures that oil is readily available for any makeup
oil operations. The cooler bypass valve directs warm oil to the hydraulic
oil cooler, but sends cold oil directly back to the hydraulic oil tank.
• The Case Drain Oil Filter (02) is located at the top front of the pump
compartment and removes contaminants from all case drain oil
returning from the main hydraulic pumps and from the travel and swing
motors. The case drain oil filter returns the filtered oil to the hydraulic oil
tank.
• The Hydraulic Oil Tank (03) is the reservoir from which the hydraulic
pumps draw oil for operation of all the hydraulic operations. All return
oil from those operations and circuits flows back to the hydraulic oil
tank.

• The Return Oil Filter (04) is now integrated into the hydraulic oil tank.
The capsule-type return oil filter removes contaminants from all of the
oil returning from the operation of the boom, stick, bucket, swing, travel,
and attachment hydraulic circuits.
• The Suction Screen Access Cover (05) must be removed to access
and clean the Suction Screen (06), located inside and above the
main suction tube inlet in the hydraulic oil tank. The suction screen
prevents large contaminants from being drawn into the pump inlets,
preventing damage to the pump components and other components in
the hydraulic system.
• The Oil Level Sight Glass (07) is mounted on the rear of the hydraulic
oil tank and may be accessed through the pump compartment door.
The sight glass is a visual level gage for determining the level of oil in
the tank.
• The Filter Bypass Switch (08) is a pressure switch that is monitored by
the Machine ECM. If the return oil filter becomes clogged, the sensor
detects the increased pressure at the return oil filter inlet. The Machine
ECM communicates that condition to the monitor, which warns the
operator that the return oil (capsule) filter is clogged.
• The Main Suction Tube (09) is the tube through which all hydraulic
pumps draw oil from the hydraulic oil tank.
• The Hydraulic Oil Cooler (10) is an oil-to-air type cooler that is used
to prevent the hydraulic oil from overheating. The engine fan draws
outside air through the cooler as the warm oil flows through the small
diameter tubes.
Return oil from the main hydraulic control valve can take one of two paths as it flows
into the return oil manifold.
If the oil is COLD:

• The high viscosity of the cold oil will open the cooler bypass valve inside
the return oil manifold.
• Most of the cold oil will flow directly to the return oil filter inside the
hydraulic oil tank via the return oil tube (13), which is connected to the
rear of the return oil manifold.
• A small amount of oil will flow to and through the hydraulic oil cooler,
depending on the flow rate of the return oil.
If the oil is WARM:

• The low viscosity of the warm hydraulic oil allows the oil to easily flow
through the small tubes in the hydraulic oil cooler, so nearly all of the
warm oil flows to the cooler through the upper oil cooler supply
tube (11).
• The warm hydraulic oil flows from top to bottom through the hydraulic
oil cooler and is cooled by the air drawn through the cooler core by the
engine fan.
• Cooled hydraulic oil flows back to the return oil manifold through the
lower oil cooler return tube (12).
• From the return oil manifold, the cooled hydraulic oil flows to the return
oil filter inside the hydraulic oil tank via the return oil tube.

320E RR RETURN OIL SYSTEM

COMPONENTS
(05) (06)
Suction Screen Return Oil
Access Cover Filter
(07)
Hydraulic
Oil Tank (08)
(04)
Case Drain Oil Cooler
Oil Filter Supply Tube
(03)
Return Oil (09)
Hose Oil Cooler
Return Tube
(01)
Return Oil
Manifold
(02)
Main Hydraulic
Control Valve
F
W
D
53_1
320E RR Return Oil System Components
320E RR return oil system The return oil system for the 320E RR Hydraulic Excavator operates identically to
component location: that of the 320E and 323E machines. However, due to space constraints of the
machine’s reduced radius design, the components of the return oil system are
• Components are arranged arranged differently. Filtered oil from the case drain oil filter (04) is returned directly
differently than the 320E and to the hydraulic oil tank through a hose fitted to the rear of the tank. The suction
323E machines, but operate the screen access cover (05) and the return oil filter (06) are situated in the hydraulic oil
same and perform the same tank in the same relative positions as the 320E and 323E machines.
functions
• Brief description of oil flow from The return oil manifold (01) is bolted directly to the front of the hydraulic oil tank
the return oil manifold to/from the (07). Return oil from the main hydraulic control valve (02) is directed to the return
hydraulic oil cooler and/or to the oil manifold through the return oil hose (03). The return oil manifold is configured a
hydraulic oil tank bit differently, but the slow return check valve and the cooler bypass valve inside the
return oil manifold perform the same functions. Return oil from the main hydraulic
control valve can take one of two paths as it flows into the return oil manifold.
If the oil is COLD:

• The high viscosity of the cold oil will open the cooler bypass valve inside
the return oil manifold.
• Most of the cold oil will flow directly to the return oil filter inside the
hydraulic oil tank via the port on the rear of the manifold, which is
connected to the inlet of the return oil filter (inside the hydraulic oil tank).
• A small amount of oil will flow to and through the hydraulic oil cooler,
depending on the flow rate of the return oil.

If the oil is WARM:

• The low viscosity of the warm hydraulic oil allows the oil to easily flow
through the small tubes in the hydraulic oil cooler, so nearly all of the
warm oil flows to the cooler through the upper oil cooler supply
tube (08).
• The warm hydraulic oil flows from top to bottom through the hydraulic
oil cooler and is cooled by the air drawn through the cooler core by the
engine fan.
• Cooled hydraulic oil flows back to the return oil manifold through the
lower oil cooler return tube (09).
• From the return oil manifold, the cooled hydraulic oil flows to the inlet of
the return oil filter inside the hydraulic oil tank through the port on the
rear of the return oil manifold.

4
1
6
3
7
55_1
320E and 323E Return Oil System Component Identification
Component location and The spin-on type case drain oil filter (1) is located in the forward area of the pump
identification - case drain filter and compartment (right rear of the machine), immediately behind the hydraulic oil tank.
return oil system components: Filtered oil from the case drain oil filter is directed into the hydraulic oil tank through
the lower hose (5).
• Case drain oil filter (1)
Oil from the return oil manifold is directed back to the hydraulic oil tank through the
• Return oil filter pressure large return oil tube (3). The oil flows directly into the return oil (capsule) filter, which
switch (2) is integrated in the hydraulic oil tank.
• Return oil tube (to tank) (3) A normally closed pressure switch (2) is installed at the inlet to the return oil filter.
As the filter media becomes clogged with contaminants, the oil is restricted as it tries
• Pilot relief oil return hose (4) to flow through the filter. The restriction to flow causes the return oil pressure to rise
• Case drain oil filter return at the filter inlet. When the pressure becomes too high, the switch OPENS and the
hose (5) monitor will warn the operator that the “Hyd Return Filter Plugged.”
Relief oil from the pilot relief valve (in the pilot oil filter base) is also delivered directly
• Hydraulic oil temperature
to the hydraulic oil tank through the lower small hose (4).
sensor (6)
Unfiltered drain oil from movement of the regeneration valve spools and drain oil
• Unfiltered drain oil return hose from the pilot manifold is returned directly to the hydraulic oil tank through the lower
(from movement of valves and small hoses (7). The hydraulic oil temperature sensor (6) is also shown in the photo
pilot manifold) (7) above.
NOTE: The return oil system components in the 320E RR machine are located
in the same relative locations in the pump compartment. The only exception is
that the return oil manifold directs the return to the filter inlet on the front of the
hydraulic oil tank instead of through the return oil tube to tank, shown above.
1 2 3 4
56_1
Brief description of the flow of Return oil from the main hydraulic control valve can take one of two paths as it flows
oil through the return oil system into the return oil manifold (1). If the oil is cold, the majority of the oil will flow
components directly to the return oil filter via the return oil tube, which is connected to the bottom
of the return oil manifold (not visible). A small amount of oil will flow to the hydraulic
• Component identification of the oil cooler, depending on the flow rate of the return oil.
return oil system components
• Return oil manifold (1) If the oil is WARM, nearly all of the warm oil flows to the cooler through the upper oil
cooler supply tube (3). As the oil is cooled, the hydraulic oil flows back to the return
• High pressure circuit return oil oil manifold through the lower oil cooler return tube (5). From the return oil manifold,
(if equipped) (2) the cooled hydraulic oil flows to the return oil filter inside the hydraulic oil tank via the
return oil tube.
• Oil cooler supply tube (3)
• Medium pressure circuit return If the machine is equipped with a high pressure (F2.2) attachment valve, the optional
oil fitting (if equipped) (4) valve section will be installed atop the main valve block, but beneath the end
cover (6). In some instances, the return oil from the high pressure circuit is directed
• Oil cooler return tube (5) through a hose into the return oil manifold (2). This oil enters the manifold down
stream of the slow return check valve, but upstream of the cooler bypass valve.
• Main hydraulic control valve end
cover (6)
If the machine is equipped with an optional medium pressure circuit, return oil from
the circuit is directed through a hose connected to the fitting (4) on the upper oil
cooler supply tube.
If the machine is equipped with variable relief solenoid valves, return oil from a one-
way flow circuit (such as a hammer) may be directed into the oil cooler return tube
via a hose connected to a fitting on the rear of the manifold (not visible).

1 3
2 4
57_1
Location of the hydraulic oil cooler The hydraulic oil cooler (1) is located in the battery, air filter, and cooler compartment,
(in the cooler compartment), at the at the left rear of the machine. The hydraulic oil cooler is located forward of the
left rear of the machine: radiator (3) and behind the Air to Air AfterCooler (ATAAC) (2) and air conditioning
condenser (4) assembly.
• Hydraulic oil cooler (1)
• Air to Air AfterCooler (ATAAC) (2) Both the ATAAC core and air conditioning condenser swing out of the way in order to
access the hydraulic oil cooler core (for cleaning).
• Radiator (3)
• Air conditioning condenser (4) The engine fan is situated directly behind this group of coolers and draws outside air
inward through the cooler cores.

11 2
10 1
9
4
8
6
7
5 58_1
320E RR Return Oil System Component Identification
320E RR return oil manifold The return oil manifold (1) on the 320E RR machine is mounted directly to the
component identification: capsule-type return oil filter inlet (6), on the forward face of the hydraulic oil tank (10)
and at the left rear of the main valve compartment.
Return oil from the main hydraulic control valve (9) enters the manifold and flows
• High pressure attachment circuit directly to the return oil filter when the oil is cold. When the oil is warm, the cooler
return oil (2) bypass valve (5) CLOSES and the oil is directed to the hydraulic oil cooler through
• Warm hydraulic oil to the the upper hard steel tube (3). The cooled oil returns from the cooler through the
cooler (3) lower hard steel tube (4) and then flows through the return oil inlet to the return
oil filter. The return oil filter restriction switch (filter plugged switch - not visible) is
• Cooled oil returning from the installed in the return oil inlet to the filter, as it is on the 320E and 323E machines.
cooler (4) The slow return check valve (8) is installed in the return oil manifold and is used
• Cooler bypass valve (5) to maintain a slight back pressure in the return oil passages of the main hydraulic
control valve for makeup oil operations.
• Return oil inlet (to filter) (6)
Drain lines from the operation of various hydraulic valves (7) direct drain oil into the
• Drain oil hose connections (7) hydraulic oil tank through fittings at the lower right, front corner of the tank.
• Slow return check valve (8) If the machine is equipped with an optional medium pressure circuit, return oil from
the circuit is directed through a hose connected to the fitting (2) downstream from the
• Return oil (from main valve) (9) slow return check valve but upstream of the cooler bypass valve.
• Hydraulic oil tank (10) If the machine is equipped with a high pressure attachment valve (installed beneath
the end cover of the main control valve), return oil from that circuit can also be
• Medium pressure attachment directed through a hose into the return oil manifold (11), if needed. This return oil is
circuit return oil (11) introduced upstream of the slow return check valve and the cooler bypass valve.
2
59_1
Location of the hydraulic oil cooler The battery, air filter, and cooler compartment for the 320E RR Hydraulic Excavator
(on the 320E RR machine), at the is configured a bit differently than the 320E and 323E machines. The hydraulic oil
left rear of the machine: cooler (1) is the forward, vertical cooler core and is situated behind the fuel
cooler (2) and the air conditioning condenser (3).
• Hydraulic oil cooler (1)
• Fuel cooler (2) The air conditioning condenser is stationary and does not swing up or out, as on the
320E and 323E machines.
• Air conditioning condenser (3)

60_1
3
60_2
Capsule-Type Return Oil Filter - Proper Service Procedure
• Explanation of the proper Cleanliness of the oil in the hydraulic system is extremely important. Contaminants
procedure for replacing the in the hydraulic oil can cause valves to stick, can plug orifices, and can cause damage
capsule-type return oil filter to hydraulic system components. The hydraulic oil filtering system for hydraulic
media without contaminating the excavators has been designed to remove these contaminants and to provide an
clean hydraulic oil in the tank easy method for replacing the capsule-type filter cartridges without allowing unfiltered
oil to mix with filtered oil.
After removing four bolts and the cover (1) above the filter cartridge (2), a threaded
plug in the top of the cartridge must be removed. Removing this plug allows pressures
to equalize inside and outside of the cartridge. The cartridge must be rotated 180
degrees, contacting the guide on the filter case before pulling the cartridge from the
filter case.
Rotating the cartridge 180 degrees closes a slide plate at the bottom of the filter
case, which will prevent unfiltered oil from mixing with filtered oil when the cartridge
is removed. The slide plate in the bottom of the cartridge aligns with the inlet and
outlet (3) ports in the bottom of the filter case.
Once the cartridge is removed from the filter case, the top of the cartridge may
be disassembled to clean the inside of the cartridge and then to replace the filter
element. This procedure is reversed when replacing the cartridge (containing new
filter element) inside the filter case.
Always refer to the Operation and Maintenance Manual for proper procedure when
replacing this and other filters on the machine.

RETURN OIL MANIFOLD

SLOW RETURN CHECK VALVE AND COOLER BYPASS VALVE OPERATION
(01) Return (08) From

Oil Manifold Auxiliary Circuits
(if equipped)
(02)
Return Oil From (07)
Main Hydraulic Oil Cooler
Control Valve Supply Tube
(03)
(06)
Slow Return
Cooler
Check Valve
Bypass
Valve
(04) (05)
Return Oil Oil Cooler
To Tank Return Tube
61_1
Cooler Bypass and Slow Return Check Valve Operation
The graphic above represents both return oil manifolds. Although the two manifolds
are configured a bit differently, due to the differences in the main hydraulic control
valve positions, the operation of both components is described below.
• Detailed explanation of the Return oil from the main hydraulic control valve (02) flows into the return oil manifold
operation of the cooler bypass (01) and opens the slow return check valve (03). The slow return check valve
valve and the slow return check restricts the return oil flow, creating a slight back pressure in the return oil system.
valve This back pressure ensures that makeup oil is available for the swing motor and
travel motor makeup operations, as well as the other makeup valves in the implement
system.
After opening the slow return check valve, the oil flows to the oil cooler supply tube
(07) and to the cooler bypass valve (06). At low temperatures, the high viscosity of
the oil is restricted from flowing through the small tubes in the hydraulic oil cooler.
The restriction to flow causes the return oil pressure to INCREASE. The rising oil
pressure causes the cooler bypass valve to open. Most of the oil flows through the
cooler bypass valve to the return oil tube (04), which directs the oil into the return oil
filter in the hydraulic oil tank.
Because only a small volume of cold oil can flow through the oil cooler, the hydraulic
oil temperature increases during machine operation. As the oil temperature
increases, the oil becomes less viscous, which DECREASES the resistance to
flow through the cooler. With less resistance to oil flow through the cooler, the return
oil pressure decreases. The cooler bypass valve then begins to close from the
DECREASED oil pressure.
A greater portion of the oil then flows through the hydraulic oil cooler. The cooled
oil then returns to the return oil manifold (05) and flows around the back side of
the cooler bypass valve, then through the return oil tube (04) to the hydraulic oil
filter. The cooler bypass valve maintains the hydraulic oil at the optimum operating
temperature.
If the machine is equipped with a high pressure attachment valve, the return oil from
this high pressure auxiliary circuit can be directly returned into the return oil manifold
(08). This oil enters the manifold after the slow return check valve, but before the
cooler bypass valve.
NOTE: The return oil tube in the illustration above has been rotated 90 degrees
from its actual orientation in order to better show oil flow. In reality, this tube
would extend rearward from the page.

RETURN OIL FILTER BYPASS VALVE

COMPONENT IDENTIFICATION
(02)
Pressure
(03)
Switch
Capsule-Type
Return Oil
Filter
(01)
Return Oil
Inlet
(04)
Filter Bypass
Valve
(05)
Hydraulic
Oil Tank 63_1
Return oil filter component The capsule-type return oil filter (03) is integrated into the hydraulic oil tank (05). The
identification: return oil tube from the return oil manifold directs return oil from the main hydraulic
control valve into the return oil inlet (01) to the oil filter.
• Return oil inlet (1)
• Pressure switch (2) If the filter media inside the filter capsule becomes impregnated with contaminants,
the filter bypass valve (04) will open and allow unfiltered oil to flow into the hydraulic
• Capsule-type return oil filter (3) oil tank.
• Filter bypass valve (4)
A normally CLOSED pressure switch (02) is installed in the return oil inlet. When
• Hydraulic oil tank (5) the filter becomes clogged with contaminants and the filter bypass valve is open, the
pressure switch will OPEN. The Switch Panel ECM monitors the state of the (filter
bypass) pressure switch. When the pressure switch OPENS, the Switch Panel ECM
communicates the change in the switch state to the monitor over the Machine CAN
Data Link and the monitor will warn the operator with the message, “Hyd Return
Filter Plugged.”

RETURN OIL FILTER BYPASS VALVE

NORMAL OPERATION / WARM OIL FILTER CLOGGED / COLD OIL
(04)
Return
Oil Filter
(05) (05)
Pressure Pressure
Switch Switch
(01) (08)
Return Return
Oil (03) Oil
To
Tank
(06) To
Tank
(02)
Bypass (07)
Valve Bypass
Valve 64_1
Return Oil Filter and Bypass Valve Operation
• Explanation of return oil filter The return oil filter assembly contains a filter bypass valve (02) beneath the inlet to
bypass valve operation - warm oil the assembly. During normal operation when the oil is warm, return oil (01) from the
and cold oil (or clogged filter) return oil manifold enters the filter inlet and flows upward through the center of the
filter media (04). Contaminants are removed from the oil as it passes through the
filter media. The oil is then returned through the filter outlet to the hydraulic oil tank
(03). The filter bypass valve remains seated (closed) in this condition.
When the oil is cold, or if the filter is clogged, the resistance to return oil (08) flow
through the filter media causes the inlet oil pressure to increase. When the pressure
differential between the inlet and the hydraulic oil tank reaches approximately 150
kPa (22 psi), the bypass valve (07) opens DOWN, against the spring. This action
allows the oil to bypass the filter and flow directly into the hydraulic oil tank (06).
A pressure switch (05) is installed at the filter inlet, just outside the hydraulic oil tank.
This is a normally CLOSED pressure switch that OPENS when the oil pressure
reaches the bypass valve opening pressure. When the switch OPENS, the monitor
will warn the operator with the message, “Hyd Return Filter Plugged.”
When the oil is cold, the resistance to flow through the filter media is restricted, due
to the high viscosity of the oil. The monitor will ignore the OPEN switch condition
when the hydraulic oil temperature sensor (installed in the tank) indicates the oil is
cold. When the oil warms, the viscosity of the oil is lower, and unless the filter is
clogged, the spring will close the bypass valve, allowing the oil to be filtered.

65_1
This concludes the presentation of the Main Hydraulic Control Valve and Return Oil
System module for the 320E, 320E RR, and the 323E Hydraulic Excavators.
When used in conjunction with the System Operations Manual, the Test and
Adjust Manual, the Operation and Maintenance Manual (OMM), and other service
publications, the information in this module will aid the service technician in
troubleshooting, testing, adjusting, and correcting problems with the main hydraulic
control valve or the return oil system.
For service repairs, adjustments, and maintenance, always refer to the Operation
and Maintenance Manual (OMM), Service Manuals, and other related service
publications.

LEARNING OUTCOMES
Participants have met the following learning outcomes during the presentation, lab exercises,
and post-assessment of this Main Hydraulic Control Valve and Return Oil System module for
the 320E, 320E RR, and 323E Hydraulic Excavator course:
• Given the presentation of the 320E/320E RR/323E Hydraulic Excavator Main Hydraulic Control Valve, participants
will take notes in the classroom on the identification, location, and the basic functionality of the major components,
service points, and adjustment points of the machine’s main hydraulic control valve using the Lab 1 Worksheet.
• Given a 320E/320E RR/323E Hydraulic Excavator and the Lab 1 Worksheet, participants will locate and identify the
components, service points, and adjustment points of the machine’s main hydraulic control valve.
• Given a 320E/320E RR/323E Hydraulic Excavator, participants will use the tools listed in the Preparation Checklist
and follow the Testing and Adjusting procedure to test and adjust a line relief valve and the main relief valve on the
main hydraulic control valve.
• Given the post-assessment for Module 7 and all reference materials and class notes, participants will identify
the component parts of an individual control valve in the main hydraulic control valve of the 320E/320E RR/323E
questions regarding the operation of the implement control valves and how their operation affects their circuit and
the system conditions of the 320E/320E RR/323E Hydraulic Excavator.
questions regarding the methods and strategies for limiting system pressure and individual circuit pressures during
implement operation of the 320E/320E RR/323E Hydraulic Excavator.
questions regarding the NFC relief valves and how they control pump regulation during implement operation of the
Learning Outcomes (objectives) Participants have met the following learning outcomes during the presentation, lab
post-presentation statement for the exercises, and post-assessment of this Main Hydraulic Control Valve and Return Oil
320E/320E RR/323E Main Hydraulic System module for the 320E, 320E RR, and 323E Hydraulic Excavator course:
Control Valve and Return Oil
System module • Given the presentation of the 320E/320E RR/323E Hydraulic Excavator
Main Hydraulic Control Valve, participants will take notes in the
classroom on the identification, location, and the basic functionality of
the major components, service points, and adjustment points of the
machine’s main hydraulic control valve using the Lab 1 Worksheet.
• Given a 320E/320E RR/323E Hydraulic Excavator and the Lab 1

Worksheet, participants will locate and identify the components, service
points, and adjustment points of the machine’s main hydraulic control
valve.
• Given a 320E/320E RR/323E Hydraulic Excavator, participants will use

the tools listed in the Preparation Checklist and follow the Testing and
Adjusting procedure to test and adjust a line relief valve and the main
relief valve on the main hydraulic control valve.

and class notes, participants will identify the component parts of
an individual control valve in the main hydraulic control valve of the

class notes, participants will answer questions regarding the operation
of the implement control valves and how their operation affects their
circuit and the system conditions of the 320E/320E RR/323E Hydraulic
Excavator.
class notes, participants will answer questions regarding the methods
and strategies for limiting system pressure and individual circuit
pressures during implement operation of the 320E/320E RR/323E

and class notes, participants will answer questions regarding the NFC
relief valves and how they control pump regulation during implement
operation of the 320E/320E RR/323E Hydraulic Excavator.

320E320RR323E M07 MnHydCtrVlRtnOilSys EN TXT

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Global Manpower Development

320E / 320E RR / 323E Hydraulic Excavator

Module 7 - Text Reference

Print Instructor Pages Print Participant Pages

• Given a 320E/320E RR/323E Hydraulic Excavator and the Lab 1

• Given a 320E/320E RR/323E Hydraulic Excavator, participants will use

• Given the post-assessment for Module 7 and all reference materials

Caterpillar: Confidential Yellow

• Given the post-assessment for Module 7 and all reference materials

Caterpillar: Confidential Yellow

MAIN HYDRAULIC CONTROL VALVE

(15) Hydraulic Oil Tank

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

• Main hydraulic control valve (1)

• Pilot oil manifold (2)

• Return oil manifold (3)

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

MAIN HYDRAULIC CONTROL VALVE (01)

• The Drive Pump Pressure Sensor (06) is monitored by the Machine

• The Straight Travel Solenoid Valve (07) is ENERGIZED by the

• The STICK IN Line Relief and Makeup Valve (17) is installed in

Caterpillar: Confidential Yellow

MAIN HYDRAULIC CONTROL VALVE (16)

Caterpillar: Confidential Yellow

• The Boom Regeneration Check Valve (06) is installed in the small

• The Stick Regeneration Check Valve (13) is installed in the small

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

• The Idler Pump Pressure Sensor (09) is monitored by the Machine

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

MAIN HYDRAULIC CONTROL VALVE

(12) Pilot Supply

(09) NFC 2 Signal Pressure (14) NFC 1 Signal Pressure

(08) NFC 2 Relief Valve (15) NFC 1 Relief Valve

(07) NFC 2 Orifice (16) NFC 1 Orifice

SECTION A-A 24_1

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

BOOM CONTROL VALVES

(13) SECTION B-B

Caterpillar: Confidential Yellow

The boom will RAISE.

Caterpillar: Confidential Yellow

(28) Slow Return (29) Bypass

(15) NFC 1 (31) NFC 1 (32) NFC 2 (14) NFC 2

(12) Stick Regeneration

STICK OUT PILOT

BUCKET OPEN PILOT

BUCKET CLOSE PILOT STICK OUT PILOT

SWING MOTOR - RIGHT

BOOM DOWN PILOT

(18) Boom 1 (06) Boom 2

BOOM DOWN PILOT

RIGHT TRAVEL MOTOR - FWD