Kenr9614 Shop Manuals Catterpillar 374f

KENR9614-05 (en-us)
June 2016
Systems Operation
374F Excavator
Hydraulic System
EBF 1-UP (Machine)
DNM 1-UP (Machine)
MFL 1-UP (Machine)
AP4 1-UP (Machine)
NFJ 1-UP (Machine)
AT2 1-UP (Machine)
SAFETY.CAT.COM
i06558969
Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards, including human factors
that can affect safety. This person should also have the necessary training, skills and tools to perform these
functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you verify
that you are authorized to perform this work, and have read and understood the operation,
lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of operations that may cause product damage are identified by “NOTICE” labels on
the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. You must not
use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. If a tool, procedure, work method or operating technique that is not
specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you
and for others. You should also ensure that you are authorized to perform this work, and that the
product will not be damaged or become unsafe by the operation, lubrication, maintenance or repair
procedures that you intend to use.
The information, specifications, and illustrations in this publication are on the basis of information that was
available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Cat dealers have the most current information available.
When replacement parts are required for this

product Caterpillar recommends using Cat re-
placement parts.
Failure to follow this warning may lead to pre-
mature failures, product damage, personal in-
jury or death.
In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
KENR9614-05 3
Table of Contents
Table of Contents Swing System

General Information (Swing System) .................. 200
Electronic Control (Swing System)...................... 200
Systems Operation Section Swing System .................................................. 205
Swing Motor ..................................................... 213
Pilot Valve (Swing Parking Brake)....................... 215
Machine System Relief Valve (Swing) .......................................... 217
General Information (Machine System) ...................4 Oil Makeup (Swing System) ............................... 219
Electronic Control (Machine System) ......................4 Relief Valve (Cushion Crossover) (Anti-Reaction
Machine System .................................................27 Valves) ........................................................... 221
Swing Drive ..................................................... 228
Electronic Control System
Engine Control ....................................................39 Travel System
General Information (Travel System) .................. 230
Pilot System Electronic Control (Travel System) ..................... 230
General Information (Pilot System) .......................44 Travel System................................................... 235
Electronic Control (Pilot System) ..........................44 Pilot Valve (Travel) ............................................ 246
Pilot System .......................................................48 Travel Motor ..................................................... 248
Gear Pump (Pilot) ...............................................56 Travel Parking Brake ......................................... 251
Hydraulic Filter (Pilot) ..........................................56 Displacement Change Valve ............................. 253
Relief Valve (Pilot) ...............................................57 Travel Counterbalance Valve ............................. 256
Accumulator (Pilot)..............................................58 Oil Makeup (Travel System) ............................... 263
Solenoid Valve (Hydraulic Lockout).......................59 Control Valve (Straight Travel)............................ 264
Joystick Control ..................................................64 Final Drive ....................................................... 267
Solenoid Valve (Proportional Reducing) (Power Shift Swivel ............................................................. 270
System) ............................................................66
Return System
Main Pump System General Information (Return System) ................. 272
General Information (Main Pump System).............68 Location of Components (Return System) ........... 273
Electronic Control (Main Pump System) ................68 Return Hydraulic System ................................... 274
Main Hydraulic Pump ..........................................73 Check Valve (Return Makeup) (Slow Return Check
Pump Control (Main Hydraulic) (Main Pump Valve) ............................................................. 279
Regulator).........................................................76 Bypass Valve (Return) (Bypass Check Valve)...... 280
Hydraulic Tank and Filter ................................... 282
Main Control Valve Oil Filter (Return) (Case Drain Filter)................... 283
General Information (Main Control Valve)..............81 Hydraulic Oil Cooler .......................................... 284
Electronic Control (Main Control Valve) .................81
Main Control Valve .............................................88 Auxiliary Systems
Negative Flow Control System ........................... 106 Counterweight (Removal and Installation Hydraulic
Relief Valve (Main) ............................................ 110 System) .......................................................... 285
Relief Valve (Line) ............................................. 113
Check Valve (Load) ........................................... 115
Index Section
Boom System
General Information (Boom System)................... 118 Index................................................................ 291
Electronic Control (Boom System) ...................... 118
Boom System ................................................... 125
Boom Drift Reduction Valve ............................... 142
Control Valve (Boom Lowering) .......................... 146
Boom Cylinder ................................................. 151
Stick System
General Information (Stick System) .................... 155
Electronic Control (Stick System) ....................... 155
Stick System..................................................... 162
Stick Drift Reduction Valve ................................. 174
Control Valve (Stick Lowering)............................ 177
Stick Cylinder ................................................... 182
Bucket System
General Information (Bucket System) ................. 186
Electronic Control (Bucket System) .................... 186
Bucket System.................................................. 192
Bucket Cylinder ................................................ 197
4 KENR9614-05
Machine System
Systems Operation Section Reference: For more information on electrical

schematics, refer to Schematic, “Excavator Electrical
System” for your machine.
Machine System i05993735
Electronic Control (Machine

System)
i05051490
SMCS Code: 1400; 5050
General Information (Machine
System) Electronic Control Module (ECM)
SMCS Code: 5050
Reference: For testing and adjusting of the electrical

system and hydraulic system, refer to Testing and
Adjusting, “Excavator System” for your machine.
Reference: For more information on troubleshooting

electrical components, refer to Troubleshooting,
“Excavator Machine Electronic Control System” for
your machine.
Reference: For more information on specifications
with illustrations, refer to Specifications, “Excavator
Machine System Specifications” for your machine.
Reference: For more information on the hydraulic Illustration 1 g02612416
schematics, refer to Schematic, “Excavator Hydraulic Machine ECM

System” for your machine. (1) Controller
(2) J1 Connector
(3) J2 Connector
KENR9614-05 5
Machine System
Pin Locations
The Cat Data Link is used to provide a connection for
the service tool for troubleshooting, testing, and
calibrations. The data link is bidirectional. The data
link allows the ECM to receive information. The data
link also allows the ECM to send information.
Table 1
Machine ECM Connector J1 Contact Descriptions(1)
No. Type Pin Description
1 Power +Battery
2 Ground Ground
3 Output Swing Brake Solenoid
4 Input Front Pump Displacement Sensor
5 Input Rear Pump Displacement Sensor
Power Supply for Pump Displacement

8 Power
Sensors (12V)
11 Input Left J/S Switch 1 (Upper)
Left J/S Switch 2 (Front)/Intelligent Ham-

12 Input
mer Enable Switch
13 Power +Battery
14 Ground Ground
Illustration 2 g02613001 16 Input Joystick LH-X
Connectors of Machine ECM 17 Input Joystick RH-X

(2) J1 Connector
(3) J2 Connector 18 Ground Analog Return
21 Input Right J/S Switch 1 (Upper)

The output from the Machine ECM is based on input
information from the sensors. The output commands Right J/S Switch 2 (Front)/Smart Boom
22 Input
are based on the software programmed into the Cancel
control module. After the Machine ECM receives the
input information, the ECM sends a corresponding 23 Input Key Switch
response to the outputs. The inputs and outputs of Power Supply For Sensor (24V)
24 Power
the ECM are connected to the machine harness by
two 54-pin connectors (J1 and J2). The inputs and 25 Output Travel Speed Change Solenoid
outputs to the ECM can be viewed through the
Caterpillar Electronic Technician (Cat ET). Input and 26 Input Joystick LH-Y
output information can also be viewed using the
27 Power Power Supply for Sensor (8V)
Operator Monitor.
28 Input Pilot Pressure Sensor
The ECM also communicates with sensors and other
control modules via the CAN Data Link. The data link 33 Output Hydraulic Lock Solenoid
is bi-directional, allowing the Machine ECM to both
receive and send information with the Engine ECM. 34 Input Joystick RH-Y
The Machine ECM also communicates to input and
output components that are directly connected to the 35 Input Left Travel Pilot Pressure Sensor
Switch Panel. The Switch Panel is used to link input 36 Input Right Travel Pilot Pressure Sensor
and output components to the Machine ECM via the
CAN Data Link. 37 Input Swing Pressure Sensor
Note: Only the complete ECM is serviced (no lower Straight Travel Pressure Sensor
38 Input
levels components). The ECM must be replaced if (attachment)
the ECM is damaged. Replace the ECM if a failure is 40 Input One Touch Low Idle Switch
diagnosed.
(continued)
6 KENR9614-05
Machine System
(Table 1, contd) (Table 2, contd)

45 Input Auxiliary Left Pedal 32 Output Medium Pressure Circuit Extend
46 Input Auxiliary Right Pedal 33 Output Rear Pump Bypass Cut PHMV
Boom Cylinder Head End Pressure Sen- 35 Ground PRV Return

48 Input
sor for Overload Warning
36 Input/Output Valve CAN Data Link +
Medium Circuit Load Pressure Sensor for
49 Input 37 Input/Output Valve CAN Data Link -
TCS
51 Input Thumb Wheel - LH/Left J/S Switch 4 38 Output Medium Pressure Circuit Retract
52 Input Thumb Wheel - RH/Right J/S Switch 4 43 Output Rear Pump NFC PRV
53 Input Front Pump Pressure Sensor 45 Input/Output ATCH CAN (J1939) Data Link +
54 Input Rear Pump Pressure Sensor 46 Input/Output ATCH CAN (J1939) Data Link -
(1) Contacts that are not listed are not used. 47 Input/Output CAN (J1939) Data Link +
Table 2 48 Input/Output CAN (J1939) Data Link -
Machine ECM Connector J2 Contact Descriptions 50 Input/Output Machine CAN Data Link +
No. Type Pin Description 51 Input/Output Machine CAN Data Link -
Attachment Line 2 Relief Valve 53 Output Front Pump NFC PRV

1 Output
for TCS
2 Output Flow Combiner PHMV
5 Output Front Pump Bypass Cut PHMV
6 Input Counter Weight Removal Switch
8 Output Power Shift Pressure PRV
Boom Lowering Check Valve

9 Output
(ATCH Smart Boom)
10 Output Boom Drift Reduction Solenoid
Stick Lowering Check Valve

11 Output
(ATCH Smart Boom)
12 Output Stick Drift Reduction Solenoid
Attachment Line 1 Relief Valve

13 Output Illustration 3 g02655338
for TCS
Underside of Soft Switch Panel
16 Input/Output CAT Data Link -
Table 3
18 Output Swing Left PHMV
Switch Panel Connector J1 Contact Descriptions
19 Ground PRV Return
2 Input Fuel Level Sensor
23 Output Straight Travel PHMV 3 Input Hydraulic Oil Temperature

Sensor
25 Input/Output CAT Data Link +
4 Ground Analog Return
27 Input Hydraulic Lock Cancel Switch
5 Input A/C Unit
28 Output Swing Right PHMV
8 Input Capsule Filter Switch Plugged
29 Output Boom Side Warm Up Solenoid
17 Input Hydraulic Oil Level Switch
30 Output Stick Side Warm Up Solenoid
(continued)
KENR9614-05 7
Machine System
Table 4
1 Input/Output Machine CAN Data Link +
2 Input/Output Machine CAN Data Link -
4 Output Washer
5 Output Wiper Intermittent 3
6 Output Wiper Intermittent 6
7 Output Wiper Low
11 Input Smart Boom Down Switch
12 Input Smart Boom Up/Down Switch
Table 5
1 Power +Battery
2 Ground Ground
3 Input Key Switch 1
12 Output Travel Alarm
13 Output Quick Coupler Uncoupling

Solenoid Illustration 4 g03317116
15 Output Chassis/Cab Light Relay ACS Valve Electronic Control Module 1 (ECM) (side
view)
16 Output Boom Light Relay
17 Output Fault Alarm

The valve software for the boom and bucket IMV
sections resides in the ACS ECM 1. The valve
19 Output Alternator R Terminal (P software consists of ACS valve control logic,
Terminal) diagnostic detection, and failure response (fail safe).
20 Input Quick Coupler Unlock Switch Note: The ACS ECM 1 and ACS ECM 2 are located
on the side of the ACS main control valve.
Table 6
ACS ECM 1 Connector J1 Contact Descriptions
1 Power Battery +
2 Ground Ground
3 Input Key Switch
6 Ground +8 V Sensor Return

12 Power +8 V Sensor Supply
Table 7
(continued)
8 KENR9614-05
Machine System
(Table 7, contd)
1 Output Boom Extend P-C PHMV
2 Output Boom Extend C-T PHMV
3 Output Boom Retract P-C PHMV
4 Output Boom Retract C-T PHMV
5 Ground Boom Extend P-C PHMV Return

6 Ground Boom Extend C-T PHMV Return
7 Ground Boom Retract P-C PHMV Return
8 Ground Boom Retract C-T PHMV Return
Table 8
1 Output Bucket Extend P-C PHMV
2 Output Bucket Extend C-T PHMV
3 Output Bucket Retract P-C PHMV
4 Output Bucket Retract C-T PHMV
5 Ground Bucket Extend P-C PHMV

Return
6 Ground Bucket Extend C-T PHMV
Return Illustration 5 g03317116
ACS Valve Electronic Control Module 2 (ECM) (side
7 Ground Bucket Retract P-C PHMV
view)
Return
8 Ground Bucket Retract C-T PHMV The valve software for the stick and attachment 1
Return IMV sections resides in the ACS ECM 2. The valve
software consists of ACS valve control logic,
Table 9
diagnostic detection, and failure response (fail safe).
ACS ECM 1 Connector J4 Contact Descriptions Note: The ACS ECM 1 and ACS ECM 2 are located
Table 11
1 Ground Ground
4 Ground Ground
5 Input Boom Extend Pressure Sensor
1 Power Battery +
6 Input Boom Retract Pressure Sensor
2 Ground Ground
7 Input Bucket Extend Pressure Sensor
3 Input Key Switch
8 Input Bucket Retract Pressure Sensor
Table 10 12 Power +8 V Sensor Supply
Table 12
2 Input/Output CAN + (J1939/Flash)
3 Input/Output CAN - (J1939/Flash)
1 Output Stick Extend P-C PHMV
6 Input/Output CAN + (500K/Contrrol)
7 Input/Output CAN - (500K/Contrrol)

(continued)
KENR9614-05 9
Machine System
(Table 12, contd)

2 Output Stick Extend C-T PHMV
3 Output Stick Retract P-C PHMV
4 Output Stick Retract C-T PHMV
5 Ground Stick Extend P-C PHMV Return

6 Ground Stick Extend C-T PHMV Return
7 Ground Stick Retract P-C PHMV Return
8 Ground Stick Retract C-T PHMV Return
Table 13
1 Output Attachment 1 Left P-C PHMV
2 Output Attachment 1 Left C-T PHMV
3 Output Attachment 1 Right P-C PHMV
4 Output Attachment 1 Right C-T PHMV
5 Ground Attachment 1 Left P-C PHMV

Return
6 Ground Attachment 1 Left C-T PHMV
Return
7 Ground Attachment 1 Right P-C PHMV
Return
8 Ground Attachment 1 Right C-T PHMV
Return
Table 14
2 Ground Ground
4 Ground Ground
5 Input Stick Extend Pressure Sensor
6 Input Stick Retract Pressure Sensor
7 Input Attachment 1 Left Pressure

Sensor
8 Input Attachment 1 Right Pressure
Sensor
Table 15

10 KENR9614-05
Machine System
Inputs
Illustration 6 g03347505
Block Diagram of the Inputs for the Electronic Control System
(1) Engine Electronic Control Module (ECM) (12) Key Switch (30) Counter Weight Removal Switch
(2) ACS ECM 1 & 2 (14) Travel Left Pilot Pressure Sensor (32) Thumbwheel - Right Hand Joystick
(3) Machine Electronic Control Module (15) Travel Right Pilot Pressure Sensor Switch 4
(ECM) (17) Front Pump Pressure Sensor (33) Right Joystick Switch 1 (Upper)
(4) Operator Monitor (18) Rear Pump Pressure Sensor (34) One Touch Low Idle Switch (Right
(5) Switch Panel (19) Swing Pressure Sensor Joystick - Lower)
(6) Attachment Stem 3 Status Pressure (22) Hydraulic Lock Cancel Switch (35) Left Joystick Switch 2 (Front)
Switch (23) Joystick Right Hand-X (Intelligent Hammer Enable Switch
(7) Straight Travel Pressure Sensor (24) Joystick Right Hand-Y (36) Right Joystick Switch 2 (Front) (Smart
(Attachment) (25) Joystick Left Hand-X Boom Cancel)
(8) Foot Switch (Attachment) (26) Joystick Left Hand-Y (37) Rear Pump Displacement Sensor
(9) Auxiliary Left Pedal (27) Left Joystick Switch 3 (Lower) (38) Front Pump Displacement Sensor
(10) Auxiliary Right Pedal (28) Left Joystick Switch 1 (Upper)
(11) Boom Cylinder Head End Pressure (29) Thumbwheel - Left Hand Joystick
Sensor (Attachment) Switch 4
KENR9614-05 11
Machine System
Adaptive Control System (ACS) ECM 1 Inputs
(1) Engine Electronic Control Module (ECM) (4) Operator Monitor (41) Bucket Extend Pressure Sensor
(2) ACS ECM 1 (5) Switch Panel (42) Bucket Retract Pressure Sensor
(3) Machine Electronic Control Module (39) Boom Extend Pressure Sensor
(ECM) (40) Boom Retract Pressure Sensor
12 KENR9614-05
Machine System
Adaptive Control System (ACS) ECM 2 Inputs
(1) Engine Electronic Control Module (ECM) (4) Operator Monitor (45) Attachment 1 Left Pressure Sensor
(2) ACS ECM 2 (5) Switch Panel (46) Attachment 1 Right Pressure Sensor
(3) Machine Electronic Control Module (43) Stick Extend Pressure Sensor
(ECM) (44) Stick Retract Pressure Sensor
The inputs describe the status of the machine Sensors

systems. Two types of inputs exist. The inputs can be
either a switch type or a sensor type. Switches
provide an open, a ground, or a + battery signal to Low Pressure Sensors
the inputs of the controller. Sensors (frequency,
PWM, or voltage) provide a changing signal to the
sensor inputs of the controller. The controller will
recognize the following types of sensor signals:
Frequency – The sensor will produce an AC signal
(sine wave or square wave) that varies in frequency
(Hz) as the condition changes.
Pulse Width Modulated – The sensor produces a
digital signal and varies the duty cycle as the
condition changes. The frequency of the signal will
remain constant.
In some cases the operator is provided a manual

switch that can be used to change a condition of the
machine. Illustration 9 g02263393
Note: The values in Table 16 are for bench testing

only. Values may not represent parameters for
machine systems specifications.
KENR9614-05 13
Machine System
Table 16
Operating pressure 10 MPa • Bucket Retract Pressure Sensor
Supply Voltage +7V ~ +14V The following sensors are monitored by ACS ECM 2:
Output signal 500 ± 100 Hz (PWM)
• Stick Extend Pressure Sensor
Output range 5% ~ 95%
• Stick Retract Pressure Sensor
The low-pressure sensors include: • Attachment 1 Left Pressure Sensor
• Left travel pilot pressure sensor • Attachment 1 Right Pressure Sensor
• Right travel pilot pressure sensor
Hydraulic Oil Temperature Sensor
• Straight travel pressure sensor (attachment)
High Pressure Sensors

Note: The values in Table 17 are for bench testing Table 18
Temperature Resistance (Ohms)
0° C (32° F) 3268 Ω
Table 17
Operating Pressure 50 MPa 25° C (77° F) 1000 Ω
Supply Voltage +7V ~ +14V 35° C (95° F) 653 Ω
Output Signal 500 ± 100 Hz (PWM) 50° C (122° F) 360 Ω
Output Range 5% ~ 95% 75° C (167° F) 148 Ω
100° C (212° F) 68 Ω
The high-pressure sensors include:
125° C (257° F) 34 Ω
• Front Pump Pressure Sensor (Pump 1)
The sender outputs a voltage signal that corresponds
• Rear Pump Pressure Sensor (Pump 2) to the temperature of the hydraulic oil. The voltage
signal is input to the soft switch panel ECM. This
• Swing Pressure Sensor voltage signal will vary representing changes in the
hydraulic oil temperatures. As the hydraulic oil
The following sensors are monitored by ACS ECM 1: temperature changes, the resistance of the sender
changes. As the resistance of the sender increases,
• Boom Extend Pressure Sensor the voltage output increases. As the resistance of the
• Boom Retract Pressure Sensor sender decreases, the voltage output decreases. The
hydraulic oil temperature can be monitored in the
• Bucket Extend Pressure Sensor monitor.
14 KENR9614-05
Machine System
Pump Displacement Sensor Switches
Hydraulic Oil Level Switch

Table 20
Rating +32V MAX
Level A - CLOSED
Contact Postion
Level B - OPEN
The hydraulic oil level switch monitors the hydraulic

oil in the tank. When the hydraulic oil level is above
the normal operating level, the switch OPENS. When
the hydraulic oil drops below the normal operating
level, the switch CLOSES. This switch is in the
normally open position, when the switch is not
installed on the machine.

Table 19
Rotational Range ± 24.15° Angular Rotation
Output Signal 500 ± 100 Hz
Output PWM 8% - 92%
Rating + 7V ~ +12V DC
The pump displacement sensor is a hall effect type

sensor and is used to measure the pump swashplate
angle. The machine ECM uses the swashplate angle
signal to determine the amount of hydraulic flow.
KENR9614-05 15
Machine System
Hydraulic Oil Filter Switch
The hydraulic filter switch is a differential pressure

switch. The switch measures the pressure differential
between the return port at the hydraulic tank and the
hydraulic tank pressure. If the pressure differential is Illustration 17 g02658658
greater than the specification the switch OPENS. A Optional Right Joystick (3-Button, Trigger Switch)
“Hydraulic Return Filter Plugged” warning message and Schematic Symbol
will be displayed on the monitor. (1) One Touch Low Idle Switch (SW-3)
(2) One Touch Low Idle Switch (SW-3) Connections
One Touch Low Idle Switch
Illustration 16 g02655636 Optional Right Joystick (3-Button, Trigger Switch)
Standard Right Joystick (1-Button) and Schematic Symbol
(1) One Touch Low Idle Switch (1) One Touch Low Idle Switch (SW-3)
(2) One Touch Low Idle Switch Connections (2) One Touch Low Idle Switch (SW-3) Connections
Note: SW-2 is a trigger switch and is not shown in

Illustrations 17 and 18 .
16 KENR9614-05
Machine System
The one touch low idle switch (1) is located on the top
or on the front of the right joystick (see Illustrations 16
, 17 , and 18 ). The one touch low idle switch will
automatically reduce engine speed to 1150 RPM.
Both the right and the left joysticks must be in the
neutral position before the engine speed is reduced.
Horn Switch
Left Joystick (2-button, Slide, Trigger Switch)
(1) Horn Switch (SW-3)
(2) Horn Switch (SW-3) Connections
When horn switch is depressed, power is sent to the

horn relay. The horn relay sends power to the horn.
Right Side Control Panel

Note: Your machine may not be equipped with all of
the controls that are described in this topic.
KENR9614-05 17
Machine System
Right Side Control Panel
(1) Engine speed control (8) Window washer (15) Lower window wiper
(2) Power mode (9) Window wiper (16) Lower window washer
(3) Travel speed control (10) Light switch (17A) Boom pressure control switch
(4) Automatic engine speed control (AEC) (11) Rear view camera (17B) Fine swing control
(5) Travel alarm switch (12) Quick coupler control (18) Overload warning device
(6) Work tool control (13) Empty
(7) Heavy lift control (Not Equipped) (14) Radio mute
(1) “Engine Speed Dial Control Switch” This switch is

used for the selection of the engine speed. The
position of the engine speed dial is indicated on the
operator monitor. Engine speed dial (1) is a 10 -
-position switch. The selected position is displayed
on operator monitor.
(2) “Power Mode” This switch is used for the
selection of the power mode. The power mode can
be changed from high hydraulic power to standard Illustration 21 g02160606
power to economy mode. The monitor will indicate High Power Mode
the mode that is selected.
18 KENR9614-05
Machine System
(10) “Light Switch” Press this switch once to active

the work light mounted on the chassis and the work
lights mounted on the cab. Press this switch a
second time to active the work light mounted on the
chassis, the work lights mounted on the cab, and the
work lights mounted on the boom. When the switch is
pushed a third time, all of the work lights are off.
(11) “Rear View Camera” If equipped, this switch is
Illustration 22 g02160607 used to toggle the images that are shown on the
Standard Power Mode monitor in the cab. The camera is mounted on the
rear of the counterweight.
Key Start Switch
Economy Power Mode
(3) “Travel Speed Control” This switch is used to

select the travel speed of the machine. When the
LOW SPEED position is selected, the “turtle”
indicator will illuminate. When AUTO position is
selected, the “rabbit” indicator will illuminate. When
the engine start switch is on, the travel speed control
switch is always set at the LOW SPEED position.
(4) “Automatic Engine Speed Control” This switch is
used for selection of the Automatic Engine Speed
Control (AEC). The AEC system operates in three
modes. The AEC automatically reduces engine
speed when the machine is inactive. The AEC
system will be inoperable while the backup switch of
the electronic controller system is in the MAN Illustration 24 g02140333
position. Key Start Switch
(5) “Travel Alarm Cancel Switch” This switch is used The key start switch is an input of the engine and
to stop the travel alarm from sounding. Press the pump controller. The key start switch informs the
switch in order to stop the alarm. The indicator lamp ECM of an attempt to start the engine. Then, the
will turn on. The travel alarm will sound when the ECM initiates the start procedure.
travel lever or the travel pedal is activated.
(6) “Work Tool Control” This switch is used for tool The starting switch is a four position switch, and
selection on machines with the optional tool control connects the battery supply terminal B to the other
system. When this switch is activated, a tool terminals.
selection menu is displayed on the monitor and tool Usually the position of the switch is the OFF position.
options can be selected. Press the switch repeatedly At this time the connected terminals are the B and C
in order to change the selected work tool. terminals only.
(8) “Window Washer” As long as this switch is When the switch is in the ON position, the connected
depressed, the window washer fluid will spray from terminals are B and R only. The keyswitch will remain
the nozzle. The window wiper will also operate while in this position without handling.
the switch is depressed.
When the switch is in the Start position, the
(9) “Window Wiper” Press this switch one time to connected terminals are B, R, and S. The keyswitch
activate the long window wiper interval function. must be handled to remain in this position.
Press this switch a second time to activate a short
interval window wiper function. Press this switch When the keyswitch is in the EMERGENCY STOP
three times to activate a continuous window wiper position, the connected terminals are B and A only.
function. Press this switch a fourth time the window The keyswitch must be handled to remain in this
wiper function is stopped. position.
KENR9614-05 19
Machine System
During normal machine operation, the start terminal

of the key start switch is open. If the key start switch
is placed in the START position, the start terminal will
close. +Battery voltage is supplied to the start
terminal. When all starting conditions are satisfied,
the ECM sends a +battery signal to the start relay
and engine cranking begins.
Note: After the key start switch is initially turned to

the START position, the switch will not return to the
START position from the ON position. The switch
must be turned to the OFF position first. Then, the
switch can be turned to the START position.
20 KENR9614-05
Machine System
Outputs
Block Diagram of the Output Components for the Electronic Control System
(1) Engine Electronic Control Module (ECM) (35) Swing Left PHMV (46) Stick Side Warmup Solenoid
(2) ACS ECM 1 & 2 (36) Flow Combiner PHMV Solenoid (47) Front Pump Bypass Cut PHMV
(3) Machine Electronic Control Module (37) Rear Pump Bypass Cut PHMV (48) Boom Lowering Control Solenoid Valve
(ECM) (38) Boom Drift Reduction Solenoid Valve (49) Stick Lowering Control Solenoid Valve
(4) Operator Monitor (39) Stick Drift Reduction Solenoid Valve (50) Medium Pressure Extend
(5) Switch Panel (40) Power Shift Pressure PRV (51) Medium Pressure Retract
(31) Swing Brake Solenoid (41) Rear Pump Negative Flow Control PRV (52) Lines 1 REPRV for TCS
(32) Travel Speed Change Solenoid (42) Front Pump Negative Flow Control PRV (53) Lines 2 REPRV for TCS
(33) Hydraulic Lock Solenoid (43) Straight Travel PHMV Solenoid
(34) Swing Right PHMV (45) Boom Side Warmup Solenoid
KENR9614-05 21
Machine System
Output connections for the Switch Panel
(5) Switch Panel
(67) Quick Coupler Uncoupling Solenoid
(68) Quick Coupler Bypass Cut Solenoid
(69) Travel Alarm
(70) Fault Alarm
22 KENR9614-05
Machine System
Diagram of ACS ECM 1 output connections
(1) Engine Electronic Control Module (ECM) (6) Boom Extend Pump-to-Cylinder PHMV (11) Bucket Extend Cylinder-to-Tank PHMV
(2) ACS ECM 1 (7) Boom Extend Cylinder-to-Tank PHMV (12) Bucket Retract Pump-to-Cylinder
(3) Machine Electronic Control Module (8) Boom Retract Pump-to-Cylinder PHMV PHMV
(ECM) (9) Boom Retract Cylinder-to-Tank PHMV (13) Bucket Retract Cylinder-to-Tank PHMV
(4) Operator Monitor (10) Bucket Extend Pump-to-Cylinder
(5) Switch Panel PHMV
KENR9614-05 23
Machine System
Diagram of ACS ECM 2 output connections
(1) Engine Electronic Control Module (ECM) (15) Stick Extend Pump-to-Cylinder PHMV (20) Attachment 1 Left Cylinder-to-Tank
(3) Machine Electronic Control Module (16) Stick Extend Cylinder-to-Tank PHMV PHMV
(ECM) (17) Stick Retract Pump-to-Cylinder PHMV (21) Attachment 1 Right Pump-to-Cylinder
(4) Operator Monitor (18) Stick Retract Cylinder-to-Tank PHMV PHMV
(5) Switch Panel (19) Attachment 1 Left Pump-to-Cylinder (22) Attachment 1 Right Cylinder-to-Tank
(14) ACS ECM 2 PHMV PHMV
The ECM responds to decisions by sending electrical

signals to the outputs. The outputs can create an
action or the outputs can provide information to the
operator or the service technician.
24 KENR9614-05
Machine System
Solenoids Proportional Hydraulic Modulation Valve

(PHMV)
On/Off Solenoids
Proportional hydraulic modulation valves are used on

the ACS main control valve in order to control stem
displacement. Each Independent Metering Valve
(IMV) section contains two, pump-to-cylinder (P-C)
proportional hydraulic modulation valves (PHMV) and
two, cylinder-to-tank (C-T) PHMV's which are
Illustration 29 g01158530 electrically controlled.

Table 21
Rated Voltage 24 VDC
Coil Resistance 32.0 ± 3.2Ω (T=20° C)
The On/Off solenoids include:
• Swing brake solenoid

• Travel speed solenoid
• Hydraulic lock solenoid

• Boom side warm-up solenoid
• Stick side warm-up solenoid

• Stick drift reduction solenoid
• Boom drift reduction solenoid

• Reverse fan solenoid
KENR9614-05 25
Machine System
Proportional Reducing Solenoid Valve Reverse Proportional Reducing Solenoid

Valve
Valve cutaway, hydraulic schematic symbol, and
electrical connector designation

Illustration 31 g02703776 only. Values may not represent parameters for
only. Values may not represent parameters for Table 23
machine systems specifications. Current Range 0 mA ~ 700 mA
Table 22 Coil Resistance 11.5 ± 0.5Ω (T=20° C)

Current Range 0 mA ~ 700 mA
A - Port pressure (kPa) vs Current (mA)
The proportional reducing solenoid valve is used to

control pilot oil flow. The P-Port is blocked and does
not allow pressure to the A-port. Therefore, the Reverse PRV's have the P-port open to the A-port
machine ECM must apply current to the PRV in order with no current applied. Therefore, the machine ECM
to send pressure to the A-port of the PRV. applies current to the PRV in order to decrease the
The PRV's include: pressure at the A-port.
The reverse PRV's include:
• Power shift pressure PRV
26 KENR9614-05
Machine System
• Negative flow control PRV (front pump)

• Negative flow control PRV (rear pump)
Data Link
Cat Data Link
Schematic of the “Cat Data Link” Circuit
The Cat Data Link is an input and an output of the
Machine ECM. The Cat Data Link connects to the
Machine ECM at connector contact J2-16 and J2-25.
The data link is designed to carry communications
between the controller and the monitor. The data link
is not a visible component. The data link consists of
internal control circuits and a harness wiring. The
data link is bidirectional. The controller can receive
information and the controller can send information
through the data link. The controller sends
information about the fuel level, temperature of the
engine coolant, and many other signals to the
monitor panel.
KENR9614-05 27
Machine System
CAN Data Link
Schematic of the “CAN Data Link” Circuit
The CAN data link is used for communication Travel Alarm

between the following modules: Machine ECM,
Switch Panel and Monitor. Two 120 Ohm terminating The travel alarm SOUNDS in order to alert the area
that the machine is moving.
resistors must be installed in the wiring harness in
order for the CAN data link to function properly.
i05742352
Action Alarm
The action alarm SOUNDS in order to alert the
Machine System
operator when a high emergency condition is
present. For example, the engine oil pressure SMCS Code: 5050
decreases below a set value.
Main Hydraulic Schematic
28 KENR9614-05
Machine System
1
KENR9614-05
PAGES 29-30 1FOLDOUT(S)

KENR9614-05 31
Machine System
(1) Left travel motor (14) Slow return check valve (27) Hydraulic tank
(2) Right travel motor (15) Bypass check valve (28) Return filters
(3) Bucket cylinder (16) Pilot oil manifold (29) Drain filters
(4) Stick cylinder (17) Pilot relief valve (30) Pilot filter
(5) Boom cylinders (18) Valve (31) Fan pump
(6) Right swing motor (19) Solenoid valve (hydraulic lockout) (32) Pilot pump
(7) Swing brake solenoid valve (20) Accumulator (33) Front pump
(8) Left swing motor (21) Oil cooler (34) Front pump displacement sensor
(9) Swivel (22) Fan motors (35) Rear pump
(10) Main control valve (23) Travel speed solenoid valve (36) Rear pump displacement sensor
(11) Pilot control valve (travel) (24) Negative flow control PRV (front pump) (90) Main relief pressure change solenoid
(12) Travel left pilot pressure sensor (25) Negative flow control PRV (rear pump)
(13) Travel right pilot pressure sensor (26) Power shift pressure PRV
32 KENR9614-05
Machine System
2
KENR9614-05

KENR9614-05 35
Machine System
(10) Main control valve (51) Rear pump pressure sensor (66) Bucket RE P-C PHMV
(37) Stick side warm-up solenoid (52) Swing pressure sensor (67) Bucket HE P-C PHMV
(38) Stick drift reduction solenoid valve (53) Bypass cut spool (rear pump) (68) Bucket HE C-T PHMV
(39) Stick HE pressure sensor (54) Main relief valve (rear pump) (69) Bucket HE pressure sensor
(40) Stick HE C-T PHMV (55) Rear pump bypass cut PHMV (70) Bucket IMV
(41) Stick HE P-C PHMV (56) Flow combiner PHMV (71) Boom RE pressure sensor
(42) Stick RE P-C PHMV (57) Straight travel PHMV (72) Boom RE C-T PHMV
(43) Stick RE C-T PHMV (58) Bypass cut spool (front pump) (73) Boom RE P-C PHMV
(44) Stick drift reduction valve (59) Main relief valve (front pump) (74) Boom HE P-C PHMV
(45) Stick RE pressure sensor (60) Front pump bypass cut PHMV (75) Boom HE C-T PHMV
(46) Stick IMV (61) Front pump pressure sensor (76) Boom drift reduction solenoid valve
(47) Right travel spool (62) Swing right PHMV (77) Boom HE pressure sensor
(48) Flow combiner spool (63) Left travel spool (78) Boom drift reduction valve
(49) Swing left PHMV (64) Bucket RE pressure sensor (79) Boom IMV
(50) Swing spool (65) Bucket RE C-T PHMV (80) Boom side warm-up solenoid
36 KENR9614-05
Machine System
Hydraulic Pump Flow and Pressure

Control System
Main control valve
(46) Stick IMV section
Illustration 39 g03647745 (54) Main relief valve (rear pump)
Pump compartment (59) Main relief valve (front pump)
(70) Bucket IMV section
(31) Fan pump (79) Boom IMV section
(32) Pilot pump (83) Main control valve center manifold
(33) Front pump
(35) Rear pump Main control valve (10) is an Adaptive Control
(81) Delivery line (rear pump)
(82) Delivery line (front pump) System (ACS) valve. The ACS valve is an
electronically controlled hydraulic system that adjusts
This machine is driven and controlled by the following performance through software. The main control
systems. valve consists of several Independent Metering
Valves (IMV), a center manifold, and two end plates.
• The main hydraulic system controls the cylinders, Each IMV section contains two, pump-to-cylinder (P-
the travel motors, and the swing motor. C) proportional hydraulic modulation valves (PHMV)
and two, cylinder-to-tank (C-T) PHMV's which are
• The pilot hydraulic system supplies oil to the main electrically controlled. The machine software adjusts
control valve, the swing brake, the travel motors, pump-to-cylinder and cylinder-to-tank ports to
and the pilot operated control circuits. provide optimum efficiency and control for different
front linkage weights and operating conditions. The
• The electronic control system controls the outputs end plates contain valves that are used for the
of the engine, pumps, and main control valve. automatic warm-up procedure.
• The separate cooling system supplies oil to the fan For more information concerning the ACS main
motors in order to cool the hydraulic oil control valve, refer to Systems Operation, “Main
Control Valve”.
temperature.
Front pump (33) and rear pump (35) are variable
The main hydraulic system delivers oil flow from rear displacement piston pumps. The performance of both
pump (35) and front pump (33) in order to control the pumps is equal, and the pumps are arranged in
following components: bucket cylinder (3), stick series. The output flow is electronically controlled by
cylinder (4), boom cylinders (5), right travel motor (2), one power shift pressure PRV and two negative flow
left travel motor (1), right swing motor (6) and left control PRV's.
swing motor (8).
KENR9614-05 37
Machine System
Front pump (33) is directly connected to the engine

by a flexible coupling. Rear pump (35) is connected
to the front pump. The front pump and the rear pump
deliver oil to main control valve center manifold (83).
The rear pump delivers oil to the right travel control
valve, the stick independent metering control valve,
and the swing control valve. The front pump delivers
oil to the left travel control valve, the bucket
independent metering control valve, and the boom
independent metering control valve. Pilot pump (32)
is a gear pump that supplies oil to the pilot hydraulic
system. Pilot pump (32) is mechanically connected to
fan pump (31) through a splined shaft. All engine
output is used to drive these four pumps.
As the load pressure increases during working
conditions, the main pumps increase the delivery
pressure and the pumps decrease the flow rate. The
hydraulic horsepower remains constant even though
the delivery pressure and the flow rates change. The
hydraulic horsepower is identical to the engine
horsepower.
The pilot hydraulic system and electronic control Illustration 41 g03343714
system controls the output flow of the front pump and
the rear pump. Cab
(84) Joystick (stick and swing)
When no work is being performed, pump oil flows to (85) Joystick (bucket and boom)
the main control valve and through the bypass cut (86) Monitor panel
(87) Left travel lever/pedal
spool (58) and bypass cut spool (53). From the (88) Right travel lever/pedal
bypass cut spools the pump oil returns to hydraulic (89) Engine speed dial
tank (27). The machine ECM sends a signal to the
negative flow control PRV's in order to destroke the The pilot hydraulic system receives oil flow from pilot
pumps to the minimum output flow. pump (32). The pilot hydraulic system controls the
following functions.
If an operation is being performed, main control valve
(10) directs pump oil to the respective cylinders 1. The pilot hydraulic system controls the operation of
(boom, bucket, and stick) and/or motors (swing and the travel control valves.
travel). Main control valve (10) contains numerous
valve stems, passages, check valves, orifices, and Pilot oil flows from pilot pump (32) through pilot
electronic solenoids in order to carry out a single manifold (16). The pilot oil then flows to the pilot
operation or a combined operation. The working control valves for machine travel operation. These
pressure of the main hydraulic system is regulated by travel pilot control valves are activated by the
main relief valve (59) and main relief valve (54). travel levers/pedals.
When the left travel lever/pedal and/or the right
travel lever/pedal are moved from the NEUTRAL
position, the pilot oil flows through the pilot control
valves to the right or left travel spools at the main
control valve (10).
The pilot pressure oil at that end of the valve spool
forces the valve spool to shift. The pilot oil on the
other end of the valve spool drains to the hydraulic
tank. When the valve spool shifts, oil is then
delivered from rear pump (35) or front pump (33)
to the travel motors.
Thus, pilot oil drives the travel system of the main
control valve.
2. The pilot hydraulic system generates signal
pressure in order to perform the following
operations.
38 KENR9614-05
Machine System
a. Pilot oil is supplied to the main control valve

which is used to shift the individual spools. The
respective pump-to-cylinder or cylinder-to-tank
PHMVs use this pilot oil to control implement
functions.
b. Pilot signal pressure activates the Automatic
Engine Speed Control (AEC) system. This
action causes functions to reduce the engine
speed automatically when no hydraulic
operation is called for.
c. Pilot signal pressure releases the swing parking

brake.
d. Pilot signal pressure will automatically change
the travel speed to either HIGH or LOW in
accordance with the hydraulic system load.
e. Pilot signal pressure operates the straight travel

control valve. This valve maintains straight
travel during the operation of an implement.
f. Pilot signal pressure operates flow combiner

valve (48). This controls one pump or two pump
flow depending on the operation.
g. Pilot signal pressure operates bypass cutoff

spools (58) and (53). This controls whether the
main pump oil is directed to the hydraulic tank or
the implement function being performed.
h. Pilot signal pressure controls the direction of

flow through the fan motors. This operation is
used for the reversing fan function.
i. Pilot signal pressure is used to control the pump

output flow. Power shift pressure is regulated to
the pump regulators through the power shift
pressure PRV (26). Negative flow control
pressure is regulated through NFC PRV (24)
and NFC PRV (25).
For more information concerning the pilot hydraulic
system, refer to Systems Operation, “Pilot Hydraulic
System”.
KENR9614-05 39
Electronic Control System Table 24

Corresponding Engine RPM and Torque Output for Each En-
gine Speed Dial Position (No Load Condition)
Engine Speed Dial Standard Power Mode

i05664015 Position Engine RPM Torque Output (%)
Engine Control 1 1000 49.0

2 1060 49.0
SMCS Code: 1900
3 1120 54.0
Engine Speed Control 4 1180 63.0

5 1250 76.0
6 1340 84.0
7 1430 91.0
8 1500 95.0
9 1550 98.0
10 1600 100.0
Table 25
Corresponding Engine RPM and Torque Output for Each En-
gine Speed Dial Position (No Load Condition)
Economy Mode
Engine Speed Dial
Position Engine RPM Torque Output (%)
1 1000 49.0
2 1060 49.0
3 1120 54.0
4 1180 63.0
Illustration 42 g02623964 5 1250 70.0
(1) Machine ECM
(2) Operator Monitor 6 1340 75.0
(3) Engine speed dial 7 1430 78.0
(4) Engine ECM
8 1500 82.0
Machine ECM (1) receives the engine speed dial (3)
9 1550 82.0
signal from the soft switch panel. The machine ECM
then transmits the desired engine speed to the 10 1600 82.0
engine ECM. The position of the engine speed dial is
indicated on the operator monitor (2). The machine
ECM, engine ECM, and soft switch panel ECM Self-Diagnostic Function
communicates these signals via the CAN data link.
The Machine ECM (4) is a self-diagnostic
Engine speed dial (3) is a 10 - position switch. The component. The Machine ECM monitors the system
selected position is displayed on operator monitor problems that can occur and issues system warnings
(2). generated during the operation of the machine. The
Machine ECM displays a system warning that is
The desired engine speed and hydraulic torque generated, or a problem that has been detected, via
settings for each dial position can be changed in Cat the self-diagnostic function on operator monitor (2).
ET or through the monitor.
Note: A log file is kept for the warnings. The log file
Note: The actual engine RPM and torque output will contains the time and the number of occurrences of
vary, depending on the setting of the power mode each warning.
that is selected. The standard mode and economy
mode will change to high hydraulic power mode
during travel.
40 KENR9614-05
Automatic Engine Speed Control

(AEC)
(1) Machine ECM
(2) Operator Monitor
(4) Engine ECM
(5) Switch Panel
(6) Travel Left Pilot Pressure Sensor
(7) Travel Right Pilot Pressure Sensor
(8) Joystick Position Sensor
The “Automatic Engine Speed Control (AEC)” will

lower the engine RPM when the machine
experiences a no load condition for approximately 5
seconds. The AEC system is designed to reduce fuel
consumption and noise. Lower engine speeds can
also increase engine life.
The engine RPM will recover automatically to the
setting of the engine speed dial when either of the
joystick position sensors or right/left pilot pressure
sensors are activated. The AEC system operates in
three modes. Refer to Table 26 for a description of
each mode.
Table 26
Position of Man-
Position of AEC Setting of Engine
AEC Mode ual Low Idle Description of Mode
Switch Speed Dial
Switch
The electronic controller automatically reduces engine
First stage OFF 3 to 10 OFF speed by 100 RPM after there has been no hydraulic de-
mand for approximately 5 seconds.
The AEC system in the electronic controller automatically

Second stage ON 3 to 10 OFF reduces the engine RPM to approximately 950 RPM after
no hydraulic demand for approximately 5 seconds.
Hydraulic demand is detected by the joystick position

or either travel pilot pressure sensors.
KENR9614-05 41
Automatic Engine Speed Control (AEC) Selection
Switch
The Automatic Engine Speed Control is activated

when the engine start switch is turned to the ON
position. The indicator lamp will turn ON. When you
press the AEC switch, the function of the AEC switch Illustration 46 g03074416
changes from ON to OFF. The operator can choose (1) Machine ECM
from two possible modes for automatic engine speed (2) Monitor
control. Refer to Table 26 for more details. (4) Engine ECM
(5) Switch Panel
(6) Front Pump Pressure Sensor (pump 1)
One Touch Low Idle (7) Rear Pump Pressure Sensor (pump 2)
(9) One Touch Low Idle Switch (Right Joystick)
When the one touch low idle switch (9) is pressed,

and the machine is not under load (all levers and
pedals in the neutral position), the engine RPM can
be set lower than the RPM set by the AEC “Stage 2”
setting. When normal operations resume, the engine
RPM will return to match the Engine Speed Dial 2
setting.
The operational condition of the machine is detected
by the joystick position sensor or activation of a tool
or travel pedal.
Using the One Touch Low Idle Feature

The one touch low idle feature will activate during all
One Touch Low Idle Switch (RH Joystick)
“stopped” conditions of the implement, swing, travel,
and tools. However, when the “One Touch Low Idle”
Activate the manual low idle to reduce the engine switch is pressed, the control will lower the engine
speed to approximately 900 RPM. Pressing the speed. The speed is reduced to a speed dial setting
switch again will allow the engine speed to return to of 1. This control overrides the AEC.
the original setting of the engine speed dial.
The manual low idle allows the operator to reduce the Release of the One Touch Low Idle
RPM without touching the engine speed dial. This
feature is useful when the operator wants to reduce The one touch low idle switch will be released when
the engine speed to communicate. any of the following conditions occur:
Operation of the automatic engine speed control • The one touch low idle switch is pressed again.
depends on the position of the AEC switch and of the
switch for manual low idle. The engine speed will • The joystick is moved from the NEUTRAL
recover automatically to the setting of the engine position.
speed dial when any hydraulic function is requested.
• A travel pressure sensor is set to the ON position.
42 KENR9614-05
• A pump pressure sensor, related to a tool, is set to Engine Speed Protection

the ON position.
• An increase in pump pressure is sensed by the

Delayed Engine Shutdown
pump pressure sensors.
The engine RPM is different after the switch has
been released. The different speed will depend on
the conditions of the release.
1. The engine RPM matches the engine speed dial
setting when the one touch low idle feature is
released by operating an implement or tool.
2. The engine RPM is set by the AEC when the one
touch low idle switch is used to release the one
touch low idle function. The engine RPM will be
affected by the following conditions:
a. When the AEC “Stage 1” is selected, engine

RPM will be set to the AEC “Stage 1” setting.
That setting is approximately 100 RPM lower
than the current setting of the engine speed dial
RPM.
b. When the AEC “Stage 2” is selected, engine
RPM will be set to the AEC “Stage 2” setting.
That setting is approximately 950 RPM.
(1) Machine ECM
(2) Monitor
c. Engine RPM matches the RPM of current (4) Engine ECM
engine speed dial settings, when engine RPM is (10) Key Switch
lower than the AEC “Stage 2” setting. The (11) Hydraulic Lock Solenoid
setting of this RPM is not based on a setting of
The Delayed Engine Shutdown function allows the
the AEC function.
engine or exhaust system to run at low idle after the
key is turned OFF. This function provides a cool
down period for the engine or exhaust system.
During the cool down period the engine burns soot
that has collected in the exhaust system.
(A) Key OFF position
(B) EMERGENCY STOP position
If an immediate stop of the engine is necessary after

the key has been turned OFF, turn the key to the
EMERGENCY STOP position. (The EMERGENCY
STOP position is full left.)
KENR9614-05 43
Engine Idle Shutdown Automatic Travel Speed Change

Function
(1) Machine ECM
(5) Switch Panel
(6) Front Pump Pressure Sensor (pump 1)
(7) Rear Pump Pressure Sensor (pump 2)
(14) Travel Speed Solenoid
(1) Machine ECM
(2) Monitor
(4) Engine ECM
(6) Pump 1 Pressure Sensor
(7) Pump 2 Pressure Sensor
(9) One Touch Low Idle Switch (Right Joystick)
(10) Key Switch
(11) Hydraulic Lock Solenoid
The Engine Idle Shutdown function stops the engine

automatically when the machine has been idle for
longer than the set time. Before the engine stops, a
warning message will be displayed on the
Messenger.
Pump Torque Control

The location of the switch that is used to control the
Integrated Engine and Pump Power travel speed of the machine.
Management Control
There are two modes of travel for the machine. The
The integrated engine and pump power management modes are “Tortoise” and “Rabbit” . The control for
the travel speed is located on the touch pad that is
control is a suite of software programs loaded into the located to the right of the operator. The panel
Engine ECM and Machine ECM. This power includes an indicator to display the speed function
management control performs the function of that is active. When the main pump pressure is low,
coordinating hydraulic power demands with engine the travel speed is automatically increased to high
power production. The Machine ECM monitors the speed. When the main pump pressure is high and the
position of the joystick which corresponds to operator selected travel speed is high, the travel speed is
requests for hydraulic power. The Machine ECM automatically switched to low speed. When the travel
communicates with the Engine ECM to control the speed is set to TORTOISE, the travel speed is fixed
flow of fuel to the injectors. The Machine ECM at the low speed (no change).
requests changes in response to power demands
from the various machine systems. The engine
output power is matched to the sum of all power
loads to ideally providing zero engine speed
acceleration or deceleration. The steady-state control
output can be attained nearly instantaneously using
the CAN Datalink connection between the Machine
ECM and Engine ECM.
44 KENR9614-05
Pilot System
Pilot System Note: Refer to the appropriate sections in this

manual for more information.
i05268258
i05260216 Electronic Control (Pilot

General Information (Pilot System)
System) SMCS Code: 1400; 5050-PLT
SMCS Code: 1400; 5050-PLT Electronic Control Module (ECM)

Pilot Hydraulic System
The pilot hydraulic systems consist of a gear type
pilot oil pump that is driven by gears inside the rear
housing, which is driven by the engine. Oil flow from
the pilot pump is directed to the pilot oil filter and pilot
relief valve. The pilot oil is then filtered and the
downstream pilot pressure is set. From the pilot oil
filter, the pilot pressure oil flows to the pilot manifold.
From the pilot manifold, pilot pressure oil is always
made available to the main control valve and fan
reversing solenoid. Once the hydraulic activation
level is in the UNLOCKED position, pilot oil is
supplied to the travel lever/pedals and various other
components.
When the hydraulic lockout lever in the operator Illustration 52 g02612416
compartment is in the LOCKED position, pilot oil is Machine ECM
blocked. When the hydraulic lockout lever is in the
UNLOCKED position, pilot pressure oil is sent to the (1) Controller
travel lever/pedals and other machine controls, (2) J1 Connector
(3) J2 Connector
enabling implement operation and travel.
The pilot manifold contains a number of
subcomponents that will be discussed in greater
detail in this manual. The pilot hydraulic system is
divided into four basic circuits that utilize pilot
pressure oil for the following functions:
• Pilot control valves for travel operation
• Straight travel solenoid valve to ensure straight

travel during implement operation
• Two-speed travel operation to destroke the travel
motors for high speed travel
• Swing brake operation to release the swing brake
during implement operation
KENR9614-05 45
Pilot System
Pin Locations
Table 27
1 Power +Battery
2 Ground Ground
23 Input Key Switch
24 Power Power Supply For Sensor (24V)
25 Output Travel Speed Change Solenoid
33 Output Hydraulic Lock Solenoid
35 Input Left Travel Pilot Pressure Sensor
36 Input Right Travel Pilot Pressure Sensor
Illustration 53 g02613001 Straight Travel Pressure Sensor

38 Input
(attachment)
Connectors for Machine ECM
(1) Contacts that are not listed are not used.
(2) Connector
(3) Connector
Table 28
The output from the Machine ECM is based on input Machine ECM Connector J2 Contact Descriptions
information from the sensors. The output commands
are based on the software programmed into the No. Type Pin Description
input information, the ECM sends a corresponding 8 Output Power Shift Pressure PRV
response to the outputs. The inputs and outputs of Input Hydraulic Lock Cancel Switch
27
two 54-pin connectors (J1 and J2). The inputs and 32 Output Medium Pressure Circuit Extend
Caterpillar Electronic Technician (Cat ET). Input and 38 Output Medium Pressure Circuit Retract
output information can also be viewed using the Output Rear Pump NFC PRV
43
Operator Monitor.
47 Input/Output CAN (J1939) Data Link +
control modules via the CAN Data Link. The data link 48 Input/Output CAN (J1939) Data Link -
receive and send information with the Engine ECM. 50 Input/Output Machine CAN Data Link +
output components that are directly connected to the 51 Input/Output Machine CAN Data Link -
Switch Panel. The Switch Panel is used to link input 53 Output Front Pump NFC PRV
CAN Data Link.
Note: Only the complete ECM is serviced (no lower
levels components). The ECM must be replaced if
the ECM is damaged. Replace the ECM if a failure is
diagnosed.
46 KENR9614-05
Pilot System
Inputs Straight Travel Pilot Pressure Sensor

The inputs describe the status of the machine (attachment)
either a switch type or a sensor type. Switches The straight travel pressure sensor is used as input
provide an open, a ground, or a + battery signal to signal to the machine ECM. The machine ECM uses
the inputs of the controller. Sensors (frequency, this pressure information to determine how much
PWM, or voltage) provide a changing signal to the pump flow is required to meet the flow demand of the
sensor inputs of the controller. The inputs to ECMs travel circuits. The machine ECM can then adjust the
are listed in tables 27 and 28 . PWM driver to the negative flow control PRV for the
front pump and negative flow control PRV for the rear
Low Pressure Sensors pump. Front pump and rear pump output flow is then
adjusted to meet the flow demand for the travel
circuit.
Outputs
The ECM responds to inputs by sending electrical
operator or service technician. The outputs of the
ECMs are listed in tables 27 and 28 .
On/Off Solenoids

Table 29
Operating pressure 10 MPa
Supply Voltage +7V ~ +14V
Left Travel and Right Travel Pilot

Pressure Sensors
The left travel and right travel pressure sensors are
used as input signals to the machine ECM. The
machine ECM uses this pressure information to
determine how much pump flow is required to meet
the flow demand of the travel circuits. The machine
ECM can then adjust the PWM driver to the negative
flow control PRV for the front pump and negative flow
control PRV for the rear pump. Front pump and rear
pump output flow is then adjusted to meet the flow
demand for the travel circuit. Note: The values in Table 30 are for bench testing
Table 30

KENR9614-05 47
Pilot System
Swing Brake Solenoid Stick Drift Reduction Valve Solenoid and

The swing brake solenoid is an output of the Machine
Boom Drift Reduction Valve Solenoid
ECM. The swing brake solenoid is energized in order When the joysticks are in the NEUTRAL position, the
to release the swing brake. When the swing brake is drift reduction valves stop oil leakage. During a
released, the upper structure is free to rotate. The BOOM LOWER operation or a STICK IN operation,
swing brake is released when the control levers are the machine ECM will energize the solenoid. This
actuated. The swing brake solenoid is de-energized action drains the pressure off the back side of the
approximately 6.5 seconds after any lever is moved drift reduction valve and the boom and/or stick is
to NEUTRAL position. allowed to move.
Travel Speed Solenoid For the boom circuit, the drift reduction valve stops oil
leakage for the head end of the cylinder. For the stick
circuit, the drift reduction valve stops oil leakage for
The travel speed solenoid is an output of the Machine
the rod end of the cylinder.
ECM. When the travel speed solenoid is active, the
machine can travel at high speed. The travel speed
solenoid is active when the travel speed mode switch Reverse Fan Solenoid
is set to “RABBIT (high)” mode. The travel speed also
depends on the delivery pressure of the main pump. The reverse fan solenoid can be activated by the
If the delivery pressure of the main pump is high, the operator through the monitor. The reverse fan
travel speed solenoid is de-energized. When the solenoid is energized by the engine ECM. Pilot oil
delivery pressure of the main pump is low, the travel can now flow to the hydraulic reversing valve which
speed solenoid is energized. changes the direction of oil flow to the fan motors.
The cooling fans now turn in the opposite direction
which is useful for cleaning debris out of the cooling
Hydraulic Lock Solenoid compartment.
The hydraulic lock solenoid is an output of the
Machine ECM. The hydraulic lock solenoid is Proportional Reducing Solenoid Valve
energized in order to enable the primary hydraulic
pressure. The hydraulic lock solenoid is de-energized
in order to disable the primary hydraulic pressure.
This solenoid is activated while the key switch is in
the ON position and the hydraulic lock lever is in the
UNLOCK position.
Boom Side Warm-up Solenoid and Stick

Side Warm-up Solenoid
Warm-up solenoids are part of the automatic
hydraulic warm-up feature and can only be activated
with the hydraulic activation lever is in the LOCKED
position. The temperature of the hydraulic fluid is
monitored by the Machine ECM. If the Machine ECM
determines the hydraulic fluid is below the desired
temperature, the warm-up solenoids will be
energized. The solenoids direct the flow of oil in each
of the circuits through an orifice. The increased
pressure created by the orifice causes the hydraulic
oil to warm up. The oil is passed through the system
and returned to the hydraulic tank until the desired
temperature is reached. Illustration 56 g02703776
The hydraulic warmup function can be ENABLED or Note: The values in Table 31 are for bench testing
DISABLED in the monitor. only. Values may not represent parameters for
Table 31

48 KENR9614-05
Pilot System
Power Shift Pressure PRV For more information concerning the negative flow
control system, refer to Systems Operation,
The machine ECM continually monitors all of the “Negative Flow Control System”.
input signals. The input signals are processed by the
machine ECM and an output signal is sent to power Data Link
shift pressure PRV at the pump control manifold. The
power shift pressure PRV assists in controlling the
output flow of front pump and rear pump. Cat Data Link
For more information concerning the power shift The Cat Data Link is an input/output of the ECM. The
pressure system, refer to Systems Operation, data link uses the connector for the service port in
“Solenoid Valve (Proportional Reducing) - Power order to communicate with the Caterpillar Electronic
Shift System”. Technician. A data link connection is provided for the
product link.
Reverse Proportional Reducing Solenoid Note: The control for the product link provides a
Valve global positioning system for the machine.
The data link is bidirectional. The bidirectional link
allows the ECM to input information and output
information. The data link consists of the following
parts: internal ECM circuits, the related harness
wiring, the service tool connector and the connector
for the product link. The Cat Data Link connects to
the ECM at contact J2-16 (wire 892-BR(Brown)) and
contact J2-25 (wire 893-GN(Green)).
• The ECM receives commands from the Cat ET in
order to change the operating modes. The Cat ET
will read the service codes that are stored in the
memory of the ECM. The Cat ET will clear the
service codes that are stored in the memory of the
ECM.
• The ECM sends the input and the output
information to the Caterpillar ET.
CAN Data Link
A Controller Area Network (CAN) Data Link allows
communication between the Machine ECM, Engine
machine systems specifications. ECM, and the input and output devices of the switch
Table 32 panel. The CAN Data Link allows for bi-directional
electronic signals to be passed among the controllers
Current Range 0 mA ~ 700 mA and the switch panel. The data link allows the
Machine ECM to be connected to sensors and
Coil Resistance 11.5 ± 0.5Ω (T=20° C) actuators connected to the switch panel. The
Machine ECM can also use the data link to
communicate engine speed and/or torque
Negative Flow Control PRV for the Front requirements to the Engine ECM.
Pump and Negative Flow Control PRV for
i05750189
the Rear Pump
Proportional reducing valves for negative flow control
Pilot System
are used in order to control the amount of NFC signal SMCS Code: 1400; 5050-PLT
to the pump regulators. The machine ECM receives
various input signals in order to control the flow
limitation from the main hydraulic pumps. When the Pilot Hydraulic Schematic
NFC valves are energized by the machine ECM, pilot
oil pressure is directed to the main hydraulic pump
regulators from the pump control manifold. The pilot
oil pressure causes the hydraulic pumps to destroke
which reduces hydraulic oil flow.
3
KENR9614-05

KENR9614-05 51
Pilot System
(1) Displacement change valve (left travel (9) Pilot pressure sensor (left travel) (19) Pilot oil filter
motor) (10) Pilot pressure sensor (right travel) (20) Pilot line (pilot oil flow from pilot pump
(2) Displacement change valve (right travel (11) Pilot manifold to pilot oil filter)
motor) (12) Pilot relief valve (21) Pilot pump
(3) Swing brake solenoid valve (13) Valve (hydraulic activation) (22) Travel speed solenoid valve
(4) Passage (pilot oil to swing brake) (14) Hydraulic activation solenoid valve (23) Negative flow control PRV (front pump)
(5) Swing brake (15) Pilot accumulator (24) Negative flow control PRV (rear pump)
(6) Pilot line (pilot pressure to displacement (16) Pilot line (pilot oil flow to pilot oil (25) Power shift pressure PRV
change valves) manifold) (90) Main relief pressure change solenoid
(7) Main control valve (17) Pump control manifold
(8) Travel pilot control valve (18) Reversing fan solenoid
52 KENR9614-05
Pilot System
Pilot Oil Circuit
Ports and solenoid at the pilot manifold (located underneath the main control valve)
(12) Pilot relief valve (13) Valve (hydraulic activation) (under (14) Hydraulic activation solenoid valve
cover) (15) Pilot accumulator
KENR9614-05 53
Pilot System
• Straight travel valve circuit

• Swing parking brake
• Automatic travel speed change

• Main relief
Main Pump Control

Part of the oil delivery from pilot pump (21) flows
directly to the pump control manifold block. The
pump control manifold block controls the negative
flow control pressure and the power shift pressure to
the main pump regulators.
The machine ECM continually monitors all of the
machine ECM and an output signal is sent to
negative flow control PRV's (23) and (24) at pump
control manifold (17). The NFC proportional reducing
valves use pilot oil to control the output flow of the
front pump and rear pump.
Pump control manifold block (located in the pump Note: For more information concerning the operation
compartment) of the negative flow control system, refer to Systems
Operation, “Negative Flow Control System”.
(22) Travel speed solenoid valve
(23) Negative flow control PRV (front pump)
(24) Negative flow control PRV (rear pump) Power Shift Pressure System
(25) Power shift pressure PRV
(32) Main relief pressure change solenoid
During machine operation, the machine ECM
The pilot circuit pressure is limited by pilot relief valve receives input signals from the following
(12). components:
The oil delivery from pilot pump (21) performs the • Hydraulic torque output (engine speed dial)
following main functions:
• Actual engine speed
• Provide pilot oil pressure to the travel pilot control
• Desired engine speed
valve in order to perform machine travel
operations. • Front pump delivery pressure
• Create pilot oil pressure in order to operate the • Rear pump delivery pressure
control devices automatically.
The machine ECM continually monitors all of the
• Control the output flow of the main pumps. input signals. The input signals are processed by the
machine ECM and an output signal is sent to power
• Operate the main control valve spools. shift pressure PRV (25) at pump control manifold
(17). The power shift pressure PRV assists in
• Provide pilot oil pressure to the main relief controlling the output flow of front pump and rear
solenoid in order to perform machine operations. pump.
Note: Each pilot circuit performs one of the functions The electrical signal from the machine ECM controls
above. power shift pressure PRV (25). Power shift pressure
PRV (25) regulates the pilot pressure that is supplied
The pilot circuit is classified into the following circuits: to the main pump regulators. This regulated pressure
is called power shift pressure (PS). The proportional
• Main pump control reducing valve sends the regulated pilot oil pressure
through lines to the pump regulators on the main
• Power shift pressure system hydraulic pumps. The output flow of the front pump
and the rear pump is controlled in accordance with
• Pilot control valve circuits
the power shift pressure. The power shift pressure is
• ACS Pilot Relief Valve used to regulate the maximum allowable hydraulic
pump output.
• Travel Pressure Sensor Circuit
54 KENR9614-05
Pilot System
The output signal from the machine ECM to power

shift pressure PRV (25) will vary as inputs change.
The regulated power shift pressure that is sent to the
pump regulators varies in pressure. The powers shift
pressure changes in order to regulate the maximum
allowable hydraulic pump output at the given engine
speed. The desired engine speed is maintained.
An increase in engine speed decreases the power
shift pressure. A decrease in power shift pressure
causes an upstroke condition of the front pump and
the rear pump. The maximum allowable hydraulic
power output is increased.
A decrease in engine speed increases the power
shift pressure. An increase in power shift pressure
causes a destroke condition of the front pump and
the rear pump. The maximum allowable hydraulic
power output is decreased.
Note: For more information concerning the operation

of the pump regulators, refer to Systems Operation,
“Pump Control (Main Hydraulic)”.
Pilot Control Valve Circuits Table 33
Oil from pilot pump (21) flows through pilot line (20),
Port Control Valve Machine Operation
pilot filter (19), and pilot line (16) to pilot manifold
(11). When the hydraulic activation control lever is Right travel control REVERSE RIGHT
shifted to the UNLOCKED position, the machine (27)
valve TRAVEL
ECM energizes the hydraulic activation solenoid
valve (14). The pilot oil then shifts valve (13), allowing Left travel control REVERSE LEFT
(28)
oil to flow through valve (13). The pilot oil now flows valve TRAVEL
to pilot control valve (8), and main control valve (7) Right travel control FOWARD RIGHT
for implements, swing, and travel in order to perform (29)
valve TRAVEL
machine operations. When the travel levers/pedals
are moved, the pilot oil flows to main control valve (7) Left travel control FOWARD LEFT
(30)
in order to control a travel function. Refer to valve TRAVEL
Illustrations 61 , 62 and Table 33 for the location of
the pilot lines and machine operations. For more information concerning the operation of the
travel circuit, refer to Systems Operation, “Travel
System”.
ACS Pilot Relief Valve

The ACS pilot relief valve is located on top of main
control valve (7). The primary function of the pilot
relief valve is to protect the pilot circuit if a failure was
to occur. If an o-ring located on an IMV pc - spool or
ct - spool failed, the pilot relief valve protects the pilot
circuit from the high-pressure supply oil circuit.
Travel Pressure Sensor Circuit

When the travel controls are in the NEUTRAL
position, travel pressure sensor (9) and travel
pressure sensor (10) sense low pilot pressure. The
machine ECM recognizes the low-pressure condition
of the pressure sensors. The AEC system is
activated in order to lower the engine rpm. If either
travel control is moved from the NEUTRAL position,
the pilot oil pressure increases and is sensed by
travel pressure sensor (9) and travel pressure sensor
(10). This action disables the AEC system.
(26) ACS pilot relief valve
KENR9614-05 55
Pilot System
Travel pressure sensor (9) and travel pressure

sensor (10) are also used to determine travel levers/
pedals command. The pilot oil pressure sensor is an
input to the machine ECM. The machine ECM then
uses the pilot travel pressure sensor information to
determine the amount of hydraulic flow required.
Straight Travel Valve Circuit

When a swing operation and/or implement operation
is performed during a travel operation, the machine
ECM activates the straight travel PHMV. When the
straight travel PHMV is energized, pilot oil to one side
of the valve is directed to the return circuit, shifting
the straight travel control valve. The straight travel
control valve maintains straight travel even though
there is a swing operation or an implement operation
during travel. For more information concerning the
operation of the straight travel control valve, refer to
Systems Operation, “Control Valve (Straight Travel)”.
Swing Parking Brake

When the hydraulic activation control lever is placed
in the UNLOCKED position, pilot oil flows through
valve (13) in order to provide oil to the swing brake
solenoid valve (3). When any of the joysticks are
moved from the NEUTRAL position, the swing brake
solenoid valve (3) is energized in order to release
swing brake (5). Pilot oil in passage (4) flows to swing
brake (5). This oil releases the swing brake.
For more information concerning the operation of the
swing brake, refer to Systems Operation, “Pilot Valve
(Swing Parking Brake)”.
Automatic Travel Speed Change

Valve
Pilot oil flows to travel speed solenoid valve (22).
When the travel speed switch on the right console is
set at the HIGH SPEED position, the travel speed
solenoid valve is energized. This action allows pilot
oil to flow through travel speed solenoid valve (22)
and through line (6). The oil then flows to the
displacement change valve for the left travel motor
(1) and the displacement change valve for the right
travel motor (2). As the displacement change valve
operates, the travel speed is maintained at the HIGH
SPEED position.
When the travel speed switch on the right console is
set at the HIGH SPEED position, the pressure sensor
for the front pump or rear pump delivery pressure
controls the travel speed in accordance with the
travel load. For example, low speed during a high
load condition and high speed during a low load
condition.
displacement change valves, refer to Systems
Operation, “Displacement Change Valve”.
56 KENR9614-05
Pilot System
i05750394
Gear Pump (Pilot)

SMCS Code: 5073; 5085
(1) Pilot pump
The pilot pump is a gear pump that supplies oil flow i05664049
to the pilot system. The pilot pump is located inside
the main pump compartment and mounted externally
to the fan pump. The pilot pump shaft is mechanically
Hydraulic Filter (Pilot)
connected to the fan pump shaft. The pump delivery SMCS Code: 5068; 5092
rate with load is approximately 61 ± 7 L/min
(16 ± 1.8 US gpm).
(1) Pilot oil filter
KENR9614-05 57
Pilot System
The oil delivery from the pilot pump flows through i05269775
pilot oil filter (1) and into the components in the pilot
system. Relief Valve (Pilot)
SMCS Code: 5072
Pilot oil manifold (located under the main control
valve)
Illustration 65 g03590917 (1) Inlet port
(2) Relief valve
(1) Pilot oil filter (3) Return port
(2) Bypass check valve
(3) Filter element
Pilot relief valve (2) is located on the pilot oil manifold
Filter element (3) in pilot oil filter (1) removes under the main control valve. The pilot relief valve
limits the pressure in the pilot system. The pilot relief
contaminants from the pilot oil.
valve setting is adjustable.
If the flow of pilot oil through filter element (3)
becomes restricted by contaminants, the oil The pilot oil flows from the pilot pump to inlet port (1).
When the pressure in the pilot oil system reaches the
bypasses filter element (3) through bypass check
pressure setting of pilot relief valve (2), part of the
valve (2). If the pilot oil is cold, the oil bypasses filter
pilot oil flow is returned to the hydraulic tank through
element (3) through bypass check valve (2). Bypass
port (3). The pressure of the pilot oil in the pilot oil
check valve (2) is built into the base for the pilot oil
circuit is equal to the pressure setting of the pilot
filter.
relief valve.
Reference: For more information concerning the
pilot relief valve setting, refer to Testing and
Adjusting, “Relief Valve (Pilot) - Test and Adjust”.
58 KENR9614-05
Pilot System
i05270245
Accumulator (Pilot)
SMCS Code: 5077
Pilot manifold and accumulator (located below the main control valve)
(1) Line (3) Accumulator
(2) Inlet (4) Pilot manifold
The accumulator stores pilot pressure oil for use at

the main control valve. During some operations, the
pilot system needs more oil because there is
insufficient flow from the pilot pump. Accumulator (3)
will provide pilot pressure oil to the pilot system when
the pilot pump flow is inadequate. Insufficient supply
of pilot oil flow to the pilot system may be caused by
the following two reasons:
• Implements are lowered while the engine is

stopped and oil supply to the main control valves
is stopped.
• Combined operations
KENR9614-05 59
Pilot System
In accumulator (3), the gas chamber is surrounded i05270909

by a bladder. The gas chamber is filled with nitrogen
gas. Pilot oil in line (1) enters the pressure oil Solenoid Valve (Hydraulic
chamber from inlet (2). The pilot oil acts against the
bladder and the nitrogen gas in the gas chamber is Lockout)
compressed. A check valve prevents a backflow of
the stored oil in the accumulator. The stored oil is SMCS Code: 5479
used only for operating the stem of the control valve.
Pilot Oil Manifold
(1) Solenoid valve (hydraulic lockout)
(2) Pilot manifold
(7) Hydraulic activation valve (under cover)
Solenoid Valve Operation

Solenoid valve (1) is controlled by the hydraulic
lockout lever. Solenoid valve (1) controls hydraulic
activation valve (7). Hydraulic activation valve (7)
controls the flow of pilot oil to the following valves:
main control valve, travel control valve and swing
brake solenoid.
60 KENR9614-05
Pilot System
Hydraulic Lockout Lever
Cab
(3) Hydraulic lockout lever (LOCKED position)
(4) Lever
Hydraulic Lockout Lever (LOCKED Position)
(3) Hydraulic lockout lever
(4) Lever
(5) Plunger
(6) Limit switch
When hydraulic lockout lever (3) is shifted to the

LOCKED position, no signal is sent to the machine
ECM. The machine ECM will not send an electrical
signal to solenoid valve (1). Pilot oil is not supplied to
the main control valve, travel control valve and swing
brake solenoid. The implements are inoperable when
the hydraulic lockout lever is in the LOCKED position.
When hydraulic lockout lever (3) is shifted to the
UNLOCKED position, lever (3) contacts plunger (5).
Illustration 70 g03353822 Plunger (5) causes the electrical circuit of limit switch
Cab (6) to be CLOSED. Limit switch (6) sends a signal to
(3) Hydraulic lockout lever (UNLOCKED position) the machine ECM. The machine ECM sends an
(4) Lever electrical signal to solenoid valve (1). The electrical
signal energizes solenoid valve (1). Pilot oil from
solenoid valve (1) shifts hydraulic activation valve (7).
Pilot oil flows through hydraulic activation valve (7).
Pilot oil flows to the main control valve, travel control
valve and swing brake solenoid. The implements are
operable when the hydraulic lockout lever is in the
UNLOCKED position.
Note: The engine does not start unless hydraulic

lockout lever (3) is in the LOCKED position. Ensure
that the hydraulic lockout lever is in the LOCKED
position when starting the machine.
KENR9614-05 61
Pilot System
Solenoid Valve (Locked Position) When hydraulic lockout lever (3) is in the LOCKED
position, plunger (5) is not in contact with hydraulic
lockout lever (3). Switch (6) does not complete the
circuit that energizes solenoid (8). Solenoid (8) is not
energized. Spool (10) is forced upward by spring (9).
Pilot oil is not able to flow from passage (15) to
passage (17).
Partial Diagram of Solenoid Valve (Hydraulic
Lockout) (LOCKED Circuit)
(2) Pilot manifold
(7) Hydraulic activation valve
(8) Solenoid
(9) Spring
(10) Spool
(11) Line (pilot oil to the boom and bucket IMV sections)
(12) Line (pilot oil to the travel control valve)
(13) Line (pilot oil to the swing parking brake solenoid)
(14) Line (pilot oil to main control valve center manifold and stick
IMV section)
(15) Passage
(16) Passage
(17) Passage
(18) Passage (oil flow to hydraulic tank)
The solenoid valve (hydraulic lockout) (1) consists of

solenoid (8), spring (9), and spool (10).
62 KENR9614-05
Pilot System
Solenoid Valve (Unlocked Position) When hydraulic lockout lever (3) is in the
UNLOCKED position, plunger (5) is in contact with
hydraulic lockout lever (3). Switch (6) is CLOSED
which completes the circuit that energizes solenoid
(8). Solenoid (8) is energized causing spool (10) to
shift downward against spring (9). Pilot oil flows from
passage (15) to passage (17).
Hydraulic Activation Valve

Operation
Pilot oil flows into hydraulic activation valve (7) at
passage (16). Hydraulic activation valve (7) controls
the flow of pilot oil from passage (16) to line (11), line
(12), line (13), and line (14).
Partial Drawing of Solenoid Valve (Hydraulic
Lockout) (UNLOCKED Position)
(2) Pilot manifold
(8) Solenoid
(9) Spring
(10) Spool
IMV section)
(15) Passage
(16) Passage
(17) Passage
KENR9614-05 63
Pilot System
Locked When hydraulic lockout lever (3) is in the LOCKED

position, solenoid valve (1) is not energized and pilot
oil is blocked from entering passage (17). Spool (20)
is forced to the right by spring (21). Pilot oil is not able
to flow from passage (16) to line (11), line (12), line
(13), and line (14). Line (11), line (12), line (13), and
line (14) are connected to drain passage (19). The
machine implements are disabled.
Unlocked
Hydraulic activation valve (LOCKED position)
(section view of the pilot manifold)
(2) Pilot manifold
IMV section)
(15) Passage Illustration 75 g03355188
(16) Passage Hydraulic activation valve (UNLOCKED position)
(17) Passage (section view of the pilot manifold)
(19) Drain passage (2) Pilot manifold
(20) Spool (7) Hydraulic activation valve
(21) Spring (11) Line (pilot oil to the boom and bucket IMV sections)
Hydraulic activation valve (7) consists of spool (20) (13) Line (pilot oil to the swing parking brake solenoid)
and spring (21). IMV section)
(15) Passage
(16) Passage
(17) Passage
(19) Drain passage
(20) Spool
(21) Spring
64 KENR9614-05
Pilot System
When hydraulic lockout lever (3) is in the i05482710

UNLOCKED position, solenoid valve (1) is energized
and pilot oil enters passage (17). Spool (20) is forced Joystick Control
to the left against spring (21). Pilot oil is able to flow
from passage (16) to line (11), line (12), line (13), and SMCS Code: 5705
line (14). The machine implements are enabled.
Cab
(1) Joystick (swing and stick)
(2) Joystick (boom and bucket)
Movement of joystick (1) or joystick (2) is converted

to a pulse width modulated signal (PWM). The PWM
signal is received by the machine ECM. The machine
ECM communicates with the ACS valve ECM's via a
CAN data link. The ACS valve ECM sends a PWM
driver to the proportional solenoid valves that are
mounted on the main control valve. The proportional
solenoid valves control the pilot oil flow that shifts the
main control valve spools. The main control valve
spools direct the flow of hydraulic oil to the
implements.
Movement of the joysticks causes movement of the
implements.
KENR9614-05 65
Pilot System
(Table 35, contd)

Voltage Output
Position of
Joystick Voltage Duty Cycle
Neutral 4.3 to 4.9 DCV 50%
Full Left 1.2 to 1.9 DCV 5%

Full Right 7.5 to 8.1 DCV 95%
Right-hand joystick
(3) Handle
(4) Electronic control
Handle (3) is mounted to electronic control (4).

When handle (3) is moved from the neutral position,
a PWM driver is sent to the machine ECM from
electronic control (4). The machine ECM detects the
amount of movement of handle (3). The machine
ECM sends a signal via CAN data link to the ACS
valve ECM. The ACS valve ECM then sends a PWM
driver to the proportional solenoid valves on the main
control valve. Implement speeds and directions are
proportional to the amount of movement of the
handle.
Table 34
Signal Minimum Value Maximum Value
Frequency 450 Hz 550 Hz
Duty Cycle 2% 98 %
Table 35
Voltage Output
Position of
Joystick Voltage Duty Cycle
Full Forward 1.2 to 1.9 DCV 5%
Full Rear 7.5 to 8.1 DCV 95%
(continued)
66 KENR9614-05
Pilot System
i05278092 The PWM signal is a variable signal. The PWM signal

allows the main pumps to be controlled more
Solenoid Valve (Proportional precisely. The reduced pressure that is created by
the proportional reducing valve is called power shift
Reducing) pressure (PS). The output flow of the main pumps is
controlled in accordance with the power shift
(Power Shift System) pressure. The power shift pressure is used to control
the maximum allowable hydraulic pump output when
SMCS Code: 5479 the engine is under load.
pump regulators, refer to Systems Operation, “Pump
Control (Main Hydraulic) (Main Pump Regulator)”.
Power Shift OFF
Proportional reducing valve (power shift solenoid)
(1) Solenoid
(2) Pump control manifold
(3) Line (pilot oil supply from pilot pump)
(9) Line (pilot oil flow to the front pump)
(10) Line (pilot oil flow to the rear pump) Illustration 79 g02131313
Power shift pressure OFF
The proportional reducing valve for the power shift
pressure is located on the pump control manifold. (1) Solenoid
(2) Valve body
The proportional reducing valve is a solenoid (4) Spring
operated control valve. The proportional reducing (5) Spool
valve controls the flow of pilot system oil to the main (6) Passage (drain port)
pump regulators. The main pump regulators are used (7) Passage (power shift pressure output)
for horsepower control. (8) Passage (pilot oil supply from pilot pump)
The solenoid receives a pulse width modulated signal The proportional reducing valve consists of solenoid
(PWM signal) from the machine ECM. The PWM (1), spring (4), and spool (5).
signal that is sent from the machine ECM causes the
proportional reducing valve to regulate the pilot When the machine is operating, oil from the pilot
pressure at the main pump regulators. The engine pump enters the pump control manifold through line
speed is an input to the machine ECM which helps (3). Pilot oil flows from line (3) to passage (8). When
the machine ECM to determine the PWM signal that solenoid (1) is not energized by the PWM signal,
is required for the proportional reducing valve. spool (5) remains stationary. Spring (4) keeps spool
(5) shifted upward. Pilot oil in passage (8) is blocked
from entering passage (7) by spool (5). The oil that is
present in passage (6) and passage (7) drains to the
hydraulic tank. There is no power shift pressure on
the main pump regulators.
KENR9614-05 67
Pilot System
Power shift pressure is not needed when the engine Power Shift ON (Reduced
is able to maintain the desired engine speed during a
hydraulic operation. When the engine is not under Pressure)
load, there will be no PWM signal to the proportional
reducing valve.
Power Shift ON (Full Pressure)
Decreased Power shift Pressure
(1) Solenoid
(2) Valve body
Illustration 80 g02131333 (4) Spring
(5) Spool
Full Power shift Pressure (6) Passage (drain port)
(1) Solenoid (7) Passage (power shift pressure output)
(2) Valve body (8) Passage (pilot oil supply from pilot pump)
(4) Spring
(5) Spool The power shift pressure that is controlled by the
(6) Passage (drain port) proportional reducing valve is variable. The power
(7) Passage (power shift pressure output) shift pressure depends on the PWM signal that is
(8) Passage (pilot oil supply from pilot pump)
sent from the machine ECM. When the engine is
under lighter loads, the PWM signal will decrease. A
When the engine is under load during a hydraulic decrease in the PWM signal will produce a lower
function, the output flow of main pumps is too high. power shift pressure that is proportional to the load
The pump regulators control the output flow of the on the engine.
main pumps. Power shift pressure that is created by
the proportional reducing valve is used by the pump Note: Similarly, when the engine is under higher
regulators to reduce the main pump output. The loads, the PWM signal will Increase. An increase in
engine speed is detected by the machine ECM. The
the PWM signal will produce a higher power shift
machine ECM sends a PWM signal to the
proportional reducing valve in order to increase the pressure that is proportional to the load on the
power shift pressure. The increase in power shift engine.
pressure at the pump regulators reduces the output
As the PWM signal decreases, solenoid (1) creates
of the main pumps. Reducing the main pump output
allows the engine to run at an optimum speed. less force to shift spool (5) downward. Spring (4)
overcomes some of the force that is created by
Solenoid (1) is energized by the PWM signal which solenoid (1). Spool (5) shifts upward. When spool (5)
causes spool (5) to shift downward against spring (4). moves upward, the flow of pilot oil from passage (8)
When spool (5) is shifted downward, passage (7) is to passage (7) is restricted. The restriction of pilot oil
blocked from passage (6). Passage (7) is connected flow from passage (8) to passage (7) reduces the
to passage (8). Pilot oil flows from passage (8) to pilot oil pressure that is in passage (7). The pilot oil
passage (7). Pilot oil flows from passage (8) to pressure that is delivered to the main pump
passage (7), and then to the pump regulators. Power regulators is reduced. The reduction of the pilot oil
shift pressure that is in the main pump regulators pressure to the main pump regulators allows the
reduces the output of the main pumps. main pump flow to increase.
68 KENR9614-05
Main Pump System
Main Pump System Note: Refer to the appropriate sections in this

i05287656
i05285514 Electronic Control (Main Pump

General Information (Main System)
Pump System) SMCS Code: 1400; 5070-MV
SMCS Code: 1400; 5070-MV Electronic Control Module (ECM)

Main Hydraulic Pumps
The main hydraulic pumps consist of two variable
displacement piston pumps that are connected in
series. The two main pumps are referred to as the
front pump and the rear pump. The engine directly
powers the front pump through a mechanical
connection to the engine flywheel. A splined shaft
inside the pump housing transfers the rotational
power from the front pump to the rear pump. The
front pump and the rear pump are identical in
construction and operation. The front pump and the
rear pump are equipped with a common charge
pump that is located within the center of the pump
housing.
The front pump and the rear pump regulators are Illustration 82 g02612416
controlled by the electronic control system. A pump Machine ECM
control manifold contains two negative flow control (1) Controller
PRV's and one power shift pressure PRV. The (2) J1 Connector
proportional reducing valves send a hydraulic signal (3) J2 Connector
pressure to the pump regulators to control the output
flow of the pumps. By changing the NFC and PSP
signal pressure that flows to the pump regulators the
output flow of the pump changes.
KENR9614-05 69
Main Pump System
Pin Locations
Table 36
1 Power +Battery
2 Ground Ground

8 Power
Sensors (12V)
16 Input Joystick LH-X
17 Input Joystick RH-X
26 Input Joystick LH-Y
34 Input Joystick RH-Y

35 Input Left Travel Pilot Pressure Sensor
Connectors of Machine ECM
(2) J1 Connector 36 Input Right Travel Pilot Pressure Sensor
(3) J2 Connector
53 Input Front Pump Pressure Sensor
The output from the Machine ECM is based on input 54 Input Rear Pump Pressure Sensor
are based on the software programmed into the (1) Contacts that are not listed are not used.
input information, the ECM sends a corresponding Table 37
response to the outputs. The inputs and outputs of Machine ECM Connector J2 Contact Descriptions
two 54-pin connectors (J1 and J2). The inputs and No. Type Pin Description
Caterpillar Electronic Technician (Cat ET). Input and 8 Output Power Shift Pressure PRV
output information can also be viewed using the 36 Input/Output Valve CAN Data Link +
Operator Monitor.
37 Input/Output Valve CAN Data Link -
control modules via the CAN Data Link. The data link 43 Output Rear Pump NFC PRV
receive and send information with the Engine ECM. 47 Input/Output CAN (J1939) Data Link +
48 Input/Output CAN (J1939) Data Link -
output components that are directly connected to the
Switch Panel. The Switch Panel is used to link input 50 Input/Output Machine CAN Data Link +
CAN Data Link. 51 Input/Output Machine CAN Data Link -
Note: Only the complete ECM is serviced (no lower 53 Output Front Pump NFC PRV
diagnosed.
70 KENR9614-05
Main Pump System
Inputs Left Travel and Right Travel Pilot

The inputs describe the status of the machine Pressure Sensor
either a switch type or a sensor type. Switches The left travel and right travel pressure sensors are
provide an open, a ground, or a + battery signal to used as input signals to the machine ECM. The
the inputs of the controller. Sensors (frequency, machine ECM uses this pressure information to
PWM, or voltage) provide a changing signal to the determine how much pump flow is required to meet
sensor inputs of the controller. The controller will the flow demand of the travel circuits. The machine
recognize the following types of sensor signals: ECM can then adjust the PWM driver to the pump
control manifold PRV's.
(sine wave or square wave) that varies in frequency High Pressure Sensors
remain constant.

machine.
Sensors
Low Pressure Sensors

Table 39
Operating Pressure 50 MPa
Output Signal 500 ± 100 Hz (PWM)
Output Range 5% ~ 95%
Front Pump Pressure Sensor and Rear
Note: The values in Table 38 are for bench testing Pump Pressure Sensor
machine systems specifications. The front pump pressure sensor and rear pump
pressure sensors are inputs to the machine ECM.
Table 38 The front pump and rear pump pressure sensors are
Operating pressure 10 MPa located on the main control valve. The front pump
pressure sensor monitors the pressure of the front
Supply Voltage +7V ~ +14V pump oil in the front half of the main control valve
high-pressure passages. The rear pump pressure
sensor monitors the rear pump oil pressure in the
Output range 5% ~ 95% rear half of the main control valve high-pressure
passages.
The pressure sensors send a pulse width modulated
(PWM) input to the machine ECM. This pressure
information is used for pump control and travel
speed.
KENR9614-05 71
Main Pump System
Pump Displacement Sensor The pump displacement sensor is a hall effect type
angle. The machine ECM uses the pump
displacement sensor input to determine the output
current that is sent to the pump control manifold
PRV's. The negative flow control PRVs and the
power shift pressure PRV then change the angle of
the swashplate to meet the required hydraulic flow
demands.
For more information on the pump regulators, refer to
Systems Operation, “Pump Control (Main
Hydraulic)”.
Outputs
Proportional Reducing Solenoid Valve

Table 40 only. Values may not represent parameters for
Rotational Range ± 24.15° Angular Rotation machine systems specifications.
Output Signal 500 ± 100 Hz Table 41

Output PWM 8% - 92%
72 KENR9614-05
Main Pump System
Power Shift Pressure PRV For more information concerning the negative flow
control system, refer to Systems Operation,
The machine ECM continually monitors all of the “Negative Flow Control System”.
machine ECM and an output signal is sent to power Data Link
shift pressure PRV at the pump control manifold. The
power shift pressure PRV assists in controlling the
output flow of front pump and rear pump. Cat Data Link
For more information concerning the power shift The Cat Data Link is an input/output of the ECM. The
pressure system, refer to Systems Operation, data link uses the connector for the service port in
“Solenoid Valve (Proportional Reducing) - Power order to communicate with the Caterpillar Electronic
Shift System”. Technician. A data link connection is provided for the
product link.
Reverse Proportional Reducing Solenoid Note: The control for the product link provides a
Valve global positioning system for the machine.
ECM.

Table 42
Negative Flow Control PRV for the Front

Pump and Negative Flow Control PRV for
the Rear Pump
are used in order to control the amount of NFC signal
to the pump regulators. The machine ECM receives
various input signals in order to control the flow
limitation from the main hydraulic pumps. When the
NFC valves are energized by the machine ECM, pilot
oil pressure is directed to the main hydraulic pump
regulators from the pump control manifold. The pilot
oil pressure causes the hydraulic pumps to destroke
which reduces hydraulic oil flow.
KENR9614-05 73
Main Pump System
CAN Data Link and the switch panel. The data link allows the
A Controller Area Network (CAN) Data Link allows actuators connected to the switch panel. The
communication between the Machine ECM, Engine Machine ECM can also use the data link to
ECM, and the input and output devices of the switch communicate engine speed and/or torque
panel. The CAN Data Link allows for bi-directional requirements to the Engine ECM.
i05750478
Main Hydraulic Pump

SMCS Code: 5070-MV
Construction
Main pump
(1) Front pump regulator (13) Center manifold
(2) Rear pump regulator (16) Negative flow control regulator
(3) Front pump (17) Power shift pressure regulator
(9) Rear pump (18) Charge pump
74 KENR9614-05
Main Pump System
(32) Minimum angle stop screw (H3 (A)) Port (negative flow control signal (M1A) Control signal pressure (front pump)
(33) Maximum angle stop screw pressure) (M1B) Control signal pressure (rear pump)
(A) Outlet port (front pump) (H3 (B)) Port (negative flow control signal (PA) Port (pilot pressure)
(B) Outlet port (rear pump) pressure) (PB) Port (pilot pressure)
(CR (A)) Pump signal pressure from rear (L5 (A)) Port (power shift pressure) (S) Inlet port
pump (L5 (B)) Port (power shift pressure) (T1) Case drain port
(CR (B)) Pump signal pressure from front (MA) Port (front pump pressure) (T2) Case drain port
pump (MB) Port (rear pump pressure)
The main pumps consist of front pump (3) and rear

pump (9). The pumps are connected in series by
center manifold (13). Both pumps are variable
displacement piston pumps. The displacement is
controlled by regulators (1) and (2). The front pump
and the rear pump are identical in construction and
operation. The front pump and the rear pump are
equipped with a common charge pump (18) that is
located within center manifold (13).
Charge pump (18) is a fixed displacement pump that
consists of an impeller. Charge pump (18) draws oil
from inlet port (S) in center manifold (13). The charge
pump delivers oil to the front pump and the rear
pump. The front pump delivers oil through outlet port
(A) in center manifold (13). The rear pump delivers oil
through outlet port (B) in center manifold (13).
The pump regulators (1) and (2) are mounted on
center manifold (13). Both the front pump and the
rear pump have a regulator as part of the pump
control system. The control system is identical for
both pumps.
Two pressure inputs are supplied to each regulator.
The pressure inputs to the regulators control the
output of the pump. Power shift pressure and
negative flow control signal pressure are inputs to the
regulators.
Each regulator consists of power shift pressure
regulator (17) and negative flow control regulator
(16). The power shift pressure signal flows through
port (L5 (A)) and port (L5 (B)) to each regulator. The
negative flow control signal pressure flows to the
regulators through port (H3 (A)) and port (H3 (B)). In
addition, oil from the pilot pump is delivered to each
of the front and rear pumps through port (PA) and
port (PB).
Note: Pilot oil that is delivered to port (PA) and port

(PB) are inputs for pump control. The pilot pressure is
used when the system pressure is lower than the
pilot system pressure.
KENR9614-05 75
Main Pump System
Operation
Main pumps (sectional view) (typical example)
(3) Front pump (25) Port plate (35) Spring
(9) Rear pump (26) Shaft (36) Rod
(11) Inlet port (27) Rod (37) Spring
(13) Center manifold (28) Actuator piston (38) Actuator piston
(19) Swashplate (29) Impeller (39) Barrel
(20) Slipper (30) Inlet passage (40) Swashplate
(21) Plate (31) Coupling (41) Shaft
(22) Piston (32) Minimum angle stop screw (42) Passage
(23) Barrel (33) Maximum angle stop screw
(24) Passage (34) Guide
The engine crankshaft drives the hydraulic pumps. Each piston (22) is attached to a slipper (20). All of
The engine is connected to shaft (26) through the the slippers are contained in plate (21). Guide (34)
coupling in the flywheel housing. Shaft (26) is contacts plate (21) and forces slippers (20) against
connected to shaft (41) by coupling (31). Barrel (23) the swashplate with springs (35). Pistons (22) rotate
is splined to shaft (26). Barrel (39) is splined to shaft around swashplate (19) with slippers (20).
(41). Impeller (29) is splined to shaft (26). Barrel (23)
and barrel (39) contain sets of pistons. Pistons (22) Note: The operation of the front pump is described
rotate with the barrels. Pistons (22) rotate about below. The rear pump operates in the same manner
swashplate (19) and swashplate (40). As the angle of as the front pump.
swashplate (19) and swashplate (40) increases,
pistons (22) will extend and retract within the barrels. When shaft (26) rotates, impeller (29), barrel (23),
The extending and retracting of pistons (22) will and pistons (22) rotate. Rotation of the impeller
cause oil to flow from inlet port (11) to outlet ports (4) draws oil from inlet port (11) to inlet passage (30).
and (6). The pump shafts, barrels, pistons, and The oil in passage (30) flows to passage (24) at port
impeller all rotate together within the pump housing. plate (25). The oil fills in the voids of barrel (23).
76 KENR9614-05
Main Pump System
The angle of swashplate (19) causes pistons (22) to The machine ECM also sends a pulse width
be retracted from barrel (23) at passage (24). When modulated (PWM) driver to the power shift pressure
pistons (22) align with passage (42), the swashplate (PSP) PRV for the front pump and the rear pump.
causes pistons (22) to be extended into barrel (23). Power shift pressure controls the constant torque
As barrel (23) rotates, passage (24) is closed off from curve of the pump. The power shift pressure controls
the voids in barrel (23). Swashplate (19) forces the pump output flow whenever the pumps are
pistons (22) into barrel (23). Pistons (22) pressurize operating on the constant torque curve.
the oil inside barrel (23). As barrel (23) continues to
rotate, the oil pressure in barrel (23) is able to flow The machine ECM controls the PWM driver sent to
into passage (42) of port plate (25). Oil flows from the NFC PRV and the PSP PRV which determines
passage (42) to outlet port (4). Oil flow is provided to the required pump flow based off the following inputs.
the main hydraulic system. Desired engine speed – Determined by the engine
The angle of swashplate (19) determines the stroke speed dial.
length of pistons (22). The angle of swashplate (19) Actual engine speed – Determined by the engine
is controlled by regulator (2). speed pickup.
When the pump output is low, the signal pressure is Hydraulic torque output – The hydraulic torque
not high enough to reduce the pump output. Actuator output varies depending on the engine speed dial
piston (38) is shifted to the left because of spring setting.
(37). Actuator piston (38) forces rod (36) against
swashplate (19). Swashplate (19) rotates in a Front pump displacement – Determined by the
counterclockwise direction. This rotation increases front pump swashplate angle sensor.
the angle of the swashplate. The output flow of the
pump is increased. Rear pump displacement – Determined by the rear
pump swashplate angle sensor.
When the pump output is too high, signal pressure is
used to reduce the output flow of the pump. Signal oil Flow requested – Determined by the left-hand
pressure is delivered to the right end of actuator joystick position, right-hand joystick position, or the
piston (28) through regulator (2). When piston (28) travel pilot pressure sensors.
and rod (27) move to the left, swashplate (19) rotates Front pump delivery pressure – The front pump
in a clockwise direction. This rotation reduces the delivery pressure is measured by the front pump
angle of the swashplate. The output flow of the pump pressure sensor located on the main control valve.
is reduced.
Rear pump delivery pressure – The rear pump
Reference: For more information about the pump delivery pressure is measured by the rear pump
regulators, refer to Systems Operation, “Pump pressure sensor located on the main control valve.
Control (Main Hydraulic)”.
i05750486
Pump Control (Main Hydraulic)

(Main Pump Regulator)
SMCS Code: 3222; 5070; 5086
Operation
The regulators for the front pump and the rear pump
are identical in construction and operation. The pump
regulators are located on the sides of the main pump
housing. The following description is given for the
front pump regulator. The rear pump regulator
operation is identical to the front pump regulator
operation.
The pump regulators are controlled by the electronic
control system. The machine ECM continually
monitors various inputs. The machine ECM sends a
pulse width modulated (PWM) driver to the negative
flow control (NFC) PRV for the front pump and the
rear pump. NFC PRV controls the output flow of the
pumps by changing the hydraulic signal pressure that
flows to the NFC power regulator in the pump
regulators.
KENR9614-05 77
Main Pump System
78 KENR9614-05
Main Pump System
Partial schematic
(1) Unloading valve (front pump) (8) Maximum angle stops (rear pump) (32) Pilot pump
(2) NFC power regulator (front pump) (9) Negative flow control PRV 1 (front pump) (33) Swashplate angle sensor (front pump)
(3) Unloading valve (rear pump) (10) Negative flow control PRV 2 (rear (38) Front pump pressure sensor
(4) NFC power regulator (rear pump) pump) (39) Rear pump pressure sensor
(5) Minimum angle stops (front pump) (11) Power shift pressure PRV (45) Swashplate angle sensor (rear pump)
(6) Minimum angle stops (rear pump) (12) Front pump
(7) Maximum angle stops (front pump) (13) Rear pump
Demanded pump flow is determined by the joysticks

and/or travel levers/pedals. The joysticks send an X
and Y position signal to the machine ECM with the
requested flow from the operator. The travel levers/
pedals requested flow is determined by travel pilot
pressure sensors (9) and (10). The machine ECM
receives the requested flow input from the joysticks
or travel levers/pedals. The machine ECM then
sends a PWM driver to negative flow control PRV (2)
and negative flow control PRV (3). Pilot oil is supplied
to the pump control manifold block from the pilot
pump. The pilot oil flows through the NFC PRV's and
to the pump regulators.
The pump swashplate moves in order to meet the
flow demand. Front pump (5) and rear pump (6) are
each equipped with a swashplate angle sensor. The
swashplate angle sensor sends a feedback control
signal to the machine ECM. The NFC PWM driver
from the machine ECM adjusts the current command
to the NFC PRVs if the actual flow does not meet the
requested flow.
Note: A decrease in current causes an increase in

NFC hydraulic pressure which is then sent to the
pump regulators. This increase in NFC pressure to
the pump regulators causes the main hydraulic
pumps to destroke, decreasing the flow.
Note: An increase in current to the negative flow

control PRV causes a decrease in NFC hydraulic
pressure to the pump regulators. This decrease of
NFC pressure to the pump regulators causes the
main hydraulic pumps to upstroke, increasing the
flow.
KENR9614-05 79
Main Pump System
P-Q characteristic curve
(A) Pressure/flow point (destroke point) (C) High torque (E) Low-power shift pressure
(B) P-Q characteristic curve (D) Low torque (F) High-power shift pressure
The flow rate of each pump is represented on P-Q • Front pump delivery pressure
characteristic curve (B) from pressure/flow point (A).
Each point on the P-Q characteristic curve • Rear pump delivery pressure
represents the flow rate and pressure when pump
output horsepower is maintained at a constant rate.
The P-Q characteristic curve is determined by the
machine ECM. The machine ECM adjust the power
shift pressure to determine the required P-Q
characteristic curve (torque line) of the pump. When
the machine ECM sends a low PSP (E) to the pump
regulators, the pump can produce high torque (C).
When the machine ECM sends a high PSP (F) to the
pump regulators, the pump produces low torque (D).
The output characteristic of each pump depends on
the following inputs.
• Desired engine speed
• Actual engine speed

• Hydraulic torque output
• Front pump displacement

• Rear pump displacement
• Flow requested
80 KENR9614-05
Main Pump System
Regulator Operation (Standby - Full

De-stroke)
Front pump regulator (standby - full de-stroke position)
(1) Unloading valve (front pump) (9) Negative flow control PRV 1 (front pump) (16) Actuator piston
(2) NFC power regulator (front pump) (10) Negative flow control PRV 2 (rear (32) Pilot pump
(3) Unloading valve (rear pump) pump) (33) Swashplate angle sensor (front pump)
(4) NFC power regulator (rear pump) (11) Power shift pressure PRV (38) Front pump pressure sensor
(5) Minimum angle stops (front pump) (12) Front pump (39) Rear pump pressure sensor
(6) Minimum angle stops (rear pump) (13) Rear pump (45) Swashplate angle sensor (rear pump)
(7) Maximum angle stops (front pump) (14) Shuttle valve
(8) Maximum angle stops (rear pump) (15) Actuator piston
Illustration 93 shows the pump regulator and Because pump pressure at standby is less than pilot
swashplate in the de-stroked position. When all oil pressure, pilot oil flows through shuttle valve (14).
hydraulic control valves are in NEUTRAL position, From shuttle valve (14) the pilot oil pressure flows
the pump swashplate is held in the STANDBY through NFC power regulator (2) and unloading valve
condition. (1). Pilot oil pressure now acts on actuator piston
(16). Because the surface area on actuator piston
The machine ECM driver sends no PWM current to (16) is larger than the surface area on actuator piston
the front pump NFC PRV (9). This action allows full (15), the swashplate moves towards the de-stroked
pilot pressure to flow to NFC power regulator (2) or standby position.
which shifts the NFC power regulator to the left.
Power shift pressure is high and rear pump pressure
is low. The PSP pressure acting on unloading valve
(1) shifts the valve to the right.
KENR9614-05 81
Main Control Valve
Main Control Valve • Straight travel valve and straight travel PHMV
• Combiner valve and combiner PHMV
Note: Refer to the appropriate sections in this

i05315752 manual for more information.
General Information (Main i05664598
Control Valve) Electronic Control (Main

SMCS Code: 1400; 5051 Control Valve)
SMCS Code: 1400; 5051
Main Control Valve
The main control valve is situated in the hydraulic
circuit between the main hydraulic pumps and the Electronic Control Module (ECM)
implement cylinders, the travel motors and the swing
motors. The main hydraulic pumps supply high
pressure hydraulic oil to the main control valve. Pilot
pressure oil from the pilot manifold is used by the
operator controls to command the movement of the
Proportional Hydraulic Modulation Valves (PHMV's),
swing spool and travel control spools in the main
control valve. The PHMV's, swing spool and travel
spools, in turn, control the flow of the high-pressure
oil to the implement cylinders and motors. The main
control valve determines the direction and speed of
the implement cylinders and motors in proportion to
the movement of the operator joysticks and travel
lever/pedals. The PHMV's, swing spool and travel
spools control the following components:
• Left travel motor (FORWARD and REVERSE) Illustration 95 g02612416
• Right travel motor (FORWARD and REVERSE) Machine ECM

(1) Controller
• Swing motors (LEFT and RIGHT) (2) J1 Connector
(3) J2 Connector
• Bucket cylinder (OPEN and CLOSE)
• Stick cylinder (IN and OUT)
• Boom cylinders (RAISE and LOWER)

Main control valve (10) is an Adaptive Control
System (ACS) valve. The ACS valve is an
electronically controlled hydraulic system that adjusts
performance through software. The main control
valve consists of several Independent Metering
Valves (IMV), a center manifold, and two end plates.
Each IMV section contains two, pump-to-cylinder (P-
C) proportional hydraulic modulation valves (PHMV)
and two, cylinder-to-tank (C-T) PHMV's which are
electrically controlled. The machine software adjusts
pump-to-cylinder and cylinder-to-tank ports to
provide optimum efficiency and control for different
front linkage weights and operating conditions. The
end plates contain valves that are used for the
automatic warm-up procedure.
Other components of the main control valve include:
• Boom drift reduction valve and stick drift reduction

valve
82 KENR9614-05
Main Control Valve
Pin Locations
Table 43
1 Power +Battery
2 Ground Ground
37 Input Swing Pressure Sensor
Straight Travel Pressure Sensor

38 Input
(attachment)
54 Input Rear Pump Pressure Sensor

Table 44
Machine ECM Connector J2 Contact Descriptions
(2) J1 Connector 2 Output Flow Combiner PHMV
(3) J2 Connector
5 Output Front Pump Bypass Cut PHMV
The output from the Machine ECM is based on input 10 Output Boom Drift Reduction Solenoid
are based on the software programmed into the 12 Output Stick Drift Reduction Solenoid
input information, the ECM sends a corresponding 16 Input/Output CAT Data Link -
response to the outputs. The inputs and outputs of 18 Output Swing Left PHMV
two 54-pin connectors (J1 and J2). The inputs and 19 Ground PRV Return
Caterpillar Electronic Technician (Cat ET). Input and
output information can also be viewed using the 23 Output Straight Travel PHMV
Operator Monitor.
25 Input/Output CAT Data Link +
control modules via the CAN Data Link. The data link 28 Output Swing Right PHMV
29 Output Boom Side Warm Up Solenoid
receive and send information with the Engine ECM.
The Machine ECM also communicates to input and 30 Output Stick Side Warm Up Solenoid
Switch Panel. The Switch Panel is used to link input 33 Output Rear Pump Bypass Cut PHMV
CAN Data Link. 36 Input/Output Valve CAN Data Link +
37 Input/Output Valve CAN Data Link -

levels components). The ECM must be replaced if 47 Input/Output CAN (J1939) Data Link +
diagnosed. 48 Input/Output CAN (J1939) Data Link -

KENR9614-05 83
Main Control Valve
(Table 46, contd)


Table 47

Return
Return
Illustration 97 g03317116 7 Ground Bucket Retract P-C PHMV
ACS Valve Electronic Control Module 1 (ECM) (side Return
view) 8 Ground Bucket Retract C-T PHMV
Return
software consists of ACS valve control logic, Table 48
diagnostic detection, and failure response (fail safe). ACS ECM 1 Connector J4 Contact Descriptions
Note: The ACS ECM 1 and ACS ECM 2 are located No. Type Pin Description
1 Ground Ground
Table 45
4 Ground Ground
1 Power Battery +
2 Ground Ground
3 Input Key Switch
6 Ground +8 V Sensor Return Table 49
12 Power +8 V Sensor Supply ACS ECM 1 Connector J5 Contact Descriptions

Table 46
(continued)
84 KENR9614-05
Main Control Valve
(Table 51, contd)


Table 52

Return
Return
Illustration 98 g03317116 7 Ground Attachment 1 Right P-C PHMV
view) 8 Ground Attachment 1 Right C-T PHMV
Return
The valve software for the stick and attachment 1
IMV sections resides in the ACS ECM 2. The valve
2 Ground Ground
Table 50
4 Ground Ground
1 Power Battery +
2 Ground Ground Sensor
3 Input Key Switch 8 Input Attachment 1 Right Pressure

Sensor
12 Power +8 V Sensor Supply Table 54
Table 51

(continued)
KENR9614-05 85
Main Control Valve
Inputs Front Pump Pressure Sensor and Rear

The inputs describe the status of the machine Pump Pressure Sensor
either a switch type or a sensor type. Switches The front pump pressure sensor and rear pump
provide an open, a ground, or a + battery signal to pressure sensors are inputs to the machine ECM.
the inputs of the controller. Sensors (frequency, The front pump and rear pump pressure sensors are
PWM, or voltage) provide a changing signal to the located on the main control valve. The front pump
sensor inputs of the controller. The controller will pressure sensor monitors the pressure of the front
recognize the following types of sensor signals: pump oil in the bottom half of the main control valve
high-pressure passages. The rear pump pressure
Frequency – The sensor will produce an AC signal sensor monitors the rear pump oil pressure in the top
(sine wave or square wave) that varies in frequency half of the main control valve high-pressure
(Hz) as the condition changes. passages.
Pulse Width Modulated – The sensor produces a The pressure sensors send a pulse width modulated
digital signal and varies the duty cycle as the (PWM) input to the machine ECM. This pressure
condition changes. The frequency of the signal will information is used for pump control and travel
remain constant. speed.
In some cases the operator is provided a manual ACS Valve Pressure Sensors
machine. The Adaptive Control System (ACS) main control
valve uses two independent electronic control
modules (ECM) to monitor hydraulic pressure used
Sensors for the boom, stick, bucket, and swing machine
functions. The ACS valve ECMs use this pressure
High Pressure Sensors information as an input to the ACS control algorithm.
Note: If the machine is equipped with tool control, an

attachment ACS ECM will be installed on the main
control valve.
The following sensor is monitored by the machine
ECM:
• Swing Pressure Sensor

The following sensors are monitored by ACS ECM 1:
• Boom Extend Pressure Sensor

• Boom Retract Pressure Sensor
• Bucket Extend Pressure Sensor

Illustration 99 g02263513 • Bucket Retract Pressure Sensor
Note: The values in Table 55 are for bench testing The following sensors are monitored by ACS ECM 2:
Table 55 • Stick Retract Pressure Sensor
Operating Pressure 50 MPa • Attachment 1 Left Pressure Sensor
Supply Voltage +7V ~ +14V • Attachment 2 Right Pressure Sensor

Outputs
86 KENR9614-05
Main Control Valve
Solenoids The hydraulic warm-up function can be ENABLED or

DISABLED in the monitor.
On/Off Solenoids
Stick Drift Reduction Valve Solenoid and
When the joysticks are in the NEUTRAL position, the
drift reduction valves stop oil leakage. During a
BOOM LOWER operation or a STICK IN operation,
the machine ECM will energize the solenoid. This
action drains the pressure off the back side of the
drift reduction valve and the boom and/or stick is
allowed to move.
For the boom circuit, the drift reduction valve stops oil
Rear Pump Bypass Cut PHMV and Front

Pump Bypass Cut PHMV
The pump bypass cut PHMV's are proportional
hydraulic modulation valves that adjust the opening
of the valve stem based on the inputs to the Machine
ECM. The Machine ECM uses the joystick position
sensor to determine the position of the bypass valve
stem. When the operator is not requesting an
implement operation, the hydraulic oil flows through
the bypass cut valve stems and returns to the
hydraulic tank.
The front pump and rear pump bypass cut PHMVs
Illustration 100 g01158530 control the standby pressure when all the joysticks
are in the NEUTRAL position. When the activation
Note: The values in Table 56 are for bench testing lever is in the UNLOCKED position, the bypass cut
only. Values may not represent parameters for PHMV's maintain standby pressure at a higher
pressure than when the activation lever is in the
LOCKED position.
Table 56
Rated Voltage 24 VDC Flow Combiner PHMV
Coil Resistance 32.0 ± 3.2Ω (T=20° C) The flow combiner PHMV has three positions and is
located within the main control valve. The combiner
spool consists of the checked, closed, and open
Stick Side Warm Up Solenoid and Boom positions. The open position of the valve is to
combine the flow from the rear pump and front pump
Side Warm Up Solenoid into one hydraulic circuit. The valve spool is adjusted
based on the position of the joysticks.
Warm-up solenoids are part of the automatic
hydraulic warm-up feature and can only be activated Reference: For more information concerning the
with the hydraulic activation lever is in the LOCKED operation of the flow combiner PHMV, refer to
position. The temperature of the hydraulic fluid is Systems Operation, “Main Control Valve”.
monitored by the Machine ECM. If the Machine ECM
energized. The solenoids direct the flow of oil in each
of the circuits through an orifice. The increased
temperature is reached.
KENR9614-05 87
Main Control Valve
Straight Travel PHMV Proportional Hydraulic Modulation Valve

The straight travel system ensures the straight travel
(PHMV)
of the machine when other circuits are operating
during travel. The front pump and the rear pump
supply oil to the travel motors. The front pump and
rear pump also supply oil for the swing or implement
operation. During travel, if an implement operation or
a swing operation occurs, the oil supply to each travel
motor will differ. This condition would cause the right
travel motor and the left ravel motor to rotate at
different speeds. The difference in speeds will cause
the machine to turn. The straight travel PHMV is
activated to compensate for this issue.
The following actions will occur when the straight
travel PHMV is activated:
• The rear pump supplies oil to the left and right
travel circuit in order to drive both motors in
parallel.
• The implement circuits get oil from the front pump.
When the machine is traveling, the implement
circuits do not require a large amount of flow. The
implement circuits are operated at speeds that are
low enough for stable machine operation. The
remainder of the oil is shared by the right travel
circuit and the left travel circuit. Proportional hydraulic modulation valves are used on
Reverse Fan Solenoid (On/Off Solenoid) displacement. Each Independent Metering Valve
The reversing fan operation is controlled the by proportional hydraulic modulation valves (PHMV) and
operator. When the reversing fan is activated, the two, cylinder-to-tank (C-T) PHMV's which are
reverse fan solenoid is energized by the machine electrically controlled.
ECM. This action causes the flow direction valve to
shift. Hydraulic oil now flows through the cooling fan Data Link
motors in a reverse direction causing the cooling fans
to rotate in the reverse direction. Cat Data Link
The Cat Data Link is an input/output of the ECM. The
data link uses the connector for the service port in
order to communicate with the Caterpillar Electronic
Technician. A data link connection is provided for the
product link.
Note: The control for the product link provides a

global positioning system for the machine.

ECM.
88 KENR9614-05
Main Control Valve

CAN Data Link

ECM, and the input and output devices of the switch
panel. The CAN Data Link allows for bi-directional
and the switch panel. The data link allows the
actuators connected to the switch panel. The
requirements to the Engine ECM.
i05750526
Main Control Valve

SMCS Code: 5051
KENR9614-05
4

KENR9614-05 91
Main Control Valve
(1) Stick IMV section (3) Bucket and boom IMV section (5) End plate
(2) Main control valve center manifold (4) End plate
92 KENR9614-05
Main Control Valve

Stick IMV section
(1) Stick IMV section (23) Stick compensator valve (30) Stick HE C-T spool
(4) End plate (24) Stick HE C-T PHMV (31) Inverse shuttle valve
(7) Pilot relief valve (25) Stick HE P-C PHMV (32) Stick RE P-C spool
(8) Stick side warm-up solenoid (26) Stick RE P-C PHMV (33) Stick RE C-T spool
(20) Stick RE pressure sensor (27) Stick RE C-T PHMV (34) Stick RE line relief valve
(21) Stick HE pressure sensor (28) Stick HE P-C spool (35) Stick drift reduction valve
(22) Stick HE line relief valve (29) Load check valve (36) Stick drift reduction solenoid valve
KENR9614-05 93
Main Control Valve

Main control valve center manifold
(2) Main control valve center manifold (38) Bypass cut spool (front pump) (45) Front pump pressure sensor
(10) Swing control valve (39) Right travel control valve (46) Main relief valve
(11) Swing right PHMV (41) Flow combiner spool (47) Straight travel control valve
(12) Swing left PHMV (42) Bypass cut spool (rear pump) (48) Left travel control valve
(14) Swing pressure sensor (43) Rear pump bypass cut PHMV (49) Straight travel PHMV
(37) Front pump bypass cut PHMV (44) Flow combiner PHMV (50) Rear pump pressure sensor
94 KENR9614-05
Main Control Valve

Bucket and boom IMV section
(3) Bucket and boom IMV section (61) Bucket RE P-C spool (73) Boom HE C-T PHMV
(5) End plate (62) Load check valve (74) Boom RE C-T spool
(51) Bucket HE C-T PHMV (63) Inverse shuttle valve (75) Boom RE P-C spool
(52) Bucket HE P-C PHMV (64) Bucket RE C-T spool (76) Boom HE P-C spool
(53) Bucket RE P-C PHMV (65) Bucket RE pressure sensor (77) Load check valve
(54) Bucket RE C-T PHMV (66) Boom HE pressure sensor (78) Inverse shuttle valve
(55) Bucket RE line relief valve (67) Boom RE pressure sensor (79) Boom HE C-T spool
(56) Bucket HE pressure sensor (68) Boom RE line relief valve (80) Boom side warm-up solenoid
(57) Bucket HE line relief valve (69) Boom compensator valve (81) Boom drift reduction solenoid valve
(58) Bucket compensator valve (70) Boom RE C-T PHMV (82) Boom drift reduction valve
(59) Bucket HE C-T spool (71) Boom RE P-C PHMV (83) Boom HE line relief valve
(60) Bucket HE P-C spool (72) Boom HE P-C PHMV
KENR9614-05 95
Main Control Valve

Main control valve ports
(Dr2) Pilot oil drain port (straight travel, (L6b) Stick control valve (STICK IN) (pR3f) Pilot port at the left travel control
combiner, and swing control valve (R1) Boom control valve (BOOM RAISE) valve (REVERSE TRAVEL)
PHMV's) (R2) Bucket control valve (BUCKET (pR4f) Pilot port at the right travel control
(Dr4) Pilot oil drain port (stick IMV) CLOSE) valve (REVERSE TRAVEL)
(Dr R) Pilot oil drain port (rear pump bypass (R3) Left travel control valve (FORWARD (Pi2) Pilot supply port (straight travel,
cut PHMV) TRAVEL) combiner, and swing control valve
(L1) Boom control valve (BOOM LOWER) (R4) Right travel control valve (FORWARD PHMV's)
(L2) Bucket control valve (BUCKET OPEN) TRAVEL) (Pi3A) Pilot supply port (bypass cut
(L3) Left travel control valve (REVERSE (R5) Swing control valve (SWING RIGHT) PHMV's)l
TRAVEL) (R6) Stick control valve (STICK OUT) (Pi4) Pilot supply port (stick IMV section)
(L4) Right travel control valve (REVERSE (pL3b) Pilot port at the left travel control (TS) Make up port (swing motor)
TRAVEL) valve (FORWARD TRAVEL) (T1) Return port (tank)
(L5) Swing control valve (SWING LEFT) (pL4b) Pilot port at the right travel control (T2) Return port (bypass check valve)
(L6a) Stick control valve (STICK IN) valve (FORWARD TRAVEL)
96 KENR9614-05
Main Control Valve
(Dr1) Drain port (pilot oil) (Pi1) Pilot supply port (boom and bucket (P-S) Inlet port (rear pump)
(Dr3) Drain port (pilot oil) IMV's) (P-BT) Inlet port (front pump)
(Pi3B) Pilot supply port (bypass spools)
KENR9614-05 97
Main Control Valve
Illustration 108 g03650422 Illustration 109 g03650426

Component locations (center manifold and end caps) Component locations
(7) Pilot relief valve (8) Stick side warm-up solenoid
(11) Swing right PHMV (12) Swing left PHMV
(14) Swing pressure sensor (20) Stick RE pressure sensor
(37) Front pump bypass cut PHMV (21) Stick HE pressure sensor
(39) Right travel control valve (22) Stick HE line relief valve
(44) Flow combiner PHMV (34) Stick RE line relief valve
(46) Main relief valve (36) Stick drift reduction solenoid valve
(48) Left travel control valve (45) Front pump pressure sensor
(80) Boom side warm-up solenoid (50) Rear pump pressure sensor
(43) Rear pump bypass cut PHMV (55) Bucket RE line relief valve
(49) Straight travel PHMV (56) Bucket HE pressure sensor
(80) Boom side warm-up solenoid (57) Bucket HE line relief valve
(65) Bucket RE pressure sensor
(66) Boom HE pressure sensor
(67) Boom RE pressure sensor
(68) Boom RE line relief valve
(81) Boom drift reduction solenoid valve
(83) Boom HE line relief valve
98 KENR9614-05
Main Control Valve
• Stick RE P-C spool (32)
• Stick RE C-T spool (33)

The following components are also installed in
stick IMV section (1) and end plate (4).
a. Proportional hydraulic modulation valves:
• Stick HE C-T PHMV (24)
• Stick HE P-C PHMV (25)
• Stick RE P-C PHMV (26)
• Stick RE C-T PHMV (27)
b. Solenoid valves:
• Stick drift reduction solenoid valve (36)
• Stick side warm-up solenoid (8)
c. Relief valves:
• Pilot relief valve (7)
• Line relief valve (22) for the head end of the

stick cylinder
Independent Metering Valve (IMV) PHMV locations • Line relief valve (34) for the rod end of the
(24) Stick HE C-T PHMV stick cylinder
(25) Stick HE P-C PHMV
(26) Stick RE P-C PHMV
(27) Stick RE C-T PHMV d. Drift reduction valve:
(51) Bucket HE C-T PHMV
(52) Bucket HE P-C PHMV • Stick drift reduction valve (35)
(53) Bucket RE P-C PHMV
(54) Bucket RE C-T PHMV
(70) Boom RE C-T PHMV e. Load check valve (29)
(71) Boom RE P-C PHMV
(72) Boom HE P-C PHMV f. Inverse shuttle valve (31)
(73) Boom HE C-T PHMV
g. Stick compensator valve (23)
The main control valve is located between the pumps
and the actuators (cylinders and motors) in the 2. The following spools are installed in main control
hydraulic system. Depending on the machine valve center manifold (2) :
operation, the oil flow from the front pump, the rear
pump, and the pilot pump to the hydraulic circuits are • Swing control valve (10)
controlled by the operation of each component in the
main control valve. These functions change the • Bypass cut spool (front pump) (38)
operating direction of the actuators and the speed of
the actuators. These functions also limit the pressure • Flow combiner spool (41)
within the hydraulic system.
• Bypass cut spool (rear pump) (42)
The main control valve consists of stick IMV section
(1), main control valve center manifold (2), bucket,
• Right travel control valve (39)
and boom IMV section (3) end plate (4) and end plate
(5).
• Left travel control valve (48)
1. The following valve spools are installed in stick
IMV section (1) : • Straight travel control valve (47)
• Stick HE C-T spool (30)
main control valve center manifold (2)
• Stick HE P-C spool (28)
KENR9614-05 99
Main Control Valve
a. Proportional hydraulic modulation valves. b. Solenoid valves
• Swing right PHMV (11) • Boom side warm-up solenoid (80)
• Swing left PHMV (12) • Boom drift reduction solenoid valve (81)
• Front pump bypass cut PHMV (37) c. Line relief valves

• Rear pump bypass cut PHMV (43) • Line relief valve (55) for the rod end of the
bucket cylinder
• Flow combiner PHMV (44)
• Line relief valve (57) for the head end of the
• Straight travel PHMV (49)
bucket cylinder
b. Main relief valves (46)
d. Drift reduction valve
c. Control valves
• Boom drift reduction valve (82)
• Right travel control valve (39)
e. Load check valves (62) and (77)
• Straight travel control valve (47)
f. Inverse shuttle valves (63) and (78)
• Left travel control valve (48)
g. Bucket compensator valve (58)
3. The following valve spools are installed in bucket
and boom IMV section (3) h. Boom compensator valve (69)
• Bucket HE C-T spool (59) For further information of the components that are
installed on the main control valve or in the main
control valve, refer to the appropriate sections within
• Bucket HE P-C spool (60) this module.
• Bucket RE P-C spool (61)
• Bucket RE C-T spool (64)
• Boom RE C-T spool (74)
• Boom RE P-C spool (75)
• Boom HE P-C spool (76)
• Boom HE C-T spool (79)

bucket and boom IMV section (3) and end plate (5)
a. Proportional hydraulic modulation valves
• Bucket HE C-T PHMV (51)
• Bucket HE P-C PHMV (52)
• Bucket RE P-C PHMV (53)
• Bucket RE C-T PHMV (54)
• Boom RE C-T PHMV (70)
• Boom RE P-C PHMV (71)
• Boom HE P-C PHMV (72)
• Boom HE C-T PHMV (73)

100 KENR9614-05
Main Control Valve
Main Control Valve Operation in

NEUTRAL Position

Bucket IMV section
(58) Bucket compensator valve (62) Load check valve (85) Return passage
(60) Bucket HE P-C spool (63) Inverse shuttle valve (86) Supply passage
(61) Bucket RE P-C spool (84) Return passage
KENR9614-05 101
Main Control Valve
An independent metering valve (IMV) controls one

hydraulic function using four electronically controlled
spools. Independent control means that software can
adjust openings on the pump-to-cylinder (P-C) and
cylinder-to-tank (C-T) ports to provide optimum
efficiency and control for different front linkage
weights and operating conditions. The main control
valve is a closed center compensated valve with
separate pump-to-tank bypass valves. To actuate a
hydraulic function, an electrical current is applied to
at least two IMV solenoids, typically controlling one
pump-to-cylinder (P-C) spool and one cylinder-to-
tank (C-T) spool. The IMV solenoids control small
pilot valves that reduce pilot supply pressure to a
control pressure that pushes the metering spool
against a spring.
In the bucket IMV section, the front pump supplies oil
through passage (86). The oil then flows through a
series of drilled holes, located in compensator valve
(58). Once oil flows through compensator valve(58),
oil pressure opens load check valve (62). Once load
check valve (62) opens, oil flows to bucket HE P-C
spool (60) and bucket RE P-C spool (61). Oil flow is
blocked at spool (60) and spool (61), since no work is
being performed and the hydraulic system is in the
NEUTRAL position.
When all of the joysticks and/or travel levers/pedals
are in the NEUTRAL position, or when no work is
being performed, pump oil flows to the main control
valve and through the bypass cut spool (38) and
bypass cut spool (42). From the bypass cut spools
the pump oil returns to the hydraulic tank, through
return passages (84) and (85).
102 KENR9614-05
Main Control Valve
Individual Valve Operation

Bucket IMV section (bucket CLOSE)
(52) Bucket HE P-C PHMV (60) Bucket HE P-C spool (64) Bucket RE C-T spool
(54) Bucket RE C-T PHMV (61) Bucket RE P-C spool (65) Bucket RE pressure sensor
(56) Bucket HE pressure sensor (62) Load check valve (84) Return passage
(58) Bucket compensator valve (63) Inverse shuttle valve (86) Supply passage
The bucket control valve is used as a typical example

for describing the operation of individual control
valves.
KENR9614-05 103
Main Control Valve
When the joystick for the bucket is moved to the

BUCKET CLOSE position, an electrical current is
applied to bucket HE P-C PHMV (52) and bucket RE
C-T PHMV (54). The front pump supplies oil through
passage (86). The oil then flows through
compensator valve(58). Once oil flows through
compensator valve(58), oil pressure opens load
check valve (62). Once load check valve (62) opens,
oil flows past bucket HE P-C spool (60) to the head
end of the bucket cylinder. Return oil from the rod
end of the bucket cylinder flows past bucket RE C-T
spool (64) to return passage (84).
Inverse shuttle valve (63) shifts to the left, directing
the lower signal pressure from pump-to-cylinder (P-
C) spool (61) to the spring side of compensator valve
(58).
104 KENR9614-05
Main Control Valve
Individual component functions
(58) Compensator valve (88) Orifice (91) Passage

(60) P-C spool (89) Passage
(63) Inverse shuttle valve (90) Orifice
The compensator valve is a hydromechanical device Inverse shuttle valve (63), consisting of a pair of
that prevents too much flow from reaching a signal pressure operated check valves, sends a
hydraulic function. The compensator will adjust its signal pressure to the compensator valve. The
opening in order to maintain a constant pressure pressure the inverse shuttle valve sends to the
drop across the active pump-to-cylinder (P-C) orifice compensator is the load pressure. The load pressure
(88) and acts as a load sensing function. is the pressure on the side of the cylinder to which
the pump is delivering flow. The inverse shuttle
directs the lower pressure on to the compensator
from either pump-to-cylinder (P-C) spool, located in
an IMV section.
Note: The swing IMV section does not contain an
inverse shuttle valve or a compensator valve.
KENR9614-05 105
Main Control Valve

IMV PHMV (typical example)
(60) P-C spool (95) Chamber (99) Passage
(92) IMV PHMV (96) Retainer (100) IMV PHMV in activated state
(93) Pilot port (97) Spring
(94) Return port (98) IMV PHMV in de-activated state
IMV Proportional Hydraulic Modulation Valve (PHMV) When an IMV PHMV is activated, P-C spool (60)
position is controlled by the ACS valve ECM. IMV shifts upward and directs pump supply oil from
PHMV position is based on various inputs and passage (99) to the hydraulic function being
hydraulic demand. performed. Pilot oil in pilot port (93) is blocked from
reaching chamber (95). Oil in chamber (95) is
In the NEUTRAL position, IMV PHMV (92) is de- allowed to drain to the hydraulic tank, through return
activated, directing pilot oil from pilot port (93) to port (94).
chamber (95). Once pilot oil enters chamber (95), the
oil pushes retainer (96) and P-C spool (60) down.
Retainer (96) is threaded into P-C spool (60). Pilot oil
pressure in chamber (95) and spring pressure from
spring (97), work together in order to hold P-C spool
(60) in the CLOSED position. Pilot oil pressure in
chamber (95) and spring pressure from spring (97)
have to overcome pilot oil pressure being applied to
the bottom of P-C spool (60). When IMV PHMV (92)
is de-activated, oil in passage (99) remains trapped.
106 KENR9614-05
Main Control Valve
Flow Combiner PHMV
(A) CHECKED valve position (41) Flow combiner spool (102) Passage to stick IMV
(B) CLOSED valve position (44) Flow combiner PHMV (103) Passage to boom and bucket IMV
(C) OPEN valve position (101) Rear pump (104) Front pump
The flow combiner PHMV has three positions and is • Swing RIGHT and swing LEFT
located within the main control valve center manifold.
The combiner spool consists of the checked, closed, • Straight travel with combined implement operation
and open positions.
• Neutral
When the combiner valve is shifted to the CHECKED
position, front pump oil is allowed to flow to the rear When the combiner valve is shifted to the OPEN
pump circuit when system pressure between both position, front pump oil and rear pump oil is combined
pumps is near equal. During a stick IN with the stick into one hydraulic circuit.
suspended, front pump oil can combine with rear
pump oil. This two-pump flow allows the stick to The OPEN position (C) is used during the following
move IN fast. operations:
During a stick IN dig, oil in the rear pump passage is • Boom UP (high speed)
at a greater pressure than the front pump oil. Two-
pump flow is not required and front pump oil is now • Bucket OPEN/CLOSE (high speed)
available for boom and bucket operations.
i05750618
The CHECKED position (A) is used during the
following operations:
Negative Flow Control System
• Stick IN/OUT (high speed)
SMCS Code: 5050-NE
• Stick IN/OUT (low speed)
• Warm-up mode
Introduction
When the combiner valve is shifted to the CLOSED are used in order to control the amount of negative
position, front pump oil and rear pump oil cannot flow control (NFC) signal to the pump regulators. The
combine. Rear pump oil is only supplied to the stick machine ECM receives various input signals in order
and swing circuits. Front pump oil is only supplied to to control the flow limitation from the main hydraulic
the boom and bucket circuits. pumps. When the NFC valves are de-energized by
the machine ECM, pilot oil pressure is directed to the
The CLOSED position (B) is used during the main hydraulic pump regulators from pump control
following operations: manifold (1). The NFC pilot oil pressure controls the
swashplate angle which therefore controls the pump
• Bucket OPEN/CLOSE (low speed) output flow.
• Boom DOWN
• Boom UP (low speed)

• Travel
KENR9614-05 107
Main Control Valve

Proportional reducing valve (negative flow control)
(1) Pump control manifold
(2) Negative flow control PRV (front pump)
(3) Negative flow control PRV (rear pump)
108 KENR9614-05
Main Control Valve

KENR9614-05 109
Main Control Valve
Negative flow control operation (control valves in the NEUTRAL position)

(1) Pump control manifold (5) Front pump (9) Left travel pilot pressure sensor
(2) Negative flow control PRV (front pump) (6) Rear pump (10) Right travel pilot pressure sensor
(3) Negative flow control PRV (rear pump) (7) Swashplate angle sensor (front pump)
(4) Pilot pump (8) Swashplate angle sensor (rear pump)
Demanded pump flow is determined by the joysticks

and/or travel levers/pedals. The joysticks send an X
and Y position signal to the machine ECM with the
requested flow from the operator. The travel levers/
pedals requested flow is determined by travel pilot
pressure sensors (9) and (10). The machine ECM
receives the requested flow input from the joysticks
or travel levers/pedals. The machine ECM then
sends a PWM driver to negative flow control PRV (2)
and negative flow control PRV (3). Pilot oil is supplied
to the pump control manifold block from the pilot
pump. The pilot oil flows through the NFC PRV's and
to the pump regulators.
The pump swashplate moves in order to meet the
flow demand. Front pump (5) and rear pump (6) are
each equipped with a swashplate angle sensor. The
swashplate angle sensor sends a feedback control
signal to the machine ECM. The NFC PWM driver
from the machine ECM adjusts the current command
to the NFC PRVs if the actual flow does not meet the
requested flow.
Note: A decrease in current causes an increase in
NFC hydraulic pressure which is then sent to the
pump regulators. This increase in NFC pressure to
the pump regulators causes the main hydraulic
pumps to destroke, decreasing the flow.
Note: An increase in current to the negative flow
control PRV causes a decrease in NFC hydraulic
pressure to the pump regulators. This decrease of
NFC pressure to the pump regulators causes the
main hydraulic pumps to upstroke, increasing the
flow.
110 KENR9614-05
Main Control Valve
i05662876
Relief Valve (Main)

SMCS Code: 5069

Cross section of the main relief valves
(1) Main relief valve (rear pump)(stick and (2) Main relief valve (front pump)(bucket, (6) Hydraulic oil supply from the front pump
right travel) boom, and left travel) (7) Hydraulic oil supply from the rear pump
KENR9614-05 111
Main Control Valve

Partial schematic and cross section of the main relief valves
(1) Main relief valve (rear pump)(stick and (3) Front pump (7) Hydraulic oil supply from the rear pump
right travel) (4) Rear pump
(2) Main relief valve (front pump)(bucket, (5) Main control valve center manifold
boom, and left travel) (6) Hydraulic oil supply from the front pump
Main relief valve for front pump (bucket, boom, and

left travel) (2) and main relief valve for the rear pump
(stick and right travel) (1) are located in the center
manifold of the main control valve. The main relief
valves limits the maximum operating pressure of the
travel hydraulic circuit and the implement hydraulic
circuits when the machine is at a load condition.
The oil delivery from front pump (3) enters main
control valve center manifold (5) through delivery line
(6). Front pump oil then acts on relief valve (2). Main
relief valve (2) regulates the hydraulic operating
pressure to the front pump circuits.
The oil delivery from rear pump (4) enters main
control valve center manifold (5) through delivery line
(7). Rear pump oil then acts on relief valve (1). Main
relief valve (1) regulates the hydraulic operating
pressure to the rear pump circuits.
112 KENR9614-05
Main Control Valve
Closed Position

Main relief valve (closed position)
(11) Passage (15) Spring chamber (19) Passage
(12) Seat (16) Seat (20) Orifice
(13) Valve (17) Poppet (21) Return passage
(14) Spring (18) Spring
Poppet (17) is positioned to the left against seat (16)

by the force of spring (18). Valve (13) is positioned to
the left against seat (12) by the force of spring (14).
System pressure oil in passage (11) flows through
orifice (20) into spring chamber (15). The force of the
system pressure oil acts on poppet (17). When the
force of system pressure oil in passage (11) is less
than the force of spring (18), poppet (17) remains
against seat (16). The pressure in passage (11) and
the pressure in spring chamber (15) are now equal.
System pressure oil in spring chamber (15) and the
force of spring (14) maintain valve (13) against seat
(12). There is no oil flow from passage (11) to return
passage (21). When main pump oil pressure in
passage (11) is less than the main relief pressure
setting, main relief valve (6) remains in the closed
position.
KENR9614-05 113
Main Control Valve
Open Position

Main relief valve (open position)
(11) Passage (16) Seat (21) Return passage
(12) Seat (17) Poppet (22) Passage
(13) Valve (18) Spring (23) Valve chamber
(14) Spring (19) Passage (24) Locknut
(15) Spring chamber (20) Orifice (25) Adjustment screw
System oil pressure in passage (11) and spring Reference: Refer to Testing and Adjusting, “Relief
chamber (15) nears the main relief valve pressure Valve (Main) - Test and Adjust” for adjustment
setting. The force of the system oil pressure in spring procedures.
chamber (15) becomes greater than the force of
spring (18). Poppet (17) moves away from seat (16). i03896744
System oil pressure now flows through seat (16) into
valve chamber (23). The oil in valve chamber (23)
now flows through passage (22) into return passage Relief Valve (Line)
(21). This low-pressure oil now returns to the
hydraulic tank. SMCS Code: 5117
At the same time as the oil in spring chamber (15) The line relief valves are located between each
cylinder and the respective control valve. The line
flows through seat (16), the system pressure oil in
relief valves limit the amount of pressure in the circuit
passage (11) flows through orifice (20). As the
of the hydraulic cylinders. Excessive pressure can
system oil pressure flows through orifice (20) into
damage components.
spring chamber (15) the pressure of the oil in spring
chamber (15) decreases. The reduced pressure oil in When the control valve for a cylinder is in the
spring chamber (15) allows the high-pressure oil in NEUTRAL position and an external force acts on one
passage (11) to force valve (13) away from seat (12). end of the cylinder, the oil pressure increases on the
The high-pressure oil in passage (11) now flows into opposite end of the cylinder. The oil pressure within
passage (19) and return passage (21) to the the circuit of the cylinder line increases. The oil
hydraulic tank. pressure that is created in the circuit of the cylinder
line is blocked by the control valve. The line relief
The amount of spring force of spring (18) that acts on valve is used to allow the excessive pressure in the
poppet (17) determines the main relief valve pressure circuit of the cylinder line to be vented to the
setting. Adjustments to the main relief valve pressure hydraulic tank. The line relief valves limit the circuit
setting are made by changing the spring force of pressure to the specified pressure settings.
spring (18). The position of adjustment screw (25)
determines the spring force of spring (18). Reference: Refer to Testing and Adjusting,
“Specifications” for the line relief valve pressure
settings.
114 KENR9614-05
Main Control Valve
Each line relief valve contains a makeup valve. As a OPEN Condition

line relief valve relieves high pressure on one side of
the cylinder, the opposite side of the cylinder will
create a vacuum condition. When a vacuum
condition is created, the makeup function will allow
return oil to enter the circuit. The vacuum condition
will be eliminated.
CLOSED Condition

Line relief valve (OPEN position)
(1) Passage
(2) Piston
(4) Valve
(5) Spring chamber
(6) Valve
(7) Spring
Illustration 122 g02140504 (8) Return passage
(9) Passage
Line relief valve (CLOSED position) (10) Spring
(1) Passage (11) Spring
(2) Piston (12) Spring chamber
(3) Valve (13) Passage
(4) Valve (14) Passage
(5) Spring chamber
(6) Valve As pressure spikes occur in the line between the
(7) Spring cylinder and the control valve, the oil pressure is
(8) Return passage
(9) Passage
momentarily higher in passage (1) than spring
(10) Spring chamber (5). Piston (2) and valve (4) are forced to
(11) Spring the right against spring (10) and spring (11). high-
pressure oil is able to flow from passage (1) to
The high pressure between the cylinder and the passage (14), and to return passage (8) which
control valve is transmitted to passage (1). This oil relieves the pressure spike.
pressurizes the line relief valve. The pressure oil
flows from passage (1) through passage (9) of piston high-pressure oil flows through passage (9) into
(2). The oil then flows into spring chamber (5). When spring chamber (5). Because the high-pressure oil is
the oil pressure is lower than the line relief valve equal on the left side and the right side of piston (2)
pressure setting, valve (6) remains in the CLOSED and valve (4), spring (10) and spring (11) force piston
position by the force of spring (7). The oil pressure in (2) and valve (4) to the left which closes the flow of oil
passage (1) and the oil pressure in spring chamber from passage (1) to return passage (8).
(5) are equal. Spring (10) and spring (11) force piston
(2), valve (3), and valve (4) to the left. The high- When the high-pressure oil in passage (1) and spring
pressure oil is not able to flow from passage (1) to chamber (5) reaches the line relief valve pressure
return passage (8). The high pressure between the setting, valve (6) overcomes the force of spring (7)
cylinder and the control valve is maintained. and shifts to the right. When valve (6) shifts to the
right, high-pressure oil flows from spring chamber (5)
to spring chamber (12), to passage (13), and then to
return passage (8). The high-pressure oil in passage
(1) becomes low pressure. The low-pressure oil is
not high enough to overcome the force of spring (7).
Valve (6) shifts to the left which stops the flow of oil
from spring chamber (5) to spring chamber (12).
KENR9614-05 115
Main Control Valve
Makeup Condition When the joystick for the boom is in the NEUTRAL
position, or when no work is being performed, pump
oil flows to the main control valve and through the
bypass cut spools. From the bypass cut spools the
pump oil returns to the hydraulic tank. Oil pressure in
passage (9) cannot over come spring (4), in order to
open load check valve (3). Load check valve (3),
remains in the CLOSED position.

Line relief valve (makeup operation)
(1) Passage
(3) Valve
(4) Valve
(5) Spring chamber
(8) Return passage
(9) Passage
(13) Shoulder
The line relief valve functions as a makeup valve in

the following manner:
When oil from one end of the cylinder is discharged
through the line relief valve, a vacuum condition is
created on the opposite end of the cylinder. Makeup
oil is needed to prevent the vacuum condition in the
cylinder.
When the vacuum condition occurs on the end of the
cylinder that is connected to passage (1), a vacuum
condition also occurs in spring chamber (5). The
pressure of the oil in passage (8) acts on shoulder
(13) of valve (3). Since a vacuum condition is present
in spring chamber (5), the pressure in spring
chamber (5) is lower than the pressure of the return
oil in passage (8). Valves (3) and (4) are pushed to
the right by the pressure of the return oil in passage
(8). Return oil flows from passage (8) to passage (1)
in order to remove the vacuum condition in the
cylinder.
i05353375
Check Valve (Load)

SMCS Code: 5472
The load check valve performs the following two
functions.
• The load check valve prevents unexpected
movement of an implement when a joystick is
initially activated at a low pump delivery pressure.
• The load check valve prevents oil loss from a high-
pressure circuit to a lower pressure circuit.
116 KENR9614-05
Main Control Valve

Boom IMV section (partial shift)
(1) Port (boom cylinder head end) (5) Cylinder-to-tank PHMV (9) Passage
(2) Pump-to-cylinder PHMV (6) Port (boom cylinder rod end) (10) Spool
(3) Load check valve (7) Spool (11) Return passage
(4) Spring (8) Compensator valve
Slight movement of the joystick for the boom toward

the BOOM RAISE position causes spool (7) and
spool (10) to shift slightly upward. The front pump
begins to move to an upstroke position. Spool (10)
partially opens allowing the oil from the rod end of the
boom cylinders in port (6) to flow to return passage
(11). Spool (7) partially opens allowing the oil from
the head end of the boom cylinders in port (1) to flow
to load check valve (3). The work load pressure from
the head end of the boom cylinders and the force of
spring (4) now acts on load check valve (3). Since the
pump delivery pressure is lower than the work load
pressure in passage (1), load check valve (3)
remains in the CLOSED position. The oil in the boom
cylinder head end is blocked.
KENR9614-05 117
Main Control Valve

Boom IMV section (full shift)
(1) Port (boom cylinder head end) (5) Cylinder-to-tank PHMV (9) Passage
(2) Pump-to-cylinder PHMV (6) Port (boom cylinder rod end) (10) Spool
(3) Load check valve (7) Spool (11) Return passage
(4) Spring (8) Compensator valve
When the joystick for the boom is moved to the full Load check valve (3) also prevents oil loss from a
BOOM RAISE position, pump-to-cylinder PHMV (2) high-pressure circuit to a lower pressure circuit. For
and cylinder-to-tank PHMV (5) are actuated. Pilot oil example, the work tool is moved under a light load,
then shifts spool (7) and spool (10) upward. Pump and the boom cylinders are raised at the same time.
delivery oil in passage (9) flows through flow The high-pressure oil of the boom cylinders wants to
compensator (8). Load check valve (3) opens and flow toward the low-pressure side of the work tool.
allows the pump oil to flow to boom pump-to-cylinder The load check valve prevents the boom from
spool (7). The pump oil then flows through port (1) to lowering.
the head end of the boom cylinders. Return oil from
the rod end of the boom cylinders, flows through port
(6). Return oil flows through cylinder-to-tank spool
(10) and to the hydraulic tank. Unexpected downward
movement of the boom during a BOOM RAISE
operation is prevented.
118 KENR9614-05
Boom System
Boom System Note: Refer to the appropriate sections in this

i05264833
i05326023 Electronic Control (Boom

General Information (Boom System)
System) SMCS Code: 1400; 5050-BM
SMCS Code: 1400; 5050-BM Electronic Control Module (ECM)

Boom Hydraulic System
Two boom cylinders are used to RAISE and LOWER
the boom. When the boom cylinder rods EXTEND,
the boom RAISES. When the boom cylinder rods
RETRACT, the boom LOWERS.
The main hydraulic pumps supply high-pressure oil to
the main control valve. The main hydraulic control
valve determines the direction and speed of the
boom cylinders in proportion to the movement of the
joystick. A BOOM RAISE operation is accomplished
when the oil delivery from both front pump and rear
pump is supplied to the head end of boom cylinders .
Flow combiner proportional hydraulic modulation
valve (PHMV) is activated by the machine ECM. Flow
combiner spool then shifts to the allowing front pump Illustration 127 g02612416
oil to combine with rear pump oil. The combined oil Machine ECM
from the front pump and the rear pump then flows to
(1) Controller
boom Independent metering valve (IMV) section. (2) J1 Connector
(3) J2 Connector
Components of the boom system include:
• Boom IMV section
• Boom drift reduction valve

• Boom regeneration valve
• Boom Anti-drift valve

• Boom cylinders
KENR9614-05 119
Boom System
Pin Locations
Table 57
1 Power +Battery
2 Ground Ground

8 Power
Sensors (12V)

(2) J1 Connector 54 Input Rear Pump Pressure Sensor
(3) J2 Connector (1) Contacts that are not listed are not used.
The output from the Machine ECM is based on input Table 58
are based on the software programmed into the Machine ECM Connector J2 Contact Descriptions
input information, the ECM sends a corresponding No. Type Pin Description
response to the outputs. The inputs and outputs of 2 Output Flow Combiner PRV
two 54-pin connectors (J1 and J2). The inputs and 5 Output Front Pump Bypass PRV
Caterpillar ® Electronic Technician (Cat ® ET). Input 8 Output PS Pressure PRV
and output information can also be viewed using the 20 Ground PRV Return
Operator Monitor.
control modules via the CAN Data Link. The data link 27 Input Hydraulic Lock Cancel Switch
29 Output Boom Side Warm-up Solenoid
The Machine ECM also communicates to input and 33 Output Rear Pump Bypass PRV
Switch Panel. The Switch Panel is used to link input 43 Output Rear Pump REPRV
CAN Data Link. 47 Input/Output CAN (J1939) Data Link +

levels components). The ECM must be replaced if 50 Input/Output Machine CAN Data Link +
diagnosed.
53 Output Front Pump REPRV
120 KENR9614-05
Boom System
(Table 60, contd)


Table 61
1 Ground Ground
4 Ground Ground
Table 62
Illustration 129 g03317116 ACS ECM 1 Connector J5 Contact Descriptions
ACS Valve Electronic Control Module 1 (ECM) (side
view) No. Type Pin Description

sections resides in the ACS ECM 1. The valve 3 Input/Output CAN - (J1939/Flash)
software consists of ACS valve control logic,
diagnostic detection, and failure response (fail safe). 6 Input/Output CAN + (500K/Contrrol)
Note: The ACS ECM 1 and ACS ECM 2 are located 7 Input/Output CAN - (500K/Contrrol)
Table 59 Inputs
The inputs describe the status of the machine
No. Type Pin Description systems. Two types of inputs exist. The inputs can be
1 Power Battery + provide an open, a ground, or a + battery signal to
2 Ground Ground
3 Input Key Switch sensor inputs of the controller. The controller will
12 Power +8 V Sensor Supply
Table 60
No. Type Pin Description condition changes. The frequency of the signal will
remain constant.

(continued) machine.
KENR9614-05 121
Boom System
Sensors High Pressure Sensors

only. Values may not represent parameters for Table 64
Table 63
Operating pressure 10 MPa

Pump Pressure Sensor
Left Travel and Right Travel Pilot
The front pump pressure sensor and rear pump
Pressure Sensor pressure sensors are inputs to the machine ECM.
The left travel and right travel pressure sensors are The front pump and rear pump pressure sensors are
used as input signals to the machine ECM. The located on the main control valve. The front pump
machine ECM uses this pressure information to
pump oil in the left travel and boom/ bucket IMV
determine how much pump flow is required to meet
section of the main control valve high-pressure
the flow demand of the travel circuits. The machine
ECM can then adjust the PWM driver to the pump passages. The rear pump pressure sensor monitors
control manifold PRV's. the rear pump oil pressure in the swing, right travel,
and stick/ auxiliary IMV section of the main control
valve high-pressure passages.
speed.
ACS Valve Pressure Sensors

The Adaptive Control System (ACS) main control
for the boom, stick, bucket, and swing machine
information as an input to the ACS control algorithm.
122 KENR9614-05
Boom System
Note: If the machine is equipped with tool control, a Table 65

third attachment ACS ECM will be installed on the Rotational Range ± 24.15° Angular Rotation
main control valve.
ECM: Output PWM 8% - 92%
• Swing Pressure Sensor Rating + 7V ~ +12V DC
The following sensors are monitored by ACS ECM 1: The pump displacement sensor is a hall effect type
• Boom Extend Pressure Sensor angle.
• Boom Retract Pressure Sensor For more information on the pump regulators, refer to
Pump Displacement Sensor Hydraulic)”.
Switches
Pressure Switch

Table 66
Activation Pressure 490 ± 49 kPa (71 ± 7 psi)
Deactivation Pressure 294 kPa (43 psi) MIN
+ 12V ~ +32V
Rating
0.01 Amp to 1 Amp
Pressure Range 0 to 10 MPa
Outputs
KENR9614-05 123
Boom System
Solenoids Reverse Proportional Reducing Solenoid

Valve
On/Off Solenoids


Table 68

Table 67
Reverse PRV's have the P-port open to the A-port

with no current applied. Therefore, the machine ECM
applies current to the PRV in order to decrease the
pressure at the A-port.
124 KENR9614-05
Boom System
Hydraulic Lock Solenoid The front pump and rear pump bypass cut PHMVs
control the standby pressure when all the joysticks
The hydraulic lock solenoid is an output of the are in the NEUTRAL position. When the activation
Machine ECM. The hydraulic lock solenoid is lever is in the UNLOCKED position, the bypass cut
energized in order to enable the primary hydraulic PHMV's maintain standby pressure at a higher
pressure. The hydraulic lock solenoid is de-energized pressure than when the activation lever is in the
in order to disable the primary hydraulic pressure. LOCKED position.
This solenoid is activated while the key switch is in Flow Combiner PHMV
UNLOCK position. The flow combiner PHMV has three positions and is
Stick Side Warm Up Solenoid and Boom spool consists of the checked, closed, and open
positions. The open position of the valve is to
Side Warm Up Solenoid combine the flow from the rear pump and front pump
into one hydraulic circuit. The valve spool is adjusted
Warm-up solenoids are part of the automatic based on the position of the joysticks.
hydraulic warm-up feature and can only be activated
with the hydraulic activation lever is in the LOCKED Reference: For more information concerning the
position. The temperature of the hydraulic fluid is operation of the flow combiner PHMV, refer to
monitored by the Machine ECM. If the Machine ECM Systems Operation, “Main Control Valve”.
energized. The solenoids direct the flow of oil in each Proportional Hydraulic Modulation Valve
of the circuits through an orifice. The increased (PHMV)
temperature is reached.
The hydraulic warm-up function can be ENABLED or

allowed to move.
Pump Bypass Cut PHMV Proportional hydraulic modulation valves are used on
The pump bypass cut PHMV's are proportional displacement. Each Independent Metering Valve
hydraulic modulation valves that adjust the opening (IMV) section contains two, pump-to-cylinder (P-C)
of the valve stem based on the inputs to the Machine proportional hydraulic modulation valves (PHMV) and
ECM. The Machine ECM uses the joystick position two, cylinder-to-tank (C-T) PHMV's which are
sensor to determine the position of the bypass valve electrically controlled.
hydraulic tank.
KENR9614-05 125
Boom System
Data Link
Cat Data Link
product link.
ECM.
CAN Data Link

i05750624
Boom System
SMCS Code: 1400; 5050-BM
Boom Raise
126 KENR9614-05
Boom System
KENR9614-05
5
KENR9614-05 129
Boom System
Hydraulic schematic for BOOM RAISE

(1) Flow combiner PHMV (10) Boom cylinder-to-tank rod end spool (30) Pilot pump
(2) Boom cylinders (11) Boom pump-to-cylinder head end spool (31) Rear pump
(3) Line (oil flow from boom cylinder rod (12) Flow compensator (60) Boom drift reduction solenoid valve
end) (13) Valve (62) Boom head end cylinder-to-tank PHMV
(4) Line (oil flow to boom cylinder head end) (14) Boom drift reduction valve (63) Boom head end pump-to-cylinder
(5) Main control valve (15) Front pump bypass PHMV PHMV
(6) Flow combiner spool (16) Rear pump bypass PHMV (64) Boom rod end pump-to-cylinder PHMV
(7) Passage (19) Return passage (65) Boom rod end cylinder-to-tank PHMV
(8) Boom independent metering valve (IMV) (27) Load check valve
(9) Passage (29) Front pump
130 KENR9614-05
Boom System
A BOOM RAISE operation is accomplished when the

oil delivery from both rear pump (31) and front pump
(29) is supplied to the head end of boom cylinders
(2). Flow combiner PHMV (1) is activated by the
machine ECM. Flow combiner spool (6) then shifts to
the open section allowing front pump oil in passage
(7) to combine with rear pump oil in passage (9). The
combined oil from the front pump and the rear pump
then flows to boom IMV section (8).

Boom independent metering valve (BOOM RAISE
position)
(2) Boom cylinders
(3) Line (oil flow from boom cylinder rod end)
(4) Line (oil flow to boom cylinder head end)
(9) Passage
(10) Boom cylinder-to-tank rod end spool
(11) Boom pump-to-cylinder head end spool
(12) Flow compensator
(13) Valve
(27) Load check valve
(61) Port (boom UP)
(62) Boom head end cylinder-to-tank PHMV
(63) Boom head end pump-to-cylinder PHMV
(64) Boom rod end pump-to-cylinder PHMV
(65) Boom rod end cylinder-to-tank PHMV
(66) Port (boom DOWN)
Main control valve
(60) Boom drift reduction solenoid valve Pump delivery oil in passage (9) flows through flow
(61) Port (boom UP) compensator (12). Load check valve (27) opens and
(62) Boom head end cylinder-to-tank PHMV allows the pump oil to flow to boom pump-to-cylinder
(63) Boom head end pump-to-cylinder PHMV spool (11). The pump oil then flows through valve
(64) Boom rod end pump-to-cylinder PHMV (13), port (61), and line (4) to the head end of boom
(66) Port (boom DOWN) cylinders (2).
When the joystick for the boom is moved to the full Return oil from the rod end of boom cylinders (2)
BOOM RAISE position, the ACS valve ECM activates flows through line (3) to port (66). Return oil flows
pump-to-cylinder PHMV (63) and cylinder-to-tank through cylinder-to-tank spool (10) and to the
PHMV (65). Pilot oil then shifts spool (10) and spool hydraulic tank.
(11) upward. Simultaneously, the machine ECM
Note: For more information on the boom drift
activates rear pump bypass PHMV (16) and front
pump bypass PHMV (15). Bypass PHMV's (16) and reduction valve, refer to Systems Operation, “Boom
(15) are modulated according to the joystick position. Drift Reduction Valve”.
Pump oil is then supplied to passages (7) and
passage (9) in main control valve (5). Combined Operation
The oil delivery from rear pump (31) flows through
passage (9) in main control valve (5) to boom IMV
(8). The oil delivery from front pump (29) flows
through passage (7), flow combiner spool (6), and
passage (9) to boom IMV (8).
KENR9614-05
6
KENR9614-05 133
Boom System
Hydraulic schematic for BOOM RAISE and STICK IN

(1) Flow combiner PHMV (11) Boom pump-to-cylinder head end spool (29) Front pump
(2) Boom cylinders (12) Flow compensator (30) Pilot pump
(3) Line (oil flow from boom cylinder rod (13) Valve (31) Rear pump
end) (14) Boom drift reduction valve (60) Boom drift reduction solenoid valve
(4) Line (oil flow to boom cylinder head end) (15) Front pump bypass PHMV (62) Boom head end cylinder-to-tank PHMV
(5) Main control valve (16) Rear pump bypass PHMV (63) Boom head end pump-to-cylinder
(6) Flow combiner spool (17) Stick pump-to-cylinder PHMV PHMV
(7) Passage (18) Stick pump-to-cylinder head end spool (64) Boom rod end pump-to-cylinder PHMV
(8) Boom independent metering valve (IMV) (19) Return passage (65) Boom rod end cylinder-to-tank PHMV
(9) Passage (20) Stick cylinder
(10) Boom cylinder-to-tank rod end spool (27) Load check valve
134 KENR9614-05
Boom System
During combined operations of BOOM RAISE and

STICK IN, the ACS control algorithm determines the
amount of flow that is required for circuit. Flow
distribution is based off inputs such as joystick
position and cylinder pressure sensors. Output
signals sent to the pump-to-cylinder and cylinder-to-
tank spools vary in order to provide the optimum flow
to the circuit which requires the most demand.
When the joystick is moved to the BOOM RAISE
position during a STICK IN, the ACS valve ECM
limits the signal to stick pump-to-cylinder PHMV (17).
Stick pump-to-cylinder spool (18) restricts the
amount of pump oil that can flow to the head end of
stick cylinder (20). An increased amount of oil flow is
then sent to the head end of boom cylinders (2)
during this combined hydraulic operation.
The amount of oil flow from the main pumps to the
stick hydraulic circuit decreases. This action causes
a greater portion of the oil flow from the main pumps
to flow to the head end of the boom cylinders (2).
Boom Lower (With Regeneration)

KENR9614-05

7
KENR9614-05 137
Boom System
Hydraulic schematic for BOOM LOWER with regeneration

138 KENR9614-05
Boom System
The boom hydraulic circuit contains a regeneration

function. This regeneration function allows the return
oil from the head end of the boom cylinders to be
supplied to the rod end of the boom cylinders during
the BOOM LOWER operation. The regeneration
function is accomplished within the boom
independent metering valve section (8).
The ACS valve ECM uses rod end and head end
pressure sensor information to determine when a
regeneration function can be accomplished. When
the boom cylinder head end pressure is high and the
joystick position sensor detects a boom down
operation, the boom regeneration function is
activated.
When the joystick for the boom is moved to the
BOOM LOWER position, the ACS valve ECM
activates pump-to-cylinder PHMV (64) and cylinder-
to-tank PHMV (62). The ACS valve ECM also
activates pump-to-cylinder PHMV (63). Spool (11)
shifts upward allowing return oil from the head end of
the boom cylinders to combines with the oil delivery
from the front pump. This combined oil now flows to Illustration 144 g02968736
the rod end of the boom cylinders.
Boom independent metering valve (BOOM LOWER
The oil delivery from only the front pump is used for position)
the BOOM LOWER operation. Since the boom (2) Boom cylinders
regeneration function supplies return oil from the (3) Line (oil flow from boom cylinder rod end)
head end to the rod end of the boom cylinders, more (4) Line (oil flow to boom cylinder head end)
(9) Passage
efficient use of the oil delivery from the rear pump is (10) Boom cylinder-to-tank rod end spool
achieved during a BOOM LOWER operation. (11) Boom pump-to-cylinder head end spool
(13) Valve
(21) Pressure sensor (boom cylinder head end)
(22) Pressure sensor (boom cylinder rod end)
(23) Boom rod end pump-to-cylinder spool
(24) Boom head end cylinder-to-tank spool
(61) Port (boom UP)
(62) Boom head end cylinder-to-tank PHMV
(63) Boom head end pump-to-cylinder PHMV
(64) Boom rod end pump-to-cylinder PHMV
(66) Port (boom DOWN)
Pump delivery oil in passage (9) flows through flow

compensator (12). Load check valve (27) opens and
allows the pump oil to flow to boom pump-to-cylinder
spool (23). The pump oil then flows through port (66)
and line (3) to the rod end of boom cylinders (2).
Return oil from the head end of boom cylinders (2)
flows through line (4) to port (61). Part of the return oil
flows through cylinder-to-tank spool (24) and to the
hydraulic tank. Since boom head end pump-to-
cylinder PHMV (63) is activated, spool (11) is shifted
upward. The other part of the return oil flows through
spool (11) and combines with the oil delivery from the
rear pump. The regeneration oil from the head end of
the cylinder is then returned to the rod end of boom
cylinders (2).
Boom Lower (Without

Regeneration)
KENR9614-05
8
KENR9614-05 141
Boom System
Hydraulic schematic for BOOM LOWER without regeneration

142 KENR9614-05
Boom System
The ACS valve ECM uses pressure sensor

information to determine the position of the boom.
When the boom cylinder head end pressure is low
and the joystick position sensor detects a boom down
operation, the ACS valve ECM recognizes that the
work tool is on the ground and regeneration is not
necessary.
When the joystick for the boom is moved to the

BOOM LOWER position, the ACS valve ECM
to-tank PHMV (62). Front pump delivery oil in
passage (9) flows through flow compensator (12).
Load check valve (27) opens and allows the pump oil
to flow to boom pump-to-cylinder spool (23). The
pump oil then flows through port (66) and line (3) to
the rod end of boom cylinders (2).
Return oil from the head end of boom cylinders (2)
flows through line (4) to port (61). The return oil flows
through cylinder-to-tank spool (24) and to the
hydraulic tank. The boom then lowers without
regeneration oil.
i05276949
Boom Drift Reduction Valve

SMCS Code: 5143-BM
The boom drift reduction valve is placed in the boom
circuit between the main control valve and the boom
cylinders. When the joystick for the boom is in the
NEUTRAL position, the boom drift reduction valve
stops oil leakage. The boom drift reduction valve
stops oil leakage from the head end of the boom
cylinders. Stopping oil leakage prevents boom drift.
KENR9614-05 143
Boom System
Boom Raise

Boom drift reduction valve (BOOM RAISE)
(1) Passage (7) Boom drift reduction valve (13) Load check valve
(2) Port (8) Return passage (14) Boom head end cylinder-to-tank spool
(3) Boom head end pressure sensor (9) Valve (15) Boom pump-to-cylinder head end spool
(5) Boom drift reduction solenoid valve (11) Spring (17) Flow compensator
(6) Spool (12) Passage
During a BOOM RAISE operation, solenoid valve (5)

is not activated by the machine ECM and spool (6)
does not shift.
The oil flow from the front pump and rear pump
combines in the main control valve. The combined oil
flow enters passage (16) and flows through flow
allows the pump oil to flow through boom pump-to-
cylinder spool (15). As the oil pressure in passage (1)
increases, valve (9) shifts against the force of spring
(11). The oil in spring chamber (10) flows through
passages (12) and (4) to port (2). The oil delivery in
passage (1) now flows through port (2) to the head
end of the boom cylinders.
144 KENR9614-05
Boom System
Boom Lower

Boom drift reduction valve (BOOM LOWER)
During a BOOM LOWER operation, solenoid valve

(5) is activated by the machine ECM and spool (6)
shifts downward. The oil in spring chamber (10) flows
through passage (12), and spool (6). The oil in spring
chamber (10) now flows through drain passage (8) to
the hydraulic tank.
The return oil from the boom cylinder head end
enters port (2). Since the pressure in spring chamber
(10) is low, the oil in port (2) shifts valve (9) against
the force of spring (11). The oil from the head end of
the boom cylinders flows through port (2), passage
(1), cylinder-to-tank spool (14), and returns to the
hydraulic tank.
KENR9614-05 145
Boom System
Boom Hold

Boom drift reduction valve (BOOM HOLD)
(6) Spool (12) Passage (18) Sealing face
146 KENR9614-05
Boom System
When the joystick is moved to the NEUTRAL

position, the boom cylinders are held in the raised
position. This action allows valve (9) to shift to the
right due to spring force and oil pressure in spring
chamber (10). Valve (9) will then seal against sealing
face (18). Valve (9) prevents oil from leaking from the
head end of the boom cylinder. Stopping oil leakage
prevents boom drift.
i05276999
Control Valve (Boom

Lowering)
SMCS Code: 5147-BM
S/N: EBF1–Up
S/N: DNM1–Up
The boom lowering control valves are located on the
head end of the boom cylinders.
The boom lowering control valve has two functions:
• The boom lowering control valve prevents the
boom from falling if a hydraulic supply line fails.
The boom lowering control valve prevents the
boom from failing if a supply tube fails.
• The boom lowering control valve allows the

operator to lower the boom manually when the
engine is shut down.
Reference: For information on lowering the boom

manually, see Operation and Maintenance Manual,
“Equipment Lowering with Engine Stopped”.
KENR9614-05 147
Boom System

148 KENR9614-05
Boom System
Partial schematic, This schematic represents boom lower.

(1) Boom cylinders (3) Main control valve (5) Boom lowering PRV
(2) Boom lowering control valves (4) Manual boom lower
KENR9614-05 149
Boom System
BOOM RAISE Operation

Boom lowering control valve
(6) Pilot supply line (19) Passage (25) Spool valve
(10) Supply line (22) Passage (26) Drain port
(12) Drain line (23) Check valve (27) Passage
(16) Passage (24) Supply port (28) Relief valve
When the operator moves the joystick to the BOOM

RAISE position, the pump oil flows from the main
control valve through a line to port (10) of the boom
lowering control valve. The pump oil flows into
passage (16) and the pressure of the pump oil
causes check valve (23) to shift downward against
the spring. The pump oil flows through passage (16)
to passage (19). This action allows pump oil to flow
from port (10) to port (24) at the head end of the
boom cylinders. The rods are extended and the
boom raises.
150 KENR9614-05
Boom System
BOOM LOWER Operation

Boom lowering control valve
(12) Drain line (23) Check valve (27) Passage
(16) Passage (24) Supply port (28) Relief valve
The oil in the rod end of the stick cylinder begins to When the joystick is returned to the NEUTRAL
flow to port (24) of the boom lowering control valve. position, the loss of pilot oil pressure will allow the
As oil flows into passage (19), check valve (23) will spring to force spool (25) to close. Oil in the rod end
remain closed. Simultaneously, pilot oil flow is of the boom cylinder is trapped and the boom
provided to port (22) of the stick lowering control cylinders is held in position.
valve. The pilot oil at port (22) will cause spool (25) to
shift to the left. The oil then flows from passage (24)
to port (10). From port (10), the oil will flow through a
line to the main control valve and back to the
hydraulic tank.
As the joystick is moved further to the BOOM
LOWER position, the pilot pressure in port (22)
increases. Spool (25) shifts further to the left which
allows more oil from passage (19) to flow to passage
(16). Oil from the head end of the boom cylinder now
flows through port (24), to port (10), and then to the
main control valve. The boom cylinder rod retracts
and the boom lowers.
KENR9614-05 151
Boom System
Manual Boom Lower Reference: For information on the location of the

manual lower valve, see Operation and Maintenance
Manual, “Equipment Lowering with Engine Stopped”.
i06271357
Boom Cylinder
SMCS Code: 5456
Boom Cylinder

Emergency valve group
(29) Port
(30) Seat
(31) Locknut Illustration 154 g03369293
(32) Valve Hydraulic boom cylinder (typical example)
(33) Ball
(34) Port (1) Boom cylinder
(2) Head end port
As seat (30) is turned counterclockwise, ball (33) will (3) Rod end port
shift. As ball (33) is shifted, oil is allowed to flow
through port (29) and valve (32) to port (34). Oil from The boom cylinder raises and lowers the boom.
the head end of the boom cylinder flows through port When hydraulic fluids flows into head end port (2) of
(34) to the hydraulic tank. This action allows the boom cylinder (1), the cylinder extends. This action
boom to lower. raises to boom on the machine. When hydraulic fluid
flows into rod end port (3) of boom cylinder (1), the
cylinder retracts. This action causes the boom to
lower.
152 KENR9614-05
Boom System
Cylinder Construction

Cutaway view of boom cylinder (typical example)
(2) Head end port (5) Snubber (8) Cylinder body
(3) Rod end port (6) Rod
(4) Piston (7) Grease fitting
Boom cylinder (1) is constructed of the following Piston Seals

components:
• Piston (4)
• Snubber (5)
• Rod (6)
• Grease fittings (7)

• Cylinder body (8)
• Bearings
• Seals
Boom cylinder (1) has various seals to prevent the
hydraulic fluid from leaking past piston (4). Boom Illustration 156 g03369826
cylinder (1) also contains snubber (5) on the rod end.
Cylinder piston (typical example)
(4) Piston
(5) Snubber
(9) Piston seal
(10) Seal
(11) Wear band
Wear bands (11) prevent piston (4) from touching the

inner diameter of cylinder body (8).
Piston seal (9) block oil from passing through cylinder
body (8) inner diameter and piston (4) outer diameter.
Seal (10) blocks oil from passing through the inner
diameter of piston (4) and the outer diameter of rod
(6).
KENR9614-05 153
Boom System
Head Seals Snubber Operation

Cylinder rod end (typical example)
(3) Rod end port
(4) Piston
(5) Snubber
(6) Rod
(21) Passage
Cylinder head (typical example)
(3) Rod end port
(12) Cylinder head
(13) O-ring seal
(14) Backup ring
(15) Buffer seal
(16) Seal
(17) Backup ring
(18) Retaining ring
(19) Bearing
(20) Wiper seal
Bearing (19) prevents the rod from touching the inner

diameter of cylinder head (12).
O-ring seal (13) and backup ring (14) prevents
hydraulic oil from externally leaking out of cylinder
head (12).
Buffer seal (15) is the first seal that receives
pressure. The purpose of buffer seal (15) is to reduce
the pressure spikes on seal (16) and backup ring (17)
to increase longevity.
Seal (16) blocks oil from passing externally through Illustration 159 g03370184
cylinder head (12). Seal (16) also blocks external Snubber operation (typical example)
liquid from entering the cylinder.
(3) Rod end port
Wiper seal (20) has a lip seal that is pointed outward (4) Piston
(5) Snubber
to wipe off debris of the rod during retraction. The (6) Rod
purpose of wiper seal (20) is to prevent particles from (21) Passage
entering the cylinder.
154 KENR9614-05
Boom System
When boom cylinder (1) extends and becomes close

to the end of the extension stroke, Passage (21) is
restricted by snubber (5). This action causes rod (6)
to slow down before maximum extension is
performed.
KENR9614-05 155
Stick System
Stick System Note: Refer to the appropriate sections in this

i05277978
i05326410 Electronic Control (Stick

General Information (Stick System)
System) SMCS Code: 1400; 5050-JJ
SMCS Code: 1400; 5050-JJ Electronic Control Module (ECM)

Stick Hydraulic System
A stick cylinder is used to move the stick IN and OUT.
When the stick cylinder rod EXTENDS, the stick
moves IN. When the stick cylinder rod RETRACTS,
the stick moves OUT.
valve determines the direction and speed of the stick
cylinder in proportion to the movement of the joystick.
A STICK IN operation is accomplished when the oil
delivery from both front pump and rear pump is
supplied to the head end of stick cylinder. Flow
combiner proportional hydraulic modulation valve
(PHMV) is activated by the machine ECM. Flow
combiner spool then shifts to the allowing front pump Illustration 160 g02612416
oil to combine with rear pump oil. The combined oil Machine ECM
from the front pump and the rear pump then flows to
(1) Controller
stick Independent metering valve (IMV) section. (2) J1 Connector
(3) J2 Connector
Components of the stick system include:
• Stick IMV section
• Stick drift reduction valve

• Stick regeneration valve
• Stick Anti-drift valve

• Stick cylinder
156 KENR9614-05
Stick System
Pin Locations
Table 69
1 Power +Battery
2 Ground Ground

8 Power
Sensors (12V)

Caterpillar Electronic Technician (Cat ET). Input and 8 Output PS Pressure PRV
output information can also be viewed using the Output
12 Stick Drift Reduction Solenoid
Operator Monitor.
control modules via the CAN Data Link. The data link 22 Ground PRV Return
The Machine ECM also communicates to input and 30 Output Stick Side Warm Up Solenoid
Switch Panel. The Switch Panel is used to link input 33 Output Rear Pump Bypass PRV
CAN Data Link. 43 Output Rear Pump REPRV
47 Input/Output CAN (J1939) Data Link +

levels components). The ECM must be replaced if 48 Input/Output CAN (J1939) Data Link -
diagnosed.

KENR9614-05 157
Stick System
(Table 72, contd)


Table 73

Return
Return
Illustration 162 g03317116 7 Ground Attachment 1 Right P-C PHMV
view) 8 Ground Attachment 1 Right C-T PHMV
Return
The valve software for the stick and attachment 1
IMV sections resides in the ACS ECM 2. The valve
2 Ground Ground
Table 71
4 Ground Ground
1 Power Battery +
2 Ground Ground Sensor
3 Input Key Switch 8 Input Attachment 1 Right Pressure

Sensor
12 Power +8 V Sensor Supply Table 75
Table 72

(continued)
158 KENR9614-05
Stick System

remain constant.

machine.
Sensors

Table 77

Supply Voltage +7V ~ +14V pump oil in the left travel and boom/ bucket IMV
passages. The rear pump pressure sensor monitors
Output range 5% ~ 95% the rear pump oil pressure in the swing, right travel,
speed.
KENR9614-05 159
Stick System
ACS Valve Pressure Sensors Pump Displacement Sensor

Note: If the machine is equipped with tool control, a
third attachment ACS ECM will be installed on the
main control valve.
ECM:


• Stick Retract Pressure Sensor
• Attachment 1 Left Pressure Sensor

• Attachment 2 Right Pressure Sensor

Table 78
Rotational Range ± 24.15° Angular Rotation
Output PWM 8% - 92%

angle.
Hydraulic)”.
160 KENR9614-05
Stick System
Switches Solenoids
Pressure Switch On/Off Solenoids

Table 79
+ 12V ~ +32V
Rating
0.01 Amp to 1 Amp


Outputs only. Values may not represent parameters for
The ECM responds to decisions by sending electrical machine systems specifications.
Table 80
operator or the service technician. Rated Voltage 24 VDC
Hydraulic Lock Solenoid

Machine ECM. The hydraulic lock solenoid is
UNLOCK position.
KENR9614-05 161
Stick System
Stick Side Warm Up Solenoid and Boom Flow Combiner PHMV

Side Warm Up Solenoid The flow combiner PHMV has three positions and is
Warm-up solenoids are part of the automatic spool consists of the checked, closed, and open
hydraulic warm-up feature and can only be activated positions. The open position of the valve is to
with the hydraulic activation lever is in the LOCKED combine the flow from the rear pump and front pump
position. The temperature of the hydraulic fluid is into one hydraulic circuit. The valve spool is adjusted
monitored by the Machine ECM. If the Machine ECM based on the position of the joysticks.
temperature, the warm-up solenoids will be Reference: For more information concerning the
energized. The solenoids direct the flow of oil in each operation of the flow combiner PHMV, refer to
of the circuits through an orifice. The increased Systems Operation, “Main Control Valve”.
and returned to the hydraulic tank until the desired Proportional Hydraulic Modulation Valve
temperature is reached. (PHMV)
The hydraulic warm-up function can be ENABLED or

allowed to move.

Pump Bypass Cut PHMV
The pump bypass cut PHMV's are proportional Illustration 169 g03345346
of the valve stem based on the inputs to the Machine Proportional hydraulic modulation valves are used on
ECM. The Machine ECM uses the joystick position the ACS main control valve in order to control stem
sensor to determine the position of the bypass valve displacement. Each Independent Metering Valve
stem. When the operator is not requesting an (IMV) section contains two, pump-to-cylinder (P-C)
implement operation, the hydraulic oil flows through proportional hydraulic modulation valves (PHMV) and
the bypass cut valve stems and returns to the two, cylinder-to-tank (C-T) PHMV's which are
hydraulic tank. electrically controlled.
The front pump and rear pump bypass cut PHMVs Data Link
are in the NEUTRAL position. When the activation Cat Data Link
lever is in the UNLOCKED position, the bypass cut
PHMV's maintain standby pressure at a higher The Cat Data Link is an input/output of the ECM. The
pressure than when the activation lever is in the data link uses the connector for the service port in
LOCKED position. order to communicate with the Caterpillar Electronic
product link.

162 KENR9614-05
Stick System

ECM.
CAN Data Link

i05775917
Stick System
SMCS Code: 1400; 5050-JJ
Stick Out
KENR9614-05
9
KENR9614-05 165
Stick System
Hydraulic schematic for STICK OUT

(1) Flow combiner PHMV (10) Stick cylinder-to-tank head end spool (31) Rear pump
(2) Stick cylinder (11) Stick pump-to-cylinder rod end spool (60) Stick drift reduction solenoid valve
(3) Line (oil flow to stick cylinder rod end) (12) Flow compensator (61) Port (stick OUT)
(4) Line (oil flow from stick cylinder head (13) Valve (62) Stick head end cylinder-to-tank PHMV
end) (14) Stick drift reduction valve (63) Stick head end pump-to-cylinder PHMV
(5) Main control valve (15) Front pump bypass PHMV (64) Stick rod end pump-to-cylinder PHMV
(6) Flow combiner spool (16) Rear pump bypass PHMV (65) Stick rod end cylinder-to-tank PHMV
(7) Passage (27) Load check valve (66) Port (stick IN)
(8) Stick independent metering valve (IMV) (29) Front pump
(9) Passage (30) Pilot pump
166 KENR9614-05
Stick System
A STICK OUT operation is accomplished when the oil

delivery from both rear pump (31) and front pump
(29) is supplied to the rod end of stick cylinder (2).
Flow combiner spool (6) remains in the NEUTRAL
position allowing rear pump oil in passage (7) to
combine with front pump oil in passage (9). The
combined oil from the front pump and the rear pump
then flows to stick IMV section (8).

Stick IMV section (stick OUT)
(2) Stick cylinder
(3) Line (oil flow to stick cylinder rod end)
(4) Line (oil flow from stick cylinder head end)
(9) Passage
(10) Stick cylinder-to-tank head end spool
(11) Stick pump-to-cylinder rod end spool
(13) Valve
Main control valve (21) Pressure sensor (stick cylinder rod end)
(60) Stick drift reduction solenoid valve (22) Pressure sensor (stick cylinder head end)
(61) Port (stick OUT) (27) Load check valve
(62) Stick head end cylinder-to-tank PHMV (60) Stick drift reduction solenoid valve
(63) Stick head end pump-to-cylinder PHMV (61) Port (stick OUT)
(64) Stick rod end pump-to-cylinder PHMV (62) Stick head end cylinder-to-tank PHMV
(65) Stick rod end cylinder-to-tank PHMV (63) Stick head end pump-to-cylinder PHMV
(66) Port (stick IN) (64) Stick rod end pump-to-cylinder PHMV
(65) Stick rod end cylinder-to-tank PHMV
(66) Port (stick IN)
When the joystick for the stick is moved to the full
STICK OUT position, the ACS valve ECM activates Pump delivery oil in passage (9) flows through flow
pump-to-cylinder PHMV (64) and cylinder-to-tank compensator (12). Load check valve (27) opens and
PHMV (62). Pilot oil then shifts spool (10) and spool allows the pump oil to flow to stick pump-to-cylinder
(11) upward. Simultaneously, the machine ECM spool (11). The pump oil then flows through valve
activates rear pump bypass PHMV (16) and front (13), port (61), and line (3) to the rod end of stick
pump bypass PHMV (15). Bypass PHMV's (16) and cylinder (2).
(15) are modulated according to the joystick position.
Pump oil is then supplied to passages (7) and Return oil from the head end of stick cylinder (2)
passage (9) in main control valve (5). flows through line (4) to port (66). Return oil flows
The oil delivery from front pump (29) flows through hydraulic tank.
passage (9) in main control valve (5) to stick IMV (8).
The oil delivery from rear pump (31) flows through Note: For more information on the stick drift
flow combiner spool (6), passage (7), and passage reduction valve, refer to Systems Operation, “Stick
(9) to stick IMV (8). Drift Reduction Valve”.
STICK IN (With Regeneration)

KENR9614-05
10
KENR9614-05 169
Stick System
Hydraulic schematic for STICK IN (with regeneration)

(1) Flow combiner PHMV (12) Flow compensator (31) Rear pump
(2) Stick cylinder (13) Valve (60) Stick drift reduction solenoid valve
(3) Line (oil flow from stick cylinder rod end) (14) Stick drift reduction valve (61) Port (stick OUT)
(4) Line (oil flow to stick cylinder head end) (15) Front pump bypass PHMV (62) Stick head end cylinder-to-tank PHMV
(5) Main control valve (16) Rear pump bypass PHMV (63) Stick head end pump-to-cylinder PHMV
(6) Flow combiner spool (23) Stick pump-to-cylinder head end spool (64) Stick rod end pump-to-cylinder PHMV
(7) Passage (24) Stick cylinder-to-tank rod end spool (65) Stick rod end cylinder-to-tank PHMV
(8) Stick independent metering valve (IMV) (27) Load check valve (66) Port (stick IN)
(11) Stick pump-to-cylinder rod end spool (30) Pilot pump
170 KENR9614-05
Stick System
The stick hydraulic circuit contains a regeneration

function. This regeneration function allows the return
oil from the rod end of the stick cylinder to be
supplied to the head end of the stick cylinder during
the STICK IN operation. The regeneration function is
accomplished within the stick independent metering
valve section (8).
The ACS valve ECM uses pressure sensor
information to determine when a regeneration
function can be accomplished. When the stick
cylinder rod end pressure is high and the joystick
position sensor detects a stick IN operation, the stick
regeneration function is activated.
When the joystick for the stick is moved to the STICK
IN position, the ACS valve ECM activates pump-to-
cylinder PHMV (63) and cylinder-to-tank PHMV (65).
The ACS valve ECM also activates pump-to-cylinder
PHMV (64). Spool (11) shifts upward allowing return
oil from the rod end of the stick cylinder to combine
with the oil delivery from the front pump and rear
pump. This combined oil now flows through spool
(23) to the head end of the stick cylinder. Illustration 174 g02999478
Stick IMV section (stick IN with regeneration)
Since the stick regeneration function supplies return
oil from the rod end to the head end of the stick (2) Stick cylinder
cylinder, more efficient use of the oil delivery from the (3) Line (oil flow from stick cylinder rod end)
(4) Line (oil flow to stick cylinder head end)
rear pump and front pump is achieved during a (9) Passage
STICK IN operation. (10) Stick cylinder-to-tank head end spool
(13) Valve
(21) Pressure sensor (stick cylinder rod end)
(22) Pressure sensor (stick cylinder head end)
(23) Stick pump-to-cylinder head end spool
(24) Stick cylinder-to-tank rod end spool
(60) Stick drift reduction solenoid valve
(61) Port (stick OUT)
(62) Stick head end cylinder-to-tank PHMV
(63) Stick head end pump-to-cylinder PHMV
(64) Stick rod end pump-to-cylinder PHMV
Pump delivery oil in passage (9) flows through flow

allows the pump oil to flow to stick pump-to-cylinder
spool (23). The pump oil then flows through port (66)
and line (4) to the head end of stick cylinder (2).
Return oil from the rod end of stick cylinder (2) flows
through line (3) to port (61). Part of the return oil flows
hydraulic tank. Since stick rod end pump-to-cylinder
PHMV (64) is activated, spool (11) is shifted upward.
The other part of the return oil flows through spool
(11) and combines with the oil delivery from the rear
pump and front pump. The regeneration oil from the
rod end of the cylinder is then retuned to the head
end of stick cylinder (2).
STICK IN (Without Regeneration)

KENR9614-05
11
KENR9614-05 173
Stick System
Hydraulic schematic for STICK IN (without regeneration)

(1) Flow combiner PHMV (13) Valve (31) Rear pump
(2) Stick cylinder (14) Stick drift reduction valve (60) Stick drift reduction solenoid valve
(3) Line (oil flow from stick cylinder rod end) (15) Front pump bypass PHMV (61) Port (stick OUT)
(4) Line (oil flow to stick cylinder head end) (16) Rear pump bypass PHMV (62) Stick head end cylinder-to-tank PHMV
(5) Main control valve (19) Return passage (63) Stick head end pump-to-cylinder PHMV
(6) Flow combiner spool (23) Stick pump-to-cylinder head end spool (64) Stick rod end pump-to-cylinder PHMV
(7) Passage (24) Stick cylinder-to-tank rod end spool (65) Stick rod end cylinder-to-tank PHMV
(8) Stick independent metering valve (IMV) (27) Load check valve (66) Port (stick IN)
(12) Flow compensator (30) Pilot pump
174 KENR9614-05
Stick System
The ACS valve ECM uses pressure sensor Return oil from the rod end of stick cylinder (2) flows
information to determine the position of the stick. through line (3) to port (61). The return oil flows
When the stick cylinder rod end pressure is low and through cylinder-to-tank spool (24) and to the
the joystick position sensor detects a stick IN hydraulic tank. The stick then moves IN without
operation, the ACS valve ECM recognizes that the regeneration oil.
work tool is on the ground and regeneration is not
necessary.
i05395498
Stick Drift Reduction Valve

SMCS Code: 5143-JJ
The stick drift reduction valve is placed in the stick
circuit between the main control valve and the stick
cylinder. When the joystick for the stick is in the
NEUTRAL position, the stick drift reduction valve
stops oil leakage. The stick drift reduction valve stops
oil leakage from the rod end of the stick cylinder.
Stopping oil leakage prevents stick drift.

Stick IMV section (stick IN without regeneration)
(2) Stick cylinder
(3) Line (oil flow from stick cylinder rod end)
(4) Line (oil flow to stick cylinder head end)
(9) Passage
(10) Stick cylinder-to-tank head end spool
(13) Valve
(21) Pressure sensor (stick cylinder rod end)
(22) Pressure sensor (stick cylinder head end)
(23) Stick pump-to-cylinder head end spool
(24) Stick cylinder-to-tank rod end spool
(60) Stick drift reduction solenoid valve
(61) Port (stick OUT)
(62) Stick head end cylinder-to-tank PHMV
(63) Stick head end pump-to-cylinder PHMV
(64) Stick rod end pump-to-cylinder PHMV
When the joystick for the stick is moved to the STICK

IN position, the ACS valve ECM activates pump-to-
cylinder PHMV (63) and cylinder-to-tank PHMV (65).
Rear pump and front pump delivery oil in passage (9)
flows through flow compensator (12). Load check
valve (27) opens and allows the pump oil to flow to
stick pump-to-cylinder spool (23). The pump oil then
flows through port (66) and line (4) to the head end of
stick cylinder (2).
KENR9614-05 175
Stick System
Stick Out

Stick drift reduction valve (STICK OUT)
(1) Passage (7) Stick drift reduction valve (13) Load check valve
(2) Port (8) Return passage (14) Stick rod end cylinder-to-tank spool
(3) Stick rod end pressure sensor (9) Valve (15) Stick pump-to-cylinder rod end spool
(5) Stick drift reduction solenoid valve (11) Spring (17) Flow compensator
During a STICK OUT operation, solenoid valve (5) is

not activated by the machine ECM and spool (6)
does not shift.
The oil flow from the front pump and rear pump
combines in the main control valve. The combined oil
flow enters passage (16) and flows through flow
allows the pump oil to flow through stick pump-to-
cylinder spool (15). As the oil pressure in passage (1)
increases, valve (9) shifts against the force of spring
(11). The oil in spring chamber (10) flows through
passages (12) and (4) to port (2). The oil delivery in
passage (1) now flows through port (2) to the rod end
of the stick cylinder.
176 KENR9614-05
Stick System
Stick In

Stick drift reduction valve (STICK IN)
During a STICK IN operation, solenoid valve (5) is

activated by the machine ECM and spool (6) shifts
downward. The oil in spring chamber (10) flows
through passage (12), and spool (6). The oil in spring
chamber (10) now flows through drain passage (8) to
the hydraulic tank.
The return oil from the stick cylinder rod end enters
port (2). Since the pressure in spring chamber (10) is
low, the oil in port (2) shifts valve (9) against the force
of spring (11). The oil from the rod end of the stick
cylinder flows through port (2), passage (1), cylinder-
to-tank spool (14), and returns to the hydraulic tank.
KENR9614-05 177
Stick System
Stick Hold

Stick drift reduction valve (STICK HOLD)
(6) Spool (12) Passage (18) Sealing face
When the joystick is moved to the NEUTRAL The stick lowering control valve has two functions:
position, the stick cylinder is held in the OUT position.
This action allows valve (9) to shift to the right due to • Stick lowering control valves prevent the stick from
spring force and oil pressure in spring chamber (10). falling if a hydraulic supply line fails or a supply
Valve (9) will then seal against sealing face (18). tube to the stick cylinder fails.
Valve (9) prevents oil from leaking from the rod end
of the stick cylinder. Stopping oil leakage prevents • The stick lowering control valve allows the
stick drift. operator to lower the stick manually when the
engine is shut down.
i05750701
Control Valve (Stick Lowering)

SMCS Code: 5147-JJ
The stick lowering control valve is located on the rod
end of the stick cylinder.
178 KENR9614-05
Stick System

KENR9614-05 179
Stick System
Partial schematic (STICK IN)

(1) Stick cylinder (3) Main control valve
(2) Stick lowering control valve (4) Stick lowering PRV
180 KENR9614-05
Stick System
STICK OUT Operation

(12) Drain line (23) Check valve (28) Relief valve
(16) Passage (24) Supply port
When the operator moves the joystick to the STICK

OUT position, the pump oil flows from the main
control valve through a line to port (10) of the stick
lowering control valve. The pump oil flows into
passage (16) and the pressure of the pump oil
causes check valve (23) to shift downward against
the spring. The pump oil flows through passage (16)
to passage (19). This action allows pump oil to flow
from port (10) to port (24) at the rod end of the stick
cylinder. The rod of the stick cylinder will retract in
order to move out the stick.
When the joystick is returned to the NEUTRAL
position, the stick cylinder is held in the OUT position.
Check valve (23) and valve (25) prevent the oil in the
rod end of the stick cylinder from flowing out of the
stick cylinder.
KENR9614-05 181
Stick System
STICK IN Operation

(12) Drain line (23) Check valve (28) Relief valve
(16) Passage (24) Supply port
When the operator moves the joystick to the STICK

IN position, pump oil flows from the main control
valve through a line that is ported to the head end of
the stick cylinder.
The oil in the rod end of the stick cylinder begins to
flow to port (24) of the stick lowering control valve. As
oil flows into passage (19), check valve (23) will
remain closed. Simultaneously, pilot oil flow is
provided to port (22) of the stick lowering control
valve. The pilot oil at port (22) will cause spool (25) to
shift to the left. The oil then flows from passage (24)
to port (10). From port (10), the oil will flow through a
line to the main control valve and back to the
hydraulic tank.
182 KENR9614-05
Stick System
When the joystick is returned to the NEUTRAL

position, the loss of pilot oil pressure will allow the
spring to force spool (25) to close. Oil in the rod end
of the stick cylinder is trapped and the stick cylinder
is held in position.
i05318462
Stick Cylinder
SMCS Code: 5458
Stick Cylinder

Hydraulic stick cylinder (typical example)
(1) Stick cylinder
(2) Head end port
(3) Rod end port
The stick cylinder moves the stick in and out. When

hydraulic fluids flows into head end port (2) of stick
cylinder (1), the cylinder extends. This action moves
the stick inwards on the machine. When hydraulic
fluid flows into rod end port (3) of stick cylinder (1),
the cylinder retracts. This action causes the stick to
move outwards on the machine.
KENR9614-05 183
Stick System

Cutaway view of stick cylinder (typical example)
(2) Head end port (6) Snubber (9) Cylinder body
(4) Snubber (7) Rod
(5) Piston (8) Grease fitting
Stick cylinder (1) is constructed of the following Piston Seals

components:
• Snubber (4)
• Piston (5)
• Snubber (6)
• Rod (7)

• Bearings
• Seals
Stick cylinder (1) has various seals to prevent the
hydraulic fluid from leaking past piston (5). Stick Cylinder piston (typical example)
cylinder (1) also contains snubber (4) on the head (4) Snubber
end and snubber (6) on the rod end. (5) Piston
(6) Snubber
(10) Piston seal
(11) Seal
(12) Wear band

Piston seal (10) blocks oil from passing through
cylinder body (9) inner diameter and piston (5) outer
diameter.
Seal (11) blocks oil from passing through the inner
diameter of piston (5) and the outer diameter of rod
(7).
184 KENR9614-05
Stick System
Head Seals Snubber Operation

Extend

Cylinder rod end (typical example)
(3) Rod end port
(4) Snubber
Illustration 186 g03370587 (5) Piston
Cylinder head (typical example) (6) Snubber
(7) Rod
(3) Rod end port (23) Passage
(13) O-ring seal
(14) Cylinder head
(15) Backup ring
(16) Buffer seal
(17) Seal
(18) Retaining ring
(19) Bearing
(20) Backup ring
(21) Wiper seal
(22) Retaining ring

head (14).
Seal (17) blocks oil from passing externally through
cylinder head (14). Seal (17) also blocks external
Wiper seal (21) has a lip seal that is pointed outward Rod end snubber operation (typical example)
to wipe off debris on the rod during retraction. The
purpose of wiper seal (21) is to prevent particles from (3) Rod end port
(4) Snubber
entering the cylinder. (5) Piston
(6) Snubber
Retaining ring (22) prevents wiper seal (21) from (7) Rod
moving during a stick operation. (23) Passage
KENR9614-05 185
Stick System
When stick cylinder (1) extends and becomes close

to the end of the extension stroke, passage (23) is
to slow down before maximum extension is
performed.
Retract

Cylinder head end (typical example)
(2) Head end port
(4) Snubber
(5) Piston
(6) Snubber
(7) Rod
(24) Passage

Head end snubber operation (typical example)
(2) Head end port
(4) Snubber
(5) Piston
(6) Snubber
(7) Rod
(24) Passage
When stick cylinder (1) retracts and becomes close

to the end of the retraction stroke, passage (24) is
to slow down before maximum retraction is
performed.
186 KENR9614-05
Bucket System
Bucket System Note: Refer to the appropriate sections in this

i05325211
i05326488 Electronic Control (Bucket

General Information (Bucket System)
System) SMCS Code: 1400; 5050-YB
SMCS Code: 1400; 5050-YB Electronic Control Module (ECM)

Bucket Hydraulic System
A bucket cylinder is used to move the bucket for a
bucket OPEN or a bucket CLOSE operation. When
the bucket cylinder rod EXTENDS, the bucket
CLOSES. When the bucket cylinder rod RETRACTS,
the bucket OPENS.
valve determines the direction and speed of the
bucket cylinder in proportion to the movement of the
joystick. A BUCKET CLOSE operation is
accomplished when the oil delivery from both front
pump and rear pump is supplied to the head end of
bucket cylinder. Flow combiner proportional hydraulic
modulation valve (PHMV) is activated by the machine Illustration 191 g02612416
ECM. Flow combiner spool then shifts to the allowing Machine ECM
front pump oil to combine with rear pump oil. The
(1) Controller
combined oil from the front pump and the rear pump (2) J1 Connector
then flows to stick Independent metering valve (IMV) (3) J2 Connector
section.
Components of the bucket system include:
• Bucket IMV section
• Bucket cylinder
KENR9614-05 187
Bucket System
Pin Locations
Table 81
1 Power +Battery
2 Ground Ground

8 Power
Sensors (12V)

Caterpillar Electronic Technician (Cat ET). Input and 8 Output PS Pressure PRV
output information can also be viewed using the 20 Ground PRV Return
Operator Monitor.
control modules via the CAN Data Link. The data link 27 Input Hydraulic Lock Cancel Switch
29 Output Boom Side Warm-up Solenoid
The Machine ECM also communicates to input and 33 Output Rear Pump Bypass PRV
Switch Panel. The Switch Panel is used to link input 43 Output Rear Pump REPRV
CAN Data Link. 47 Input/Output CAN (J1939) Data Link +

levels components). The ECM must be replaced if 50 Input/Output Machine CAN Data Link +
diagnosed.
188 KENR9614-05
Bucket System
(Table 84, contd)


Table 85

Return
Return
Illustration 193 g03317116 7 Ground Bucket Retract P-C PHMV
view) 8 Ground Bucket Retract C-T PHMV
Return
1 Ground Ground
Table 83
4 Ground Ground
1 Power Battery +
2 Ground Ground
3 Input Key Switch
6 Ground +8 V Sensor Return Table 87
12 Power +8 V Sensor Supply ACS ECM 1 Connector J5 Contact Descriptions

Table 84
(continued)
KENR9614-05 189
Bucket System

remain constant.

machine.
Sensors

Table 89

Supply Voltage +7V ~ +14V pump oil in the left travel and boom/ bucket IMV
Output range 5% ~ 95% the rear pump oil pressure in the swing, right travel,
speed.
190 KENR9614-05
Bucket System
Pump Displacement Sensor ACS Valve Pressure Sensors

Note: If the machine is equipped with tool control, a
third attachment ACS ECM will be installed on the
main control valve.
ECM:

• Boom Extend Pressure Sensor

• Boom Retract Pressure Sensor
• Bucket Extend Pressure Sensor

• Bucket Retract Pressure Sensor
Switches
Pressure Switch

Table 90
Rotational Range ± 24.15° Angular Rotation Note: The values in Table 91 are for bench testing
Output Signal 500 ± 100 Hz machine systems specifications.
Output PWM 8% - 92% Table 91
Rating + 7V ~ +12V DC Activation Pressure 490 ± 49 kPa (71 ± 7 psi)

sensor and is used to measure the pump swashplate + 12V ~ +32V
Rating
angle. 0.01 Amp to 1 Amp
For more information on the pump regulators, refer to Pressure Range 0 to 10 MPa
Hydraulic)”.
KENR9614-05 191
Bucket System
Outputs Rear Pump Bypass Cut PHMV and Front

The ECM responds to decisions by sending electrical Pump Bypass Cut PHMV
action or the outputs can provide information to the The pump bypass cut PHMV's are proportional
operator or the service technician. hydraulic modulation valves that adjust the opening
Solenoids ECM. The Machine ECM uses the joystick position
On/Off Solenoids implement operation, the hydraulic oil flows through
hydraulic tank.
PHMV's maintain standby pressure at a higher
LOCKED position.
Hydraulic Lock Solenoid

Machine ECM. The hydraulic lock solenoid is
UNLOCK position.
Flow Combiner PHMV

The flow combiner PHMV has three positions and is
spool consists of the checked, closed, and open
positions. The open position of the valve is to
combine the flow from the rear pump and front pump
into one hydraulic circuit. The valve spool is adjusted
Illustration 199 g01158530 based on the position of the joysticks.
Note: The values in Table 92 are for bench testing Reference: For more information concerning the
only. Values may not represent parameters for operation of the flow combiner PHMV, refer to
machine systems specifications. Systems Operation, “Main Control Valve”.
Table 92

192 KENR9614-05
Bucket System
Proportional Hydraulic Modulation Valve • The ECM sends the input and the output
(PHMV)
CAN Data Link
i05750711
Bucket System
SMCS Code: 1400; 5050-YB
Bucket Close
Proportional hydraulic modulation valves are used on

two, cylinder-to-tank (C-T) PHMV's which are
electrically controlled.
Data Link
Cat Data Link
product link.


ECM.
KENR9614-05
12
KENR9614-05 195
Bucket System
Hydraulic schematic for BUCKET CLOSE

(1) Flow combiner PHMV (8) Bucket independent metering valve (27) Load check valve
(2) Bucket cylinder (IMV) (29) Front pump
(3) Line (oil flow to bucket cylinder head (9) Passage (30) Pilot pump
end) (12) Flow compensator (31) Rear pump
(4) Line (oil flow from bucket cylinder rod (15) Front pump bypass PHMV (62) Bucket rod end cylinder-to-tank PHMV
end) (16) Rear pump bypass PHMV (63) Bucket rod end pump-to-cylinder PHMV
(5) Main control valve (19) Return passage (64) Bucket head end pump-to-cylinder
(6) Flow combiner spool (23) Bucket pump-to-cylinder head end PHMV
(7) Passage spool (65) Bucket head end cylinder-to-tank
(24) Bucket cylinder-to-tank rod end spool PHMV
196 KENR9614-05
Bucket System
A BUCKET CLOSE operation is accomplished when

the oil delivery from only front pump (29) is supplied
to the head end of bucket cylinder (2). Flow combiner
PHMV (1) is activated by the machine ECM. Flow
combiner spool (6) then shifts to the center position
blocking rear pump oil from the front pump oil in
passage (7). The oil from the front pump then flows to
bucket IMV section (8).

Bucket IMV section (bucket CLOSE)
(2) Bucket cylinder
(3) Line (oil flow from bucket cylinder rod end)
(4) Line (oil flow to bucket cylinder head end)
(9) Passage
(21) Pressure sensor (bucket cylinder rod end)
(22) Pressure sensor (bucket cylinder head end)
(23) Bucket pump-to-cylinder head end spool
Main control valve (24) Bucket cylinder-to-tank rod end spool
(61) Port (bucket OPEN) (27) Load check valve
(62) Bucket head end cylinder-to-tank PHMV (60) Bucket drift reduction solenoid valve
(63) Bucket head end pump-to-cylinder PHMV (61) Port (bucket OPEN)
(64) Bucket rod end pump-to-cylinder PHMV (62) Bucket head end cylinder-to-tank PHMV
(65) Bucket rod end cylinder-to-tank PHMV (63) Bucket head end pump-to-cylinder PHMV
(66) Port (bucket CLOSE) (64) Bucket rod end pump-to-cylinder PHMV
(65) Bucket rod end cylinder-to-tank PHMV
(66) Port (bucket CLOSE)
When the joystick for the bucket is moved to the full
BUCKET CLOSE position, the ACS valve ECM Pump delivery oil in passage (9) flows through flow
activates pump-to-cylinder PHMV (63) and cylinder- compensator (12). Load check valve (27) opens and
to-tank PHMV (65). Pilot oil then shifts spool (23) and allows the pump oil to flow to bucket pump-to-
spool (24) upward. Simultaneously, the machine cylinder spool (23). The pump oil then flows through
ECM activates rear pump bypass PHMV (16). valve port (66), and line (4) to the head end of bucket
Bypass PHMV (16) is modulated according to the cylinder (2).
joystick position. Pump oil is then supplied to
passage (9) in main control valve (5) and supplied to Return oil from the rod end of bucket cylinder (2)
bucket IMV section (8). flows through line (3) to port (61). Return oil flows
front pump bypass PHMV (15) is not activated by the hydraulic tank.
machine ECM. The oil delivery from front pump (29)
flows through the bypass spool and returns to the
hydraulic tank. Bucket Open
The BUCKET OPEN operation is similar to the
BUCKET CLOSE operation.
KENR9614-05 197
Bucket System
When the joystick for the bucket is moved to the full

BUCKET OPEN position, the ACS valve ECM
to-tank PHMV (62). Pilot oil then shifts spool (23) and
spool (24) upward. Simultaneously, the machine
ECM activates rear pump bypass PHMV (16).
Bypass PHMV (16) is modulated according to the
joystick position. Pump oil is then supplied to
passage (9) in main control valve (5) and supplied to
bucket IMV section (8).
i05322941
Bucket Cylinder
SMCS Code: 5457
Bucket Cylinder

Hydraulic bucket cylinder (typical example)
(1) Head end port
(2) Bucket cylinder
(3) Rod end port
The bucket cylinder opens and closes the bucket.

When hydraulic fluids flows into head end port (1) of
bucket cylinder (2), the cylinder extends. This action
causes the bucket to close on the machine. When
hydraulic fluid flows into rod end port (3) of bucket
cylinder (2), the cylinder retracts. This action causes
the bucket to open on the machine.
198 KENR9614-05
Bucket System

Cutaway view of bucket cylinder (typical example)
(1) Head end port (5) Piston (8) Cylinder body
(3) Rod end port (6) Rod
(4) Locknut (7) Grease fitting
Bucket cylinder (2) is constructed of the following Piston Seals

components:
• Locknut (4)
• Piston (5)
• Rod (6)

• Bearings
• Seals
Bucket cylinder (2) has various seals to prevent the
hydraulic fluid from leaking past piston (5). Illustration 206 g03372236
Cylinder piston (typical example)
(4) Locknut
(5) Piston
(9) Piston seal
(10) Wear band

Piston seal (9) block oil from passing through cylinder
body (8) inner diameter and piston (5) outer diameter.
KENR9614-05 199
Bucket System
Head Seals

Cylinder head (typical example)
(3) Rod end port
(11) Cylinder head
(12) O-ring seal
(13) Backup ring
(14) Buffer seal
(15) Seal
(16) Backup ring
(17) Retaining ring
(18) Bearing
(19) Wiper seal

head (11).
Seal (15) blocks oil from passing externally through
cylinder head (11). Seal (15) also blocks external
Wiper seal (19) has a lip seal that is pointed outward
to wipe off debris of the rod during retraction. The
purpose of wiper seal (19) is to prevent particles from
entering the cylinder.
200 KENR9614-05
Swing System
Swing System • Swing parking brakes and swing parking brake

solenoid
• Swing drives
i05327729
General Information (Swing i05330486
System)
Electronic Control (Swing
SMCS Code: 1400; 5050-ZW
System)
Swing Hydraulic System SMCS Code: 1400; 5050-ZW
When the swing joystick is moved in order to perform
a SWING operation, the swing joystick sends an Electronic Control Module (ECM)
electrical signal input to the machine ECM.
The machine ECM sends an electrical signal to
solenoid valve for the swing parking brake on the left
swing motor. When the solenoid valve for the swing
parking brake is energized, pilot oil in line flows
through the solenoid valve. Pilot oil then flows
through a passage to the swing parking brake. The
pilot oil also flows through line to swing parking brake
at right swing motor. This pilot oil pressure releases
the swing parking brake. The swing parking brakes
are released before supply oil flows to the swing
motors.
The swing hydraulic system uses two proportional
reducing valves to control one valve spool. The valve
spool is located in the center section of the main
control valve that supplies high-pressure oil to the Illustration 208 g02612416
swing motor. Machine ECM
The oil delivery for the swing hydraulic circuit is (1) Controller
supplied by the rear pump only. When the swing (2) J1 Connector
(3) J2 Connector
joystick is moved from the NEUTRAL position, swing
brake solenoid is activated by the machine ECM.
Swing parking brake is then released. Motor rotary
group starts to rotate. The swing motor is mounted on
top of the swing drive. The swing drive is installed on
the upper structure. The swing drive reduces the
motor speed by two stages. The swing drive rotates
the upper structure.
The swing motors are a fixed displacement,
bidirectional piston type hydraulic motor. The swing
motors have a pinion gear attached to the output
shaft. The pinion gear engages with the internal gear
teeth of the large swing gear (swing bearing). The
swing gear is held stationary to the undercarriage
structure. When the swing motors rotate, the upper
structure rotates above the undercarriage structure.
Other components of the swing system include:
• Swing proportional solenoids

• Swing control valve
• Swing motors
• Anti-reaction valves
KENR9614-05 201
Swing System
Pin Locations
Table 93
1 Power +Battery
2 Ground Ground
4 Input Front Pump Displacement sensor
5 Input Rear Pump Displacement sensor
35 Input Swing Control Pressure Sensor

Table 94
Connectors of Machine ECM No. Type Pin Description
(2) J1 Connector Output
2 Flow Combiner PRV
(3) J2 Connector
5 Output Front Pump Bypass PRV
The output from the Machine ECM is based on input
information from the sensors. The output commands 8 Output PS Pressure PRV
are based on the software programmed into the
18 Output Swing Right PRV
input information, the ECM sends a corresponding 19 Ground PRV Return
response to the outputs. The inputs and outputs of
the ECM are connected to the machine harness by 22 Ground PRV Return
two 54-pin connectors (J1 and J2). The inputs and
Caterpillar Electronic Technician (Cat ET). Input and 28 Output Swing Left PRV
Operator Monitor. 33 Output Rear Pump Bypass PRV
The ECM also communicates with sensors and other 43 Output Rear Pump REPRV
control modules via the CAN Data Link. The data link
is bi-directional, allowing the Machine ECM to both 47 Input/Output CAN (J1939) Data Link +
receive and send information with the Engine ECM. 48 Input/Output CAN (J1939) Data Link -
output components that are directly connected to the 50 Input/Output Machine CAN Data Link +
Switch Panel. The Switch Panel is used to link input
and output components to the Machine ECM via the 51 Input/Output Machine CAN Data Link -
CAN Data Link. 53 Output Front Pump REPRV
diagnosed.
202 KENR9614-05
Swing System
Inputs High Pressure Sensors

provide an open, a ground, or a + battery signal to
remain constant.
In some cases the operator is provided a manual Note: The values in Table 96 are for bench testing
switch that can be used to change a condition of the only. Values may not represent parameters for
machine. machine systems specifications.
Sensors Table 96
Low Pressure Sensors Supply Voltage +7V ~ +14V

The front pump and rear pump pressure sensors are
located on the main control valve. The front pump
pump oil in the left travel and boom-bucket IMV
the rear pump oil pressure in the swing, right travel,
and stick-auxiliary IMV section of the main control
Note: The values in Table 95 are for bench testing valve high-pressure passages.
machine systems specifications. The pressure sensors send a pulse width modulated
Table 95 information is used for pump control and travel
Operating pressure 10 MPa speed.

KENR9614-05 203
Swing System
Pump Displacement Sensor Outputs

Solenoids
On/Off Solenoids

Note: The values in Table 97 are for bench testing only. Values may not represent parameters for
only. Values may not represent parameters for machine systems specifications.
machine systems specifications. Table 98
Table 97 Rated Voltage 24 VDC
Rotational Range ± 24.15° Angular Rotation Coil Resistance 32.0 ± 3.2Ω (T=20° C)
Output PWM 8% - 92%

angle.
Hydraulic)”.
204 KENR9614-05
Swing System
Rear Pump Bypass Cut PHMV and Front Proportional Hydraulic Modulation Valve
Pump Bypass Cut PHMV (PHMV)
The pump bypass cut PHMV's are proportional
ECM. The Machine ECM uses the joystick position
hydraulic tank.
PHMV's maintain standby pressure at a higher
LOCKED position.
Swing Brake Solenoid

The swing brake solenoid is an output of the Machine
ECM. The swing brake solenoid is energized in order
to release the swing brake. When the swing brake is
released, the upper structure is free to rotate. The
swing brake is released when the control levers are
actuated. The swing brake solenoid is de-energized Proportional hydraulic modulation valves are used on
approximately 6.5 seconds after any lever is moved the ACS main control valve in order to control stem
to NEUTRAL position. (IMV) section contains two, pump-to-cylinder (P-C)
Hydraulic Lock Solenoid two, cylinder-to-tank (C-T) PHMV's which are
electrically controlled.
Machine ECM. The hydraulic lock solenoid is Data Link
pressure. The hydraulic lock solenoid is de-energized Cat Data Link
This solenoid is activated while the key switch is in The Cat Data Link is an input/output of the ECM. The
the ON position and the hydraulic lock lever is in the data link uses the connector for the service port in
UNLOCK position. order to communicate with the Caterpillar Electronic
product link.
Flow Combiner PHMV
The flow combiner PHMV has three positions and is global positioning system for the machine.
spool consists of the checked, closed, and open The data link is bidirectional. The bidirectional link
positions. The open position of the valve is to allows the ECM to input information and output
combine the flow from the rear pump and front pump information. The data link consists of the following
into one hydraulic circuit. The valve spool is adjusted parts: internal ECM circuits, the related harness
based on the position of the joysticks. wiring, the service tool connector and the connector
Reference: For more information concerning the the ECM at contact J2-16 (wire 892-BR(Brown)) and
operation of the flow combiner PHMV, refer to contact J2-25 (wire 893-GN(Green)).
Systems Operation, “Main Control Valve”.
ECM.
KENR9614-05 205
Swing System

CAN Data Link

i05750768
Swing System
SMCS Code: 1400; 5050-ZW
206 KENR9614-05
Swing System
KENR9614-05
13
KENR9614-05 209
Swing System
Hydraulic schematic for a constant SWING RIGHT

(1) Swing motor (right) (9) Pilot oil manifold (17) Swing right PHMV
(2) Rotary motor group (10) Passage (18) Front pump bypass PHMV
(3) Swing brake solenoid (11) Swing left PHMV (19) Main Control Valve Center Manifold
(4) Motor rotary group (12) Flow combiner spool (20) Makeup line
(5) Swing motor (left) (13) Swing control valve (21) Pilot pump
(6) Line (pilot) (14) Rear pump bypass PHMV (22) Front pump
(7) Line (15) Swing pressure sensor (23) Rear pump
(8) Line (16) Flow combiner PHMV
210 KENR9614-05
Swing System
The oil delivery for the swing hydraulic circuit is

supplied by rear pump (23) only. When the joystick is
moved from the NEUTRAL position, swing brake
solenoid (3) is released. Motor rotary group (2) and
(4) start to rotate. The swing motors are mounted on
top of the swing drives. The swing drives are installed
on the upper structure. The swing drives reduce the
motor speed by two stages. The swing drives rotate
the upper structure.

operation of the swing motor, refer to Systems
Operation, “Swing Motor”.

operation of the swing drive, refer to Systems
Operation, “Swing Drive”.

operation of the swing parking brake and the swing
brake solenoid valve, refer to Systems Operation,
“Pilot Valve (Swing Parking Brake)”.

Main control valve
(11) Swing left PHMV
(17) Swing right PHMV
Swing control consists of two electronically controlled

Proportional Hydraulic Modulation Valves (PHMV)
which are controlled by the ECM.
KENR9614-05 211
Swing System

Compartment for the swing motor
(1) Swing motor (right) (7) Line (20) Makeup line
(5) Swing motor (left) (8) Line
The oil delivery from rear pump (23) flows to rear When the hydraulic lockout lever is in the
pump bypass PHMV (14) inside of main control valve UNLOCKED position, the oil delivery from pilot pump
center manifold (19). The oil delivery from front pump (21) flows to pilot oil manifold (9) and swing brake
(22) flows to front pump bypass PHMV (18) inside of solenoid (3). During a machine operation the joystick
main control valve center manifold (19). When the position sensor sends an input signal to the machine
swing joystick is in the NEUTRAL position, rear pump ECM. The machine ECM then energizes swing brake
oil flows through bypass spool and returns to the solenoid (3). The swing brake solenoid valve shifts.
hydraulic tank. Illustration 218 shows the main Pilot oil flows through the pilot line to swing parking
control valve when only the swing hydraulic circuit is brake. The swing parking brake releases in order to
activated. enable a swing operation.
212 KENR9614-05
Swing System
When the swing joystick is moved to the SWING

RIGHT position, rear pump bypass PHMV (14)
begins to modulate the rear pump bypass PHMV (14)
and swing right PHMV (17) according to the joystick
position. Front pump oil then flows through the main
control valve center manifold (19) suppling the swing
motors.
The two swing motors are identical in operation. The
swing motors have the following differences in
construction:
• Only the left swing motor is equipped with anti-
reaction valve
• Only the left swing motor is equipped with solenoid
valve for the swing parking brake
The SWING LEFT operation is similar to the SWING
RIGHT operation.
KENR9614-05 213
Swing System
i05336038
Swing Motor
SMCS Code: 5058-ZW

Swing motor
(1) Relief valve (11) Retainer plate (20) Port (supply oil or return oil)
(2) Relief valve (12) Drain port (22) Valve plate
(3) Motor head (13) Check valve (23) Passage (supply oil or return oil)
(4) Solenoid valve for swing parking brake (14) Makeup port (24) Brake spring
(5) Port (pilot system oil) (15) Passage (supply oil or return oil) (25) Brake piston
(7) Plate (16) Check valve (26) Piston
(8) Friction plate (17) Passage (supply oil or return oil) (27) Cylinder barrel
(9) Body (18) Port (supply oil or return oil) (28) Plate
(10) Shoe (19) Passage (supply oil or return oil) (29) Drive shaft
214 KENR9614-05
Swing System
Operation
The swing motor may be divided into the following
three groups:
• The rotary group consists of the following

components cylinder barrel (27), pistons (26),
shoes (10), retainer plate (11) and drive shaft (29).
• The parking brake consists of the following

components: brake spring (24), brake piston (25),
solenoid valve for swing parking brake (4), plate
(7) and friction plate (8).
• The relief valves and the makeup valves consist of
the following components: relief valve (1), relief
valve (2), check valve (13) and check valve (16).
Rear pump supply oil is delivered to port (18) or port
(20). During a SWING RIGHT operation, the oil
delivery enters port (20) and flows through passage
(19). The oil then flows through passage (15) in valve
plate (22) and passes through passage (23) in
cylinder barrel (27). This oil pressurizes piston (26) in
motor head (3).

Motor passages
(A) Bottom center position
(B) Inlet side (high pressure)
(C) Top center position
(D) Outlet side (low pressure)
(15) Passage (valve plate)
(17) Return passage
(18) Port
(19) Supply passage
(20) Port
(23) Passage (cylinder barrel)
(30) Passage (valve plate)
(31) Direction of motor rotation (counterclockwise rotation)
Shoe (10) is pressed against the upper surface of

plate (28) by the force of piston (26). The shoe and
the piston slide along the slope of plate (28) in a
counterclockwise direction. This sliding force causes
cylinder barrel (27) to rotate in a counterclockwise
direction (31). As each piston reaches the bottom
center position (A), oil flows through passage (23) of
piston (26) and through passage (30) in valve plate
(22). This oil then flows through passage (17) and
port (18) of motor head (3) to the hydraulic tank. As
cylinder barrel (27) continues to rotate
counterclockwise, the piston and the shoe continue
to move up the inclined surface of plate (28).
For a SWING LEFT operation, rear pump supply oil is
delivered to port (18). The supply ports and the return
ports are reversed. Cylinder barrel (27) turns
clockwise.
KENR9614-05 215
Swing System
The case drain oil from the swing motors returns i05336094
through drain port (12) of motor head (3). The oil
flows to the case drain filters and to the hydraulic Pilot Valve (Swing Parking
tank.
Brake)
swing parking brake, refer to Systems Operation, SMCS Code: 5059; 5483
“Pilot Valve (Swing Parking Brake)”.

swing relief valves, refer to Systems Operation,
“Relief Valve (Swing)”.

Swing parking brake
(1) Port (pilot system oil)
(2) Swing parking brake solenoid valve
(3) Passage (pilot oil flow)
(4) Motor head
(5) Brake spring
(7) Piston chamber (brake piston)
(8) Brake piston
(9) Plate
(10) Friction plate
(11) Cylinder barrel
(12) Piston
(13) Body
(21) Temporary brake release screw
Swing parking brake solenoid valve (2) is located on

the left swing motor only. Both the left swing motor
and the right swing motor are equipped with a swing
parking brake. The operation of the swing parking
brake is identical in both swing motors.
216 KENR9614-05
Swing System
The swing parking brake is located between motor

head (4) of swing motor and body (13). The swing
parking brake consists of the following components:
brake spring (5), brake piston (8), plate (9), friction
plate (10) and swing parking brake solenoid valve
(2). Friction plate (10) is splined to cylinder barrel
(11). Plate (9) is splined to body (13). Plate (9) and
friction plate (10) move in an axial direction.
Note: If the swing parking brake becomes inoperable

due to failure of swing parking brake solenoid valve
(2), the swing brake can be released by turning
temporary brake release screw (21) in a clockwise
direction until the temporary brake release screw
stops.

Swing parking brake (engaged position)
(14) Spool
(15) Passage (pilot system oil)
(16) Spring
(17) Spool chamber
(18) Passage (drain)
When the swing joystick is returned to the NEUTRAL

position, swing pump supply oil to the swing motors is
stopped. The machine ECM de-energizes the swing
parking brake solenoid valve (2) in approximately 6.5
Illustration 222 g03380704 seconds after the swing joystick is returned to the
Swing parking brake (disengaged position) NEUTRAL position. When the swing parking brake
solenoid valve is de-energized, spool (14) is moved
to the right by the force of spring (16). Spool (14)
(3) Passage (pilot oil flow) blocks pilot oil flow from port (1) to piston chamber
(6) Passage (pilot oil flow) (7). Brake spring (5) forces brake piston (8) to the
(14) Spool right. The oil in piston chamber (7) flows through
(15) Passage (pilot system oil) passage (3), spool chamber (17), and passage (19)
(16) Spring of spool (14). The oil then flows through passage (18)
(17) Spool chamber
to the case drain of the swing motors. As brake
piston (8) moves to the right, plate (9) and friction
When the swing joystick, boom joystick, stick joystick plate (10) are pressed against body (13). This action
and/or the bucket joystick is operated, swing parking stops the rotation of cylinder barrel (11) of the swing
brake solenoid valve (2) is energized by the machine motor. Rotation of the upper structure is prevented.
ECM. Spool (14) shifts to the left against spring (16). Since the machine ECM does not de-energize the
Pilot oil in port (1) flows through passage (15), spool swing parking brake solenoid valve until
chamber (17), passage (3) and passage (6) to piston approximately 6.5 seconds after the swing joystick is
chamber (7). The pilot pressure shifts brake piston returned to the NEUTRAL position, the rotation of the
(8) to the left against brake spring (5). The force that swing motors stops before the swing parking brakes
holds plate (9) and friction plate (10) together is are engaged. If the solenoid is de-energized before
released. When the swing parking brakes are the rotation of the swing motors stops, damage and
released, the swing operation of the upper structure wear to the swing parking brakes would result.
is enabled.
KENR9614-05 217
Swing System
i05336120 (14) Check valve

(15) Check valve
Relief Valve (Swing) (17) Swing control valve
(18) Slow return check valve
(19) Return line
SMCS Code: 5454

Swing motor
(2) Makeup port
(3) Relief valve
(6) Swing motor
(8) Relief valve
(10) Makeup line

Pressure circuit for SWING RIGHT operation (partial
schematic)
(1) Passage (supply oil)
(2) Makeup port
(3) Relief valve
(4) Passage
(5) Motor rotary group
(6) Swing motor
(7) Passage (return oil)
(8) Relief valve
(9) Passage
(10) Makeup line
(11) Check valve
(12) Port (supply oil)
(13) Port (return oil)
218 KENR9614-05
Swing System
Since the flow of return oil from the motor rotary

group through port (13) is blocked at the swing
control valve, the pressure of the blocked oil in
passage (7) increases. The increased oil pressure in
passage (7) acts on swing relief valve (8). The
increased pressure oil forces stem (22) of relief valve
(8) to the right (open position) against the force of
spring (21). When stem (22) shifts, oil flows through
passage (9), check valve (11), and passage (1) to
motor rotary group (5). The shock load is absorbed at
the stop of a swing movement.
At swing relief valve (8), the increased oil pressure in
passage (7) flows through orifice (20) in stem (22)
and passage (26) to piston chamber (27). The force
of spring (21) is less than the relief valve pressure
Illustration 226 g01231050 setting. This causes stem (22) to move to the right
Swing relief valve (open position) before the oil pressure in passage (7)
(4) Return passage
reaches the relief valve pressure setting. At the same
(7) Passage time, the pressure oil in piston chamber (27) flows
(20) Orifice through passages (24) and (29). Piston (25) moves
(21) Spring to the left against the force of spring (21). The oil in
(22) Stem piston chamber (23) flows through orifice (28) and
(23) Piston chamber into piston chamber (27). Orifice (28) restricts the oil
(24) Passage
(25) Piston
flow into piston chamber (27).
(26) Passage
(27) Piston chamber The swing relief valve maintains the operating
(28) Orifice pressure of the swing hydraulic circuit at a lower
(29) Passage pressure than the swing relief valve setting until the
(30) Adjustment plug pressure in the swing hydraulic circuit forces piston
(25) to the right against adjustment plug (30). When
Relief valves (3) and (8) are located in the head of piston (25) contacts adjustment plug (30), the
swing motor (6). These relief valves limit the pressure pressure in piston chamber (27) increases. The oil
in the left and right swing circuits to the swing relief pressure in passage (7) reaches the swing relief
valve setting. This provides a cushion effect at a start valve setting. The oil in passage (7) flows around
or stop of the swing operation. stem (22) and into return passage (4).
When the swing joystick is returned to the NEUTRAL After stem (22) begins to open and before piston (25)
position during the swing right operation, the swing completes the movement to the left, the pressure in
control valve shifts to the NEUTRAL position. Since the swing hydraulic circuit increases gradually. The
the swing control valve is in the NEUTRAL position, pressure in the swing hydraulic circuit does not reach
the oil delivery through port (12) to the motor rotary a peak pressure, and is a two-stage relief operation.
group (5) is now blocked at the swing control valve. The two-stage relief operation absorbs the shock
The return oil from the motor rotary group through load at the stop of a swing operation.
port (13) is also blocked at the swing control valve.
Starting of a swing right operation, the oil delivery
The mass (weight and size) of the upper structure from the rear pump flows through port (12) and
causes the upper structure to attempt to continue to passage (1) to motor rotary group (5). The mass
rotate after the swing joystick is returned to the (weight and size) of the upper structure causes an
NEUTRAL position. The motor rotary group is also increase of oil pressure in passage (1). Stem (22) of
attempting to continue to rotate. The motor rotary swing relief valve (3) opens slightly. A portion of the
group attempts to draw oil through port (12) and high-pressure oil in passage (1) flows through
attempts to displace the oil through port (13). makeup port (2) to return line (19). This gives a
smoother acceleration at the start of a swing
The oil supply to motor rotary group (5) is insufficient. operation.
A vacuum condition occurs in passage (1). Return oil
is supplied to the motor rotary group as makeup oil in
order to prevent the vacuum condition. For more
information concerning the makeup operation, refer
to Systems Operation, “Oil Makeup (Swing System)”.
KENR9614-05 219
Swing System
i05666010 (14) Check valve

(15) Check valve
Oil Makeup (Swing System) (17) Swing control valve
(18) Return check valve
(19) Return line
SMCS Code: 5080-ZW
When the swing joystick is moved to the NEUTRAL
position during the swing right operation, the swing
control valve shifts to the NEUTRAL position. Since
the swing control valve is in the NEUTRAL position,
the oil delivery through port (12) to motor rotary group
(5) is blocked at the swing control valve. The return
oil from the motor rotary group through port (13) is
also blocked at the swing control valve. The upper
structure will attempt to continue to rotate after the
swing joystick is returned to the NEUTRAL position.
This action causes an internal leak of oil in the swing
motor. As a result, a vacuum condition occurs at
passage (1). In order to prevent this vacuum
condition, makeup oil is delivered from the return
hydraulic system to the swing motor.

(10) Makeup line

Pressure circuit for SWING RIGHT (partial
schematic)
(1) Passage (supply oil)
(2) Makeup port
(3) Relief valve
(4) Passage
(5) Motor rotary group
(6) Swing motor
(7) Passage (return oil)
(8) Relief valve
(9) Passage
(10) Makeup line
(11) Check valve
(12) Port (supply oil)
(13) Port (return oil)
220 KENR9614-05
Swing System
Makeup oil is supplied to motor rotary group (5) from

return line (19). Return oil flows from return line (19),
through makeup line (10), and through port (2).
Return oil then flows through passage (9), through
check valve (11), through passage (1), and into motor
rotary group (5). The vacuum condition in passage
(1) is eliminated by the makeup oil from the return
hydraulic system.
During a left swing operation, the return ports and the
supply ports of the swing motor are reversed.
Makeup oil flows through check valve (14) if a
vacuum condition occurs in passage (7) during a
swing left operation.

(15) Check valve
When all of the control valves for implements, swing

and travel are in the NEUTRAL position, the oil
delivery from the front pump and the rear pump flows
through return line (19) to the hydraulic tank. Return
check valve (18) is attached to the hydraulic control
valve. Return check valve (18) maintains the return
oil pressure at 300 kPa (43.5 psi) in return line (19).
If a vacuum condition occurs at the swing motor
during the stop of a swing operation, the return check
valve (18) causes return oil to flow to motor rotary
group (5) as makeup oil. The return check valve
eliminates the vacuum condition in the swing motor
due to internal leakage.
If the swing joystick is moved suddenly toward the
NEUTRAL position from the FULL STROKE position,
the swing control valve partially closes. Until the
swing control valve reaches the NEUTRAL position,
the return oil from the swing motor continues to flow
through passage (7) and port (13) to return line (19).
The return oil pressure in passage (7) increases but
the return oil pressure in passage (7) remains lower
than the pressure setting of swing relief valve (8).
Swing relief valve (8) remains in the CLOSED
position.
A vacuum condition occurs at port (12) and passage
(1) due to the insufficient oil delivery from the rear
pump and due to the tendency of the motor rotary
group to continue to rotate. Since relief valve (8)
remains in the CLOSED position, makeup oil does
not flow through relief valve (8), passage (9) and
check valve (11) to passage (1) to motor rotary group
(5).
KENR9614-05 221
Swing System
i05337963
Relief Valve (Cushion

Crossover)
(Anti-Reaction Valves)
SMCS Code: 5111; 5454

Swing motor
(1) Block
(2) Swing motor
(3) Anti-reaction valve (right swing)
(4) Anti-reaction valve (left swing)
At the stop of a swing operation, it is difficult to

smoothly stop the upper structure and implements at
the desired position. This is due to the mass (weight
and size) of the upper structure. The outlet port of the
swing motor is blocked. This causes an oscillation or
a rocking motion in the swing motor. Anti-reaction
valves (3) and (4) provide a more exact swing
movement. The anti-reaction valves also prevent
shock load at the stop of a swing operation. Anti-
reaction valves (3) and (4) are located in block (1).
Block (1) is mounted on swing motor (2).
222 KENR9614-05
Swing System

Anti-reaction valve (neutral position)
(1) Block (11) Port (20) Passage
(3) Anti-reaction valve (12) Passage (21) Spring chamber
(4) Anti-reaction valve (13) Spring (22) Spring
(5) Motor rotary group (14) Valve seat (23) Valve seat
(6) Passage (15) Passage (24) Plunger
(7) Port (16) Plunger (25) Spring
(8) Passage (17) Passage (26) Piston
(9) Passage (18) Spring (31) Passage
(10) Passage (19) Piston chamber
During a swing operation of the upper structure, the Plunger (24) in anti-reaction valve (3) shifts
oil delivery from the rear pump flows through downward by the force of spring (25) until the plunger
passage (8) or passage (10) in block (1) to motor is stopped by piston (26). Valve seat (23) shifts
rotary group (5). When the swing joystick is in the downward by the force of spring (22) until the valve
NEUTRAL position, the swing control valve is in the seat comes in contact with plunger (24). Plunger (16)
NEUTRAL position. The oil delivery from the idler and valve seat (14) in anti-reaction valve (4) are
pump is blocked at the swing control valve. No oil shifted downward in the same manner as anti-
delivery flows to the motor rotary group. The return oil reaction valve (3).
from the swing motor is also blocked at the swing
control valve.
KENR9614-05 223
Swing System

Anti-reaction valve (swing operation)
(1) Block (11) Port (20) Passage
(3) Anti-reaction valve (12) Passage (21) Spring chamber
(4) Anti-reaction valve (13) Spring (22) Spring
(5) Motor rotary group (14) Valve seat (23) Valve seat
(6) Passage (15) Passage (24) Plunger
(7) Port (16) Plunger (25) Spring
(8) Passage (17) Passage (26) Piston
(9) Passage (18) Spring (31) Passage
(10) Passage (19) Piston chamber (34) Spring chamber
When the swing joystick is moved from the A portion of the pressure oil from the rear pump at
NEUTRAL position in order to perform a swing port (11) also flows to anti-reaction valves (3) and (4).
operation, the swing control valve shifts. The oil
delivery from the rear pump flows through the swing At anti-reaction valve (3), pressure oil from the rear
control valve and port (11) in block (1). The oil pump and the force of spring (22) shifts valve seat
delivery then flows through passage (10), passage (23) downward against plunger (24). Plunger (24)
(12) and motor rotary group (5). Return oil from the shifts downward against piston (26).
motor rotary group flows through passage (6),
passage (8), port (7) and the swing control valve to
the hydraulic tank. The motor rotary group rotates.
224 KENR9614-05
Swing System
Pressure oil from the rear pump also flows through

passage (9). The pressure oil enters spring chamber
(34) of anti-reaction valve (4). Plunger (16) shifts
upward against the force of spring (18). Valve seat
(14) is moved upward against the force of spring (13)
by plunger (16).

Anti-reaction valve (swing stop)
(3) Anti-reaction valve (15) Passage (25) Spring
(4) Anti-reaction valve (16) Plunger (27) Orifice
(5) Motor rotary group (17) Passage (26) Piston
(7) Port (18) Spring (28) Valve chamber
(8) Passage (19) Piston chamber (29) Passage
(9) Passage (20) Passage (30) Ball
(11) Port (22) Spring (32) Orifice
(13) Spring (23) Valve seat (33) Ball
(14) Valve seat (24) Plunger (35) Valve chamber
KENR9614-05 225
Swing System
When the swing joystick is returned to the NEUTRAL

position, the oil delivery from the rear pump to motor
rotary group (5) is blocked at the swing control valve.
The motor rotary group continues to rotate due to the
mass (weight and size) of the upper structure. Since
the return oil flow from the motor rotary group is also
blocked at the swing control valve, the oil pressure in
passage (8) increases. The oil pressure in passage
(10) decreases. The increased oil pressure in
passage (8) then enters anti-reaction valve (4). The
oil flows through passage (15) and passage (17). The
oil then enters piston chamber (19). The oil pressure
in piston chamber (19) forces plunger (16) upward
against the force of spring (18). Valve seat (14) shifts
upward against the force of spring (13).
A portion of the increased oil pressure in passage (8)
flows through passage (31) and passage (20). The oil
then enters spring chamber (21) in anti-reaction valve
(3). The oil pressure in spring chamber (21) forces
plunger (24) and valve seat (23) upward against the
force of springs (22) and (25).
As the motor rotary group of the swing motor
continues to attempt to stop, the oil pressure in
passage (8) gradually decreases. The oil pressure in
piston chamber (19) decreases . The force of spring
(18) causes plunger (16) to shift downward at a rapid
rate. Valve seat (14) shifts downward by the force of
spring (13). Since orifice (27) restricts the flow of oil
from valve chamber (28), valve seat (14) moves in a
downward direction more slowly than plunger (16).
The contact between plunger (16) and valve seat
(14) is no longer maintained. The oil pressure in
passage (15) forces ball (30) against the top end of
plunger (16). The oil in passage (8) now flows
through passages (29) and (9) to passage (10).
During the separation of plunger (16) and valve seat
(14) in anti-reaction valve (4), anti-reaction valve (3)
activates also. In anti-reaction valve (3), The
pressure of the oil that flows from spring chamber
(21) to passage (8) decreases. The force of spring
(25) causes plunger (24) to shift downward. The
force of spring (22) causes valve seat (23) to shift
downward. Since orifice (32) restricts the flow of oil
from valve chamber (35), valve seat (23) shifts more
slowly than plunger (24). The contact between
plunger (24) and valve seat (23) is no longer
maintained. The oil pressure in passage (20) forces
ball (33) against the valve seat (23). Now, the oil flow
from passage (8) through passage (31) to passage
(10) is blocked by ball (33).
Since passages (8) and (10) are connected by
activation of anti-reaction valve (4), the swing
movement of the upper structure stops with a
minimal shock load at a desired position. A more
exact swing movement is possible. A slight shock
load may occur due to the gear backlash of the swing
drive.
226 KENR9614-05
Swing System

Anti-reaction valve (reverse rotation)
(3) Anti-reaction valve (15) Passage (25) Spring
(4) Anti-reaction valve (16) Plunger (27) Orifice
(5) Motor rotary group (17) Passage (26) Piston
(7) Port (18) Spring (28) Valve chamber
(8) Passage (19) Piston chamber (29) Passage
(9) Passage (20) Passage (30) Ball
(11) Port (22) Spring (32) Orifice
(13) Spring (23) Valve seat (33) Ball
(14) Valve seat (24) Plunger (35) Valve chamber
When motor rotary group (5) is slightly rotated in the In anti-reaction valve (3), plunger (24) and valve seat
reverse direction due to the gear backlash, oil (23) separate from each other. Ball (33) is forced
pressure in passage (10) increases and oil pressure against plunger (24) by the pressure oil in passage
in passage (8) decreases. Anti-reaction valves (3) (10). Oil can now flow from passage (10) through
and (4) function in order to stop the swing movement passages (20) and (31) to passage (8).
of the upper structure with a slight reversed motion.
The increased oil pressure in passage (10) causes a
shock load. The absorption of the shock load is
described in the following manner.
KENR9614-05 227
Swing System
In anti-reaction valve (4), plunger (16) and valve seat

(14) separate from each other. Ball (30) is forced
against valve seat (14) by the pressure oil in passage
(29). The flow of oil from passage (10) through
passage (9) to passage (8) is blocked.
The oil pressure in passage (10) decreases and the
rotation of motor rotary group (5) is prevented. The
swing movement is gradually stopped.
228 KENR9614-05
Swing System
i05549251
Swing Drive
SMCS Code: 5459

Swing drive
(1) Ring gear (5) First stage sun gear (9) Roller bearing
(2) Housing (6) First stage planetary gear (10) Roller bearing
(3) First stage carrier (7) Second stage planetary gear (11) Pinion shaft
(4) Second stage carrier (8) Second stage sun gear (12) Bearing gear (swing gear)
The swing drive consists of a series of planetary • The first group is a double reducer of motor speed.
gears. The planetary gears reduce the rotational The first stage reduction group consists of the
speed of the swing motor. The swing motor is bolted following components: first stage sun gear (5), first
to the top of the swing drive. The swing drive is bolted stage planetary gear (6), ring gear (1) and first
to the upper structure. The teeth of the swing drive stage carrier (3). The second stage reduction
output pinion shaft (11) engage with bearing gear consists of the following components : second
(12) of the swing bearing. The pinion shaft (11) stage sun gear (8), second stage planetary gear
rotates around bearing gear (12). This rotation (7), ring gear (1) and second stage carrier (4).
causes the machine to swing. Bearing gear (12) is
attached to the lower structure. • The second group is the group for reduced output
The swing drive is divided into the following two speed of the motor. The second group consists of
groups : the following components: roller bearing (9), roller
bearing (10) and pinion shaft (11). The roller
bearings are installed in housing (2) and the roller
bearings support pinion shaft (11).
The swing speed is reduced by a ratio of teeth on the
sun gear to ring gear teeth by planetary reduction.
Since the sun gear is inside of the ring gear, the
swing drive is more compact than reduction units with
external teeth.
KENR9614-05 229
Swing System

Operation of the first stage planetary assembly
(1) Ring gear
(3) First stage carrier
(5) First stage sun gear
(6) First stage planetary gear
The swing motor output shaft is splined to first stage

sun gear (5). First stage planetary gears (6) of first
stage carrier (3) mesh with first stage sun gear (5).
When first stage sun gear (5) rotates
counterclockwise, first stage planetary gears (6)
rotate in a clockwise direction. First stage planetary
gears (6) move counterclockwise around ring gear
(1). Ring gear (1) is bolted to housing (2). First stage
carrier (3) rotates counterclockwise.
Splines on the inner circumference of first stage
carrier (3) engage with the splines on second stage
sun gear (8). This causes second stage sun gear (8)
to rotate counterclockwise when the first stage carrier
rotates. Second stage planetary gears (7) turn
clockwise on the shafts and second stage planetary
gears (7) move in a counterclockwise direction
around ring gear (1). Second stage carrier (4) turns
counterclockwise. The splines on the inner
circumference of second stage carrier (4) engage
with the splines of pinion shaft (11). When the second
stage carrier turns counterclockwise, pinion shaft (11)
rotates counterclockwise.
Pinion shaft (11) engages with bearing gear (12) on
the inner circumference of the swing bearing. As
pinion shaft (11) rotates counterclockwise, pinion
shaft (11) moves in a clockwise direction around
bearing gear (12). Bearing gear (12) is bolted to the
lower structure. This rotation causes the upper
structure to swing to the right (clockwise rotation).
230 KENR9614-05
Travel System
Travel System Note: Refer to the appropriate sections in this

i05374004
i05373697 Electronic Control (Travel

General Information (Travel System)
System) SMCS Code: 1400; 5050
SMCS Code: 1400; 5050 Electronic Control Module (ECM)

Travel Hydraulic System
The travel hydraulic system utilizes seven major
components in the machine hydraulic system to
provide machine travel, which includes:
• Two bi-directional, two-speed travel motors, which
propel the final drives and the attached track
sprockets
• The main hydraulic pumps, which supply oil for
travel motor operation
• Three control valve spools in the main control
valve, which control the flow of oil to the travel
motors from the main hydraulic pumps
• Two pilot valves, which are connected to the Machine ECM
operator controls, for controlling machine (1) Controller
movement forward, rearward, and turning (2) J1 Connector
(3) J2 Connector
• The pilot manifold, which enables the distribution
of pilot oil for operation of the pilot operated travel
levers/pedals
• The control manifold, which contains the two-
speed travel solenoid valve
• The swivel, which is the rotating connection for all
travel system hydraulic oil lines between the
rotating upper structure (carbody) and the
stationary lower structure.
Other components of the travel system include:
• Straight travel solenoid
• Left and Right travel pressure switches

• Two-speed travel solenoid
KENR9614-05 231
Travel System
Pin Locations
Table 99
1 Power +Battery
2 Ground Ground
25 Output Travel Speed Change Solenoid
35 Input Left Travel Pressure Switch
36 Input Right Travel Pressure Switch

Table 100

Connectors of Machine ECM 20 Ground PRV Return
(2) J1 Connector 22 Ground PRV Return
(3) J2 Connector
Front Pump Displacement
24 Input
The output from the Machine ECM is based on input Sensor
information from the sensors. The output commands Input Hydraulic Lock Cancel Switch
27
are based on the software programmed into the
control module. After the Machine ECM receives the 47 Input/Output CAN (J1939) Data Link +
input information, the ECM sends a corresponding
response to the outputs. The inputs and outputs of 48 Input/Output CAN (J1939) Data Link -
two 54-pin connectors (J1 and J2). The inputs and 50 Input/Output Machine CAN Data Link +
outputs to the ECM can be viewed through the 51 Input/Output Machine CAN Data Link -
Caterpillar Electronic Technician (Cat ET). Input and
Operator Monitor.
control modules via the CAN Data Link. The data link
Switch Panel. The Switch Panel is used to link input
CAN Data Link.
diagnosed.
Underside of Soft Switch Panel
232 KENR9614-05
Travel System
Table 101
Switch Panel Connector J3 Contact Descriptions Table 102
No. Type Pin Description Operating pressure 10 MPa
1 Power +Battery Supply Voltage +7V ~ +14V
2 Ground Ground Output signal 500 ± 100 Hz (PWM)

12 Output Travel Alarm Output range 5% ~ 95%
Inputs High Pressure Sensors

provide an open, a ground, or a + battery signal to
remain constant.

switch that can be used to change a condition of the Note: The values in Table 103 are for bench testing
machine. only. Values may not represent parameters for
Sensors Table 103
Low Pressure Sensors Supply Voltage +7V ~ +14V

The front pump and rear pump pressure sensors are
located on the main control valve. The front pump
pump oil in the left travel and boom-bucket IMV
Illustration 240 g02263393 passages. The rear pump pressure sensor monitors
the rear pump oil pressure in the swing, right travel,
Note: The values in Table 102 are for bench testing and stick-auxiliary IMV section of the main control
only. Values may not represent parameters for valve high-pressure passages.
machine systems specifications. The pressure sensors send a pulse width modulated
speed.
KENR9614-05 233
Travel System
Pump Displacement Sensor Switches
Pressure Switch

Table 105
+ 12V ~ +32V
Rating
0.01 Amp to 1 Amp
Left Travel Pressure Switch and Right

Travel Pressure Switch
The left travel pressure switch and right travel
pressure switch detects a travel operation. The travel
Illustration 243 g03235722 pressure switches send an input signal to the
machine ECM. The machine ECM uses the switch
Note: The values in Table 104 are for bench testing information to control the engine speed and pump
control.
Outputs
Table 104
Rotational Range ± 24.15° Angular Rotation signals to the outputs. The outputs can create an
Output Signal 500 ± 100 Hz operator or the service technician.
Output PWM 8% - 92%
234 KENR9614-05
Travel System
Solenoids Hydraulic Lock Solenoid

On/Off Solenoids Machine ECM. The hydraulic lock solenoid is
UNLOCK position.
Data Link
Cat Data Link
product link.


ECM.
Table 106
Rated Voltage 24 VDC information to the Caterpillar ET.
CAN Data Link
Travel Speed Solenoid A Controller Area Network (CAN) Data Link allows
The travel speed solenoid is an output of the Machine ECM, and the input and output devices of the switch
ECM. When the travel speed solenoid is active, the panel. The CAN Data Link allows for bi-directional
machine can travel at high speed. The travel speed electronic signals to be passed among the controllers
solenoid is active when the travel speed mode switch and the switch panel. The data link allows the
is set to “RABBIT (high)” mode. The travel speed also Machine ECM to be connected to sensors and
depends on the delivery pressure of the main pump. Machine ECM can also use the data link to
If the delivery pressure of the main pump is high, the communicate engine speed and/or torque
travel speed solenoid is de-energized. When the requirements to the Engine ECM.
delivery pressure of the main pump is low, the travel
speed solenoid is energized.
KENR9614-05 235
Travel System
Travel Alarm
The travel alarm SOUNDS in order to alert the area
that the machine is moving. The travel alarm is
activated by the machine ECM whenever the travel
levers/pedals are moved.
i05750830
Travel System
SMCS Code: 1400; 5050
Travel Control

Final drive
(53) Track
(54) Sprocket
(55) Final drive
The output flow from the rear pump flows through the
swivel to the right travel motor. The output flow from
the front pump flows through the swivel to the left
travel motor. The pump delivery flow causes rotation
of the travel motors. The torque of the travel motors
is transmitted to the final drives. The rotational speed
of the travel motors is reduced by gear reduction in
the final drive. The final drive (55) increases the
torque and the rotational force drives track (53) via
Illustration 246 g03390196 sprocket (54).
(1) Left travel motor
(8) Counterbalance valve

Soft switch panel (right console)
(56) Travel speed control switch
236 KENR9614-05
Travel System
The travel speed can be adjusted by the slight

operation of the travel levers/pedals. The travel
speed can also be controlled by travel speed control
switch (56). This changes the travel speed when the
travel levers/pedals are moved to the maximum
position. The travel speed control switch can be set
at the LOW SPEED position or the HIGH SPEED
position. When the travel speed control switch is set
at the LOW SPEED position, the tortoise appears on
the default message display of the monitor. When the
travel speed control switch is set at the HIGH SPEED
position, the rabbit appears on the default message
display of the monitor. During travel on a flat surface
or during gradual downhill travel, the travel speed is
set at the HIGH SPEED position in order to realize
increased mobility.
When travel speed control switch (56) is set at the
HIGH SPEED position, the pressure sensors for
pump delivery pressure detect the change in pump
load. If the pressure sensors detect a high load, the
travel speed is automatically adjusted to LOW
SPEED. If the pressure sensors detect a small load,
the travel speed is automatically adjusted to HIGH
SPEED.

Operation of travel
(1) Left travel motor (58) Left travel lever/pedal (61) Cab
(15) Right travel motor (59) Idler (62) Reverse travel
(57) Forward travel (60) Right travel lever/pedal
The direction of travel is relative to the position of the When cab (61) is rotated by 180 degrees, travel
lower structure. For normal travel, idler (59) is motors (1) and (15) are positioned in front of the cab.
positioned in front of cab (61) and travel motors (1) The direction of travel and the operation of the travel
and (15) to the rear of the cab. With the machine in levers/pedals (58) and (60) are reversed from the
the normal position of travel, move the travel levers/ normal travel direction.
pedals (58) and (60) forward. The machine will travel
in forward direction (57). This movement is called
forward travel. When the travel levers/pedals (58)
and (60) are moved toward the operator, the machine
travels in reverse direction (62). This direction is
called reverse travel.
KENR9614-05 237
Travel System
When the machine is in the normal position of travel

and when one of the travel levers/pedals (58) or (60)
is moved forward, the respective track travels
forward. The machine turns because the stationary
track acts as the pivot point. This action is called a
pivot turn.
This machine will spot turn in order to change the
travel direction of the machine in a narrow space. To
complete a spot turn operation, move one travel
lever/pedal to the rear and move the other travel
lever/pedal forward at the same time. One track will
travel to the rear and the other track will travel
forward. The machine will spot turn around the center
axis of the machine.
Forward Travel
238 KENR9614-05
Travel System
KENR9614-05
14
KENR9614-05 241
Travel System
Hydraulic schematic for FORWARD TRAVEL

(1) Left travel motor (18) Passage (return oil) (35) Passage (supply oil)
(2) Swashplate (20) Displacement change valve (36) Passage (return oil)
(3) Motor rotary group (21) Passage (supply oil) (37) Return passage
(4) Swashplate control piston (22) Swashplate control piston (38) Left travel control valve
(5) Passage (supply oil) (23) Passage (39) Passage
(6) Brake pilot valve (24) Passage (41) Right travel control valve
(7) Passage (25) Passage (42) Pilot line (forward left travel)
(8) Counterbalance valve (26) Passage (43) Pilot line (forward right travel)
(10) Parking brake (27) Line (pilot system oil pressure) (44) Travel pilot control valve
(11) Passage (return oil) (28) Line (return oil) (46) Pressure sensor for drive pump
(12) Displacement change valve (29) Line (supply oil) (47) Pressure sensor for idler pump
(13) Passage (30) Swivel (48) Travel speed solenoid valve
(14) Line (pilot system oil pressure) (31) Line (supply oil) (49) Rear pump
(15) Right travel motor (32) Line (return oil) (50) Front pump
(16) Swashplate (33) Line (supply oil) (51) Pilot pump
(17) Hydraulic tank (34) Line (return oil) (52) Main control valve
242 KENR9614-05
Travel System
The oil delivery from the front pump enters left travel
motor (1) and flows through counterbalance valve (8)
and passage (5) to motor rotary group (3). At the
same time, a portion of the oil delivery from the front
pump flows through passage (7) and brake pilot
valve (6) to parking brake (10). The parking brake is
released and the oil delivery from the front pump
causes the motor to rotate.

Main control valve
(38) Right travel control valve
(41) Left travel control valve
When both of the travel levers/pedals are operated,

pilot system oil pressure flows from travel pilot control
valve (44) through pilot lines (42) and (43) to left
travel control valve (41) and right travel control valve
(38). The pilot system oil pressure shifts the spools in
both of the travel control valves to start the travel
function. The travel control valves allow the oil
delivery from the front pump and rear pump to flow
through the swivel (30). The oil flowing through the
swivel transfers the oil delivery from the rotating
upper structure to the lines in the lower structure. The
oil delivery flows to left travel motor (1) and right
travel motor (15).
Note: The right and left travel controls function in the

same manner. The explanation for the left travel
control will be used to explain both the right and left
travel controls.
When the left travel lever/pedal is moved to the
FORWARD TRAVEL position, pilot system oil
pressure from travel pilot control valve (44) flows
through pilot line (42) to left travel control valve (41).
The spool in the left travel control valve shifts to the
left. The oil delivery from the front pump flows
through passage (39), left travel control valve (41),
passage (35), line (33), swivel (30) and line (29) to
left travel motor (1).
KENR9614-05 243
Travel System
LOW SPEED

Left travel motor (LOW SPEED)
(1) Left travel motor (11) Passage (return oil) (51) Pilot pump
(2) Swashplate (12) Displacement change valve (52) Main control valve
(3) Motor rotary group (13) Passage (56) Travel speed control switch
(4) Swashplate control piston (27) Pilot line (58) Left travel lever/pedal
(5) Passage (supply oil) (46) Pressure sensor (main control valve) (A) Indicator for HIGH SPEED
(6) Brake pilot valve (48) Travel speed solenoid valve (B) Indicator for LOW SPEED
(8) Counterbalance valve (50) Front pump (C) Machine ECM
When travel speed control switch (56) is set at the The return oil from motor rotary group (3) flows
LOW SPEED position, an electrical signal is sent to through passage (11), counterbalance valve (8), line
machine ECM (C). The machine ECM does not (28) and swivel (30). The return oil then flows through
energize travel speed solenoid valve (48) and pilot line (34), left travel control valve (38) and return
system oil pressure does not flow through pilot line passage (37) to the hydraulic tank.
(27) to displacement change valve (12). The spool in
the displacement change valve does not shift. Oil Right travel motor (15) receives the oil delivery from
flows from the front pump in passage (5) to the motor the rear pump. The right travel motor functions in the
rotary group (3). Since displacement change valve same manner as the left travel motor in the LOW
(12) is not shifted, oil is restricted from swashplate SPEED position.
control piston (4). The swashplate remains in the
maximum displacement position. One rotation of
motor rotary group (3) displaces a larger amount of
oil flow. The rotational speed of the left travel motor
decreases. The left track moves slowly and better
traction is achieved.
244 KENR9614-05
Travel System
HIGH SPEED

Left travel motor (HIGH SPEED)
(1) Left travel motor (12) Displacement change valve (52) Main control valve
(2) Swashplate (13) Passage (56) Travel speed control switch
(3) Motor rotary group (27) Pilot line (58) Left travel lever/pedal
(4) Swashplate control piston (46) Pressure sensor (main control valve) (A) Indicator for HIGH SPEED
(5) Passage (supply oil) (48) Travel speed solenoid valve (B) Indicator for LOW SPEED
(8) Counterbalance valve (50) Front pump (C) Machine ECM
(11) Passage (return oil) (51) Pilot pump
KENR9614-05 245
Travel System
When travel speed control switch (56) is set at the

HIGH SPEED position, an electrical signal is sent to
machine ECM (C). Pressure sensors (46) and (47)
also send an electrical signal to the machine ECM. If
the travel load is light and when the pump delivery
pressure is below a certain pressure, the machine
ECM energizes travel speed solenoid valve (48).
Pilot system oil pressure flows through travel speed
solenoid valve (48) and line (27) to displacement
change valve (12). The spool in the displacement
change valve (12) shifts. A portion of the oil delivery
from the front pump flows through the displacement
change valve to swashplate control piston (4).
Swashplate control piston (4) moves swashplate (2)
to the minimum displacement position. One rotation
of motor rotary group (3) displaces a smaller amount
of oil flow. The rotational speed of the left travel motor
increases. The left track moves at a faster speed.
The return oil from motor rotary group (3) flows
through passage (11), counterbalance valve (8), line
(28) and swivel (30). The return oil then flows through
line (34), left travel control valve (38) and return
passage (37) to the hydraulic tank.
Right travel motor (15) receives the oil delivery from
the rear pump. The right travel motor functions in the
same manner as the left travel motor in HIGH
SPEED position.
246 KENR9614-05
Travel System
i05186650
Pilot Valve (Travel)

SMCS Code: 5059-PQ

Travel pilot control valve
(1) Travel lever/pedal (13) Return chamber (25) Piston
(2) Pedal (14) Passage (26) Spring
(3) Rod (15) Passage (27) Spring
(4) Seat (16) Pilot port (28) Spring chamber
(5) Spring (17) Passage (29) Ball
(6) Spring (18) Port (30) Rod
(7) Spool (19) Passage (31) Spring
(8) Passage (20) Passage (32) Spring
(9) Passage (21) Passage (33) Spring chamber
(10) Spring (22) Port (34) Ball
(11) Spool (23) Piston chamber
(12) Return port (24) Orifice
KENR9614-05 247
Travel System
When travel lever/pedal (1) is moved to the When travel lever/pedal (1) is released, spring (5)
FORWARD TRAVEL position, rod (3) moves forces seat (4) and rod (3) in an upward direction.
downward. As rod (3) moves downward, seat (4) The force of spring (6) decreases. Spool (7) moves
moves downward against the force of springs (5) and upward. The pilot oil pressure at port (18) flows
(6). Passage (19) opens. through passage (9), passage (20), passage (8) and
return chamber (13) to the hydraulic tank.
As passage (19) opens, the pilot oil from pilot port
(16) flows through passages (21), (19), (20), and (9) A dampening function is built into the travel pilot
to port (18). The pilot oil flows through port (18) to the control valve which allows the operational speed of
travel control valve. The pilot oil pressure shifts the the travel lever/pedal to correspond to the movement
spool of travel control valve. The oil delivery from the of the operator's foot. The dampening function also
pump now flows through the travel control valve to prevents the vibration that occurs when the travel
the travel motor. The travel motor rotates. The lever/pedal is released.
machine travels forward.
When travel lever/pedal (1) is moved suddenly from
The return pilot oil at the opposite end of the spool in the NEUTRAL position, rod (3) is pushed downward.
the travel control valve returns to the travel pilot Rod (3) moves piston (25), spring (26) and spring
control valve through port (22). Since spool (11) is (27) downward. The hydraulic oil in spring chamber
pushed upward by the force of spring (10), the return (28) is pressurized. Ball (29) closes the opening.
pilot oil flows through passage (17), passage (15), Orifice (24) allows the confined hydraulic oil in spring
passage (14), return chamber (13), and port (12) to chamber (28) to gradually flow into piston chamber
the hydraulic tank. (23). The gradual flow of oil through orifice (24)
causes the dampening function.
When travel lever/pedal (1) is moved slightly from the
NEUTRAL position for fine travel, rod (3) moves Rod (30) is forced upward by springs (31) and (32).
downward and seat (4) moves downward. Spring (6) The oil pressure in spring chamber (33) decreases.
forces spool (7) downward. Passage (19) opens The return oil pressure in return chamber (13) forces
slightly and the pilot oil pressure increases in port ball (34) upward. The return oil in return chamber
(18). When this pilot oil pressure becomes higher (13) now flows from return chamber (13) into spring
than the force of spring (6), spool (7) moves upward chamber (33). As a result, rod (30) follows the
opening passage (8). The pilot pressure oil from port movement of pedal (2).
(18) flows through passages (9), (20) and (8) into
return chamber (13). The pilot oil pressure decreases When travel lever/pedal (1) is moved slightly from the
slightly. Spool (7) is held in a pressure modulating NEUTRAL position for fine control, rod (3) is pushed
position. Spool (7) establishes a balance between the down slowly. As a result, the oil pressure in spring
pressure in port (18) and the force of spring (6). chamber (28) becomes equal to the oil pressure in
piston chamber (23). At this point, the dampening
function is weak.
248 KENR9614-05
Travel System
Travel lever/pedal (1) operates the same way in the

REVERSE TRAVEL position.
i05508459
Travel Motor
SMCS Code: 79PC-QP
Operation

Travel Motor
(1) Displacement change valve (3) Shuttle valve (5) Port (supply oil or return oil)
(2) Pilot port (automatic speed change) (4) Drain port (6) Port (supply oil or return oil)
KENR9614-05 249
Travel System
(7) Housing (13) Barrel (19) Motor shaft

(8) Piston (14) Friction disk (20) Hold down ball
(9) Swashplate (15) Separator plate (21) Spacer
(10) Retainer plate (16) Brake piston (22) Spring
(11) Shoe (17) Brake spring (23) Port plate
(12) Piston (18) Head
The travel motor can be divided into the following Shoes (11) are coupled to pistons (12). Shoes (11)
three groups: slide on the surface of swashplate (9). Shoes (11)
and pistons (12) rotate with barrel (13). Shoes (11)
• The rotary group consists of the following rotate around swashplate (9) from top center (C) to
components: retainer (10), shoes (11), pistons bottom center (A).
(12), barrel (13), shaft (19), hold down ball (20),
spacer (21) and springs (22). During forward travel, oil flows through passage (25)
of port plate (23) into passages (24) of barrel (13). Oil
• The parking brake group consists of the following is discharged through passages (24) of barrel (13) to
components: friction disks (14), separator plates passage (26) of port plate (23). The oil then flows
(15), brake piston (16) and springs (17). through port (5) to the return system. The barrel
rotates counterclockwise as viewed from the head
• The displacement change group consists of the end of the motor.
following components: displacement change valve Motor shaft (19) is splined to barrel (13). The shaft
(1), shuttle valve (3) and piston (8). and barrel of the left travel motor rotate
counterclockwise for forward travel.
The flow of the pump oil depends on the direction of
travel. Pump oil flows into the travel motor through In reverse travel, port (6) functions as an oil return
port (5) or port (6). Pump oil is forced out of the travel port. Port (5) functions as a supply port. The left
motor through port (6) or (5). travel motor rotates clockwise as viewed from the
head end of the motor.
The case drain oil returns to the hydraulic tank
through drain port (4) of housing (7). Note: The right travel motor functions in the same
manner as the left travel motor.
Parking Brake
Pump oil is supplied to the travel motor during a
travel operation. Pump oil is used to release the
parking brake so that the motor shaft will rotate.
When no pump oil is supplied to the motor, the motor
stops and the parking brake engages.

Motor passages (top view from head)
(A) Bottom center
(B) Inlet side (high pressure)
(C) Top center
(D) Outlet side (low pressure)
(24) Passage (barrel)
(25) Passage (port plate)
(26) Passage (port plate)
During forward travel, supply oil flows into the left

travel motor through port (6). The oil from port (6)
flows through head (18) to passage (25) in port plate
(23). The oil then flows into barrel (13) and forces
pistons (12) to move to the left.
250 KENR9614-05
Travel System

Parking brake (partial view)
(5) Port (supply oil or return oil) (16) Brake piston (31) Passage
(6) Port (supply oil or return oil) (17) Brake spring (32) Orifice
(7) Housing (27) Piston chamber (33) Counterbalance valve
(13) Barrel (28) Passage (34) Valve
(14) Friction disks (29) Passage (35) Spring
(15) Separator plates (30) Orifice (36) Passage
In the parking brake section of the travel motor, Prior to the operation of the travel motor, oil flows
separator plates (15) are splined to housing (7). through port (6) and into counterbalance valve (33).
Friction disks (14) are splined to barrel (13). Brake The oil then flows through passage (36) to valve (34).
springs (17) force brake piston (16) to the left. Brake Valve (34) shifts against the force of spring (35). Oil
piston (16) presses separator plates (15) and friction flows to passage (31) and to orifice (30). The oil then
disks (14) together. Pressing the plates and discs flows through passage (29) and passage (28) to
together locks barrel (14) to housing (7). The motor piston chamber (27). Brake piston (16) moves to the
shaft is splined to barrel (13). Because the plates and right against the force of brake springs (17). The
disks lock the barrel to the housing, the motor shaft is spring load which compresses friction disks (14) and
locked to the housing. The parking brake prevents separator plates (15) together is released.
rotation of the motor shaft.
Oil flows from port (6) into counterbalance valve (33)
When no pump oil is supplied to the travel motor, to barrel (13). Since the parking brake is disengaged,
brake piston (16) is pushed to the left by the force of barrel (13) and the motor shaft now rotate. Return oil
brake springs (17). The oil in piston chamber (27) from barrel (13) flows through counterbalance valve
flows through passage (28), passage (29) to orifice (33) to port (5) and to the return system.
(30). The oil flows through orifice (30) and passage
(31) into valve (34). The oil then flows through valve
(34) and orifice (32) to the drain line. Brake piston
(16) moves to the left. Friction disks (14) and
separator plates (15) are held together by brake
springs (17). The rotation of the travel motor stops.
Orifice (30) and orifice (32) restrict return oil flow from
piston chamber (27) to the return line. The restriction
of the oil flow delays the application of the parking
brake. The parking brake is delayed in order to give
the machine time to stop. Earlier wear and/or
damage to the machine could result if the machine
stayed in motion when the parking brake is engaged.
KENR9614-05 251
Travel System
When pump oil is supplied to port (5), return oil from

counterbalance valve (33) flows through passage (6).
Barrel (13) and the motor shaft rotate in the opposite
direction.
i05351727
Travel Parking Brake

SMCS Code: 4267
The travel parking brake is built into the travel motor.
When the oil delivery from the pump flows to the
travel motor, the parking brake releases and the
travel motor starts rotating. When no oil delivery
flows to the travel motor, the rotation of the travel
motor stops and the travel parking brake engages.
travel motor, refer to Systems Operation, “Travel
Motor ”.

Parking brake (parking brake engaged)
(1) Port (supply oil or return oil) (7) Brake piston (13) Passage
(2) Port (supply oil or return oil) (8) Brake spring (14) Orifice
(3) Housing (9) Piston chamber (15) Counterbalance valve
(4) Barrel (10) Passage (16) Valve
(5) Friction disks (11) Passage (17) Spring
(6) Separator plates (12) Orifice (18) Passage
In the parking brake section of the travel motor, When no pump oil is supplied to the travel motor,
separator plates (6) are splined to housing (3). brake piston (7) is pushed to the left by the force of
Friction disks (5) are splined to barrel (4). Brake brake springs (8). The oil in piston chamber (9) flows
springs (8) force brake piston (7) to the left. Brake through passage (10), passage (11) to orifice (12).
piston (7) presses separator plates (6) and friction The oil flows through orifice (12) and passage (13)
disks (5) together. Pressing the plates and discs into valve (16). The oil then flows through valve (16)
together locks barrel (4) to housing (3). The motor and orifice (14) to the drain line. Brake piston (7)
shaft is splined to barrel (4). Because the plates and moves to the left. Friction disks (5) and separator
disks lock the barrel to the housing, the motor shaft is plates (6) are held together by brake springs (8). The
locked to the housing. The parking brake prevents rotation of the travel motor stops.
rotation of the motor shaft.
252 KENR9614-05
Travel System
Orifice (12) and orifice (14) restrict return oil flow from Prior to the operation of the travel motor, oil flows
piston chamber (9) to the return line. The restriction through port (2) and into counterbalance valve (15).
of the oil flow delays the application of the parking The oil then flows through passage (18) to valve (16).
brake. The parking brake is delayed in order to give Valve (16) shifts against the force of spring (17). Oil
the machine time to stop. Severe wear and/or flows to passage (13) and to orifice (12). The oil then
damage to the machine could result if the machine flows through passage (11) and passage (10) to
stayed in motion when the parking brake is engaged. piston chamber (9). Brake piston (7) moves to the
right against the force of brake springs (8). The
spring load which compresses friction disks (5) and
separator plates (6) together is released.
KENR9614-05 253
Travel System
Oil flows from port (2) into counterbalance valve (15) from barrel (4) flows through counterbalance valve
to barrel (4). Since the parking brake is disengaged, (15) to port (1) and to the return system.
barrel (4) and the motor shaft now rotate. Return oil
i04038396
Displacement Change Valve

SMCS Code: 3220
Small Displacement Change

Operation (HIGH SPEED MODE)

Small displacement change operation
(1) Piston chamber (5) Port (supply oil or return oil) (9) Port (pilot system oil pressure)
(2) Piston (6) Port (supply oil or return oil) (10) Passage
(3) Swashplate (7) Passage (11) Shuttle valve
(4) Barrel (8) Displacement change valve
254 KENR9614-05
Travel System
When the travel speed control switch on the keypad

is pressed and the rabbit appears on the display, the
machine is in HIGH SPEED MODE. In this condition,
an input signal from the travel speed control switch is
sent to the machine ECM. The machine ECM
energizes the travel speed solenoid in the pilot
manifold. Pilot pressure flows to port (9) of the travel
motor. Pilot oil shifts displacement change valve (8).
System pressure from port (5) or port (6) flows
through shuttle valves (11) and passage (10) to
displacement change valve (8). System pressure
flows through displacement change valve (8) and
passage (7) to piston chamber (1). System pressure
in piston chamber (1) shifts piston (2) to the right.
Piston (2) forces swashplate (3) to the minimum
angle position. As a result, the angle of swashplate
(3) is decreased and the motor displacement is
decreased. Barrel (4) must rotate faster to displace
the same amount of oil during HIGH SPEED MODE.
The travel speed increases.
The pressure sensor for the pump delivery also
provides an input signal to the machine ECM. When
the travel load is light and when the pump delivery
pressure is below a certain level, no signal is sent to
the machine ECM. The machine ECM energizes the
travel speed solenoid. The travel motor continues to
be in HIGH SPEED MODE.
KENR9614-05 255
Travel System
Large Displacement Change

Operation (LOW SPEED MODE)

Large displacement change operation
(1) Piston chamber (5) Port (supply oil or return oil) (9) Port (pilot system oil pressure)
(2) Piston (6) Port (supply oil or return oil) (10) Passage
(3) Swashplate (7) Passage (11) Shuttle valve
(4) Barrel (8) Displacement change valve (12) Passage
256 KENR9614-05
Travel System
When the travel speed control switch on the keypad i03966729

is pressed and the tortoise appears on the display,
the machine is in LOW SPEED MODE. In this
condition, an input signal from the travel speed
Travel Counterbalance Valve
control switch is sent to the machine ECM. The travel SMCS Code: 5051-KV
speed solenoid in the pilot manifold is de-energized.
Pilot oil in port (9) flows to the return hydraulic
system. Displacement change valve (8) is not shifted.
Oil in piston chamber (1) flows through passage (7)
and displacement change valve (8) to the return
hydraulic system. System pressure from port (5) or
port (6) is blocked from flowing to passage (7) by
displacement change valve (8). Swashplate (3)
forces piston (2) back against the motor housing. As
a result, the angle of swashplate (3) increases and
the motor displacement increases. Barrel (4) rotates
slower to displace the same amount of oil during
LOW SPEED MODE. The travel speed decreases.
When the angle of swashplate (3) in the travel motor
increases, the displacement of the travel motor
increases.
The angle of swashplate (3) in the travel motor will
increase and the travel speed will decrease during
the following two conditions.
1. An increase in pump pressure occurs.
a. When the machine is in HIGH SPEED MODE

and the pump delivery pressure increases Illustration 261 g02161656
above a certain level, the machine ECM de- Left travel motor and travel counterbalance valve
energizes the travel speed solenoid. When the (1) Left travel motor
travel speed solenoid is de-energized, pilot (2) Counterbalance valve
(3) Crossover relief valve (forward travel)
system oil stops flowing into pilot port (9) of (4) Port (supply port for reverse travel)
displacement change valve (8). Main pump oil (5) Port (supply port for forward travel)
flow from port (5) or port (6) and shuttle valve (6) Crossover relief valve (reverse travel)
(7) Travel counterbalance valve
(11) is blocked by displacement change valve
(8). Travel counterbalance valve (7) consists of
counterbalance valve (2), crossover relief valve (3)
b. The force of swashplate (3) moves piston (2) to and crossover relief valve (6). The travel
the left. The oil in piston chamber (1) now flows counterbalance valve is bolted to the travel motor.
through passages (7) and (12) to the hydraulic The travel counterbalance valve has the following
tank. The angle of swashplate (3) is increased. four functions.
The displacement of the travel motor increases • The travel counterbalance valve prevents a shock
and the travel speed decreases. load when travel is stopped.
2. The travel speed control switch is pressed in order • The travel counterbalance valve prevents
to obtain LOW SPEED MODE. overspeed while the machine is Traveling down a
a. When the travel speed control switch on the slope.
keypad is pressed and the tortoise appears on • The travel counterbalance valve prevents
the display, the machine is in LOW SPEED cavitation.
MODE. In this condition, an input signal from the
travel speed control switch is sent to the • The travel counterbalance valve routes a portion
machine ECM. The machine ECM de-energizes of the oil to the travel parking brake in order to
the travel speed solenoid. The angle of release the brake.
swashplate (3) increases and the displacement
of the travel motor increases . The travel speed
decreases.
KENR9614-05 257
Travel System
Counterbalance Valve Operation

During Level Travel

Travel counterbalance valve (level travel)
(2) Counterbalance valve (12) Passage (oil flow to rotary group during (20) Passage
(3) Crossover relief valve (forward travel) reverse travel) (21) Passage
(4) Port (supply port for reverse travel) (13) Passage (22) Spring chamber
(5) Port (supply port for forward travel) (14) Spring chamber (23) Passage
(6) Crossover relief valve (reverse travel) (15) Passage (24) Spring chamber
(7) Spool (16) Ball (25) Damper piston
(8) Check valve (17) Damper chamber (26) Spring
(9) Check valve (18) Throttling slots (27) Spring chamber
(10) Spring (19) Passage (return oil flow from rotary (39) Passage (parking brake release oil)
(11) Spring group during reverse travel)
258 KENR9614-05
Travel System
Counterbalance valve (2) consists of spool (7), check

valve (8), check valve (9), spring (10) and spring (11).
During reverse travel, pump oil is supplied to port (4).
The oil flows through port (4) and opens check valve
(9) in spool (7). The oil also flows through passage
(12) to the rotary group of the travel motor.
A portion of the pump oil in port (4) flows through
passage (13). The oil enters spring chamber (14).
This pump oil flows through passage (15). Ball (16)
shifts. This allows pump oil to flow through the orifice
and into damper chamber (17). Oil also flows from
spring chamber (14) to damper chamber (17). The
pressure oil in spring chamber (14) and the pressure
oil in damper chamber (17) shifts spool (7) to the left
against the force of spring (10). Throttling slot (18)
now opens.
Pressure oil also flows through passage (21), spring
chamber (22) and passage (23). The oil now enters
spring chamber (24). The pressure oil shifts damper
piston (25) to the right against the force of spring
(26). The movement of damper piston (25) against
spring (26) dampens the force of the sudden
increase in pressure at travel crossover relief valve
(6).
As spool (7) shifts to the left, throttling slots (18)
open. Return oil from the travel motor flows through
passage (19), throttling slots (18) and port (5) to the
hydraulic tank. The oil in spring chamber (27) and
passage (20) will be the same pressure as the return
oil.
When the oil flow from port (4) is blocked, the
pressure in spring chamber (14) and damper
chamber (17) decreases. The force of spring (10)
shifts spool (7) to the right. Throttling slots (18) close.
Return oil from the travel motor at passage (19) is
blocked and the rotation of the travel motor stops.
When the direction of travel is reversed, pump oil
flows to spool (7) through port (5). The return oil flows
through port (4). During forward travel, the travel
counterbalance valve operates in the same manner
as the reverse travel operation.
KENR9614-05 259
Travel System
Counterbalance Valve Operation

During Slope Travel

Travel counterbalance valve (slope travel)
(2) Counterbalance valve (7) Spool (16) Ball
(3) Crossover relief valve (forward travel) (10) Spring (17) Damper chamber
(4) Port (supply port for reverse travel) (13) Passage (18) Throttling slots
(5) Port (supply port for forward travel) (14) Spring chamber (19) Passage
(6) Crossover relief valve (reverse travel) (15) Passage
When the machine travels down a slope, the travel The force of spring (10) moves spool (7) to the right.
motors rotate at a higher speed. The higher speed is Throttling slots (18) begin to close. This blocks oil
due to the mass (weight and size) of the machine. flow between passage (19) and port (5). The return
When this condition occurs, the pumps cannot oil from the travel motor and the oil flow to the suction
maintain the oil supply to the travel motors. The lack port of the travel motor are restricted. The rotation of
of oil supply will cause cavitation in the travel motor. the travel motor slows down.
A pressure decrease occurs at port (4). A pressure
decrease occurs in spring chamber (14) as well.
260 KENR9614-05
Travel System
The pressure of the pump oil at port (4) increases.

Part of the oil flows through passage (13). Spool (7)
shifts to the left. Throttling slots (18) open. Return oil
from the travel motor flows through port (5). The
modulation of spool (7) maintains the proper opening
of throttling slots (18) when the machine travels down
a slope. The travel motor begins to rotate in
accordance with the amount of pump oil supply. This
prevents cavitation in the travel motors.
When the machine is Traveling down a slope, or the
machine is suddenly stopped, spool (7) suddenly
closes throttling slots (18). This causes a hydraulic
pressure spike to occur. A damper is provided at both
ends of spool (7) in order to prevent hydraulic
pressure spikes. As spool (7) shifts to the right, the oil
in damper chamber (17) is pressurized. Ball (16)
moves to the left. Passage (15) closes. The oil in
damper chamber (17) is forced through the orifice
into spring chamber (14). Spool (7) slowly moves to
the right. Throttling slots (18) slowly close. The size
of the orifice and the position of the orifice maintains
the proper shock damper.
KENR9614-05 261
Travel System
Operation Of Travel Crossover Relief

Valves During Machine Stop

Travel counterbalance valve (travel stop)
(2) Counterbalance valve (18) Throttling slots (31) Poppet
(3) Crossover relief valve (forward travel) (19) Passage (32) Passage
(4) Port (supply port for reverse travel) (21) Passage (33) Orifice
(5) Port (supply port for forward travel) (25) Damper piston (34) Spring
(6) Crossover relief valve (reverse travel) (27) Spring chamber (35) Plunger
(7) Spool (28) Passage (36) Passage
(10) Spring (29) Passage
(12) Passage (30) Spring chamber
262 KENR9614-05
Travel System
If the travel control levers are returned to the

NEUTRAL position during machine movement, the
pump oil is blocked from the travel motors. The
pressure at port (4) of the travel counterbalance
valve decreases. The force of spring (10) moves
spool (7) to the right to the neutral position. The mass
(weight and size) of the machine causes the travel
motor to continue to rotate. Throttling slots (18) close
and the flow of return oil from passage (19) is
blocked. A sudden pressure increase occurs in
passage (28). The return oil in passage (28) flows to
crossover relief valve (3) by flowing through passage
(29). The oil flows into spring chamber (30) and the
oil acts on poppet (31). At the same time, the oil flows
through passage (32), orifice (33) and spring
chamber (27). The oil now acts on piston (25). The oil
pressure rises to the set pressure of the force of
spring (34) of piston (25). Piston (25) moves to the
left and the piston compresses spring (34). When
piston (25) reaches the end of the stroke, the oil
pressure opens poppet (31). The oil flow through the
open poppet seat causes a pressure decrease in
spring chamber (30). The pressure decrease in
spring chamber (30) allows the high oil pressure in
passage (29) to move plunger (35) to the right. Oil in
passage (29) flows past the open plunger (35) into
suction passage (12) of the travel motor.
Crossover relief valves (3) and (6) protect the travel
motor by releasing the high-pressure oil.
Crossover relief valves (3) and (6) also provide
makeup oil from the outlet side of the travel motor to
the inlet side of the travel motor. This makeup oil
prevents a vacuum condition in the travel motor.
During forward travel of the left travel motor, oil flow
opens crossover relief valve (6) when the machine is
stopping. During reverse travel of the left travel
motor, crossover relief valve (3) is activated when the
machine is stopping.
In order to adjust the pressure setting of the
crossover relief valves, refer to the crossover relief
valves by the functions of the travel control levers.
Refer to crossover relief valve (3) as left travel
(forward). Refer to crossover relief valve (6) as left
travel (reverse).
KENR9614-05 263
Travel System
i05666275
Oil Makeup (Travel System)

SMCS Code: 5080

Oil makeup operation
(1) Motor rotary group (6) Line (11) Travel control valve
(2) Travel motor (7) Line (12) Hydraulic pumps
(3) Passage (8) Passage (13) Passage
(4) Check valve (9) Return passage
(5) Swivel (10) Passage
In order to prevent cavitation in the travel motor During travel stop, the travel levers/pedals are moved
during travel stop, makeup oil is supplied to the travel to the NEUTRAL position. The oil delivery from the
motor. hydraulic pump through passage (9) is blocked at
travel control valve (8). The oil delivery from the
The following description is given for travel stop of hydraulic pump is not supplied to the left travel motor.
the left travel motor. The right travel motor functions
in the same manner as the left travel motor.
264 KENR9614-05
Travel System
Since no oil delivery is supplied to left travel motor When the machine travels without swing operation or
(2), the travel motor will attempt to stop. However, the implement operation, the pressure sensor for left
travel motor will continue to rotate because of the travel and the pressure sensor for right travel are ON.
inertia (weight and size) of the machine. This action The right joystick and left joystick are in the
causes a vacuum condition in passage (3) of the NEUTRAL position. The oil delivery from the front
travel motor. pump flows through left travel control valve (1) to the
left travel motor. The oil delivery from the rear pump
When travel control valve (8) is in the NEUTRAL flows through straight travel control valve and right
position, return oil flows from return passage (10) travel control valve (3) to the right travel motor.
through passage (9). The return oil then flows Because both travel circuits are separated, the
through line (7), swivel (6), line (5), check valve (4), machine continues to travel straight, unless a
and passage (3) to motor rotary group (1) as makeup difference in travel resistance occurs between the
oil. This makeup oil prevents cavitation in the travel right and left tracks.
motor during travel stop.
The straight travel system ensures the straight travel
Makeup oil is supplied for forward travel in the same of the machine when other circuits are operated
manner as reverse travel. during travel. The rear pump and the front pump
supply oil to the travel motors. During travel, if an
i05750843 implement operation or a swing operation occurs the
oil supply to each travel motor will differ. This oil
Control Valve (Straight Travel) difference would cause the right travel motor and the
left travel motor to rotate at different speeds. The
SMCS Code: 5462 different speeds will cause the machine to turn.
Straight travel (tracking) can be maintained even The following actions occur when the straight travel
though there is a swing operation or implement control valve is activated.
operation during travel.
• The pressure sensor for left travel and the
pressure sensor for right travel are ON.
• The machine ECM senses an input signal from the
left joystick or right joystick.
• The swing circuit and implement circuits receive
oil from the rear pump. When the machine is
traveling, the swing circuit and implement circuits
do not require a large amount of oil flow. The
swing circuit and implement circuits are operated
at speeds that are low enough for stable machine
operation. The remainder of the oil is shared by
the right travel circuit and the left travel circuit.

Main control valve
(1) Left travel control valve
(3) Right travel control valve
(4) Straight travel PHMV
Straight travel control valve maintains straight travel

even though there is a swing operation or implement
operation during travel. The straight travel control
valve also improves pipelayer control or placement of
timbers.
KENR9614-05 265
Travel System

Section view of straight travel control valve (NEUTRAL position)
(1) Left travel control valve (8) Passage (14) Front pump
(2) Straight travel control valve (9) Line (oil delivery from the front pump) (15) Passage
(3) Right travel control valve (11) Passage (16) Passage
(4) Straight travel PHMV (12) Line (oil delivery from the rear pump)
(6) Pilot passage (13) Rear pump
Pilot oil pressure is sent from the pilot oil manifold to • The oil delivery from the front pump flows through
straight travel PHMV (4). When only the travel levers/ line (9) to passage (8) in the center manifold
pedals are activated, straight travel PHMV (4) is not section. The oil delivery from the front pump
energized. Pilot oil flows to pilot passage (6) and separates into two flow paths. One path flows
straight travel control valve (2). The pilot oil pressure through to supply left travel control valve (1). The
in spring chamber is high and straight travel control other path flows through straight travel control
valve (2) is shifted by the combined force of the valve (2) and into passage (16) in order to supply
spring and pilot oil pressure in spring chamber. The the boom IMV and bucket IMV sections.
oil delivery from the rear pump and the front pump
flows in the following manner.
• The oil delivery from the rear pump flows through
line (12) to passage (11) in the center manifold
section. The oil delivery from the rear pump
separates into two flow paths. One path flows
through straight travel control valve (2) and into
right travel control valve (3). The other path flows
through passage (15) in order to supply the swing
PHMV and stick IMV section.
266 KENR9614-05
Travel System

Section view of straight travel control valve (activated position)
(1) Left travel control valve (6) Pilot passage (12) Line (oil delivery from the rear pump)
(2) Straight travel control valve (7) Spring (13) Rear pump
(3) Right travel control valve (8) Passage (14) Front pump
(4) Straight travel PHMV (9) Line (oil delivery from the front pump) (15) Passage
(5) Spring chamber (11) Passage (16) Passage
When the travel levers/pedals are activated at the • The oil delivery from the front pump flows through
same time as either one of the joysticks, straight line (9) to passage (8) in the center manifold
travel PHMV (4) is energized. Pilot oil in spring section. The oil delivery from the front pump
chamber flow through passage (6) to the hydraulic separates into three flow paths. One path flows
tank. The pilot oil in spring chamber drains to the through to supply left travel control valve (1). The
hydraulic tank. The pilot oil pressure in spring other path flows to the straight travel control valve
chamber decreases. Pilot oil pressure is acting on (2) up to the right travel control valve (3). The last
the end of straight travel control valve (2). This pilot path flows into passage (16) in order to supply the
oil pressure shifts straight travel control valve to the
right against the force of spring . The oil delivery from boom IMV and bucket IMV sections.
the rear pump and the front pump flows in the
following manner.
Note: When using straight travel feature, the front

pump feeds both left and right travel motors and the
rear pump feeds both implement and swing
• The oil delivery from the rear pump flows through

line (12) to passage (11) in the center manifold
section. The oil delivery from the rear pump
separates into two flow paths. One path flow stops
at the straight travel control valve (2). The other
path flows through passage (15) in order to supply
the swing PHMV and stick IMV section.
KENR9614-05 267
Travel System
i05347183
Final Drive
SMCS Code: 4050

Final Drive
(1) Planetary carrier (first stage) (7) Output shaft (travel motor) (13) Drive sprocket housing
(2) Ring gear (8) Sun gear (second stage) (14) Roller bearings
(3) Planetary carrier (second stage) (9) Sun gear (first stage) (15) Motor housing
(4) Planetary carrier (third stage) (10) Planetary gear (first stage) (16) Travel motor
(5) Sun gear (third stage) (11) Planetary gear (second stage)
(6) Seal (12) Planetary gear (third stage)
The final drive reduces the rotational speed of travel The final drive consists of two groups. The first group
motor (16). Output shaft (7) of travel motor (16) is consists of the three stages of the planetary gear
splined to sun gear (first stage) (9). reduction. The second group is the output group.
268 KENR9614-05
Travel System
• The first stage reduction group consists of the In the first stage reduction group, sun gear (9) causes
following components: sun gear (9), planetary planetary gears (10) to rotate counterclockwise.
gear (10), planetary carrier (1) and ring gear (2). Planetary gears (10) mesh with sun gear (9) and ring
The group for second stage reduction consists of gear (2). Planetary gears (10) rotate around sun gear
the following components: sun gear (8), planetary (9) and the internal teeth of ring gear (2). Each
gear (11), planetary carrier (3) and ring gear (2). planetary gear (10) is mounted to planetary carrier
The third stage reduction group consists of the (1) by shafts, in order to form a planetary assembly.
following components: sun gear (5), planetary Planetary carrier (1) rotates in a clockwise direction.
gear (12), planetary carrier (4) and ring gear (2).
• The output group is described in the following

manner. The rotation of drive sprocket housing
(13) drives the track. Drive sprocket housing (13)
and ring gear (2) are connected by bolts. The drive
sprocket housing and the ring gear are supported
by roller bearings (14).
The planetary gears reduce the travel speed. The
travel speed is reduced by the ratio of teeth of the
sun gear and the ring gear. The compact final drive
offers a greater reduction ratio when the sun gear is
incorporated inside the ring gear.
Operation
Sun gear (9) is splined to the output shaft of travel
motor (7). The rotation of the output shaft is
transmitted to the sun gear. When sun gear rotates
clockwise, the final drive operates in the following
manner.

Engagement of splines
(1) Planetary carrier (first stage)
(3) Planetary carrier (second stage)
(5) Sun gear (third stage)
(8) Sun gear (second stage)
(10) Planetary gear (first stage)
(17) Engagement of splines
(18) Coupling
The splines of first stage planetary carrier (1) mesh

with second stage sun gear (8). The rotation of
planetary carrier (1) is transmitted to sun gear (8).
Sun gear (8) rotates clockwise.
In the group for second stage reduction, sun gear (8)
Illustration 270 g03117019 causes planetary gears (11) to rotate
First stage reduction group counterclockwise. Planetary gears (11) mesh with
(1) Planetary carrier (first stage) sun gear (8) and ring gear (2). Planetary gears (11)
(2) Ring gear rotate around sun gear (8) and the internal teeth of
(9) Sun gear (first stage) ring gear (2). Each planetary gear (11) is mounted to
(10) Planetary gear (first stage) planetary carrier (3) by shafts and bearings in order
to form a planetary assembly. Planetary carrier (3)
rotates clockwise.
KENR9614-05 269
Travel System
The splines of second stage planetary carrier (3)

meshes with third stage sun gear (5). The rotation of
planetary carrier (3) is transmitted to sun gear (5).
Sun gear (5) rotates clockwise.
In the third stage reduction group, the spline teeth of
planetary carrier (4) mesh with teeth on the outer
circumference of motor housing (15). Since motor
housing (15) is fixed to the track frame, planetary
carrier (4) does not rotate.
Since planetary carrier (4) is attached to the track
frame and the planetary carrier does not move, ring
gear (2) rotates counterclockwise. Since ring gear (2)
and drive sprocket housing (13) are held together
with bolts, drive sprocket housing (13) rotates
counterclockwise. This causes the right track to move
in a forward direction.
270 KENR9614-05
Travel System
i02981383
Swivel
SMCS Code: 5060

Swivel
(1) Retainer (9) Port (17) Port
(2) Cover (10) Seal (18) Port
(3) Drain port (11) Port (19) Port
(4) Seal (12) Flange (20) Port
(5) Port (13) Flange (21) Swivel
(6) Housing (14) Rotor (22) Forward direction of track frame
(7) Port (15) Port
(8) Port (16) Port
Table 107 (Table 107, contd)

Identification Of Port And Circuit Identification Of Port And Circuit
Ports (Housing) Ports (Rotor) Circuit Ports (Housing) Ports (Rotor) Circuit
Right travel Right travel
5 20 8 17
(forward) (reverse)
9 16 Left travel (reverse)
(continued)
(continued)
KENR9614-05 271
Travel System
(Table 107, contd)

Identification Of Port And Circuit
Ports (Housing) Ports (Rotor) Circuit
7 19 Left travel (forward)
3 18 Drain
Change of Travel
11 15
speed
Swivel (21) accomplishes two functions. Swivel (21)

supplies main pump oil and pilot pump oil from the
upper structure to the travel motors of the lower
structure. The upper structure rotates. The lower
structure does not rotate. Return oil from the travel
motors and drain oil from the travel motors flow
through swivel (21) to the hydraulic tank.
Housing (6) is bolted to the upper structure through
flange (12). Rotor (14) is bolted to the lower structure
through flange (13). The ports of housing (6) are
open to the ports of rotor (14). The ports in housing
(6) and the ports in rotor (14) are connected.
Seal (4) and seal (10) are provided between the
sliding surfaces of housing (9) and rotor (14). The
seals prevent oil leakage between the passages.
272 KENR9614-05
Return System
Return System
i05342009
General Information (Return

System)
SMCS Code: 1400; 5050-RJ
Return Hydraulic System

The oil delivery from the front pump and the rear
pump enters the main control valve. The oil then
flows to the return passage onto the hydraulic tank in
the following manner.
When all joysticks and/or travel levers/pedals are in
the NEUTRAL position, pump low pressure standby
oil from front pump flows through internal passages
and the bypass cut spool to the return passage.
Pump low pressure standby oil from rear pump flows
through internal passages and the bypass cut spool
to the return passage. From the return passage, the
return oil flows through slow return check valve,
hydraulic oil cooler, and returns to the hydraulic tank
When any one of the joysticks and/or travel levers/
pedals is shifted from the NEUTRAL position, bypass
cut spools shifts to the closed position. Pump oil is
then directed to the cylinders and/or motors. The
return oil from the cylinders and/or motors now flows
through the cylinder-to-tank spool or motor-to-tank
spool and returns into the internal passages. From
return passage the return oil flows through slow
return check valve, hydraulic oil cooler, and returns to
the hydraulic tank.
Other components of the return system include:
• Slow return check valve

• Bypass check valve
• Hydraulic oil cooler

• Hydraulic tank and filter
• Case drain filter

KENR9614-05 273
Return System
i05750859
Location of Components (Return

System)
SMCS Code: 1400; 5050-RJ
(1) Hydraulic tank (4) Hydraulic oil cooler (8) Case drain line (swing motor and travel
(2) Return filter (6) Makeup line motors)
274 KENR9614-05
Return System
(9) Slow return check valve (11) Case drain filter (13) Case drain line (left travel motor)
(10) Bypass check valve (12) Suction line (14) Case drain line (right travel motor)
i05750868
Return Hydraulic System

SMCS Code: 5050-RJ
KENR9614-05
15
KENR9614-05 277
Return System
(1) Travel motors (10) Slow return check valve (19) Case drain filter
(2) Swing motor (11) Return passage (20) Pilot pump
(3) Case drain line (12) Bypass cut spool (front pump) (21) Rear pump
(4) Case drain line (13) Bypass cut spool (rear pump) (22) Front pump
(5) Main control valve (14) Passage (23) Case drain line
(6) Case drain line (15) Passage (24) Suction line
(7) Makeup line (makeup oil to swing motor) (16) Return line (25) Case drain filter
(8) Hydraulic oil cooler (17) Hydraulic tank
(9) Bypass check valve (18) Return filter
278 KENR9614-05
Return System
The oil delivery from rear pump (21) and front pump • Systems Operation, “Relief Valve (Swing)”
(22) enters main control valve (5). The oil then flows
to return passage (11) and return line (16) in one of
the following manners.
When all joysticks and/or travel levers/pedals are in
the NEUTRAL position, pump low pressure standby
oil from front pump (22) flows through passage (15)
and bypass cut spool (12) to return passage (11).
Pump low pressure standby oil from rear pump (21)
flows through passage (14) and bypass cut spool
(13) to return passage (11). From return passage (11)
the return oil flows through slow return check valve
(10), hydraulic oil cooler (8), and returns to the
hydraulic tank.
When any one of the joysticks and/or travel levers/
pedals is shifted from the NEUTRAL position, bypass
cut spool (12) and/or bypass cut spool (13) shifts to
the closed position. Pump oil is then directed to the
cylinders and/or motors. The return oil from the
cylinders and/or motors now flows through the
cylinder-to-tank spool or motor-to-tank spool and
returns into passage (11). From return passage (11)
the return oil flows through slow return check valve
(10), hydraulic oil cooler (8), and returns to the
hydraulic tank.
When the oil temperature is very low, most of the oil
is returned through bypass check valve (9) to
hydraulic tank (17). The remainder of the oil flows
into oil cooler (8) and return filter (18) to hydraulic
tank (17).
When the oil temperature increases, the rate of oil
flow through bypass check valve (9) decreases. This
action causes the rate of oil flow through oil cooler (8)
to increase.
bypass check valve, refer to Systems Operation,
“Bypass Valve (Return)”.
Case drain oil from rear pump (21), front pump (22),
and pilot pump (20) flows into case drain line (23).
Case drain oil then flows from line (23) to case drain
filter (19) and into hydraulic tank (17). Case drain oil
from swing motor (2) and travel motors (1) flows into
respective case drain lines (6) and (3). The case
drain oil then combines and flows through the case
drain line (4). The case drain oil from case drain line
(4) then flows through case drain filter (25) and into
the hydraulic tank.
Makeup line (7) will route return oil to the inlet port of
the swing motor if a vacuum condition occurs at the
swing motor during swing stop.
For more information concerning the makeup
operation of the return hydraulic system at the swing
motor, refer to the following sections in this manual.
• Systems Operation, “Check Valve (Return
Makeup)”
• Systems Operation, “Oil Makeup (Swing System)”

KENR9614-05 279
Return System
i05343887
Check Valve (Return Makeup)

(Slow Return Check Valve)
SMCS Code: 5067; 5080

(1) Line to the oil cooler inlet
(3) Line from the oil cooler outlet
(4) Check valve housing
(5) Return line to the hydraulic tank
(7) Return passages
Illustration 276 g03385154 Slow return check valve (8) is contained in check
(1) Line to the oil cooler inlet valve housing (4). Slow return check valve (8) is
(2) Makeup line located between the main control valve and the
(3) Line from the oil cooler outlet hydraulic tank in the return circuit. The slow return
(4) Check valve housing check valve restricts the return oil flow. This
(5) Return line to the hydraulic tank restriction causes a pressure increase in the return
hydraulic system and makeup line (2).
If cavitation occurs in the swing motor, oil from return
passage (7) in the main control valve flows into
makeup line (2). This makeup oil is supplied to the
inlet port of the swing motor in order to prevent
cavitation in the swing motor.
Note: For more information on the makeup

operation, refer to System Operation, “Oil Makeup
(Swing System)”.
280 KENR9614-05
Return System
The return oil that flows through the check valve i05343410
housing (4) is divided into two flow paths. A portion of
the oil flows through slow return check valve (8) and Bypass Valve (Return)
inlet line (1) to the hydraulic oil cooler. Cooled oil from
the hydraulic oil cooler flows through outlet line (3) (Bypass Check Valve)
and return line (5) to the return filter in the hydraulic
tank. The remainder of the oil flow from the check SMCS Code: 5071
valve housing (4) flows through the bypass check
valve (6), through return line (5) to the return filter in
the hydraulic tank. The bypass check valve (6) is
contained in check valve housing (4).

(1) Line to the oil cooler inlet
(2) Line from the oil cooler outlet
(3) Return line to the hydraulic tank
KENR9614-05 281
Return System

(5) Cooler passage
(6) Tank passage
The return oil flow through the slow return check

valve is divided into two flow paths. A portion of the
oil flows out passage (5) to the hydraulic oil cooler.
The oil flow from the hydraulic oil cooler flows to
outlet line (2) and through return line (3) to the return
filter in the hydraulic tank. The remainder of the
return oil flows out passage (6) back to the hydraulic
tank.
When the temperature of the return oil in inlet line (1)
is low, the viscosity of the oil is high. The flow
resistance of the return oil in inlet line (1) is high.
Thus, the pressure of the return oil is high.
As a result of the high pressure of the return oil,
check valves (4) and (7) open. Most of the return oil
flows through the bypass check valve (7) and return
line (3) to the return filter in the hydraulic tank. The
remainder of the oil flows through slow return check
valve (4) and passage (5) to the hydraulic oil cooler.
Since a small amount of the return oil flows to the oil
cooler, the temperature of the oil increases.
As the oil temperature increases, the return oil
pressure decreases. Bypass check valve (7) begins
to close. A greater portion of the return oil flows to the
hydraulic oil cooler. Slow return check valve (4)
maintains the hydraulic oil at the optimum operating
temperature.
282 KENR9614-05
Return System
i05343141
Hydraulic Tank and Filter

SMCS Code: 5056; 5068
(1) Return filters (5) Suction filter (9) Return port

(2) Elements (6) Suction port (11) Hydraulic tank
(3) Return chambers (7) Passage (12) Air breather
(4) Tank chamber (8) Relief valve
The return oil from the hydraulic oil cooler flows • Change of air pressure in the hydraulic tank
through return port (9) to return chamber (3). capacity due to a temperature change.
Return filter (1) consists of element (2) and relief
valve (8). The return filter is internally mounted in the
hydraulic tank.
The return oil passes through elements (2) of return
filters (1). The return oil then flows through passages
(7) into the hydraulic tank (11). Thereafter, the oil
passes through suction filter (5) and the oil is
delivered to the pumps through suction port (6).
Air breather (12) is located on the upper surface of
the hydraulic tank. The air breather prevents an
increase or a decrease of air pressure in the
hydraulic tank regardless of the following
circumstances:
• Change of air pressure in the hydraulic tank due to

cylinder movement.
KENR9614-05 283
Return System
i05342836 • Fan pump
Oil Filter (Return) Case drain oil from the hydraulic pumps and motors
on the machine is filtered by these filters before
(Case Drain Filter) returning to the hydraulic tank (3).
SMCS Code: 5068-RJ

View of hydraulic tank
(1) Case drain filter
(2) Case drain filter
(3) Hydraulic tank
The case drain filter (1) receives case drain oil from
the following components.
• Right travel motor

• Left travel motor
• Swing motor
Case drain oil flow from the right travel motor, the left
travel motor, and the swing motor are combined at
the swivel. The case drain oil flow from these
components then flows to the case drain filter. Return
oil then flows from the case drain filter to the
hydraulic tank (3).
The case drain filter (2) receives case drain oil from
the following components.
• Front pump
• Rear pump
284 KENR9614-05
Return System
i05342862
Hydraulic Oil Cooler

SMCS Code: 1374

Cooling compartment
(1) Hydraulic oil cooler inlet
(2) Hydraulic oil cooler
(3) Inlet line to hydraulic oil cooler
(4) Return line to bypass check valve
(5) Hydraulic oil cooler outlet
The hydraulic oil cooler is mounted in front of the

engine. Hydraulic oil cooler (2) is integrated with the
engine coolant radiator, and the air-to-air after cooler.
The hydraulic oil flows through the hydraulic oil
cooler in order to maintain the operating temperature
of the oil. A fan that is driven by the engine pulls air
through the radiator. A portion of the return oil from
the main control valve flows through the slow return
check valve. From the slow return check valve return
oil flows through line (3), and inlet (1) to hydraulic oil
cooler (2). The hydraulic oil that is cooled by the
hydraulic oil cooler flows through outlet (5), return
line (4), and the return filter to the hydraulic tank.
KENR9614-05 285
Auxiliary Systems
Auxiliary Systems
i05750916
Counterweight (Removal and

Installation Hydraulic System)
SMCS Code: 7056-HR
Enabling the Removal Device for the

Counterweight
(1) Control valve (10) Solenoid valve (23) Toggle switch

(4) Counterweight lifting cylinder (16) Line (pump oil delivery)
(5) Lever (22) Rear pump
286 KENR9614-05
Auxiliary Systems

OPEN position upper left side of pump compartment (toggle switch, lever, and ball valves)
(A) CLOSED position (2) Ball valve (5) Lever
(B) OPEN position (3) Ball valve (23) Toggle switch
The hydraulic activation control lever must be in the

LOCKED position in order to activate the
counterweight removal circuit. Ball valves (2) and (3)
must be in the OPEN position. The counterweight
removal circuit is enabled by toggle switch (23).
KENR9614-05 287
Auxiliary Systems
Counterweight Lower Operation

Counterweight LOWER operation
(1) Control valve (8) Valve (19) Pilot pump
(2) Ball valve (9) Valve (20) Pilot oil supply line
(3) Ball valve (10) Solenoid valve (21) Front pump
(4) Counterweight lifting cylinder (14) Pilot manifold (22) Rear pump
(5) Lever (15) Return line (23) Toggle switch
(6) Check valve (16) Line (pump oil delivery)
(7) Relief valve (18) Hydraulic tank
288 KENR9614-05
Auxiliary Systems
Toggle switch (23) energizes solenoid valve (10).

Solenoid valve (10) shifts valve (9). Oil from rear
pump (22) flows through line (16) and through valve
(9) to control valve (1).
When lever (5) is pulled DOWN, control valve (1)
shifts for the counterweight LOWER operation. Pump
oil flows through check valve (6) and control valve (1)
to rod end of lift cylinder (4). Oil flows through ball
valve (3) to open valve (8). Oil drains from the head
end of lift cylinder (4) and flows through valve (8), ball
valve (2), and control valve (1). The oil flows through
control valve (1) and line (15) to hydraulic tank (18).
The counterweight is lowered.
The pressure for the counterweight removal circuit is
regulated by relief valve (7).
KENR9614-05 289
Auxiliary Systems
Counterweight Raise Operation

Counterweight RAISE operation
(1) Control valve (8) Valve (19) Pilot pump
(2) Ball valve (9) Valve (20) Pilot oil supply line
(3) Ball valve (10) Solenoid valve (21) Front pump
(4) Counterweight lifting cylinder (14) Pilot manifold (22) Rear pump
(5) Lever (15) Return line (23) Toggle switch
(6) Check valve (16) Line (pump oil delivery) (24) Check valve
(7) Relief valve (18) Hydraulic tank
290 KENR9614-05
Auxiliary Systems
Toggle switch (23) energizes solenoid valve (10).

Solenoid valve (10) shifts valve (9). Oil from rear
pump (22) flows through line (16) and through valve
(9) to control valve (1).
When lever (5) is pulled UP, control valve (1) shifts
for the counterweight RAISE operation. Pump oil
flows through check valve (6), control valve (1), and
ball valve (2) to valve (8). Oil pressure opens check
valve (24) in valve (8) and flows to the head end of lift
cylinder (4). Oil drains from the rod end of lift cylinder
(4) and flows through valve (1) and line (15) to
hydraulic tank (18). The counterweight is raised.
The pressure for the counterweight removal circuit is
regulated by relief valve (7).
KENR9614-05 291
Index Section
Index
A Outputs ......................................................... 122
Pin Locations................................................. 119
Accumulator (Pilot)..............................................58 Electronic Control (Bucket System) .................... 186
Auxiliary Systems.............................................. 285 Data Link....................................................... 192
Electronic Control Module (ECM) .................... 186
B Inputs ........................................................... 189
Outputs ......................................................... 191
Boom Cylinder .................................................. 151 Pin Locations................................................. 187
Boom Cylinder............................................... 151 Electronic Control (Machine System) ......................4
Cylinder Construction..................................... 152 Action Alarm....................................................27
Head Seals ................................................... 153 Data Link.........................................................26
Piston Seals .................................................. 152 Electronic Control Module (ECM) ........................4
Snubber Operation ........................................ 153 Inputs .............................................................10
Boom Drift Reduction Valve ............................... 142 Outputs ...........................................................20
Boom Hold .................................................... 145 Pin Locations.....................................................5
Boom Lower .................................................. 144 Travel Alarm ....................................................27
Boom Raise .................................................. 143 Electronic Control (Main Control Valve) .................81
Boom System ............................................ 118, 125 Data Link.........................................................87
Boom Lower (With Regeneration) ................... 134 Electronic Control Module (ECM) ......................81
Boom Lower (Without Regeneration)............... 138 Inputs .............................................................85
Boom Raise .................................................. 125 Outputs ...........................................................85
Combined Operation ...................................... 130 Pin Locations...................................................82
Bucket Cylinder................................................. 197 Electronic Control (Main Pump System) ................68
Bucket Cylinder ............................................. 197 Data Link.........................................................72
Cylinder Construction..................................... 198 Electronic Control Module (ECM) ......................68
Head Seals ................................................... 199 Inputs .............................................................70
Piston Seals .................................................. 198 Outputs ...........................................................71
Bucket System...........................................186, 192 Pin Locations...................................................69
Bucket Close ................................................. 192 Electronic Control (Pilot System) ..........................44
Bypass Valve (Return) (Bypass Check Valve)...... 280 Data Link.........................................................48
Electronic Control Module (ECM) ......................44
Inputs .............................................................46
C Outputs ...........................................................46
Check Valve (Load) ........................................... 115 Pin Locations...................................................45
Check Valve (Return Makeup) (Slow Return Electronic Control (Stick System) ....................... 155
Check Valve)................................................... 279 Data Link....................................................... 161
Control Valve (Boom Lowering) .......................... 146 Electronic Control Module (ECM) .................... 155
BOOM LOWER Operation.............................. 150 Inputs ........................................................... 158
BOOM RAISE Operation ................................ 149 Outputs ......................................................... 160
Manual Boom Lower ...................................... 151 Pin Locations................................................. 156
Control Valve (Stick Lowering)............................ 177 Electronic Control (Swing System)...................... 200
STICK IN Operation ....................................... 181 Data Link....................................................... 204
STICK OUT Operation ................................... 180 Electronic Control Module (ECM) .................... 200
Control Valve (Straight Travel)............................ 264 Inputs ........................................................... 202
Counterweight (Removal and Installation Outputs ......................................................... 203
Hydraulic System) ........................................... 285 Pin Locations................................................. 201
Enabling the Removal Device for the Electronic Control (Travel System) ..................... 230
Counterweight ............................................. 285 Data Link....................................................... 234
Electronic Control Module (ECM) .................... 230
Inputs ........................................................... 232
D Outputs ......................................................... 233
Pin Locations................................................. 231
Displacement Change Valve .............................. 253 Travel Alarm .................................................. 235
Large Displacement Change Operation (LOW Electronic Control System....................................39
SPEED MODE)............................................ 255 Engine Control ....................................................39
Small Displacement Change Operation (HIGH Automatic Engine Speed Control (AEC).............40
SPEED MODE)............................................ 253 Engine Speed Control ......................................39
Engine Speed Protection ..................................42
One Touch Low Idle .........................................41
E Self-Diagnostic Function ..................................39
Electronic Control (Boom System) ...................... 118
Data Link....................................................... 125
Electronic Control Module (ECM) .................... 118 F
Inputs ........................................................... 120 Final Drive ........................................................ 267
292 KENR9614-05
Index Section
Operation ...................................................... 268 O

Oil Filter (Return) (Case Drain Filter)................... 283
G Oil Makeup (Swing System) ............................... 219
Oil Makeup (Travel System) ............................... 263
Gear Pump (Pilot) ...............................................56
General Information (Boom System)................... 118
Boom Hydraulic System ................................. 118 P
General Information (Bucket System) ................. 186
Bucket Hydraulic System................................ 186 Pilot System ................................................. 44, 48
General Information (Machine System) ...................4 ACS Pilot Relief Valve ......................................54
General Information (Main Control Valve)..............81 Automatic Travel Speed Change Valve..............55
Main Control Valve...........................................81 Main Pump Control ..........................................53
General Information (Main Pump System).............68 Pilot Control Valve Circuits................................54
Main Hydraulic Pumps .....................................68 Pilot Hydraulic Schematic .................................48
General Information (Pilot System) .......................44 Pilot Oil Circuit .................................................52
Pilot Hydraulic System .....................................44 Straight Travel Valve Circuit ..............................55
General Information (Return System) ................. 272 Swing Parking Brake........................................55
Return Hydraulic System ................................ 272 Travel Pressure Sensor Circuit..........................54
General Information (Stick System) .................... 155 Pilot Valve (Swing Parking Brake)....................... 215
Stick Hydraulic System................................... 155 Pilot Valve (Travel) ............................................ 246
General Information (Swing System) .................. 200 Pump Control (Main Hydraulic) (Main Pump
Swing Hydraulic System................................. 200 Regulator).........................................................76
General Information (Travel System) .................. 230 Operation ........................................................76
Travel Hydraulic System................................. 230 Regulator Operation (Standby - Full De-
stroke)...........................................................80
H
R
Hydraulic Filter (Pilot) ..........................................56
Hydraulic Oil Cooler .......................................... 284 Relief Valve (Cushion Crossover) (Anti-
Hydraulic Tank and Filter ................................... 282 Reaction Valves) ............................................. 221
Relief Valve (Line) ............................................. 113
CLOSED Condition ........................................ 114
I Makeup Condition.......................................... 115
OPEN Condition ............................................ 114
Important Safety Information ..................................2 Relief Valve (Main) ............................................ 110
Closed Position ............................................. 112
Open Position................................................ 113
J Relief Valve (Pilot) ...............................................57
Joystick Control ..................................................64 Relief Valve (Swing) .......................................... 217
Return Hydraulic System ................................... 274
Return System .................................................. 272
L
Location of Components (Return System) ........... 273 S
Solenoid Valve (Hydraulic Lockout).......................59
M Hydraulic Activation Valve Operation .................62
Solenoid Valve Operation .................................59
Machine System ............................................. 4, 27 Solenoid Valve (Proportional Reducing) (Power
Hydraulic Pump Flow and Pressure Control Shift System) ....................................................66
System..........................................................36 Power Shift OFF ..............................................66
Main Hydraulic Schematic ................................27 Power Shift ON (Full Pressure) .........................67
Main Control Valve ........................................ 81, 88 Power Shift ON (Reduced Pressure) .................67
Flow Combiner PHMV.................................... 106 Stick Cylinder.................................................... 182
Individual Valve Operation .............................. 102 Cylinder Construction..................................... 183
Main Control Valve Operation in NEUTRAL Head Seals ................................................... 184
Position ....................................................... 100 Piston Seals .................................................. 183
Main Hydraulic Pump ..........................................73 Snubber Operation ........................................ 184
Construction ....................................................73 Stick Cylinder ................................................ 182
Operation ........................................................75 Stick Drift Reduction Valve ................................. 174
Main Pump System .............................................68 Stick Hold...................................................... 177
Stick In.......................................................... 176
N Stick Out ....................................................... 175
Stick System..............................................155, 162
Negative Flow Control System ........................... 106 STICK IN (With Regeneration) ........................ 166
Introduction ................................................... 106 STICK IN (Without Regeneration) ................... 170
Stick Out ....................................................... 162
Swing Drive ...................................................... 228
KENR9614-05 293
Index Section
Swing Motor ..................................................... 213

Operation ...................................................... 214
Swing System ............................................200, 205
Swivel .............................................................. 270
Systems Operation Section....................................4
T
Table of Contents ..................................................3
Travel Counterbalance Valve ............................. 256
Counterbalance Valve Operation During Level
Travel.......................................................... 257
Counterbalance Valve Operation During Slope
Travel.......................................................... 259
Operation Of Travel Crossover Relief Valves
During Machine Stop .................................... 261
Travel Motor ..................................................... 248
Operation ...................................................... 248
Parking Brake................................................ 249
Travel Parking Brake ......................................... 251
Travel System............................................230, 235
Forward Travel .............................................. 237
HIGH SPEED ................................................ 244
LOW SPEED................................................. 243
Travel Control................................................ 235
KENR9614 CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, and the POWER EDGE trade
©2016 Caterpillar dress as well as corporate and product identity used herein, are trademarks of Caterpillar and
All Rights Reserved may not be used without permission.
294 June 2016

Kenr9614 Shop Manuals Catterpillar 374f

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KENR9614-05 (en-us)

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Table of Contents Swing System

Systems Operation Section Reference: For more information on electrical

Machine System i05993735

Electronic Control (Machine

Reference: For testing and adjusting of the electrical

Reference: For more information on troubleshooting

schematics, refer to Schematic, “Excavator Hydraulic Machine ECM

No. Type Pin Description

3 Output Swing Brake Solenoid

4 Input Front Pump Displacement Sensor

5 Input Rear Pump Displacement Sensor

Power Supply for Pump Displacement

11 Input Left J/S Switch 1 (Upper)

Left J/S Switch 2 (Front)/Intelligent Ham-

Illustration 2 g02613001 16 Input Joystick LH-X

Connectors of Machine ECM 17 Input Joystick RH-X

21 Input Right J/S Switch 1 (Upper)

(Table 1, contd) (Table 2, contd)

Boom Cylinder Head End Pressure Sen- 35 Ground PRV Return

Table 2 48 Input/Output CAN (J1939) Data Link -

No. Type Pin Description 51 Input/Output Machine CAN Data Link -

Attachment Line 2 Relief Valve 53 Output Front Pump NFC PRV

2 Output Flow Combiner PHMV

5 Output Front Pump Bypass Cut PHMV

6 Input Counter Weight Removal Switch

8 Output Power Shift Pressure PRV

Boom Lowering Check Valve

10 Output Boom Drift Reduction Solenoid

Stick Lowering Check Valve

12 Output Stick Drift Reduction Solenoid

Attachment Line 1 Relief Valve

23 Output Straight Travel PHMV 3 Input Hydraulic Oil Temperature

No. Type Pin Description

1 Input/Output Machine CAN Data Link +

2 Input/Output Machine CAN Data Link -

5 Output Wiper Intermittent 3

6 Output Wiper Intermittent 6

7 Output Wiper Low

11 Input Smart Boom Down Switch

12 Input Smart Boom Up/Down Switch

No. Type Pin Description

12 Output Travel Alarm

13 Output Quick Coupler Uncoupling

17 Output Fault Alarm

No. Type Pin Description

6 Ground +8 V Sensor Return

No. Type Pin Description

2 Output Boom Extend C-T PHMV

3 Output Boom Retract P-C PHMV

4 Output Boom Retract C-T PHMV

5 Ground Boom Extend P-C PHMV Return

No. Type Pin Description

1 Output Bucket Extend P-C PHMV

2 Output Bucket Extend C-T PHMV

3 Output Bucket Retract P-C PHMV

4 Output Bucket Retract C-T PHMV

5 Ground Bucket Extend P-C PHMV

7 Input/Output CAN - (500K/Contrrol)

(Table 12, contd)