CATERPILLAR

GLOBAL SERVICE LEARNING

TECHNICAL PRESENTATION

300D SERIES HYDRAULIC EXCAVATORS - TIER III ENGINES

PILOT HYDRAULIC SYSTEM (Includes 320D, 321D, 323D, 324D, 325D, 328D, and
330D)
New Product Introduction (NPI)
300D SERIES HYDRAULIC EXCAVATORS - TIER III ENGINES
PILOT HYDRAULIC SYSTEM (INCLUDES 320D, 321D, 323D, 324D, 328D, AND 330D)
AUDIENCE
Level II - Service personnel who understand the principles of machine
systems operation, diagnostic equipment, and procedures for testing and
adjusting.
CONTENT
This presentation provides an introduction and describes the components
and systems operation of the 300D Series pilot hydraulic system.
Additional presentations will cover the machine walkaround, engines,
pumps and controls, main control valve group, swing system, travel
system, and tool control systems in more detail. This presentation may
be used for self-paced and self-directed training.
OBJECTIVES
After learning the information in this presentation, the technician will
be able to:
1. identify the components and explain the operation of the 300D
Series hydraulic excavators pilot system, and
2. diagnose problems in the pilot system.
REFERENCES
320D Hydraulic Excavator Specalog AEHQ5856
323D L and 323D LN Hydraulic Excavators HEHH3327
324D Hydraulic Excavator Specalog AEHQ5663
325D Hydraulic Excavator Specalog AEHQ5665
328D Hydraulic Excavator Specalog AEHQ5706
330D Hydraulic Excavator Specalog AEHQ5667
NPI "325D Hydraulic Excavator - Introduction" SERV7105-12
NPI "330D Hydraulic Excavator - Introduction" SERV7106-02
Machine Monitoring System - Systems OperationRENR8068 Self-study "300D
Series Hydraulic Excavators, 345C Hydraulic Excavator,
and 365C & 385C Large Hydraulic Excavators SERV7032
iTIM " '300C' Series Hydraulic Excavators-Electronic Control Systems"
 SERV2693
iTIM "325C Hydraulic Excavators-Hydraulic Systems" SERV2701
325D Hydraulic Schematic KENR6157
Estimated Time: 45 minutes Illustrations: 19 Form: SERV7107-05 Date: May
2007: Vol. 5, No. 1
© 2007 Caterpillar Inc.
TABLE OF CONTENTS
INTRODUCTION..................................................5
Pilot Manifold..............................................8
Hydraulic Activation Lever.................................13
Pilot Controls and Valves .................................15
CONCLUSION...................................................23
PREREQUISITES
"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002
"Fundamentals of Power Train Self Study Course" TEMV3003
"Fundamentals of Electrical Systems Self Study Course"TEMV3004
"Fundamentals of Engines Self Study Course" TEMV3001

1
INTRODUCTION
The oil delivered from the pilot pump performs the following main
functions.
- Provides pilot oil pressure to the pilot control valves for
implements, swing and travel in order to perform machine operations.
- Creates pilot oil pressure in order to control the output flows of
the main pumps.
- Creates pilot oil pressure in order to automatically operate the
control devices.
The pilot circuit is classified into the following circuits and each
circuit performs one of the above functions.
- pilot control valve circuit - power shift pressure system
- pressure switch circuits - straight travel valve circuit
- swing parking brake - boom priority
- swing priority - automatic travel speed change
- heavy lift setting of the main relief valve
This section of the presentation will cover the focus on the pilot
manifold, the implement joysticks, and the travel pilot valves.
2
A gear-type pilot pump (1) oil flow to the pilot system. The pilot pump
is mechanically connected to the drive pump.
The oil delivery from the pilot pump flows through the pilot oil filter
(2) and into the components in the pilot system.
Pilot relief valve (3) is located on the mounting base for the pilot oil
filter. The pilot relief valve limits the pressure in the pilot system.
The pilot relief valve setting is adjustable.
Pilot system pressure can be checked at the test port (4) on the right
side of the filter base. Next to the pilot pressure test port is the
hydraulic system S*O*S port (5).

3
The filter element in the pilot oil filter removes contaminants from the
pilot oil.
If the pilot oil is extremely cold or if the flow of pilot oil through
filter element becomes restricted by contaminants, the oil bypasses the
filter element through the bypass relief valve.
The bypass relief valve is built into the base for the pilot oil filter.
The pilot oil flows from the pilot pump to inlet port. When the pressure
in the pilot oil system reaches the pressure setting of the pilot relief
valve, part of the pilot oil flow is returned to the hydraulic tank. The
pressure of the pilot system oil in outlet lines is equal to the
pressure setting of the pilot relief valve.

4
Pilot Manifold
The pilot manifold is the same as the "300C" pilot manifold. The pilot
manifold is accessible by removing the cover plate under the machine,
behind the swing bearing. The manifold is located directly below the
main control valve.
The hydraulic activation valve (1) and solenoid (2) are located in the
pilot manifold along with the swing brake solenoid (3) and the two-speed
travel solenoid (4).
5
Oil from the pilot pump enters the pilot manifold to be distributed to
the various components of the machine. Some of the pilot oil flow is
directed to the swing priority valve, to the two speed travel solenoid
valve, and to the straight travel solenoid valve. The rest of the pilot
oil flows through the check valve.
Two Speed Travel Solenoid Valve: The two speed travel solenoid valve
controls oil flow to the of the two-speed travel motors. In the
illustration above the solenoid is energized. Pilot oil is directed to
the travel motors to shift displacement change valves (not shown). When
the displacement change valves shift, the motors will destroke for
higher speed.
Check Valve: The pilot manifold also contains a check valve. The check
valve maintains pilot accumulator pressure in the pilot circuit when the
engine is not running. By maintaining the pilot pressure (for a limited
time) when the engine is stopped, the implements can be lowered safely
to the ground.
Pilot Accumulator: The pilot accumulator is used to release the swing
brake and for lowering the boom and stick in the event of a loss of
pilot system pressure or a dead engine. The pilot accumulator also helps
to dampen pressure spikes in the pilot system, which enhances the
stability of the machine control systems.
The accumulator stores pilot pressure oil for use at the main control
valves. During some operations, the pilot system needs more oil because
there is insufficient flow from the pilot pump.
Implement Hydraulic Lockout Solenoid Valve and Hydraulic Activation
Valve: These two valves work together to either prevent the implement
control valves and the motors from being activated or to allow them to
be activated. In the de-energized position, no pilot oil is available to
operate the implements. Pilot oil is blocked at both valves.
When the hydraulic lockout control lever in the cab is in or moved to
the LOCKED position, the plunger of the limit switch is not depressed by
the control lever. The limit switch is in the OFF position.
When the hydraulic activation control lever is in the LOCKED position,
the hydraulic activation solenoid is not energized.
The spool is held up by a spring. The spool blocks the pilot supply oil
from going to the pilot valves. The spool also opens a passage to drain
from the pilot valves to the tank.
In the locked position, if the joysticks are moved, the cylinders and
the motors cannot be activated.
Swing Brake Solenoid Valve: The swing brake solenoid valve energizes to
release the spring- applied, hydraulically-released wet disc swing
brake. The swing brake is automatically released when any joystick
function is performed by the operator. With the swing brake solenoid
valve de-energized, the swing brake is engaged by springs.

6 |
When the hydraulic lockout control lever in the cab is placed in the
UNLOCKED position, the limit switch closes the circuit path and the
lockout solenoid valve is energized.
When the implement hydraulic lockout solenoid valve is energized, pilot
oil is directed to move the hydraulic activation valve down. Pilot oil
flows through the hydraulic activation valve to the swing brake solenoid
valve, the left and right joysticks, and the travel pilot valves. The
hydraulic activation valve also supplies pilot oil for the heavy lift
solenoid valve.
When a implement is activated the swing brake solenoid is energized by
the Machine ECM. Pilot oil is directed through the swing brake solenoid
valve to release the swing park brake in the swing motor group.
7
The pilot accumulator (arrow) provides pressure oil to the pilot system
when the pilot pump flow is low or the pilot pump has stopped.
Low 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 implement/swing/travel operations.

8
Hydraulic Activation Lever
The hydraulic lockout lever (arrow) is shown in the LOCKED position.
The engine will not start unless the hydraulic activation lever (3) is
in the LOCKED position.
Raise the lever activation lever to the UNLOCKED position to energize
the implement hydraulic lockout solenoid valve to allow the operator to
move the implements.
If the machine is running, the operator can lockout the implement
controls by returning the lever to the LOCKED position.
9
A limit switch and plunger are located on a bracket with hydraulic
lockout lever.
When the hydraulic activation control lever is moved forward, the lever
pushes the plunger down to activate the limit switch.
When the hydraulic lockout control lever is shifted to the rear to the
LOCKED position, the implement lockout solenoid valve is not energized,
so the hydraulic activation valve does not shift to direct pilot oil to
the pilot control valves.
The joysticks and/or travel pedals can not shift a control valve in the
main control valve group when the hydraulic activation lever is in the
locked position.
10
Pilot Controls and Valves
Pilot controls in the cab include:
- left (1) and right (2) travel pedals
- left (3) and right (4) travel levers
- auxiliary foot switch (5) (attachment)
- straight travel (6) (attachment)
- left joystick (7) to control the swing and stick (SAE excavator
pattern)
- right joystick (8) to control the bucket and boom (SAE excavator
pattern)
- foot rest (9 and 10)
The joysticks shown above are equipped with full electronic control for
the tool control system.
NOTE: The switch for one touch low idle is on the right joystick. If the
machine is equipped with a magnet, the trigger switch on the front of
the right joystick turns the magnet on, while the trigger switch on the
front of the left joystick turns the magnet off.
11
The resolver block (1) is located under the cab. The resolver block
provides a junction from pilot lines to the joystick to the main control
valve group as well as sensing when an implement or the swing is
activated.
The resolver network in the block, directs the pilot signal pressure to
the swing/implement pressure switch (2) for Automatic Engine Control
(AEC).
Two travel pressure switches (not shown) and the swing/implement
pressure switch (2) are activated by pilot pressure oil. The switches
close at 490 ± 49 kPa (71 ± 7 psi) and open at 290 ± 0 kPa (42 ± 0 psi).
The pressure switches are inputs to the Machine ECM. The Machine ECM
uses these inputs to tell when a hydraulic function has been activated.
If Automatic Engine Control (AEC)/one touch low idle is activated and
the machine is at low idle the Machine ECM will increase the engine
speed to the current speed dial setting.
When only the swing/implement pressure switch is activated, the Machine
ECM will release the swing brake. When all three pressure switches are
activated at the same time, the Machine ECM will energize the straight
travel solenoid.
12
When one or more of the joysticks are shifted, resolvers in the block
direct the highest pilot oil pressure to the the swing/implement
pressure switch.
The Machine ECM will cause the engine to increase rpm to match the speed
dial position.
13 |
When the pilot joystick lever is shifted, the joystick contacts the rod
and pushes it down against its spring. The rod will contact the spool
and move it down against its spring. Depending on how far the lever is
moved, determines how far the spool moves.
As the spool moves down, the spool will close off the drain passage for
the oil to the control valve and meter pilot pressure oil to the control
valve to cause the control spool (not shown) to shift. The greater the
pilot oil flow to the control spool, the greater the control spool
travel.
As pressure increases in the pilot line to the control valve, the
pressure moves the spool up to a balance position against the spool and
metering springs to maintain a constant pilot pressure in the pilot
line. This action will maintain the position of the control spool in the
control valve until the joystick is moved.
In summary, once the pilot lever is shifted, the pilot valve becomes a
pressure reducing valve which maintains a downstream pressure equal to
the spring forces above the spool.
When the joystick is released, the joystick will return to the NEUTRAL
position due to the force of the return spring moving the spool back up.
When this occurs, the pilot oil is blocked by the spool from flowing to
the control valves to shift the spool and pilot oil at the control spool
is drained to the tank past the spool.
14
The travel pilot control valve operates similar as the implement pilot
valves.
Depending on how far the the travel pedal or lever is moved, will
determine the amount of pilot oil directed to the respective travel
control valve.
A dampening function is built into the travel pilot control valve which
allows the operational speed of the travel lever/pedal to correspond to
the movement of the operator's foot. The dampening function also
prevents the vibration that occurs when the travel lever/pedal is
released.
When the travel lever/pedal is moved suddenly from the NEUTRAL position,
the rod is pushed downward. The rod moves the dampening piston downward.
The hydraulic oil below the dampening piston is pressurized. An orifice
check valve allows the trapped hydraulic oil below the dampening piston
to gradually flow into into the metering spring chamber, which is open
to the tank. The gradual flow of oil through the orifice check valve
provides the dampening function.
PWM SOLENOID VALVE

15
The attachment circuits are controlled by proportional solenoids valves.
The valves receive PWM signals from the Machine ECM to shift energize
the solenoid. Depending on the amount of current sent will determine how
far the solenoid shifts the control spool.
Pilot oil is directed to and from the attachment circuits to control the
position of the control spool for the attachment.
NOTE: The solenoid valves also act as variable pressure reducing valves.
Instead of using a spring to control the downstream pressure, the
current is varied to the solenoid to control the downstream pressure to
the control spool. For a fixed current the pilot pressure to the spool
is maintained as it was for the joysticks.
16
When the joysticks are operated, the pilot control valves send pilot
pump oil through the pilot lines to the pilot ports (arrows) at the main
control valve group in order to shift the spools in the main control
valve.
Additional pilot lines are located below the main control to shift the
control spools in the opposite direction.

17
Pilot oil enters a control valve from either end to shift the main
control spool.
The control spool will shift in proportion to the amount of pilot oil
sent to the control spool from the pilot valve or solenoid.
For some circuits, proportional solenoid valves are used to direct pilot
oil to shift the control spool.
18
CONCLUSION
This presentation has provided information for the Caterpillar 300D
Series Hydraulic Excavators.
This presentation covered the pilot control system and pilot control
valves.
Additional presentations are available for each system used on these
machines.
When used in conjunction with the service manual, the information in
this package should permit the technician to do a thorough job of
analyzing a problem in these systems.
For service repairs, adjustments, and maintenance, always refer to the
Operation and Maintenance Manual, Service Manuals, and other related
service publications.