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Refer to RENR3743 ,page 54 to 116

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Bucket operation:p: 63

Upper pump supplies oil to close or dump the bucket

Top pump flows to head end of bucket cylinder
Activation pressure is approx: 100 psi
Decrease in NFC, UPSTROKE PUMP
 Boom operation:
Refer to RENR 3743 Page 54-62
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Upper pump - boom 1, Lower pump – 2

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Boom Raise : 2 pumps, B1 and B2 activated

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Full movement of control lever- 2 pumps,B1 &B2

Slight movement of control lever - U. pump, B1-
Weak pilot oil pressure cannot overcome spring
force of B2 control valve
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Prevent boom drift, operation in HOLD

BM cylinder pressure seats BDRV
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BDRV closes
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BDRV opens
Boom Lower: U. pump, B1and S2, anti drift
valve, regeneration circuit activated.
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BM Cylinder Head end oil transfers to rod end

during boom down
BRV inactive during BM raise operation
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No boom regeneration during BOOM RAISE operation

During BOOM RAISE, the regeneration passage is open
to the parallel passage, but the regeneration check valve
does not open because the check valve vent hole is
blocked by the valve body.
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During BOOM LOWER with the bucket above

the ground, boom regeneration is in effect.
During boom regeneration, oil from the head
end of the boom cylinders is transferred to the
rod end of the cylinders.
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When the bucket contacts the ground, pump

system pressure in the rod end of the boom
cylinders increases more than the head end
pressure.
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When the rod end pressure equals the head end

pressure, spring force pushes the small check
valve in the left side regeneration check valve to
the right against the seat and pushes the large
check valve to the left blocking the vent hole.
System pressure will increase in the rod end to
give down pressure in the boom cylinders.
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Refer to Page 65-68

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Stick out - combine upper and lower pump oil

rod end of stick cylinder to lift stick “out”.
Upper pump direct to S2 and lower pump to S1
and combine with lower pump oil to cylinder
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• Prevents stick drift during STICK IN

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During STICK IN operation, pilot pressure to

the lower end of the stick 1 valve is directed
to the left end of the blocker valve.
Pilot pressure shifts the blocker valve to the
right against the spring force.
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The spring chamber on the left end of the SDR check

valve is vented to drain through the blocker valve.
Pressure in the rod end of the stick cylinder pushes on
the stick check valve and shifts the valve to the left
allowing the stick cylinder rod end oil to flow to the
hydraulic control valve.
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The unloader spool, the stick regeneration valve and the stick drift
reduction valve are located in the main control valve body near
the stick 1 control valve.
In the NEUTRAL position, bottom pump flow goes through the
open-center passage in the stick 1 control valve to the NFC valve.
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Spring force and pressure from the rod end of the stick cylinder
keep the SDRV closed to prevent flow from the rod end of the
stick cylinder from going to the stick 1 control valve.
The stick unloader control spool and the stick regeneration valve
are moved to the closed position by spring force.
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When STICK IN position, pilot pressure goes to the bottom end

of the stick 1 valve, to the top end of the stick drift reduction
valve and to the stick regeneration valve.
The pilot pressure moves the stick 1 valve up.
The stick drift reduction blocker valve and the regeneration
valve
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When the blocker valve moves down, the spring chamber at the
top of the drift reduction check valve is open to drain.
Pressure in the rod end of the stick cylinder pushes on the
shoulder area of the check valve and lifts the valve off its seat.
The stick rod end oil flows around the drift reduction check valve
to the stick 1 control valve.
The throttling slots in the stick 1 valve direct part of the stick
cylinder rod end oil to the tank.
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If the system pressure in the head end of the stick

cylinder is less than 15700 kPa (2300 psi), the stick
regeneration valve directs part of the rod end oil to
combine with pump flow going to the head end of the
stick cylinder.
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When the STICK IN system pressure is more than

15700 kPa (2300 psi), the stick regeneration valve
moves up to block the passage so stick rod end oil will
not go to the head end of the stick cylinder.
The unloader valve opens and directs the stick cylinder
rod end oil to the tank.
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(1)Boom cylinder, (2) Port (rod end), (3) Tube,

(4) Rod (5) Snubber, (6) Piston, (7) Head end port,
(8) Stick cylinder (9) Snubber, (10) Bucket cylinder,
Page 69
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Snubbers are used in both boom and stick cylinders

Both have snubbers to cushion the extension of the
cylinder rods
Only stick cylinder have snubbers for both extension
and retraction protection
Bucket cylinder does not have snubbers.
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Refer to page 89-116

 Travel operation
Upper pump - right travel motor
Lower pump - left travel motor
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Travel speed control switch on the monitor

controls the selection of the travel mode :
automatic or low speed.

Automatic mode - travel speed will depend

on the hydraulic oil pressure sensor- ie.
Machine load; the larger the load-travel is
at low speed and vice-versa
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Two speed travel motor

Parking brake released by travel system Pressure

Travel brake valve functions
1. Release parking brake,
2. pump flow to travel motor,
3. counter balance function
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Forward and reverse travel crossover relief

Right travel motor - N and O
Left travel motor - L and M
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The speed change occurs by changing the angle of the swash

plate in the travel motors.
When the swash plate is at maximum angle, the travel motor
rotates at a slower speed because the increased displacement of
the motor requires more pump flow per revolution of the travel
motor.
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When the swash plate is at minimum angle, the travel motors

rotate at a high speed because the decreased displacement of the
motor requires less flow per revolution of the travel motor.
In addition to the two speed feature, the system contains the
speed change valve, the travel motor park brake, and the travel
motor brake valve.
 The speed change valve receives a pilot signal pressure
from the two speed solenoid on the pilot manifold.
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The signal shifts the speed change valve which then

directs a system pressure signal to the travel motor
swash plate servo pistons.
The servo piston shifts the swash plate to minimum or
maximum angle.
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The travel motor is an axial piston swash plate design.

Two speed travel motors with internal park brake
Spring engaged and hydraulically released multiple disc brake.
Brake engage after machine stops.
Displacement of the swash plate can be changed from minimum
angle to maximum angle for two speed travel.
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Incorporated in the travel motor is the travel brake.

The brake consists of three lined discs and three steel plates.
The lined discs have internal teeth that are splined to the
outside of the Travel motor barrel.
The steel plates have external teeth that are splined to the
outside housing.
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The travel motor brake valve directs system pressure through

the
Poppet on the right side of the travel motor.
Pressure goes through the poppet and through the passage to the
bottom of the travel motor.
Pressure enters the parking brake and pushes the brake piston to
the right against the spring force to release the brake.
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When the travel control pedals are returned to NEUTRAL,

system pressure stops flowing through the poppet.
Pressure behind the brake piston flows through the small orifice
in the poppet before going to case drain.
Approximately five seconds are required for the pressure
behind the brake piston to bleed back to case drain.
The brakes engage only after the machine has stopped.
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Functions of brake valve:

Prevent pressure surges, prevent overrun, releases
travel motor brake when system pressure increases to
175 psi, travel valve is moved left against the spring
force
 The travel motor brake valve is bolted to the travel
motor housing and contains the two travel line
relief valves.
Inside the brake valve are the makeup valves and the
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counterbalance function.
The brake valve performs three functions:
(1) prevents shock loads and pressure surges during
stopping;
(2) prevents an overrun condition when the machine is
traveling
downhill; and
(3) directs system pressure to release the travel
motor brake.
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When the travel control pedals are moved, system pressure is

directed to the right port on the travel motor brake valve, opens
the check valve and flows to the travel motor and also flows
through the small diagonal passage to the spring chamber on the
right end of the brake valve.
Pressure in the spring chamber flows through the “T” shaped
opening in the slug on the right end of the brake valve
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When system pressure increases to approximately 1200 kPa

(175 psi), the travel valve is moved left against the spring force.
As the center land of the brake valve moves past the small
opening in the center of the housing, system pressure flows
through the throttle slots in the brake valve and through the
small opening to release the brakes.
When the brake valve shifts to the left, the throttling slots on the
left end of the brake valve allow return oil from the travel motor
to flow through the left end of the brake valve and to the tank.
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When travel control pedals are returned to neutral,

system pressure decreases in the right opening of the
brake valve.
Brakes engage after 5 sec.
Hydraulic lock prevents over speed.
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When the travel control pedals are returned to NEUTRAL,

Spring force pushes the brake valve to the right.
Oil in the cavity in the right end of the valve must flow out the
small orifice before spring force can push the travel brake
valve right to center the valve in the housing.
The orifice causes the brake valve to move slowly toward the
center position to prevent a sudden stop.
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When system pressure to the travel motor brake valve is

decreased, the brake valve moves toward the center position.
After the brake signal passage is blocked, approximately five
seconds are required before the travel brake is engaged.
As the brake valve nears the center position, the first land to the
left of the center land blocks the return passage from the travel
motor and creates a hydraulic lock in the travel motor.
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While the travel motor is turned by the inertia of the moving

machine,pressure in the return passage will increase because
the motor outlet is blocked.
The hydraulic lock in the travel motor stops the machine.
If the pressure exceeds the setting of the travel crossover
relief valve, the pressure acting on the shoulder area around
the valve pushes the Relief valve against the spring force.
Flow then goes past the relief valve, through the drilled
passage and enters the inlet side of the travel motor to help
prevent cavitation.
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The counterbalance function operates as the machine is

traveling downhill in either FORWARD or REVERSE.
When the machine is driven downhill, system pressure in the
travel circuit decreases.
As system pressure decreases, spring force moves the travel
brake valve toward the center position or NEUTRAL.
As the valve nears center, the throttling slots form an orifice to
restrict the return oil to the tank.
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Since pump flow is still entering the travel brake valve and the
return is partially blocked, system pressure will increase and
again shift the brake valve to open.
The orifice effect of the throttling slots causes a partial hydraulic
lock in the travel motor.
The partial hydraulic lock will keep the travel speed at no more
than pump flow entering the travel motor.
 Automatic two speed control valve
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For straight travel function can be activated, both travel circuits

and at least one implement or swing circuit must be in operation
at the same time.
The machine will continue to travel in the same direction as
demanded, but at a slower ground speed than before.
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The straight travel function divides top pump flow equally

between the two travel circuits.
Flow from the bottom pump is directed to all implement and
swing circuits.
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The straight travel valve is activated by a pressure increase in

the pilot logic circuit in the main control valve.
Pressure in the pilot logic circuit will not increase until both
travel Control valves and at least one implement or swing are
activated at the same time.
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STRAIGHT TRAVEL operation.

Both travel control valves and the bucket control valve have
been activated.
Pilot pressure from the pilot manifold enters the main control
valve housing and flows through the lower orifice.
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From the lower orifice, pilot flow goes to the left through the
swing and stick 1 valves and then to the right side of the
control valve body through the attachment spool and is
blocked by the bucket control valve.
Pilot pressure increases in the logic circuit and closes the
implement/Swing pressure switch.
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A pressure signal is also sent to release the swing park brake.

Pressure increases through the right travel control valve and is
sensed in the left side of the travel control valve and the piston
chamber in the straight travel valve.
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The straight travel valve performs a crossover function.

Flow from the top pump is directed to the right travel control
valve and, with the straight travel valve activated, flow from the
top pump is also directed to the left travel control valve.
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Refer to page 71-88

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The swing motor is a fixed displacement, swash plate design

motor with an internal swing park brake.
The swing park brake has three lined discs and two steel plates.
One disc and one plate have been added to increase the capacity
of the swing park brake.
 Make up line Anti reaction Left swing motor
valves

Drain line
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Forward

Right swing
motor
MTL LEARNING CENTER K - Left relief J - Right relief Left swing motor

Forward

Right swing I - Left relief H - Right relief

motor
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Return to drain filter

 Swing lock system
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implement and swing pressure switch

activation will cause controller to activate
release of the swing park brake
swing park brake is engaged 6.5 seconds
after ceasing hydraulic implement operation
travel operation alone will not release swing
park brake
 The swing park brake is released electronically.
The ECU turns the swing park brake release
solenoid on to direct pilot pressure to release the
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park brake.
When the implement/swing pressure switch on
the main control
valve closes, the ECU sends a signal to release
the swing park brake.
If the machine is operated in the ECU Back-up
Mode, the solenoid is ENERGIZED so the park
brake is always released.
 To lock the swing park brake so the pressure
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settings on the swing crossover relief valves can

be checked,disconnect the wiring harness to the
swing park brake release solenoid.
This step will prevent the pilot pressure from
releasing the swing park brake.
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This schematic shows the swing motor group in the BRAKE

RELEASED position.
Pilot pressure is directed to the swing brake release solenoid.
The ECU sends an electrical signal to the swing brake release
solenoid when the implement/swing pressure switch closes.
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The brake release solenoid valve directs pilot pressure

from the pilot manifold to release the swing park
brake.
Flow from the bottom pump is directed by the swing
control valve to activate the swing motor.
 Swing operation
Lower pump, swing control valve, swing
brake solenoid, implement/ swing
pressure switch involve.
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Right swing motor and left swing motor

differs in relief valve and anti reaction
valve
If all control valve of the main control
valve is in neutral position, the
implement/swing pressure switch is not
activated - swing park brake switch is
engaged.
 Swing operation
Swing motor only operates after
both swing park brakes are
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released
Oil replenishment is provided by
return line to prevent vacuum
condition at the swing motor
when the control valve is
returned to neutral and the upper
structure attempt to continue to
rotate.
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This schematic shows the swing motor hydraulic circuit with the
anti-reaction valves in operation.
As the swing operation is stopped, pressure increases in the
swing motor hydraulic circuit.
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The increase in pressure on the right end of the anti-reaction

valves moves the valves to the left, activating the right side of the
valves.
The right side of the valves direct the high pressure to the low
pressure side of the circuit to prevent reverse swing at the end of
the swing operation.
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Refer to page 117-119

 Boom raise, stick out and swing:

upper pump :- 2 flow path :-

a. boom 1control valve ; boom cylinder
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b. stick 2 control valve; stick cylinder

lower pump :- 3 flow path :-

a. swing control valve; swing motor
b. logic valve; stick 1, stick cylinder
c. boom 2 control valve; boom cylinder

Boom moves faster, swing speed slowed down

 Boom lower, stick out and swing:
upper pump :-2 flow path :-
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a. boom 1 control valve; boom cylinder,

b. stick 2 control valve; stick 1 control; stick cylinder
lower pump :-2 flow path :-
a. swing control valve; swing motor
b. logic valve; stick 1 control valve; stick cylinder
Sick move at optimum speed, swing and boom also
ensure of optimum speed
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The ball resolver located on the fine grading solenoid separates

BOOM LOWER and STICK IN pilot pressure when both
implements are operated at the same time.
This operation ensures one pump flow to the boom and one pump
flow to the stick.
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Boom pilot pressure is directed to one side of the ball resolver

and stick pilot pressure is directed to the other side of the ball
resolver.
The stick 2 spool does not shift during this operation.
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• Boom and stick circuits

• Two ball resolvers direct pilot pressure
• Stick 2 valve shift delayed
• Top pump flow to boom circuit
• Lower pump flow to stick circuit
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