Systems Operation PDF

Operacin de Sistemas
320 AND 320 L EXCAVATORS HYDRAULIC SYSTEM

Systems Operation
Introduction
Reference: For Electric And Electronic Systems Operation, see Form No. SENR5404.
Reference: For Testing And Adjusting of the hydraulic and electronics systems, make reference to Testing And
Adjusting for 320 And 320 L Excavators Hydraulic And Electronic Systems, Form No. SENR6044.
NOTE: For Specifications with illustrations make reference to the Specifications For 320 And 320 L Excavators
Hydraulic System, Form No. SENR6049. If the specifications in Form No. SENR6049 are not the same as in the Systems
Operation, look at the printing date on the front cover of each book. Use the specifications in the book with the latest date.
NOTE: For Hydraulic schematics, make reference to the following: Hydraulic Schematic for 320 And 320 L Excavators,
Form No. SENR5457.
NOTE: For Electrical schematics, make reference to Electrical Schematic for 320 And 320 L Excavators, Form No.
SENR6015.
Hydraulic Schematic
Cerrar SIS

Pantalla anterior
Producto: EXCAVATOR
Modelo: 320 L EXCAVATOR 9KK
Configuracin: 320L SUPPLEMENT FOR TRACK-TYPE EXCAVATOR /MP
UPPER FRAME PKG./ 9KK01359-UP (MACHINE)
Nmero de medio -SENR6043-00 Fecha de publicacin -01/12/1992 Fecha de actualizacin -12/10/2001
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(1) Swing parking control valve.
(2) Travel motor (left).
(3) Travel motor (right).
(4) Stick cylinder.
(5) Swing motor.
(6) Travel brake valve (left).
(7) Travel brake valve (right).
(8) Bucket cylinder.
(9) Boom cylinders.
(10) Stick drift reduction valve.
(11) Swivel.
(12) Pressure switch (implement/swing).
(13) Pressure switch (travel).
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(14) Main control valves.
(15) Boom drift reduction valve.
(16) Main relief valve.
(17) Pressure switch (BOOM RAISE).
(18) Pilot control valve.
(21) Proportional reducing valve.
(22) Pilot oil manifold.
(23) Pilot relief valve.
(24) Accumulator.
(26) Shock reducing valve.
(27) Solenoid valve (swing priority).
(28) Solenoid valve (fine control).
(30) Hydraulic activation control valve.
(31) Upper pump.
(32) Lower pump.
(33) Solenoid valve (travel speed).
(34) Automatic travel speed change valve.
(35) Pilot filter.
(36) Pilot pump.
(37) Hydraulic tank.
(38) Bypass check valve.
(39) Slow return check valve.
(40) Oil cooler.
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(A) Return passage.
Reference: For Hydraulic System Schematic 320 and 320 L see, Form No. SENR5457.
Pump Flow And Pressure Control
Introduction

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

Main Control Valve Compartment
(16) Main relief valve. (42) Outlet line (upper pump). (44) Outlet line (lower pump). (45) Right control valve body (operated by upper pump oil).
(46) Left control valve body (operated by lower pump oil).
The oil delivered from upper and lower pumps (31) and (32) respectively enters right and left valve bodies (45) and (46)
of main control valves (14). If no work is being performed, pump oil flows through the control valves and returns to
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hydraulic tank (37). Main control valves (14) now sends a signal (negative flow control) to each pump causing the
respective pump to destroke to minimum output flow.
If an operation is being performed, main control valves (14) direct pump oil to the respective cylinders (boom, bucket and
stick) and/or motors (swing and travel). Main control valves (14) contain various valve stems, passages, check valves and
orifices which allow an operation to be done by itself or in combination with other operations. The maximum working
pressure of the main hydraulic system is restricted to main relief valve (16) setting of 34 300 kPa (5000 psi) during travel
operation and 31 400 kPa (4500 psi) during implement/swing operation.

Cab
(47) Control lever (stick and swing). (48) Control lever (boom and bucket). (49) Travel pedal (left). (50) Travel pedal (right).
Pilot pump (36) delivers a constant flow of pressure oil to the pilot circuit. The operating pilot pressure increases to the
pilot relief valve setting of 3450 kPa (500 psi).
The pilot circuit has the following three functions:
1. To operate main control valves (14): When control levers (47) and (48) or travel pedals (49) and (50) are
operated, pilot oil flows to the main control valves through pilot control valves (20), (25), (18) and (19)
respectively. This pilot pressure oil shifts the stems in the main control valves allowing the main pump oil to flow
to the required circuits of cylinders (4), (8) and (9) and motors (5), (2) and (3).
2. To control pump output: Proportional reducing valve (21) receives an electronic signal and uses the pilot system
oil to develop a hydraulic signal pressure. The hydraulic signal pressure goes to the regulators in the main pumps
and controls the pump output flow.
3. To create pilot signal pressure in the pilot circuit so the following controls can be achieved:
A. Activate Automatic Engine Speed Control (AEC) system, causing functions to automatically reduce the engine
speed when no, or very small hydraulic operation is called for.
B. Change the main relief valve pressure setting for travel or implement/swing operation.
C. Release the swing motor parking brake.
D. Automatically change travel speed to HIGH or LOW, depending on the machine load.
E. Operate the straight travel control valve to keep the machine traveling straight during a combined operation of
travel and implement.
F. Control operations of valves required for easier loading or trenching.
NOTE: For details of the pilot control, see the section, "Pilot Circuit".
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Cab
(51) Switch panel. (52) Engine speed dial.

Machine Left Side
(53) Controller.
The electronic control system controls the outputs from the engine and the pump through controller (53). Controller (53)
senses the position of the engine governor lever selected by engine speed dial (52). Controller (53) also senses the power
mode position selected by the power mode switch located on switch panel (51). Controller (53) processes the information
and sends a signal pressure to the pump so the pump can provide optimum output depending on the machine load and
engine speed.
The electronic control system has the following major functions:
1. When a large load is placed on the machine, the system allows the pump to destroke, allowing the maximum
horsepower available from the engine.
2. Depending on the load placed on the machine, the system controls the output of the pump at an optimum power
mode from three different power mode setting. This allows the machine to operate at an optimum speed and helps
to reduce the fuel consumption.
3. At a no or very small load condition, the system automatically decreases the engine speed to improve the fuel
consumption and noise level.
4. The system causes solenoid valves for fine control (28) and swing priority (27) to activate for easier ground
surface leveling or vertical finishing of ditch wall surfaces, respectively.
NOTE: For details of the electronic control system, see the separate module "Electric And Electronic System, Systems
Operation, Form No. SENR5454".
Main Pumps
Construction
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Main Pumps
(1) Port (upper pump negative flow control pressure). (2) Outlet port (pilot pump). (3) Upper pump. (4) Outlet port (upper pump). (5) Inlet port.
(6) Port (power shift pressure). (7) Port (lower pump negative flow control pressure). (8) Lower pump. (9) Outlet port (lower pump). (10)
Housing. (11) Pilot pump.
The main pumps consist of upper pump (3) and lower pump (8), coupled in housing (10). The upper and lower pumps are
identical in construction, operation and control system.
Oil from the hydraulic tank enters inlet port (5) which is common to both pumps. Each pump delivers oil through its
respective outlet port (4) or (9). Pilot pump (11) draws oil through inlet port (5) and delivers oil through outlet port (2).
The power shift pressure for the electronic controller enters the main pump through port (6). The negative flow control
pressure from the main control valves enters the main pumps through respective ports (1) and (7).
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Main Pumps
(4) Outlet port (upper pump). (5) Inlet port. (9) Outlet port (lower pump). (10) Housing. (11) Pilot pump. (12) Gear (pilot pump). (13) Plate. (14)
Pin. (15) Line (pilot pump). (16) Inlet port (pilot pump oil). (17) Regulator. (18) Drive shaft (lower pump). (19) Center line. (20) Trunnion. (21)
Housing. (22) Center line. (23) Gear (lower pump). (24) Piston. (25) Cylinder. (26) Valve plate. (27) Piston. (28) Gear (upper pump). (29) Shaft
(upper pump). (30) Cylinder passage. (31) Inlet passage. (32) Inlet passage. (33) Center hole. (34) Outlet passage. (35) Outlet passage.
The pump is a bent-axis piston type pump. The term bent-axis refers to the angular movement of the piston pump
assembly about the point of intersection of center lines (19) and (22). The pump changes its output depending on the
angle of cylinder (25).
Drive shaft (18) of the lower pump is coupled with the engine flywheel. Gear (23) of drive shaft (18) engages with gear
(28) of shaft (29). When drive shaft (18) is driven by the engine flywheel, shaft (29) of the upper pump is driven together
through the mechanical linkage of gears (23) and (28). Because the numbers of teeth of gears (23) and (28) are the same,
the upper and lower pumps rotate at the same rpm as the engine.
Because gear (23) engages with gear (12) of pilot pump (11), pilot pump (11) rotates with the main pumps.
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Pump Operation
The upper and lower pumps are identical in operation. Description is given to the lower pump as a typical example.
Drive shaft (18) is driven by the engine. Drive shaft (18) turns seven pistons (24), causing cylinder (25) to rotate.
Cylinder (25) is in contact with valve plate (26). Cylinder (25) rotates on valve plate (26). Cylinder (25) pivots on pin
(14). Gear (23) has plate (13) that retains heads of pistons (24), allowing them to swivel in their sockets.

Pump Cover And Valve Plate
(4) Outlet port (upper pump). (5) Inlet port. (9) Outlet port (lower pump). (20) Trunnion. (21) Housing. (26) Valve plate. (31) Inlet passage. (33)
Center hole. (35) Outlet passage. (36) Grooves.
Oil from the hydraulic tank goes into housing (21) through inlet port (5). The oil goes through inlet passages (32) and
(31) in valve plate (26), respectively. The oil then enters cylinder passages (30) of cylinder (25) which are positioned over
inlet passage (31). As the cylinder turns, openings of passages (30) in the cylinder rotate to the position of inlet passage
(31).
Piston (24) changes its stroke (displacement), depending on the angle of cylinder (25). As the piston moves out of the
bore of cylinder (25), it draws oil behind it. As the piston moves in the bore, it pushes oil ahead of the piston. The oil that
is pushed ahead of the piston goes through cylinder passage (30) and then through outlet passage (35) in valve plate (26).
The oil then leaves the lower pump through outlet port (9) and goes to the hydraulic circuit.
Valve plate (26) moves on the machined grooves (36) of housing (21). Housing (21) has a circular contour. Center hole
(33) of valve plate (26) holds one end of trunnion (20). The other end of the trunnion is held to piston (27) of regulator
(17). As piston (27) moves in or out during regulator operation (described later), the cylinder changes its angle because of
the mechanical linkage of trunnion (20) and valve plate (26). When valve plate (26) moves in radial direction (C), the
cylinder decreases its angle, decreasing the stroke of pistons (24), causing pump output to decrease. When valve plate
(26) moves in radial direction (D), the cylinder increases its angle, increasing the piston stroke for an increase in pump
output.
Inlet oil is sealed from the outlet oil by a metal-to-metal seal between the face of valve plate (26) and the face of cylinder
(25). On the other side of valve plate (26), the seal is made with the face of the machined groove (36). The sealing faces
are made with precision. Protection must be given to these faces during disassembly and assembly.
Valve plate (26) in the lower pump is not the same as valve plate (37) in the upper pump. Use extra care to install valve
plates (26) and (37) in their correct position.
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Valve Plates
(26) Valve plate (in lower pump). (37) Valve plate (in upper pump).
Pump Regulator
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Regulator (Upper Pump)
(1) Passage. (2) Passage. (3) Passage. (4) Shuttle valve. (5) Passage. (6) Passage. (7) Passage. (8) Housing. (9) Outlet port (upper pump). (10)
Outlet passage. (11) Line (upper pump Pn). (12) Passage. (13) Piston. (14) Control piston. (15) Passage. (16) Passage. (17) Passage. (18) Spring.
(19) Bushing. (20) Passage. (21) Pin. (22) Spring. (23) Line (P
S
). (24) Control piston. (25) Passage. (26) Spring chamber. (27) Spring. (28)
Spring. (29) Spring spacer. (30) Spring. (31) Trunnion. (32) Piston. (33) Bolt. (34) Ring. (35) Passage. (36) Cover chamber. (37) Piston chamber.
(38) Bolt. (P
D
) Main pump delivery pressure (upper pump). (P
G
) Pilot pump delivery pressure. (P
N
) Negative flow control pressure. (P
S
) Power
shift pressure.

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Pump Compartment
(11) Line (upper pump Pn). (23) Line (P
S
). (39) Outlet line (P
G
). (40) Regulator (upper pump). (41) Port. (42) Regulator (lower pump). (43) Line
(lower pump Pn).
The pump regulator functions as follows:
1. Using the electronic control system, the regulator receives the hydraulic signal pressure [power shift pressure
(P
s
)] and controls the pump output flow depending on the machine load and engine speed.
2. To keep the horsepower from the engine to the pump constant, the regulator receives the main pump delivery
pressure (P
D
). This is called the constant horsepower flow control.
3. When the control levers are in NEUTRAL or in PARTIAL MOVEMENT position, the regulator receives the
negative flow control pressure (P
N
). Negative flow control pressure (P
N
) controls the pump output flow. This is
called the negative flow control.
The regulators of the upper and lower pumps are basically identical in construction and operation. Description is given to
the upper pump regulator.
Oil from the upper pump and pilot pump flows to regulator (40) as follows:
Oil from the upper pump goes through passages (10) and (7) in housing (8), passages (1) and (3), and shuttle valve (4) to
passage (2). Oil from the pilot pump goes through passages (16) and (5) and shuttle valve (4) to passage (2). Only the
higher pressure of main pump delivery pressure (P
D
) or pilot pump delivery pressure (P
G
) can go through passage (2).
The pressure through passage (2) separates into the following three paths:
1. One path goes through passage (15) to control piston (14) in the regulator.
2. Another path goes through passage (17) to control piston (24) in the regulator.
3. The third path goes through passages (6) and (35) and cover chamber (36) to piston chamber (37).
Power shift pressure (P
S
) goes through line (23) to port (41) which is common to upper and lower pump regulators (40)
and (42).
During constant horsepower flow control, the higher pressure of main pump delivery pressure (P
D
) or pilot pump delivery
pressure (P
G
) acts against the shoulder of control piston (14) while power shift pressure (P
S
) is acting against the top end
face of control piston (14). Control piston (14), pin (21) and control piston (24) now shift to control the pump output.
NOTE: For further information, see the section, "Regulator Operation" in this module.
During negative flow control, negative flow control pressure (P
N
) from line (11) acts against the top surface of piston
(13). Control piston (14) shifts, allowing control piston (24) to move for pump flow control.
Regulator Operation
Constant Horsepower Flow Control (Before Pump Destroke)
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Regulator Operation (Before Pump Destroke)
(4) Shuttle valve. (14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (22) Spring. (24) Control piston. (25) Passage. (26)
Spring chamber. (27) Spring. (30) Spring. (31) Trunnion. (32) Piston. (33) Bolt. (34) Ring. (35) Passage. (37) Piston chamber. (38) Bolt. (44) Pilot
pump. (45) Upper pump. (P
D
) Main pump delivery pressure. (P
G
S
) Power shift pressure.
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Regulator Operation (Partial)
(14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (22) Spring. (24) Control piston. (25) Passage. (26) Spring chamber. (27)
Spring. (46) Shoulder. (47) Top surface. (48) Passage. (49) Passage. (P
D
G
S
)
Power shift pressure.
When the machine is operating with a low load, the higher main pump delivery pressure (P
D
pressure (P
G
) from passage (15) acts on shoulder (46) of control piston (14). Power shift pressure (P
S
) from passage (20)
acts on top surface (47) of control piston (14). Control piston (14) pushes down against pin (21), trying to move control
piston (24) down. Control piston (24) does not move down because the total forces of main pump delivery pressures (P
D
),
pilot pump delivery pressure (P
G
) and power shift pressure (P
S
) are less than the combined forces of springs (22), (27)
and (30). The force of spring (30) is less than that of spring (27). Spring (30) is compressed before spring (27) is
compressed. Passage (48) closes and passage (49) opens making an open connection between passage (25) and spring
chamber (26). Tank pressure in spring chamber (26) acts on the bottom surface of ring (34). Main pump delivery pressure
(P
D
) or main pump delivery (P
G
) in piston chamber (37) moves piston (32) and ring (34) down until bolt (33) comes in
contact with bolt (38). Because of the mechanical linkage of piston (32) and the cylinder through trunnion (31), the
cylinder is held at the maximum angle position, allowing the pump to maintain the maximum output flow.
Constant Horsepower Flow Control (After Start Of Pump Destroke)
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Regulator Operation (After Start Of Pump Destroke)
(4) Shuttle valve. (14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (22) Spring. (24) Control piston. (25) Passage. (26)
Spring chamber. (27) Spring. (28) Spring. (30) Spring. (31) Trunnion. (32) Piston. (34) Ring. (35) Passage. (37) Piston chamber. (44) Pilot pump.
(45) Upper pump. (50) Set screw. (P
D
S
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Regulator Operation (Partial)
(14) Control piston. (15) Passage. (17) Passage. (20) Passage. (22) Spring. (24) Control piston. (25) Passage. (26) Spring chamber. (27) Spring.
(46) Shoulder. (47) Top surface. (48) Passage. (49) Passage. (50) Set screw. (P
D
S
An increased load on the main pump increases power shift pressures (P
S
) and main pump delivery pressure (P
D
). (P
D
is
held more than (P
G
)
The combined forces of increased power shift pressure (P
S
) and main pump delivery pressure (P
D
) act on top surface (47)
and shoulder (46) of control piston (14) to overcome the total forces of springs (22) and (30). Control piston (14) pushes
down on control piston (24) through pin (21). Passage (49) closes and passage (48) opens, allowing main pump delivery
pressure (P
D
) from passage (17) to go through passage (25) to the bottom surface of ring (34).
Main pump delivery pressure (P
D
) acting on the top surfaces of ring (34), is now supplied to piston chamber (37) through
passage (35). Main pump delivery pressure (P
D
) is common to both top and bottom surfaces of ring (34). Because the
area of ring (34) bottom surface is larger than that of its top surface, ring (34) pushes piston (32) up against the forces of
springs (30) and (28). The mechanical linkage of piston (32) and the cylinder through trunnion (31), causes the cylinder to
move in its smaller angular direction for pump destroke.
As control piston (32) moves up, spring (30) compresses and pushes piston (24) up. Passage (48) closes and passage (49)
partially opens, allowing oil to flow from passage (25) to spring chamber (26). Because spring chamber (26) is open to
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tank pressure, the pressure on the bottom surface of ring (34) becomes less than main pump delivery pressure (P
D
). Piston
(32) starts to stop upward movement. When the force of main pump delivery pressure (P
D
) on the top surface of the ring
becomes more than the force on its bottom surface, piston (32) starts to move down. Because of the decreased
compression force of spring (30), control piston (24) also starts to move down. Passage (49) now closes and passage (48)
partially opens. Piston (32) now starts to move up again because of main pump delivery pressure (P
D
) through passage
(25) to the bottom surface of the ring.
As main pump delivery pressure (P
D
) further increases and compresses spring (27), pistons (24) and (32) operate in the
same operating manner as that described above.
When main pump delivery pressure (P
D
) is equal to the combined force of springs (27), (28) and (30), piston (32) is in a
balanced position and the angle of the cylinder is held at this point. Control piston (24) is now also held at a balanced
position by keeping the openings of both passages (48) and (49) slightly opened.
Turning set screw (50) changes the compression force of spring (22) which changes the pump output flow. An increased
compression force of the spring increases the pump output flow.
Negative Flow Control
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Negative Flow Control Operation (Partial)
(11) Line [negative flow control pressure (P
N
)]. (12) Port. (13) Piston. (14) Control piston. (17) Passage. (18) Spring. (19) Bushing. (21) Pin. (22)
Spring. (24) Control piston. (25) Passage. (26) Spring chamber. (27) Spring. (28) Spring. (30) Spring. (32) Piston. (45) Upper pump. (46)
Shoulder. (47) Top surface. (48) Passage. (49) Passage. (51) Passage. (52) Center bypass passage. (53) Negative flow control orifice. (54) Main
control valves. (55) Spring spacer. (56) Spring spacer. (P
D
G
N
) Negative flow
control pressure. (P
S
When all control levers are in NEUTRAL position, oil flow through the center passage (52) of main control valve (54) is
restricted by orifice (53). This results in an increase in negative flow pressure (P
N
) in line (11). Negative flow pressure
(P
N
) enters port (12) and acts on pin (13).
When negative flow pressure (P
N
) acting on pin (13) is greater than the combined forces acting on bushings (19), pin (13)
moves down. As pin (13) moves down, bushing (19) is pushed down, pushing control piston (14) down against pin (21)
moving control piston (24) down, opening passage (48). Now main pump delivery pressure (P
D
pressure (P
G
) in passage (17) pushes piston (32) up compressing springs (27), (28), and (30). When the top surface of
spring spacer (56) comes in contact with spring spacer (55), control piston (24) is pushed up with piston (32) by the force
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of main pump delivery pressure (P
D
) or pilot pump delivery pressure (P
G
) until a balancing condition occurs. Control
piston (24) remains in the new balancing position to keep both openings of passages (48) and (49) slightly opened in the
same manner as that described for the constant horsepower flow control. The cylinder is now held at the minimum angle
position for minimum pump output flow.
When the control levers are partially moved, oil flow through center passage (52) flows to implement and return to the
hydraulic tank. This decreases the flow through orifice (53) causing the negative flow pressure to become lower. The
negative flow pressure (P
N
) gradually decreases its force on pin (13). As the forces of compressed springs (27) and (30)
overcome the force of the decreased negative flow pressure (P
N
), control piston (24) moves up before spring spacer (56)
comes in contact with spring spacer (55).
During a leveling operation, the pump output flow is controlled at any rate between minimum and maximum depending
on negative flow pressure (P
N
).
NOTE: For more information on the negative flow control pressure (P
N
), see "Control Valve" in this module.

D
) is very low [less than 3450 kPa (500 psi)] during a fine control operation, piston
(32) remains stationary because the low main pump delivery pressure (P
D
) cannot overcome the resistance of the
cylinder. Now passage (17) and piston chamber (37) are supplied pilot pump delivery pressure (P
G
) so that piston (32)
can shift.
Pressure/Flow (P-Q) Characteristic Curves

P-Q Characteristic Curves
(1) Point (start of pump destroke). (2) Horsepower characteristics.
The output characteristics of each pump depends on two pressures:
1. Pump output circuit pressure.
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2. Power shift pressure.
After a pump starts to operate, each pump has a set of pressure/flow (P-Q) characteristic curves. The P-Q curve represents
a set of flow rates for different pump circuit pressures. Each point on curve (2) represents the respective flow rate and
pressure to maintain pump output horsepower constant.
Hydraulic Schematic Of Main Control Valves

(1) Line relief valve (stick cylinder rod end).
(3) Return passage.
(4) Check valve.
(5) Boom II control valve.
(6) Line relief valve (stick cylinder head end).
(7) Stick I control valve.
(8) Load check valve.
(9) Logic valve.
(10) Swing control valve.
(11) Parallel feeder passage.
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(12) Left travel control valve.
(13) Center bypass passage.
(14) Straight travel control valve.
(15) Pilot passage.
(17) Pressure control valve.
(18) Pilot passage.
(19) Pilot passage.
(22) Pilot passage.
(23) Right travel control valve.
(25) Attachment control valve.
(27) Bucket control valve.
(28) Boom I control valve.
(29) Check valve.
(30) Stick II control valve.
(31) Passage.
(32) Passage (lower pump negative flow control).
(33) Orifice (lower pump negative flow control)
(34) Negative flow control relief valve (lower pump).
(35) Negative flow control line (lower pump).
(36) Return line.
(37) Passage (upper pump negative control).
(38) Orifice (upper pump negative flow control).
(39) Negative flow control line (upper pump).
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(40) Line.
(41) Negative flow control relief valve (upper pump).
(43) Line relief valve (boom cylinder head end).
(44) Return passage.
(45) Passage.
(46) Passage.
(50) Line relief valve (bucket cylinder head end).
(51) Line relief valve (bucket cylinder rod end).
(52) Pilot passage.
(53) Line relief valve (boom cylinder rod end).
(54) Selector valve.
(55) Check valve.
(56) Return line.
(57) Upper pump.
(58) Lower pump.
(59) Pilot pump.
Main Control Valves
Introduction
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Circuit Flow Illustration (Main Control Valves In Neutral Position)
(3) Return passage. (5) Boom II control valve. (13) Center bypass passage. (14) Straight travel control valve. (16) Main control valves. (23) Right
travel control valve. (24) Center bypass passage. (30) Stick II control valve. (36) Return line. (44) Return passage. (56) Return line. (57) Upper
pump. (58) Lower pump.
Main control valves (16) are located in the hydraulic system between the pumps and actuators (cylinders and motors).
Depending on the machine operation, components and passages in the valves control oil flow and pressure in the circuits
from the pumps to actuators.
In this section, a general circuit and component description is given for the following control valve operations:
1. Main Control Valves In NEUTRAL position.
2. Individual Control Valve.
3. Negative flow control.
4. Pilot Control.
5. Combined Implements/Motors and combined pump flow of boom and stick circuits.
NOTE: Detailed information on the previous items 1, 2 and 3 is given in this section.
NOTE: For detailed information on items 4 and 5, see separate "Operation" sections involved.
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Circuit Flow Illustration (Individual Control Valve Operation) (Bucket Cylinder Operation As A Typical Example)
(16) Main control valves. (24) Center bypass passage. (26) Load check valve. (27) Bucket control valve. (36) Return line. (48) Main relief valve.
(49) Parallel feeder passage. (50) Line relief valve. (51) Line relief valve. (56) Return line. (57) Upper pump. (58) Lower pump.
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Circuit Flow Illustration (Negative Flow Control Operation)
(13) Center bypass passage. (16) Main control valves. (24) Center bypass passage. (32) Passage. (33) Orifice. (34) Negative flow control relief
valve. (35) Negative flow control line. (37) Passage. (38) Orifice. (39) Negative flow control line. (41) Negative flow control relief valve. (57)
Upper pump. (58) Lower pump.

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Circuit Flow Illustration (Pilot Control Operation)
(9) Logic valve. (14) Straight travel control valve. (15) Pilot passage. (16) Main control valves. (17) Pressure control valve. (18) Pilot passage.
(19) Pilot passage. (20) Pressure switch. (21) Pressure switch. (22) Pilot passage. (28) Boom I control valve. (47) Pressure control valve. (48)
Main relief valve. (52) Pilot passage. (59) Pilot pump. (60) Swing parking brake control valve. (61) Pilot passage. (62) Pilot control valve.

NOTE: For further information, go to the referenced section.

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

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

Swing Motor (Right Front)
(24) Boom drift reduction valve. (25) Line relief valve.
Line relief valve (25) on the boom cylinder head end is installed on boom drift reduction valve (24). Boom drift reduction
valve (24) is located between the main control valve and the boom cylinders.
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Main Control Valves
(1) Stick II control valve. (2) Boom I control valve. (3) Bucket control valve. (4) Attachment control valve. (5) Right travel control valve. (7) Left
travel control valve. (8) Swing control valve. (9) Stick I control valve. (10) Boom II control valve. (12) Right body. (14) Left body. (15) Return
port. (18) Inlet port. (19) Inlet port. (22) Return port. (23) Straight control travel valve. (26) Parallel feeder passage. (27) Parallel feeder passage.
(28) Return passage. (29) Negative flow control orifice. (30) Center bypass passage. (31) Center bypass passage. (32) Negative flow control
orifice. (33) Return passage.
The upper pump supplies oil to right body (12) through inlet port (18), center bypass passage (30) and parallel feeder
passage (26). The lower pump supplies oil to left body (14) through inlet port (19), center bypass passage (31) and
parallel feeder passage (27).
With the control levers in the NEUTRAL position (no load placed on the machine), upper pump oil flows through center
bypass passage (30), negative flow control orifice (29), return passage (28) and out through return port (15).
With the control levers in the NEUTRAL position (no load placed on the machine), the upper pump oil flows through
center bypass passage (30), negative flow control orifice (29), return passage (28) and out through return port (22).
The oil then flows back to the hydraulic tank. Lower pump oil flows through center bypass passage (31), negative flow
control orifice (32), return passage (33), return port (22) and back to the hydraulic tank. Oil in parallel feeder passages
(26) and (27) supplied from both pumps remains blocked.
Activation of any control levers provides two paths for upper pump oil. One path is from center bypass passage (30) to
right travel control valve (5). The other path is from parallel feeder passage (26) to attachment control valve (4), bucket
control valve (3) and boom I control valve (2). Activation of any control lever also provides two paths for lower pump oil.
One path is from center bypass passage (31) to left travel control valve (7) and stick I control valve (9). The other path is
from parallel feeder passage (27) to swing control valve (8).
Individual Valve Operation
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Bucket Control Valve (Neutral Position)
(1) Bucket control valve. (2) Spring. (3) Port. (4) Port. (5) Pilot port. (6) Pilot port. (7) Passage. (8) Center bypass passage. (9) Load check valve.
(10) Return passage. (11) Parallel feeder passage. (12) Line relief valve (bucket cylinder rod end). (13) Line relief valve (bucket cylinder head
end). (14) Stem.
The bucket control valve is used as a typical example for describing the operation of individual control valves.
When all controls are in NEUTRAL position, there is no pilot oil sent to pilot ports (5) and (6) from the pilot control
valve. Stem (14) is centered in the NEUTRAL position by the force of spring (2). The upper pump oil goes through center
bypass passage (8) to the hydraulic tank.
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Bucket Control Valve (Bucket Close Position)
(3) Port. (4) Port. (6) Pilot port. (7) Passage. (8) Center bypass passage. (9) Load check valve. (10) Return passage. (11) Parallel feeder passage.
(14) Stem. (15) Passage. (16) Passage.
When the bucket control valve is operated to the bucket close position, pilot oil is supplied to pilot port (6) moving stem
(14) to the left. This closes center bypass passage (8) and opens passage (16). Passage (15) is now connected to return
passage (10).
Upper pump oil in parallel feeder passage (11) flows through load check valve (9), passages (7) and (16) to port (3). The
bucket cylinder rod extends, allowing the displaced oil in the rod end to flow to port (4).
Oil from port (4) flows through passage (15) to return passage (10) and back to the hydraulic tank.
Negative Flow Control Signal

Hydraulic Schematic (Partial) (Negative Flow Control)
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(1) Center bypass passage. (2) Center bypass passage. (3) Passage. (4) Passage. (5) Orifice. (6) Negative flow control relief valve. (7) negative
flow control line. (8) Orifice. (9) Negative flow control line. (10) Negative flow control relief valve. (11) Return passage. (12) Upper pump. (13)
Lower pump.

Main Control Valves (Viewed From Rear)
(7) Negative flow control line. (9) Negative flow control line.
A negative flow control pressure signal from center bypass passages (1) and (2) occurs during the following instances:
A. When cylinders or motors are not in operation.
B. When fine control of the pilot control valves is needed.

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

Typical Cross Section Of Bucket Control Valve (Fine Control Operation)
(2) Center bypass passage. (18) Parallel feeder passage. (19) Port. (20) Stem. (21) Passage. (P) Pilot pressure.
When partial implement operation is started, pilot pressure (P) shifts stem (20) slightly to the left. Pilot pressure (P)
partially opens passage (21) and partially closes center bypass passage (2). Part of the upper pump oil from center bypass
passage (2) goes to orifice (8). The remainder of the oil goes through parallel feeder passage (18) and passage (21) to port
(19). The oil flow in center bypass passage (2) now decreases. The resistance to oil flow through orifice (8) decreases and
the negative flow control pressure (P
N
) in passage (3) decreases. The pump cylinder rotates to a larger angle, causing the
upper pump to upstroke increasing the oil flow.
Continuing to full operation moves stem (20) to the left closing center bypass passage (2). There is no oil flow going
through passage (3), causing no negative flow control pressure (P
N
). The upper pump output is held maximum.
Modulation (increase or decrease) of exact pump output needed is done by inching the control levers. This allows fine
control operation of implements for precision work.
The negative flow control works in the same way for lower pump oil through orifice (5).
Load Check Valve
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Boom I Control Valve (Boom Raise Position, Load Check Valve Open)
(1) Load check valve. (2) Center bypass passage.
Load check valve (1) performs two jobs. First, load check valve (1) prevents a high pressure circuit that is in parallel and
in operation at the same time with a lower pressure circuit, from losing oil to the lower pressure circuit. For example, if
the bucket cylinder, whose load is light, is moved while the boom cylinders are going up, the high pressure oil of the
boom cylinders would want to flow toward the low pressure oil side of the bucket cylinder. If load check valve (1) was
not in the circuit, the boom would lower.
Second, load check valve (1) prevents the boom from coming down when started at a slow speed. When the boom starts
going up at a slow speed, center bypass passage (2) of the boom control valve has partial flow to the hydraulic tank.
Without load check valve (1), the pressure oil in the boom cylinders would flow through center bypass passage (2) to the
hydraulic tank, causing the boom to come down. Load check valve (1) prevents flow of pressure oil from the head end of
the boom cylinders to the tank.
The stick and bucket cylinders also have a load check valve to prevent similar reverse oil flow.
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Cross Section Of Straight Travel Control Valve And Main Relief Valve
(1) Straight travel control valve. (2) Main control valve. (3) Drain passage. (4) Pressure control valve. (5) Passage. (6) Passage. (7) Right travel
control valve. (8) Check valve. (9) Check valve. (10) Pilot passage. (11) Passage. (12) Main relief valve. (13) Piston. (14) Line. (15) Line. (16)
Line. (17) Upper pump. (18) Lower pump. (19) Pilot pump. (20) Spring. (21) Passage. (22) Passage. (23) Passage. (24) Valve.
Oil from upper and lower pumps (17) and (18) enters main control valves (2) through lines (14) and (15), respectively.
Upper and lower pump oil then goes through check valves (8) and (9) to passage (11).
Only the higher oil pressure from either the upper or lower pump can go through passage (11) to main relief valve (12).
Oil from pilot pump (19) goes through line (16) to pilot passages (5) and (6). Activation of travel control causes the
pressure in passage (6) to increase. Activation of any of implements or swing controls causes the pressure in passage (5)
to increase. When travel control is operated alone, pilot oil in passage (6) goes through pressure control valve (4) and
pilot passage (10) to piston (13) of main relief valve (12). When implement or swing controls are activated, valve (24) is
shifted by the increased pressure in passage (5). The oil acting on piston (13) goes through passage (10) to drain passage
(3) and becomes low pressure oil. Now, piston (13) can activate to limit the main relief pressure to 34 300 kPa (4975 psi)
when travel control is activated alone. When piston (13) is not activated (during implement or swing operation), the main
relief pressure is limited to 31 400 kPa (4550 psi) for any implement operation.
Pressure control valve (4) is located on right travel control valve (7). During travel operation, the oil pressure in passage
(5) is less than the force of spring (20), causing valve (24) to move to the right opening passage (23). This allows the pilot
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oil from passage (6) to flow through passages (23) and (22) to pilot passage (10). When implements and swing controls
are activated, the pressure in passage (5) increases and moves valve (24) to the left. Passage (23) now closes and passage
(21) opens. Oil in pilot passage (10) now goes through passage (21), drain passage (3) to the pump suction line and
becomes low pressure oil.

Main Relief Valve (In Closed Position)
(11) Passage. (25) Valve. (26) Spring chamber. (27) Spring. (28) Valve. (29) Spring. (30) Passage. (31) Orifice. (32) Return passage.
When main pump oil pressure in passage (11) is less than the main relief valve pressure setting, valve (28) is closed by
the force of spring (29). The oil in passage (11) goes through orifice (31) and enters spring chamber (26). Because the
pressures in passage (11) and spring chamber (26) are equal, valve (25) shifts to the left by the force of spring (27) and
closes passage (30). There is no oil flow from passage (11) to return passage (32).

Main Relief Valve (During Travel Operation With Valve In Open Position)
(10) Pilot passage. (11) Passage. (13) Piston. (25) Valve. (26) Spring chamber. (27) Spring. (28) Valve. (29) Spring. (30) Passage. (31) Orifice.
(32) Return passage. (33) Passage. (34) Piston chamber. (35) Adjuster. (36) Passage. (37) Valve chamber.
During travel operation, oil from pilot passage (10) goes through passage (33) to piston chamber (34). Piston (13) moves
to the left compressing spring (29). A higher system pressure is now required to open valve (28).
As the oil pressure in passage (11) increases to the relief valve pressure setting for the travel circuit, the oil pressure in
passage (11) overcomes the force of spring (29) and opens valve (28). The oil in valve chamber (37) goes through
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passage (36) to return passage (32) and becomes low pressure oil. Now, the oil pressure from passage (11) is decreased at
orifice (31). The oil then goes through spring chamber (26) to valve chamber (37). Because of decreased oil pressure in
spring chamber (26), the pressure oil from passage (11) pushes valve (25) to the right against the force of spring (27).
Passage (30) now opens, allowing the high pressure oil flow from passage (11) to return passage (32). Pressure
adjustment can be made by turning adjuster (35).

Main Relief Valve (During Implement Or Swing Operation With Valve In Open Position)
(10) Pilot passage. (11) Passage. (13) Piston. (25) Valve. (28) Valve. (29) Spring. (32) Return passage. (34) Piston chamber. (38) Plunger.
During an implement or swing operation, there is no oil flow from pilot passage (10) to piston chamber (34). The oil
pressure in piston chamber (34) is low. The low oil pressure in piston chamber (34) allows spring (29) to move piston
(13) to the right against plunger (38). As piston (13) moves to the right during an implement operation, the force of spring
(29) acting on valve (28) decreases. The relief valve pressure for implements and swing circuits is now lower than that for
travel circuit.
As the oil pressure in passage (11) increases to the relief valve pressure setting for implement or swing circuit, valves (28)
and (25) shift to the right allowing oil flow from passage (11) to return passage (32). Pressure adjustments can be made
by turning plunger (38).
Line Relief And Makeup Valves (Built in)
Line relief valve and makeup valves are in the passage between each cylinder and its control valve. With an outside force
acting against a cylinder (with the control valve in the NEUTRAL position), the pressure in the cylinder and the circuit to
the control valve increases. The line relief valve limits the pressure to 33 300 kPa (4850 psi). The line relief valve also
operates as a makeup valve.
When an outside force acts on the implement cylinder (with the control valve in the NEUTRAL position), the implement
cylinder piston will try to move. A vacuum will occur in the cylinder. The makeup part of the valve sends part of the
return oil to the cylinder, removing the vacuum condition.
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Line Relief Valve (Closed Position)
(1) Passage. (2) Valve. (3) Valve. (4) Spring chamber. (5) Valve. (6) Spring. (7) Piston. (8) Return passage. (9) Passage.
High pressure oil from the line between each cylinder and its control valve goes through passage (1) and enters the line
relief valve. The oil then goes through passage (9) in piston (7), and into spring chamber (4). As long as the oil pressure
does not exceed the line relief valve pressure setting, valve (5) is kept closed by the force of spring (6). This equalizes the
pressure in passage (1) and spring chamber (4). Because there is more surface area on the spring chamber side of valves
(2) and (3) than on the cylinder passage side, both valves are shifted all the way to the left and held in position. The oil
flow from passage (1) remains blocked to return passage (8).

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

Line Relief Valve (Make-up Valve In Operation)
(1) Passage. (2) Valve. (3) Valve. (4) Spring chamber. (8) Return passage. (9) Passage. (13) Shoulder.
When oil is lost through operation of the line relief valve for the rod end of a cylinder, the oil has to be made up
(replaced) in the head end to prevent a vacuum condition.
Because passage (1) is connected to spring chamber (4) through passage (9), a vacuum can occur in passage (1) and
spring chamber (4). With oil pressure from return passage (8) acting on shoulder (13) and negative pressure from spring
chamber (4) acting on its backside of shoulder (13), valve (2) moves to the right. Oil then goes from return passage (8) to
passage (1) as makeup oil which removes the vacuum condition in passage (1).
Hydraulic Schematic For Pilot Oil
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(1) Swing parking brake control valve.
(2) Swing parking brake.
(3) Displacement change valve (left travel).
(4) Displacement change valve (right travel).
(5) Pilot line.
(6) Pilot line.
(8) Pilot line.
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(13) Pilot line.
(15) Logic valve.
(16) Straight travel control valve.
(19) Line.
(20) Pilot line.
(21) Pilot line.
(22) Pilot line.
(23) Pilot line.
(24) Pilot line.
(25) Pilot line.
(26) Pilot line.
(27) Pilot line.
(28) Pressure switch (boom raise).
(29) Pilot line.
(30) Pilot line.
(31) Pilot control valve (left travel).
(32) Pilot control valve (right travel).
(33) Pilot control valve (swing and stick).
(34) Line.
(35) Proportional reducing valve.
(36) Pilot relief valve.
(37) Passage.
(38) Pilot control valve (bucket and boom).
(39) Pilot line.
(40) Passage.
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(41) Passage.
(42) Solenoid valve (swing priority).
(45) Upper pump.
(46) Lower pump.
(47) Line.
(48) Line.
(50) Line.
(51) Line.
(54) Passage.
(55) Outlet line.
(56) Pilot filter.
(57) Pilot pump.
Pilot Oil Supply Circuit
Introduction

Pump Compartment
(35) Proportional reducing valve. (36) Pilot relief valve. (43) Pilot oil manifold. (55) Outlet line (pilot pump). (56) Pilot filter.
Pilot system oil output from pilot pump (57) goes through outlet line (55). The pilot system oil flows through pilot filter
(56) and enters pilot oil manifold (43). The pressure of pilot system oil is limited to 3450 kPa (500 psi) by pilot relief
valve (36). The oil then goes through passage (37) and separates into the following circuits:
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1. Pilot control valves (31), (32), (33) and (38).
2. Proportional reducing valve (35).
3. Automatic travel speed change valve (53) [with travel speed solenoid valve (52) activated].
4. Logic valve (15) [with pressure control valve (18) and swing priority solenoid valve (42) activated].
5. Swing parking brake (2).
6. Pilot circuits in main control valves (12).
Pilot Control Valve Circuits

Cab (Pilot Control Valves)
(31) Pilot control valve (left travel). (32) Pilot control valve (right travel). (33) Pilot control valve (swing and stick). (38) Pilot control valve
(boom and bucket).

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

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

Right Front Of Swing Motor
(13) Pilot line. (14) Boom drift reduction valve.

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

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

Pilot Oil Manifold Compartment
(35) Proportional reducing valve. (39) Pilot line (power shift pressure).
Part of the pilot pump oil in passage (37) goes through passage (40) to proportional reducing valve (35). Proportional
reducing valve (35) continuously receives an electrical signal from the electronic controller. Proportional reducing valve
(35) changes the pilot oil sent from passage (40) into a hydraulic signal (power shift pressure). The hydraulic signal goes
through pilot line (39) to the regulator of the main pump, controlling the pump output flow.
NOTE: For more information, see the separate Systems Operation module, "Electric and Electronic Systems, Form No.
SENR6048".
Automatic Travel Speed Change Valve Circuit
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(52) Solenoid valve (travel speed). (53) Automatic travel speed change valve.

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

(18) Pressure control valve. (22) Pilot line.
The logic valve circuit operates during combined loading operation involving boom, stick and swing.
Part of the pilot oil from passage (37) goes through passage (41), swing priority solenoid valve (42) and pilot line (22) to
pressure control valve (18). This opens logic valve (15), allowing the swing and stick circuits to share the lower pump oil
from parallel feeder passage (11) for adequate swing and stick movements relative to boom movement.
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NOTE: For more information, see the section, "Loading Operation".
Swing Parking Brake Release Circuit

Swing Motor
(1) Swing parking brake control valve. (8) Pilot line. (19) Line.
The swing parking brake release circuit functions to release the swing parking brake during implements and/or swing
operation. Part of the pilot oil in passage (37) goes through line (19) to swing parking brake control valve (1). During
operation, the pilot pressure oil in pilot line (8) keeps swing parking brake control valve (1) open. The pilot pressure oil
goes to swing parking brake (2) an releases the parking brake.
NOTE: For more information, see the section, "Swing Control".
Pilot Oil Circuits In Main Control Valves

Hydraulic Schematic (Partial) (Pilot Oil Circuit in Main Control Valves)
(1) Swing control valve. (2) Left travel control valve. (3) Swing parking brake control valve. (4) Straight travel control valve. (5) Main relief
valve. (6) Pilot passage. (7) Pressure control valve. (8) Pressure switch (implement/swing). (9) Pilot passage. (10) Pressure switch (travel). (11)
Pilot passage. (12) Right travel control valve. (13) Main control valves. (14) Boom I control valve. (15) Drain passage. (16) Orifice. (17) Orifice.
(18) Passage. (19) Passage. (20) Passage. (21) Pilot oil manifold. (22) Line. (23) Upper pump. (24) Pilot pump. (25) Suction line.
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Cross Section Of Right Travel Control Valve
(7) Pressure control valve. (8) Pressure switch (implement/swing). (9) Pilot passage. (10) Pressure switch (travel). (11) Pilot passage. (16) Orifice.
(17) Orifice. (22) Line.

(4) Straight travel control valve. (8) Pressure switch (implement/swing). (10) Pressure switch (travel). (12) Right travel control valve. (21) Line.
Pilot oil from pump (24) goes through pilot oil manifold (21) and enters main control valves (13) through line (22). The
oil flow then divides into tow paths. One path goes through orifice (17) to pilot passage (11) which is connected to travel
pressure switch (10) and pressure control valve (7). Depending on operation (travel or implement) the oil can pass
through pressure control valve (7) to main relief valve (5).
The other path goes through orifice (16) and then divides into two paths. One path goes through passage (9) to pressure
control valve (7), to swing and implement pressure switch (8) and to the swing parking brake control valve. The other
path flows to passage (18). From there it goes through the swing control valve (1) and stick I control valve to passage
(19). From passage (19) the oil flows to the attachment, bucket and boom I control valves (14) returning to pump suction
line (25). Operating travel valves (2) and/or (12) directs pilot oil in passage (18) to passage (6) to shift straight travel
valve (4) whenever travel and an implement are operated at the same time.
Pilot pressure oil is supplied to the following circuits in the main control valves as follows:
1. Operating travel valve (2) and/or (12) closes passage (20) to drain causing an increase in oil pressure in passage
(11). This closes switch (10) signaling the controller to increase engine speed and to also activate the travel alarm.
The increased pressure in passage (11) also goes through pressure control valve (7) to main relief valve (5) causing
it to increase to travel system pressure.
2. When any valve other than travel is operated, pilot oil in passage (18) is closed to drain causing oil pressure to
increase in passage (9). This closes switch (8) signaling the controller to increase engine speed. This increased
pressure in passage (9) also goes to swing parking brake (3) to release it. The pilot oil pressure in passage (9) shifts
pressure control valve (7) preventing pilot pressure in passage (11) from going to main relief valve (5). The main
relief vale now remains at the lower implement system pressure.
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3. When the travel valves are operated, pilot oil in passages (18) and (6) are connected. Operating any control
function while traveling blocks passage (18) and (19) from returning to drain and increases pressure in passage (6).
This causes straight travel valve (4) to shift and the machine will continue to travel in a straight line even though
some pump flow is being used by an implement.
NOTE: For more information on pressure control of main relief valve, swing parking brake release and straight travel
control valve operation, see sections, "Control Valves", "Swing Control" and "Straight Travel Control", respectively.
Automatic Engine Speed Control (AEC) Circuit
When the travel control lever is in the NEUTRAL position, the oil in pilot passage (11) goes through passage (20) which
is open to right and left travel control valves (12) and (2), and then goes to drain passage (15). When all the implement
and swing controls are in the NEUTRAL position, the oil in pilot passage (9) goes through passage (19) which is open to
all of the implement and swing control valves, and then goes to drain passage (15). Now, when there is no load placed on
the machine, the circuit pressure in both pilot passages (9) and (11) is kept low.
The AEC functions to reduce the engine speed approximately three seconds after a no load condition occurs.
When a control valve(s) is operated, the operating control valve blocks oil flow through passage (20) or (19). This
increases the circuit pressure in pilot passage (11) or (9) and turns pressure switches (10) or (8) ON. The electronic
controller feels the ON signal and overrides the AEC function for an increase in engine speed. When a load is placed on
the machine, the engine increases its speed to the governor lever setting.
However, as long as the load placed on the machine is very small, the AEC functions to reduce the engine speed.
NOTE: For more information, see the separate module "Electric And Electronic Systems, Systems Operation Form No.
SENR6048".
Pilot Pump
The pilot pump is a gear type pump and is incorporated in the main pump housing. It is mechanically connected to the
main pump in parallel through gears. The pilot pump supplies pressure oil to the pilot system. At full load rpm, the pilot
pump output flow is approximately 20 liters/min (5.3 U.S. gal).
Pilot Filter
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Pilot Filter
(1) Pilot filter. (2) Bypass relief valve. (3) Filter element.
Filter element (3) in pilot filter (1) removes contaminants from the pilot oil.
If the oil flow through filter element (3) becomes restricted due to the oil being too cold or too contaminated, the oil
bypasses the filter through bypass relief valve (2).
Pilot Manifold Components
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(1) Accumulator. (2) Line (to hydraulic activation control valve). (3) Solenoid valve (swing priority). (4) Solenoid valve (travel speed). (5)
Automatic travel speed change valve. (6) Line (from pilot filter). (7) Pilot filter. (8) Pilot relief valve. (9) Proportional reducing valve. (10)
Solenoid valve (fine control). (11) Pilot oil manifold.

Pilot Oil Manifold (Partial)
(1) Accumulator. (2) Line (to hydraulic activation control valve). (6) Line (from pilot filter). (8) Pilot relief valve. (11) Pilot oil manifold. (12)
Passage. (13) Check valve. (14) Passage.
Pilot oil flowing through pilot filter (7) and line (6) enters pilot oil manifold (11) and flows through passage (14). A
portion of the pilot oil in passage (14) then flows through check valve (13), passage (12) and line (2) to the hydraulic
activation control valve. Pilot oil in passage (14) is supplied at both inlets of pilot relief valve (8) and accumulator (1).
Pilot Relief Valve
Pilot relief valve (8) limits the pressure in the pilot circuit to 3450 kPa (500 psi). Since the flow of oil in the pilot system
is a minimal, most of the output from the pilot pump goes through the pilot relief valve. Most of the oil needed by the
pilot system is used to shift one or more of the stems in the main control valves.
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Accumulator

Accumulator
(15) Gas chamber. (16) Bladder. (17) Bowl. (18) Oil chamber. (19) Inlet port.
The accumulator provides oil to the pilot circuit as makeup oil. During combined operations, the pilot system needs more
oil because there is not enough pilot pump flow. When lowering implements immediately after the engine has been
stopped, pilot system makeup oil is provided by the accumulator.
The accumulator stores hydraulic pressure oil by taking advantage of the compressibility of nitrogen gas put in gas
chamber (15).
The pilot pump oil goes through inlet port (19) and in oil chamber (18). The pilot pressure oil pushes against bladder (16)
compressing the nitrogen gas in gas chamber (15).
Check valve (13), located in the passage connected to inlet port (19), prevents pressure oil from the accumulator from
flowing back to line (6). Accumulator oil goes through line (2) and is used only to shift the main control valve stems.
Proportional Reducing Valve
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Proportional Reducing Valve
(9) Proportional reducing valve. (20) Solenoid. (21) Valve.
Proportional reducing valve (9) consists of solenoid (20) and valve (21). While the engine is operating, an electrical
signal from the electronic controller energizes the solenoid.
The solenoid controls valve (21). Valve (21) allows a certain amount of pilot pressure oil through to the pump regulator to
control pump output. This pilot pressure to the regulator is called power shift pressure. A decrease in engine speed
increases the power shift pressure for a decrease in pump output.
An increase in engine speed decreases the power shift pressure for an increase in pump output.
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Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Increase)
(22) Rod. (23) Spool. (24) Passage (power shift pressure). (25) Spring. (26) Passage. (27) Passage (pilot pressure).
A decrease in engine speed increases the signal current to solenoid (20), and increases the magnetic force to rod (22). Rod
(22) pushes spool (23) down, overcoming the force of spring (25). Now passage (26) opens, allowing oil flow from
passage (27) through passage (26). The oil then goes through passage (24) to the pump regulator as power shift pressure.
When power shift pressure increases, it destrokes the pump.
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Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Decrease)
(22) Rod. (23) Spool. (24) Passage. (25) Spring. (26) Passage. (28) Passage (to pump suction line). (29) Passage.
An increase in engine speed decreases the signal current to solenoid (20). The magnetic force given to rod (22) is smaller
than the force of spring (25), causing rod (22) to move up. Spool (23) follows rod (22) up opening passage (29) and
closing passage (26). The power shift pressure in passage (24) then vents through passage (29) and out through passage
(28) to the pump suction line. The power shift pressure decreases, allowing the pump to upstroke.
The power shift pressure is determined by the relationship between the force given to rod (22) and the force of spring
(25).
The power shift pressure decreases if the force on the rod is smaller than the force of the spring (smaller signal current
flow to the solenoid).
The power shift pressure increases if the force on the rod is larger than the force of the spring (greater signal current flow
to the solenoid).
Solenoid Operated Valves
There are three solenoid valves mounted on the pilot oil manifold.
When the solenoid of a valve receives an electrical signal, it energizes and operates the valve section. For description of
operation of each valve, see the section given separately.
Swing priority solenoid valve
Swing priority solenoid valve (3) activates for easier trenching operation.
NOTE: For more information, see the section in this module "Trenching Operation".
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Travel speed solenoid valve
Travel speed solenoid valve (4) activates for automatically changing travel speed from LOW to HIGH.
NOTE: For more information, see the section in this module "Travel Control".
Fine control solenoid valve
Fine control solenoid valve (10) activates for easier fine control operation.
NOTE: For more information, see the section in this module "Leveling Operation".
Hydraulic Activation Control Valve

Hydraulic Activation Control Valve (Unlock Position)
(1) Return port. (2) Port. (3) Limit switch. (4) Hydraulic activation control valve. (5) Port (pilot control valve for swing and stick). (6) Port (pilot
control valve for boom and bucket). (7) Port (pilot control valve for left travel). (8) Port (pilot control valve for right travel). (9) Passage. (10)
Passage. (11) Spool. (12) Passage. (13) Return passage.
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Section A-A Of Hydraulic Activation Control Valve (4)
(2) Port. (3) Limit switch. (9) Passage. (10) Passage. (11) Spool. (14) Plunger. (15) Notch.
When hydraulic activation control valve (4) is placed in the unlock position, port (2) is open to passage (9) through
passage (10) of spool (11). Pilot pump oil enters hydraulic activation control valve (4) through port (2). The oil then goes
through passage (9) and out through ports (5), (6), (7) and (8) to the pilot control valves. The pilot control valves operate
the main control valves.
Limit switch (3) is located in hydraulic activation control valve (4). When hydraulic activation control valve (4) is in the
unlock position, spool (11) in hydraulic activation control valve (4) is held at the position in the previous illustration (left
side). In this position, plunger (14) of limit switch (3) moves out to the left until its end seats in notch (15). Limit switch
(3) is now in the OFF position.
When hydraulic activation control valve (4) is in the lock position, spool (11) turns to move plunger (14) to the right,
turning limit switch (3) ON. Now the pilot pump oil is blocked (held) between port (2) and passage (10), and passage (12)
is connected to return passage (13) of spool (11). With the flow of pilot pump oil blocked to passage (9), return oil from
each pilot control valve goes through passages (9), (12) and (13), and out through return port (1) to the pump suction line.
Now any activation of the pilot control valve levers will not activate the main control valves.
The start switch can operate only when switch (3) is turned ON and hydraulic activation control valve (4) is in the lock
position.
Pilot Control Valves
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Pilot Control Valve (Implements And Swing)
(1) Control lever. (2) Plate. (3) Rod. (4) Rod. (5) Seat. (6) Metering spring. (7) Spring. (8) Return chamber. (9) Return passage. (10) Return
passage. (11) Passage. (12) Passage. (13) Spool. (14) Spool. (15) Port. (16) Passage. (17) Port. (18) Line (from control valve). (19) Line (to
control valve). (20) Pilot pump.
Each pilot control valve has four valves that control two operations. For example, the left pilot control valve has four
valves, two for stick and two for swing.
When control lever (1) is moved to the left, plate (2) tilts to the left. Plate (2) pushes down on rod (3) and seat (5) pushes
against the force of metering spring (6) and spring (7). The force of metering spring (6) moves spool (14) down, opening
passage (11). The oil can now go through passages (16) and (11), and out port (15) through line (19) to the main control
valve. The pressure of the oil on the end of the main control valve stem causes it to move for implement or swing
operation.
The oil at the opposite end of the main control valve stem (for the operation) flows back through port (17), through return
passage (10) and into return chamber (8) back to the hydraulic tank.
As long as rod (4) is not pushed down, return passage (10) is open and passage (12) is closed.
Spring (7) provides the necessary force to allow the control levers to return to the NEUTRAL position when released.
Modulated Pilot Pressure
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Partial Cross Section of Pilot Control Valve
(3) Rod. (5) Seat. (6) Metering spring. (9) Return passage. (11) Passage. (14) Spool. (16) Passage. (21) Passage. (D) Diameter [of spool (14) for
return passage (9)]. (d) Diameter [of spool (14) for passage (11)]. (E) Shoulder [of spool (14)]. (F) Shoulder [of spool (14)]. (L) Length [of
metering spring (6) under compression].
When the pilot control lever is moved to the left, rod (3) compresses metering spring (6) through seat (5), moving spool
(14) down. Any movement of spool (14), under this condition, controls the pressure of the pilot oil that goes through
passage (11) to the main control valves. This allows modulation (up and down) of the pilot pressure to the stem of main
control valve for inching operation of the implement or swing.
(See Fig. A) When the force of metering spring (6) moves spool (14) down, passage (11) opens. Part of the pilot oil can
go through passage (21) and out to the main control valve, moving the stem only part of its travel distance against the
force of its spring. This causes a slight increase in pressure which works against shoulders (E) and (F) of spool (14).
Because the area of shoulder (E) is larger than that of shoulder (F), spool (14) moves up a small amount of its travel
distance against the force of metering spring (6). Return passage (9) partially opens and passage (11) is closed (see Fig.
B).
Part of the oil in passage (21) goes out through return passage (9) causing a slight decrease in pressure in passage (21).
When the oil pressure acting on spool (14) is less than the force of metering spring (6), spool (14) returns to its position in
Fig. A.
Spool (14) modulates (shifts up and down) in a balanced condition between the pressure in passage (21) and the force of
metering spring (6).
During modulation (up-and-down movement) of spool (14), a condition can occur that both return passage (9) and
passage (11) are closed at the same time (see Fig. C). This condition provides a certain length (L) of metering spring (6).
At this point, the pressure in passage (21) and the force of metering spring (6) are equal.
Further downward movement of rod (3) decreases length (L) of metering spring (6) and establishes a new balance
between the force of metering spring (6) and the pressure in passage (21). The pressure in passage (21) increases with an
increase in the force of metering spring (6).
Pilot oil pressure sent to the main control valves from the pilot control valves increases, directly proportionally to the
travel distance of the pilot control lever. Movement of the main control valve stem causes an increased oil flow to
cylinders and/or motors, proportional to an increased pilot pressure. Fine movement of the pilot control valve lever allows
fine control of operation of the cylinders and/or motors.
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The pilot valves for travel operate similar to the pilot valves for the implements and swing. There is a combination control
"lever/foot pedal" for each of the left and right travel pilot control valves.
NOTE: For more information on travel pilot control valve operation, see the section, "Travel Control".
Hydraulic Schematic For Return Circuit

(1) Swing motor.
(2) Travel motor.
(3) Drain line.
(4) Makeup line.
(5) Drain line.
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(7) Return passage.
(10) Orifice.
(11) Drain line.
(12) Return line.
(13) Orifice.
(14) Upper pump.
(15) Return line.
(16) Lower pump.
(18) Return line.
(19) Oil cooler.
(23) Suction line.
Return Circuit
Introduction
The oil from upper and lower pumps (14) and (16) enters main control valves (8) and then flows as follows.
1. With no load placed on the machine;
a. The upper pump oil goes through center bypass passage (9) and orifice (10) to return passage (7).
b. The lower pump oil goes through center bypass passage (6) and orifice (13) to return passage (7).
2. With a load placed on the machine;
a. Return oil from each control valve for travel, swing and implements goes to return passage (7).
The oil in passage (7) then flows as follows:
1. When the oil temperature is very low, most of the return oil goes through return line (15), bypass check valves
(17) and (20) and back to hydraulic tank (21). The remainder of the oil goes through return line (12), slow return
check valve (22) and oil cooler (19) to hydraulic tank (21).
2. As the oil temperature increases, the rate of oil flow through return line (15) decreases and the rate of oil flow
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through return line (12) increases.
Case drain oil from swing motor (1) and travel motors (2) goes through respective drain lines (3) and (5), and combines at
drain line (11). The oil then returns to hydraulic tank (21).
If a vacuum occurs in the swing motor, makeup line (4) routes part of the oil from makeup line (4) to the motor,
eliminating the vacuum condition.
Slow Return Check Valve And Oil Cooler Circuit

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

Oil Cooler (Engine Viewed From Left Side) (Return Circuit)
(19) Oil cooler. (24) Line (inlet). (25) Return line (outlet).
Return oil flow from slow return check valve (22) goes through line (24) to oil cooler (19). The oil cooler is bolted to the
engine radiator. The oil is cooled and returns to hydraulic tank (21) through return line (25).
Bypass Return Circuit

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Rear Of Hydraulic Tank (Return Circuit)
(11) Drain line. (17) Bypass check valve. (18) Return line. (20) Bypass check valve. (21) Hydraulic tank. (25) Return line. (26) Air breather.

Bypass Check Valve
(15) Return line. (17) Bypass check valve.
When return oil temperature is very low, resistance to oil flow in return line (15) is high and causes an increase in oil
pressure. When the pressure increases to approximately 490 kPa (72 psi), bypass check valves (17) and (20) open.
Most of the return oil flows through return line (15) and bypass check valves (17) and (20) to hydraulic tank (21). The
remaining oil goes through return line (12), slow return check valve (22), oil cooler (19) and return line (25) to hydraulic
tank (21). This causes the oil temperature to increase, minimizing the pressure loss.
As the oil temperature increases, the oil pressure decreases. Bypass check valves (17) and (20) begin to close. Now there
is less oil flow through return line (15) and more oil flow through return line (12). When bypass check valve (17) closes,
all of the return oil goes through return line (12).
Hydraulic Tank
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Hydraulic Tank
(21) Hydraulic tank. (23) Suction line. (27) Filter. (28) Relief valve. (29) Suction filter. (30) Return chamber. (31) Tank chamber. (R) Return oil.
Return oil (R) from return lines (15) and (25) and drain line (11) enters return chamber (30) of hydraulic tank (21). The
oil then goes through filter (27) before it enters tank chamber (31). Oil in hydraulic tank (21) goes out through suction
filter (29) and enters the pumps through suction line (23).
Air breather (26) is located on the back side of hydraulic tank (21). Air breather (26) prevents an increase or decrease in
pressure in hydraulic tank (21) that could occur due to a change in oil level and/or temperature.
Hydraulic Schematic For Boom Raise
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(1) Boom cylinders.
(2) Line.
(4) Line.
(5) Valve.
(7) Line.
(9) Port.
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(10) Line.
(11) Check valve.
(14) Port.
(18) Port.
(19) Port.
(20) Return line.
(21) Pilot line.
(22) Return line.
(23) Pilot line.
(25) Pilot line.
(26) Shock reducing valve (boom raise).
(27) Upper pump.
(28) Lower pump.
(29) Pilot pump.
Boom, Bucket And Stick Control
Boom Raise Control
Boom raise operation uses boom I control valve (13) and boom II control valve (15). The boom moves up in High speed
when the oil is supplied to the head end of boom cylinders (1) from both upper pump (27) and lower pump (28). The
boom moves up in Low speed when oil is supplied only from the upper pump.
Shock reducing valve (26) is provided to prevent sudden stopping of the boom by slowing down the stem returning to the
neutral position when the boom pilot control valve is returned to the HOLD or NEUTRAL position.
NOTE: The operation of the shock reducing valves is described in the section of this module "Components In Cylinder
Circuits (Shock Reducing Valve)".
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Boom drift reduction valve (3) is provided in the line between main control valves (8) and boom cylinders (1). When all
control levers are in the NEUTRAL position, boom drift reduction valve (3) stops reverse oil flow from the head end of
boom cylinders (1) to prevent a boom drift.
Boom Raise (High Speed)

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

Boom I Control Valve (Boom Raise Position)
(9) Port. (12) Load check valve. (16) Parallel feeder passage. (17) Return passage. (19) Port. (30) Passage. (31) Passage. (32) Stem. (33) Passage.
(34) Passage. (35) Passage. (36) Spring.
The pilot oil flow from port (19) moves stem (32) of boom I control valve (13) to the left against the force of spring (36).
The upper pump oil in parallel feeder passage (16) goes through load check valve (12), passage (31) and (35), and out
through port (9). The oil then goes through line (10), valve (5) of boom drift reduction valve (3) and line (2) to the head
end of boom cylinders (1).
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Boom II Control Valve (Boom Raise Position)
(6) Parallel feeder passage. (11) Check valve. (14) Port. (18) Port. (37) Passage. (38) Passage. (39) Stem. (40) Spring.
Pilot oil at port (18) of boom II control valve (15), moves stem (39) to the left against the force of spring (40). Lower
pump oil from parallel feeder passage (6) now goes through passages (37), (38), check valve (11) and out through port
(14) to line (7). The oil then combines with the upper pump oil in line (10). The combined pump oil then goes to the head
end of boom cylinders (1).
Return oil from the rod end of boom cylinders (1) flows through line (4) to boom I control valve (13). The oil then flows
through passage (30), return passage (17) and return lines (20) and/or (22) to the hydraulic tank.
Boom Raise (Low Speed)
When the boom control lever is moved less than half of the travel distance for a boom raise operation, full pilot pressure
will never be supplied to boom I control valve (13) and boom II control valve (15).
Boom I control valve (13) opens and boom II control valve (15) remains closed during a boom raise (low speed)
operation. The force of spring (36) in boom I control valve (13) is less than the force for spring (40) in boom II control
valve (15). Pilot oil pressure will open boom I control valve (13) before boom II control valve (15).
Upper pump oil now goes to the head end of boom cylinders (1). Without lower pump oil being supplied to the head end
of boom cylinders (1), the cylinder rod movement for boom raise is slow.
Hydraulic Schematic For Boom Lower
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(1) Boom cylinders.
(2) Line.
(3) Pilot line.
(4) Spool.
(5) Line.
(6) Passage.
(7) Valve.
(9) Pilot line.
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(10) Line.
(11) Pilot line.
(12) Port.
(13) Port.
(17) Check valve (regeneration circuit).
(19) Orifice.
(23) Line.
(24) Drain line.
(25) Upper pump.
(26) Pilot pump.
(27) Lower pump.
Boom Lower Control
Introduction
When the boom is lowered, only the oil from upper pump (25) is supplied to boom cylinders (1) through boom I control
valve (16).
Boom I control valve (16) contains a regeneration circuit for check valve (17). When the control lever is moved to the
BOOM LOWER position, check valve (17) causes the displaced oil from the head end of boom cylinders (1) to go to the
rod end of boom cylinders (1). During boom lower operation the regeneration circuit allows the oil flow from upper pump
(25) to be shared in other implement functions.
Center bypass passage (15) in boom I control valve (16) partially opens, allowing upper pump oil to go through center
bypass passage (15) to center bypass passage (18). The oil then goes through line (23) to the upper pump regulator. The
negative flow control of upper pump (25) is activated for destroking.
Boom Lower
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When the control lever is moved to the BOOM LOWER position, pilot oil in pilot control valve (22) goes through pilot
line (9) and then separates into two paths. One path goes through pilot line (11) and enters boom I control valve (16)
through port (12). The other path goes through pilot line (3) to spool (4) in boom drift reduction valve (8).
The force of spring (48) on stem (41) is greater than the spring force of spool (4) in boom drift reduction valve (8). This
allows spool (4) to shift and valve (7) to open before stem (41) has shifted to boom lower.

Boom I Control Valve (Boom Lower Position)
(12) Port. (13) Port. (14) Load check valve. (15) Center bypass passage. (17) Check valve. (18) Center bypass passage. (20) Parallel feeder
passage. (21) Return passage. (28) Passage. (29) Passage. (30) Passage. (31) Passage. (32) Spring. (33) Spring chamber. (34) Passage. (35) Valve.
(36) Spring. (37) Passage. (38) Passage. (39) Passage. (40) Passage. (41) Stem. (42) Passage. (43) Passage. (44) Passage. (45) Passage. (46)
Return check valve. (47) Spring. (48) Spring.
The pilot oil from port (12) moves stem (41) to the right. Upper pump oil in parallel feeder passage (20) now goes
through load check valve (14), passage (30), and out through port (13). The oil then goes to the rod end of boom cylinders
(1) through line (5).
The return oil from the head end of boom cylinders (1) goes through line (2) and into boom drift reduction valve (8).
Because spool (4) is shifted by the pilot pressure from pilot line (3), passage (6) is open to drain line (24). The oil
pressure acting on the top of valve (7) becomes lower than the circuit pressure in line (2). The lower circuit pressure
causes valve (7) to move up, allowing the oil in line (2) to go through line (10) and into boom I control valve (16). Part of
the return oil goes through passages (43) and (44) and back to the hydraulic tank through return passage (21). Now the
boom starts lowering.
Because the return oil flow is restricted at passage (44), movement of the boom cylinder rod is slowed down.
Regeneration Circuit
The remainder of the return oil in passage (43) goes through passage (40) in stem (41) to check valve (17). With stem
(41) is moved to the right, passage (34) is open to return passage (21), causing oil to flow from spring chamber (33) to
return passage (21). As the oil pressure in spring chamber (33) decreases, the oil pressure in passage (40) overcomes the
forces of springs (32) and (36), and moves valve (35) and check valve (17) to the left. Both valves are opened, allowing
the oil in passage (40) to go through passage (37) and out through passage (28). The oil then goes to the rod end of the
boom cylinders. The regeneration circuit of boom I control valve (16) functions to use the return oil from the head end for
make-up oil for the rod end of the boom cylinder to minimize the possibility of a vacuum from forming in the boom
cylinders.
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When the boom control lever is returned to the NEUTRAL position, there is no oil supply to port (12). Stem (41) is
shifted to the left (neutral position) by spring (48). Passage (42) closes, blocking oil flow from passage (43). Check valve
(17) is now closed by the force of spring (36) and valve (35) is moved to the right by the force of spring (32).
Negative Flow Control Circuit
When the boom control lever is moved to the full BOOM LOWER position upper pump oil in center bypass passage (15)
goes through partially open passage (31) and passage (39) to center bypass passage (18). Return oil from the head end
enters boom I control valve (16) through passage (43). The return oil then goes through fully open passage (42) to
passage (40). Part of the oil in passage (40) goes through passages (38) and (39) to center bypass passage (18), and
combines with the upper pump oil.
The combined oil in center bypass passage (18) goes through line (23), developing a negative flow control signal
pressure. The negative flow control pressure acts on the upper pump regulator, causing the upper pump to destroke. Now
less oil is required for the cylinder rod end due to the function of the regeneration circuit.
When the boom control lever is partially moved to BOOM LOWER position with stem (41) slightly shifted to the right,
passages (29) and (42) are partially open, and passage (44) is closed. Return oil in passage (43) goes through passages
(42) and (40) to return check valve (46). Return check valve (46) is opened allowing oil flow through passage (45) to
return passage (21).
Upper pump oil in center bypass passage (15) goes through partially open passage (31). [The opening of passage (31), at
this time, is larger than when the boom control lever is moved to FULL BOOM LOWER position.] The oil then goes
through passage (39) to center bypass passage (18). The return oil in passage (43) goes through partially open passage
(42), passages (40), (38) and (39) to center bypass passage (18), and combines with the upper pump oil.
With the appropriate opening of passage (31), optimum amount of combined oil flows through center bypass passage
(18). Now the negative flow control pressure destrokes the pump for proper cylinder operation.
Components In Cylinder Circuits
Shock Reducing Valve (For Boom)

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

Snubber Operation (Rod Extending)
(6) Snubber. (11) Passage.
When boom cylinders (3) or stick cylinder (8) comes close to the end of their extension stroke, passage (11) begins to be
restricted by snubber (6). This restriction slows down the movement of the piston rod just before the piston rod reaches
the end of its extension stroke.
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Snubber Operation (Rod Retracting)
(9) Snubber. (12) Passage.
When stick cylinder (8) comes close to the end of its retraction stroke, passage (12) is restricted by snubber (9). In the
same manner as that for extension stroke, the movement of the piston rod slows down. This absorbs the shock load at the
end of the rod movement.
Boom Drift Reduction Valve
Boom Raise

Boom Drift Reduction Valve (Boom Raise Position)
(1) Passage. (2) Passage. (3) Port. (4) Boom drift reduction valve. (5) Spring chamber. (6) Spring. (7) Valve. (8) Port. (9) Spool. (10) Passage.
(11) Passage. (12) Passage. (13) Spring chamber. (14) Drain line. (15) Port. (16) Pilot line. (17) Port. (18) Passage.
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Right Front Of Swing Motor (Boom Drift Reduction Valve)
(4) Boom drift reduction valve. (14) Drain line. (16) Pilot line.
When the boom control lever is moved to the BOOM RAISE position, the oil from boom I and II control valves enters
boom drift reduction valve (4) through port (8). The oil then acts on the right end face of valve (7). Because no oil is sent
to pilot line (16) from the pilot control valve, spool (9) remains stationary.
With passage (1) connected to port (3), as the pressure of oil at port (8) is more than the force of spring (6), valve (7)
moves to the left, compressing spring (6). Oil through port (8) goes to port (3). At the same time, the oil in spring
chamber (5) goes through passages (1), (18) and (2) to port (3). Both oil flows through port (3) then go to the head end of
the boom cylinders.
Boom Lower

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

(1) Stick cylinder.
(2) Line.
(3) Pilot line.
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(5) Drain line.
(6) Line.
(7) Line.
(8) Valve.
(9) Main control valve.
(10) Line.
(11) Return line.
(12) Passage.
(15) Stick II control valve.
(16) Passage.
(17) Check valve.
(18) Passage.
(20) Passage.
(21) Pilot line.
(23) Passage.
(27) Check valve.
(28) Passage.
(29) Selector valve.
(30) Passage.
(31) Check valve.
(32) Pilot line.
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(33) Pilot line.
(34) Return line.
(35) Pilot line.
(37) Pilot line.
(38) Pilot line.
(39) Pilot line.
(40) Pilot line.
(41) Upper pump.
(43) Pilot line.
(44) Pilot line.
(46) Pilot pump.
(47) Lower pump.
Stick Control
Introduction

(15) Stick II control valve. (24) Stick I control valve.
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Bottom Of Main Control Valve
(9) Main control valve. (42) Shock reducing valve (stick OUT).

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

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

(1) Swing parking brake control valve.
(2) Spool.
(3) Pressure reducing valve.
(4) Passage.
(5) Swing parking brake.
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(6) Swing motor rotary group.
(7) Swing motor.
(8) Line.
(9) Line.
(10) Pilot line.
(12) Drain line.
(13) Line.
(17) Pilot passage.
(18) Attachment control valve.
(19) Bucket control valve.
(21) Return line.
(22) Passage.
(24) Passage.
(25) Swing control valve.
(26) Passage.
(27) Orifice.
(28) Pilot passage.
(29) Line.
(30) Line.
(32) Line.
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(34) Drain line.
(35) Passage.
(36) Upper pump.
(37) Lower pump.
(38) Pilot pump.
Swing Control
Introduction
Swing motor (7) is driven by pressure oil from lower pump (37). When the swing control lever is moved, swing parking
brake (5) is first released, and then swing motor rotary group (6) starts to rotate.
The swing drive reduces the motor speed into two stages and then rotates the upper structure.
Swing Right Operation

(7) Swing motor. (8) Line. (9) Line. (21) Return line. (25) Swing control valve.
When the control lever is moved to the SWING RIGHT position, pilot oil from pilot control valve (31) goes through line
(13) to swing control valve (25). The stem in swing control valve (25) shifts and opens passages (26) and (24).
The lower pump oil goes through parallel feeder passage (16), load check valve (15), passage (26) and enters swing
control valve (25). The oil then goes through passage (24) and line (9) to swing motor rotary group (6).
Return oil from swing motor rotary group (6) goes through line (8) and enters swing control valve (25). The oil now goes
through return passage (14) to return line (21). Swing motor rotary group (6) rotates, causing the upper structure to swing
to the right.
Swing Parking Brake
ON Position
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Swing Motor Compartment
(1) Swing parking brake control valve. (7) Swing motor. (10) Pilot line. (12) Drain line. (30) Line.
Pilot oil from pilot pump (38) enters pilot oil manifold (33) and goes through passage (35). The pilot oil then separates
into two paths and leaves pilot oil manifold (33). One path goes through line (30) and enters swing parking brake control
valve (1). The other path goes through line (32) and enters main control valves (11). The oil then goes through orifice
(27) and to pilot passage (28).
NOTE: Part of the oil goes to pilot passage (17) which is a branch of pilot passage (28).
With main control valves (11) in NEUTRAL position (except travel control valve), the control valves for swing (25),
stick I (23), attachment (18), bucket (19) and boom I (20) are connected in series by pilot passage (28). Pilot oil in pilot
passage (28) goes through all of these valves and then goes through drain line (34) to the pump suction line. Oil flow
through pilot passage (28) is restricted at orifice (27), causing the oil pressure in both pilot passages (28) and (17) to be
lower than the oil pressure in line (32).
Pilot passage (17) is open to swing parking brake control valve (1) through pilot line (10). Spool (2) in swing parking
brake control valve (1) cannot be shifted because of low pressure in passage (17). There is no oil vented from passage (4)
through pressure reducing valve (3) to drain line (12). Swing parking brake (5) remains engaged.
OFF Position
Activation of any controls other than travel closes pilot passage (28) and increases the pilot oil pressure in pilot passage
(28). The pilot oil pressure in pilot passage (17) and pilot line (10) also increase, causing spool (2) to shift. The oil now
flows from line (30) through passage (4) to swing parking brake (5), releasing the swing parking brake.
Activation of travel control does not close pilot passage (28). The parking brake remains ON.
Because pilot passage (28) is closed prior to the opening of swing control valve (25) the swing motor operates only after
swing parking brake (5) has been released by the pilot pressure oil from line (30).
When the swing and implements controls are in NEUTRAL position, pilot passage (28) is open to drain line (34),
allowing the pilot oil pressure in pilot passage (17) and pilot line (10) to decrease. Spool (2) returns to neutral by its return
spring. Now there is no pilot oil flow from line (30) to swing parking brake (5). The oil in swing parking brake (5) flows
through swing parking brake control valve (1) through passage (4) and pressure reducing valve (3), and returns to
hydraulic tank (39) through drain line (12). Swing parking brake (5) begins to be applied. Because the oil flow from
passage (4) is restricted at pressure reducing valve (3), a delayed application of swing parking brake (5) results. Swing
parking brake (5) remains released until the swing motor comes to a stop.
Swing Left Operation
For a swing left operation, pilot oil is supplied through line (29) to swing control valve (25). The stem in swing control
valve (25) shifts (moves) up. The lower pump oil in parallel feeder passage (16) goes through passages (26) and (22), line
(8) and enters swing motor rotary group (6). For swing left operation, the supply and return ports are reverse of swing
right operation. This causes the upper structure to swing to the left.
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NOTE: For information on operation of the swing parking brake, see the section, "Swing Motor".
Swing Motor

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

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

Parking Brake (Partial)
(1) Spool. (2) Port. (3) Port. (4) Swing parking brake control valve. (5) Body. (6) Spring. (7) Spool. (8) Passage. (9) Passage. (10) Brake piston.
(11) Spring. (12) Piston chamber. (13) Friction plate. (14) Separator plate. (15) Head. (16) Barrel. (17) Piston.
The swing parking brake group is located between head (15) and body (5). It is made up of springs (11), brake piston
(10), separator plates (14), friction plates (13) and swing parking brake control valve (4).
Teeth on the inner circumference of friction plate (13) engage with splines on barrel (16). Teeth on the outer
circumference of separator plates (14) engage with splines on the inner circumference of body (5).
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Swing Parking Brake Control Valve (Brake Off Position)
(1) Spool. (2) Port. (3) Port. (4) Swing parking brake control valve. (6) Spring. (7) Spool. (8) Passage. (9) Passage. (18) Passage. (19) Passage.
(20) Passage. (21) Passage.
When the swing control is activated, pilot pressure oil to port (3) in swing parking brake control valve (4) is increased and
lower pump oil is supplied to the swing motor. Before pump oil is supplied to the motor, the increased pilot pressure at
port (3) moves spool (1) down against the force of spring (6). This opens passages (18) and (20) allowing pilot system oil
at port (2) to flow through passages (18), (20), (8) and (9) to piston chamber (12). The pilot pressure overcomes the force
of the brake springs (11) and moves the brake piston (10) to the right releasing the brake. The upper structure is now
released for swing operation.
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Swing Parking Brake Control Valve (Brake On Position)
(1) Spool. (2) Port. (3) Port. (4) Swing parking brake control valve. (6) Spring. (7) Spool. (8) Passage. (9) Passage. (18) Passage. (19) Passage.
(21) Passage. (22) Filter. (23) Orifice. (24) Passage. (25) Spring chamber. (26) Spring.
When the swing pilot control valve is returned to the neutral position, the pilot pressure oil in port (3) decreases. Spool (1)
is pushed up by the force of spring (6), closing passage (18) and (19). Pilot oil flow is now blocked from port (2) to
passage (9) and piston chamber (12). Brake piston (10) starts moving to the left by the force of springs (11). As brake
piston (10) moves, the oil in piston chamber (12) goes through passage (9) to spool (7). The oil flow is restricted at orifice
(23) causing an increase in oil pressure. The increased oil pressure moves spool (7) down against the force of spring (26)
and decreases the opening of passage (24). The oil flow is now restricted at orifice (23) and passage (24). Oil flows
slowly through spring chamber (25) and passage (21) to the motor case drain. The force of springs (11) holds brake piston
(10) together with friction plate (13) and separator plate (14) to body (5). The upper structure is now locked to the lower
structure, preventing rotation of the upper structure.
The restricted oil flow delays application of the parking brake. If the oil flow was not restricted at orifice (23) and passage
(24), the parking brake would start to apply before a machine swing operation stopped.
Relief/Makeup Operation
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Swing Circuit Schematic (Partial)
(1) Passage. (2) Makeup port. (3) Relief valve. (4) Passage. (5) Motor rotary group. (6) Swing motor. (7) Passage. (8) Relief valve. (9) Passage.
(10) Makeup line. (11) Check valve. (12) Port. (13) Port. (14) Check valve. (15) Check valve. (16) Return line. (17) Main control valves. (18)
Slow return check valve. (19) Return line.

Swing Motor Compartment
(2) Makeup port. (3) Relief valve. (6) Swing motor. (8) Relief valve. (10) Makeup line.
Relief Valve
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Relief Valve
(1) Passage. (4) Passage. (20) Spring. (21) Passage. (22) Piston. (23) Body. (24) Stem. (25) Passage. (26) Plug. (27) Spring chamber. (28) Orifice.
(29) Sleeve. (30) Piston chamber. (31) Piston. (32) Plug. (33) Spring. (34) Orifice.
Relief valves (3) and (8) are located in the top of swing motor (6). These valves limit the pressure in the swing circuit to
the relief valve setting. This provides a cushion effect at a start or stop of the swing operation.
When the swing control lever is moved back to NEUTRAL position, during a swing right operation, inlet and outlet ports
of the swing control valve are closed. Oil flow is now blocked at port (12) and port (13) of the swing motor.
The mass (weight and size) of the upper structure causes the swing motor to rotate after a stop operation is made. The
continued operation attempts to draw oil from port (13) and force it out port (12). Since port (12) is closed, the pressure of
the blocked oil in passage (1) increases. The increased pressure oil in passage (1) forces stem (24) to open against the
force of spring (33) in relief valve (3). Oil now flows through passage (4) and check valve (14) to passage (7). From
passage (7), oil enters motor rotary group (5). The force of the rotating upper structure is now absorbed as the swing
motor comes to a stop.
The oil in passage (1) goes through orifice (34) of stem (24) to piston chamber (30). Because the force of spring (33) is
less than the relief valve pressure setting [23 000 kPa (3350 psi)], stem (24) opens just before the pressure of the oil in
passage (1) reaches the relief valve pressure setting. This allows the oil to vent. The pressure oil in piston chamber (30)
moves piston (22) to the left, compressing spring (20) until its left end face comes in contact with plug (26). The oil in
spring chamber (27) now goes through orifice (28) of sleeve (29), passages (21) and (25) to passage (4). In approximately
0.1 second of piston movement, the pressure oil in piston chamber (30) increases, moving piston (31) to the right
compressing spring (33). When piston (31) comes in contact with the shoulder of plug (32), the oil pressure in passage (1)
increases to the relief setting [23 000 kPa (3350 psi)]. It is not until the full relief valve pressure setting is reached that all
of the oil is allowed to flow out of relief valve (3) to passage (4).
Because of the two stage relief action, no peak pressure builds up when relief valve (3) opens. Less shock load occurs
when the swing motor stops.
At the start of a swing right operation, there is an oil pressure increase at port (13) because of the mass (weight and size)
of the upper structure. Part of the pressure oil flows past stem (24) in relief valve (8) and through makeup port (2) to
return line (19). This gives a smoother acceleration at the start of a swing operation.
Oil Makeup
When rotation of the swing motor is stopped, all ports in the swing control valve are blocked. There is no pump oil sent to
swing motor (6). As the upper structure attempts to continue rotating, part of the oil in swing motor (6) is lost in the form
of internal leakage. Because of this oil loss, a vacuum occurs at port (13). To prevent this vacuum condition, oil from
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return line (16) goes through makeup line (10), makeup port (2), passage (9), check valve (14) and passage (7) into motor
rotary group (5).
Slow Return Check Valve

(10) Makeup line. (18) Slow return check valve.

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

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

Anti-Reaction Valve (Just Before The Motor Stops)
(1) Passage. (2) Swing motor rotary group. (3) Passage. (4) Valve. (5) Spring. (6) Spring. (10) Spring. (12) Passage. (13) Valve. (14) Passage. (17)
Piston chamber. (21) Valve chamber. (22) Orifice. (23) Passage. (24) Passage.
As the motor attempts to stop due to decreased force of the mass (weight and size) of the upper structure, the oil pressure
in passage (1) decreases. Now the oil pressure in piston chamber (17) is less than the combined force of springs (5), (6)
and (10), valve (4) moves to the right. Valve (13) slowly moves to the right because the oil flow from valve chamber (21)
is restricted at orifice (22). Now valves (13) and (4) separate from each other. Passage (24) opens allowing oil flow from
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passage (1) through passages (24), (23), (14) and (12) to passage (3). When the pressure oil in passages (1) and (3)
becomes the same, valve (13) stops closing passage (24). Now there is no oil flow going back from passage (1) to swing
motor rotary group (2). The upper structure and each implement can stop smoothly at a desired position.
When swing motor rotary group (2) gets pump oil from passage (1), the oil pressure in passage (3) increases at the stop of
a swing operation. The increased oil pressure blocked in passage (3) goes through passages (12), (14), (15) and (19), and
into valve chamber (20). The pressure oil in valve chamber (20) moves valves (4) and (13) to the left against the
combined forces of springs (5), (6) and (10).
As the oil pressure in valve chamber (20) decreases, valve (4) moves to the right and then valve (13) slowly moves to the
right.
In the same manner as described before, valves (4) and (13) separate from each other opening passage (24). Now there is
no oil flow going back from the swing motor outlet port to the swing motor rotary group.
Swing Drive

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Swing Drive
(1) First stage carrier. (2) First stage planet gear. (3) Second stage carrier. (4) Ring gear. (5) Second stage planet gear. (6) Roller bearing. (7)
Roller bearing. (8) Pinion shaft. (9) Swing motor. (10) Shaft (swing motor). (11) First stage sun gear. (12) Second stage sun gear. (13) Housing.
(14) Bearing gear (swing bearing).
The swing drive consists of a series of planet gears. The planet gears reduce the rotating speed of swing motor (9). The
swing motor is bolted on the swing drive. The swing drive is bolted to the upper structure. The teeth of the swing drive
output pinion shaft (8) engage with bearing gear (14) of the swing bearing. Pinion shaft (8) provides motion to the upper
structure by rotating around bearing gear (14). Bearing gear (14) is attached to the lower structure.
The swing drive is divided into the following two groups:
1. The first group functions as a double reduction of motor speed. The first stage reduction consists of first stage
sun gear (11), first stage planet gears (2), first stage carrier (1) and ring gear (4).
The second stage reduction consists of second stage sun gear (12), second stage planet gears (5), second stage
carrier (3) and ring gear (4).
2. The second group functions as the drive for reduced motor speed output. It consists of pinion shaft (8) and roller
bearings (6) and (7) in housing (13).
The planet reduction group functions to reduce the swing speed in a ratio of sun gear tooth numbers to ring gear tooth
numbers. The compact swing drive with the sun gear incorporated in the ring gear housing provides a greater reduction
ratio.

First Stage Planetary Gear Rotation
(1) First stage carrier. (2) First stage planet gear. (4) Ring gear. (11) First stage sun gear. (15) Shaft (first stage planet gear).
Swing motor output shaft (10) is splined to first stage sun gear (11). First stage planet gears (2) of first stage carrier (1)
are in mesh with first stage sun gear (11). As shaft (10) rotates first stage sun gear (11) counterclockwise, first stage
planet gears (2) rotate clockwise on shafts (15), moving counterclockwise around ring gear (4). Ring gear (4) is bolted to
housing (14). First stage carrier (1) now rotates counterclockwise.
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Swing Drive (Partial)
(1) First stage carrier. (2) First stage planet gear. (3) Second stage carrier. (4) Ring gear. (5) Second stage planet gear. (6) Roller bearing. (7)
Roller bearing. (8) Pinion shaft. (11) First stage sun gear. (12) Second stage sun gear. (16) Inner circumference.
Splines on inner circumference (16) of first stage carrier (1) engage with the splines on second stage sun gear (12). This
causes second stage sun gear (12) to rotate counterclockwise. Second stage planet gears (5) now turn clockwise on their
shafts, moving counterclockwise around ring gear (4) in the same manner as in the first stage. This turns second stage
carrier (3) counterclockwise. The splines of pinion shaft (8) engage with splines on the inner circumference of second
stage carrier (3), causing pinion shaft (8) to rotate counterclockwise.
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Pinion Shaft (8) Rotation
(8) Pinion shaft. (14) Bearing gear (swing bearing). (18) Location of moving pinion shaft.
Pinion shaft (8) engages with bearing gear (14) on the inner circumference of the swing bearing. As pinion shaft (8)
rotates counterclockwise, it moves clockwise around bearing gear (14). Bearing gear (14) is bolted to the lower structure.
This causes the upper structure to swing to the right (clockwise).
Hydraulic Schematic For Forward Travel
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(1) Left travel motor.
(2) Cam plate.
(3) Motor rotary group.
(4) Piston (high speed).
(5) Passage.
(6) Brake pilot valve.
(7) Passage.
(8) Counterbalance valve.
(9) Piston (low speed).
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(10) Parking brake.
(11) Passage.
(12) Displacement change valve.
(13) Passage.
(14) Line.
(15) Right travel motor.
(16) Cam plate.
(17) Piston (low speed).
(18) Passage.
(19) Passage.
(20) Displacement change valve.
(21) Passage.
(22) Piston (high speed).
(23) Passage.
(24) Passage.
(25) Passage.
(26) Passage.
(27) Line.
(28) Line.
(29) Line.
(30) Line.
(31) Swivel.
(32) Line.
(33) Line.
(34) Passage.
(35) Passage.
(37) Return line.
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(38) Left travel control valve.
(39) Passage.
(41) Right travel control valve.
(42) Pilot control valve (left travel).
(43) Pilot control valve (right travel).
(44) Line.
(45) Upper pump.
(46) Shuttle valve.
(48) Passage.
(49) Lower pump.
(50) Pilot pump.
(52) Line.
(53) Implement/Swing pressure switch.
(54) Travel pressure switch.
(57) Pilot line.
(58) Orifice.
(59) Orifice.
(60) Line.
(61) Line.
Travel Control
Introduction
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Travel Motor
(1) Left travel motor. (62) Brake valve.

Travel Drive
(63) Left track. (64) Sprocket. (65) Left travel drive.
Left travel motor (1) and right travel motor (15) are supplied pump oil through swivel (31) from lower pump (49) and
upper pump (45). When left travel motor (1) is operated by the lower pump oil, the motor torque is transmitted to left
travel drive (65). Left travel drive (65) reduces the speed and increases the torque of left travel motor (1). The increased
torque turns left track (63). Left track (63) is connected to left travel drive (65) through sprocket (64).

Console
(67) Travel speed switch.
Travel speed switch (67) provides a selection of HIGH or LOW travel speed. During partial movements of the travel
control lever, the travel speed varies with the travel distance of the lever. When the switch is placed in the SLOW
"TORTOISE" position, the machine travels at the LOW speed mode. When the switch is placed in the FAST "RABBIT"
position, the machine travels at the HIGH speed mode. On a flat surface or moderate downward slope, select the HIGH
speed for increased mobility.
While travel speed switch (67) is in HIGH TRAVEL SPEED MODE position, automatic travel speed change valve (51)
operates to automatically change the travel speed depending on the load placed on the machine. The machine travels at
LOW speed when a larger load is placed on it and travels at HIGH speed when a smaller load is placed.
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Illustration Of Travel Operation
(1) Left travel motor. (15) Right travel motor. (68) Forward direction. (69) Control lever/pedal (left travel). (70) Idler location. (71) Control
lever/pedal (right travel). (72) Cab. (73) Reverse direction.
The direction of travel (forward or reverse) is relative to the position of the lower structure. For normal travel, idler
location (70) is positioned in front of cab (72) and travel motors (1) and (15) to the rear of the cab. With the machine in
the normal position of travel, move the control levers/pedals (69) and (71) forward. The machine will travel in forward
direction (58). This movement is called forward travel. When levers/pedals (69) and (71) are moved to the rear, the
machine travels in reverse direction (73). This direction is called reverse travel.
When cab (72) is turned 180, travel motors (1) and (15) will be positioned in front of the cab. The direction of travel and
operation of levers/pedals (69) and (71) are reverse to when the machine is in the normal travel direction.
A pivot turn is made when the traveling direction of the machine is to be changed. When only one of levers/pedals (69) or
(71) is moved forward, the respective track travels forward. Since the opposite track is stationary, the machine turns with
the stationary track as its axis (pivot point). This is called a pivot turn.
A spot turn is made when the traveling direction of the machine is to be changed in a narrow place. To complete a spot
turn operation, move one control lever/pedal to the rear and the other control lever/pedal forward at the same time. The
tracks will travel in the opposite direction of each other. The machine makes a minimum radius (spot) turn with its center
as its axis.
Forward Travel Operation
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(38) Left travel control valve. (41) Right travel control valve.
When the travel control levers are operated, pilot oil from pilot control valves (42) and (43) shifts the stems in travel
control valves (38) and (41). Shifting left travel control valve (38) allows oil flow from the lower pump (49) to go
through swivel (31) to left travel motor (1). Shifting right travel control valve (41) allows oil flow from the upper pump
(45) to go through swivel (31) to right travel motor (15).
When the travel valves are shifted, pilot oil pressure in line (60) increases as the travel stems block the pilot oil in this line
from returning to drain. The increased pilot oil pressure in line (60) closes travel pressure switch (54) which signals the
controller to increase engine speed and to also activate the travel alarm. The increased pilot oil pressure also goes through
pressure control valve (55) to main relief valve (56) to cause it to raise from implement system pressure to travel system
pressure.
Operation of an implement while traveling will cause an increase in pilot oil pressure in line (61). This increased pressure
will shift pressure control valve (55) blocking the pilot signal to main relief valve (56). The main relief valve will then
return to the implement pressure setting.
Low Speed
When travel speed switch (67) is placed in the LOW SPEED MODE position, part of the pilot oil in passage (11) goes
through passage (13) and displacement change valve (12) to piston (9). This causes cam plate (2) to turn in the direction
of an increased angle and to remain in its maximum angle position. Now more oil is required to turn left travel motor (1),
causing the motor to rotate at a lower speed. The left track travels at a lower speed and increases its draw bar pull.
Return oil from motor rotary group (3) flows through passage (5), counterbalance valve (8) and line (30) to swivel (31).
Oil now goes through line (32) and passage (34) into left travel control valve (38). The oil leaves left travel control valve
(38) and goes through return passage (36) and back to the hydraulic tank through return line (37).
Oil from the upper pump turns right travel motor (15). Operation of right travel is the same as that described for left
travel.
High Speed

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The explanation for forward travel in the HIGH SPEED MODE position is given relative to right travel motor (15).
Operation is the same for left travel motor (1).
When travel speed switch (67) is placed in the AUTOMATIC TRAVEL SPEED MODE position, travel speed solenoid
valve (47) is energized. If the pump delivery pressure does not increase to a certain level due to smaller machine load,
automatic travel speed change valve (51) remains open. Oil from pilot pump (50) flows through solenoid valve (47),
automatic travel speed change valve (51), line (44), swivel (31) and line (14) to displacement change valve (20). The
spool in displacement change valve (20) shifts. As the spool shifts, oil from the upper pump flows through passages (24),
displacement change valve (20) and passage (23) to piston (22). Now the oil that is pushed by piston (17) goes through
passage (19), displacement change valve (20) and passage (25) to the motor case drain.
The pressure oil in passage (23) pushes piston (22), decreasing the angle of cam plate (16) and holds it in its minimum
angle position. Less oil flow is now required to turn right travel motor (15). The motor turns at a higher speed.
Automatic Travel Speed Change
Part of oil flow from upper and lower pumps (45) and (49) combines at shuttle valve (46). The combined oil flow now
goes through line (52) to automatic travel speed change valve (51). With travel speed switch (67) in HIGH TRAVEL
SPEED position, the travel motor runs at a smaller angle position of its cam plate until the machine load increases to a
certain level. The pump delivery pressure increases as the load placed on the machine increases. As the delivery pressure
increases to a certain level, the pressure oil from line (52) shifts automatic travel speed change valve (51) to close the
connection of line (44) and passage (48). Now there is no pilot oil supplied to displacement change valve (20).
Displacement change valve (20) is shifted to off position, causing the cam plate of the travel motor to turn in the
increased angle for low speed mode. The machine travels at the low speed.
If the machine travel load is decreased, the pump delivery pressure is decreased. As the circuit pressure in line (52)
decreases to an certain range, automatic travel speed change valve (51) is open again, connecting line (44) and passage
(48). Displacement change valve (20) is now supplied pilot oil from line (44) and re-activates to turn the motor cam plate
at a smaller angle for high speed mode. Now, the machine again travels at the high speed.
Automatic travel speed change valve (51) functions so the machine travels at the high speed when a smaller load is
placed, and at low speed when a larger load is placed. This assures a higher mobility and draw bar pull.
Straight Travel Control
Introduction

Control Valve Compartment
(1) Right travel. (2) Straight travel. (3) Left travel.
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Hydraulic Schematic (Partial) (Only Right and Left Travel Activated)
(1) Right travel control valve. (2) Straight travel control valve. (3) Left travel control valve. (4) Main control valves. (5) Line. (6) Line. (7) Upper
If the upper structure or implements are operated while the machine is traveling, straight travel control valve (2) assures a
straight travel of the machine. Straight travel control valve (2) also allows better control of operations such as pipe laying
or placement of timbers.
When the machine travels with no swing or implement operation, oil from upper pump (7) drives the right travel motor
and oil from lower pump (8) drives the left travel motor. Since both travel circuits are separated, the machine continues to
travel straight, unless a difference in travel resistance occurs between the right and left tracks.
Without the straight travel system, a swing and/or implement operation (while performing a travel operation) would cause
upper pump (7) and lower pump (8) to supply varying amounts of pump oil to the track motors. This would cause the
machine to not travel straight.
The straight travel system assures the machine to travel straight when circuits other than the travel circuits are
simultaneously operated. When straight travel control valve (2) is activated by pilot pressure, the following occurs:
1. Upper pump (7) supplies oil not only to the right travel circuit but also to the left travel circuit to drive both
motors in parallel.
2. The swing and implement circuits get their supply of pressure oil from lower pump (8). When the machine is
traveling, the swing and implement circuits do not require a large amount of flow. They are operated at speeds low
enough to keep the machine stable. The remainder of the pressure oil is divided between the right and left travel
circuits.
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Implement And Travel Operation

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

Straight Travel Control Valve (Neutral Position)
(1) Parallel feeder passage. (2) Center bypass passage. (3) Center bypass passage. (4) Parallel feeder passage. (5) Pilot passage. (6) Piston
chamber. (7) Spring. (8) Passage. (9) Line. (10) Line. (11) Passage. (12) Stem. (13) Straight travel control valve. (14) Upper pump. (15) Lower
pump.
When there is only a travel operation, pilot pressure in pilot passage (5) is kept low. The oil pressure in piston chamber
(6) also remains low. Stem (12) is pushed all the way to the right by the force of spring (7). Oil from both upper and
lower pump flows as follows:
1. Oil from upper pump (14) flows through line (10) to passage (11) in straight travel control valve (13). The upper
pump oil flows in two directions. One path goes through center bypass passage (3) and into the right travel control
valve. The other path goes through parallel feeder passage (4) and into the bucket, attachment and boom I control
valves.
2. Oil from lower pump (15) goes through line (9) to passage (8) in straight travel control valve (13). The lower
pump oil then flows in two paths. One path goes through parallel feeder passage (1) and into the swing, stick I and
boom II control valves. The other path goes through center bypass passage (2) and into the left travel control valve.
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Straight Travel Control Valve (Activated Position)
(1) Parallel feeder passage. (2) Center bypass passage. (3) Center bypass passage. (4) Parallel feeder passage. (5) Pilot passage. (6) Piston
chamber. (7) Spring chamber. (8) Passage. (9) Line. (10) Line. (11) Passage. (12) Stem. (13) Straight travel control valve. (14) Upper pump. (15)
Lower pump. (16) Check valve. (17) Passage. (18) Passage. (19) Orifice.
When a travel and implement (or swing) operation occurs, pilot oil pressure in pilot passage (5) increases. The oil
pressure in piston chamber (6) increases enough to shift stem (12) to the left against the force of spring (7). Pump oil now
flows as follows:
1. The upper pump oil flows through passage (11) and then flows in two paths. One path goes through center
bypass passage (2) to the left travel control valve. The other path goes through center bypass passage (3) to the
right travel control valve.
2. The lower pump oil goes through passage (8) and flows in two paths. One path goes through parallel feeder
passage (1) and enters the swing, stick I and boom II control valves. The other path goes through passage (17) and
parallel feeder passage (4) to the bucket, attachment and boom I control valves.
Part of the lower pump oil in passage (17) goes through orifice (19), check valve (16) in stem (12), passage (18) and to
center bypass passage (2). The lower pump oil then combines with the upper pump oil. The combined upper and lower
pump oil is used to help drive both the right and left travel motors.
Pilot Control Valve (Travel)
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Pilot Control Valve (Travel)
(1) Control lever/pedal. (2) Pedal. (3) Rod. (4) Seat. (5) Spring. (6) Spring. (7) Spool. (8) Passage. (9) Passage. (10) Spring. (11) Spool. (12)
Return port. (13) Return chamber. (14) Passage. (15) Passage. (16) Pilot port. (17) Passage. (18) Port. (19) Passage. (20) Passage. (21) Passage.
(22) Port.
When control lever/pedal (1) is moved to the FORWARD TRAVEL position, pedal (2) pushes down on rod (3) and seat
(4) against the force of springs (5) and (6). Spool (7) moves down and opens passage (19) by compressing spring (6).
As passage (19) is opened, the oil from pilot port (16) goes through passages (21), (19), (20) and (9), and out port (18) to
the travel control valve. The pressure oil on the end of the travel control valve stem causes the travel control valve stem to
move into the forward position.
The oil from the chamber at the opposite end of the main control valve for travel comes back through port (22), through
passage (17), (15) and (14). The oil now flows into return chamber (13) and back to the hydraulic tank through return port
(12).
When control lever/pedal (1) is partially moved for fine travel operation, rod (3) moves down with seat (4) causing spring
(6) to push spool (7) down. Passage (19) opens and the oil pressure increases at port (18). Since the oil pressure is more
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than the force of spring (6), spool (7) moves up opening passage (8). The oil from port (18) goes through passages (9),
(20) and (8) into return chamber (13). The oil pressure slightly decreases. Spool (7) is now held in a pressure modulating
position and establishes a balance between the pressure in port (18) and the force of spring (6).
NOTE: For details of how the pressure at port (18) varies, see "Pilot Control Valve for Implements and Swing" in the
section, "Pilot Circuit".
When the control lever/pedal is released, spring (5) pushes up on seat (4) and rod (3). The pedal returns the lever to the
NEUTRAL position. The spool moves up. The oil in port (18) can now flow through passage (9), (20), (8), return
chamber (13) and back to the hydraulic tank.
When control lever/pedal (1) is moved to the REVERSE TRAVEL position, operation is the same as that described for
FORWARD TRAVEL position.
Travel Motor

Travel Motor
(1) Drive shaft. (2) Stopper. (3) Piston. (4) Cam plate. (5) Ball guide. (6) Spacer. (7) Spring. (8) Barrel. (9) Piston guide. (10) Check valve. (11)
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Check valve. (12) Passage. (13) Brake pilot valve. (14) Port. (15) Valve plate. (16) Head. (17) Stopper. (18) Piston. (19) Slipper. (20) Retainer.
(21) Piston. (22) Friction plate. (23) Separator plate. (24) Passage. (25) Passage. (26) Spring. (27) Brake piston. (28) Port. (29) Drain port. (30)
Port. (31) Port. (32) Spool. (33) Spring. (34) Displacement change valve.
The travel motor can be divided into the following three groups:
1. Rotary group; consisting of drive shaft (1), ball guide (5), spacer (6), spring (7), barrel (8), slipper (19), retainer
(20) and pistons (21).
2. Parking brake group; consisting of friction plates (22), separator plates (23), piston guide (9), spring (26), brake
piston (27) and brake pilot valve (13).
3. Displacement change group; consisting of displacement change valve (34), check valves (10) and (11), pistons
(3) and (18).
Depending on travel direction, pump oil goes into the travel motor through port (30) or (31) and is forced out through port
(31) or (30). The case drain oil that has leaked from the sliding surfaces and clearances returns to the hydraulic tank
through drain port (29) of head (16).
Pump supply oil from the lower pump goes in the left travel motor through port (31) during forward travel. The pump oil
from port (31) goes through passage (12) in head (16) to passage (25) of valve plate (15). The pump oil now goes through
passage (24) of barrel (8) and forces piston (21) to the left.

Motor Passages [Viewed From Head (16) Side]
(24) Passage (barrel). (25) Passage (valve plate). (35) Passage (valve plate).
Slipper (19) (coupled to the piston) slides on the surface of cam plate (4) from the top center to the bottom center, and
rotates with barrel (8). The pressure oil that is forced out by the pistons on the outlet side goes through passages (24) and
(35) of valve plate (15) and out through port (30). The barrel turns counterclockwise.
Drive shaft (1) is splined to the barrel. The drive shaft and barrel rotate counterclockwise for forward travel.
In REVERSE TRAVEL position, port (31) functions as an oil return port and port (30) functions as a supply port. The left
travel motor rotates clockwise.
As the right travel motor is supplied upper pump oil through port (30), the right travel motor turns clockwise for forward
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travel. Pump oil through port (31) turns the motor counterclockwise for reverse travel.
Parking Brake

Parking Brake (Partial)
(1) Brake pilot valve. (2) Port. (3) Drive shaft. (4) Head. (5) Passage. (6) Spring. (7) Body. (8) Barrel. (9) Friction plate. (10) Separator plate. (11)
Piston guide. (12) Piston chamber. (13) Brake piston. (14) Passage.
As pump oil is supplied to the travel motor, the parking brake is released and the motor starts rotation. When there is no
pump oil supplied to the motor, it stops rotation and the parking brake mechanically engages.
In the parking brake section of the travel motor, friction plates (9) are splined to barrel (8). Separator plates (10) are
splined to body (7).
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Brake Pilot Valve
(2) Port. (5) Passage. (15) Spring. (16) Valve. (17) Retainer. (18) Orifice.
When no pump oil is supplied to the travel motor, brake piston (13) is pushed to the left by the force of spring (6). The oil
in piston chamber (12) flows to passage (14). The oil now flows through passage (5), and through orifice (18) of valve
(16) in brake pilot valve (1) to the travel motor case drain. Friction plates (9) and separator plates (10) are held together
against body (7) by the force of spring (6). Spring (6) is working against brake piston (13). The rotation of barrel (8) stops
and drive shaft (3) engages the parking brake.
Orifice (18) restricts return oil flow from piston chamber (12). The restriction of return oil flow delays application of the
parking brake. If the return oil was not restricted by orifice (18), the parking brake would start to apply before travel of
the machine is stopped. This would result in earlier wear and/or damage.
Prior to the operation of the travel motor, a portion of the pressure oil goes to port (2) and opens valve (16). The oil then
flows through passages (5) and (14) to piston chamber (12). Brake piston (13) moves to the right against the force of
spring (6). The oil pressure holding plates (9) and (10) together is released allowing barrel (8) and drive shaft (3) to turn.
Displacement Change Valve
Large Displacement Change Operation
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Speed Change Valve
(1) Cam plate. (2) Piston. (3) Piston chamber. (4) Passage. (5) Piston. (6) Piston chamber. (7) Passage. (8) Displacement change valve. (9) Port.
(10) Passage. (11) Port. (12) Check valve. (13) Check valve. (14) Port. (15) Drive shaft.
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Displacement Change Operation (Large Displacement)
(10) Passage. (11) Port. (12) Check valve. (13) Check valve. (14) Port. (16) Passage. (17) Passage. (18) Passage. (19) Adapter. (20) Spring. (21)
Spool. (22) Passage.
When the travel speed switch is placed in the LOW SPEED MODE position, the travel speed solenoid valve is not
energized. There is no pilot oil supplied to port (9) of displacement change valve (8). The force of spring (20) moves
spool (21) to the left until it comes in contact with adapter (19).
The pump oil from port (14) flows through check valve (13), passages (10), (22) and (7) to piston chamber (6). Piston (5)
moves up. Cam plate (1) rotates for its increased angle direction.
The oil in piston chamber (3) drains to the hydraulic tank through passages (4), (16), (17) and (18).
The motor now holds the cam plate at its maximum angle position for large displacement.
Small Displacement Change Operation
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Displacement Change Operation (Small Displacement)
(10) Passage. (11) Port. (12) Check valve. (13) Check valve. (14) Port. (18) Passage. (20) Spring. (21) Spool. (22) Passage. (23) Passage. (24)
Passage.
When the travel speed switch is placed in the HIGH SPEED MODE position, the travel speed solenoid valve is energized.
If the pump delivery pressure is below a certain level due to a smaller machine load, pilot oil flows to port (9) of
displacement change valve (8). Pilot oil moves spool (21) to the right against the force of spring (20). Passage (22) closes
and passage (24) opens.
Pump oil flows through passages (10), (24) and (4) to piston chamber (3), moving piston (2) up. Cam plate (1) turns to
decrease the angle.
The oil in piston chamber (6) drains to the hydraulic tank through passages (7), (23) and (18).
The motor now holds the cam plate at its minimum angle position for small displacement.
Automatic Travel Speed Change Operation
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Automatic Travel Speed Change Valve (In Small Displacement Position)
(1) Displacement change valve. (2) Port. (3) Line. (4) Line. (5) Swivel. (6) Solenoid valve (travel speed). (7) Line. (8) Passage. (9) Passage. (10)
Pilot pump. (11) Shuttle valve. (12) Automatic travel speed change valve. (13) Line. (14) Upper pump. (15) Lower pump. (16) Passage. (17) Line.
(18) Passage. (19) Passage. (20) Pin chamber. (21) Spring chamber. (22) Spring. (23) Passage. (24) Spool. (25) Pin. (P
D
) Main pump delivery
pressure. (P
P
) Pilot pump delivery pressure.
During the high travel speed mode, pilot pump delivery pressure (P
P
) goes through travel speed solenoid valve (6) and
passage (9) to automatic travel speed change valve (12). The upper and lower main pump delivery pressure (P
D
) from
passages (8) and (16) combines at shuttle valve (11) and then goes through line (17) to pin chamber (20).
D
) in pin chamber (20) is low with a smaller load on the machine, spool (24) is
pushed to the right by the force of spring (22) opening passage (19). Pilot pump delivery pressure (P
P
) from passage (9)
goes through passages (23) and (19). Part of pilot pump delivery pressure (P
P
) from passage (19) goes through passage
(18) to spring chamber (21) and acts on spool (24). The remaining pilot pump delivery pressure (P
P
) leaves automatic
travel speed change valve (12) to line (4). Pilot pump delivery pressure (P
P
) goes through swivel (5) and line (3) to
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displacement change valve (1). Displacement change valve (1) now activates to hold the cam plate of the travel motor at
the minimum angle position for the small displacement.

Automatic Travel Speed Change Valve (In Large Displacement Position)
(4) Line. (12) Automatic travel speed change valve. (13) Line. (17) Line. (19) Passage. (20) Pin chamber. (21) Spring chamber. (22) Spring. (23)
Passage. (24) Spool. (25) Pin. (26) Passage. (27) Passage. (P
D
P
) Pilot pump delivery pressure.
During travel under small displacement position, main pump delivery pressure (P
D
) in pin chamber (20) increases with an
increased load on the machine. As main pump delivery pressure (P
D
) increases to a certain level, it starts to move spool
(24) to the left against the combined forces of spring (22) and pilot pump delivery pressure (P
P
) in spring chamber (21).
Passage (19) closes and passage (26) opens. Passage (27) is kept open to the hydraulic tank through line (13). Pilot pump
delivery pressure (P
P
) is blocked at passage (19), causing no open connection between passage (9) and line (4). Pilot
pump delivery pressure (P
P
) in line (3) goes through line (4) and passages (26) and (27), and returns to the hydraulic tank
through line (13).
Displacement change valve (1) now returns to the OFF position, causing the cam plate of the travel motor to be held in its
maximum angle position for large displacement.
During travel under large displacement of the travel motor, main pump delivery pressure (P
D
) decreases to a certain level
with a decreased load. Automatic travel speed change valve (12) operates as described above for small displacement
position.
Travel Brake Valve
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Travel Brake Valve
(1) Crossover relief valve. (2) Orifice. (3) Spring. (4) Valve. (5) Valve. (6) Passage. (7) Passage. (8) Passage. (9) Passage. (10) Throttling slots.
(11) Valve. (12) Passage. (13) Spring. (14) Crossover relief valve. (15) Passage. (16) Spring. (17) Ball. (18) Guide. (19) Plunger chamber. (20)
Spring chamber. (21) Check valve. (22) Passage. (23) Port. (24) Port. (25) Passage. (26) Passage. (27) Port. (28) Port. (29) Passage. (30) Check
valve. (31) Spring. (32) Passage. (33) Counterbalance valve. (34) Brake valve.
Each travel motor has a travel brake valve, consisting of counterbalance valve (33) and two crossover relief valves (1) and
(14).
The travel brake valve is bolted to the travel motor. It functions to prevent the occurrence of a shock load at a travel stop
operation, overrunning during traveling down a slope or cavitation. It also functions to send oil to the parking brake for
brake release just before the start of machine movement.
Counterbalance Valve
Level Travel
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Travel Motor And Travel Brake Valve (Left Track)
(1) Crossover relief valve (reverse travel). (14) Crossover relief valve (forward travel). (24) Port. (27) Port. (33) Counterbalance valve. (34) Brake
valve. (35) Left travel motor.
Counterbalance valve (33) consists of valve (4), check valves (21) and (30) and spring (31).
Under normal operation, pump oil to port (24) flows through passage (25) to counterbalance valve (33). Pressure oil
forces check valve (21) to open, allowing oil flow from port (24) through passages (25) and (6), through port (23) to the
piston of the travel motor. Oil then drives the travel motor.
A portion of the pump oil in port (24) flows through passage (22) and into spring chamber (20). The oil then flows
through passage (15) around ball (17), and into plunger chamber (19). The pressure oil in spring chamber (20) now
pushes on the left shoulder of counterbalance valve (33) and left end face of guide (18). Counterbalance valve (33) moves
to the right against the force of spring (31), opening throttling slots (10).
The motor return oil goes through port (28), passage (12), throttling slots (10), passage (26), and out through port (27) to
the hydraulic tank.
When oil flow from port (24) is blocked, there is a pressure decrease in both chambers (20) and (19). Spring (31) forces
counterbalance valve (33) to the left closing throttling slots (10). Return oil flow from the motor is blocked and the motor
rotation stops.
If the travel direction is reversed, pump oil flows to counterbalance valve (33) through port (27) and goes out through port
(24). The operation is the same as described above.
During normal travel operation, counterbalance valve (33) remains inoperable.
Slope Travel
When the machine moves down a slope, the travel motors rotate at a higher speed due to machine mass (weight and size).
The pumps cannot maintain the oil supply to the motors. The lack of pump oil supply causes cavitation in the travel
motors. A decrease in pressure (negative pressure) at port (24) results, causing a decrease in pressure in spring chamber
(20). Spring (31) now forces counterbalance valve (33) to the left and begins to close throttling slots (10), blocking oil
flow between passages (12) and (26). Both return oil flow to the hydraulic tank and oil flow to the travel motor suction
port are restricted. Travel motor rotation slows down.
The lower pump oil pressure at port (24) now increases. Part of the oil goes to passage (22) and then flows as described in
the section of "Level Travel". Counterbalance valve (33) moves to the right, opening throttling slots (10). The modulation
of counterbalance valve (33) maintains the proper opening of throttling slots (10) while the machine goes down a slope.
The motor now begins to rotate according to the amount of oil supplied from the pump and prevents the motor from
cavitating.
When the machine moves down a slope, or stops, counterbalance valve (33) suddenly closes throttling slots (10). A
hydraulic pressure spike can occur. To prevent pressure spikes, a damper is provided at both ends of counterbalance valve
(33). As counterbalance valve (33) returns to the left from its full open position, the oil in plunger chamber (19) is
pressurized. Ball (17) moves to the left closing passage (15) causing the oil in plunger chamber (19) to go out through
orifice (2) and into spring chamber (20). Movement of counterbalance valve (33) slows down, slowly closing throttling
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slots (10).
Proper damper (cushion) effect is maintained by the size and position of orifice (2).
Crossover Relief Valve Operation
While the machine is slowing down and the travel control levers are moved back to the NEUTRAL position to stop the
movement of the machine, there is no oil supplied to the travel motors and travel brake valves. A decrease in pressure
now occurs at port (24) of the brake valve. Spring (31) returns counterbalance valve (33) to the neutral position. The
travel motor is still in rotation because of the mass (weight and size) of the machine in motion. Throttling slots (10) are
closed, blocking the return oil. A sudden increase in pressure in passage (12) occurs. High pressure return oil in passage
(12) goes through passage (8), opening valve (5) of crossover relief valve (1). The pressure oil from valve (5) goes to
suction passage (6) of the travel motor.
Crossover relief valves (1) and (14) protect the travel motor against damage by allowing the high oil pressure to escape.
Crossover relief valves (1) and (14) allow makeup oil flow from the return side to the inlet side. This makeup oil helps to
prevent a vacuum condition in the travel motor.
Crossover relief valve (1) opens just before a forward left travel operation stops and crossover relief valve (14) opens just
before a reverse left travel operation stops.
During an adjustment where the left travel control lever is moved to the FORWARD LEFT TRAVEL position and the
tracks are blocked, oil flow through passage (6) from port (24) is blocked. The oil pressure in passage (6) increases,
opening valve (11). Oil now flows from passage (6) to passage (12). Crossover relief valve (14) opens and crossover
relief valve (1) closes.
When the left travel control lever is moved to the REVERSE LEFT TRAVEL position, crossover relief valve (1) is open
with crossover relief valve (14) closed in the same manner as described above.
Crossover valves (1) and (14) should be designated by their functions relative to the control lever movement during
pressure adjustment. Call crossover relief valve (14) forward left travel and crossover relief valve (1) reverse left travel.
Parking Brake
When the pump oil is supplied to port (24) to start the travel motor, valve (4) moves to the right to open passage (9).
Part of the oil in passage (25) goes through passages (9) and (32) to the travel motor parking brake for brake release.
Since throttling slots (10) are opened only after passage (9) is opened, the travel motor does not operate before the brake
is released.
When the supply of pressure oil to port (24) is blocked to stop the travel motor, valve (4) moves back to its neutral
position, closing passage (9). Passage (9) is closed only after throttling slots (10) are closed. This allows the machine to
stop movement before the parking brake is activated.
As described earlier in the section, "Parking Brake" of the travel motor, the oil from the brake piston chamber in the
travel motor goes through the orifice in the brake pilot valve. Application of the brake is delayed.
The above operation releases the parking brake just before the travel motor starts rotation and engages the brake only
after the travel motor has stopped. The parking brake is always kept released while the motor is rotating.
Oil Makeup
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Oil Makeup Circuit
(1) Motor rotary group. (2) Left travel motor. (3) Passage. (4) Check valve. (5) Line. (6) Swivel. (7) Line. (8) Passage. (9) Left travel control
valve. (10) Passage. (11) Return passage.
Return oil from the travel control valve is used as makeup oil to prevent a vacuum condition in the travel motor when a
travel operation is stopped.
The oil makeup operation is given with respect to left travel. Operation is the same for right travel.
If the left travel control lever is returned to the NEUTRAL position to stop left travel, supply of pump oil to left travel
motor (2) is blocked at passage (10). The motor continues to rotate because of the mass (weight and size) of the machine.
A negative pressure at passage (3) of motor rotary group (1) opens check valve (4).
With left travel control valve (9) in neutral position, return oil from passage (11) flows to passage (8). The return oil then
goes through line (7), swivel (6), line (5) and enters left travel motor (2). The oil passes through opened check valve (4),
passage (3), and into motor rotary group (1) as makeup oil. This makeup oil circuit eliminates the possibility of cavitation
occurring in the travel motor.
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Swivel

Swivel
(1) Retainer. (2) Cover. (3) Drain port. (4) Drain hole. (5) Port. (6) Seal. (7) Port. (8) Port. (9) Housing. (10) Port. (11) Port. (12) Flange. (13)
Seal. (14) Rotor. (15) Plate. (16) Port. (17) Port. (18) Port. (19) Port. (20) Port. (21) Port. (22) Swivel. (23) Support. (24) Front direction.

Swivel (22) accomplishes two functions. One function is to supply pump oil from the upper structure (which swings) to
the travel motors of the lower structure (which do not swing). It also functions to provide a means for oil from the motors
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(swing and travel) to return to the hydraulic tank.
Housing (9) is bolted to the upper structure through support (23). Rotor (14) is bolted to the lower structure through plate
(15). The ports of housing (9) are open to the ports of rotor (14) through passages in housing (9) and rotor (14).
Seal (6) for high pressure and seal (13) for low pressure are provided between the sliding surfaces of housing (9) and
rotor (14). Seals (6) and (13) prevent oil leakage between the passages.
Travel Drive

Travel Drive
(1) Carrier (1st stage). (2) Bolt. (3) Sun gear (2nd stage). (4) Carrier (2nd stage). (5) Coupling gear. (6) Dowel. (7) Bearing. (8) Motor housing. (9)
Travel motor. (10) Cover. (11) Sun gear (1st stage). (12) Roller bearing. (13) Planet shaft (1st stage). (14) Planet gear (1st stage). (15) Ring gear.
(16) Roller bearing. (17) Planet gear (2nd stage). (18) Planet shaft. (19) Bolt. (20) Output shaft (travel motor). (21) Sprocket housing.
The travel drive reduces the rotating speed of travel motor (9). Output shaft (20) is splined to first stage sun gear (11) of
the travel drive.
The travel drive consists of the following two groups:
1. Two-stage planetary gear reduction group:
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First stage sun gear (11), first stage planet gears (14), first stage carrier (1) and ring gear (15) makeup the first
stage. Second stage sun gear (3), second stage planet gears (17), second stage carrier (4) and ring gear (15) makeup
the second stage.
2. Output group:
Rotation of sprocket housing (21) offers output torque for driving the track. The housing, ring gear (15) and cover
(10) are held together with bolts (2). This integrated unit which is supported by ball bearings (7) turns with ring
gear (15).
The planet reduction group functions to reduce the travel speed in a ratio of sun gear tooth numbers to ring gear tooth
numbers. The compact travel drive with the sun gear incorporated in the ring gear housing provides a greater reduction
ratio.
Planet Gear Operation
Rotation of travel motor output shaft (20) is transmitted to first stage sun gear (11). Sun gear (11) is splined to output
shaft (20). When first stage sun gear (11) rotates clockwise (viewed from motor side), the travel drive assembly operates
as described below.

First Stage Reduction Section
(1) Carrier (1st stage). (11) Sun gear (1st stage). (12) Roller bearing (1st stage). (13) Planet shaft (1st stage). (14) Planet gear (1st stage). (15) Ring
gear. (22) Rotating direction of first stage reduction group.
In the first stage reduction group, planet gears (14) are in mesh with first stage sun gear (11). First stage planet gears (14)
rotate counterclockwise as first stage sun gear (11) rotates clockwise. First stage planet gears (14) are also in mesh with
ring gear (15). First stage planet gears (14) "walk" around the teeth of ring gear (15). As first stage planet gears (14)
rotate, they circle around first stage sun gear (11) clockwise. First stage planet gears (14) are mounted to first stage carrier
(1) by first stage planet shafts (13) and roller bearings (12). The assembly of first stage carrier (1) rotates clockwise.
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Splines In Engagement
(1) Carrier (1st stage). (3) Sun gear (2nd stage). (23) Splines in engagement.
Rotation of first stage carrier (1) is transmitted to second stage sun gear (3) which is splined to first stage carrier (1).
Splines on second stage carrier (4) engage with teeth on the outer circumference of motor housing (8) through coupling
gear (5). With the housing held to the track frame, second stage carrier (4) cannot rotate. Unlike the first stage planet
gears turning around their sun gears, second stage planet gears (17) turn on their own axes in the positions where they are
mounted. This causes ring gear (15) to rotate counterclockwise.
Ring gear (15) and sprocket housing (21) are held together with bolts (2). The sprocket wheel is bolted to the housing.
The torque of second stage sun gear (3) is transmitted to the housing, causing the sprocket to rotate counterclockwise. The
right track rotates in the forward direction.
Straight Travel Operation
Straight travel (tracking) can be maintained even though there is a swing or implement operation during travel. Make
reference to the section, "Straight Travel" for systems operation.
Loading Operation
Introduction
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Combined Operations Of Boom Raise, Stick Out And Swing Right

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

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

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

(1) Power mode selector switch. (2) Fine Control mode. (3) Work mode selector switch. (4) Power mode I.
Since leveling operations are slow speed work, power mode selector switch (1) is turned to MODE I position (4) for light
work. Also, work mode selector switch (3) is turned to FINE CONTROL MODE position (2) to keep the boom and stick
operating circuits separated at a reduced rate of flow.
For leveling operation, the movement of stick in and boom raise is combined. In this operation the boom and stick circuits
are supplied pump oil from the upper and lower pumps. Since the boom and stick circuits now have an individual pump
oil supply designated to their function, the operation of the boom and stick cylinders will not have any affect on each
other.
Fine Control Circuit
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Schematic (Partial)
(1) Stick cylinder. (2) Boom cylinders. (3) Center bypass passage. (4) Boom I control valve. (5) Stick II control valve. (6) Pilot line. (7) Pilot
passage. (8) Boom II control valve. (9) Passage. (10) Center bypass passage. (11) Passage. (12) Check valve. (13) Line. (14) Pilot passage. (15)
Stick I control valve. (16) Pilot passage. (17) Parallel feeder s passage. (18) Pilot passage. (19) Selector valve. (20) Pilot passage. (21) Pilot
control valve (stick). (22) Line. (23) Solenoid valve (fine control). (24) Upper pump. (25) Line. (26) Lower pump. (27) Pilot pump. (28)
Hydraulic tank.
When the boom and stick control levers are slowly moved to the BOOM RAISE and STICK IN positions, pilot pump
(27) oil is used as follows:
1. In the BOOM RAISE position, pilot oil is supplied to boom I control valve (4) and boom II control valve (8)
through pilot passages (18) and (14), respectively.
2. In the STICK IN position, pilot oil is supplied to stick I control valve (15) and boom II control valve (8) through
pilot passages (16) and (7), respectively.
With the work mode selector switch in FINE CONTROL position, fine control solenoid valve (23) is energized, causing
no pilot oil flow to pilot line (6).
When pilot oil is supplied to the above valves, each valve activates as follows:
1. Boom II control valve (8) is in the neutral position because the pilot oil pressure in pilot passages (7) and (14) are
equal. A portion of the lower pump oil goes through center bypass passage (10) and boom II control valve (8) and
returns to hydraulic tank (28).
2. With fine control solenoid valve (23) energized, pilot oil flow from pilot control valve (21) through line (25) is
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blocked at the inlet port of fine control solenoid valve (23). There is no pilot oil sent from pilot line (6) to stick II
control valve (5). Stick II control valve (5) is held in the neutral position. A portion of the upper pump oil returns to
hydraulic tank (28) through center bypass passage (3).
3. When the boom control lever is partially moved to the BOOM RAISE position, the stem of boom I control valve
(4) partially shifts. In boom I control valve (4), the opening of passage (11) is slightly opened while the opening of
center bypass passage (3) is slightly closed. This causes an appropriate amount of the upper pump oil to go to boom
cylinders (2) and the remainder of the oil to go back to the hydraulic tank (28). Depending on the travel distance of
the boom control lever, the upper pump oil is metered to boom cylinders (2) for fine control operation of the boom
cylinders.
4. When the stem of stick I control valve (15) is partially moved the lower pump oil is metered to stick cylinder (1)
for fine control operation of the stick cylinder.
5. Since center bypass passage (3) is open to hydraulic tank (28), the oil pressure in center bypass passage (3)
(during a fine control operation) does not increase enough to open check valve (12). There is no upper pump oil
flow through line (13) to stick I control valve (15).
6. With stick II control valve (5) in the neutral position, there is no oil flow from parallel feeder passage (17) to
pilot passage (20). Selector valve (19) remains closed, causing no oil flow from parallel feeder passage (17) to line
(13).
NOTE: Items 1, 2, 3 and 4 described above provide fine control operations of the boom and stick. Items 5 and 6 describe
how the boom and stick circuits are separated. Movement of one cylinder does not affect the movement of the other
during fine control operation of the boom and stick.
Trenching Operation
Introduction

Trenching Operation (Illustration Of Applied Swing Force)
When excavating a ditch, its cross section should be rectangular. The force of the ditch wall acting against the bucket,
causes the bucket to move away from the wall of the ditch.
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(1) Power mode selector switch. (2) SWING PRIORITY MODE position. (3) Work mode selector switch.
To get a straight (vertical) wall, it is necessary that an additional side force be used to hold the bucket against the side
wall. The operator does this by applying partial swing in the direction of the wall.
When work mode selector switch (3) is placed in SWING PRIORITY MODE position (2), the swing priority solenoid
valve is energized. Activating the selector valve and logic valve. Upper pump oil goes to the circuits for the boom, stick
and bucket. Lower pump oil goes to only the swing circuit. Now, the pressure of the swing circuit remains high enough to
provide a force against the side wall.
Place power mode selector switch (1) in either of positions I, II or III, depending on the work to be done.
A trenching operation is done by a combined operation of boom raise, stick in, bucket close and swing.
Trenching Operation (Swing Priority Solenoid Valve Energized)
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Hydraulic Schematic (Partial) (Swing Priority Operation)
(4) Pilot passage. (5) Pilot passage. (6) Line. (7) Pilot passage. (8) Bucket control valve. (9) Boom I control valve. (10) Stick II control valve. (11)
Stick I control valve. (12) Parallel feeder passage. (13) Logic valve. (14) Boom II control valve. (15) Pilot passage. (16) Swing control valve. (17)
Pilot passage. (18) Passage. (19) Parallel feeder passage. (20) Pilot passage. (21) Pilot passage. (22) Selector valve. (23) Pilot passage. (24) Drain
passage. (25) Pressure control valve. (26) Pilot oil manifold. (27) Solenoid valve (swing priority). (28) Upper pump. (29) Drain passage. (30) Pilot
When the control levers are moved to either the BOOM RAISE, STICK IN, BUCKET CLOSE or SWING RIGHT
positions, pilot pump (30) oil flows as follows:
1. In the BOOM RAISE position, pilot oil is supplied to boom I control valve (9) and boom II control valve (14)
through pilot passages (21) and (15), respectively.
2. In the STICK IN position, pilot oil is supplied to stick I control valve (11), stick II control valve (10) and boom
II control valve (14) through pilot passages (17), (7) and (4), respectively.
3. In the BUCKET CLOSE and SWING RIGHT positions, pilot oil is supplied to bucket control valve (8) and
swing control valve (16) through pilot passages (20) and (5), respectively.
With work mode selector switch (3) in SWING PRIORITY MODE position (2), solenoid valve (27) is energized, making
an open connection between pilot passage (23) and drain passage (29).
Now each valve activates as follows:
1. The pilot oil pressure in pilot passages (4) and (15) are equal. Boom II control valve (14) remains in the neutral
position, blocking oil flow from parallel feeder passage (12).
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2. With pilot passage (23) open to drain passage (29), pressure control valve (25) shifts, closing the connection
between passage (18) and drain passage (24). The oil in passage (18) is blocked. Now logic valve (13) remains
closed, allowing no oil flow from parallel feeder passage (12) to stick I control valve (11).
3. When stick II control valve (10) is shifted by pilot passage (7), selector valve (22) opens.
NOTE: See the section, "Loading Operation".
Now, all of lower pump (31) oil goes from parallel feeder passage (12) through swing control valve (16) to the swing
motor. The swing motor uses its torque only for holding the bucket against the side wall and does not rotate. All of the oil
supplied to the swing motor is vented through the relief valve of the swing motor when the swing pressure reaches the
relief valve setting of 27 500 kPa (4000 psi). This increases the motor torque to securely hold the bucket against the side
wall.
The upper pump (28) oil in parallel feeder passage (19) separates into three oil paths. One path goes through bucket
control valve (8) to the bucket cylinder. Another path goes through boom I control valve (9) to the boom cylinders. The
third path goes through selector valve (22), line (6) and stick I control valve (11) to the stick cylinder.
Copyright 1993 - 2006 Caterpillar Inc.
Todos los derechos reservados.
Red privada para licenciados del SIS.
Sat Feb 4 13:35:06 EST 2006
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Operacin de Sistemas

320 AND 320 L EXCAVATORS HYDRAULIC SYSTEM

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