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330B L, 330B LN Excavators 5LR00001-UP (MACHINE) POWERED BY 3306 Engine...
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Shutdown SIS
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Product: EXCAVATOR
Model: 330B LN EXCAVATOR 5LR
Configuration: 330B L, 330B LN Excavators 5LR00001-UP (MACHINE) POWERED BY 3306 Engine
Systems Operation
330B L AND 330B LN EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR1661-00 Publication Date -16/10/1996 Date Updated -11/10/2001
Systems Operation
SMCS - 5050
Introduction
Reference: For Systems Operation of the electronic controller, make reference to "Engine And Pump
Electronic Control System Service Manual SENR9291".
Reference: For Testing and Adjusting of the hydraulic system, make reference to Testing And
Adjusting For 330B L and 330B LN Excavators Hydraulic System, SENR1663
Reference: For specifications, make reference to Hydraulic Systems Specifications, SENR1659.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sisweb/... 4/19/2017
330B L, 330B LN Excavators 5LR00001-UP (MACHINE) POWERED BY 3306 Engine...Page 2 of 152
Hydraulic Schematic
(1) Swing motor
(2) Travel motor (left)
(3) Travel motor (right)
(4) Stick cylinder
(5) Travel brake valve (left)
(6) Travel brake valve (right)
(7) Bucket cylinder
(8) Boom cylinder
(9) Stick drift reduction valve
(10) Swivel
(11) Main control valves
(12) Pressure switch (implement/swing)
(13) Pressure switch (travel)
(14) Boom drift reduction valve
(15) Main relief valve
(16) Pressure switch (boom RAISE)
(17) Pilot control valve (travel)
(18) Pilot control valve (swing/stick)
(19) Solenoid valve (fine control)
(20) Solenoid valve (travel speed)
(21) Solenoid valve (swing priority)
(22) Proportional reducing valve
(23) Pilot control valve (boom, bucket)
(24) Hydraulic activation control valve
(25) Accumulator
(26) Pilot relief valve
(27) Shock reducing valve
(28) Upper pump
(29) Lower pump
(30) Automatic travel speed change valve pressure sensor
(31) Pilot pump
(32) Pilot oil manifold
(33) Pilot filter
(34) Case drain filter
(35) Slow return check valve
(36) Oil cooler
(37) Bypass check valve
(38) Capsule filter
(39) Hydraulic tank
Pump Flow And Pressure Control
Introduction
Pump Compartment
(28) Upper pump. (29) Lower pump. (41) Outlet line (upper pump). (42) Housing. (43) Outlet line (lower pump).
This machine is driven and controlled by the three following 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 pumps (28) and (29). Pumps (28) and (29) are variable
displacement piston type pumps. The pumps are identical in performance. Lower pump (29) is
directly connected to the engine by a flexible coupling. Pumps (28) and (29) are mechanically
connected in parallel through gears. Gear type pilot pump (31), installed in housing (42) is directly
connected to lower pump (29) and drives the pilot hydraulic system. All engine output is used for
driving these three pumps.
Each of the main pumps delivers approximately 237 liter/min (63 U.S. gpm) of hydraulic oil at no
load. The pilot pump delivers approximately 40 liter/min (11 U.S. gpm) of hydraulic oil at no load.
When a load is placed on the machine, the hydraulic oil is forced into the main 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.
Main Control Valve Compartment

(15) Main relief valve. (44) Right control valve body (operated by upper pump oil). (45) Left control valve body (operated
by lower pump oil).
The oil delivered from upper and lower pumps (28) and (29) respectively enters right and left valve
bodies (44) and (45) of main control valves (11). If no work is being performed, pump oil flows
through the control valves and returns to hydraulic tank (39). Main control valves (11) now send 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 (11) direct pump oil to the respective
cylinders (boom, bucket and stick) and/or motors (swing and travel). Main control valves (11) 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 (15) setting of 34 300 kPa (4975 psi) during travel and
implement operation. Swing system relief pressure is 29 900 kPa (4350 psi) and is controlled by relief
valves in the swing motor.
Pilot Hydraulic System
Cab
(46) Monitor panel. (47) Control lever (stick and swing). (48) Control lever (boom and bucket). (49) Travel pedal (left).
(50) Travel pedal (right). (51) Engine speed dial.
Pilot pump (31) delivers a constant flow of pressure oil to the pilot circuit. The operating pilot
pressure increases to the pilot relief valve setting of 4100 kPa (595 psi).
The pilot circuit has the following three functions:
* To operate main control valves: 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 (18),
(23), and (17) respectively. This pilot oil flow shifts the stems in the main control valves
allowing the main pump oil to flow to the required circuits of cylinders (4), (7) and (8) and
motors (1), (2) and (3).
* To control pump output: Proportional reducing valve (22) receives the electronic signal and
uses the pilot system oil to develop the hydraulic signal pressure. The hydraulic signal pressure
goes to the regulators in the main pumps and controls the pump output flow.
* 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 hydraulic operation is called for.
b. Release the swing motor parking brake.
c. Automatically changes travel speed to HIGH or LOW, depending on the machine load.
d. Operate the straight travel valve to keep the machine traveling straight during a combined
operation of travel and implement.
e. Control operations of valves required for easier loading or vertical finishing of ditch wall.
NOTE: For details of the pilot control, see the section, "Pilot Circuit".
Electronic Control System
Controller Compartment (Under Right Console of Cab)

(52) Controller.
The electronic control system controls the output from the engine and the pump through controller
(52). Controller (52) senses the position of the engine governor lever selected by engine speed dial
(51). Controller (52) also senses the power mode position selected by the power mode switch.
Controller processes the information and sends a signal pressure to the pump so the pump can provide
an optimum output depending on the machine load and engine speed.
The electronic control system has the following four major functions:
* When a large load is placed on the machine, the system causes the pump to destroke,
allowing the maximum horsepower available from the engine.
* 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 settings. This allows the machine to
operate at an optimum speed and helps to reduce fuel consumption.
* At a very small or no load condition, the system automatically decreases the engine speed for
improved fuel consumption and noise level.
* The system causes solenoid valves for fine control solenoid valve (19), swing priority
solenoid valve (21) and travel speed solenoid valve 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 of "Engine And Pump
Main Pumps
Construction
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 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).
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. (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. (C) Radial direction. (D) Radial direction.
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 shaft (18) is driven by the engine flywheel, shaft (29) of
the upper pump is driven through the mechanical linkage of gears (23) and (28). Because the number
of teeth on 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.
Main 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 pump housing (21) through inlet port (5). The oil goes through
inlet passages (32) and (31) in plate (26), respectively. The oil then enters cylinder passage (30) of
cylinder (25) which are positioned over inlet passage (31). As the cylinder turns, openings of passage
(30) in the cylinder rotate to the position of passage (31).
Pistons (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 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 the pump output to decrease. When
330B L, 330B LN Excavators 5LR00001-UP (MACHINE) POWERED BY 3306 Engi... Page 10 of 152
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 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), a seal is made with the face of grooves
(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.
Valve Plates
(26) Valve plate (in lower pump). (37) Valve plate (in upper pump).
Pump Regulator
Regulator (Upper Pump)

(5) 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. (17) Passage. (18) Spring. (19) Bushing. (20) Passage. (21)
Pin. (22) Spring. (23) Line (Ps). (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. (37) Piston chamber. (38) Bolt.
(P1) Upper pump delivery pressure. (P2) Lower pump delivery pressure. (Pn) Negative flow control pressure. (Ps) Power
shift pressure.
Pump Compartment
(11) Line [upper pump (Pn)]. (23) Line (Ps). (39) Regulator (lower pump). (40) Port. (41) Regulator (upper pump). (42)
Line [lower pump (Pn)].
The pump regulator functions as follows:
* Using the electronic control system, the regulator receives the hydraulic signal pressure
[power shift pressure (Ps)] and controls the pump output flow depending on the machine load
and engine speed.
* To keep the horsepower from the engine to the pump constant, the regulator receives
summation of upper pump delivery pressure (P1) and lower pump delivery pressure (P2)
through the cross sensing control. This is called the total horsepower control.
* When the control levers are in NEUTRAL or in PARTIAL MOVEMENT position, the
regulator receives the negative flow control pressure (Pn). Negative flow control pressure (Pn)
controls the pump output flow. This is called the negative flow control.
The regulators of the upper and lower pumps are identical in construction and operation. Description
is given to the upper pump regulator.
Oil from the upper pump and pilot pump flows to regulator (41) as follows:
Oil from the upper pump goes through passages (10) and (7) in housing (8) to passages (15) and (17).
Oil through passage (15) controls piston (14). Oil through passage (17) goes to passage (25). Also, oil
goes to piston chamber (37) through passage (35). Oil from the lower pump goes through passage (5)
to control piston body (14).
Power shift pressure (Ps) goes through line (23) to port (40) which is common to upper and lower
pump regulators (41) and (39).
During total horsepower control, both upper pump delivery pressure (P1) and the lower pump
delivery pressure (P2) act against the ring grooves of control piston (14) while power shift pressure
(Ps) is acting against the top end face of control piston (14). Control piston (14), pin (21) and control
piston (24) now shifts to control the pump output.
During negative flow control, negative flow control pressure (Pn) from line (11) acts against the top
surface of piston (13). Control piston (14) shifts, causing control piston (24) to move for pump flow
control.
NOTE: For further information on total horsepower control and negative flow control, refer to the
"Regulator Operation" section in this module.
Regulator Operation
Constant Horsepower Flow Control (Before Pump Destroke)
Regulator Operation (Before Pump Destroke)

(5) Passage. (14) Control piston. (15) Passage. (17) 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. (45) Upper pump. (P1) Upper pump delivery pressure. (P2) Lower pump delivery pressure. (Ps)
Power shift pressure.
Regulator Operation (Partial)

(5) Passage. (14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (22) Spring. (24) Control piston. (25)
Passage. (26) Spring Chamber. (27) Spring. (47) Top surface. (48) Passage. (49) Passage. (P1) Upper pump delivery
pressure. (P2) Lower pump delivery pressure. (Ps) Power shift pressure.
When the machine is operating with a low load, the upper pump delivery pressure (P1) from passage
(15) and lower pump delivery pressure (P2) from passage (5) act on ring grooves 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 upper pump delivery pressure
(P1), lower pump delivery pressure (P2) and power shift pressure (Ps) 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). Upper pump delivery pressure (P1) 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.
Total Horsepower Flow Control (After Start Of Pump Destroke)
Regulator Operation (After Start Of Pump Destroke)

(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. (45) Upper pump. (50) Set screw. (P1) Upper pump delivery pressure. (P2) Lower pump delivery
pressure. (Ps) Power shift pressure.

(5) Passage. (14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (24) Control piston. (25) Passage.
(26) Spring chamber. (27) Spring. (47) Top surface. (48) Passage. (49) Passage. (50) Set screw. (P1) Upper pump delivery
An increased load on the main pump increases upper pump delivery pressure (P1) from passage (15)
and lower pump delivery pressure (P2) from passage (5) act on ring grooves of piston (14).
The combined forces of increased power shift pressure (Ps) through passage (20) acts on top surface
(47) 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,
which allows upper pump delivery pressure (P1) from passage (17) to go through passage (25) to the
bottom surface of ring (34).
Upper pump delivery pressure (P1) acting on the top surfaces of ring (34), is now supplied to piston
chamber (37) through passage (35). Upper pump delivery pressure (P1) 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 piston (32) moves up, spring (30) compresses and pushes control 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 tank pressure, the pressure on the bottom surface of ring
(34) becomes less than upper pump delivery pressure (P1). Piston (32) starts to stop upward
movement. When the force of upper pump delivery pressure (P1) 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
upper pump delivery pressure (P1) through passage (25) to the bottom surface of the ring.
As upper pump delivery pressure (P1) further increases and compresses spring (27), pistons (24) and
(32) operate in the same operating manner as that described above.
When upper pump delivery pressure (P1) is equal to the combined force of springs (28), (30), and
(27), piston (32) is in a balanced position and the angle of the cylinder is held a 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 a 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
Negative Flow Control Operation (Partial)

(11) Line [negative flow control pressure (Pn)]. (12) Port. (13) Piston. (14) Control piston. (17) Passage. (19) Bushing.
(21) Pin. (24) Control piston. (27) Spring. (28) Spring. (30) Spring. (32) Piston. (45) Upper pump. (47) Top surface. (48)
Passage. (49) Passage. (51) Passage. (52) Center bypass passage. (53) Negative flow control orifice. (54) Main control
valve. (55) Spring spacer. (56) Spring spacer. (P1) Upper pump delivery pressure. (P2) Lower pump delivery pressure.
(Pn) Negative flow control pressure. (Ps) Power shift pressure.
The rate of oil flow through center bypass passage (52) in main control valves (54) is maximum when
all control levers are in NEUTRAL position. When the control levers are partially moved for a
leveling operation, part of upper pump oil flows to passage (51), decreasing the rate of oil flow in
passage (52).
The oil flow in center bypass passage (52) is then restricted at negative flow control orifice (53).
Negative flow control pressure (Pn) now develops in line (11). Modulation [increase or decrease of
negative flow control pressure (Pn)] is done depending on the rate of oil flow through center bypass
passage (52). Negative flow control pressure (Pn) is maximum when all control levers are in
NEUTRAL position, keeping the pump output flow at minimum.
NOTE: For more information of the negative flow control pressure (Pn), see "Control Valve" in this
module.
Negative flow control pressure (Pn) in line (11) enters the regulator through port (12) and acts on the
top surface of piston (13). Piston (13) tries to move down. Power shift pressure (Ps) acting on top
surface (47) of control piston (14) and upper pump delivery pressure (P1) and lower pump delivery
pressure (P2) acting on body of control piston (14) are also acting on the inner surface of bushing
(19). Bushing (19) tries to push piston (13) up.
When negative flow control pressure (Pn) acting on piston (13) is greater than the combined forces
acting on bushings (19), piston (13) moves down allowing the negative flow control to function. As
piston (13) moves down, bushing (19) is pushed down, pushing control piston (14) down. Now the
cylinder decreases its angle and destrokes the pump in the same manner as described for the total
horsepower control.
When all control levers are in NEUTRAL position [because negative flow control pressure (Pn) is
maximum], control piston (14) pushes down against pin (21) moving control piston (24) down,
opening passage (48). Now upper pump delivery pressure (P1) from 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 of upper
pump delivery pressure (P1) 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 total horsepower control. The cylinder is now held at the minimum
angle position for minimum pump output flow.
When the control levers are partially moved, negative flow control pressure (Pn) gradually decreases
its force on piston (13). As the forces of compressed springs (27) and (30) overcomes the force of the
decreased negative flow control pressure (Pn), 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 control pressure
(Pn).
When piston (13) moves up due to a lower negative flow control pressure (Pn), the total horsepower
control functions.
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 the following two pressures:
* Pump output circuit pressure.

* 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
horsepower characteristic curve (2) represents the respective flow rate and pressure to maintain pump
output horsepower constant.
Hydraulic Schematic Of Main Control Valves
(2) Line relief valve (stick cylinder rod end)
(3) Main control valve
(7) Line relief valve (boom cylinder head end)
(8) Return port
(9) Parallel feeder passage
(10) Load check valve
(11) Left travel control valve
(12) Straight travel control valve
(13) Right travel control valve
(14) Attachment control valve
(15) Bucket control valve
(16) Center bypass passage
(17) Line relief valve (bucket cylinder rod end)
(18) Boom I control valve
(19) Stick II control valve
(20) Negative control relief valve
(21) Negative control orifice
(22) Boom II control valve
(23) Line relief valve (stick cylinder head end)
(25) Stick I control valve
(26) Swing control valve
(28) Line relief valve (bucket cylinder head end)
(32) Line relief valve (boom cylinder rod end)
(33) Logic valve
(35) Boom raise pressure switch
(36) Inlet port (lower pump)
(37) Inlet port (upper pump)
(38) Inlet port (pilot pump)
(39) Negative control line
(41) Upper pump
(42) Lower pump
(43) Pilot pump
(44) Hydraulic tank
Main Control Valves
Introduction
Main Control Valves (Viewed From The Front)

(4) Implement/swing pressure switches. (5) Travel pressure switch. (11) Left travel control valve. (12) Straight travel
valve. (13) Right travel control valve. (14) Attachment control valve. (15) Bucket control valve. (18) Boom I control
valve. (19) Stick II control valve. (22) Boom II control valve. (23) Line relief valve (stick cylinder head end). (25) Stick I
control valve. (26) Swing control valve. (28) Line relief valve (bucket cylinder head end). (31) Main relief valve. (35)
Boom raise pressure switch. (45) Left body. (46) Right body.
Main Control Valves (Viewed From The Bottom/Front)

(6) Boom drift reduction valve. (7) Line relief valve.
Main Control Valve (Viewed From The Bottom)

(1) Stick drift reduction valve. (2) Line relief valve.
Main control valve (3) is located in the hydraulic system between the pumps and actuators (cylinders
and motors). Depending on the machine operation, components and passages in the valve control oil
flow and pressure in the circuits from the pumps to actuators.
The main control valve consist of right body (46) and left body (45). These two components are
coupled together with bolts to make one assembly. In right body (46), the following control valves are
in parallel:
Right travel control valve (13).
Attachment control valve (14).
Bucket control valve (15).
Boom I control valve (18).
Stick II control valve (19).
In left body (45), the following control valves are in parallel:
Straight travel control valve (12).
Left travel control valve (11).
Swing control valve (26).
Stick I control valve (25).
Boom II control valve (22).
The left body has return port (8). The left body has inlet ports (36). The upper pump oil flows into
inlet port (37). The lower pump oil flows into inlet port (36). The upper and lower pump oil flow is
controlled by the main 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 main control valves and flows out
through return ports (8) and back to the hydraulic tank (44) through return line.
Each body has other important components as follows:
Right body (46):

* Boom cylinder rod end line relief valve (32) and bucket cylinder line relief valves (28) and
(17) that limit respective circuit pressures.
* Negative flow control relief valve (20) and negative flow control orifice (21) that function to
destroke the main pump when the control levers are in the NEUTRAL position or moved
partially.
* Boom drift reduction valve (6) that prevents boom cylinder drift when the control levers are
in NEUTRAL position. Line relief valve (7) for the boom cylinders (head end side) is located
on boom drift reduction valve (6).
* Implement/swing pressure switch (4) that creates electric signals for the Automatic Engine
Speed Control operation, along with the right and left travel pressure switch (5).
* Load check valve (27).
Left body (45):

* Stick cylinder head end line relief valve (23).
* Negative flow control relief valve (30) and negative flow control orifice (29).
* Stick drift reduction valve (1) that prevents stick cylinder drift when the main control valves
are in neutral position. Stick cylinder rod end line relief valve (2) is located on stick drift
reduction valve (1).
* Main relief valve (31) that limits the main hydraulic system pressure.
* Boom raise pressure switch (35) that assures an optimum boom raise speed.
NOTE: Major functions of the above components are basically the same as those described in right
body (46).
Functions of the main control valves are divided into the following five configurations:
1. Main control valves in the NEUTRAL position with no load placed on cylinders and motors.
2. Individual valve operation.
3. Negative flow control when the control levers are in the NEUTRAL position or moved partially.
4. Load check valve operation to prevent cylinder drift.
5. Relief valve operation to limit circuit pressure.
Description on some components that are installed on or in the main control valves will be given
separately. Refer to appropriate sections in this module for further information on these components
shown below.
* Implement/swing pressure switch (4), travel pressure switch (5) and boom raise pressure
switch (35): Refer to "Pilot Oil Supply Circuit" section in this module.
* Boom drift reduction valve (6) and stick drift reduction valve (1): Refer to "Boom, Stick, And
Bucket Control" section in this module.
* Straight travel control valve (12): Refer to "Straight Travel Control" section in this module.
* Logic valve (33): Refer to "Loading Operation" section in this module.
* Implement/swing pressure switch (4) and travel pressure switch (5): Refer to the module
"Systems Operation, Electronic And Electrical Systems".
Main Control Valve Operation In Neutral Position
Main Control Valves (Neutral Position)

(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. (18) Inlet port. (19) Inlet port. (22) Return port. (23) Straight travel control 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). Upper pump oil enters the right body through inlet
port (18) provided in left body (14) and goes through center bypass passage (30) and parallel feeder
passage (26). The lower pump supplies oil to left body (14). Lower pump oil enters the left body
through inlet port (19) provided in left body (14) and goes through center bypass passage (31) and
parallel feeder passage (27).
When all the control levers are in the NEUTRAL position, upper pump oil from inlet port (18) flows
through center bypass passage (30), negative flow control orifice (29), return passage (28), (33) and
out through return port (22). The oil returns to the hydraulic tank. Lower pump oil from inlet port (19)
flows through center bypass passage (31), negative flow control orifice (32), return passage (33), and
out through return port (22). The oil returns to the hydraulic tank. Oil in parallel feeder passages (26)
and (27) supplied from both pumps remains blocked by each control valve stem.
Activation of any control lever provides two paths for upper pump oil. One path is from center bypass
passage (30) to right travel control valve (5) and through attachment control valve (4), bucket control
valve (3), boom I control valve (2) and stick II control valve respectively. 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 through swing control
valve (8), stick control valve (9) and boom II control valve (10) respectively. The other path is from
parallel feeder passage (27) to swing control valve (8).
Individual Valve Operation
Bucket Control Valve (Neutral Position)

(1) Line relief valve (bucket cylinder rod end). (2) Port. (3) Parallel feeder passage. (4) Load check valve. (5) Passage. (6)
Port. (7) Line relief valve (bucket cylinder head end). (8) Pilot port. (9) Pilot port. (10) Return passage. (11) Stem. (12)
Center bypass passage. (13) Spring.
The bucket control valve is used as a typical example for describing the operation of individual
control valves.
When all pilot control valve levers are in the NEUTRAL position, there is no pilot oil sent to pilot
ports (8) and (9) from the pilot control valve. Stem (11) is centered in the NEUTRAL position by the
force of spring (13). The upper pump oil goes through center bypass passage (12) to the hydraulic
tank.
Bucket Control Valve (Bucket Close Position)

(2) Port. (3) Parallel feeder passage. (4) Load check valve. (5) Passage. (6) Port. (8) Pilot port. (10) Return passage. (11)
Stem. (12) Center bypass passage. (14) Passage. (15) Passage.
When the bucket control valve is operated to the bucket CLOSE position, pilot oil is supplied to pilot
port (8) moving stem (11) to left. This closes center bypass passage (12) and opens passage (15).
Passage (14) is now connected to return passage (10).
Upper pump oil in parallel feeder passage (3) flows through load check valve (4), passage (5), and
(15) to port (6). The bucket cylinder rod extends, allowing the displaced oil in the rod end to flow to
port (2).
Oil from port (2) flows through passage (14) to return passage (10) and back to the hydraulic tank.
Negative Flow Control Signal
Hydraulic Schematic (Partial) (Negative Flow Control)

(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. (22) Return line. (23) Port
Main Control Valves (Viewed From Top/Right)

(7) Negative flow control line. (9) Negative flow control line.
A negative flow control pressure signal from center bypass passages (1) and (2) occur during the
following instances:
* When cylinders or motors are not in operation.

* 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. (23) Port. (Pn) Negative flow control pressure.
Oil flow from upper pump (12) flows from center bypass passage (2) through passage (3), 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 pressure (Pn) now goes through passage (4) and negative flow
control line (9) to the pump regulator. The negative flow control of the regulator caused 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 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 (Pn) 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 (Leveling 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 passages (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 (Pn) 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 (Pn). The upper pump
output is held maximum. Now the upper pump output is controlled by the constant horsepower flow
control.
Modulation (increase or decrease) of exact pump output needed is done by inching the control levers.
This allows fine 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
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 oil loss from a high
pressure circuit (in parallel and in operation at the same time) to a lower pressure circuit. For
example, the check valve operates when the bucket cylinder is moved under a light load while the
boom cylinders are raised. The high pressure oil of the boom cylinders wants to flow toward the low
pressure oil side of the bucket cylinder. Load check valve (1) prevents the boom from lowering.
Second, load check valve (1) prevents the boom from moving down when first activated at a slow
speed. When the boom starts moving 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 oil in the boom
cylinders would flow through center bypass passage (2) to the hydraulic tank. This would cause the
boom to lower. Load check valve (1) prevents flow of pressure oil from the head end of the cylinders
to the hydraulic tank.
Limitation Of Pressure In Circuit

Two types of relief valves are installed on the main control valves to limit pressure in hydraulic
circuit.
A. Main relief valve to limit pressure in the main hydraulic system.

B. Line relief valve to limit built-in pressure in the cylinder circuits.
Main Relief Valve
Cross Section Of Straight Travel Valve And Main Relief Valve

(1) Straight travel valve. (2) Main control valve. (3) Right travel control valve. (4) Check valve. (5) Upper pump. (6)
Check valve. (7) Passage. (8) Pilot pump. (9) Main relief valve. (10) Lower pump. (11) Line. (12) Line. (13) Line.
Oil from upper and lower pumps (5) and (10) enters main control valves (2) through lines (12) and
(11), respectively. Upper and lower pump oil then goes through check valves (6) and (4) to passage
(7).
Only the higher oil pressure from either upper or lower pumps can go through passage (7) to main
relief valve (9). The main relief pressure is limited to 36 800 kPa (5350 psi) for any implement
operation.
Closed Position
Main Relief Valve (Valve In Closed Position)

(7) Passage. (14) Valve. (15) Spring chamber. (16) Spring. (17) Valve. (18) Spring. (19) Passage. (20) Orifice. (21) Return
passage.
When main pump oil pressure in passage (7) is less than the main relief pressure setting, valve (17) is
closed by the force of spring (18). The oil in passage (7) goes through orifice (20) and enters spring
chamber (15). Because the pressure in passage (7) and spring chamber (15) are equal, valve (14)
shifts to the left by the force of spring (16) and closes passage (19). There is no oil flow from passage
(7) to return passage (21).
During Operation
Main Relief Valve (During Operation With Valve In Open Position)

passage. (22) Adjuster. (23) Passage. (24) Valve chamber.
As the oil pressure in passage (7) increases to the relief pressure setting, the oil pressure in passage
(7) overcomes the force of spring (18) and opens valve (17). The oil in valve chamber (24) goes
through passage (23) to return passage (21) and becomes low pressure oil. Now the oil pressure from
passage (7) is decreased at orifice (20). The oil then goes through spring chamber (15) to valve
chamber (24). Because of the decreased oil pressure in spring chamber (15), the oil pressure from
passage (7) pushes valve (14) to the right against the force of spring (16). Passage (19) now opens
allowing the high pressure oil flow from passage (7) to return passage (21). Pressure adjustments can
be made with adjuster (22).
Line Relief And Makeup Valves

Line relief and make up 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 36 800 kPa (5350 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.
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), through the hole of 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) is now blocked to return passage (8).
Line Relief Valve (Open Position)

(1) Passage. (3) Valve. (4) Spring chamber. (5) Valve. (6) Spring. (7) Piston. (8) Orifice. (9) Return 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 force of spring (6). The oil from valve chamber (1) now goes through passage
(12) to return passage (8). The oil pressure in 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), through the hole of piston (7). 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 (Makeup Valve In Operation)

(1) Passage. (2) Valve. (3) Valve. (4) Spring chamber. (8) Return 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.
When oil is lost through operation of the line relief valve for the head end of a cylinder, the oil has to
be made up (replaced) in the rod 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). Oil pressure from return passage (8) acts on shoulder (13) of
valve (2). The back side of shoulder (13) receives the negative pressure occurred in spring chamber
(4). Valve (2) moves to the right. Now the oil from return passage (8) goes to passage (1) as makeup
oil, removing the vacuum condition in passage (1).
Hydraulic Schematic For Pilot Oil
(1) Swing parking brake solenoid valve
(2) Swing parking brake
(3) Displacement change valve (left travel)
(4) Displacement change valve (right travel)
(5) Line
(6) Line
(10) Control valve
(16) Line
(17) Line
(18) Passage
(19) Passage
(20) Logic valve
(22) Passage
(23) Pressure control valve
(25) Pilot control valve (left and right travel)
(26) Line
(27) Line
(28) Pilot control valve (stick/swing)
(29) Line
(30) Pilot control valve (bucket/boom)
(31) Line
(32) Fine control solenoid valve
(33) Travel speed solenoid valve
(34) Swing priority solenoid valve
(36) Pilot manifold
(37) Line
(38) Passage
(40) Passage
(41) Passage
(43) Line
(44) Upper pump
(45) Lower pump
(46) Pilot pump
(47) Line
(48) Pilot filter
Pilot Oil Supply Circuit

Introduction
Pilot system oil from pilot pump (46) has the following three main functions:
(1) To control main pump output.

(2) To operate the main control valves.
(3) To create pilot pressure signals so various operations can be achieved.
The pilot system oil from pilot pump (46) goes through pilot filter (48) and line (47) and enters pilot
oil manifold (36). The pilot oil is then separated into the following circuits through respective lines
(29) and (43), and passages (38), (40) and (41).
* Proportional reducing valve circuit;
Pilot oil from passage (38) goes to proportional reducing valve (35). The pilot oil is changed
into a hydraulic signal of power shift pressure. The hydraulic signal goes through line (37) to
the regulators of main pumps (44) and (45) to control the pump output.
NOTE: For more information on the regulators and main pumps, refer to "Main Pump" section
in this module.
* Pilot control valve circuits
Pilot control valve circuits direct pilot pump oil through pilot filter (48) to hydraulic activation
control valve (39). Pilot oil then goes to pilot control valves (25), (28), and (30). When a pilot
control valve is operated, pilot oil flows as follows:
Pilot oil goes to the main control valve(s) selected and shifts the stem(s) in the selected main
control valve(s) to operate a cylinder and/or motor. As a typical example, pilot oil from line
(17) or (31) controls the movement of the stem in boom I control valve (14).
The pilot oil from line (16) or line (6) activates boom drift reduction valve (15) or stick drift
reduction valve (7) during boom lower or stick in operation.
When the boom control lever is moved to the LOWER position, pilot oil from pilot control
valve (30) goes through line (16) to boom drift reduction valve (15). Boom drift reduction valve
(15) allows return oil flow from the boom cylinder head end to main control valves (10). Now
the boom cylinder retracts for boom lower.
When the stick control lever is moved to the STICK IN position, pilot oil through line (6)
activates stick drift reduction valve (7) in the same manner as that described for boom drift
reduction valve (15). Now the stick cylinder extends for Stick In.
NOTE: For more information on boom and stick drift reduction valves, refer to the "Boom
And Stick Control" section in this module.
When the boom control lever is moved to the full RAISE position, pilot oil from line (26)
activates boom raise pressure switch (24). Boom raise pressure switch (24) energizes fine
control solenoid valve (32). This assures enough boom raise speed for the combined operation
of Boom Raise and Stick In.
NOTE: For more information on the fine control solenoid valve, refer to the "Leveling
Operation" section in this module.
* Main control valve circuits;
Pilot circuits in the main control valves direct pilot oil from line (43) to main control valve (10).
The oil then separates into two oil flow paths through passages (18) and (19).
Pilot pressure in passage (19) turns travel pressure switch (12) ON. When the machine does not
travel, the pressure in passage (19) is low and switch (12) is OFF. Travel pressure switch (12) is
located at the front of main control valve (10). The ON or OFF signal from travel pressure
switch (12) is sent to the electronic controller. The electronic controller processes the signal
from travel pressure switch (12) and the signal from implement/swing pressure switch (11) so
the automatic engine speed control (AEC) functions.
NOTE: For more information, refer to the module "Systems Operation, Electronic and
Electrical Systems".
When right and left travel control valves (13) and (8) are operated simultaneous with swing or
implement controls, the pilot oil pressure in passages (19) and (22) increases. The pressure
increase activates straight travel control valve (9) so the machine can travel straight during a
combined operation.
NOTE: For more information, refer to the "Straight Travel Control" selection in this module.
When a swing and/or implement control(s) is operated, the pilot oil pressure in passage (18)
increases. The increased oil pressure turns on implement/swing pressure switch (11). When no
implement and swing controls are operated, the pilot oil pressure in passage (18) remains low
and does not turn on implement/swing pressure switch (11).
NOTE: For more information on implement/swing pressure switch (11) and right and left
travel pressure switch (12), see the separate module "Engine And Pump Electronic Control
System, System Operation, Testing And Adjusting, SENR9291.
* Swing parking brake release circuit;
The swing parking brake release circuit releases the swing parking brake during implement
and/or swing operation. Pilot oil in line (5) goes to swing parking brake control valve (1). Pilot
oil from pilot manifold (36) goes through line (29), hydraulic activation control valve (39) and
line (5) to swing parking brake control valve (1). When implement and/or swing controls are
operated, the pilot oil pressure in passage (18) increases. The pressure increase activates swing
parking brake control valve (1) to the open position. Now the pilot oil from line (5) goes
through swing parking brake control valve (1) to swing parking brake (2). This pilot oil releases
the swing parking brake.
NOTE: For more information, refer to the "Swing Control" section in this module.
* Logic valve circuit
Pilot oil in passage (41) goes through swing priority solenoid valve (34) to pressure control
valve (23). Pressure control valve (23) activates to open logic valve (20). This allows the swing
and stick circuits to share the lower pump oil in an optimum manner.
NOTE: For more information on the logic valve, refer to the "Loading Operation" section in
this module.
* Automatic travel speed change valve circuit;
Pilot oil flows from passage (40) to travel speed solenoid valve (33). When the travel speed
switch on the switch panel is placed in high speed position, travel speed solenoid valve (33)
opens after travel has been initiated. Pilot oil from passage (40) goes through travel speed
solenoid valve (33). From the travel speed solenoid valve, oil enters line (27) and passes to
right and left travel displacement change valves (4) and (3). Valves (3) and (4) activate so the
machine travels in an optimum speed.
NOTE: For more information, refer to the "Travel Control" section in this module.
Components In Pilot Oil Circuit
Pilot Oil Circuit Schematic (Partial)

(1) Pilot control valve (stick/swing). (2) Pilot control valve (bucket/boom). (3) Upper pump. (4) Pilot pump. (5) Pilot
manifold. (6) Proportional reducing valve. (7) Accumulator. (8) Pilot relief valve. (9) Lower pump. (10) Hydraulic
activation control valve. (11) Pilot filter.
This section gives the description on the construction and operation of the following pilot circuit
components:
1. Pilot pump (4).

2. Pilot filter (11).
3. Accumulator (7).
4. Pilot relief valve (8).
5. Hydraulic activation control valve (10).
6. Pilot control valves for stick/swing (1) and bucket/boom (2).
7. Proportional reducing valve (6).
Pilot Pump
Pilot pump (4) is a gear type pump and is mechanically connected to lower pump (9). The pilot pump
supplies pressure oil to the pilot system. At no load rpm, the pilot pump output flow is approximately
37 liters/min (10 U.S. gpm).
Pilot Filter
Hydraulic Tank (Rear View)

(11) Pilot filter.
Pilot Filter
(11) Pilot filter. (12) Relief valve. (13) Filter element.
Filter element (13) in pilot filter (11) removes contaminants from the pilot oil.
If the flow through filter element (13) becomes restricted due to oil being too cold or too
contaminated, the oil bypasses pilot filter (11) through bypass relief valve (12).
Pilot Relief Valve
Pilot Oil Manifold Compartment

(5) Pilot oil manifold. (7) Accumulator. (8) Pilot relief valve.
Pilot Oil Manifold (Partial)

(5) Pilot oil manifold. (7) Accumulator. (8) Pilot relief valve. (14) Gas chamber. (15) Bladder. (17) Oil chamber. (18)
Port. (19) Inlet port. (20) Passage. (21) Passage. (22) Check valve. (23) Valve.
Pilot relief valve (8) is attached to pilot oil manifold (5). The pilot relief valve limits the pressure in
the pilot circuit to 4100 kPa (595 psi). When the pressure in passage (21) increases to the pilot relief
valve pressure setting, valve (23) opens to allow part of oil in passage (21) to return to the hydraulic
tank. The pilot relief pressure is limited to 4100 kPa (595 psi).
Accumulator
Pilot oil flows through pilot filter (11) and port (18) of pilot oil manifold (5) and enters passage (21).
The pilot oil opens check valve (22) and goes out through passage (20) to hydraulic activation control
valve (10). Pilot oil then goes to the pilot control valves.
Accumulator (7) provides oil to the pilot line as makeup oil. During combined operations, the pilot
system needs more oil because there is not enough pilot pump oil flow. When lowering implements
with the engine stopped, makeup oil supply is provided by the accumulator.
The accumulator stores hydraulic pressure oil by taking advantage of the compressibility of nitrogen
gas in gas chamber (14).
The pilot pump oil from passage (20) goes through inlet port (19) and into oil chamber (17). The pilot
pressure oil pushes against bladder (15) compressing the nitrogen gas in gas chamber (14).
Check valve (22) is located in the passage connected to inlet port (19). The check valve prevents oil
from flowing back to passage (21). Accumulator oil goes through passage (20) and is used to shift the
main control valve stems.
Hydraulic Activation Control Valve
Cab Floor (Bottom View)

(1) Hydraulic activation control valve. (2) Solenoid valve.
Cab
(3) Hydraulic activation control lever (LOCKED position).
Cab
(3) Hydraulic activation control lever (UNLOCKED position).
Hydraulic Activation Control Lever

(3) Hydraulic activation control lever. (4) Bar. (5) Plunger. (6) Limit switch.
When hydraulic activation control lever (3) is placed in the LOCKED position, solenoid valve (2) of
hydraulic activation control valve (1) is not energized. Hydraulic activation control valve (1) closes to
block pilot pump oil supply to the pilot control valves. All hydraulic controls are locked. No operation
of cylinders and motors can be made by activation of hydraulic controls.
Hydraulic activation control lever (3) has a limit switch (6). The limit switch allows the engine start
switch to operate only when hydraulic activation control lever (3) is placed in the LOCKED position.
This prevents unexpected machine and/or implement operation.
When hydraulic activation control lever (3) is placed in the UNLOCKED position, hydraulic
activation control valve (1) is opened to allow pilot oil to flow to the pilot control valves.
Hydraulic Activation Control Valve (UNLOCKED Position)

(1) Hydraulic activation control valve. (2) Solenoid valve. (7) Port (travel pilot control valve). (8) Port (swing/stick
control valve). (9) Port (boom/bucket control valve). (10) Return port. (11) Port. (12) Spring. (13) Passage. (14) Passage.
(15) Passage. (16) Passage. (17) Spool.
When hydraulic activation control valve (1) is placed in the UNLOCKED position, solenoid valve (2)
is energized to move spool (17) to left. Port (11) is open to passage (14) through passage (18) and
(15). Pilot oil enters hydraulic activation control valve (1) through port (11). The pilot oil then goes
through passage (7), (8) and (9) to pilot control valves. The oil then activates the main control valves.
Limit switch (6) is located near the hydraulic activation bar (4) in the left console. When the hydraulic
activation control valve is in the UNLOCKED position, plunger (5) of limit switch (6) is in the ON
position.
When hydraulic activation control valve (1) is in the LOCKED position, solenoid valve (2) is de-
energized. Consequently, spool (17) returns to the right by spring (12) force. Pilot pump oil is blocked
(held) between port (11) and passage (14). Passage (13) is now connected to return passage (10).
When the flow of pilot oil is blocked to passage (14), return oil from each pilot control valve goes
through passages (14), (13), and (16). Return oil now passes through return port (10) to the hydraulic
tank. Movement of the pilot control valve levers will not activate the main control valves.
When the hydraulic activation control lever (4) is in LOCKED position, plunger (5) of limit switch
(6) is in the OFF position.
The engine start switch can only be operated when limit switch (6) is in the OFF position and
hydraulic activation control valve (1) is in the LOCKED position.
Pilot Control Valves
Cab
(1) Pilot control valve (stick/swing). (2) Pilot control valve (bucket/boom).
Main Control Valve Compartment (Top View)

(3) Pilot line (boom I LOWER). (4) Pilot line (BACKWARD RIGHT travel). (5) Pilot line (LEFT swing). (6) Pilot line
(boom II RAISE). (7) Pilot line (drain). (8) Pilot line (bucket CLOSE). (9) Pilot line (BACKWARD LEFT travel). (10)
Pilot line (stick I IN).
Pilot control valves (1) and (2) send pilot pump oil to the main control valves through the following
pilot lines:
1. Pilot line (10) for stick I IN.

2. Pilot line (7) drain line.
3. Pilot line (5) for left swing
4. Pilot line (8) for bucket CLOSE.
5. Pilot line (3) for boom I LOWER.
6. Pilot line (6) for boom II RAISE.
Pilot lines for stick I OUT and IN, stick II OUT and IN, RIGHT swing, bucket OPEN and boom I
RAISE are connected opposite their corresponding ports on the main control valves, respectively.
Pilot Control Valve (Implement And Swing)

(1) Control lever. (2) Rod. (3) Return passage. (4) Passage. (5) Spool. (6) Plate. (7) Rod. (8) Seat. (9) Spring. (10) Spring.
(11) Return chamber. (12) Return passage. (13) Passage. (14) Spool. (15) Port. (16) Passage. (17) Port. (19) Port. (20)
Spring. (21) Seat.
When control lever (1) is moved to the right, plate (6) tilts to the right. Plate (6) pushes down on rod
(7) and seat (8) pushes against the force of metering spring (9) and spring (10). The force of metering
spring (9) moves spool (14) down, opening passage (13). The oil can now go through passage (13),
and out port (17) 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
(15), through return passage (3) and into return chamber (11) back to tank.
As long as rod (2) is not pushed down, return passage (3) is open and passage (4) is blocked.
Spring (10) provides the necessary force to allow the control levers to return to the NEUTRAL
position when released.
When the pilot control lever is moved to the left, metering spring (9) is compressed.
The metering spring forces spool (14) to move down. Movement of spool (14) controls the amount of
pilot oil pressure that goes through passage (13). Pilot oil passes through passage (13) to the main
control valves. The pilot oil sent to the main control valves changes proportionally to the travel
distance of the pilot control lever. Movement of the main control valve stem causes a change in oil
flow to cylinders and/or motors, proportional to a change in pilot oil pressure. Fine movement of the
pilot control lever allows fine control of operation of the cylinders and/or motors.
When control lever (1) is moved a little, only spring (9) controls spool (14). Pilot pressure change in
proportion to the travel distance of the control lever is small and allows fine control. When control
lever (1) is moved a lot and bottom of rod (7) begins to contact spring (20), two springs (9) and (20)
control spool (14), and large change rate of pilot pressure allows rapid speed control.
Spring (10) in the pilot control valve provides adequate lever effort.
Proportional Reducing Valve

(1) Proportional reducing valve. (2) Line (to main pump). (3) Line (from pilot pump). (4) Line (to hydraulic tank). (5)
Pilot manifold.
Proportional reducing valve (1) is located on pilot oil manifold (5). Proportional reducing valve (1)
receives pilot pump oil from line (3). Pilot oil from line (3) is changed into the hydraulic signal of
power shift pressure. The power shift pressure delivers the hydraulic signal through line (2) to the
main pumps.

(1) Proportional reducing valve. (5) Pilot manifold. (6) Solenoid. (7) Spool.
Proportional reducing valve (1) consists of solenoid (6) and spool (7). While the engine is operating,
an electrical signal from the electronic controller energizes solenoid (6). Solenoid (6) controls valve
(7). Valve (7) allows a certain amount of pilot pressure oil through to the pump regulator which
controls the pump output. This pilot pressure signal received by the pump 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 decrease the power shift pressure for an increase in pump output.
Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Increase)

(8) Spring. (9) Spool. (10) Passage (power shift pressure). (11) Passage. (12) Passage (pilot pressure).
A decrease in engine speed increases the signal current to solenoid (6) which increases the magnetic
force. The magnetic force moves spool (9) down which compresses spring (8). When spring (8)
compresses, passage (11) opens to allow pilot oil flow from line (3). Pilot oil in line (3) passes
through passages (12) and (11). Pilot oil then goes through passage (10) and line (2) to the pump
regulator as power shift pressure. The power shift pressure increases and the pump destrokes.
Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Decrease)

(8) Spring. (9) Spool. (10) Passage. (11) passage. (13) Passage. (14) Passage.
An increase in engine speed decreases the signal current to solenoid (6) which decreases the magnetic
force. The force of spring (8) overcomes the spool (9) resistance which causes spool (9) to move up,
passage (14) opened and passage (11) blocked. Power shift pressure in passage (10) then vents
through passage (14). From passage (14) power shift pressure passes through passage (13) and line
(4) to the hydraulic tank. The power shift pressure decreases and the pump upstrokes.
Power shift pressure is determined by the relationship between the magnetic force applied to spool (9)
and the resistance force of spring (8). The power shift pressure decreases if the force on the spool is
smaller than the force of the spring (less signal current flow to the solenoid).
The power shift pressure increases if the force on the spool is greater than the force of the spring
(greater signal current flow to the solenoid).
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. (23) Piston chamber. (24) Orifice. (25) Piston. (26) Spring. (27)
Spring. (28) Spring chamber. (29) Ball. (30) Rod. (31) Spring. (32) Spring. (33) Spring chamber. (34) Ball.
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), (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 passages (17), (15) and (14). The oil now flows into return chamber (13) and back
to the tank through return port (12).
When 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 pressure oil increases in port (18).
Since the pressure oil is more than the force of spring (6), spool (7) moves up and opens passage (8).
The oil from port (18) goes through passages (9), (20) and (8) into return chamber (13). The pressure
oil flow 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). For details of how the pressure
at port (18) varies, see "Pilot Control Valve For Implements And Swing" in the section, "Pilot
Circuit".
When lever/pedal (1) is released, spring (5) pushes up on seat (4) and rod (3). The pedal returns the
lever to the NEUTRAL position. The spool (7) moves up. The oil in port (18) can now flow through
passages (9), (20), (8), return chamber (13) and back to tank.
When lever/pedal (1) is moved to the REVERSE TRAVEL position, operation is the same as that
described for FORWARD TRAVEL position.
The damper mechanism is built in this pilot control valve.
Purpose of this mechanism is to gain operation feeling corresponding to the operation speed of
lever/pedal (1), as well as to prevent vibration which is generated when lever/pedal (1) is released
from its halfway stroke.
When lever/pedal (1) is moved forward suddenly, rod (3) is pushed down. Rod (3) pushes piston (25),
springs (26) and (27) down together. Thus, the hydraulic oil in spring chamber (28) is pressurized.
Ball (29) closes the opening. The confined hydraulic oil is squeezed out of spring chamber (28)
gradually into piston chamber (23) through orifice (24). Thus, the damper works. At the same time,
rod (30) is pushed up by spring (31) and (32). The oil pressure in spring chamber (33) becomes low
which pushes up ball (34) up from chamber (13). As a result, rod (30) follows the movement of pedal
(2).
When lever/pedal (1) is partially moved for fine control, rod (3) is pushed down slowly. As a result,
the oil pressure in spring chamber (28) and in piston chamber (23) become equal soon, so that the
damper force is weak.
Hydraulic Schematic For Return Circuit
(1) Swing motor.
(2) Travel motor.
(3) Drain line.
(4) Drain line.
(5) Makeup line.
(6) Return passage.
(7) Main control valves.
(8) Center bypass passage.
(9) Orifice.
(10) Orifice.
(11) Drain line.
(13) Return line.
(14) Upper pump.
(15) Pilot pump.
(16) Drain filter.
(17) Slow return check valve.
(18) Oil cooler.
(19) Return filter.
(20) Hydraulic tank.
(21) Lower pump.
(22) Bypass check valve.
(23) Suction line.
(24) Return line.
(25) Drain line.
(26) Return line.
Return Circuit
Introduction
The oil from upper and lower pumps (14) and (21) enters main control valves (7) and flows to return
passage (6) as follows:
1. With no load placed on the machine;
a. Upper pump oil goes through center bypass passage (8) and orifice (9) to return
passage (6).
b. Lower pump oil goes through center bypass passage (12) and orifice (10) to return
passage (6).
2. With a load placed on the machine;
a. Return oil from each control valve for travel, swing and implements goes to return
passage (6).
The oil in return passage (6) then flows as follows:
1. With very low oil temperature, most of the oil is returned through return line (13), slow
return check valve (17), check valve (22) and return filter (19) to hydraulic tank (20). The
remainder of the oil goes through oil cooler (18) and return filter (19) to hydraulic tank (20).
2. When the oil temperature increases, the rate of oil flow through bypass check valve (22)
decreases. This causes the rate of oil flow through oil cooler (18) to increase.
Case drain oil from swing motor (1) and travel motor (2) goes through respective drain lines (3) and
(4), and combines at drain line (11). The oil then returns to hydraulic tank (20). Suction line oil to
upper pump (14), lower pump (21) and pilot pump (15) comes through suction line (23) from
hydraulic tank (20).
If a vacuum occurs in the swing motor, makeup line (5) routes part of the oil in makeup line (5) to the
motor eliminating the vacuum condition.
Components In Return Circuit

This section gives the description on the construction and operation of the following return circuit
components:
1. Oil Cooler.
2. Bypass check valve.
3. Return filter and hydraulic tank.
4. Drain filter.
Slow Return Check Valve And Oil Cooler
Main Control Valve Compartment (Return Circuit)

(5) Makeup line. (7) Control valve. (13) Return line. (17) Slow return check valve. (24) Return line.
Cab (Rear View)

(24) Return line. (25) Inlet line [to oil cooler (18)]. (26) Return line. (27) Block [built-in bypass check valve (22)].
Left Side Of Engine (Oil Cooler)

(18) Oil cooler. (25) Inlet line [to oil cooler (18)]. (28) Outlet line [from oil cooler (18)].
Slow return check valve (17) is provided in return line (24). Slow return check valve (17) restricts the
oil flow which causes a pressure increase in return line (13) and return passage (6). This causes part
of return line (13) to go to makeup line (5) to remove the vacuum in the swing motor.
NOTE: For more information on the makeup operation, refer to the "Swing Control" section in this
module.
Return oil flow from slow return check valve (17) passes through line (24). Line (24) sends the oil
flow to inlet line (25) and to bypass check valve (22). This bypass check valve is installed in block
(27). Inlet line (25) sends the oil flow to oil cooler (18). The oil cooler is bolted to the engine radiator.
The oil is cooled in the oil cooler and returned to hydraulic tank (20) through outlet line (28) and
return line (26).
Bypass Return Circuit
Rear Of Hydraulic Tank (Return Circuit)

(19) Return filter. (20) Hydraulic tank. (26) Return line.
Bypass Check Valve

(22) Bypass check valve. (24) Return line. (25) Inlet line [to oil cooler (18)]. (26) Return line. (27) Block. (28) Outlet line
[from oil cooler (18) to hydraulic tank (20)].
The oil comes through slow return check valve (17), flows through return line (24) to inlet line (25)
and to bypass check valve (22).
When return oil temperature is very low, resistance to oil flow in return line (24) is high and causes an
increase in oil pressure. When the pressure increases, bypass check valve (22) opens. Most of the
return oil flows through bypass check valve (22) to return line (26) and return filter (19) to hydraulic
tank (20). The remaining oil goes through inlet line (25) to oil cooler (18). This causes the oil
temperature to increase, minimizing the pressure loss and smoothing the movement of hydraulic
components.
As oil temperature increases, the oil pressure decreases. Bypass check valve (22) begins to close.
Now there is more oil flow through inlet line (25) to oil cooler (18) to keep optimum oil temperature.
Hydraulic Tank
Hydraulic Tank
(19) Return filter. (20) Hydraulic tank. (23) Suction line. (29) Return chamber. (30) Element. (31) Tank chamber. (32)
Line. (33) Port. (34) Suction screen. (35) Relief valve. (36) Passage.
Hydraulic Tank (Top View)

(38) Air breather.
Return oil from oil cooler (18) enters return chamber (31) of hydraulic tank (20) through port (33) and
passage (36). Return filter (19) consists of element (30) and relief valve (35), and is located at the
back of hydraulic tank (20). The oil enters tank chamber (31) through filter (19) element (30) and line
(32). Oil in tank chamber (31) goes out through suction screen (34) and enters the pumps through
suction line (23).
Air breather (38) is located on the top of hydraulic tank (20). Air breather (38) prevents an increase or
decrease in pressure in hydraulic tank (20) that could occur due to a change in oil level and/or
temperature.
Case Drain Filter
Swing Motor (Right Front View)

(16) Case drain filter.
Case drain of travel motors (2) and (3) and swing motor (1) goes through drain filter (16) to enter
hydraulic tank (20). The element and the relief valve are installed in the drain filter.
Hydraulic Schematic For Boom Raise
(1) Boom cylinders.
(2) Line.
(3) Line.
(4) Valve.
(5) Boom drift reduction valve.
(6) Pilot line.
(7) Parallel feeder passage.
(8) Return passage.
(9) Line.
(11) Port.
(12) Passage.
(13) Check valve.
(14) Load check valve.
(15) Port.
(16) Boom II control valve.
(18) Return passage.
(19) Boom I control valve.
(20) Port.
(21) Pilot line.
(22) Return line.
(23) Pilot control valve (bucket/boom).
(24) Pilot line.
(25) Upper pump.
(26) Lower pump.
(27) Pilot pump.
Boom, Bucket And Stick Control

Boom Raise
Boom raise operation uses boom I control valve (19) and boom II control valve (16). The boom
moves up in High speed when the oil is supplied to the head end of boom cylinders (1) from both
upper pump (25) and lower pump (26). The boom moves up in Low speed when oil is supplied only
from the upper pump. Boom I control valve (19) alone operates.
Boom drift reduction valve (5) is provided in the line between main control valves (10) and boom
cylinders (1). When all control levers are in the NEUTRAL position, boom drift reduction valve (5)
stops reverse oil flow from the head end of boom cylinders (1) to prevent a boom drift.
Boom Raise (High Speed)

(19) Boom I control valve. (16) Boom II control valve.
Oil from upper pump (25) flows through parallel feeder passage (17). Parallel feeder passage (17)
supplies oil to boom I control valve (19).
Oil from lower pump (26) flows through parallel feeder passage (7). Parallel feeder passage (7)
supplies oil to boom II control valve (16).
When the boom control lever is moved to its FULL RAISE position, the pilot oil in pilot control valve
(23) goes through pilot line (24). The pilot oil flow then drives into two paths. One oil flows through
pilot line (6) and port (11) into boom I control valve (19). The other is through pilot line (21) to port
(20) of boom II control valve (16).
Boom I Control Valve (BOOM RAISE Position)

(11) Port. (14) Load check valve. (17) Parallel feeder passage. (18) Return passage. (28) Port. (29) Passage. (30) Passage.
(31) Spring. (32) Passage. (33) Stem.
The pilot oil flow from port (11) moves stem (33) of boom I control valve (19) to the right against the
force of spring (31). The upper pump oil in parallel feeder passage (17) now goes through load check
valve (14), passages (29) and (32), and out through port (28). The oil then goes through passage (12)
of boom drift reduction valve (5). The oil moves valve (4) to left and goes through line (3) to the head
end of boom cylinders (1).
Boom II Control Valve (BOOM RAISE Position)

(7) Parallel feeder passage. (13) Check valve. (15) Port. (20) Port. (34) Passage. (35) Spring. (36) Stem. (37) Passage.
Pilot oil at port (20) of boom II control valve (16), moves stem (36) to the left against the force of
spring (35). Lower pump oil from parallel feeder passage (7) now goes through passages (34), (37),
check valve (13) and out through port (15) to line (9). The oil then combines with the upper pump oil
in the boom drift reduction valve (5). The combined pump oil goes to the head end of boom cylinders
(1).
Return oil from the rod end of boom cylinders (1) flows through line (2) to boom I control valve (19).
The oil then flows through passage (30), return passage (18) and return line (22) to tank.
Boom Raise (Low Speed)

When the boom control lever is moved less than half of the travel distance for BOOM RAISE, full
pilot pressure oil will never be supplied to boom I control valve (19) and boom II control valve (16).
Boom I control valve (19) opens and boom II control valve (16) remains closed during BOOM
RAISE (Low Speed). The force of spring (31) in boom I control valve (19) is less than the force of
spring (35) in boom II control valve (16). Pilot oil pressure will open boom I control valve (19) before
boom II control valve (16).
Upper pump oil now goes to the head end of boom cylinders (1). Without lower pump oil, this slows
down the cylinder rod movement for Boom Raise.
Hydraulic Schematic For Boom Lower
(1) Boom cylinders.
(2) Line.
(3) Line.
(4) Drain line.
(5) Valve.
(7) Pilot line.
(8) Passage.
(9) Spool.
(10) Passage.
(15) Stick II control valve.
(17) Orifice.
(18) Line.
(21) Check valve.
(22) Port.
(23) Pilot line.
(24) Port.
(25) Shuttle valve.
(26) Pilot line.
(27) Pilot line.
(28) Pilot line.
(29) Shuttle valve.
(30) Upper pump.
(31) Pilot pump.
(33) Pilot line.
(34) Lower pump.
Boom Lower
Introduction
During a boom lower operation, only oil from upper pump (30) is supplied to boom cylinders (1)
through boom I control valve (13).
Boom I control valve (13) contains a regeneration circuit for check valve (21). When the control lever
is moved to the BOOM LOWER position, check valve (21) causes the displaced oil from the head
end of cylinders (1) to go to the rod end. During a boom lower operation, the regeneration circuit
shares oil from upper pump (30) with other implement functions.
Boom Lower
Boom I Control Valve (Boom Lower Position)

(11) Center bypass passage. (12) Load check valve. (14) Center bypass passage. (19) Parallel feeder passage. (20) Return
passage. (21) Check valve. (22) Port. (35) Passage. (36) Passage. (37) Port. (38) Passage. (39) Valve. (40) Passage. (41)
Passage. (42) Passage. (43) Passage. (44) Passage. (45) Passage. (46) stem. (47) Passage. (49) Spring. (50) Spring
chamber. (51) Spring. (52) Spring.
When the control lever is moved to the BOOM LOWER position, pilot oil in pilot control valve (32)
goes through pilot line (33) and pilot line (23) to port (22) of boom I control valve (13). Pilot oil
through pilot line (33) separates into another two paths before reaching to pilot line (23). One path
goes through pilot line (7) and boom drift reduction valve (6) to move spool (9). The other path goes
through pilot line (27), shuttle valve (25), pilot line (28), shuttle valve (29) and pilot line (26) to port
(24) of stick II control valve (15).
Center bypass passage (11) in boom I control valve (13) partially opens. However, negative control
pressure of line (18) is low and upper pump (30) strokes maximum because center bypass passage
(14) is blocked by stick II control valve (15).
The pilot oil from port (22) moves stem (46) to the left. The upper pump oil in parallel feeder passage
(19) goes through load check valve (12). The oil that passes through the load check valve goes
through passage (35), and out through port (37). The oil then goes to the rod end of boom cylinders
(1) through line (2).
The return oil from the head end of boom cylinders (1) goes through line (3), boom drift reduction
valve (6), passage (10) and enters boom I control valve (13). The oil flows as follows within the boom
drift reduction valve. Because spool (9) is shifted by the pilot pressure from pilot line (7), passage (8)
is open to drain line (4). The oil pressure acting on valve (5) becomes lower than the circuit pressure
in line (3). Valve (5) is shifted to left which allows the oil in the (3) to go through line (10) and into
boom I control valve (13). Oil in boom I control valve (13) goes through passages (42) and (41) and
back to the hydraulic tank through return passage (20). The boom then starts to lower.
Because the return oil flow is restricted at passage (41), movement of the boom cylinder rod is slowed
down. This causes the boom to lower at an appropriate speed for the flow rate from the upper pump.
Regeneration Circuit
The remainder of the return oil in passage (42) goes through passages (42) and (45) in stem (46) to
check valve (21). With stem (46) moved to the left, passage (40) is open to return passage (20),
causing oil to flow from spring chamber (50) to return passage (20). Because the oil pressure in spring
chamber (50) decreases, the oil pressure in passage (45) overcomes the forces of springs (51) and
(49), and moves valve (39) and check valve (21) to the right. Both valves are opened allowing the oil
in passage (45) to go through passage (48) and out through passage (38). The oil then goes to the rod
end of the boom cylinders.
When the boom control lever is moved to the NEUTRAL position, there is no oil supply to port (22).
Stem (46) is shifted to the right (neutral position) by spring (52). Passage (43) closes, blocking oil
flow from passage (42) to (45). Check valve (21) is now closed by the force of spring (49) and valve
(39) is moved to the left by the force of spring (51).
Negative Flow Control During Activation Of Regeneration Circuit.

The boom cylinder rod end requires less upper pump oil to be supplied to the cylinder due to
activation of regeneration circuit for boom lower. Negative flow control is done as follows:
When the boom control lever is moved to the FULL BOOM LOWER position, upper pump oil in
center bypass passage (11) goes through partially open passage (44). From passage (44) oil goes
through center bypass passage (14). Because center bypass passage (14) is blocked by stick II control
valve (15), the negative flow control pressure is low and upper pump (30) strokes maximum.
Stick II Control Valve

(14) Center bypass passage. (16) Center bypass passage. (24) Port. (53) Stem.
When the boom control lever is partially moved to the BOOM LOWER position, stem (46) is slightly
shifted to the left. Passage (36) and (43) partially open and cause passage (41) to close. Return oil in
passage (42) goes through passages (43) and (45) to return check valve (21). Return check valve (21)
is opened to allow oil flow through passages (48) and (38).
Upper pump oil in center bypass passage (11) goes through partially open passage (44). Upper pump
oil going through passage (44) enters bypass passage (14). Return oil in partially open center bypass
passage (14) goes to center bypass passage (16), because stem (53) of stick II control valve (15) is
moved to left a little.
With the appropriate opening of center bypass passage (14), an optimum amount of oil flows through
center bypass passage (16). The negative flow control pressure destrokes the pump for proper
cylinder operation.
Bucket Control
When the bucket is operated for CLOSE or 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.
Components In Cylinder Circuits
Shock Reducing Valve (For Stick)
Main Control Valve (Right Bottom View)

(1) Body. (2) Shock reducing valve (stick out).
Shock Reducing Valve
(5) Flow control valve. (6) Port (pilot control valve side). (7) Spring. (8) Spring. (9) Check valve. (10) Orifice. (11) Port
(control valve side). (12) Passage. (13) Valve.
Shock reducing valve (2) functions to prevent shock loads at the end of cylinder rod movements by
restricting the pilot oil return flow from the stick control valve. Shock reducing valve (2) is in body
(1) and is located beside the left side plate of upper frame. Pilot oil returning from the control valve is
restricted by this shock reducing valve. Because the stem of control valve closes gradually, oil flow in
the pilot line gradually stops, and stick stops gradually to prevent shock loads.
When the control lever in moved to stick OUT position, shock reducing valve (2) receives pilot oil
through its port (6). The pilot oil pressure moves valve (13) to the left against the force of spring (7)
to open passage (12). The pilot oil goes through passage (12) and out through port (11) to the
operated control valve. Valve (13) functions like a check valve (9).
When the control lever is returned to the NEUTRAL position, pilot oil in the operated control valve
returns to port (11). The return pilot oil pressure then moves valve (13) to the right against the force
of spring (8) which closes passage (12). The pilot oil goes through orifice (10) to port (6) and valve
(13) functions as flow control valve (5). The oil flow is restricted by orifice (10) which slows down
the stop movement of the stick control valve stem. The oil flow in the stick cylinder return circuit also
slows down to absorb the shock loads at the end of cylinder rod movement.
Cylinders (Boom, Stick, Bucket)
Cylinders
(1) Boom cylinders. (2) Rod end port. (3) Tube. (4) Rod. (5) Stop. (6) Piston. (7) Head end port. (8) Stick cylinder. (9)
Stop. (10) Bucket cylinder.
Snubber Operation (Rod Extending)

(5) Stop. (11) Passage.
When boom cylinders (1) or stick cylinder (8) comes close to the end of extension stroke, passage
(11) is restricted by snubber (5). The movement of the piston rod slows down before it stops.
Snubber Operation (Rod Retracting)

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

(1) Passage. (2) Valve. (4) Spring chamber. (5) Passage. (6) Port. (7) Port. (8) Port. (10) Passage. (11) Spool. (13) Drain
line. (14) Passage. (15) Pilot line. (16) Boom drift reduction valve. (17) Port. (18) Port. (19) Spring chamber. (21) Plug.
(22) Passage.
When the control lever is moved to the BOOM LOWER position, pilot oil from the pilot control
valve goes through pilot line (15) and into boom drift reduction valve (16) through port (17). The oil
then moves spool (11) to the right until it comes in contact with plug (21). The oil in spring chamber
(4) goes through passages (5), (14), (10) and (22) into spring chamber (20). The oil then goes out
through port (18) through drain line (13) to the pump suction line. The oil pressure in spring chamber
(4) now decreases.
Return oil from the boom cylinders head enters boom drift reduction valve (16) through port (8).
Because the oil pressure in spring chamber (4) is low, valve (2) begins to open by moving to the right.
The return oil now goes out through port (7) to the boom I control valve.
Hydraulic Schematic For Stick Out
(1) Stick cylinder.
(2) Line.
(3) Line.
(4) Pilot line.
(5) Pilot line.
(6) Valve.
(7) Stick drift reduction valve.
(8) Main control valve.
(9) Line.
(10) Passage.
(15) Passage.
(17) Passage.
(18) Passage.
(20) Passage.
(21) Stick I control valve.
(22) Passage.
(24) Check valve.
(26) Drain line.
(27) Pilot line.
(28) Pilot line.
(29) Pilot line.
(30) Check valve.
(31) Pilot line.
(32) Pilot line.
(33) Pilot control valve.
(34) Pilot line.
(35) Shuttle valve.
(36) Pilot line.
(37) Shuttle valve.
(38) Return line.
(39) Pilot line.
(40) Upper pump.
(41) Pilot line.
(42) Fine control solenoid valve.
(43) Shock reducing valve.
(44) Pilot pump.
(45) Lower pump.
Stick Control
Introduction

(14) Stick II control valve. (21) Stick I control valve.
Main Control Valves (Lower View)

Both Stick Out and Stick In operations use control valves of stick I control valve (21) and stick II
control valve (14). Stick I control valve (21) and stick II control valve (14) cause the combined oil to
flow from upper pump (40) and lower pump (45) to stick cylinder (1).
Shock reducing valve (43) (similar to that for the boom operation) functions to make a cushion for the
shock loads at a stop of stick out operation.
Stick drift reduction valve (7) is located in the circuit between main control valves (8) and stick
cylinder (1). The stick drift reduction valve is similar to the boom drift reduction valve.
Stick Out
When the control lever is moved to the STICK OUT position, pilot oil from pilot control valve (33)
goes through pilot line (41), shock reducing valve (43), pilot line (32) and to pilot line (5). The oil
flow then divides into two paths. One path goes through pilot line (32) and (5) and enters stick I
control valve (21) shifting its stem. This allows lower pump oil in center bypass passage (23) to go
through load check valve (16), passage (22) and stick I control valve (21) to passage (10). The oil the
goes through line (3) to the rod end of the stick cylinder.
The other path from pilot line (32) goes through pilot line (28), shuttle valve (37), pilot line (29) and
enters stick II control valve (14) shifting its stem. Stick II control valve (14) closes, causing no oil
flow from center bypass passage (13) through passage (15) to return passage (12).
Upper pump oil in center bypass passage (13) goes through check valve (24) and passage (18) to line
(9). Upper pump oil in parallel feeder passage (25) goes to line (9) through stick II control valve (14),
passage (17) and check valve (30). All upper pump oil in line (9) goes through passage (20) and
combines with lower pump oil in passage (22). This increases the cylinder retraction speed.
Return oil from the stick cylinder head end goes through line (2) to stick I control valve (21). Oil that
enters the stick I control valve goes through return passage (11) back to the hydraulic tank through
return lines (38).
Stick In
When the control lever is moved to the STICK IN position, pilot oil from pilot control valve (33) goes
through pilot line (34) and (27). Pilot oil in line (34) divides into two oil paths. One path goes through
pilot line (27) and enters stick I control valve (21) shifting its stem. The other path goes through pilot
line (34) to fine control solenoid valve (42). Pilot oil passes through pilot line (4), (31), shuttle valve
(35), pilot line (39), fine control solenoid valve (42), pilot line (36), shuttle valve (37) to go to pilot
line (29) and stick II control valve (14) shifting its stem.
Lower pump oil goes through center bypass passage (23) to stick I control valve (21) in the same
manner as described for "Stick Out" operation. Upper pump oil in center bypass passage (13) and
parallel feeder passage (25) goes to line (9) in the same manner as described for "Stick Out"
operation. Upper pump oil in line (9) combines with lower pump oil in passage (22) and enters stick I
control valve (21). The combined oil from stick I control valve (21) goes through passage (22) to the
stick cylinder head end.
The return oil from the stick cylinder rod end goes through line (3), stick drift reduction valve (7),
passage (10), return passage (11) and return line (38) to the hydraulic tank. The stick cylinder now
extends for Stick In.
NOTE: For operation of stick drift reduction valve (7), refer to the "Boom Lower" section in this
module.
Hydraulic Schematic For Swing Right
(1) Swing parking brake solenoid valve.
(2) Passage.
(3) Swing parking brake.
(4) Swing motor.
(5) Swing motor rotary group.
(6) Line.
(7) Line.
(8) Implement pressure switch.
(9) Return passage.
(13) Passage.
(14) Attachment control valve.
(15) Bucket control valve.
(17) Passage.
(18) Return line.
(19) Passage.
(20) Drain line.
(21) Passage.
(22) Line.
(24) Swing control valve.
(25) Orifice.
(26) Pilot passage.
(27) Pilot line.
(28) Pilot control valve (swing/stick).
(29) Line.
(30) Line.
(31) Pilot line.
(32) Pilot oil manifold.
(33) Drain line.
(34) Drain filter.
(35) Upper pump.
(36) Hydraulic activation control valve.
(37) Pilot pump.
(40) Lower pump.
(41) Anti-reaction valves.
(42) Fine swing solenoid valve.
Swing Control
Introduction
Swing motor (4) is driven by pressure oil from lower pump (40). When the swing control lever is
moved, swing brake (3) is first released and then swing motor rotary group (5) starts to rotate.
The swing motor drives the upper structure through a two stage reduction swing drive.
Swing Right Operation

(4) Swing motor. (6) Line. (7) Line. (18) Return line. (24) Swing control valve.
When the control lever is moved to the SWING RIGHT position, pilot oil from pilot control valve
(28) goes through line (31) to swing control valve (24). The stem in swing control valve (24) shifts
and opens passages (21) and (17).
The lower pump oil goes through parallel feeder passage (11), load check valve (10), passage (21)
and enters swing control valve (24). The oil then goes through passage (17) and line (7) to swing
motor rotary group (5). Swing motor rotary group (5) rotates, causing the upper structure to swing to
the right.
Return oil from swing motor rotary group (5) goes through line (6) and enters swing control valve
(24). The oil now goes through return passage (9) to return line (18).
Swing Parking Brake
On (Engaged) Position
Swing Motor Compartment

(1) Swing parking brake solenoid valve. (4) Swing motor. (20) Drain line. (22) Line.
Pilot oil from pilot pump (37) goes through pilot oil manifold (32), line (29), hydraulic activation
control valve (36), line (22) and enters swing parking brake solenoid valve (1). The pilot oil separates
into two paths and leaves pilot oil manifold (32). One path goes through line (22) and enters swing
parking brake solenoid valve (1). The other path goes through line (30) and enters main control valves
(12). The oil then goes through orifice (25) and to pilot passage (13) and (26). Oil flow through pilot
passage (26) is restricted by orifice (25). Part of the pilot oil goes to pilot passage (13) which is a
branch of pilot passage (26). The orifice restriction causes an oil pressure decrease in both pilot
passage (26) and (13).
With main control valves (12) (except travel) in NEUTRAL position, the control valves for swing
(24), stick I (23), attachment (14), bucket (15) and boom I (16) are connected in series by pilot
passage (26). Pilot oil in pilot passage (26) goes through all of these valves and then goes through
drain line (33) and back to the hydraulic tank (39).
Implement swing pressure switch (8) is OFF due to low pilot oil pressure in pilot passage (13) and
swing parking brake solenoid valve (1) does not function. Passage (2) is open to drain line (20) and
swing parking brake (3) remains ON (engaged).
Off (Disengaged) Position

Activation of any controls other than travel closes pilot passage (26) and increases the pilot pressure
oil in pilot passage (26) and in pilot passage (13). Pressure switch (8) turns ON and swing parking
brake solenoid valve (1) is energized. The oil now flows from line (22) through passage (2) to swing
parking brake (3), releasing the swing parking brake.
Activation of travel control does not close pilot passage (26). The swing parking brake (3) remains
ON.
Because pilot passage (26) is closed prior to the opening of swing control valve (24) the swing motor
operates only after swing parking brake (3) has been released by the pilot pressure oil from line (22).
When the swing and implements controls are in NEUTRAL position, pilot passage (26) is open to
drain line (33), allowing pilot pressure oil in pilot passage (13) to decrease. Swing parking solenoid
valve (1) is not energized. Now there is no pilot oil flow from line (22) to swing parking brake (3).
The oil in swing parking brake (3) flows through swing parking brake solenoid valve (1) and passage
(2) and returns to hydraulic tank (39) through drain line (20). Swing parking brake (3) begins to be
applied. Swing parking brake (3) remains released until the swing motor comes to a stop.
Swing Left Operation

For swing left operation, pilot pressure oil is supplied through line (27) to swing control valve (24).
The stem in swing control valve (24) shifts (moves) up. The lower pump oil in parallel feeder passage
(11) goes through passages (21) and (19), line (6) and enters swing motor rotary group (5). 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.
NOTE: For information on operation of the swing parking brake, see section, "Swing Motor".
Swing Motor
Swing Motor
(1) Relief valve. (2) Relief valve. (3) Motor head. (4) Swing parking brake solenoid valve. (5) Port. (7) Plate. (8) Friction
plate. (9) Body. (10) Shoe. (11) Plate. (12) Drain port. (13) Check valve. (14) Makeup port. (15) Passage. (16) Check
valve. (17) Passage. (18) Port. (19) Passage. (20) Port. (22) Valve plate. (23) Passage. (24) Brake spring. (25) Brake
piston. (26) Piston. (27) Cylinder barrel. (28) Plate. (29) Drive shaft.
Introduction
The swing motor may be divided into the following three groups:
1. Rotary group; consisting of cylinder barrel (27), pistons (26), shoes (10), plate (11) and drive
shaft (29).
2. Parking brake group; consisting of swing parking brake solenoid valve (5), plates (7), friction
plates (8), brake piston (25) and brake springs (24).
3. Relief and makeup valve group; consisting of relief valve (1) and (2), and check valves (13)
and (16).
Operation
The oil from the lower pump passes through the swing control valve. The swing control valve directs
oil to port (18) or (20).
For a swing right operation. pump oil enters port (20) and goes through passage (19) in motor head
(3), passage (15) in valve plate (22) and through passage (23) in cylinder barrel (27).
Pump oil in cylinder barrel (27) acts against piston (26). The piston and forces shoe (10) against plate
(28). The piston and shoe slide along the inclined surface of plate (28) as cylinder barrel (27) rotates.
Motor Passages (Viewed From Head Side)

(15) Passage (in plate). (17) Passage. (18) Port. (19) Passage. (20) Port. (23) Passage (in cylinder barrel). (30) Passage (in
plate). (31) Counterclockwise turn.
The force created by the shoe (10) and the piston (26) against plate (28) causes cylinder barrel (27) to
rotate counterclockwise. Passage (23) of each piston that has come to the bottom dead center position
is open to passage (30) in valve plate (22). Oil now returns to the hydraulic tank. The piston and the
shoe continue to move up on the inclined surface of plate (28) as cylinder barrel (27) continues to turn
counterclockwise.
For a swing left operation, pump oil is supplied to port (18). The supply and return ports are reversed.
Cylinder barrel (27) and drive shaft (29) turn clockwise.
The case drain oil returns through drain port (12) of motor head (3) to the hydraulic tank.
Swing Parking Brake
Parking Brake (Partial)

(1) Port. (2) Swing parking brake solenoid valve. (3) Passage. (4) Motor head. (5) Brake spring. (6) Passage. (7) Piston
chamber. (8) Brake piston. (9) Plate. (10) Friction plate. (11) Cylinder barrel. (12) Piston. (13) Body.
The swing parking brake group is located between motor head (4) and body (13). It is made up of
brake springs (5), brake piston (8), plates (9), friction plates (10) and swing parking brake solenoid
valve (2).
Teeth on the inner circumference of friction plate (10) engage with splines on cylinder barrel (11).
Teeth on the outer circumference of plates (9) engage with splines on the inner circumference of body
(13).
Swing Parking Brake Solenoid Valve (Brake OFF Position)

(1) Port. (2) Swing parking brake solenoid valve. (3) Passage. (6) Passage. (14) Spool. (15) Passage. (16) Spring. (17)
Passage. (18) Passage.
When the swing control is activated, lower pump oil is supplied to the swing motor. Before oil is
supplied to the motor, the pilot pressure oil through port (1) in swing parking brake solenoid valve (2)
increases and moves spool (14) down against the force of spring (16). This opens passages (15) and
(17) allowing pilot pressure oil from port (1) to flow through passages (15), (17), (3) and (6) to piston
chamber (7). The pilot pressure oil overcomes the force of brake springs (5) and moves brake piston
(8) to the left. When the force that holds plates (9) and friction plates (10) together is released, the
upper structure is then released for swing operation.
Swing Parking Brake Solenoid Valve (Brake ON Position)

Passage. (18) Passage. (19) Passage. (20) Passage.
When the swing control is in the NEUTRAL position, the swing parking brake solenoid valve is de-
energized. Spool (14) is moved to the right. Spool (14) blocks pilot oil flow from port (1) to passage
(6) and to piston chamber (7). Brake piston (8) moves to the right from the force of spring (5). As
brake piston (8) moves, the oil in piston chamber (7) goes through passage (3), (20), passage (19)
within spool (14) and to the motor case drain through passage (18). Brake piston (8) moves to the
right and push plate (9) and friction plate (10) against body (13). Cylinder barrel (11) is coupled to
body (13) via plate (9) and friction plate (10). The swing motor output shaft is held from rotating,
which prevents rotation of the upper structure.
Swing parking brake solenoid valve (2) is energized until the swing motor stops. If the swing parking
brake solenoid valve is de-energized before swing stops, the parking brake would start to apply before
the swing operation was stopped.
Relief Valve Operation
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.

(2) Makeup port. (3) Relief valve. (6) Swing motor. (8) Relief valve. (10) Makeup line.
Relief Valve
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 top of swing motor (6). These valves limit the pressure in the
swing circuit to the relief 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 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 a short time after a
stop operation is made. The continued rotation of the swing motor 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 the left (open position) against
the force of spring (33). When stem (24) shifts, oil flows through passage (4), check valve (14) and
passage (7) to motor rotary group (5). Now the shock load is absorbed at a stop of a swing movement.
The oil in passage (1) goes through orifice (34) in stem (24) to piston chamber (30). The resistance
force of spring (33) is less than the relief valve pressure setting. This causes stem (24) to move to the
left (open position) before the oil pressure in passage (1) reaches the relief pressure setting. When
stem (24) opens it allows oil in passage (1) to vent into passage (4). At the same time, the pressure oil
in piston chamber (30) moves piston (22) to the left which compresses spring (20) until its left end
face comes in contact with plug (26). The oil in spring chamber (27) goes through orifice (28) of
sleeve (29), passages (21) and (25) into passage (4).
For approximately 0.1 second of piston (22) movement, the oil pressure in piston chamber (30) is
lower than the relief pressure setting. When piston (22) stops its leftward movement, the oil pressure
in piston chamber (30) increases and moves 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 pressure setting. It is not until the full relief pressure setting is reached that all of the oil is
allowed to flow out of relief valve (3) to passage (4).
Oil Makeup
As previously described, when rotation of the swing motor is stopped, all ports in the swing control
valve become blocked. There is no pump oil sent to swing motor. As the upper structure attempts to
continue rotating, swing motor rotates against blocked port (12). This rotation forms a vacuum in
passage (7) and port (8). To prevent this vacuum condition, oil from 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. (19) Return line.

(10) Makeup line. (16) Return line. (18) Slow return check valve. (19) Return line.
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 swing stop.
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 tank. Check valve (18) 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 motor rotary group through makeup port (2) and passage (9).
When the swing motor speed is decreased from a high speed RIGHT swing by a partial return of the
swing control lever to the NEUTRAL position, oil supply at port (13) decreases. Since the swing
control valve is partially open, the oil flow continues to flow through port (12) to return line (16). The
oil pressure at port (12) is lower than the pressure setting of relief valve (3) which causes the valve to
remain blocked. Makeup oil flow is blocked from check valve (14) to passage (7). A vacuum occurs
at port (13) that causes check valve (14) to supply makeup oil from makeup line (10) to motor rotary
group (5). This causes the vacuum condition to be eliminated.
When the swing motor is stopped or decelerated during a swing operation in the opposite direction,
oil is supplied through port (12) and check valve (11). Check valve (11) operates in the same way as
check valve (14) to prevent vacuum in the swing motor.
Anti-Reaction Valves And Fine Swing Solenoid Valve.
Side Of Swing Motor

(1) Block. (2) Swing motor. (3) Anti-reaction valve. (4) Anti-reaction valve. (34) Fine swing solenoid valve.
Anti-Reaction Valves
At a stop of swing operation, it is difficult to smoothly stop the upper structure and implements at the
desired position due to the mass (weight and size) of the upper structure. This is because the blocked
oil in the swing motor outlet side goes to the motor rotary group which causes the upper structure to
swing in the reverse direction. Anti-reaction valves (3) and (4) function to assure an exact swing
movement with a minimal shock load at stop. Anti-reaction valves (3) and (4) are located in block (1)
which is attached on swing motor (2).
Anti-Reaction Valves (Neutral Position)

(1) Block. (3) Anti-reaction valve. (4) Anti-reaction valve. (5) Motor rotary group. (6) Passage. (7) Port. (8) Passage. (9)
Passage. (10) Passage. (11) Port. (12) Passage. (13) Spring. (14) Valve seat. (15) Passage. (16) Plunger. (17) Passage. (18)
Spring. (19) Piston chamber. (20) Passage. (21) Spring chamber. (22) Spring. (23) Valve seat. (24) Plunger. (25) Spring.
(26) Piston. (27) Piston. (31) Passage.
When the swing control is in the NEUTRAL position, there is no pump oil supplied to motor rotary
group (5). Plunger (24) in anti-reaction valve (3) is shifted downward by the force of spring (25) until
stopped by piston (26). Valve seat (23) is also shifted downward by the force of spring (22) until its
bottom comes in contact with plunger (24). Plunger (16) in anti-reaction valve (4) is shifted
downward by the force of spring (18) until stopped by piston (27). Valve seat (14) is also shifted
downward by the force of spring (13) until its bottom comes in contact with plunger (16).
330B L, 330B LN Excavators 5LR00001-UP (MACHINE) POWERED BY 3306 En... Page 100 of 152
When the swing control is activated, swing motor rotary group (5) gets pump oil from port (11) in
block (1). When pump oil from port (11) goes through passage (10), (12), rotary group (5), passage
(6), (8) and port (7), motor rotary group (5) rotates counterclockwise.
When the swing control lever is returned to the NEUTRAL position, pump oil flow to port (11) stops
and flow leaving port (7) is blocked. Motor rotary group (5) still continues to rotate counterclockwise
because of the mass (momentum) of the upper structure. The oil pressure blocked in passage (8)
increases and the oil pressure in passage (10) decreases. The increased pressure oil in passage (8) then
enters anti-reaction valve (4). The pressure oil goes through passages (15) and (17), into piston
chamber (19). The oil pressure in piston chamber (19) moves plunger (16) upward against the force of
spring (18). Valve seat (14) is also shifted upward against the force of spring (13).
The increased pressure oil in passage (8) also goes through passage (31) and enters anti-reaction valve
(3). The oil then goes through passage (20) and into spring chamber (21), shifting plunger (24) and
valve seat (23) upward against the forces of springs (25) and (22).
Anti-Reaction Valves (Just Before Motor Stops)

(3) Anti-reaction valve. (4) Anti-reaction valve. (5) Motor rotary group. (8) Passage. (9) Passage. (10) Passage. (13)
Spring. (14) Valve seat. (15) Passage. (16) Plunger. (18) Spring. (19) Piston chamber. (20) Passage. (21) Spring chamber.
(22) Spring. (23) Valve seat. (24) Plunger. (25) Spring. (28) Valve chamber. (29) Passage. (30) Ball. (31) Passage. (33)
Ball.
As the upper structure approaches the stop of rotation, its momentum is decreased and the oil pressure
in passage (8) decreases. Oil pressure in piston chamber (19) decreases which causes the force of
spring (18) to shift plunger (16) downward. Valve seat (14) is also shifted downward by the force of
spring (13). Because the oil flow from valve chamber (28) is restricted by an orifice, valve seat (14)
moves more slowly than plunger (16). Plunger (16) and valve seat (14) separate from each other. Ball
(30) is forced against top end surface of plunger (16) by the oil pressure from passage (15). This
opens the connection between passage (8) and (10) through passages (29) and (9).
During separation of plunger (16) and valve seat (14) in anti-reaction valve (4), anti-reaction valve (3)
activates as follows;
Oil pressure in spring chamber (21) that is open to passage (8) through passages (20) and (31)
decreases, allowing the force of spring (25) to shift plunger (24) downward. Valve seat (23) is also
shifted downward by the force of spring (22). Because the oil flow is restricted by an orifice, valve
seat (23) moves more slowly than plunger (24). Plunger (24) and valve seat (23) separate from each
other. Ball (33) is forced against valve seat (23) by oil pressure from passage (20). This closes the
connection between passages (8) and (10) through passage (31).
Because passages (10) and (8) are connected by activation of anti-reaction valve (4), the swing
movement of the upper structure stops with a minimal shock load at a desired position. A slight shock
load may be caused due to backlash of the swing drive gear.
Anti-Reaction Valves (After Occurrence Of Slight Shock Load)

(3) Anti-reaction valve. (4) Anti-reaction valve. (5) Motor rotary group. (8) Passage. (9) Passage. (10) Passage. (14) Valve
seat. (16) Plunger. (20) Passage. (23) Valve seat. (24) Plunger. (29) Passage. (30) Ball. (31) Passage. (33) Ball.
When motor rotary group (5) is slightly rotated in the reverse direction due to the gear backlash, oil
pressure in passage (10) increases and oil pressure in passage (8) decreases. The shock load by the
blocked oil pressure in passage (10) is absorbed as follows;
1. In anti-reaction valve (3), plunger (24) and valve seat (23) separate from each other and ball
(33) is forced against plunger (24) by the oil pressure from passage (10). Passage (10) is
connected to passage (8) through passages (20) and (31).
(30) is forced against valve seat (14) by the oil pressure from passage (29). This closes the
Now the oil pressure in passage (10) decreases, preventing rotation of motor rotary group (5). This
allows the upper structure to smoothly stop at this point.
Fine swing solenoid valve.
(1) Block. (8) Passage. (9) Passage. (10) Passage. (31) Passage. (34) Solenoid. (35) Fine swing valve. (36) Passage. (37)
Passage. (39) Spool. (40) Spring. (41) Orifice. (42) Orifice.
Right side console

(43) Fine swing control switch.
The fine swing control system functions to assure an exact swing movement with minimal shock load.
This is done by equilizing the oil pressure in passage (8) and (10).
When fine swing solenoid (34) is deenergized (not activated) spool (39) located in valve (35) is in the
NEUTRAL position. This closes the connection between passages (36) and (37). In this position the
swing circuit operates in the normal manner.
When fine swing control switch (43) is in the ON position, solenoid (34) is energized. Spool (39)
shifts downward against the force of spring (40). With the spool in this position, passage (8) is open
to passage (10) thru passages (36) and (37). Orifices (41) and (42) in block (1) allow flow at a
controlled rate.
Because the right and left swing circuits are connected to each other some of the outlet oil is allowed
to flow to the inlet side. This allows for more precise swing operation when needed.
NOTE: When the fine swing control switch (43) is in the ON position, the swing brake remains off.
Swing Drive
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. (14) Housing. (15) Bearing gear (swing bearing).
The swing drive consist 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 (15) of the
swing bearing. Pinion shaft (8) provides motion to the upper structure by rotating around bearing gear
(15). Bearing gear (15) 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 and
pinion shaft (8) which is supported by roller bearings (6) and (7) located in housing (14).
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. (16) 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 (16), moving
counterclockwise around ring gear (4). Ring gear (4) is bolted to housing (14). First stage carrier (1)
now rotates counterclockwise.
Swing Drive (Partial)

Roller bearing. (7) Roller bearing. (8) Pinion shaft. (11) First stage sun gear. (12) Second stage sun gear. (17) Inner
circumference.
Splines on inner circumference (17) of first stage carrier (1) mesh with the splines on second stage
sun gear (12). This causes second stage sun gear (12) to rotate counterclockwise when the first stage
carrier rotates. Second stage planet gears (5) now turn clockwise on their shafts and move
counterclockwise around ring gear (4). Second stage carrier (3) turns counterclockwise. The splines
on the inner circumference of second stage carrier (3) engage with the splines on pinion shaft (8).
When the second stage carrier turns counterclockwise, pinion shaft (8) rotates counterclockwise.
Pinion Shaft (8) Rotation

(8) Pinion shaft. (15) Bearing gear (swing bearing). (18) Location of moving pinion shaft.
Pinion shaft (8) engages with bearing gear (15) on the inner circumference of the swing bearing. As
pinion shaft (8) rotates counterclockwise, it moves clockwise around bearing gear (15). Bearing gear
(15) is bolted to the lower structure. This causes the upper structure to swing to the right (clockwise).
Hydraulic Schematic For Forward Travel
(1) Left travel motor.
(2) Swashplate.
(3) Motor rotary group.
(4) Piston (high speed).
(5) Passage.
(6) Brake pilot valve.
(7) Passage.
(8) Counterbalance valve.
(9) Piston (low speed).
(10) Parking brake.
(11) Passage.
(12) Displacement change valve.
(13) Passage.
(14) Line.
(15) Right travel motor.
(16) Swashplate.
(18) Passage.
(19) Passage.
(21) Passage.
(23) Passage.
(24) Passage.
(25) Passage.
(26) Passage.
(27) Line.
(28) Line.
(29) Line.
(30) Line.
(31) Line.
(32) Swivel.
(33) Line.
(34) Line.
(35) Passage.
(36) Passage.
(38) Left travel control valve.
(39) Passage.
(41) Right travel control valve.
(42) Pilot control valve (right/left travel).
(43) Return line.
(44) Upper pump.
(45) Travel speed solenoid valve.
(46) Line.
(47) Pressure sensor.
(48) Pilot pump.
(49) Shuttle valve.
(50) Lower pump.
(51) Line.
Travel Control
Introduction
Travel Motor
(1) Left travel motor. (52) Brake valve.
Travel Drive
(53) Left track. (54) Sprocket. (55) Left travel drive.
Left travel motor (1) and right travel motor (15) are supplied oil through swivel (32) from lower
pump (50) and upper pump (44). When left travel motor (1) is operated by lower pump oil, the motor
torque is transmitted to left travel drive (55). Left travel drive (55) reduces the speed and increases the
torque of left travel motor (1). The increased torque turns left track (53). Left track (53) is connected
to left travel drive (55) through sprocket (54).
Console
(56) Travel speed switch.
Travel speed switch (56) 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 place in the fast "RABBIT" position, the machine travels at the Automatic
Travel Speed mode. On a flat surface or moderate downward slope, select the automatic travel speed
for increased mobility.
When travel speed switch (56) is in the HIGH travel speed position, pressure sensor (47)
automatically changes 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 under a smaller
load.
Illustration Of Travel Operation

(1) Left travel motor. (15) Right travel motor. (57) Forward direction. (58) Control lever/pedal (left travel). (59) Idler. (60)
Control lever/pedal (right travel). (61) Cab. (62) Reverse direction.
The direction of travel (Forward or Reverse) is relative to the position of the lower structure. For
normal travel, idler (59) is positioned in front of cab (61) 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 (58) and
(60) forward. The machine will travel in forward direction (57). This movement is called forward
travel. When lever/pedals (58) and (60) are moved to the rear, the machine travels in reverse direction
(62). This direction is called reverse travel.
When cab (61) 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 (58) and (60) 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
control lever/pedal (58) or (60) 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. One track will travel to the rear and the other track will travel
forward. The machine makes a minimum radius (spot) turn with its center as its axis.
Forward Travel Operation

(38) Left travel control valve. (41) Right travel control valve.
When the travel control lever/pedals are operated, pilot oil from pilot control valve (42) shifts the
stem in travel control valves (38) and (41). Travel control valves (38) and (41) allow oil flow from
lower pump (50) and upper pump (47) to swivel (32). The swivel transfers oil from the rotating upper
structure to the lines in the lower structure. The oil flows to left and right travel motors (1) and (15).
NOTE: Since right and left travel controls function the same, explanations are given relative to left
travel control.
The pilot oil from pilot control valve (42) goes through line (28) and enters left travel control valve
(38). The pilot oil shifts the stem in left travel control valve (38), allowing the lower pump oil in
center bypass passage (40) to go through passage (39) to passage (36). The oil now goes through line
(34), swivel (32), line (30), counterbalance valve (8), and enters motor rotary group (3) through
passage (11).
Now part of the lower pump oil flows through counterbalance valve (8), passage (7) and brake pilot
valve (6) to parking brake (10). Parking brake (10) releases, causing the left travel motor to rotate in
the forward direction.
Low Speed
When travel speed switch (56) is placed in the LOW SPEED MODE position, part of the oil in
passage (11) goes through passage (13) and displacement change valve (12) to piston (9). This causes
swashplate (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
(31) to swivel (32). Oil now goes through line (33) and passage (35) into left travel control valve (38).
The oil leaves left travel control valve (38) and goes through return passage (37) and back to the
hydraulic tank through return line (43).
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

(45) Solenoid valve (Travel speed).
The explanation for forward travel in high speed mode is given relative to right travel motor (15).
Operation is the same for left travel motor (1).
When travel speed switch (56) is placed in the HIGH speed position, travel speed solenoid valve (45)
is energized. When the pump delivery pressure does not increase to a certain level due to a small
machine load, automatic travel speed solenoid valve (45) remains open. Oil from pilot pump (48)
flows through line (51), travel speed solenoid valve (45), line (29), swivel (32) and line (14) to
displacement change valve (20). The spool in displacement change valve (20) shifts. When the spool
shifts, the upper pump oil in right travel motor (15) flows through passage (24), displacement change
valve (20) and passage (23) to piston (22). 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 swashplate (16) and holds
it in its minimum angle position. Less oil is now required to turn right travel motor (15). The motor
turns at a higher speed.
Automatic Travel Speed Operation
Pump Compartment
Part of oil from upper (44) and lower (50) pumps combines at shuttle valve (49). The combined oil
flow goes through line (46) to automatic travel speed pressure sensor (47). When the travel speed
switch is in the HIGH speed position, the travel motor operates at a smaller swashplate angle until the
machine load increases to a certain level. The pump output pressure increases as the load placed on
the machine increases.
When the output pressure increases to a high level, a signal from pressure sensor (47) de-energizes
travel speed solenoid valve (45) and pilot oil is not supplied to displacement change valve (20).
Displacement change valve (20) shifts to the off position which causes the swashplate in the travel
motor to increase its angle for LOW speed rotation. The machine travels at the LOW speed.
When the circuit pressure in line (46) decreases to a low pressure range because of decreased pump
output pressure demand, automatic travel speed solenoid valve (45) is energized. Displacement
change valve (20) receives pilot oil from line (14) and reduces the motor swashplate angle for HIGH
speed operation. Now the machine travels at HIGH speed.
Automatic travel speed solenoid valve (45) allows the machine to travel at HIGH speed when under a
small load and to travel at LOW speed when under a large load. This automatic feature assures high
mobility and drawbar pull.
Travel Motor
Operation
Travel Motor
(1) Drive shaft. (2) Stopper. (3) Piston. (4) shawshplate. (5) Slipper. (6) Retainer. (7) Barrel. (8) Piston guide. (9) Check
valve. (10) Check valve. (11) Passage. (12) Brake pilot valve. (13) Port. (14) Valve plate. (15) Head. (16) Stopper. (17)
Piston. (18) Ball guide. (19) Spacer. (20) Spring. (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: consists of barrel (7), drive shaft (1), pistons (21), slippers (5), retainer (6),
ball guide (18), spacer (19) and spring (20).
2. Parking brake group: consists of springs (26), brake piston (27), friction plates (22), separator
plates (23), piston guide (8) and brake pilot valve (12).
3. Displacement change group: consists of displacement change valve (34), check valves (9)
and (10) and pistons (3) and (17).
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 tank through drain port (29) of head (15).
Supply oil from the lower pump goes in the left travel motor through port (31) during forward travel.
The oil from port (31) goes through passage (11) in head (15) to passage (25) of valve plate (14). The
oil now goes through passage (24) of barrel (7) and forces piston (21) to the left.
Motor Passage [Viewed From Head (15) Side]

(24) Passage (barrel). (25) Passage (valve plate). (35) Passage (valve plate).
Slipper (5) (coupled to the piston) slides on the surface of swashplate (4) from the top center to the
bottom center, and rotates with barrel (7). The oil that is forced out by the pistons on the outlet side
goes through passage (24) and passage (35) of valve plate (14) 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 (30) functions as an oil return port and port (31) 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 to forward travel. Pump oil through port (31) turns the motor counterclockwise for reverse
travel.
Parking Brake

(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).
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) now 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) connected to barrel (8) and separator plates (10) connected to body (7) are
pushed into contact locking the barrel to the body to prevent rotation of the barrel and shaft (3).
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 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 pressure oil holding plates (9) and (10) together is
released allowing barrel (7) and drive shaft (3) to turn.
Displacement Change Valve
Large Displacement Change Operation
Travel Motor (Partial)

(1) Swashplate. (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.
Displacement Change Operation (Large Displacement)

change valve. (9) Port. (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 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) 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. Swashplate (1) rotates for its increased angle.
The oil in piston chamber (3) drains to tank through passages (4), (16), (17) and (18).
The motor now holds the swashplate at its maximum angle position for large displacement.
Small Displacement Change Operation
Displacement Change Operation (Small Displacement)

change valve. (9) Port. (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 opens passage (24).
Pump oil flows through passages (10), (24) and (4) to piston chamber (3), moving piston (2) up.
Swashplate (1) turns to decrease the angle.
The oil in piston chamber (6) drains to tank through passages (7), (23) and (18).
The motor now holds the swashplate at its minimum angle position for small displacement.
Travel Brake Valve
Travel Brake Valve

(1) Crossover relief valve. (2) Orifice. (3) Ball. (4) Passage. (5) Spring. (6) Valve. (7) Passage. (8) Passage. (9) Passage.
(10) Passage. (11) Valve. (12) Valve. (13) Passage. (14) Passage. (15) Passage. (16) Crossover relief valve. (17) Spring.
(18) Spring chamber. (19) Passage. (20) Spring. (21) Passage. (22) Port. (23) Passage. (24) Port. (25) Passage. (26)
Passage. (27) Port. (28) Port. (29) Passage. (30) Spring. (31) Check valve. (32) Passage. (33) Counterbalance valve. (34)
Check valve. (35) Brake valve.
Each travel motor has a travel brake valve, consisting of counterbalance valve (33) and two crossover
relief valves (1) and (16).
The travel brake valve is bolted to the travel motor. It functions to prevent the occurrence of shock
load at travel stop, 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
Travel Motor And Travel Brake Valve (Left Track)

(1) Crossover relief valve (reverse travel). (16) Crossover relief valve (forward travel). (22) Port. (28) Port. (33)
Counterbalance valve. (35) Brake valve. (36) Left travel motor.
Counterbalance valve (33) consists of valve (12), spring (17), check valves (31) and (34).
Under normal operation, pump oil to port (22) flows through passage (21), (4) to counterbalance
valve (33). Pressure oil forces valve (31) to open, allowing oil flow from port (22) through passages
(21), (4) and (7), through port (24) to the piston of the travel motor. Oil then drives the travel motor.
A portion of the pump oil in port (22) flows through passage (23) and pushes the ball (3) to the left
against the force of spring (20). The oil then flows through passage (19) and into spring chamber (18).
The oil in spring chamber (18) acts on the left end face of valve (12). Valve (12) moves to the right
against the force of spring (30), opening passage (14).
The motor return oil goes through port (27), passages (13), passage (29) and out through port (28) to
tank.
When oil flow from port (22) is blocked, there is a pressure decrease in chamber (18). Spring (30)
forces valve (12) to the left closing passage (14). Return oil flow from the motor is blocked and the
motor rotation stops.
If the travel direction is reversed, pump oil flows to valve (12) through port (28) and goes out through
port (22). The operation is the same as described above.
Slope Travel
When the machine moves down a slope, the travel motors rotate at a higher speed due to the machine
mass (size and weight). The pumps cannot maintain the oil supply to the motors. The lack of oil
supply will cause cavitation in the travel motor. A decrease in pressure (negative pressure) at port
(22) results, causing a decrease in pressure in spring chamber (18). Spring (30) now forces
counterbalance valve (33) to the left and begins to close passage (14), blocking oil flow between
passages (13) and (29). Both return oil flow to the tank and oil flow to the travel motor suction port
are restricted. Travel motor rotation slows down.
The lower pump oil pressure at port (22) now increases. Part of the oil goes to passage (23) and then
flows as described in the section of "Level Travel". Valve (12) moves to the right, opening passage
(14). The modulation of valve (12) maintains the proper opening of passage (14) when 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, valve (12) suddenly closes passage (14). A
hydraulic pressure spike can occur. To prevent pressure spikes, a damper is provided at both ends of
valve (12). As valve (12) returns to the left from full open position, the oil in spring chamber (18) is
pressurized. Ball (3) closes, allowing the oil in spring chamber (18) to go out through passage (19)
and orifice (2) to passage (21). Movement of valve (12) slows down and slowly closes passage (14).
Proper damper (cushion) effect is maintained by the size and position of orifice (2).
Crossover Relief Valve Operation

While the machine is moving and the travel control levers are moved back to NEUTRAL position to
stop movement of the machine, there is no pump oil supplied to the travel motors and travel brake
valves. A decrease in pressure now occurs at port (22) of the brake valve. Spring (30) returns
counterbalance valve (4) to the NEUTRAL position. The travel motor is still in rotation because of
the mass of the machine in motion. Passage (14) is closed, blocking the return oil. A sudden increase
in pressure in passage (13) occurs. High pressure return oil in passage (13) goes through passage (10),
opening valve (6) of crossover relief valve (1). The pressure oil from valve (6) goes to suction
passage (7) of the travel motor.
Crossover relief valves (1) and (16) protect the travel motor against damage by allowing the high
pressure oil to escape.
Crossover relief valves (1) and (16) 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
(5) Spring. (6) Valve. (7) Passage. (10) Passage. (37) Passage. (38) Shock reducing piston. (39) Body. (40) Orifice. (41)
Orifice. (42) Orifice. (43) Stem.
The pressure oil in passage (10) goes through orifice (41) in valve (6), orifices (40), and (42) in stem
(43), and passage (37) and moves shock reducing piston (38) to the right against the force of spring
(5). The crossover relief valve maintains its operation at lower pressure than the setting pressure for a
short time until the right end of shock reducing piston (38) touches body (39). When shock reducing
piston (38) completes movement, oil pressure in passage (10) is increased to the relief setting pressure
and all of the hydraulic oil goes out through valve (6) to passage (7). The oil pressure gradually
increases until shock reducing piston (38) completes movement to the right from when valve (6) starts
to open. The gradual increase of the hydraulic oil pressure eliminates peak pressure. This is called the
double stage relief operation which reduces the shock at travel motor stopping.
Crossover relief valve (1) opens just before a forward left travel stops and crossover relief valve (16)
opens just before a reverse left travel stops. Adjustment of crossover relief valve (1) or (16) with its
track blocked, reverses the opened valve as follows:
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 (7) from port (22) is blocked. The oil
pressure in passage (6) increases, opening valve (11). Oil now flows from passage (6) to passage (13).
Crossover relief valve (16) 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 (16) closed in the same manner as described above.
Crossover relief valves (1) and (16) should be designated by their functions relative to the control
lever movement during pressure adjustment. Call crossover relief valve (16) forward left travel and
crossover relief valve (1) reverse left travel.
Parking Brake
When pump oil is supplied to port (22) to start the travel motor, valve (12) 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 passage (14) 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 (22) is blocked to stop the travel motor, valve (12) moves
back to its neutral position, closing passage (9). Passage (9) is closed only after passage (14) 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
travel motor is rotating.
Oil Makeup
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 operation is stopped.
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 left travel motor continues to rotate because
of the mass 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) and 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.
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 does not swing). It also functions to
provide a means for oil from the travel motors 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) Bolt. (2) Roller bearing (second stage). (3) Planet gear (third stage). (4) Roller bearing (third stage). (5) Planet shaft
(third stage). (6) Gear coupling. (7) Bolt. (8) Ball bearing. (9) Motor housing. (10) Travel motor. (11) Planet gear (second
gear). (12) Planet shaft (second stage). (13) Planet shaft (first stage). (14) Roller bearing (first stage). (15) Planet gear
(first stage). (16) Sun gear (first stage). (17) Cover. (18) Ring gear (first stage). (19) Carrier (first stage). (20) Sun gear
(second stage). (21) Carrier (second stage). (22) Ring gear. (23) Sun gear (third stage). (24) Carrier. (26) Pin. (27) Output
shaft (travel motor). (28) Sprocket housing.
The travel drive reduces the rotating speed of travel motor (10). Output shaft (27) is splined to first
stage sun gear (16) of the travel drive.
The travel drive consists of the following two groups:
1. Three stages planetary gear reduction group;
Sun gear (16), planet gears (15), carrier (19) and ring gear (18) makeup the first stage. Sun gear
(20), planet gears (11), carrier (21) and ring gear (22) makeup the second stage. Sun gear (23),
planet gears (3), carrier (24) and ring gear (22) makeup the third stage.
2. Output group;
Rotation of sprocket housing (28) offers output torque to drive the track. Housing (28), ring
gears (22) and cover (17) are held together with bolts (1). This integrated unit which is
supported by ball bearings (8) turns together as second stage ring gear (22) turns.
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
Planet Gear Operation

Rotation of travel motor output shaft (27) is transmitted to first stage sun gear (16). Sun gear (16) is
splined to output shaft (27). When sun gear (16) rotates clockwise (viewed from motor side), the
travel drive assembly operates as described below.
First Stage Reduction Group

(13) Planet shaft (first stage). (14) Roller bearing (first stage). (15) Planet gear (first stage). (16) Sun gear (first stage). (18)
Ring gear (first stage). (19) Carrier (first stage). (29) Rotating direction of 1st stage reduction group.
In the first stage reduction group planet gears (15) are in mesh with sun gear (16). Planet gears (15)
rotate counterclockwise as sun gear (16) rotates clockwise. Planet gears (15) are also in mesh with
ring gear (18). Planet gears (15) "walk" around the teeth of ring gear (18). As planet gears (15) rotate,
they circle around sun gear (16) clockwise. Planet gears (15) are mounted to carrier (19) by planet
shafts (13) and roller bearings (14). The assembly of carrier (19) rotates clockwise.
Splines In Engagement
(13) Planet shaft (first stage). (15) Planet gear (first stage). (19) Carrier (first stage). (20) Sun gear (second stage). (30)
Splines in engagement.
Rotation of carrier (19) is transmitted to sun gear (20) of the second stage reduction group. The
second stage reduction group is splined to carrier (19). Sun gear (20) rotates clockwise. Clockwise
rotation of sun gear (20) rotates planet gears (11) counterclockwise. Planet gears (11) are in mesh
with sun gear (20).
Since planet gears (11) are also in mesh with ring gear (22), they "walk" around the teeth of ring gear
(22). As planet gears (11) rotate, they circle around sun gear (20) clockwise. Planet gears (11) are
mounted to carrier (21) by planet shafts (12) and roller bearings (2). The assembly of carrier (21)
rotates clockwise.
(21) Carrier (second stage). (23) Sun gear (third stage). (31) Splines in engagement.
Rotation of second stage carrier (21) is transmitted to third stage sun gear (23) which is splined to
carrier (21).
Splines on third stage carrier (24) engage with teeth on the outer circumference of motor housing (9)
through gear coupling (6). With the housing held to the track frame, carrier (24) cannot rotate. Unlike
the first and second stage planet gears turning around their sun gears, planet gears (3) turn on their
own axes in the positions where they are mounted. This causes ring gear (22) to rotate
counterclockwise.
Ring gear (22) and sprocket housing (28) are held together with bolts (1). The sprocket wheel is
bolted to the housing. The torque of sun gear (23) is transmitted to the housing, causing the sprocket
to rotate counterclockwise. The right track rotates in the forward direction.
Straight Travel Control

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.
Straight Travel Operation

(1) Right travel control valve. (2) Straight travel control valve. (3) Left travel control valve.
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 pump. (8) Lower pump.
When the upper structure or implements are operated while the machine is traveling, straight travel
control valve (2) maintains straight travel of the machine.
Straight travel control valve (2) also improves the control of operations such as pipe laying or
placement of timbers. When the machine travels without a swing or implement operation, oil from
upper pump (7) goes through right travel control valve (1) to the right travel motor. Oil from lower
pump (8) goes through straight travel control valve (2) and left travel control valve (3) to the left
travel motor. Because 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 right and left travel motors to rotate at different speeds which
would result in the machine turning.
The straight travel system controls the machine travel to provide straight travel when circuits other
than the travel circuits are simultaneously operated. When straight travel control valve (2) is activated
by pilot oil pressure, the following occurs:
1. Upper pump (7) supplies oil to the left travel circuit and to the right travel circuit to drive
both motors in parallel.
2. The swing and implement circuits get oil from the lower pump. When the machine is
travelling, 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 oil is shared by
the right and left travel circuits.
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.
(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. (34) Pilot passage.
When the boom control lever is operated during a travel operation, pilot oil from travel and boom
pilot control valves goes to right travel control valve (7), left travel control valve (5) and boom I
control valve (9), through pilot passages (20), (24) and (34), respectively. When boom I control valve
(9) is operated, passage (22) is blocked which increases the pilot oil pressure in pilot passages (18)
and (19). The increased pilot pressure activates straight travel control valve (15).
Passage (25) connects in series stick I control valve (3), swing control valve (4), boom I control valve
(9) and bucket control valve (8). When any of these valves is operated, the connection between
passage (25) and passage (13), (14), (21) or (22) is blocked. The pilot oil pressure in passages (18)
and (19) increases enough to activate straight travel control valve (15).
As long as all of the control levers for stick I control valve (3), swing control valve (4), boom I
control valve (9) and bucket control valve (8) are in the NEUTRAL position, pilot passage (18) is
open to the hydraulic tank through passage (25) and drain line (29). The oil pressure in pilot passages
(18) and (19) decreases. Straight travel control valve (15) does not activate.
When straight travel control valve (15) is activated, oil from upper and lower pumps flows as follows
so that the 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 in passage (17) separates into two flow 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 valve (2).
Lower pump oil in passage (16) separates into two flow paths. One path goes through parallel
feeder passage (1) to 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). From parallel
feeder passage (26), the oil flow separates into two paths. One oil flow path goes to bucket
control valve (8). The other oil flow path goes to boom I control valve (9).
Portions of the lower pump oil in passage (11) goes through the check valve and orifice in straight
travel control valve (15) to combine with upper pump oil in center bypass passage (10). This
combined flow helps drive both right and left travel motor.
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 only the travel control is activated, pilot pressure in pilot passage (5) is low. The oil pressure in
piston chamber (6) also remains low. Stem (12) is shifted all the way to the right by the force of
spring (7). Oil from both upper and lower pumps flows as follows:
1. Oil from upper pump (14) goes through line (10) to passage (11) in the straight travel control
valve. The upper pump oil separates into two flow paths. 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, stick II control valves and boom I control valves.
2. Oil from lower pump (15) goes through line (9) to passage (8) in the straight travel control
valve. The lower pump oil separates into two flow 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.
Straight Travel Control Valve (Activated Position)

control valve. (14) Upper pump. (15) Lower pump. (16) Check valve. (17) Passage. (18) Passage. (19) Orifice.
When the travel and implement (or swing) controls are activated, pilot oil pressure in pilot passage (5)
increases. The oil pressure in piston chamber (6) increases to shift stem (12) to the left against the
force of spring (7). Pump oil now flows as follows:
1. Upper pump oil from line (10) goes to passage (11) in the straight travel control valve and
separates into two paths. One path goes through center bypass passage (2) and into the left
travel control valve. The other path goes through center bypass passage (3) and into right travel
control valve.
2. Lower pump oil from line (9) goes to passage (8) in the straight travel control valve and
separates into 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 passage (17) and into parallel
feeder passage (4). Oil flows from parallel feeder passage (4) into the bucket, attachment, boom
I and stick II control valves. Part of the lower pump oil in passage (17) goes through orifice
(19) and check valve (16) in stem (12), and passage (18) into center bypass passage (2). In
center bypass passage (2) the lower pump oil combines with upper pump oil. This helps drive
both the right and left travel motors.
Loading Operation
Introduction
Combined Operations Of Boom Raise, Stick Out And Swing Right
Combined Operations Of Boom Lower, Stick Out And Swing Left
Right Console (Monitor Panel)

(1) Boom priority mode.
With the bucket loaded (filled), it is moved to the dump location by 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 simultaneous operations of boom lower, stick out and
swing. This is one cycle of the loading operation.
For loading operations, work mode switch should be placed in BOOM PRIORITY MODE position
(1). This activates the logic valve. Depending on whether the boom is raised or lowered, the flow rate
of oil from both pumps to the implement and swing motor varies.
Combined Loading Operations
Boom Raise, Stick Out And Swing
Hydraulic Schematic (Partial) (Boom Raise, Stick Out And Swing)

(1) Line. (2) Line. (3) Parallel feeder passage. (4) Boom I control valve. (5) Stick II control valve. (6) Boom II control
valve. (7) Stick I control valve. (8) Passage. (9) Logic valve. (10) Swing control valve. (11) Line. (12) Parallel feeder
passage. (14) Upper pump. (15) Lower pump.
In a loading operation involving boom raise, stick out and swing, the pumps are used as follows:
1. Upper pump oil goes through parallel feeder passage (12) and separates into two flow paths.
One path goes through boom I control valve (4) and line (2) to the boom cylinders. The other
path goes through stick II control valve (5), line (11), passage (8) and stick I control valve (7) to
the stick cylinder.
2. Lower pump oil goes through parallel feeder passage (3) and separates into three flow paths.
One path goes through swing control valve (10) to the swing motor. Another path goes through
logic valve (9), passage (8) and stick I control valve (7) to the stick cylinder. The third path
goes through boom II control valve (6) and line (1) to line (2). The lower pump combines with
upper pump in line (2) and goes to the boom cylinders.
In this type of a loading operation, the boom and stick cylinders are supplied both upper and lower
pump oil. This moves the boom up faster to clear the excavation site after digging. The swing motor
is supplied an appropriate amount of lower pump oil to assure an optimum swing speed. If the swing
speed is too fast, the bucket will reach the side of the dump vehicle before the boom has raised high
enough to clear the side.
Boom Lower, Stick Out And Swing
Hydraulic Schematic (Partial) (Boom Lower, Stick Out And Swing)

(3) Parallel feeder passage. (4) Boom I control valve. (5) Stick II control valve. (6) Boom II control valve. (7) Stick I
control valve. (8) Passage. (9) Logic valve. (10) Swing control valve. (11) Line. (12) Parallel feeder passage. (14) Upper
pump. (15) Lower pump.
In a loading operation involving boom LOWER, stick OUT and swing, oils from upper pump (14)
and lower pump (15) flow as follows;
One path goes through boom I control valve (4) to the boom cylinders. The other path goes
through stick II control valve (5), line (11), passage (8) and stick I control valve (7) to the stick
cylinder.
2. Lower pump oil goes through parallel feeder passage (3) and separates into two flow paths.
One path goes through swing control valve (10) to the swing motor. The other path goes
through logic valve (9), passage (8) and stick I control valve (7) to the stick cylinder.
In this type of a loading operation, the stick cylinder is always supplied both upper and lower pump
oil. This allows the stick to move out in an optimum speed while assuring the optimum speeds of the
swing and boom lower.
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.
Stick In Leveling (Movement Of Boom And Stick)

(1) Power mode switch. (2) Fine control mode switch.
Leveling operations are a slow speed type of work. Fine control switch causes the engine speed to be
reduced automatically which controls the power level to a level lower than the power controlled by
switch (1). Also, fine control mode switch is turned ON. The boom and stick circuits have an
individual pump oil supply to each function. The operations of boom and stick cylinders will not
affect each other.
Fine Control Circuit
Hydraulic Schematic (Partial) (Fine Control Operation)

(1) Stick cylinder. (2) Boom cylinders. (3) Center bypass passage. (4) Boom I control valve. (5) Stick II control valve. (6)
Stick I control valve. (7) Center bypass passage. (8) Boom II control valve. (9) Parallel feeder passage. (10) Fine control
solenoid valve. (11) Pilot oil manifold. (12) Upper pump. (13) Lower pump.
When the boom and stick control levers are partially moved to the boom RAISE and stick IN
position, oils from upper pump (12) and lower pump (13) flow as follows;
As fine control mode switch is turned ON, fine control solenoid valve (10) is energized with causes
the center bypass passage in stick II control valve (5) to remain open.
1. Part of upper pump oil in parallel feeder passage (9) goes through boom I control valve (4) to
boom cylinders (2). The remainder of upper pump oil parallel feeder passage (9) goes through
center bypass passage (3), boom I control valve (4) and stick II control valve (5), and returns to
the hydraulic tank.
2. Part of lower pump oil in center bypass passage (7) goes through stick I control valve (6) to
stick cylinder (1). The remainder of lower pump oil in center bypass passage (7) goes through
boom II control valve (8) and returns to the hydraulic tank.
The boom and stick circuits use the separate pump oil which does not affect the movement of the
other during fine control operation of the boom and stick. Also, each pump oil that is not used for
boom RAISE and stick IN bypasses and returns to the hydraulic tank. This assures an exact fine
control operation.
Trenching Operation
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.

(1) Swing priority mode 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. The
swing priority mode provides the appropriate partial swing force for an exact trenching operation.
To activate the swing priority mode, place swing priority mode switch in the ON position. Upper
pump oil is supplied to the boom, stick and bucket circuits. Lower pump oil is supplied only to the
swing circuit. This causes the oil pressure in the swing circuit to remain high enough to provide a
force against the ditch side wall.
Trenching Operation (Swing Priority Solenoid Valve

Energized)
Hydraulic Schematic (Partial) (Swing Priority Operation)

(1) Line. (2) Parallel feeder passage. (3) Bucket control valve. (4) Boom I control valve. (5) Stick II control valve. (6)
Stick I control valve. (7) Logic valve. (8) Swing control valve. (9) Valve. (10) Parallel feeder passage. (11) Swing priority
When the control levers are moved to either boom RAISE, stick IN, bucket CLOSE or swing
position, oils from upper pump (13) and lower pump (14) flow as follows:
When switch is in the swing priority mode position, the swing priority solenoid valve is energized and
logic valve (7) remains closed.
1. Upper pump oil goes through parallel feeder passage (10) and separates into three flow paths.
One path goes through bucket control valve (3) to the bucket cylinder. Another path goes
through boom I control valve (4) to the boom cylinders. The third path goes through stick II
control valve (5) and valve (9) and combines at line (1). The upper pump oil then goes through
stick I control valve (6) to the stick cylinder.
2. Lower pump oil goes through parallel feeder passage (2) and swing control valve (8) to the
swing motor.
In a trenching operation by activating the swing priority solenoid valve, lower pump oil is
supplied only to the swing motor. The swing motor uses its torque for holding the bucket
against the side wall of the ditch. This assures an appropriate motor torque to securely hold the
bucket against the side wall. Boom, stick and bucket circuits share the upper pump oil in an
optimum manner.
Tamping Operation
Introduction
When surface forming or compacting with the bottom of the bucket, it requires the boom smoothly
raising and lowering.
Boom Raise And Lower

(1) Character display. (2) Power mode switch. (3) User mode switch.
The boom must raise and lower slowly. Push user mode switch (3) to select tamping mode. "U1" is
displayed on character display (1) at the right two digits. When raising or lowering the boom the
pump output changes to make tamping operation smooth.
Use power mode switch (2) to select power mode or standard mode depending on the working
condition.
Tamping Operation
Hydraulic Schematic (Partial) (Slope Tamping Operation)

(1) Line. (2) Parallel feeder passage. (3) Boom I control valve. (4) Center bypass passage. (5) Stick II control valve. (6)
Stroke limiter. (7) Boom II control valve. (8) Center bypass passage. (9) Line. (10) Parallel feeder passage. (11) Shuttle
valve. (12) Pilot line. (13) Shuttle valve. (14) Travel speed solenoid valve. (15) Pilot manifold. (16) Upper pump. (17)
Fine control solenoid valve. (18) Lower pump. (19) Hydraulic tank.
When the control lever is moved to boom RAISE, oil from upper pump (16) and lower pump (18)
flows as follows. When the tamping mode is selected by user mode switch (3), travel speed solenoid
valve (14) is energized to push stroke limiter (6) of boom II control valve (7). Center bypass passage
(8) is opened. Fine control solenoid valve (17) is energized, too. The oil in pilot line (12) does not
push stick II control valve (5) through shuttle valve (11) and (13), and center bypass passage (4) is
opened.
1. Upper pump oil
a. The oil flows through parallel feeder passage (10) and boom I control valve (3) into
the boom cylinder.
2. Lower pump oil
b. The oil flows through center bypass passage (8) and boom II control valve (7) into
When raising the boom, the oil from the lower pump does not combine with the oil from the upper
pump at line (1) to provide optimum speed of boom. This prevents rapid boom raising and the
machine shaking.
When lowering the boom, oil flow from the upper pump decreases. Oil pressure is lowered in line (9)
to provide optimum force by boom lowering. This prevents jack-up of the machine by the boom
cylinders and makes tamping operation easier.
Copyright 1993 - 2017 Caterpillar Inc. Wed Apr 19 07:32:04 UTC+0700 2017
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Product: EXCAVATOR
Model: 330B LN EXCAVATOR 5LR
Configuration: 330B L, 330B LN Excavators 5LR00001-UP (MACHINE) POWERED BY 3306 Engine
Systems Operation
330B L AND 330B LN EXCAVATORS HYDRAULIC SYSTEM
Media Number -SENR1661-00 Publication Date -16/10/1996 Date Updated -11/10/2001
Systems Operation
SMCS - 5050
Introduction
Reference: For Systems Operation of the electronic controller, make reference to "Engine And Pump
Reference: For Testing and Adjusting of the hydraulic system, make reference to Testing And
Adjusting For 330B L and 330B LN Excavators Hydraulic System, SENR1663
Reference: For specifications, make reference to Hydraulic Systems Specifications, SENR1659.
Hydraulic Schematic
(1) Swing motor
(2) Travel motor (left)
(3) Travel motor (right)
(4) Stick cylinder
(5) Travel brake valve (left)
(6) Travel brake valve (right)
(7) Bucket cylinder
(8) Boom cylinder
(10) Swivel
(11) Main control valves
(16) Pressure switch (boom RAISE)
(17) Pilot control valve (travel)
(18) Pilot control valve (swing/stick)
(19) Solenoid valve (fine control)
(20) Solenoid valve (travel speed)
(21) Solenoid valve (swing priority)
(23) Pilot control valve (boom, bucket)
(25) Accumulator
(27) Shock reducing valve
(28) Upper pump
(29) Lower pump
(30) Automatic travel speed change valve pressure sensor
(31) Pilot pump
(32) Pilot oil manifold
(33) Pilot filter
(34) Case drain filter
(35) Slow return check valve
(36) Oil cooler
(37) Bypass check valve
(38) Capsule filter
(39) Hydraulic tank
Pump Flow And Pressure Control
Introduction
Pump Compartment
(28) Upper pump. (29) Lower pump. (41) Outlet line (upper pump). (42) Housing. (43) Outlet line (lower pump).
This machine is driven and controlled by the three following 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 pumps (28) and (29). Pumps (28) and (29) are variable
displacement piston type pumps. The pumps are identical in performance. Lower pump (29) is
directly connected to the engine by a flexible coupling. Pumps (28) and (29) are mechanically
connected in parallel through gears. Gear type pilot pump (31), installed in housing (42) is directly
connected to lower pump (29) and drives the pilot hydraulic system. All engine output is used for
driving these three pumps.
Each of the main pumps delivers approximately 237 liter/min (63 U.S. gpm) of hydraulic oil at no
load. The pilot pump delivers approximately 40 liter/min (11 U.S. gpm) of hydraulic oil at no load.
When a load is placed on the machine, the hydraulic oil is forced into the main 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.

(15) Main relief valve. (44) Right control valve body (operated by upper pump oil). (45) Left control valve body (operated
by lower pump oil).
The oil delivered from upper and lower pumps (28) and (29) respectively enters right and left valve
bodies (44) and (45) of main control valves (11). If no work is being performed, pump oil flows
through the control valves and returns to hydraulic tank (39). Main control valves (11) now send 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 (11) direct pump oil to the respective
cylinders (boom, bucket and stick) and/or motors (swing and travel). Main control valves (11) 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 (15) setting of 34 300 kPa (4975 psi) during travel and
implement operation. Swing system relief pressure is 29 900 kPa (4350 psi) and is controlled by relief
valves in the swing motor.
Pilot Hydraulic System
Cab
(46) Monitor panel. (47) Control lever (stick and swing). (48) Control lever (boom and bucket). (49) Travel pedal (left).
(50) Travel pedal (right). (51) Engine speed dial.
Pilot pump (31) delivers a constant flow of pressure oil to the pilot circuit. The operating pilot
pressure increases to the pilot relief valve setting of 4100 kPa (595 psi).
The pilot circuit has the following three functions:
* To operate main control valves: 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 (18),
(23), and (17) respectively. This pilot oil flow shifts the stems in the main control valves
allowing the main pump oil to flow to the required circuits of cylinders (4), (7) and (8) and
motors (1), (2) and (3).
* To control pump output: Proportional reducing valve (22) receives the electronic signal and
uses the pilot system oil to develop the hydraulic signal pressure. The hydraulic signal pressure
goes to the regulators in the main pumps and controls the pump output flow.
* 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 hydraulic operation is called for.
b. Release the swing motor parking brake.
c. Automatically changes travel speed to HIGH or LOW, depending on the machine load.
d. Operate the straight travel valve to keep the machine traveling straight during a combined
operation of travel and implement.
e. Control operations of valves required for easier loading or vertical finishing of ditch wall.
NOTE: For details of the pilot control, see the section, "Pilot Circuit".
Electronic Control System
Controller Compartment (Under Right Console of Cab)

(52) Controller.
The electronic control system controls the output from the engine and the pump through controller
(52). Controller (52) senses the position of the engine governor lever selected by engine speed dial
(51). Controller (52) also senses the power mode position selected by the power mode switch.
Controller processes the information and sends a signal pressure to the pump so the pump can provide
an optimum output depending on the machine load and engine speed.
The electronic control system has the following four major functions:
* When a large load is placed on the machine, the system causes the pump to destroke,
allowing the maximum horsepower available from the engine.
* 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 settings. This allows the machine to
operate at an optimum speed and helps to reduce fuel consumption.
* At a very small or no load condition, the system automatically decreases the engine speed for
improved fuel consumption and noise level.
* The system causes solenoid valves for fine control solenoid valve (19), swing priority
solenoid valve (21) and travel speed solenoid valve 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 of "Engine And Pump
Main Pumps
Construction
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 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).
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. (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. (C) Radial direction. (D) Radial direction.
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 shaft (18) is driven by the engine flywheel, shaft (29) of
the upper pump is driven through the mechanical linkage of gears (23) and (28). Because the number
of teeth on 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.
Main 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 pump housing (21) through inlet port (5). The oil goes through
inlet passages (32) and (31) in plate (26), respectively. The oil then enters cylinder passage (30) of
cylinder (25) which are positioned over inlet passage (31). As the cylinder turns, openings of passage
(30) in the cylinder rotate to the position of passage (31).
Pistons (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 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 the 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 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), a seal is made with the face of grooves
(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.
Valve Plates
(26) Valve plate (in lower pump). (37) Valve plate (in upper pump).
Pump Regulator
Regulator (Upper Pump)

(5) 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. (17) Passage. (18) Spring. (19) Bushing. (20) Passage. (21)
Pin. (22) Spring. (23) Line (Ps). (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. (37) Piston chamber. (38) Bolt.
(P1) Upper pump delivery pressure. (P2) Lower pump delivery pressure. (Pn) Negative flow control pressure. (Ps) Power
shift pressure.
Pump Compartment
(11) Line [upper pump (Pn)]. (23) Line (Ps). (39) Regulator (lower pump). (40) Port. (41) Regulator (upper pump). (42)
Line [lower pump (Pn)].
The pump regulator functions as follows:
* Using the electronic control system, the regulator receives the hydraulic signal pressure
[power shift pressure (Ps)] and controls the pump output flow depending on the machine load
and engine speed.
* To keep the horsepower from the engine to the pump constant, the regulator receives
summation of upper pump delivery pressure (P1) and lower pump delivery pressure (P2)
through the cross sensing control. This is called the total horsepower control.
* When the control levers are in NEUTRAL or in PARTIAL MOVEMENT position, the
regulator receives the negative flow control pressure (Pn). Negative flow control pressure (Pn)
controls the pump output flow. This is called the negative flow control.
The regulators of the upper and lower pumps are identical in construction and operation. Description
is given to the upper pump regulator.
Oil from the upper pump and pilot pump flows to regulator (41) as follows:
Oil from the upper pump goes through passages (10) and (7) in housing (8) to passages (15) and (17).
Oil through passage (15) controls piston (14). Oil through passage (17) goes to passage (25). Also, oil
goes to piston chamber (37) through passage (35). Oil from the lower pump goes through passage (5)
to control piston body (14).
Power shift pressure (Ps) goes through line (23) to port (40) which is common to upper and lower
pump regulators (41) and (39).
During total horsepower control, both upper pump delivery pressure (P1) and the lower pump
delivery pressure (P2) act against the ring grooves of control piston (14) while power shift pressure
(Ps) is acting against the top end face of control piston (14). Control piston (14), pin (21) and control
piston (24) now shifts to control the pump output.
During negative flow control, negative flow control pressure (Pn) from line (11) acts against the top
surface of piston (13). Control piston (14) shifts, causing control piston (24) to move for pump flow
control.
NOTE: For further information on total horsepower control and negative flow control, refer to the
"Regulator Operation" section in this module.
Regulator Operation
Constant Horsepower Flow Control (Before Pump Destroke)
Regulator Operation (Before Pump Destroke)

(5) Passage. (14) Control piston. (15) Passage. (17) 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. (45) Upper pump. (P1) Upper pump delivery pressure. (P2) Lower pump delivery pressure. (Ps)
Power shift pressure.

(5) Passage. (14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (22) Spring. (24) Control piston. (25)
Passage. (26) Spring Chamber. (27) Spring. (47) Top surface. (48) Passage. (49) Passage. (P1) Upper pump delivery
When the machine is operating with a low load, the upper pump delivery pressure (P1) from passage
(15) and lower pump delivery pressure (P2) from passage (5) act on ring grooves 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 upper pump delivery pressure
(P1), lower pump delivery pressure (P2) and power shift pressure (Ps) 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). Upper pump delivery pressure (P1) 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.
Total Horsepower Flow Control (After Start Of Pump Destroke)
Regulator Operation (After Start Of Pump Destroke)

(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. (45) Upper pump. (50) Set screw. (P1) Upper pump delivery pressure. (P2) Lower pump delivery
pressure. (Ps) Power shift pressure.

(5) Passage. (14) Control piston. (15) Passage. (17) Passage. (20) Passage. (21) Pin. (24) Control piston. (25) Passage.
(26) Spring chamber. (27) Spring. (47) Top surface. (48) Passage. (49) Passage. (50) Set screw. (P1) Upper pump delivery
An increased load on the main pump increases upper pump delivery pressure (P1) from passage (15)
and lower pump delivery pressure (P2) from passage (5) act on ring grooves of piston (14).
The combined forces of increased power shift pressure (Ps) through passage (20) acts on top surface
(47) 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,
which allows upper pump delivery pressure (P1) from passage (17) to go through passage (25) to the
bottom surface of ring (34).
Upper pump delivery pressure (P1) acting on the top surfaces of ring (34), is now supplied to piston
chamber (37) through passage (35). Upper pump delivery pressure (P1) 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 piston (32) moves up, spring (30) compresses and pushes control 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 tank pressure, the pressure on the bottom surface of ring
(34) becomes less than upper pump delivery pressure (P1). Piston (32) starts to stop upward
movement. When the force of upper pump delivery pressure (P1) 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
upper pump delivery pressure (P1) through passage (25) to the bottom surface of the ring.
As upper pump delivery pressure (P1) further increases and compresses spring (27), pistons (24) and
(32) operate in the same operating manner as that described above.
When upper pump delivery pressure (P1) is equal to the combined force of springs (28), (30), and
(27), piston (32) is in a balanced position and the angle of the cylinder is held a 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 a 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
Negative Flow Control Operation (Partial)

(11) Line [negative flow control pressure (Pn)]. (12) Port. (13) Piston. (14) Control piston. (17) Passage. (19) Bushing.
(21) Pin. (24) Control piston. (27) Spring. (28) Spring. (30) Spring. (32) Piston. (45) Upper pump. (47) Top surface. (48)
Passage. (49) Passage. (51) Passage. (52) Center bypass passage. (53) Negative flow control orifice. (54) Main control
valve. (55) Spring spacer. (56) Spring spacer. (P1) Upper pump delivery pressure. (P2) Lower pump delivery pressure.
(Pn) Negative flow control pressure. (Ps) Power shift pressure.
The rate of oil flow through center bypass passage (52) in main control valves (54) is maximum when
all control levers are in NEUTRAL position. When the control levers are partially moved for a
leveling operation, part of upper pump oil flows to passage (51), decreasing the rate of oil flow in
passage (52).
The oil flow in center bypass passage (52) is then restricted at negative flow control orifice (53).
Negative flow control pressure (Pn) now develops in line (11). Modulation [increase or decrease of
negative flow control pressure (Pn)] is done depending on the rate of oil flow through center bypass
passage (52). Negative flow control pressure (Pn) is maximum when all control levers are in
NEUTRAL position, keeping the pump output flow at minimum.
NOTE: For more information of the negative flow control pressure (Pn), see "Control Valve" in this
module.
Negative flow control pressure (Pn) in line (11) enters the regulator through port (12) and acts on the
top surface of piston (13). Piston (13) tries to move down. Power shift pressure (Ps) acting on top
surface (47) of control piston (14) and upper pump delivery pressure (P1) and lower pump delivery
pressure (P2) acting on body of control piston (14) are also acting on the inner surface of bushing
(19). Bushing (19) tries to push piston (13) up.
When negative flow control pressure (Pn) acting on piston (13) is greater than the combined forces
acting on bushings (19), piston (13) moves down allowing the negative flow control to function. As
piston (13) moves down, bushing (19) is pushed down, pushing control piston (14) down. Now the
cylinder decreases its angle and destrokes the pump in the same manner as described for the total
horsepower control.
When all control levers are in NEUTRAL position [because negative flow control pressure (Pn) is
maximum], control piston (14) pushes down against pin (21) moving control piston (24) down,
opening passage (48). Now upper pump delivery pressure (P1) from 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 of upper
pump delivery pressure (P1) 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 total horsepower control. The cylinder is now held at the minimum
angle position for minimum pump output flow.
When the control levers are partially moved, negative flow control pressure (Pn) gradually decreases
its force on piston (13). As the forces of compressed springs (27) and (30) overcomes the force of the
decreased negative flow control pressure (Pn), 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 control pressure
(Pn).
When piston (13) moves up due to a lower negative flow control pressure (Pn), the total horsepower
control functions.
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 the following two pressures:
* Pump output circuit pressure.

* 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
horsepower characteristic curve (2) represents the respective flow rate and pressure to maintain pump
output horsepower constant.
Hydraulic Schematic Of Main Control Valves
(2) Line relief valve (stick cylinder rod end)
(3) Main control valve
(7) Line relief valve (boom cylinder head end)
(8) Return port
(14) Attachment control valve
(15) Bucket control valve
(17) Line relief valve (bucket cylinder rod end)
(19) Stick II control valve
(22) Boom II control valve
(23) Line relief valve (stick cylinder head end)
(25) Stick I control valve
(26) Swing control valve
(28) Line relief valve (bucket cylinder head end)
(32) Line relief valve (boom cylinder rod end)
(33) Logic valve
(36) Inlet port (lower pump)
(37) Inlet port (upper pump)
(38) Inlet port (pilot pump)
(41) Upper pump
(42) Lower pump
(43) Pilot pump
(44) Hydraulic tank
Main Control Valves
Introduction
Main Control Valves (Viewed From The Front)

(4) Implement/swing pressure switches. (5) Travel pressure switch. (11) Left travel control valve. (12) Straight travel
valve. (13) Right travel control valve. (14) Attachment control valve. (15) Bucket control valve. (18) Boom I control
valve. (19) Stick II control valve. (22) Boom II control valve. (23) Line relief valve (stick cylinder head end). (25) Stick I
control valve. (26) Swing control valve. (28) Line relief valve (bucket cylinder head end). (31) Main relief valve. (35)
Boom raise pressure switch. (45) Left body. (46) Right body.
Main Control Valves (Viewed From The Bottom/Front)

(6) Boom drift reduction valve. (7) Line relief valve.
Main Control Valve (Viewed From The Bottom)

(1) Stick drift reduction valve. (2) Line relief valve.
Main control valve (3) is located in the hydraulic system between the pumps and actuators (cylinders
and motors). Depending on the machine operation, components and passages in the valve control oil
flow and pressure in the circuits from the pumps to actuators.
The main control valve consist of right body (46) and left body (45). These two components are
coupled together with bolts to make one assembly. In right body (46), the following control valves are
in parallel:
Right travel control valve (13).
Attachment control valve (14).
Bucket control valve (15).
Boom I control valve (18).
Stick II control valve (19).
In left body (45), the following control valves are in parallel:
Straight travel control valve (12).
Left travel control valve (11).
Swing control valve (26).
Stick I control valve (25).
Boom II control valve (22).
The left body has return port (8). The left body has inlet ports (36). The upper pump oil flows into
inlet port (37). The lower pump oil flows into inlet port (36). The upper and lower pump oil flow is
controlled by the main 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 main control valves and flows out
through return ports (8) and back to the hydraulic tank (44) through return line.
Each body has other important components as follows:
Right body (46):

* Boom cylinder rod end line relief valve (32) and bucket cylinder line relief valves (28) and
(17) that limit respective circuit pressures.
* Negative flow control relief valve (20) and negative flow control orifice (21) that function to
destroke the main pump when the control levers are in the NEUTRAL position or moved
partially.
* Boom drift reduction valve (6) that prevents boom cylinder drift when the control levers are
in NEUTRAL position. Line relief valve (7) for the boom cylinders (head end side) is located
on boom drift reduction valve (6).
* Implement/swing pressure switch (4) that creates electric signals for the Automatic Engine
Speed Control operation, along with the right and left travel pressure switch (5).
Left body (45):

* Stick cylinder head end line relief valve (23).
* Negative flow control relief valve (30) and negative flow control orifice (29).
* Stick drift reduction valve (1) that prevents stick cylinder drift when the main control valves
are in neutral position. Stick cylinder rod end line relief valve (2) is located on stick drift
reduction valve (1).
* Main relief valve (31) that limits the main hydraulic system pressure.
* Boom raise pressure switch (35) that assures an optimum boom raise speed.
NOTE: Major functions of the above components are basically the same as those described in right
body (46).
Functions of the main control valves are divided into the following five configurations:
1. Main control valves in the NEUTRAL position with no load placed on cylinders and motors.
2. Individual valve operation.
3. Negative flow control when the control levers are in the NEUTRAL position or moved partially.
4. Load check valve operation to prevent cylinder drift.
5. Relief valve operation to limit circuit pressure.
Description on some components that are installed on or in the main control valves will be given
separately. Refer to appropriate sections in this module for further information on these components
shown below.
* Implement/swing pressure switch (4), travel pressure switch (5) and boom raise pressure
switch (35): Refer to "Pilot Oil Supply Circuit" section in this module.
* Boom drift reduction valve (6) and stick drift reduction valve (1): Refer to "Boom, Stick, And
Bucket Control" section in this module.
* Straight travel control valve (12): Refer to "Straight Travel Control" section in this module.
* Logic valve (33): Refer to "Loading Operation" section in this module.
* Implement/swing pressure switch (4) and travel pressure switch (5): Refer to the module
"Systems Operation, Electronic And Electrical Systems".
Main Control Valve Operation In Neutral Position
Main Control Valves (Neutral Position)

(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. (18) Inlet port. (19) Inlet port. (22) Return port. (23) Straight travel control 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). Upper pump oil enters the right body through inlet
port (18) provided in left body (14) and goes through center bypass passage (30) and parallel feeder
passage (26). The lower pump supplies oil to left body (14). Lower pump oil enters the left body
through inlet port (19) provided in left body (14) and goes through center bypass passage (31) and
parallel feeder passage (27).
When all the control levers are in the NEUTRAL position, upper pump oil from inlet port (18) flows
through center bypass passage (30), negative flow control orifice (29), return passage (28), (33) and
out through return port (22). The oil returns to the hydraulic tank. Lower pump oil from inlet port (19)
flows through center bypass passage (31), negative flow control orifice (32), return passage (33), and
out through return port (22). The oil returns to the hydraulic tank. Oil in parallel feeder passages (26)
and (27) supplied from both pumps remains blocked by each control valve stem.
Activation of any control lever provides two paths for upper pump oil. One path is from center bypass
passage (30) to right travel control valve (5) and through attachment control valve (4), bucket control
valve (3), boom I control valve (2) and stick II control valve respectively. 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 through swing control
valve (8), stick control valve (9) and boom II control valve (10) respectively. The other path is from
parallel feeder passage (27) to swing control valve (8).
Individual Valve Operation
Bucket Control Valve (Neutral Position)

(1) Line relief valve (bucket cylinder rod end). (2) Port. (3) Parallel feeder passage. (4) Load check valve. (5) Passage. (6)
Port. (7) Line relief valve (bucket cylinder head end). (8) Pilot port. (9) Pilot port. (10) Return passage. (11) Stem. (12)
Center bypass passage. (13) Spring.
The bucket control valve is used as a typical example for describing the operation of individual
control valves.
When all pilot control valve levers are in the NEUTRAL position, there is no pilot oil sent to pilot
ports (8) and (9) from the pilot control valve. Stem (11) is centered in the NEUTRAL position by the
force of spring (13). The upper pump oil goes through center bypass passage (12) to the hydraulic
tank.
Bucket Control Valve (Bucket Close Position)

(2) Port. (3) Parallel feeder passage. (4) Load check valve. (5) Passage. (6) Port. (8) Pilot port. (10) Return passage. (11)
Stem. (12) Center bypass passage. (14) Passage. (15) Passage.
When the bucket control valve is operated to the bucket CLOSE position, pilot oil is supplied to pilot
port (8) moving stem (11) to left. This closes center bypass passage (12) and opens passage (15).
Passage (14) is now connected to return passage (10).
Upper pump oil in parallel feeder passage (3) flows through load check valve (4), passage (5), and
(15) to port (6). The bucket cylinder rod extends, allowing the displaced oil in the rod end to flow to
port (2).
Oil from port (2) flows through passage (14) to return passage (10) and back to the hydraulic tank.
Negative Flow Control Signal
Hydraulic Schematic (Partial) (Negative Flow Control)

(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. (22) Return line. (23) Port
Main Control Valves (Viewed From Top/Right)

(7) Negative flow control line. (9) Negative flow control line.
A negative flow control pressure signal from center bypass passages (1) and (2) occur during the
following instances:
* When cylinders or motors are not in operation.

* 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. (23) Port. (Pn) Negative flow control pressure.
Oil flow from upper pump (12) flows from center bypass passage (2) through passage (3), 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 pressure (Pn) now goes through passage (4) and negative flow
control line (9) to the pump regulator. The negative flow control of the regulator caused 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 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 (Pn) 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 (Leveling 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 passages (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 (Pn) 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 (Pn). The upper pump
output is held maximum. Now the upper pump output is controlled by the constant horsepower flow
control.
Modulation (increase or decrease) of exact pump output needed is done by inching the control levers.
This allows fine 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
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 oil loss from a high
pressure circuit (in parallel and in operation at the same time) to a lower pressure circuit. For
example, the check valve operates when the bucket cylinder is moved under a light load while the
boom cylinders are raised. The high pressure oil of the boom cylinders wants to flow toward the low
pressure oil side of the bucket cylinder. Load check valve (1) prevents the boom from lowering.
Second, load check valve (1) prevents the boom from moving down when first activated at a slow
speed. When the boom starts moving 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 oil in the boom
cylinders would flow through center bypass passage (2) to the hydraulic tank. This would cause the
boom to lower. Load check valve (1) prevents flow of pressure oil from the head end of the cylinders
to the hydraulic tank.
Limitation Of Pressure In Circuit

Two types of relief valves are installed on the main control valves to limit pressure in hydraulic
circuit.
A. Main relief valve to limit pressure in the main hydraulic system.

B. Line relief valve to limit built-in pressure in the cylinder circuits.
Main Relief Valve
Cross Section Of Straight Travel Valve And Main Relief Valve

(1) Straight travel valve. (2) Main control valve. (3) Right travel control valve. (4) Check valve. (5) Upper pump. (6)
Check valve. (7) Passage. (8) Pilot pump. (9) Main relief valve. (10) Lower pump. (11) Line. (12) Line. (13) Line.
Oil from upper and lower pumps (5) and (10) enters main control valves (2) through lines (12) and
(11), respectively. Upper and lower pump oil then goes through check valves (6) and (4) to passage
(7).
Only the higher oil pressure from either upper or lower pumps can go through passage (7) to main
relief valve (9). The main relief pressure is limited to 36 800 kPa (5350 psi) for any implement
operation.
Closed Position
Main Relief Valve (Valve In Closed Position)

passage.
When main pump oil pressure in passage (7) is less than the main relief pressure setting, valve (17) is
closed by the force of spring (18). The oil in passage (7) goes through orifice (20) and enters spring
chamber (15). Because the pressure in passage (7) and spring chamber (15) are equal, valve (14)
shifts to the left by the force of spring (16) and closes passage (19). There is no oil flow from passage
(7) to return passage (21).
During Operation
Main Relief Valve (During Operation With Valve In Open Position)

passage. (22) Adjuster. (23) Passage. (24) Valve chamber.
As the oil pressure in passage (7) increases to the relief pressure setting, the oil pressure in passage
(7) overcomes the force of spring (18) and opens valve (17). The oil in valve chamber (24) goes
through passage (23) to return passage (21) and becomes low pressure oil. Now the oil pressure from
passage (7) is decreased at orifice (20). The oil then goes through spring chamber (15) to valve
chamber (24). Because of the decreased oil pressure in spring chamber (15), the oil pressure from
passage (7) pushes valve (14) to the right against the force of spring (16). Passage (19) now opens
allowing the high pressure oil flow from passage (7) to return passage (21). Pressure adjustments can
be made with adjuster (22).
Line Relief And Makeup Valves

Line relief and make up 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 36 800 kPa (5350 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.
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), through the hole of 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) is now blocked to return passage (8).
Line Relief Valve (Open Position)

(1) Passage. (3) Valve. (4) Spring chamber. (5) Valve. (6) Spring. (7) Piston. (8) Orifice. (9) Return 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 force of spring (6). The oil from valve chamber (1) now goes through passage
(12) to return passage (8). The oil pressure in 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), through the hole of piston (7). 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 (Makeup Valve In Operation)

(1) Passage. (2) Valve. (3) Valve. (4) Spring chamber. (8) Return 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.
When oil is lost through operation of the line relief valve for the head end of a cylinder, the oil has to
be made up (replaced) in the rod 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). Oil pressure from return passage (8) acts on shoulder (13) of
valve (2). The back side of shoulder (13) receives the negative pressure occurred in spring chamber
(4). Valve (2) moves to the right. Now the oil from return passage (8) goes to passage (1) as makeup
oil, removing the vacuum condition in passage (1).
Hydraulic Schematic For Pilot Oil
(1) Swing parking brake solenoid valve
(2) Swing parking brake
(3) Displacement change valve (left travel)
(4) Displacement change valve (right travel)
(5) Line
(6) Line
(10) Control valve
(16) Line
(17) Line
(18) Passage
(19) Passage
(20) Logic valve
(22) Passage
(23) Pressure control valve
(25) Pilot control valve (left and right travel)
(26) Line
(27) Line
(28) Pilot control valve (stick/swing)
(29) Line
(30) Pilot control valve (bucket/boom)
(31) Line
(32) Fine control solenoid valve
(33) Travel speed solenoid valve
(34) Swing priority solenoid valve
(36) Pilot manifold
(37) Line
(38) Passage
(40) Passage
(41) Passage
(43) Line
(44) Upper pump
(45) Lower pump
(46) Pilot pump
(47) Line
(48) Pilot filter
Pilot Oil Supply Circuit

Introduction
Pilot system oil from pilot pump (46) has the following three main functions:
(1) To control main pump output.

(2) To operate the main control valves.
(3) To create pilot pressure signals so various operations can be achieved.
The pilot system oil from pilot pump (46) goes through pilot filter (48) and line (47) and enters pilot
oil manifold (36). The pilot oil is then separated into the following circuits through respective lines
(29) and (43), and passages (38), (40) and (41).
* Proportional reducing valve circuit;
Pilot oil from passage (38) goes to proportional reducing valve (35). The pilot oil is changed
into a hydraulic signal of power shift pressure. The hydraulic signal goes through line (37) to
the regulators of main pumps (44) and (45) to control the pump output.
NOTE: For more information on the regulators and main pumps, refer to "Main Pump" section
in this module.
* Pilot control valve circuits
Pilot control valve circuits direct pilot pump oil through pilot filter (48) to hydraulic activation
control valve (39). Pilot oil then goes to pilot control valves (25), (28), and (30). When a pilot
control valve is operated, pilot oil flows as follows:
Pilot oil goes to the main control valve(s) selected and shifts the stem(s) in the selected main
control valve(s) to operate a cylinder and/or motor. As a typical example, pilot oil from line
(17) or (31) controls the movement of the stem in boom I control valve (14).
The pilot oil from line (16) or line (6) activates boom drift reduction valve (15) or stick drift
reduction valve (7) during boom lower or stick in operation.
When the boom control lever is moved to the LOWER position, pilot oil from pilot control
valve (30) goes through line (16) to boom drift reduction valve (15). Boom drift reduction valve
(15) allows return oil flow from the boom cylinder head end to main control valves (10). Now
the boom cylinder retracts for boom lower.
When the stick control lever is moved to the STICK IN position, pilot oil through line (6)
activates stick drift reduction valve (7) in the same manner as that described for boom drift
reduction valve (15). Now the stick cylinder extends for Stick In.
NOTE: For more information on boom and stick drift reduction valves, refer to the "Boom
And Stick Control" section in this module.
When the boom control lever is moved to the full RAISE position, pilot oil from line (26)
activates boom raise pressure switch (24). Boom raise pressure switch (24) energizes fine
control solenoid valve (32). This assures enough boom raise speed for the combined operation
of Boom Raise and Stick In.
NOTE: For more information on the fine control solenoid valve, refer to the "Leveling
Operation" section in this module.
* Main control valve circuits;
Pilot circuits in the main control valves direct pilot oil from line (43) to main control valve (10).
The oil then separates into two oil flow paths through passages (18) and (19).
Pilot pressure in passage (19) turns travel pressure switch (12) ON. When the machine does not
travel, the pressure in passage (19) is low and switch (12) is OFF. Travel pressure switch (12) is
located at the front of main control valve (10). The ON or OFF signal from travel pressure
switch (12) is sent to the electronic controller. The electronic controller processes the signal
from travel pressure switch (12) and the signal from implement/swing pressure switch (11) so
the automatic engine speed control (AEC) functions.
NOTE: For more information, refer to the module "Systems Operation, Electronic and
Electrical Systems".
When right and left travel control valves (13) and (8) are operated simultaneous with swing or
implement controls, the pilot oil pressure in passages (19) and (22) increases. The pressure
increase activates straight travel control valve (9) so the machine can travel straight during a
combined operation.
NOTE: For more information, refer to the "Straight Travel Control" selection in this module.
When a swing and/or implement control(s) is operated, the pilot oil pressure in passage (18)
increases. The increased oil pressure turns on implement/swing pressure switch (11). When no
implement and swing controls are operated, the pilot oil pressure in passage (18) remains low
and does not turn on implement/swing pressure switch (11).
NOTE: For more information on implement/swing pressure switch (11) and right and left
travel pressure switch (12), see the separate module "Engine And Pump Electronic Control
System, System Operation, Testing And Adjusting, SENR9291.
* Swing parking brake release circuit;
The swing parking brake release circuit releases the swing parking brake during implement
and/or swing operation. Pilot oil in line (5) goes to swing parking brake control valve (1). Pilot
oil from pilot manifold (36) goes through line (29), hydraulic activation control valve (39) and
line (5) to swing parking brake control valve (1). When implement and/or swing controls are
operated, the pilot oil pressure in passage (18) increases. The pressure increase activates swing
parking brake control valve (1) to the open position. Now the pilot oil from line (5) goes
through swing parking brake control valve (1) to swing parking brake (2). This pilot oil releases
the swing parking brake.
NOTE: For more information, refer to the "Swing Control" section in this module.
* Logic valve circuit
Pilot oil in passage (41) goes through swing priority solenoid valve (34) to pressure control
valve (23). Pressure control valve (23) activates to open logic valve (20). This allows the swing
and stick circuits to share the lower pump oil in an optimum manner.
NOTE: For more information on the logic valve, refer to the "Loading Operation" section in
this module.
* Automatic travel speed change valve circuit;
Pilot oil flows from passage (40) to travel speed solenoid valve (33). When the travel speed
switch on the switch panel is placed in high speed position, travel speed solenoid valve (33)
opens after travel has been initiated. Pilot oil from passage (40) goes through travel speed
solenoid valve (33). From the travel speed solenoid valve, oil enters line (27) and passes to
right and left travel displacement change valves (4) and (3). Valves (3) and (4) activate so the
machine travels in an optimum speed.
NOTE: For more information, refer to the "Travel Control" section in this module.
Components In Pilot Oil Circuit
Pilot Oil Circuit Schematic (Partial)

(1) Pilot control valve (stick/swing). (2) Pilot control valve (bucket/boom). (3) Upper pump. (4) Pilot pump. (5) Pilot
manifold. (6) Proportional reducing valve. (7) Accumulator. (8) Pilot relief valve. (9) Lower pump. (10) Hydraulic
activation control valve. (11) Pilot filter.
This section gives the description on the construction and operation of the following pilot circuit
components:
1. Pilot pump (4).

2. Pilot filter (11).
3. Accumulator (7).
4. Pilot relief valve (8).
5. Hydraulic activation control valve (10).
6. Pilot control valves for stick/swing (1) and bucket/boom (2).
7. Proportional reducing valve (6).
Pilot Pump
Pilot pump (4) is a gear type pump and is mechanically connected to lower pump (9). The pilot pump
supplies pressure oil to the pilot system. At no load rpm, the pilot pump output flow is approximately
37 liters/min (10 U.S. gpm).
Pilot Filter
Hydraulic Tank (Rear View)

(11) Pilot filter.
Pilot Filter
(11) Pilot filter. (12) Relief valve. (13) Filter element.
Filter element (13) in pilot filter (11) removes contaminants from the pilot oil.
If the flow through filter element (13) becomes restricted due to oil being too cold or too
contaminated, the oil bypasses pilot filter (11) through bypass relief valve (12).
Pilot Relief Valve

(5) Pilot oil manifold. (7) Accumulator. (8) Pilot relief valve.
Pilot Oil Manifold (Partial)

(5) Pilot oil manifold. (7) Accumulator. (8) Pilot relief valve. (14) Gas chamber. (15) Bladder. (17) Oil chamber. (18)
Port. (19) Inlet port. (20) Passage. (21) Passage. (22) Check valve. (23) Valve.
Pilot relief valve (8) is attached to pilot oil manifold (5). The pilot relief valve limits the pressure in
the pilot circuit to 4100 kPa (595 psi). When the pressure in passage (21) increases to the pilot relief
valve pressure setting, valve (23) opens to allow part of oil in passage (21) to return to the hydraulic
tank. The pilot relief pressure is limited to 4100 kPa (595 psi).
Accumulator
Pilot oil flows through pilot filter (11) and port (18) of pilot oil manifold (5) and enters passage (21).
The pilot oil opens check valve (22) and goes out through passage (20) to hydraulic activation control
valve (10). Pilot oil then goes to the pilot control valves.
Accumulator (7) provides oil to the pilot line as makeup oil. During combined operations, the pilot
system needs more oil because there is not enough pilot pump oil flow. When lowering implements
with the engine stopped, makeup oil supply is provided by the accumulator.
The accumulator stores hydraulic pressure oil by taking advantage of the compressibility of nitrogen
gas in gas chamber (14).
The pilot pump oil from passage (20) goes through inlet port (19) and into oil chamber (17). The pilot
pressure oil pushes against bladder (15) compressing the nitrogen gas in gas chamber (14).
Check valve (22) is located in the passage connected to inlet port (19). The check valve prevents oil
from flowing back to passage (21). Accumulator oil goes through passage (20) and is used to shift the
main control valve stems.
Hydraulic Activation Control Valve
Cab Floor (Bottom View)

(1) Hydraulic activation control valve. (2) Solenoid valve.
Cab
(3) Hydraulic activation control lever (LOCKED position).
Cab
(3) Hydraulic activation control lever (UNLOCKED position).
Hydraulic Activation Control Lever

(3) Hydraulic activation control lever. (4) Bar. (5) Plunger. (6) Limit switch.
When hydraulic activation control lever (3) is placed in the LOCKED position, solenoid valve (2) of
hydraulic activation control valve (1) is not energized. Hydraulic activation control valve (1) closes to
block pilot pump oil supply to the pilot control valves. All hydraulic controls are locked. No operation
of cylinders and motors can be made by activation of hydraulic controls.
Hydraulic activation control lever (3) has a limit switch (6). The limit switch allows the engine start
switch to operate only when hydraulic activation control lever (3) is placed in the LOCKED position.
This prevents unexpected machine and/or implement operation.
When hydraulic activation control lever (3) is placed in the UNLOCKED position, hydraulic
activation control valve (1) is opened to allow pilot oil to flow to the pilot control valves.
Hydraulic Activation Control Valve (UNLOCKED Position)

(1) Hydraulic activation control valve. (2) Solenoid valve. (7) Port (travel pilot control valve). (8) Port (swing/stick
control valve). (9) Port (boom/bucket control valve). (10) Return port. (11) Port. (12) Spring. (13) Passage. (14) Passage.
(15) Passage. (16) Passage. (17) Spool.
When hydraulic activation control valve (1) is placed in the UNLOCKED position, solenoid valve (2)
is energized to move spool (17) to left. Port (11) is open to passage (14) through passage (18) and
(15). Pilot oil enters hydraulic activation control valve (1) through port (11). The pilot oil then goes
through passage (7), (8) and (9) to pilot control valves. The oil then activates the main control valves.
Limit switch (6) is located near the hydraulic activation bar (4) in the left console. When the hydraulic
activation control valve is in the UNLOCKED position, plunger (5) of limit switch (6) is in the ON
position.
When hydraulic activation control valve (1) is in the LOCKED position, solenoid valve (2) is de-
energized. Consequently, spool (17) returns to the right by spring (12) force. Pilot pump oil is blocked
(held) between port (11) and passage (14). Passage (13) is now connected to return passage (10).
When the flow of pilot oil is blocked to passage (14), return oil from each pilot control valve goes
through passages (14), (13), and (16). Return oil now passes through return port (10) to the hydraulic
tank. Movement of the pilot control valve levers will not activate the main control valves.
When the hydraulic activation control lever (4) is in LOCKED position, plunger (5) of limit switch
(6) is in the OFF position.
The engine start switch can only be operated when limit switch (6) is in the OFF position and
hydraulic activation control valve (1) is in the LOCKED position.
Pilot Control Valves
Cab
(1) Pilot control valve (stick/swing). (2) Pilot control valve (bucket/boom).
Main Control Valve Compartment (Top View)

(3) Pilot line (boom I LOWER). (4) Pilot line (BACKWARD RIGHT travel). (5) Pilot line (LEFT swing). (6) Pilot line
(boom II RAISE). (7) Pilot line (drain). (8) Pilot line (bucket CLOSE). (9) Pilot line (BACKWARD LEFT travel). (10)
Pilot line (stick I IN).
Pilot control valves (1) and (2) send pilot pump oil to the main control valves through the following
pilot lines:
1. Pilot line (10) for stick I IN.

2. Pilot line (7) drain line.
3. Pilot line (5) for left swing
4. Pilot line (8) for bucket CLOSE.
5. Pilot line (3) for boom I LOWER.
6. Pilot line (6) for boom II RAISE.
Pilot lines for stick I OUT and IN, stick II OUT and IN, RIGHT swing, bucket OPEN and boom I
RAISE are connected opposite their corresponding ports on the main control valves, respectively.
Pilot Control Valve (Implement And Swing)

(1) Control lever. (2) Rod. (3) Return passage. (4) Passage. (5) Spool. (6) Plate. (7) Rod. (8) Seat. (9) Spring. (10) Spring.
(11) Return chamber. (12) Return passage. (13) Passage. (14) Spool. (15) Port. (16) Passage. (17) Port. (19) Port. (20)
Spring. (21) Seat.
When control lever (1) is moved to the right, plate (6) tilts to the right. Plate (6) pushes down on rod
(7) and seat (8) pushes against the force of metering spring (9) and spring (10). The force of metering
spring (9) moves spool (14) down, opening passage (13). The oil can now go through passage (13),
and out port (17) 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
(15), through return passage (3) and into return chamber (11) back to tank.
As long as rod (2) is not pushed down, return passage (3) is open and passage (4) is blocked.
Spring (10) provides the necessary force to allow the control levers to return to the NEUTRAL
position when released.
When the pilot control lever is moved to the left, metering spring (9) is compressed.
The metering spring forces spool (14) to move down. Movement of spool (14) controls the amount of
pilot oil pressure that goes through passage (13). Pilot oil passes through passage (13) to the main
control valves. The pilot oil sent to the main control valves changes proportionally to the travel
distance of the pilot control lever. Movement of the main control valve stem causes a change in oil
flow to cylinders and/or motors, proportional to a change in pilot oil pressure. Fine movement of the
pilot control lever allows fine control of operation of the cylinders and/or motors.
When control lever (1) is moved a little, only spring (9) controls spool (14). Pilot pressure change in
proportion to the travel distance of the control lever is small and allows fine control. When control
lever (1) is moved a lot and bottom of rod (7) begins to contact spring (20), two springs (9) and (20)
control spool (14), and large change rate of pilot pressure allows rapid speed control.
Spring (10) in the pilot control valve provides adequate lever effort.

(1) Proportional reducing valve. (2) Line (to main pump). (3) Line (from pilot pump). (4) Line (to hydraulic tank). (5)
Pilot manifold.
Proportional reducing valve (1) is located on pilot oil manifold (5). Proportional reducing valve (1)
receives pilot pump oil from line (3). Pilot oil from line (3) is changed into the hydraulic signal of
power shift pressure. The power shift pressure delivers the hydraulic signal through line (2) to the
main pumps.

(1) Proportional reducing valve. (5) Pilot manifold. (6) Solenoid. (7) Spool.
Proportional reducing valve (1) consists of solenoid (6) and spool (7). While the engine is operating,
an electrical signal from the electronic controller energizes solenoid (6). Solenoid (6) controls valve
(7). Valve (7) allows a certain amount of pilot pressure oil through to the pump regulator which
controls the pump output. This pilot pressure signal received by the pump 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 decrease the power shift pressure for an increase in pump output.
Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Increase)

(8) Spring. (9) Spool. (10) Passage (power shift pressure). (11) Passage. (12) Passage (pilot pressure).
A decrease in engine speed increases the signal current to solenoid (6) which increases the magnetic
force. The magnetic force moves spool (9) down which compresses spring (8). When spring (8)
compresses, passage (11) opens to allow pilot oil flow from line (3). Pilot oil in line (3) passes
through passages (12) and (11). Pilot oil then goes through passage (10) and line (2) to the pump
regulator as power shift pressure. The power shift pressure increases and the pump destrokes.
Cross Section Of Proportional Reducing Valve (Partial) (Signal Current Decrease)

(8) Spring. (9) Spool. (10) Passage. (11) passage. (13) Passage. (14) Passage.
An increase in engine speed decreases the signal current to solenoid (6) which decreases the magnetic
force. The force of spring (8) overcomes the spool (9) resistance which causes spool (9) to move up,
passage (14) opened and passage (11) blocked. Power shift pressure in passage (10) then vents
through passage (14). From passage (14) power shift pressure passes through passage (13) and line
(4) to the hydraulic tank. The power shift pressure decreases and the pump upstrokes.
Power shift pressure is determined by the relationship between the magnetic force applied to spool (9)
and the resistance force of spring (8). The power shift pressure decreases if the force on the spool is
smaller than the force of the spring (less signal current flow to the solenoid).
The power shift pressure increases if the force on the spool is greater than the force of the spring
(greater signal current flow to the solenoid).

(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. (23) Piston chamber. (24) Orifice. (25) Piston. (26) Spring. (27)
Spring. (28) Spring chamber. (29) Ball. (30) Rod. (31) Spring. (32) Spring. (33) Spring chamber. (34) Ball.
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), (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 passages (17), (15) and (14). The oil now flows into return chamber (13) and back
to the tank through return port (12).
When 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 pressure oil increases in port (18).
Since the pressure oil is more than the force of spring (6), spool (7) moves up and opens passage (8).
The oil from port (18) goes through passages (9), (20) and (8) into return chamber (13). The pressure
oil flow 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). For details of how the pressure
at port (18) varies, see "Pilot Control Valve For Implements And Swing" in the section, "Pilot
Circuit".
When lever/pedal (1) is released, spring (5) pushes up on seat (4) and rod (3). The pedal returns the
lever to the NEUTRAL position. The spool (7) moves up. The oil in port (18) can now flow through
passages (9), (20), (8), return chamber (13) and back to tank.
When lever/pedal (1) is moved to the REVERSE TRAVEL position, operation is the same as that
described for FORWARD TRAVEL position.
The damper mechanism is built in this pilot control valve.
Purpose of this mechanism is to gain operation feeling corresponding to the operation speed of
lever/pedal (1), as well as to prevent vibration which is generated when lever/pedal (1) is released
from its halfway stroke.
When lever/pedal (1) is moved forward suddenly, rod (3) is pushed down. Rod (3) pushes piston (25),
springs (26) and (27) down together. Thus, the hydraulic oil in spring chamber (28) is pressurized.
Ball (29) closes the opening. The confined hydraulic oil is squeezed out of spring chamber (28)
gradually into piston chamber (23) through orifice (24). Thus, the damper works. At the same time,
rod (30) is pushed up by spring (31) and (32). The oil pressure in spring chamber (33) becomes low
which pushes up ball (34) up from chamber (13). As a result, rod (30) follows the movement of pedal
(2).
When lever/pedal (1) is partially moved for fine control, rod (3) is pushed down slowly. As a result,
the oil pressure in spring chamber (28) and in piston chamber (23) become equal soon, so that the
damper force is weak.
Hydraulic Schematic For Return Circuit
(1) Swing motor.
(2) Travel motor.
(3) Drain line.
(4) Drain line.
(5) Makeup line.
(6) Return passage.
(9) Orifice.
(10) Orifice.
(11) Drain line.
(13) Return line.
(14) Upper pump.
(15) Pilot pump.
(16) Drain filter.
(18) Oil cooler.
(19) Return filter.
(21) Lower pump.
(22) Bypass check valve.
(23) Suction line.
(24) Return line.
(25) Drain line.
(26) Return line.
Return Circuit
Introduction
The oil from upper and lower pumps (14) and (21) enters main control valves (7) and flows to return
passage (6) as follows:
1. With no load placed on the machine;
a. Upper pump oil goes through center bypass passage (8) and orifice (9) to return
passage (6).
b. Lower pump oil goes through center bypass passage (12) and orifice (10) to return
passage (6).
2. With a load placed on the machine;
a. Return oil from each control valve for travel, swing and implements goes to return
passage (6).
The oil in return passage (6) then flows as follows:
1. With very low oil temperature, most of the oil is returned through return line (13), slow
return check valve (17), check valve (22) and return filter (19) to hydraulic tank (20). The
remainder of the oil goes through oil cooler (18) and return filter (19) to hydraulic tank (20).
2. When the oil temperature increases, the rate of oil flow through bypass check valve (22)
decreases. This causes the rate of oil flow through oil cooler (18) to increase.
Case drain oil from swing motor (1) and travel motor (2) goes through respective drain lines (3) and
(4), and combines at drain line (11). The oil then returns to hydraulic tank (20). Suction line oil to
upper pump (14), lower pump (21) and pilot pump (15) comes through suction line (23) from
If a vacuum occurs in the swing motor, makeup line (5) routes part of the oil in makeup line (5) to the
motor eliminating the vacuum condition.
Components In Return Circuit

This section gives the description on the construction and operation of the following return circuit
components:
1. Oil Cooler.
2. Bypass check valve.
3. Return filter and hydraulic tank.
4. Drain filter.
Slow Return Check Valve And Oil Cooler
Main Control Valve Compartment (Return Circuit)

(5) Makeup line. (7) Control valve. (13) Return line. (17) Slow return check valve. (24) Return line.
Cab (Rear View)

(24) Return line. (25) Inlet line [to oil cooler (18)]. (26) Return line. (27) Block [built-in bypass check valve (22)].
Left Side Of Engine (Oil Cooler)

(18) Oil cooler. (25) Inlet line [to oil cooler (18)]. (28) Outlet line [from oil cooler (18)].
Slow return check valve (17) is provided in return line (24). Slow return check valve (17) restricts the
oil flow which causes a pressure increase in return line (13) and return passage (6). This causes part
of return line (13) to go to makeup line (5) to remove the vacuum in the swing motor.
NOTE: For more information on the makeup operation, refer to the "Swing Control" section in this
module.
Return oil flow from slow return check valve (17) passes through line (24). Line (24) sends the oil
flow to inlet line (25) and to bypass check valve (22). This bypass check valve is installed in block
(27). Inlet line (25) sends the oil flow to oil cooler (18). The oil cooler is bolted to the engine radiator.
The oil is cooled in the oil cooler and returned to hydraulic tank (20) through outlet line (28) and
return line (26).
Bypass Return Circuit
Rear Of Hydraulic Tank (Return Circuit)

(19) Return filter. (20) Hydraulic tank. (26) Return line.
Bypass Check Valve

(22) Bypass check valve. (24) Return line. (25) Inlet line [to oil cooler (18)]. (26) Return line. (27) Block. (28) Outlet line
[from oil cooler (18) to hydraulic tank (20)].
The oil comes through slow return check valve (17), flows through return line (24) to inlet line (25)
and to bypass check valve (22).
When return oil temperature is very low, resistance to oil flow in return line (24) is high and causes an
increase in oil pressure. When the pressure increases, bypass check valve (22) opens. Most of the
return oil flows through bypass check valve (22) to return line (26) and return filter (19) to hydraulic
tank (20). The remaining oil goes through inlet line (25) to oil cooler (18). This causes the oil
temperature to increase, minimizing the pressure loss and smoothing the movement of hydraulic
components.
As oil temperature increases, the oil pressure decreases. Bypass check valve (22) begins to close.
Now there is more oil flow through inlet line (25) to oil cooler (18) to keep optimum oil temperature.
Hydraulic Tank
Hydraulic Tank
(19) Return filter. (20) Hydraulic tank. (23) Suction line. (29) Return chamber. (30) Element. (31) Tank chamber. (32)
Line. (33) Port. (34) Suction screen. (35) Relief valve. (36) Passage.
Hydraulic Tank (Top View)

(38) Air breather.
Return oil from oil cooler (18) enters return chamber (31) of hydraulic tank (20) through port (33) and
passage (36). Return filter (19) consists of element (30) and relief valve (35), and is located at the
back of hydraulic tank (20). The oil enters tank chamber (31) through filter (19) element (30) and line
(32). Oil in tank chamber (31) goes out through suction screen (34) and enters the pumps through
suction line (23).
Air breather (38) is located on the top of hydraulic tank (20). Air breather (38) prevents an increase or
decrease in pressure in hydraulic tank (20) that could occur due to a change in oil level and/or
temperature.
Case Drain Filter
Swing Motor (Right Front View)

(16) Case drain filter.
Case drain of travel motors (2) and (3) and swing motor (1) goes through drain filter (16) to enter
hydraulic tank (20). The element and the relief valve are installed in the drain filter.
Hydraulic Schematic For Boom Raise
(1) Boom cylinders.
(2) Line.
(3) Line.
(4) Valve.
(6) Pilot line.
(8) Return passage.
(9) Line.
(11) Port.
(12) Passage.
(13) Check valve.
(15) Port.
(20) Port.
(21) Pilot line.
(22) Return line.
(24) Pilot line.
(25) Upper pump.
(26) Lower pump.
(27) Pilot pump.
Boom, Bucket And Stick Control

Boom Raise
Boom raise operation uses boom I control valve (19) and boom II control valve (16). The boom
moves up in High speed when the oil is supplied to the head end of boom cylinders (1) from both
upper pump (25) and lower pump (26). The boom moves up in Low speed when oil is supplied only
from the upper pump. Boom I control valve (19) alone operates.
Boom drift reduction valve (5) is provided in the line between main control valves (10) and boom
cylinders (1). When all control levers are in the NEUTRAL position, boom drift reduction valve (5)
stops reverse oil flow from the head end of boom cylinders (1) to prevent a boom drift.
Boom Raise (High Speed)

(19) Boom I control valve. (16) Boom II control valve.
Oil from upper pump (25) flows through parallel feeder passage (17). Parallel feeder passage (17)
supplies oil to boom I control valve (19).
Oil from lower pump (26) flows through parallel feeder passage (7). Parallel feeder passage (7)
supplies oil to boom II control valve (16).
When the boom control lever is moved to its FULL RAISE position, the pilot oil in pilot control valve
(23) goes through pilot line (24). The pilot oil flow then drives into two paths. One oil flows through
pilot line (6) and port (11) into boom I control valve (19). The other is through pilot line (21) to port
(20) of boom II control valve (16).
Boom I Control Valve (BOOM RAISE Position)

(11) Port. (14) Load check valve. (17) Parallel feeder passage. (18) Return passage. (28) Port. (29) Passage. (30) Passage.
(31) Spring. (32) Passage. (33) Stem.
The pilot oil flow from port (11) moves stem (33) of boom I control valve (19) to the right against the
force of spring (31). The upper pump oil in parallel feeder passage (17) now goes through load check
valve (14), passages (29) and (32), and out through port (28). The oil then goes through passage (12)
of boom drift reduction valve (5). The oil moves valve (4) to left and goes through line (3) to the head
end of boom cylinders (1).
Boom II Control Valve (BOOM RAISE Position)

(7) Parallel feeder passage. (13) Check valve. (15) Port. (20) Port. (34) Passage. (35) Spring. (36) Stem. (37) Passage.
Pilot oil at port (20) of boom II control valve (16), moves stem (36) to the left against the force of
spring (35). Lower pump oil from parallel feeder passage (7) now goes through passages (34), (37),
check valve (13) and out through port (15) to line (9). The oil then combines with the upper pump oil
in the boom drift reduction valve (5). The combined pump oil goes to the head end of boom cylinders
(1).
Return oil from the rod end of boom cylinders (1) flows through line (2) to boom I control valve (19).
The oil then flows through passage (30), return passage (18) and return line (22) to tank.
Boom Raise (Low Speed)

When the boom control lever is moved less than half of the travel distance for BOOM RAISE, full
pilot pressure oil will never be supplied to boom I control valve (19) and boom II control valve (16).
Boom I control valve (19) opens and boom II control valve (16) remains closed during BOOM
RAISE (Low Speed). The force of spring (31) in boom I control valve (19) is less than the force of
spring (35) in boom II control valve (16). Pilot oil pressure will open boom I control valve (19) before
boom II control valve (16).
Upper pump oil now goes to the head end of boom cylinders (1). Without lower pump oil, this slows
down the cylinder rod movement for Boom Raise.
Hydraulic Schematic For Boom Lower
(1) Boom cylinders.
(2) Line.
(3) Line.
(4) Drain line.
(5) Valve.
(7) Pilot line.
(8) Passage.
(9) Spool.
(10) Passage.
(17) Orifice.
(18) Line.
(21) Check valve.
(22) Port.
(23) Pilot line.
(24) Port.
(25) Shuttle valve.
(26) Pilot line.
(27) Pilot line.
(28) Pilot line.
(29) Shuttle valve.
(30) Upper pump.
(31) Pilot pump.
(33) Pilot line.
(34) Lower pump.
Boom Lower
Introduction
During a boom lower operation, only oil from upper pump (30) is supplied to boom cylinders (1)
through boom I control valve (13).
Boom I control valve (13) contains a regeneration circuit for check valve (21). When the control lever
is moved to the BOOM LOWER position, check valve (21) causes the displaced oil from the head
end of cylinders (1) to go to the rod end. During a boom lower operation, the regeneration circuit
shares oil from upper pump (30) with other implement functions.
Boom Lower
Boom I Control Valve (Boom Lower Position)

(11) Center bypass passage. (12) Load check valve. (14) Center bypass passage. (19) Parallel feeder passage. (20) Return
passage. (21) Check valve. (22) Port. (35) Passage. (36) Passage. (37) Port. (38) Passage. (39) Valve. (40) Passage. (41)
Passage. (42) Passage. (43) Passage. (44) Passage. (45) Passage. (46) stem. (47) Passage. (49) Spring. (50) Spring
chamber. (51) Spring. (52) Spring.
When the control lever is moved to the BOOM LOWER position, pilot oil in pilot control valve (32)
goes through pilot line (33) and pilot line (23) to port (22) of boom I control valve (13). Pilot oil
through pilot line (33) separates into another two paths before reaching to pilot line (23). One path
goes through pilot line (7) and boom drift reduction valve (6) to move spool (9). The other path goes
through pilot line (27), shuttle valve (25), pilot line (28), shuttle valve (29) and pilot line (26) to port
(24) of stick II control valve (15).
Center bypass passage (11) in boom I control valve (13) partially opens. However, negative control
pressure of line (18) is low and upper pump (30) strokes maximum because center bypass passage
(14) is blocked by stick II control valve (15).
The pilot oil from port (22) moves stem (46) to the left. The upper pump oil in parallel feeder passage
(19) goes through load check valve (12). The oil that passes through the load check valve goes
through passage (35), and out through port (37). The oil then goes to the rod end of boom cylinders
(1) through line (2).
The return oil from the head end of boom cylinders (1) goes through line (3), boom drift reduction
valve (6), passage (10) and enters boom I control valve (13). The oil flows as follows within the boom
drift reduction valve. Because spool (9) is shifted by the pilot pressure from pilot line (7), passage (8)
is open to drain line (4). The oil pressure acting on valve (5) becomes lower than the circuit pressure
in line (3). Valve (5) is shifted to left which allows the oil in the (3) to go through line (10) and into
boom I control valve (13). Oil in boom I control valve (13) goes through passages (42) and (41) and
back to the hydraulic tank through return passage (20). The boom then starts to lower.
Because the return oil flow is restricted at passage (41), movement of the boom cylinder rod is slowed
down. This causes the boom to lower at an appropriate speed for the flow rate from the upper pump.
Regeneration Circuit
The remainder of the return oil in passage (42) goes through passages (42) and (45) in stem (46) to
check valve (21). With stem (46) moved to the left, passage (40) is open to return passage (20),
causing oil to flow from spring chamber (50) to return passage (20). Because the oil pressure in spring
chamber (50) decreases, the oil pressure in passage (45) overcomes the forces of springs (51) and
(49), and moves valve (39) and check valve (21) to the right. Both valves are opened allowing the oil
in passage (45) to go through passage (48) and out through passage (38). The oil then goes to the rod
end of the boom cylinders.
When the boom control lever is moved to the NEUTRAL position, there is no oil supply to port (22).
Stem (46) is shifted to the right (neutral position) by spring (52). Passage (43) closes, blocking oil
flow from passage (42) to (45). Check valve (21) is now closed by the force of spring (49) and valve
(39) is moved to the left by the force of spring (51).
Negative Flow Control During Activation Of Regeneration Circuit.

The boom cylinder rod end requires less upper pump oil to be supplied to the cylinder due to
activation of regeneration circuit for boom lower. Negative flow control is done as follows:
When the boom control lever is moved to the FULL BOOM LOWER position, upper pump oil in
center bypass passage (11) goes through partially open passage (44). From passage (44) oil goes
through center bypass passage (14). Because center bypass passage (14) is blocked by stick II control
valve (15), the negative flow control pressure is low and upper pump (30) strokes maximum.
Stick II Control Valve

(14) Center bypass passage. (16) Center bypass passage. (24) Port. (53) Stem.
When the boom control lever is partially moved to the BOOM LOWER position, stem (46) is slightly
shifted to the left. Passage (36) and (43) partially open and cause passage (41) to close. Return oil in
passage (42) goes through passages (43) and (45) to return check valve (21). Return check valve (21)
is opened to allow oil flow through passages (48) and (38).
Upper pump oil in center bypass passage (11) goes through partially open passage (44). Upper pump
oil going through passage (44) enters bypass passage (14). Return oil in partially open center bypass
passage (14) goes to center bypass passage (16), because stem (53) of stick II control valve (15) is
moved to left a little.
With the appropriate opening of center bypass passage (14), an optimum amount of oil flows through
center bypass passage (16). The negative flow control pressure destrokes the pump for proper
cylinder operation.
Bucket Control
When the bucket is operated for CLOSE or 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.
Components In Cylinder Circuits
Shock Reducing Valve (For Stick)
Main Control Valve (Right Bottom View)

(1) Body. (2) Shock reducing valve (stick out).
Shock Reducing Valve
(5) Flow control valve. (6) Port (pilot control valve side). (7) Spring. (8) Spring. (9) Check valve. (10) Orifice. (11) Port
(control valve side). (12) Passage. (13) Valve.
Shock reducing valve (2) functions to prevent shock loads at the end of cylinder rod movements by
restricting the pilot oil return flow from the stick control valve. Shock reducing valve (2) is in body
(1) and is located beside the left side plate of upper frame. Pilot oil returning from the control valve is
restricted by this shock reducing valve. Because the stem of control valve closes gradually, oil flow in
the pilot line gradually stops, and stick stops gradually to prevent shock loads.
When the control lever in moved to stick OUT position, shock reducing valve (2) receives pilot oil
through its port (6). The pilot oil pressure moves valve (13) to the left against the force of spring (7)
to open passage (12). The pilot oil goes through passage (12) and out through port (11) to the
operated control valve. Valve (13) functions like a check valve (9).
When the control lever is returned to the NEUTRAL position, pilot oil in the operated control valve
returns to port (11). The return pilot oil pressure then moves valve (13) to the right against the force
of spring (8) which closes passage (12). The pilot oil goes through orifice (10) to port (6) and valve
(13) functions as flow control valve (5). The oil flow is restricted by orifice (10) which slows down
the stop movement of the stick control valve stem. The oil flow in the stick cylinder return circuit also
slows down to absorb the shock loads at the end of cylinder rod movement.
Cylinders (Boom, Stick, Bucket)
Cylinders
(1) Boom cylinders. (2) Rod end port. (3) Tube. (4) Rod. (5) Stop. (6) Piston. (7) Head end port. (8) Stick cylinder. (9)
Stop. (10) Bucket cylinder.
Snubber Operation (Rod Extending)

When boom cylinders (1) or stick cylinder (8) comes close to the end of extension stroke, passage
(11) is restricted by snubber (5). The movement of the piston rod slows down before it stops.
Snubber Operation (Rod Retracting)

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

(1) Passage. (2) Valve. (4) Spring chamber. (5) Passage. (6) Port. (7) Port. (8) Port. (10) Passage. (11) Spool. (13) Drain
line. (14) Passage. (15) Pilot line. (16) Boom drift reduction valve. (17) Port. (18) Port. (19) Spring chamber. (21) Plug.
(22) Passage.
When the control lever is moved to the BOOM LOWER position, pilot oil from the pilot control
valve goes through pilot line (15) and into boom drift reduction valve (16) through port (17). The oil
then moves spool (11) to the right until it comes in contact with plug (21). The oil in spring chamber
(4) goes through passages (5), (14), (10) and (22) into spring chamber (20). The oil then goes out
through port (18) through drain line (13) to the pump suction line. The oil pressure in spring chamber
(4) now decreases.
Return oil from the boom cylinders head enters boom drift reduction valve (16) through port (8).
Because the oil pressure in spring chamber (4) is low, valve (2) begins to open by moving to the right.
The return oil now goes out through port (7) to the boom I control valve.
Hydraulic Schematic For Stick Out
(1) Stick cylinder.
(2) Line.
(3) Line.
(4) Pilot line.
(5) Pilot line.
(6) Valve.
(9) Line.
(10) Passage.
(15) Passage.
(17) Passage.
(18) Passage.
(20) Passage.
(22) Passage.
(24) Check valve.
(26) Drain line.
(27) Pilot line.
(28) Pilot line.
(29) Pilot line.
(30) Check valve.
(31) Pilot line.
(32) Pilot line.
(33) Pilot control valve.
(34) Pilot line.
(35) Shuttle valve.
(36) Pilot line.
(37) Shuttle valve.
(38) Return line.
(39) Pilot line.
(40) Upper pump.
(41) Pilot line.
(42) Fine control solenoid valve.
(43) Shock reducing valve.
(44) Pilot pump.
(45) Lower pump.
Stick Control
Introduction

(14) Stick II control valve. (21) Stick I control valve.
Main Control Valves (Lower View)

Both Stick Out and Stick In operations use control valves of stick I control valve (21) and stick II
control valve (14). Stick I control valve (21) and stick II control valve (14) cause the combined oil to
flow from upper pump (40) and lower pump (45) to stick cylinder (1).
Shock reducing valve (43) (similar to that for the boom operation) functions to make a cushion for the
shock loads at a stop of stick out operation.
Stick drift reduction valve (7) is located in the circuit between main control valves (8) and stick
cylinder (1). The stick drift reduction valve is similar to the boom drift reduction valve.
Stick Out
When the control lever is moved to the STICK OUT position, pilot oil from pilot control valve (33)
goes through pilot line (41), shock reducing valve (43), pilot line (32) and to pilot line (5). The oil
flow then divides into two paths. One path goes through pilot line (32) and (5) and enters stick I
control valve (21) shifting its stem. This allows lower pump oil in center bypass passage (23) to go
through load check valve (16), passage (22) and stick I control valve (21) to passage (10). The oil the
goes through line (3) to the rod end of the stick cylinder.
The other path from pilot line (32) goes through pilot line (28), shuttle valve (37), pilot line (29) and
enters stick II control valve (14) shifting its stem. Stick II control valve (14) closes, causing no oil
flow from center bypass passage (13) through passage (15) to return passage (12).
Upper pump oil in center bypass passage (13) goes through check valve (24) and passage (18) to line
(9). Upper pump oil in parallel feeder passage (25) goes to line (9) through stick II control valve (14),
passage (17) and check valve (30). All upper pump oil in line (9) goes through passage (20) and
combines with lower pump oil in passage (22). This increases the cylinder retraction speed.
Return oil from the stick cylinder head end goes through line (2) to stick I control valve (21). Oil that
enters the stick I control valve goes through return passage (11) back to the hydraulic tank through
return lines (38).
Stick In
When the control lever is moved to the STICK IN position, pilot oil from pilot control valve (33) goes
through pilot line (34) and (27). Pilot oil in line (34) divides into two oil paths. One path goes through
pilot line (27) and enters stick I control valve (21) shifting its stem. The other path goes through pilot
line (34) to fine control solenoid valve (42). Pilot oil passes through pilot line (4), (31), shuttle valve
(35), pilot line (39), fine control solenoid valve (42), pilot line (36), shuttle valve (37) to go to pilot
line (29) and stick II control valve (14) shifting its stem.
Lower pump oil goes through center bypass passage (23) to stick I control valve (21) in the same
manner as described for "Stick Out" operation. Upper pump oil in center bypass passage (13) and
parallel feeder passage (25) goes to line (9) in the same manner as described for "Stick Out"
operation. Upper pump oil in line (9) combines with lower pump oil in passage (22) and enters stick I
control valve (21). The combined oil from stick I control valve (21) goes through passage (22) to the
stick cylinder head end.
The return oil from the stick cylinder rod end goes through line (3), stick drift reduction valve (7),
passage (10), return passage (11) and return line (38) to the hydraulic tank. The stick cylinder now
extends for Stick In.
NOTE: For operation of stick drift reduction valve (7), refer to the "Boom Lower" section in this
module.
Hydraulic Schematic For Swing Right
(1) Swing parking brake solenoid valve.
(2) Passage.
(3) Swing parking brake.
(4) Swing motor.
(5) Swing motor rotary group.
(6) Line.
(7) Line.
(8) Implement pressure switch.
(9) Return passage.
(13) Passage.
(14) Attachment control valve.
(15) Bucket control valve.
(17) Passage.
(18) Return line.
(19) Passage.
(20) Drain line.
(21) Passage.
(22) Line.
(24) Swing control valve.
(25) Orifice.
(26) Pilot passage.
(27) Pilot line.
(28) Pilot control valve (swing/stick).
(29) Line.
(30) Line.
(31) Pilot line.
(32) Pilot oil manifold.
(33) Drain line.
(34) Drain filter.
(35) Upper pump.
(36) Hydraulic activation control valve.
(37) Pilot pump.
(40) Lower pump.
(41) Anti-reaction valves.
(42) Fine swing solenoid valve.
Swing Control
Introduction
Swing motor (4) is driven by pressure oil from lower pump (40). When the swing control lever is
moved, swing brake (3) is first released and then swing motor rotary group (5) starts to rotate.
The swing motor drives the upper structure through a two stage reduction swing drive.
Swing Right Operation

(4) Swing motor. (6) Line. (7) Line. (18) Return line. (24) Swing control valve.
When the control lever is moved to the SWING RIGHT position, pilot oil from pilot control valve
(28) goes through line (31) to swing control valve (24). The stem in swing control valve (24) shifts
and opens passages (21) and (17).
The lower pump oil goes through parallel feeder passage (11), load check valve (10), passage (21)
and enters swing control valve (24). The oil then goes through passage (17) and line (7) to swing
motor rotary group (5). Swing motor rotary group (5) rotates, causing the upper structure to swing to
the right.
Return oil from swing motor rotary group (5) goes through line (6) and enters swing control valve
(24). The oil now goes through return passage (9) to return line (18).
Swing Parking Brake
On (Engaged) Position

(1) Swing parking brake solenoid valve. (4) Swing motor. (20) Drain line. (22) Line.
Pilot oil from pilot pump (37) goes through pilot oil manifold (32), line (29), hydraulic activation
control valve (36), line (22) and enters swing parking brake solenoid valve (1). The pilot oil separates
into two paths and leaves pilot oil manifold (32). One path goes through line (22) and enters swing
parking brake solenoid valve (1). The other path goes through line (30) and enters main control valves
(12). The oil then goes through orifice (25) and to pilot passage (13) and (26). Oil flow through pilot
passage (26) is restricted by orifice (25). Part of the pilot oil goes to pilot passage (13) which is a
branch of pilot passage (26). The orifice restriction causes an oil pressure decrease in both pilot
passage (26) and (13).
With main control valves (12) (except travel) in NEUTRAL position, the control valves for swing
(24), stick I (23), attachment (14), bucket (15) and boom I (16) are connected in series by pilot
passage (26). Pilot oil in pilot passage (26) goes through all of these valves and then goes through
drain line (33) and back to the hydraulic tank (39).
Implement swing pressure switch (8) is OFF due to low pilot oil pressure in pilot passage (13) and
swing parking brake solenoid valve (1) does not function. Passage (2) is open to drain line (20) and
swing parking brake (3) remains ON (engaged).
Off (Disengaged) Position

Activation of any controls other than travel closes pilot passage (26) and increases the pilot pressure
oil in pilot passage (26) and in pilot passage (13). Pressure switch (8) turns ON and swing parking
brake solenoid valve (1) is energized. The oil now flows from line (22) through passage (2) to swing
parking brake (3), releasing the swing parking brake.
Activation of travel control does not close pilot passage (26). The swing parking brake (3) remains
ON.
Because pilot passage (26) is closed prior to the opening of swing control valve (24) the swing motor
operates only after swing parking brake (3) has been released by the pilot pressure oil from line (22).
When the swing and implements controls are in NEUTRAL position, pilot passage (26) is open to
drain line (33), allowing pilot pressure oil in pilot passage (13) to decrease. Swing parking solenoid
valve (1) is not energized. Now there is no pilot oil flow from line (22) to swing parking brake (3).
The oil in swing parking brake (3) flows through swing parking brake solenoid valve (1) and passage
(2) and returns to hydraulic tank (39) through drain line (20). Swing parking brake (3) begins to be
applied. Swing parking brake (3) remains released until the swing motor comes to a stop.
Swing Left Operation

For swing left operation, pilot pressure oil is supplied through line (27) to swing control valve (24).
The stem in swing control valve (24) shifts (moves) up. The lower pump oil in parallel feeder passage
(11) goes through passages (21) and (19), line (6) and enters swing motor rotary group (5). 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.
NOTE: For information on operation of the swing parking brake, see section, "Swing Motor".
Swing Motor
Swing Motor
(1) Relief valve. (2) Relief valve. (3) Motor head. (4) Swing parking brake solenoid valve. (5) Port. (7) Plate. (8) Friction
plate. (9) Body. (10) Shoe. (11) Plate. (12) Drain port. (13) Check valve. (14) Makeup port. (15) Passage. (16) Check
valve. (17) Passage. (18) Port. (19) Passage. (20) Port. (22) Valve plate. (23) Passage. (24) Brake spring. (25) Brake
piston. (26) Piston. (27) Cylinder barrel. (28) Plate. (29) Drive shaft.
Introduction
The swing motor may be divided into the following three groups:
1. Rotary group; consisting of cylinder barrel (27), pistons (26), shoes (10), plate (11) and drive
shaft (29).
2. Parking brake group; consisting of swing parking brake solenoid valve (5), plates (7), friction
plates (8), brake piston (25) and brake springs (24).
3. Relief and makeup valve group; consisting of relief valve (1) and (2), and check valves (13)
and (16).
Operation
The oil from the lower pump passes through the swing control valve. The swing control valve directs
oil to port (18) or (20).
For a swing right operation. pump oil enters port (20) and goes through passage (19) in motor head
(3), passage (15) in valve plate (22) and through passage (23) in cylinder barrel (27).
Pump oil in cylinder barrel (27) acts against piston (26). The piston and forces shoe (10) against plate
(28). The piston and shoe slide along the inclined surface of plate (28) as cylinder barrel (27) rotates.
Motor Passages (Viewed From Head Side)

(15) Passage (in plate). (17) Passage. (18) Port. (19) Passage. (20) Port. (23) Passage (in cylinder barrel). (30) Passage (in
plate). (31) Counterclockwise turn.
The force created by the shoe (10) and the piston (26) against plate (28) causes cylinder barrel (27) to
rotate counterclockwise. Passage (23) of each piston that has come to the bottom dead center position
is open to passage (30) in valve plate (22). Oil now returns to the hydraulic tank. The piston and the
shoe continue to move up on the inclined surface of plate (28) as cylinder barrel (27) continues to turn
counterclockwise.
For a swing left operation, pump oil is supplied to port (18). The supply and return ports are reversed.
Cylinder barrel (27) and drive shaft (29) turn clockwise.
The case drain oil returns through drain port (12) of motor head (3) to the hydraulic tank.
Swing Parking Brake

(1) Port. (2) Swing parking brake solenoid valve. (3) Passage. (4) Motor head. (5) Brake spring. (6) Passage. (7) Piston
chamber. (8) Brake piston. (9) Plate. (10) Friction plate. (11) Cylinder barrel. (12) Piston. (13) Body.
The swing parking brake group is located between motor head (4) and body (13). It is made up of
brake springs (5), brake piston (8), plates (9), friction plates (10) and swing parking brake solenoid
valve (2).
Teeth on the inner circumference of friction plate (10) engage with splines on cylinder barrel (11).
Teeth on the outer circumference of plates (9) engage with splines on the inner circumference of body
(13).
Swing Parking Brake Solenoid Valve (Brake OFF Position)

Passage. (18) Passage.
When the swing control is activated, lower pump oil is supplied to the swing motor. Before oil is
supplied to the motor, the pilot pressure oil through port (1) in swing parking brake solenoid valve (2)
increases and moves spool (14) down against the force of spring (16). This opens passages (15) and
(17) allowing pilot pressure oil from port (1) to flow through passages (15), (17), (3) and (6) to piston
chamber (7). The pilot pressure oil overcomes the force of brake springs (5) and moves brake piston
(8) to the left. When the force that holds plates (9) and friction plates (10) together is released, the
upper structure is then released for swing operation.
Swing Parking Brake Solenoid Valve (Brake ON Position)

Passage. (18) Passage. (19) Passage. (20) Passage.
When the swing control is in the NEUTRAL position, the swing parking brake solenoid valve is de-
energized. Spool (14) is moved to the right. Spool (14) blocks pilot oil flow from port (1) to passage
(6) and to piston chamber (7). Brake piston (8) moves to the right from the force of spring (5). As
brake piston (8) moves, the oil in piston chamber (7) goes through passage (3), (20), passage (19)
within spool (14) and to the motor case drain through passage (18). Brake piston (8) moves to the
right and push plate (9) and friction plate (10) against body (13). Cylinder barrel (11) is coupled to
body (13) via plate (9) and friction plate (10). The swing motor output shaft is held from rotating,
which prevents rotation of the upper structure.
Swing parking brake solenoid valve (2) is energized until the swing motor stops. If the swing parking
brake solenoid valve is de-energized before swing stops, the parking brake would start to apply before
the swing operation was stopped.
Relief Valve Operation
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.

(2) Makeup port. (3) Relief valve. (6) Swing motor. (8) Relief valve. (10) Makeup line.
Relief Valve
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 top of swing motor (6). These valves limit the pressure in the
swing circuit to the relief 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 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 a short time after a
stop operation is made. The continued rotation of the swing motor 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 the left (open position) against
the force of spring (33). When stem (24) shifts, oil flows through passage (4), check valve (14) and
passage (7) to motor rotary group (5). Now the shock load is absorbed at a stop of a swing movement.
The oil in passage (1) goes through orifice (34) in stem (24) to piston chamber (30). The resistance
force of spring (33) is less than the relief valve pressure setting. This causes stem (24) to move to the
left (open position) before the oil pressure in passage (1) reaches the relief pressure setting. When
stem (24) opens it allows oil in passage (1) to vent into passage (4). At the same time, the pressure oil
in piston chamber (30) moves piston (22) to the left which compresses spring (20) until its left end
face comes in contact with plug (26). The oil in spring chamber (27) goes through orifice (28) of
sleeve (29), passages (21) and (25) into passage (4).
For approximately 0.1 second of piston (22) movement, the oil pressure in piston chamber (30) is
lower than the relief pressure setting. When piston (22) stops its leftward movement, the oil pressure
in piston chamber (30) increases and moves 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 pressure setting. It is not until the full relief pressure setting is reached that all of the oil is
allowed to flow out of relief valve (3) to passage (4).
Oil Makeup
As previously described, when rotation of the swing motor is stopped, all ports in the swing control
valve become blocked. There is no pump oil sent to swing motor. As the upper structure attempts to
continue rotating, swing motor rotates against blocked port (12). This rotation forms a vacuum in
passage (7) and port (8). To prevent this vacuum condition, oil from return line (16) goes through
makeup line (10), makeup port (2), passage (9), check valve (14) and passage (7) into motor rotary
group (5).

(10) Makeup line. (18) Slow return check valve. (19) Return line.

(10) Makeup line. (16) Return line. (18) Slow return check valve. (19) Return line.
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 swing stop.
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 tank. Check valve (18) 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 motor rotary group through makeup port (2) and passage (9).
When the swing motor speed is decreased from a high speed RIGHT swing by a partial return of the
swing control lever to the NEUTRAL position, oil supply at port (13) decreases. Since the swing
control valve is partially open, the oil flow continues to flow through port (12) to return line (16). The
oil pressure at port (12) is lower than the pressure setting of relief valve (3) which causes the valve to
remain blocked. Makeup oil flow is blocked from check valve (14) to passage (7). A vacuum occurs
at port (13) that causes check valve (14) to supply makeup oil from makeup line (10) to motor rotary
group (5). This causes the vacuum condition to be eliminated.
When the swing motor is stopped or decelerated during a swing operation in the opposite direction,
oil is supplied through port (12) and check valve (11). Check valve (11) operates in the same way as
check valve (14) to prevent vacuum in the swing motor.
Anti-Reaction Valves And Fine Swing Solenoid Valve.
Side Of Swing Motor

(1) Block. (2) Swing motor. (3) Anti-reaction valve. (4) Anti-reaction valve. (34) Fine swing solenoid valve.
Anti-Reaction Valves
At a stop of swing operation, it is difficult to smoothly stop the upper structure and implements at the
desired position due to the mass (weight and size) of the upper structure. This is because the blocked
oil in the swing motor outlet side goes to the motor rotary group which causes the upper structure to
swing in the reverse direction. Anti-reaction valves (3) and (4) function to assure an exact swing
movement with a minimal shock load at stop. Anti-reaction valves (3) and (4) are located in block (1)
which is attached on swing motor (2).
Anti-Reaction Valves (Neutral Position)

(1) Block. (3) Anti-reaction valve. (4) Anti-reaction valve. (5) Motor rotary group. (6) Passage. (7) Port. (8) Passage. (9)
Passage. (10) Passage. (11) Port. (12) Passage. (13) Spring. (14) Valve seat. (15) Passage. (16) Plunger. (17) Passage. (18)
Spring. (19) Piston chamber. (20) Passage. (21) Spring chamber. (22) Spring. (23) Valve seat. (24) Plunger. (25) Spring.
(26) Piston. (27) Piston. (31) Passage.
When the swing control is in the NEUTRAL position, there is no pump oil supplied to motor rotary
group (5). Plunger (24) in anti-reaction valve (3) is shifted downward by the force of spring (25) until
stopped by piston (26). Valve seat (23) is also shifted downward by the force of spring (22) until its
bottom comes in contact with plunger (24). Plunger (16) in anti-reaction valve (4) is shifted
downward by the force of spring (18) until stopped by piston (27). Valve seat (14) is also shifted
downward by the force of spring (13) until its bottom comes in contact with plunger (16).
When the swing control is activated, swing motor rotary group (5) gets pump oil from port (11) in
block (1). When pump oil from port (11) goes through passage (10), (12), rotary group (5), passage
(6), (8) and port (7), motor rotary group (5) rotates counterclockwise.
When the swing control lever is returned to the NEUTRAL position, pump oil flow to port (11) stops
and flow leaving port (7) is blocked. Motor rotary group (5) still continues to rotate counterclockwise
because of the mass (momentum) of the upper structure. The oil pressure blocked in passage (8)
increases and the oil pressure in passage (10) decreases. The increased pressure oil in passage (8) then
enters anti-reaction valve (4). The pressure oil goes through passages (15) and (17), into piston
chamber (19). The oil pressure in piston chamber (19) moves plunger (16) upward against the force of
spring (18). Valve seat (14) is also shifted upward against the force of spring (13).
The increased pressure oil in passage (8) also goes through passage (31) and enters anti-reaction valve
(3). The oil then goes through passage (20) and into spring chamber (21), shifting plunger (24) and
valve seat (23) upward against the forces of springs (25) and (22).
Anti-Reaction Valves (Just Before Motor Stops)

(3) Anti-reaction valve. (4) Anti-reaction valve. (5) Motor rotary group. (8) Passage. (9) Passage. (10) Passage. (13)
Spring. (14) Valve seat. (15) Passage. (16) Plunger. (18) Spring. (19) Piston chamber. (20) Passage. (21) Spring chamber.
(22) Spring. (23) Valve seat. (24) Plunger. (25) Spring. (28) Valve chamber. (29) Passage. (30) Ball. (31) Passage. (33)
Ball.
As the upper structure approaches the stop of rotation, its momentum is decreased and the oil pressure
in passage (8) decreases. Oil pressure in piston chamber (19) decreases which causes the force of
spring (18) to shift plunger (16) downward. Valve seat (14) is also shifted downward by the force of
spring (13). Because the oil flow from valve chamber (28) is restricted by an orifice, valve seat (14)
moves more slowly than plunger (16). Plunger (16) and valve seat (14) separate from each other. Ball
(30) is forced against top end surface of plunger (16) by the oil pressure from passage (15). This
opens the connection between passage (8) and (10) through passages (29) and (9).
During separation of plunger (16) and valve seat (14) in anti-reaction valve (4), anti-reaction valve (3)
activates as follows;
Oil pressure in spring chamber (21) that is open to passage (8) through passages (20) and (31)
decreases, allowing the force of spring (25) to shift plunger (24) downward. Valve seat (23) is also
shifted downward by the force of spring (22). Because the oil flow is restricted by an orifice, valve
seat (23) moves more slowly than plunger (24). Plunger (24) and valve seat (23) separate from each
other. Ball (33) is forced against valve seat (23) by oil pressure from passage (20). This closes the
Because passages (10) and (8) are connected by activation of anti-reaction valve (4), the swing
movement of the upper structure stops with a minimal shock load at a desired position. A slight shock
load may be caused due to backlash of the swing drive gear.
Anti-Reaction Valves (After Occurrence Of Slight Shock Load)

(3) Anti-reaction valve. (4) Anti-reaction valve. (5) Motor rotary group. (8) Passage. (9) Passage. (10) Passage. (14) Valve
seat. (16) Plunger. (20) Passage. (23) Valve seat. (24) Plunger. (29) Passage. (30) Ball. (31) Passage. (33) Ball.
When motor rotary group (5) is slightly rotated in the reverse direction due to the gear backlash, oil
pressure in passage (10) increases and oil pressure in passage (8) decreases. The shock load by the
blocked oil pressure in passage (10) is absorbed as follows;
(33) is forced against plunger (24) by the oil pressure from passage (10). Passage (10) is
connected to passage (8) through passages (20) and (31).
(30) is forced against valve seat (14) by the oil pressure from passage (29). This closes the
Now the oil pressure in passage (10) decreases, preventing rotation of motor rotary group (5). This
allows the upper structure to smoothly stop at this point.
(1) Block. (8) Passage. (9) Passage. (10) Passage. (31) Passage. (34) Solenoid. (35) Fine swing valve. (36) Passage. (37)
Passage. (39) Spool. (40) Spring. (41) Orifice. (42) Orifice.
Right side console

(43) Fine swing control switch.
The fine swing control system functions to assure an exact swing movement with minimal shock load.
This is done by equilizing the oil pressure in passage (8) and (10).
When fine swing solenoid (34) is deenergized (not activated) spool (39) located in valve (35) is in the
NEUTRAL position. This closes the connection between passages (36) and (37). In this position the
swing circuit operates in the normal manner.
When fine swing control switch (43) is in the ON position, solenoid (34) is energized. Spool (39)
shifts downward against the force of spring (40). With the spool in this position, passage (8) is open
to passage (10) thru passages (36) and (37). Orifices (41) and (42) in block (1) allow flow at a
controlled rate.
Because the right and left swing circuits are connected to each other some of the outlet oil is allowed
to flow to the inlet side. This allows for more precise swing operation when needed.
NOTE: When the fine swing control switch (43) is in the ON position, the swing brake remains off.
Swing Drive
Swing Drive
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. (14) Housing. (15) Bearing gear (swing bearing).
The swing drive consist 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 (15) of the
swing bearing. Pinion shaft (8) provides motion to the upper structure by rotating around bearing gear
(15). Bearing gear (15) 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 and
pinion shaft (8) which is supported by roller bearings (6) and (7) located in housing (14).
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
First Stage Planetary Gear Rotation

(1) First stage carrier. (2) First stage planet gear. (4) Ring gear. (11) First stage sun gear. (16) 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 (16), moving
counterclockwise around ring gear (4). Ring gear (4) is bolted to housing (14). First stage carrier (1)
now rotates counterclockwise.
Swing Drive (Partial)

Roller bearing. (7) Roller bearing. (8) Pinion shaft. (11) First stage sun gear. (12) Second stage sun gear. (17) Inner
circumference.
Splines on inner circumference (17) of first stage carrier (1) mesh with the splines on second stage
sun gear (12). This causes second stage sun gear (12) to rotate counterclockwise when the first stage
carrier rotates. Second stage planet gears (5) now turn clockwise on their shafts and move
counterclockwise around ring gear (4). Second stage carrier (3) turns counterclockwise. The splines
on the inner circumference of second stage carrier (3) engage with the splines on pinion shaft (8).
When the second stage carrier turns counterclockwise, pinion shaft (8) rotates counterclockwise.
Pinion Shaft (8) Rotation

(8) Pinion shaft. (15) Bearing gear (swing bearing). (18) Location of moving pinion shaft.
Pinion shaft (8) engages with bearing gear (15) on the inner circumference of the swing bearing. As
pinion shaft (8) rotates counterclockwise, it moves clockwise around bearing gear (15). Bearing gear
(15) is bolted to the lower structure. This causes the upper structure to swing to the right (clockwise).
Hydraulic Schematic For Forward Travel
(1) Left travel motor.
(2) Swashplate.
(3) Motor rotary group.
(5) Passage.
(6) Brake pilot valve.
(7) Passage.
(8) Counterbalance valve.
(10) Parking brake.
(11) Passage.
(13) Passage.
(14) Line.
(15) Right travel motor.
(16) Swashplate.
(18) Passage.
(19) Passage.
(21) Passage.
(23) Passage.
(24) Passage.
(25) Passage.
(26) Passage.
(27) Line.
(28) Line.
(29) Line.
(30) Line.
(31) Line.
(32) Swivel.
(33) Line.
(34) Line.
(35) Passage.
(36) Passage.
(38) Left travel control valve.
(39) Passage.
(41) Right travel control valve.
(42) Pilot control valve (right/left travel).
(43) Return line.
(44) Upper pump.
(45) Travel speed solenoid valve.
(46) Line.
(48) Pilot pump.
(49) Shuttle valve.
(50) Lower pump.
(51) Line.
Travel Control
Introduction
Travel Motor
(1) Left travel motor. (52) Brake valve.
Travel Drive
(53) Left track. (54) Sprocket. (55) Left travel drive.
Left travel motor (1) and right travel motor (15) are supplied oil through swivel (32) from lower
pump (50) and upper pump (44). When left travel motor (1) is operated by lower pump oil, the motor
torque is transmitted to left travel drive (55). Left travel drive (55) reduces the speed and increases the
torque of left travel motor (1). The increased torque turns left track (53). Left track (53) is connected
to left travel drive (55) through sprocket (54).
Console
(56) Travel speed switch.
Travel speed switch (56) 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 place in the fast "RABBIT" position, the machine travels at the Automatic
Travel Speed mode. On a flat surface or moderate downward slope, select the automatic travel speed
for increased mobility.
When travel speed switch (56) is in the HIGH travel speed position, pressure sensor (47)
automatically changes 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 under a smaller
load.
Illustration Of Travel Operation

(1) Left travel motor. (15) Right travel motor. (57) Forward direction. (58) Control lever/pedal (left travel). (59) Idler. (60)
Control lever/pedal (right travel). (61) Cab. (62) Reverse direction.
The direction of travel (Forward or Reverse) is relative to the position of the lower structure. For
normal travel, idler (59) is positioned in front of cab (61) 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 (58) and
(60) forward. The machine will travel in forward direction (57). This movement is called forward
travel. When lever/pedals (58) and (60) are moved to the rear, the machine travels in reverse direction
(62). This direction is called reverse travel.
When cab (61) 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 (58) and (60) 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
control lever/pedal (58) or (60) 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. One track will travel to the rear and the other track will travel
forward. The machine makes a minimum radius (spot) turn with its center as its axis.
Forward Travel Operation

(38) Left travel control valve. (41) Right travel control valve.
When the travel control lever/pedals are operated, pilot oil from pilot control valve (42) shifts the
stem in travel control valves (38) and (41). Travel control valves (38) and (41) allow oil flow from
lower pump (50) and upper pump (47) to swivel (32). The swivel transfers oil from the rotating upper
structure to the lines in the lower structure. The oil flows to left and right travel motors (1) and (15).
NOTE: Since right and left travel controls function the same, explanations are given relative to left
travel control.
The pilot oil from pilot control valve (42) goes through line (28) and enters left travel control valve
(38). The pilot oil shifts the stem in left travel control valve (38), allowing the lower pump oil in
center bypass passage (40) to go through passage (39) to passage (36). The oil now goes through line
(34), swivel (32), line (30), counterbalance valve (8), and enters motor rotary group (3) through
passage (11).
Now part of the lower pump oil flows through counterbalance valve (8), passage (7) and brake pilot
valve (6) to parking brake (10). Parking brake (10) releases, causing the left travel motor to rotate in
the forward direction.
Low Speed
When travel speed switch (56) is placed in the LOW SPEED MODE position, part of the oil in
passage (11) goes through passage (13) and displacement change valve (12) to piston (9). This causes
swashplate (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
(31) to swivel (32). Oil now goes through line (33) and passage (35) into left travel control valve (38).
The oil leaves left travel control valve (38) and goes through return passage (37) and back to the
hydraulic tank through return line (43).
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

(45) Solenoid valve (Travel speed).
The explanation for forward travel in high speed mode is given relative to right travel motor (15).
Operation is the same for left travel motor (1).
When travel speed switch (56) is placed in the HIGH speed position, travel speed solenoid valve (45)
is energized. When the pump delivery pressure does not increase to a certain level due to a small
machine load, automatic travel speed solenoid valve (45) remains open. Oil from pilot pump (48)
flows through line (51), travel speed solenoid valve (45), line (29), swivel (32) and line (14) to
displacement change valve (20). The spool in displacement change valve (20) shifts. When the spool
shifts, the upper pump oil in right travel motor (15) flows through passage (24), displacement change
valve (20) and passage (23) to piston (22). 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 swashplate (16) and holds
it in its minimum angle position. Less oil is now required to turn right travel motor (15). The motor
turns at a higher speed.
Automatic Travel Speed Operation
Pump Compartment
Part of oil from upper (44) and lower (50) pumps combines at shuttle valve (49). The combined oil
flow goes through line (46) to automatic travel speed pressure sensor (47). When the travel speed
switch is in the HIGH speed position, the travel motor operates at a smaller swashplate angle until the
machine load increases to a certain level. The pump output pressure increases as the load placed on
the machine increases.
When the output pressure increases to a high level, a signal from pressure sensor (47) de-energizes
travel speed solenoid valve (45) and pilot oil is not supplied to displacement change valve (20).
Displacement change valve (20) shifts to the off position which causes the swashplate in the travel
motor to increase its angle for LOW speed rotation. The machine travels at the LOW speed.
When the circuit pressure in line (46) decreases to a low pressure range because of decreased pump
output pressure demand, automatic travel speed solenoid valve (45) is energized. Displacement
change valve (20) receives pilot oil from line (14) and reduces the motor swashplate angle for HIGH
speed operation. Now the machine travels at HIGH speed.
Automatic travel speed solenoid valve (45) allows the machine to travel at HIGH speed when under a
small load and to travel at LOW speed when under a large load. This automatic feature assures high
mobility and drawbar pull.
Travel Motor
Operation
Travel Motor
(1) Drive shaft. (2) Stopper. (3) Piston. (4) shawshplate. (5) Slipper. (6) Retainer. (7) Barrel. (8) Piston guide. (9) Check
valve. (10) Check valve. (11) Passage. (12) Brake pilot valve. (13) Port. (14) Valve plate. (15) Head. (16) Stopper. (17)
Piston. (18) Ball guide. (19) Spacer. (20) Spring. (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: consists of barrel (7), drive shaft (1), pistons (21), slippers (5), retainer (6),
ball guide (18), spacer (19) and spring (20).
2. Parking brake group: consists of springs (26), brake piston (27), friction plates (22), separator
plates (23), piston guide (8) and brake pilot valve (12).
3. Displacement change group: consists of displacement change valve (34), check valves (9)
and (10) and pistons (3) and (17).
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 tank through drain port (29) of head (15).
Supply oil from the lower pump goes in the left travel motor through port (31) during forward travel.
The oil from port (31) goes through passage (11) in head (15) to passage (25) of valve plate (14). The
oil now goes through passage (24) of barrel (7) and forces piston (21) to the left.
Motor Passage [Viewed From Head (15) Side]

(24) Passage (barrel). (25) Passage (valve plate). (35) Passage (valve plate).
Slipper (5) (coupled to the piston) slides on the surface of swashplate (4) from the top center to the
bottom center, and rotates with barrel (7). The oil that is forced out by the pistons on the outlet side
goes through passage (24) and passage (35) of valve plate (14) 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 (30) functions as an oil return port and port (31) 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 to forward travel. Pump oil through port (31) turns the motor counterclockwise for reverse
travel.
Parking Brake

(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).
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) now 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) connected to barrel (8) and separator plates (10) connected to body (7) are
pushed into contact locking the barrel to the body to prevent rotation of the barrel and shaft (3).
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 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 pressure oil holding plates (9) and (10) together is
released allowing barrel (7) and drive shaft (3) to turn.
Displacement Change Valve
Large Displacement Change Operation
Travel Motor (Partial)

change valve. (9) Port. (10) Passage. (11) Port. (12) Check valve. (13) Check valve. (14) Port. (15) Drive shaft.
Displacement Change Operation (Large Displacement)

change valve. (9) Port. (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 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) 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. Swashplate (1) rotates for its increased angle.
The oil in piston chamber (3) drains to tank through passages (4), (16), (17) and (18).
The motor now holds the swashplate at its maximum angle position for large displacement.
Small Displacement Change Operation
Displacement Change Operation (Small Displacement)

change valve. (9) Port. (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 opens passage (24).
Pump oil flows through passages (10), (24) and (4) to piston chamber (3), moving piston (2) up.
Swashplate (1) turns to decrease the angle.
The oil in piston chamber (6) drains to tank through passages (7), (23) and (18).
The motor now holds the swashplate at its minimum angle position for small displacement.
Travel Brake Valve
Travel Brake Valve

(1) Crossover relief valve. (2) Orifice. (3) Ball. (4) Passage. (5) Spring. (6) Valve. (7) Passage. (8) Passage. (9) Passage.
(10) Passage. (11) Valve. (12) Valve. (13) Passage. (14) Passage. (15) Passage. (16) Crossover relief valve. (17) Spring.
(18) Spring chamber. (19) Passage. (20) Spring. (21) Passage. (22) Port. (23) Passage. (24) Port. (25) Passage. (26)
Passage. (27) Port. (28) Port. (29) Passage. (30) Spring. (31) Check valve. (32) Passage. (33) Counterbalance valve. (34)
Check valve. (35) Brake valve.
Each travel motor has a travel brake valve, consisting of counterbalance valve (33) and two crossover
relief valves (1) and (16).
The travel brake valve is bolted to the travel motor. It functions to prevent the occurrence of shock
load at travel stop, 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
Travel Motor And Travel Brake Valve (Left Track)

(1) Crossover relief valve (reverse travel). (16) Crossover relief valve (forward travel). (22) Port. (28) Port. (33)
Counterbalance valve. (35) Brake valve. (36) Left travel motor.
Counterbalance valve (33) consists of valve (12), spring (17), check valves (31) and (34).
Under normal operation, pump oil to port (22) flows through passage (21), (4) to counterbalance
valve (33). Pressure oil forces valve (31) to open, allowing oil flow from port (22) through passages
(21), (4) and (7), through port (24) to the piston of the travel motor. Oil then drives the travel motor.
A portion of the pump oil in port (22) flows through passage (23) and pushes the ball (3) to the left
against the force of spring (20). The oil then flows through passage (19) and into spring chamber (18).
The oil in spring chamber (18) acts on the left end face of valve (12). Valve (12) moves to the right
against the force of spring (30), opening passage (14).
The motor return oil goes through port (27), passages (13), passage (29) and out through port (28) to
tank.
When oil flow from port (22) is blocked, there is a pressure decrease in chamber (18). Spring (30)
forces valve (12) to the left closing passage (14). Return oil flow from the motor is blocked and the
motor rotation stops.
If the travel direction is reversed, pump oil flows to valve (12) through port (28) and goes out through
port (22). The operation is the same as described above.
Slope Travel
When the machine moves down a slope, the travel motors rotate at a higher speed due to the machine
mass (size and weight). The pumps cannot maintain the oil supply to the motors. The lack of oil
supply will cause cavitation in the travel motor. A decrease in pressure (negative pressure) at port
(22) results, causing a decrease in pressure in spring chamber (18). Spring (30) now forces
counterbalance valve (33) to the left and begins to close passage (14), blocking oil flow between
passages (13) and (29). Both return oil flow to the tank and oil flow to the travel motor suction port
are restricted. Travel motor rotation slows down.
The lower pump oil pressure at port (22) now increases. Part of the oil goes to passage (23) and then
flows as described in the section of "Level Travel". Valve (12) moves to the right, opening passage
(14). The modulation of valve (12) maintains the proper opening of passage (14) when 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, valve (12) suddenly closes passage (14). A
hydraulic pressure spike can occur. To prevent pressure spikes, a damper is provided at both ends of
valve (12). As valve (12) returns to the left from full open position, the oil in spring chamber (18) is
pressurized. Ball (3) closes, allowing the oil in spring chamber (18) to go out through passage (19)
and orifice (2) to passage (21). Movement of valve (12) slows down and slowly closes passage (14).
Proper damper (cushion) effect is maintained by the size and position of orifice (2).
Crossover Relief Valve Operation

While the machine is moving and the travel control levers are moved back to NEUTRAL position to
stop movement of the machine, there is no pump oil supplied to the travel motors and travel brake
valves. A decrease in pressure now occurs at port (22) of the brake valve. Spring (30) returns
counterbalance valve (4) to the NEUTRAL position. The travel motor is still in rotation because of
the mass of the machine in motion. Passage (14) is closed, blocking the return oil. A sudden increase
in pressure in passage (13) occurs. High pressure return oil in passage (13) goes through passage (10),
opening valve (6) of crossover relief valve (1). The pressure oil from valve (6) goes to suction
passage (7) of the travel motor.
Crossover relief valves (1) and (16) protect the travel motor against damage by allowing the high
pressure oil to escape.
Crossover relief valves (1) and (16) 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
(5) Spring. (6) Valve. (7) Passage. (10) Passage. (37) Passage. (38) Shock reducing piston. (39) Body. (40) Orifice. (41)
Orifice. (42) Orifice. (43) Stem.
The pressure oil in passage (10) goes through orifice (41) in valve (6), orifices (40), and (42) in stem
(43), and passage (37) and moves shock reducing piston (38) to the right against the force of spring
(5). The crossover relief valve maintains its operation at lower pressure than the setting pressure for a
short time until the right end of shock reducing piston (38) touches body (39). When shock reducing
piston (38) completes movement, oil pressure in passage (10) is increased to the relief setting pressure
and all of the hydraulic oil goes out through valve (6) to passage (7). The oil pressure gradually
increases until shock reducing piston (38) completes movement to the right from when valve (6) starts
to open. The gradual increase of the hydraulic oil pressure eliminates peak pressure. This is called the
double stage relief operation which reduces the shock at travel motor stopping.
Crossover relief valve (1) opens just before a forward left travel stops and crossover relief valve (16)
opens just before a reverse left travel stops. Adjustment of crossover relief valve (1) or (16) with its
track blocked, reverses the opened valve as follows:
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 (7) from port (22) is blocked. The oil
pressure in passage (6) increases, opening valve (11). Oil now flows from passage (6) to passage (13).
Crossover relief valve (16) 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 (16) closed in the same manner as described above.
Crossover relief valves (1) and (16) should be designated by their functions relative to the control
lever movement during pressure adjustment. Call crossover relief valve (16) forward left travel and
crossover relief valve (1) reverse left travel.
Parking Brake
When pump oil is supplied to port (22) to start the travel motor, valve (12) 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 passage (14) 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 (22) is blocked to stop the travel motor, valve (12) moves
back to its neutral position, closing passage (9). Passage (9) is closed only after passage (14) 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
travel motor is rotating.
Oil Makeup
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 operation is stopped.
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 left travel motor continues to rotate because
of the mass 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) and 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.
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 does not swing). It also functions to
provide a means for oil from the travel motors 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) Bolt. (2) Roller bearing (second stage). (3) Planet gear (third stage). (4) Roller bearing (third stage). (5) Planet shaft
(third stage). (6) Gear coupling. (7) Bolt. (8) Ball bearing. (9) Motor housing. (10) Travel motor. (11) Planet gear (second
gear). (12) Planet shaft (second stage). (13) Planet shaft (first stage). (14) Roller bearing (first stage). (15) Planet gear
(first stage). (16) Sun gear (first stage). (17) Cover. (18) Ring gear (first stage). (19) Carrier (first stage). (20) Sun gear
(second stage). (21) Carrier (second stage). (22) Ring gear. (23) Sun gear (third stage). (24) Carrier. (26) Pin. (27) Output
shaft (travel motor). (28) Sprocket housing.
The travel drive reduces the rotating speed of travel motor (10). Output shaft (27) is splined to first
stage sun gear (16) of the travel drive.
The travel drive consists of the following two groups:
1. Three stages planetary gear reduction group;
Sun gear (16), planet gears (15), carrier (19) and ring gear (18) makeup the first stage. Sun gear
(20), planet gears (11), carrier (21) and ring gear (22) makeup the second stage. Sun gear (23),
planet gears (3), carrier (24) and ring gear (22) makeup the third stage.
2. Output group;
Rotation of sprocket housing (28) offers output torque to drive the track. Housing (28), ring
gears (22) and cover (17) are held together with bolts (1). This integrated unit which is
supported by ball bearings (8) turns together as second stage ring gear (22) turns.
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
Planet Gear Operation

Rotation of travel motor output shaft (27) is transmitted to first stage sun gear (16). Sun gear (16) is
splined to output shaft (27). When sun gear (16) rotates clockwise (viewed from motor side), the
travel drive assembly operates as described below.
First Stage Reduction Group

(13) Planet shaft (first stage). (14) Roller bearing (first stage). (15) Planet gear (first stage). (16) Sun gear (first stage). (18)
Ring gear (first stage). (19) Carrier (first stage). (29) Rotating direction of 1st stage reduction group.
In the first stage reduction group planet gears (15) are in mesh with sun gear (16). Planet gears (15)
rotate counterclockwise as sun gear (16) rotates clockwise. Planet gears (15) are also in mesh with
ring gear (18). Planet gears (15) "walk" around the teeth of ring gear (18). As planet gears (15) rotate,
they circle around sun gear (16) clockwise. Planet gears (15) are mounted to carrier (19) by planet
shafts (13) and roller bearings (14). The assembly of carrier (19) rotates clockwise.
(13) Planet shaft (first stage). (15) Planet gear (first stage). (19) Carrier (first stage). (20) Sun gear (second stage). (30)
Splines in engagement.
Rotation of carrier (19) is transmitted to sun gear (20) of the second stage reduction group. The
second stage reduction group is splined to carrier (19). Sun gear (20) rotates clockwise. Clockwise
rotation of sun gear (20) rotates planet gears (11) counterclockwise. Planet gears (11) are in mesh
with sun gear (20).
Since planet gears (11) are also in mesh with ring gear (22), they "walk" around the teeth of ring gear
(22). As planet gears (11) rotate, they circle around sun gear (20) clockwise. Planet gears (11) are
mounted to carrier (21) by planet shafts (12) and roller bearings (2). The assembly of carrier (21)
rotates clockwise.
(21) Carrier (second stage). (23) Sun gear (third stage). (31) Splines in engagement.
Rotation of second stage carrier (21) is transmitted to third stage sun gear (23) which is splined to
carrier (21).
Splines on third stage carrier (24) engage with teeth on the outer circumference of motor housing (9)
through gear coupling (6). With the housing held to the track frame, carrier (24) cannot rotate. Unlike
the first and second stage planet gears turning around their sun gears, planet gears (3) turn on their
own axes in the positions where they are mounted. This causes ring gear (22) to rotate
counterclockwise.
Ring gear (22) and sprocket housing (28) are held together with bolts (1). The sprocket wheel is
bolted to the housing. The torque of sun gear (23) is transmitted to the housing, causing the sprocket
to rotate counterclockwise. The right track rotates in the forward direction.
Straight Travel Control

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.
Straight Travel Operation

(1) Right travel control valve. (2) Straight travel control valve. (3) Left travel control valve.
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 pump. (8) Lower pump.
When the upper structure or implements are operated while the machine is traveling, straight travel
control valve (2) maintains straight travel of the machine.
Straight travel control valve (2) also improves the control of operations such as pipe laying or
placement of timbers. When the machine travels without a swing or implement operation, oil from
upper pump (7) goes through right travel control valve (1) to the right travel motor. Oil from lower
pump (8) goes through straight travel control valve (2) and left travel control valve (3) to the left
travel motor. Because 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 right and left travel motors to rotate at different speeds which
would result in the machine turning.
The straight travel system controls the machine travel to provide straight travel when circuits other
than the travel circuits are simultaneously operated. When straight travel control valve (2) is activated
by pilot oil pressure, the following occurs:
1. Upper pump (7) supplies oil to the left travel circuit and to the right travel circuit to drive
both motors in parallel.
2. The swing and implement circuits get oil from the lower pump. When the machine is
travelling, 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 oil is shared by
the right and left travel circuits.
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.
(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. (34) Pilot passage.
When the boom control lever is operated during a travel operation, pilot oil from travel and boom
pilot control valves goes to right travel control valve (7), left travel control valve (5) and boom I
control valve (9), through pilot passages (20), (24) and (34), respectively. When boom I control valve
(9) is operated, passage (22) is blocked which increases the pilot oil pressure in pilot passages (18)
and (19). The increased pilot pressure activates straight travel control valve (15).
Passage (25) connects in series stick I control valve (3), swing control valve (4), boom I control valve
(9) and bucket control valve (8). When any of these valves is operated, the connection between
passage (25) and passage (13), (14), (21) or (22) is blocked. The pilot oil pressure in passages (18)
and (19) increases enough to activate straight travel control valve (15).
As long as all of the control levers for stick I control valve (3), swing control valve (4), boom I
control valve (9) and bucket control valve (8) are in the NEUTRAL position, pilot passage (18) is
open to the hydraulic tank through passage (25) and drain line (29). The oil pressure in pilot passages
(18) and (19) decreases. Straight travel control valve (15) does not activate.
When straight travel control valve (15) is activated, oil from upper and lower pumps flows as follows
so that the 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 in passage (17) separates into two flow 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 valve (2).
Lower pump oil in passage (16) separates into two flow paths. One path goes through parallel
feeder passage (1) to 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). From parallel
feeder passage (26), the oil flow separates into two paths. One oil flow path goes to bucket
control valve (8). The other oil flow path goes to boom I control valve (9).
Portions of the lower pump oil in passage (11) goes through the check valve and orifice in straight
travel control valve (15) to combine with upper pump oil in center bypass passage (10). This
combined flow helps drive both right and left travel motor.
Straight Travel Control Valve
Straight Travel Control Valve (NEUTRAL Position)

control valve. (14) Upper pump. (15) Lower pump.
When only the travel control is activated, pilot pressure in pilot passage (5) is low. The oil pressure in
piston chamber (6) also remains low. Stem (12) is shifted all the way to the right by the force of
spring (7). Oil from both upper and lower pumps flows as follows:
1. Oil from upper pump (14) goes through line (10) to passage (11) in the straight travel control
valve. The upper pump oil separates into two flow paths. 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, stick II control valves and boom I control valves.
2. Oil from lower pump (15) goes through line (9) to passage (8) in the straight travel control
valve. The lower pump oil separates into two flow 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.
Straight Travel Control Valve (Activated Position)

control valve. (14) Upper pump. (15) Lower pump. (16) Check valve. (17) Passage. (18) Passage. (19) Orifice.
When the travel and implement (or swing) controls are activated, pilot oil pressure in pilot passage (5)
increases. The oil pressure in piston chamber (6) increases to shift stem (12) to the left against the
force of spring (7). Pump oil now flows as follows:
1. Upper pump oil from line (10) goes to passage (11) in the straight travel control valve and
separates into two paths. One path goes through center bypass passage (2) and into the left
travel control valve. The other path goes through center bypass passage (3) and into right travel
control valve.
2. Lower pump oil from line (9) goes to passage (8) in the straight travel control valve and
separates into 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 passage (17) and into parallel
feeder passage (4). Oil flows from parallel feeder passage (4) into the bucket, attachment, boom
I and stick II control valves. Part of the lower pump oil in passage (17) goes through orifice
(19) and check valve (16) in stem (12), and passage (18) into center bypass passage (2). In
center bypass passage (2) the lower pump oil combines with upper pump oil. This helps drive
both the right and left travel motors.
Loading Operation
Introduction
Combined Operations Of Boom Raise, Stick Out And Swing Right
Combined Operations Of Boom Lower, Stick Out And Swing Left

(1) Boom priority mode.
With the bucket loaded (filled), it is moved to the dump location by 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 simultaneous operations of boom lower, stick out and
swing. This is one cycle of the loading operation.
For loading operations, work mode switch should be placed in BOOM PRIORITY MODE position
(1). This activates the logic valve. Depending on whether the boom is raised or lowered, the flow rate
of oil from both pumps to the implement and swing motor varies.
Combined Loading Operations
Boom Raise, Stick Out And Swing
Hydraulic Schematic (Partial) (Boom Raise, Stick Out And Swing)

(1) Line. (2) Line. (3) Parallel feeder passage. (4) Boom I control valve. (5) Stick II control valve. (6) Boom II control
valve. (7) Stick I control valve. (8) Passage. (9) Logic valve. (10) Swing control valve. (11) Line. (12) Parallel feeder
passage. (14) Upper pump. (15) Lower pump.
In a loading operation involving boom raise, stick out and swing, the pumps are used as follows:
One path goes through boom I control valve (4) and line (2) to the boom cylinders. The other
path goes through stick II control valve (5), line (11), passage (8) and stick I control valve (7) to
the stick cylinder.
2. Lower pump oil goes through parallel feeder passage (3) and separates into three flow paths.
One path goes through swing control valve (10) to the swing motor. Another path goes through
logic valve (9), passage (8) and stick I control valve (7) to the stick cylinder. The third path
goes through boom II control valve (6) and line (1) to line (2). The lower pump combines with
upper pump in line (2) and goes to the boom cylinders.
In this type of a loading operation, the boom and stick cylinders are supplied both upper and lower
pump oil. This moves the boom up faster to clear the excavation site after digging. The swing motor
is supplied an appropriate amount of lower pump oil to assure an optimum swing speed. If the swing
speed is too fast, the bucket will reach the side of the dump vehicle before the boom has raised high
enough to clear the side.
Boom Lower, Stick Out And Swing
Hydraulic Schematic (Partial) (Boom Lower, Stick Out And Swing)

(3) Parallel feeder passage. (4) Boom I control valve. (5) Stick II control valve. (6) Boom II control valve. (7) Stick I
control valve. (8) Passage. (9) Logic valve. (10) Swing control valve. (11) Line. (12) Parallel feeder passage. (14) Upper
pump. (15) Lower pump.
In a loading operation involving boom LOWER, stick OUT and swing, oils from upper pump (14)
and lower pump (15) flow as follows;
One path goes through boom I control valve (4) to the boom cylinders. The other path goes
through stick II control valve (5), line (11), passage (8) and stick I control valve (7) to the stick
cylinder.
2. Lower pump oil goes through parallel feeder passage (3) and separates into two flow paths.
One path goes through swing control valve (10) to the swing motor. The other path goes
through logic valve (9), passage (8) and stick I control valve (7) to the stick cylinder.
In this type of a loading operation, the stick cylinder is always supplied both upper and lower pump
oil. This allows the stick to move out in an optimum speed while assuring the optimum speeds of the
swing and boom lower.
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.
Stick In Leveling (Movement Of Boom And Stick)

(1) Power mode switch. (2) Fine control mode switch.
Leveling operations are a slow speed type of work. Fine control switch causes the engine speed to be
reduced automatically which controls the power level to a level lower than the power controlled by
switch (1). Also, fine control mode switch is turned ON. The boom and stick circuits have an
individual pump oil supply to each function. The operations of boom and stick cylinders will not
affect each other.
Fine Control Circuit
Hydraulic Schematic (Partial) (Fine Control Operation)

(1) Stick cylinder. (2) Boom cylinders. (3) Center bypass passage. (4) Boom I control valve. (5) Stick II control valve. (6)
Stick I control valve. (7) Center bypass passage. (8) Boom II control valve. (9) Parallel feeder passage. (10) Fine control
When the boom and stick control levers are partially moved to the boom RAISE and stick IN
position, oils from upper pump (12) and lower pump (13) flow as follows;
As fine control mode switch is turned ON, fine control solenoid valve (10) is energized with causes
the center bypass passage in stick II control valve (5) to remain open.
1. Part of upper pump oil in parallel feeder passage (9) goes through boom I control valve (4) to
boom cylinders (2). The remainder of upper pump oil parallel feeder passage (9) goes through
center bypass passage (3), boom I control valve (4) and stick II control valve (5), and returns to
the hydraulic tank.
2. Part of lower pump oil in center bypass passage (7) goes through stick I control valve (6) to
stick cylinder (1). The remainder of lower pump oil in center bypass passage (7) goes through
boom II control valve (8) and returns to the hydraulic tank.
The boom and stick circuits use the separate pump oil which does not affect the movement of the
other during fine control operation of the boom and stick. Also, each pump oil that is not used for
boom RAISE and stick IN bypasses and returns to the hydraulic tank. This assures an exact fine
control operation.
Trenching Operation
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.

(1) Swing priority mode 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. The
swing priority mode provides the appropriate partial swing force for an exact trenching operation.
To activate the swing priority mode, place swing priority mode switch in the ON position. Upper
pump oil is supplied to the boom, stick and bucket circuits. Lower pump oil is supplied only to the
swing circuit. This causes the oil pressure in the swing circuit to remain high enough to provide a
force against the ditch side wall.
Trenching Operation (Swing Priority Solenoid Valve

Energized)
Hydraulic Schematic (Partial) (Swing Priority Operation)

(1) Line. (2) Parallel feeder passage. (3) Bucket control valve. (4) Boom I control valve. (5) Stick II control valve. (6)
Stick I control valve. (7) Logic valve. (8) Swing control valve. (9) Valve. (10) Parallel feeder passage. (11) Swing priority
When the control levers are moved to either boom RAISE, stick IN, bucket CLOSE or swing
position, oils from upper pump (13) and lower pump (14) flow as follows:
When switch is in the swing priority mode position, the swing priority solenoid valve is energized and
logic valve (7) remains closed.
1. Upper pump oil goes through parallel feeder passage (10) and separates into three flow paths.
One path goes through bucket control valve (3) to the bucket cylinder. Another path goes
through boom I control valve (4) to the boom cylinders. The third path goes through stick II
control valve (5) and valve (9) and combines at line (1). The upper pump oil then goes through
stick I control valve (6) to the stick cylinder.
2. Lower pump oil goes through parallel feeder passage (2) and swing control valve (8) to the
swing motor.
In a trenching operation by activating the swing priority solenoid valve, lower pump oil is
supplied only to the swing motor. The swing motor uses its torque for holding the bucket
against the side wall of the ditch. This assures an appropriate motor torque to securely hold the
bucket against the side wall. Boom, stick and bucket circuits share the upper pump oil in an
optimum manner.
Tamping Operation
Introduction
When surface forming or compacting with the bottom of the bucket, it requires the boom smoothly
raising and lowering.
Boom Raise And Lower

(1) Character display. (2) Power mode switch. (3) User mode switch.
The boom must raise and lower slowly. Push user mode switch (3) to select tamping mode. "U1" is
displayed on character display (1) at the right two digits. When raising or lowering the boom the
pump output changes to make tamping operation smooth.
Use power mode switch (2) to select power mode or standard mode depending on the working
condition.
Tamping Operation
Hydraulic Schematic (Partial) (Slope Tamping Operation)

(1) Line. (2) Parallel feeder passage. (3) Boom I control valve. (4) Center bypass passage. (5) Stick II control valve. (6)
Stroke limiter. (7) Boom II control valve. (8) Center bypass passage. (9) Line. (10) Parallel feeder passage. (11) Shuttle
valve. (12) Pilot line. (13) Shuttle valve. (14) Travel speed solenoid valve. (15) Pilot manifold. (16) Upper pump. (17)
Fine control solenoid valve. (18) Lower pump. (19) Hydraulic tank.
When the control lever is moved to boom RAISE, oil from upper pump (16) and lower pump (18)
flows as follows. When the tamping mode is selected by user mode switch (3), travel speed solenoid
valve (14) is energized to push stroke limiter (6) of boom II control valve (7). Center bypass passage
(8) is opened. Fine control solenoid valve (17) is energized, too. The oil in pilot line (12) does not
push stick II control valve (5) through shuttle valve (11) and (13), and center bypass passage (4) is
opened.
1. Upper pump oil
a. The oil flows through parallel feeder passage (10) and boom I control valve (3) into
the boom cylinder.
2. Lower pump oil
b. The oil flows through center bypass passage (8) and boom II control valve (7) into
When raising the boom, the oil from the lower pump does not combine with the oil from the upper
pump at line (1) to provide optimum speed of boom. This prevents rapid boom raising and the
machine shaking.
When lowering the boom, oil flow from the upper pump decreases. Oil pressure is lowered in line (9)
to provide optimum force by boom lowering. This prevents jack-up of the machine by the boom
cylinders and makes tamping operation easier.
Copyright 1993 - 2017 Caterpillar Inc. Wed Apr 19 07:33:39 UTC+0700 2017
All Rights Reserved.
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330B L, 330B LN Excavators 5LR00001-UP (MACHINE) POWERED BY 3306 Engine...

Reference: For specifications, make reference to Hydraulic Systems Specifications, SENR1659.

(1) Swing motor

(2) Travel motor (left)

(3) Travel motor (right)

(4) Stick cylinder

(5) Travel brake valve (left)

(6) Travel brake valve (right)

(7) Bucket cylinder

(8) Boom cylinder

(9) Stick drift reduction valve

(11) Main control valves

(12) Pressure switch (implement/swing)

(13) Pressure switch (travel)

(14) Boom drift reduction valve

(15) Main relief valve

(16) Pressure switch (boom RAISE)

(17) Pilot control valve (travel)

(18) Pilot control valve (swing/stick)

(19) Solenoid valve (fine control)

(20) Solenoid valve (travel speed)

(21) Solenoid valve (swing priority)

(22) Proportional reducing valve

(23) Pilot control valve (boom, bucket)

(24) Hydraulic activation control valve

(26) Pilot relief valve

(27) Shock reducing valve

(28) Upper pump

(29) Lower pump

(30) Automatic travel speed change valve pressure sensor

(31) Pilot pump

(32) Pilot oil manifold

(33) Pilot filter

(34) Case drain filter

(35) Slow return check valve

(36) Oil cooler

(37) Bypass check valve

(38) Capsule filter

(39) Hydraulic tank

Pump Flow And Pressure Control

This machine is driven and controlled by the three following systems:

Main Control Valve Compartment

Pilot Hydraulic System

The pilot circuit has the following three functions:

b. Release the swing motor parking brake.

Electronic Control System

Controller Compartment (Under Right Console of Cab)

Main Pump Operation

Pump Cover And Valve Plate

Regulator (Upper Pump)

The pump regulator functions as follows:

Regulator Operation (Before Pump Destroke)

Regulator Operation (Partial)

Total Horsepower Flow Control (After Start Of Pump Destroke)

Regulator Operation (After Start Of Pump Destroke)

Regulator Operation (Partial)

Negative Flow Control

Negative Flow Control Operation (Partial)

Pressure/Flow (P-Q) Characteristic Curves

P-Q Characteristic Curves

* Pump output circuit pressure.

Hydraulic Schematic Of Main Control Valves

(1) Stick drift reduction valve