315D 319 D (Curso)

SERV1850
February 2008
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
315D/319D HYDRAULIC EXCAVATORS

INTRODUCTION
Service Training Meeting Guide

(STMG)
315D/319D HYDRAULIC EXCAVATORS
INTRODUCTION
AUDIENCE
Level II - Service personnel who understand the principles of machine systems operation,
diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides an introduction for the 315D/319D Hydraulic Excavators and will
cover the engine, pilot system, pumps and controls, main control valve group, swing system,
and travel system. This presentation may be used for self-paced and self-directed training.
OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. identify the major components in the engine, pilot system, pumps and controls, main
control valve group, swing system, and travel system;
2. explain the operation of the major components in the engine, pilot system, pumps and
controls, main control valve group, swing system, and travel system; and
3. trace the oil flow through the systems.
REFERENCES
315D Hydraulic Excavator Specalog AEHQ5865
300D Series Hydraulic Excavators, 345C Hydraulic Excavator,
and 365C & 385C Large Hydraulic Excavators Monitoring System SERV7032
C4.2/C6.4 and C4.4/C6.6 ACERT Engines with
Common Rail Fuel System--Machine Applications" SERV1837
PREREQUISITES
"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002
"Fundamentals of Power Train Self Study Course" TEMV3003
"Fundamentals of Electrical Systems Self Study Course" TEMV3004
"Fundamentals of Engines Self Study Course" TEMV3001
Estimated Time: 36 Hours

Illustrations: 187
Form: SERV1850
Date: February 2008
2008 Caterpillar Inc.
SERV1850 -3- Text Reference
02/08 Introduction
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
MACHINE WALKAROUND ....................................................................................................10
OPERATOR'S STATION............................................................................................................21
ELECTRONIC CONTROL SYSTEM.......................................................................................37

Engine Speed Control ...........................................................................................................39
Automatic Engine Control (AEC) ........................................................................................40
One Touch Low Idle .............................................................................................................42
Engine Speed Protection.......................................................................................................44
Travel Speed Control ............................................................................................................46
Swing Brake Operation.........................................................................................................48
Back-up System ....................................................................................................................50
C4.2 ACERT ENGINE ...........................................................................................................53

Fuel System...........................................................................................................................59
Air Inlet System....................................................................................................................79
PILOT SYSTEM ........................................................................................................................83

Pilot Manifold .......................................................................................................................86
Hydraulic Activation Lever ..................................................................................................90
Pilot Controls and Valves .....................................................................................................92
MAIN HYDRAULIC PUMPS AND CONTROLS .................................................................101
MAIN CONTROL VALVE GROUP AND RETURN SYSTEM ............................................117

Main Control Valve Group .................................................................................................118
Return Hydraulic System....................................................................................................139
BOOM, STICK, AND BUCKET CIRCUITS ..........................................................................145

Boom Circuit.......................................................................................................................148
Boom Lowering Control Valves .........................................................................................164
Stick Circuit ........................................................................................................................167
Slow STICK IN - No Regeneration ...................................................................................170
Bucket Circuit .....................................................................................................................179
Cylinders .............................................................................................................................180
SWING SYSTEM ...................................................................................................................183

Swing System Components ................................................................................................184
Swing System Operation ....................................................................................................188
Swing Motor Operation ......................................................................................................193
02/08 Introduction
TABLE OF CONTENTS (continued)
TRAVEL SYSTEM...................................................................................................................207
Travel System Components ................................................................................................208
Travel System Operation ....................................................................................................213
Travel Parking Brake ..........................................................................................................219
Straight Travel.....................................................................................................................227
Swivel .................................................................................................................................230
CONCLUSION.........................................................................................................................232
VISUAL LIST ..........................................................................................................................233
COLOR CODE HYDRAULIC SCHEMATIC.........................................................................236
NOTES
02/08 Introduction
315D/319D HYDRAULIC
E X C AVAT O R S
INTRODUCTION
2008 Caterpillar Inc.
INTRODUCTION
The 315D/319D Hydraulic Excavators incorporate design innovations and performance

improvements from the 315C/318C Hydraulic Excavator Series and are a direct replacement for
them.
The machines feature a new cab for greater operator comfort. The cab provides the operator
with excellent visibility of processing equipment, trucks, and railcars. The cab, consoles, and
joysticks have been improved to provide a better access and understanding of all functions.
The 315D and 319D Hydraulic Excavators feature a hydrostatic drive system, Side-By-Side
(SBS) pumps, Negative Flow Controlled (NFC) hydraulic system, and pilot operated control
valves similar to the 315C/318C.
The machines have a monitoring system similar to that of the 320D.
The 315D/319D HEX is equipped with the C4.2 ACERT engine which meets U.S
Environmental Protection Agency (EPA) Tier 3 and European Union Stage IIIa emissions
control standards.
NOTE: Illustrations of the 315D and the 319D are both used in this presentation.
Where there is a significant difference it will be noted.
02/08 Introduction
SIMILARITIES AND DIFFERENCES

FEATURES DIFFERENT SIMILAR SAME
Machine Appearance X
Operators Station X
Engine X
Implement Hydraulic System X
Monitoring System X
Maintenance Items X
Tool Control Systems X
Machine ECM X
Travel System X
Undercarriage X
This chart displays the similarities and differences between the 315C/318C and 315D/319D
Hydraulic Excavators. New and improved features include:
Operator's Station: The operator's station has been improved over the previous models and is
similar to the 320D. The layout of the interior has been redesigned to maximize operator
comfort and reduce operator fatigue. Frequently used switches have been relocated for easier
access.
The consoles and armrests have been redesigned for better comfort and adjustability. More seat
options are available to choose from: the standard mechanical suspension seat, or the optional
air suspension seat with heater.
Engine: The 315D/319D machines are equipped with a C4.2 Tier III ACERT engine.
Monitor: The monitor is a full color Liquid Crystal Display that provides vital operating and
performance information, alerts in text, which are all in a simple, easy to navigate format. The
monitor is the same as the 320D series machines.
Tool Control: The tool control system for the 315D/319D is similar in function to the tool
control systems for the 320D series machines.
The SmartBoom attachment enhances operation of the boom function and significantly
reduces cycle times of the machine.
Service and maintenance intervals have been extended to reduce machine service time and
increase machine availability.
02/08 Introduction
Options include:
Machine Security System (MSS): The Machine Security System (MSS), uses a special
Caterpillar key with an embedded electronic chip for controlling unauthorized machine
operation.
Product Link: Product Link provides all kinds of information and working parameters
through a satellite connection between an onboard computer and the machine. Product Link
provided easier fleet management and improved preventive maintenance. PL121 and PL321
are available to chose from.
NOTE: MSS and Product Link are the same systems used on other Caterpillar
machines.
AccuGrade: AccuGrade, which provides precise control of the worktool using software.
Auxiliary Hydraulic Options: Auxiliary Hydraulic Options Allows you to configure the
machine to meet work tool needs, while increasing its versatility and are the same as the
315C/318C.
- Single Function Circuit suited for tools that require one-way flow with both pumps,
such as hammers and vibratory plate compactors.
- Double Function Circuit suited for tools that require two-way flow, utilizing one pump,
such as thumbs or non-rotation grapples or shears.
02/08 Introduction
Swing
Motor
Left Travel Right Travel 315D / 319D HYDRAULIC SYSTEM
Motor Motor
BR2 AR2 bR3
BR2 BL1
AR1 BL1 AL1 AL2 BL2
BR3 AR3 bR3 AR2
BL1 AL1 AR1 bR1 bL1 bL2 bL4
BR1 BL4 aL4
Stick 1
Main Control
Valve Group
Medium Pressure
Circuit
(If equipped)
aL4
aR3 aR1 PR aL1 PL aL2
aR2
bR1 bL1
Travel Levers
aR1 aL1
Pilot
Manifold P
Pilot Filter
PR
Main Hydraulic Pumps
bR3 aL2 Pilot Pump

M
bR2 bL4
Right aL4 Medium Pressure Pump
aR2
Left (If equipped)
Joystick Joystick
Tank PL
aR3 bL2
P
The main implement hydraulic system operation for the 315D/319D machines is very similar to
the 318C machines The "D" Series continues using many of the "C" excavator features, such as
automatic priorities and tool control systems.
The machines use a negative flow type hydraulic system. The main control valve and pumps
are similar to the "C" Series.
The 315D/319D machines can be equipped with a medium pressure circuit to operate an
auxiliary motor.
02/08 Introduction
The optional tool control system maximizes work tool productivity by configuring hydraulic
flow, pressure, and operator controls to match a specific work tool. System versatility enables a
wide range of tools to be used.
The system stores pressure and flow information for several different work tools. Selectable
Cat tools have preset flows and pressures.
The 315D/319D can be equipped with the following factory installed tool control systems:
- System 20
- System 23
- System 24
- Medium pressure (F3 valve)
- Medium pressure (F4 valve)
- Medium pressure (Danfoss valve)

SERV1850 - 10 - Text Reference
02/08 Introduction
1 2
3 4
9 8 7
MACHINE WALK-AROUND
The 315D/319D Series track excavators have been designed for fast, easy service with extended
service intervals, advanced filtration, convenient filter access, and user-friendly electronic
diagnostics for increased productivity and reduced maintenance costs.
The hydraulic system and component locations have been designed to provide a high level of
system efficiency. The main pumps, control valves and hydraulic tank are located close
together to allow for shorter tubes and lines between components which reduces friction loss
and pressure drops in the lines.
Components shown include:
- stick (1)
- boom (2)
- operator station (3)
- engine access cover (4)
- access door to air cleaner, battery, and radiator compartment (5)
- counterweight (6)
- final drive (7)
- track (8)
- bucket (9)
02/08 Introduction
1 3
2
This illustration shows access to the top of the machine from the right side.
The engine access cover (1) allows access to the engine from the top of the machine.
The machine hydraulic oil reservoir (2) is located between the pump compartment and the
diesel fuel tank on the right side of the machine and is accessed from the top of the machine.
The diesel fuel filler cap (3) is accessed from the top of the machine.
The storage compartment (4) is located in the front of the machine.
The step and hand rail (5) at the right front of the machine can be used for access to the top of
the machine.
02/08 Introduction
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2
1
6
9
8
7
The compartment behind the operator station on the left side of the machine includes the
following components:
- primary fuel filter and water separator (1)
- windshield washer fluid tank (2)
- Machine ECM (3)
- engine air filter housing (4)
- ATAAC (5)
- air conditioning condenser (6)
- batteries (7)
- engine coolant overflow tank (8)
- battery disconnect switch and circuit breakers (9)

02/08 Introduction
2 4
9
1 3
6
8
The illustration shows the pump compartment on the right side of the machine. The
compartment is accessed from the right side of the machine when the rear access door is open.
Some of the visible components are:

- engine oil filter (1)
- engine oil SOS tap (2)
- drive (right) pump (3)
- pilot filter (4)
- hydraulic oil SOS tap (5)
- pilot pump (6)
- idler (left) pump (7)
- medium pressure circuit pump location (if equipped, 8)
- pump pressure taps (9)
02/08 Introduction
2
1
The pilot manifold is located next to the main control valve group. Pilot manifold components
visible are:
- pilot accumulator (1)
- hydraulic activation solenoid (2)
- hydraulic activation valve (3)
- swing brake solenoid (4)
- two-speed travel solenoid (5)

02/08 Introduction
10
The main control valve group is located in the center of the upper structure of the machine.
The main control valve group receives pilot oil signals from the operator controls in the cab.
Each pilot signal then causes the appropriate control valve to shift in the correct direction.
When a control valve shifts, oil flows from the main hydraulic pumps to the appropriate
hydraulic cylinder or hydraulic motor to perform work.
The 315D/319D main control valve is similar to the 315C/318C valve.

02/08 Introduction
3
11
12
The 315D/319D has one swing motor (1) that receives oil from the swing control valve. The
swing control valve receives pump oil from the idler pump. The swing drive oil level can be
checked with the dipstick (2). The swing motor case vent (3) is located on top of the swing
motor.
Travel motors (not shown) drive outboard final drives (4).
A wide range of undercarriage (5) options are available to meet the needs of the machine
application.
02/08 Introduction
3
1
2
5
6 4
13
The 315D/319D is equipped with a C4.2 ACERT Engine.
Engine components visible are:
- engine crankcase breather (1)
- engine oil fill (2)
- turbocharger (3)
- secondary fuel filter (4)
- fuel priming pump (5)
- engine oil dipstick (6)
- tertiary (third) fuel filter (7)

02/08 Introduction
14
In front of the engine is the radiator (1) and hydraulic cooler (2). The engine cooling fan (3) on
the 315D/319D is mechanically driven off the front of the engine.
02/08 Introduction
10 HOUR/DAILY MAINTENANCE INTERVAL SCHEDULE
Engine Coolant Level Check

Engine Oil Level Check
Hydraulic Oil Level Check
Undercarriage Check
Boom and Stick Linkage* Lubricate
Bucket Linkage* ** Lubricate
Fuel System Water Separator Drain
Fuel Tank Water And Sediment Drain
Seat Belt Inspect
Track Adjustment Inspect
Travel Alarm Test

Indicators and Gauges Test
* Every 10 Hours Or Daily For First 100 Hours

** Every 10 Hours Or Daily For Machines Used In Severe Applications
15
This illustration lists the procedures to be performed for the daily or 10 hour walkaround
inspection for the 315D/319D Hydraulic Excavators.
02/08 Introduction
NOTES
02/08 Cab
16
OPERATOR'S STATION
The 315D/319D Hydraulic Excavator operator station has an updated look with a new color
scheme similar to the 320D. The cab post and rear of the cab have been changed to black while
the counterweight design has been changed with an enlarged CAT decal and distinctive
styling.
The operator station contains a newly designed cab with improved visibility and operator
comfort. Switches have been relocated and a full-text full color monitor make it easier to
navigate.
For operator comfort, the new cab offers a fully adjustable seat with spring support, or air
suspended seat with side-to-side shock absorption, which provides maximum operator comfort.
The new "D" series monitor provides increased functionality for the operator. Conveniently
placed switches, gauges, information display, and controls improve operator comfort,
awareness, and efficiency.
The fuse panel is relocated to the left side of the lunch box compartment behind the operator's
seat for easy access.
02/08 Cab
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7
4
1
6
5
8
17
Controls in the cab include the:
- Left joystick (1)
- Travel levers (2)
- Monitor panel (3)
- Right joystick (4)
- Key start switch (5)
- Engine speed dial switch (6)
- Service hour meter (7)
- Travel pedals (8)

02/08 Cab
18
1
2
19
The hydraulic activation lever (1) has been redesigned for the new models, however, the lever's
purpose is still the same. With the lever in the down position (top illustration), the hydraulic
activation solenoid is in the de-activated position.
No hydraulic functions are available with the lever in the down position.
In the up position (bottom illustration), the hydraulic activation solenoid is energized and the
hydraulic system can be operated. The ground level emergency engine shutoff switch (2) is
located on the bottom of the seat mount. The shutoff switch will shut off the engine without
having to climb into the cab and should be used only for an emergency or during machine
servicing.
Once the shutoff switch is turned ON and then OFF, the key start switch must be cycled for the
machine to operate again.
02/08 Cab
1 2 3 4
5 6 7 8
20
The soft switch panel includes switches that either turn a function on/off or allow the operator
to toggle through different modes of the selected function. The soft switches provide the
operator with the following functions:
Two-speed travel (1): When the button is pushed the travel speed is toggled between low and
auto.
- The rabbit indicator indicates auto speed.
- The tortoise indicator indicates low speed.
Automatic Engine Control (AEC) Switch (2): The AEC function automatically reduces
engine speed while there is no hydraulic demand, which reduces noise and fuel consumption.
- The AEC switch disables and enables the AEC function.
- The first stage AEC reduces the engine speed by 100 rpm after there has been no
hydraulic demand for approximately three seconds.
- The second stage AEC reduces the engine rpm to approximately 1300 rpm after there has
been no hydraulic demand for an additional three seconds.
- The second stage AEC delay times and rpm can be changed using the monitor or
Caterpillar Electronic Technician (Cat ET).
02/08
Travel alarm cancel (3): The travel alarm cancel switch is a momentary two-position switch.
- The travel alarm sounds when travel is detected.
- The travel alarm stops immediately if the travel alarm cancel switch is depressed.
- The travel alarm switch is reset every time the travel pressure switch opens.
Work tool switch (4): The work tool switch will display the selected work tool on the monitor
display. Press the switch repeatedly to change the selected work tool. When the desired work
tool is highlighted in the monitor display press the "OK" button on the monitor to select the
work tool shown.
Work lights (5): The work lights switch toggles between the different work light
combinations.
- Pattern 1 - Chassis work lights and cab work lights.
- Pattern 2 - Chassis work lights, cab work lights, and boom work lights.
Upper window wipers (6): The wiper switch toggles between the different modes of the
wipers.
- six second delay.
- three second delay.
- continuous operation.
- off.
NOTE: Some machines have one wiper arm on which upper and lower blades are
mounted.
Upper window washer (7): The windshield washer fluid switch is an ON/OFF switch.
Heavy lift (8): Not used.

02/08 Cab
1 5 7
3
2 4 6
21
The toggle and rocker switch panel contains switches that control additional functions:
Quick coupler lock control (1): The quick coupler lock control switch is a spring centered
toggle switch.
- The top position locks the quick coupler.
- The bottom position unlocks the quick coupler.
Lower window wiper (2): The rear window wiper switch is a two-position rocker switch.
- The top position activates the wiper.
- The bottom position deactivates the wiper.
NOTE: Some machines are not equipped with a rear window wiper.
Lower window washer (3): The rear window washer fluid switch is a two-position rocker
switch.
- The top position activates the windshield washer fluid.
- The bottom position deactivates the windshield washer fluid.
NOTE: Switch (3) is the leveling switch on some machines.
Seat heater (4): The seat heater switch is a two-position toggle switch.
- The top position activates the seat heater.
- The bottom position deactivates the seat heater.
02/08 Cab
Fine swing control (5): The fine swing control switch is a two-position rocker switch.
- The top position activates fine swing control. Fine swing control improves the swing
control during swing deceleration.
- The bottom position deactivates fine swing control.
NOTE: Fine swing control is not available on some machines and switch (5) is the
radio ON/OFF switch on some machines.
Overload warning device (6): In lifting applications, the overload warning device informs the
operator when an unstable load condition exists by activating a buzzer.
- The top position activates the overload warning device.
- The bottom position deactivates the overload warning device.
Leveling switch (7): The leveling switch is used for smoother operation during finish grading.
- The top position activates the leveling function
- The bottom position deactivates the leveling function
NOTE: Switch (7) is the seat heater switch on some machines.
NOTE: Refer to the appropriate Operation and Maintenance Manual to identify switch
locations specific to your machine.
02/08
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1 2
3 5 6 7
22
The heating and air conditioning system is electronically controlled. The control panel for the
heating and air conditioning system is located on the right console. The switches on the control
panel are the:
On/Off switch (1): Push the ON/OFF switch in order to power on the system. Push the switch
again in order to power off the system.
Automatic control switch (2): In order to enter the full "AUTO" Mode for automatic climate
control, push this switch. However, if the switch is pushed again, the air conditioning can not
be turned off. When the system is in full "AUTO" Mode, specific functions can be manually
changed by pushing another switch.
If a specific function is manually changed, "AUTO" will not appear in the display, but the
unchanged functions will remain in "AUTO" mode.
Press the "AUTO" switch for full "AUTO" mode. Push the temperature switch (3) in order to
set the desired temperature. The temperature is shown in metric values, but can be changed to
SAE values. All other functions of climate control will be handled automatically.
02/08 Cab
In order to take advantage of the full "AUTO" setting of the climate control system, always
keep the sunlight sensor clean. Do not obstruct the sunlight sensor. If the climate control
system is in the full "AUTO" setting at engine start-up and the temperature inside the cab is too
warm or too cool, the damper for fresh air ventilation may automatically close for a few
minutes. This will help to bring the air temperature to the preset temperature more quickly.
Temperature Switch (3): The switch controls the temperature of the air coming from the air
outlets in order to achieve the preset temperature. The preset temperature appears on display.
If the heating and air conditioning system is in the automatic mode, pushing these switches
changes the preset temperature.
LCD panel (4): The panel displays the settings of the HVAC system.
Fan switch (5): The fan switch directly controls the fan speed. If the climate control system is
operating in the automatic mode, pushing this switch overrides the automatically selected fan
speed.
Compressor switch (6): Push the switch in order to turn on the compressor or push the switch
in order to turn off the compressor. In humid conditions, the compressor may be used to
remove moisture from the air in the cab. In cool weather, operate the compressor weekly in
order to prevent leakage of the refrigerant gas and to help maintain the compressor in optimum
working order.
Defrost Mode (7): Depressing this switch will defog the windows. The air will also be
dehumidified while the compressor is running.
Air inlet select switch (8): This switch selects the position of the air inlet for recirculation or
for fresh air.
Air outlet select switch (9): This switch selects the position of each air outlet. Each switch
controls a different air outlet. The air outlets are the:
- upper body
- upper body and floor
- floor
- floor and defroster
NOTE: In order to convert the temperature reading from Degrees Celsius to Degrees
Fahrenheit, depress both keys of the fan switch at the same time for five seconds. The
same action is used for converting the temperature reading from Degrees Fahrenheit to
Degrees Celsius.
02/08 Cab
1
3
23
The back-up switches are located behind the right armrest. The right switch (1) controls the
engine rpm. The left switch (2) toggles between back-up and auto.
The left switch activates/deactivates the Back-up Mode. When Back-up Mode is active, a fixed
power shift pressure is provided to the pumps. The fixed power shift pressure limits maximum
pump output and allows the machine to continue operating in a Derate Mode. Machine
productivity will be limited while the machine is in Back-up Mode.
The right switch is used to control the engine speed while Back-up Mode is active. Holding the
right switch in the DOWN position decreases the engine rpm. Holding the right switch in the
UP position increases the engine rpm.
The diagnostic connector (3) is located inside of the operator's station behind the right armrest,
beside the back-up switches.
02/08 Cab
24
The fuse panel (1) has been relocated to the left side of the lunch box panel behind the
operator's seat.
Some of the relays (2) are also part of the fuse panel.
A decal (3) on the cover identifies the fuses.

02/08 Cab
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1
6
2
3
7
4
8
25
The 300D monitor has been updated. The new monitor is used on 311D-330D, 345C, 365C,
and the 385C machines.
The monitor is a full color Liquid Crystal Display (LCD) that displays the various parameters
of the machine.
- alert indicator (1)
- clock (2)
- fuel gauge (3)
- hydraulic oil temperature gauge (4)
- engine speed dial indicator (5)
- engine coolant temperature gauge (6)
- operating hours (7)
- work tool indicator (8)

02/08 Cab
1 2 5 6
3 4 7 8
26
The monitor contains eight buttons that control navigation on the monitor screen. The four
directional buttons are:
- left (1)
- up (2)
- down (3)
- right (4)
The directional buttons navigate the cursor through the various screens.
The four navigational buttons are:
- home (5)
- menu (6)
- back (7)
- OK (8)
02/08 Cab
27
Cat ET or the monitoring system can be used for testing and calibrating the machine. Extended
fluid change intervals are available with the proper SOS procedures. Maintenance intervals
for several components and systems on the machine are programmed into the monitor.
The operator can access component maintenance intervals to see the hours remaining before
maintenance is due. Some of the maintenance items are:
- hydraulic oil and hydraulic oil filter changes
- swing drive oil change
- travel drive oil change
- engine oil and engine oil filter changes

02/08 Cab
MAIN MENU SCREEN

OUTLINE OF DISPLAY SETUP
DISPLAY SETUP
MAIN MENU SETTING
SETTING DISPLAY SETUP DISPLAY SETUP

WORK TOOL SELECT
MAINTENANCE INFO CLOCK ADJUST CLOCK ADJUST
PERFORMANCE LANGUAGE SELECT LANGUAGE SELECT

MAINTENANCE INFO HH:MM
SERVICE INDICATED ITEM
ENGINE OIL FILTER ENGLISH
CONTRAST
MAINTENANCE XXXXYYYY (HR)
BRIGHTNESS FRANCAIS
You can reset accumulated HYD OIL RET FILTER
hour of filters and fluids and XXXXYYYY (HR) BRIGHTNESS ( ) DEUTSCH
work hour of components,
A list of system components
and change recommended
will be displayed ITALIANO
Intervals. You can also
ENTER PASSWORD WORK TOOL SELECT
operate Reversing Fan
System. ESPANOL
Enter User Password or
Service Password PERFORMANCE TOOL No. 1
PASSWORD CHANGE OTHERS
TOOL No. 2
You can change user BATTERY VOLTAGE TOOL No. 3
SERVICE password TOOL No. 4
ENGINE SPEED INDICATED ITEM
MAINTENANCE OTHER
DIAGNOSTIC _ _ _ _ (RPM)
TOOL NAME
PASSWORD CHANGE You can check diagnostic A list of system components
SERVICE HR METER
DIAGNOSTIC Information (real time error, and measurement will be
logged error, logged events) displayed ECONO MODE FIX
ECM INFO
STATUS ECM INFO
CALIBRATION You can see each ECM
information
DEVICE TEST
Password Entry CONTRAST
OVERRIDE STATUS PASSWORD
CONFIGURATION ENTER PASSWORD Brightness Screen

You can see inputs of PASSWORD
sensors and switches _ _ _ _
TOOL PROGRAM ENTER PASSWORD Brightness ( ) Screen
outputs of machine ECM
CDEF 01234 _ _ _ _ 5
PASSWORD
CALIBRATION ENTER PASSWORD
PRESS OK TO ENTER BCDEF 01234
You can calibrate each device F _ _ _
_
PASSWORD
HIGHLIGHTED LETTER
ENTER PASSWORD
PRESS OK TO ENTER
DEVICE TEST HIGHLIGHTED LETTER BCDEF 01234 F F
_ _ _ _
: DELETE PASSWORD
You can test each device : MOVE CURSOR
ENTER PASSWORD
: DELETE PRESS OK TO ENTER BCDEF 01234
: MOVE CURSOR HIGHLIGHTED LETTER F F
_ _ F
_ _ PASSWORD
OVERRIDE
PRESS OK TO ENTER ENTER PASSWORD
BCDEF 01234
You can test each device OK : DELETE HIGHLIGHTED LETTER
F F
_ _ F
_ _
: MOVE CURSOR
: DELETE PRESS OK TO ENTER

CONFIGURATION OK HIGHLIGHTED LETTER E F 012 3 4 5 6
: MOVE CURSOR
You can configure machine
PRESS OK TO ENTER
ECM OK : DELETE
HIGHLIGHTED LETTER
: MOVE CURSOR
TOOL PROGRAM
: DELETE
You can program each tool : MOVE CURSOR
setting
OK
28
The illustration above shows the display setup for the 300D Series excavators.
NOTE: Refer to the Self-study CD-ROM "300D Series Hydraulic Excavators, 345C
Hydraulic Excavator, and 365C & 385C Large Hydraulic Excavators Monitoring
System (form SERV7032) for more details on the monitor.
02/08 Cab
NOTES
02/08 Electronic Control System
315D / 319D MACHINE ECM INPUTS AND OUTPUTS

Key Start Switch Swing Brake Release Solenoid
Engine Speed Dial
One Touch Low Idle Switch
Travel Speed Change Solenoid
Engine Speed Sensor
Pump Pressure Sensor 1
Pump Pressure Sensor 2 Power Shift Pressure Solenoid
Implement Pressure Switch
Travel Pressure Switch Hydraulic Lock Solenoid
Backup Switch Machine
Hydraulic Lock Switch ECM
Fuel Level Sensor
Alarm Hydraulic Oil Temp Sensor
Air Cleaner Switch Alternator
Hydraulic Oil Filter Switch Engine Oil Level Switch
Attachment Hydraulic Oil Filter Switch Travel Alarm Monitor
Engine Coolant Level Switch
Fuel Filter Switch 1 Soft Relay
Hydraulic Oil Level Switch
Fuel Filter Switch 2 Switch CAT Data Link
Engine Coolant Temp Sensor
Water Separator Level Sensor Panel
CAN Data Link Engine Oil Pressure Switch
Overload Warning Switch
Fine Swing Switch
Quick Coupler Switch
Engine ECM Cat ET
Product
Link
Machine
Security
System
29
ELECTRONIC CONTROL SYSTEM
The electronic control system controls many of the functions of the 315D/319D Excavators and
is very similar to the 320D-330D Excavators.
The electronic control system uses two data links to communicate:
- The Engine ECM, the Machine ECM, the monitor, Cat ET, the optional Product Link, and
the optional Machine Security System communicate via the Cat Data Link.
- The soft switch panel communicates with the ECMs and the monitor on the J1939 CAN
Data Link. The soft switch panel is not connected to the Cat Data Link.
The input and output components of the Machine ECM are shown in this illustration.
1
2
30
The Machine ECM (1) is located on the left side of the machine in the compartment behind the
cab.
The inputs and outputs of the Machine ECM connect to the machine harness by two 54 pin
connectors (2).
ENGINE SPEED CONTROL

Machine ECM
Engine ECM
Monitoring
System
J1 J2
CAN Data Link
CAT Data Link

Engine Speed
Dial
31
Engine Speed Control
The Machine ECM converts the signal from the engine speed dial into a pulse width
modulated (PWM) signal. The information is then sent to the Engine ECM over the Cat Data
Link.
The engine speed dial is divided into 10 positions. The dial position is displayed on the
character display of the monitor panel.
AUTOMATIC ENGINE CONTROL (AEC)

Machine ECM
Engine ECM
AEC Switch
Soft Switch
Panel
J1 J2
CAN Data Link
CAT Data Link
Engine Speed
Dial
Travel Pressure Switch
32
Automatic Engine Control (AEC)
The AEC will lower the engine speed if no load on the machine continues for approximately
five seconds or a light load on the machine continues for ten seconds when the engine speed
dial is set in a position of 5 to 10. This process is designed to reduce noise and fuel
consumption.
The engine speed dial, the AEC switch, the implement pressure switch, and the travel pressure
switch send input signals to the Machine ECM. The Machine ECM processes the input signals
and sends corresponding output signals to the Engine ECM to control the engine speed.
The AEC has settings in two stages. The AEC is set by the AEC switch. The switch indicator
will illuminate during the second setting of the AEC. The second setting of the AEC is
available immediately after the engine start switch is turned to the ON position. The AEC can
be set in the first stage and the second stage by alternately pressing the switch.
The first setting of the AEC will lower the speed setting of the engine speed dial by
approximately 100 rpm in the "no load" condition.
The second setting of the AEC will reduce the engine speed to approximately 1300 rpm in the
"no load" condition.
NOTE: When the main back-up switch is turned to the ON position (Manual), the AEC
function is disabled.
ONE TOUCH LOW IDLE
Engine Machine
ECM ECM
J1 J2
CAN Data Link
Low Idle
CAT Data Link
Switch
Right Joystick
Travel Pressure Switch
Attachment Pressure Switch
33
One Touch Low Idle
When the one touch low idle switch is pressed and the machine is not under a load, the engine
speed can be lowered by more than the speed setting of the AEC second stage. When normal
operations have resumed, the engine speed for the dial setting will return to the corresponding
rpm.
The one touch low idle feature will activate during all "stopped" conditions of the implement,
swing, travel, and tools. The one touch low idle switch, the implement pressure switch, and the
travel pressure switch send input signals to the Machine ECM. The Machine ECM processes
the input signals and sends corresponding output signals to the Engine ECM to control the
engine speed.
The following components are in the OFF position: the implement pressure switch, the travel
pressure switch, and the attachment (ATT) pedal pressure switch. However, when the one
touch low idle switch is pressed, the control will lower the engine speed to the speed of the "2"
setting of the engine speed dial to approximately 1020 rpm. This control overrides the AEC.
The one touch low idle will be released when any of the following conditions occur:
- The one touch low idle switch is pressed again.
- The implement pressure switch is set to the ON position.
- The travel pressure switch is set to the ON position.
- A pressure switch that is related to a tool is set to the ON position.
ENGINE SPEED PROTECTION

Machine ECM
Engine ECM
J1 J2
CAN Data Link
CAT Data Link

Engine Oil
Pressure Switch
34
Engine Speed Protection
Engine speed protection is designed to prevent the engine from starting at a high speed during a
condition of low oil pressure. After the engine oil filter is replaced, a long time may be
required before the ending oil pressure will reach the specified level. Engine damage may
occur if the engine runs at the speed dial position of 10. The following information describes
this function.
The engine oil pressure switch sends a signal to the Engine ECM. The Engine ECM controls
the engine speed. The engine speed will be limited to the 5 position, if the engine oil pressure
switch is open. The engine will start at speed dial position 5.
Engine speed protection prevents damage to the engine that is caused by overspeed during an
overheating condition. Work that requires high pressure will be restricted during an overheating
condition. The engine and other components are protected during this condition. The engine
speed will be decreased to the second setting of the AEC (1300 rpm).
When it is cold and the temperature of the hydraulic oil is low, the machine may not operate
smoothly. Pump output will decrease by a small amount. This allows the operations to be
smoother until the temperature of the oil rises. When the hydraulic oil temperature sensor has
detected an oil temperature below 15 C (59 F) the system limits hydraulic pump output
pressure to 80% of maximum hydraulic horsepower. When the hydraulic oil temperature sensor
detects an oil temperature that has risen above 20 C (68 F), normal control of the hydraulic
oil will begin again.
TRAVEL SPEED CONTROL
Travel
Machine ECM Speed Switch
Soft Switch
Panel
CAN Data Link
Engine Speed
Dial
Implement Pump Travel Speed

Pressure Sensors (2) Solenoid
Travel Pressure
Switch
35
Travel Speed Control
There are two travel speed modes, low-speed (tortoise) and high-speed (rabbit). By selecting
the "tortoise" mode, travel speed is limited to the low travel speed. By selecting the "rabbit"
mode, travel speed will change automatically between low/high speeds. The change in travel
speed is dependent on the delivery pressure of the pump.
The travel speed switch, the implement pump pressure sensors, and the travel pressure switch
send input signals to the Machine ECM. The Machine ECM processes the input signals and
sends corresponding output signals to the travel speed change solenoid to control travel speed.
The travel mode selector switch and travel mode indicators (tortoise and rabbit) are located on
the switch panel. When the travel mode selector switch is pressed, the travel mode can be set
to the rabbit mode or set to the tortoise mode. The indicator (tortoise or rabbit) will be
illuminated to show the travel mode that is chosen.
The travel speed will automatically be set to the LOW (tortoise) speed when the machine is first
turned on. To select the HIGH (rabbit) speed mode, press the travel mode selector switch.
While the circuit pressure at the pump output remains below a certain range, the machine will
travel in the HIGH (rabbit) speed. The output pressure of the pump increases as the load on the
machine increases. When the output pressure increases to a certain high level, the machine will
automatically shift to travel in the LOW (tortoise) speed mode. The machine will automatically
return to the HIGH (rabbit) speed mode when the pump output pressure decreases to the
predetermined range.
The automatic travel speed change function allows the machine to adjust speeds without direct
operator input. The machine will travel at HIGH (rabbit) speed under a light load. The
machine will travel at LOW (tortoise) speed under a heavy load. This ensures that the machine
has high mobility and a high drawbar pull.
When the travel is set to the tortoise mode, the travel is set at low speed and does not change.
SWING BRAKE OPERATION

Travel
Speed Switch
Machine ECM
Soft Switch
Panel
CAN Data Link Fine Swing

Switch
Hydraulic Activation
Switch
Swing Brake
Implement Pressure Release Solenoid
Switch Hydraulic Activation
Solenoid
Fine Swing
Solenoid
36
Swing Brake Operation
This machine is equipped with a swing lock system that is controlled by the Machine ECM.
The swing lock system control circuit provides control for the swing motor, swing brake, fine
swing function, and back-up system of the machine.
The swing brake solenoid is controlled by the implement pressure switch through the Machine
ECM. When the implement pressure switch closes, the Machine ECM energizes the swing
brake solenoid. When the implement pressure switch opens, the swing brake solenoid
is de-energizes by the Machine ECM 6.5 seconds later. The de-energized swing brake solenoid
allows the machine upper structure to come to a complete stop before the swing brake is
engaged. The hydraulic activation lever must be in the activated (UP) position before the
spring brake solenoid will energize.
If the main back-up switch is placed in the Manual position, then the swing brake is electrically
released.
The fine swing function (optional) provides smooth start and stop operation during swing
movement.
When the fine swing switch is activated, a signal is sent to the soft switch panel which sends a
signal to the Machine ECM. The Machine ECM energizes the fine swing solenoid to activate
the fine swing feature.
BACK-UP SYSTEM
Engine ECM
Engine Speed
Selector Switch
J1 J2
Resistor
Key Start
Switch
Machine
ECM Power Shift
Solenoid
Swing Brake
Solenoid
37
Back-up System
The "Back-up System" allows an operator to manually control a limited amount of machine
functions to move a machine in the event that other machine functions have failed.
The main back-up switch is located to the right rear of the console. When the main back-up
switch is turned to the MAN position, the power to the Machine ECM is removed, and the
"Limited Mobility Mode" is activated. In Limited Mobility Mode, the engine speed dial does
not function.
The engine speed can be adjusted by the engine speed selector switch that is located to the right
rear of the console. Also, the AEC switch and the low idle switch will not function. The
Monitoring System will display the message "LIMITED MOBILITY MODE" on the
Monitoring System and the Monitoring System will sound the action alarm.
The back-up switch provides the minimum machine functions. The back-up switch allows a
direct connection, through a resistor, between the key start switch and the Engine ECM, power
shift solenoid, and swing brake solenoid.
The Limited Mobility Mode allows the operator to maneuver the machine to the shop when the
Machine ECM has failed. Excavating operations are not possible if the machine is in the
Limited Mobility Mode.
NOTES
02/08 Engine
38
C4.2 ACERT ENGINE
The 315D/319D Excavators are equipped with a C4.2 ACERT Engine. The C4.2 engine is a
4.2 liter engine that uses a common rail fuel system.
The common rail fuel system includes an electronically controlled high pressure fuel injection
pump, a fuel manifold, and electronically controlled injectors.
The A4:E2 Engine ECM controls the pump solenoid, which controls the injection pump fuel
flow through high pressure lines to the fuel injectors. The Engine ECM also controls the on/off
fuel injector solenoids.
The C4.2 ACERT engines meet U.S. Environmental Protection Agency (EPA) Tier III
Emissions Regulations for the North America market and Stage IIIa European Emissions
Regulations.
NOTE: This presentation provides an overview of the common rail fuel system and
covers 315D/319D Excavators engine component locations. For detailed information
on the C4.2 ACERT Engine, refer to Service Training Meeting Guide "C4.2/C6.4 and
C4.4/C6.6 ACERT Engines with Common Rail Fuel System--Machine Applications"
(SERV1837).
02/08 Engine
Basic machine specifications for the C4.2 engine are:
- Configuration: Four cylinders inline, 16-valve crossflow cylinder head
- Fuel System: Direct injection, common rail
- Aspiration: Turbo-ATAAC
- ECM: A4:E2
- Rated power: 91 - 98 kW (122 - 131 hp) @ 1700 - 2200 rpm
- Displacement: 4.2 liter (256 in3)
- Bore: 102 mm (4.02 in.)
- Stroke: 130 mm (5.12 in.)
- Compression ratio: 16.5:1

02/08 Engine
C4.2 ENGINE FEATURES

- High pressure fuel pump
- Electronically controlled injectors
- Four valves per cylinder
- Rigid structure engine block
- Aluminum pistons
- A4:E2 Engine ECM
- Common rail fuel system
39
Some of the C4.2 ACERT engine features are:
- The high pressure fuel pump is controlled by the Engine ECM and provides high pressure
fuel to the injectors.
- The electronically controlled injectors are controlled by the Engine ECM to inject high
pressure fuel into the combustion chamber.
- The cylinder head includes 4 valves per cylinder.
- The engine block includes a scalloped crank case with extra ribbing, which provides a
more ridged structure with a lower noise attenuation (sound absorption).
- The aluminum pistons have improved oil control.
- The A4:E2 Engine ECM controls fuel pressure, speed governing, air/fuel ratio, engine
start/stop strategy, and provides diagnostics.
- The common rail fuel system allows tight control of injection events and optimizes
engine performance across all load and speed ranges. The common rail system reduces
combustion noise, and NOx and PM emissions.
02/08 Engine
40
Contamination control is critical with the common rail fuel system. Very high pressures require
close tolerances in the fuel injection pump and injectors. It is important that technicians pay
close attention to cleanliness and contamination control during even the most routine
maintenance.
Keep components in their original packaging until ready to install and inspect packaging to
ensure components are still sealed and free of dirt or damage.
High pressure fuel lines are single use items and must be replaced after unseating any fittings.
The common rail fittings/ports and the injector fittings/ports must be capped immediately after
unseating. Do not remove the caps from new components until just before the fittings are
tightened.
New pipes must be handled carefully and not bent in any way. If a sealing cap is not on each
end of the pipe when a new pipe is removed from the packaging, it must not be used.
Do not use compressed air or solvent to clean any fuel system components.
All fittings must be torqued to the correct specification. If a leak occurs, replace the pipe with
new pipe. The rubber boots that seal the valve cover opening are also single use parts.
Similarly, any retaining clips that are removed should be replaced with new clips to ensure they
fasten properly. During reassembly, be sure the clips are placed in the proper locations to
prevent vibration and potential leaks from occurring.
Fuel pressures between the injection pump and fuel injectors can reach 160 MPa (23,200 psi),
so specific safety procedures must be carefully followed.
02/08 Engine
WARNING
Never loosen or open a high pressure fuel line while cranking or running a Common Rail
fuel system engine. Common Rail fuel systems operate at extremely high pressures often
in excess of 160 MPa (23,200 psi). Extreme care should also be taken before disassembly
of any high pressure fuel system components after an engine shutdown. Refer to the
appropriate service information before performing any service on the high pressure fuel
system components.
02/08 Engine
1
3
4
2
5
6
41
This illustration shows an overhead view of the C6.4 engine cylinder head with the rocker
cover removed. The C4.2 components are the same.
The C4.2 is a four valve per cylinder engine with the valves arranged in an exhaust-intake
manner from the front of the cylinder head to the rear. Exhaust valves are actuated by the short
rocker arm (1) which presses down the exhaust valve bridge (2) and unseats the exhaust valve
pair. Long intake rocker arms (3) are used to depress the intake valve bridge (4) and open the
intake valves.
The electronic fuel injector (5) is centrally located between the intake and exhaust valve pairs
for each cylinder. The Engine ECM will control the duration and timing of the fuel injector in
relation to sensor inputs to achieve maximum fuel efficiency emissions compliance.
A large rubber boot (6) seals the opening in the valve cover base where the high pressure fuel
injector supply line passes through the base and connects to the fuel injector.
The cylinder head features a "crossflow" design where the intake air enters the right side of the
cylinder head and the exhaust gasses exit the left side through the exhaust manifold (7).
02/08 Engine
C4.2 ACERT ENGINE FUEL DELIVERY SYSTEM
Secondary Tertiary
Primary Fuel Filter Fuel Filter
Fuel Filter
Fuel
Tank
Common Rail Manifold
Priming
Pump
High Pressure
Pump
Fuel Transfer
Pump
42
Fuel System
The common rail fuel system includes a low pressure fuel circuit and a high pressure fuel
circuit. This schematic shows the fuel flow through the common rail fuel system.
The low pressure fuel circuit supplies filtered fuel to the fuel injection pump at a constant rate.
The low pressure fuel circuit consists of the following major components that are used to
deliver low pressure fuel at approximately 296 - 400 kPa (43 - 58 psi) to the fuel injection
pump:
- Primary fuel filter.

- Secondary fuel filter.
- Tertiary (third) fuel filter.
- Fuel tank.
- Supply lines and return lines deliver the fuel to the different components.
02/08 Engine
- Fuel transfer pump pulls fuel from the tank and supplies the fuel to the fuel injection
pump. The transfer pump includes two orifices that control the pressure in the low
pressure fuel circuit.
- Fuel priming pump is used to evacuate the air from the fuel system. As the air is removed
the system fills with fuel.
The fuel transfer pump pulls fuel from the tank through the primary fuel filter and sends the
fuel to the priming pump. From the priming pump fuel flows to the secondary and tertiary
(third) filter to the high pressure fuel injection pump.
The high pressure fuel circuit supplies high pressure fuel from the fuel injection pump through
the fuel manifold to the fuel injectors. The fuel injection pump supplies fuel at a pressure up to
160,000 kPa (23,200 psi) to the fuel injectors.
Fuel from the fuel injection pump is sent to the fuel manifold. The manifold distributes the fuel
through high pressure fuel lines to the injectors. The manifold also contains a pressure relief
valve and fuel pressure sensor. The pressure relief valve limits the maximum pressure in the
high pressure fuel circuit. The fuel pressure sensor sends a signal to the Engine ECM
indicating fuel pressure in the high pressure fuel circuit.
The injectors inject the fuel into the combustion chamber based on an ON/OFF signal from the
Engine ECM.
02/08 Engine
C4.2 ENGINE ELECTRONIC CONTROL SYSTEM
_
+
Key Start
Switch
Engine Machine
ECM ECM Monitoring
System
J1 J2
CAN Data Link

CAT Data Link
Engine Speed
Dial
Coolant Temp. Sensor
Intake Manifold Air
Pressure Sensor Common Rail
Fuel Pressure Sensor
Intake Manifold Fuel Pump
Air Temp. Sensor Pressure Control Solenoid
Secondary
Engine Oil Speed / Timing Sensor
Pressure Sensor Fuel Air Inlet Relay
Primary Inject ors ( 4 )
Engine Shutdown Switch
Speed / Timing
Sensor
Fuel
Fuel Different ial
Temperat ure OUTPUT COMPONENTS
Pressure Sensor
Sensor
Wat er-in-fuel
Sensor Fuel Pressure Sensor
INPUT COMPONENTS
43
This Engine Electronic Control Systemdiagram shows the input and output components of the
C4.2 engine electronic control system. The Engine ECM has two 64-pin sockets connected to
the engine harness and machine harness. The input components provide the Engine ECM with
inputs that control the following outputs: the fuel, the injectors, and the fuel pump.
The input components shown on the left provide the Engine ECM with inputs to control the
engine functions.
The engine electronic control system primarily performs the engine fuel control function. A
solenoid on each injector receives an ON/OFF signal from the Engine ECM that triggers the
timing and amount of fuel delivered to the combustion chamber. The engine electronic control
system also monitors other functions that are critical for engine performance, such as
lubrication, combustion air, and cooling.
02/08 Engine
Input Components:
Engine coolant temperature sensor - This sensor is an input to the Engine ECM supplying
information on the temperature of the engine coolant.
Intake manifold air pressure sensor - This sensor is an input to the Engine ECM supplying
information about air pressure (boost) into the intake manifold.
Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply information
on engine oil pressure. The ECM uses this information for low oil pressure warnings, for
engine derates for low oil pressure, or for logged events.
Intake manifold air temperature sensor - This sensor is an input to the Engine ECM to
supply information about the air temperature entering the intake manifold from the
turbocharger.
Fuel rail pressure sensor - This input sensor sends the fuel manifold pressure feedback data to
the Engine ECM.
Turbocharger inlet pressure sensor - This sensor is an input to the Engine ECM to supply
information about the air restriction before the turbocharger. The ECM uses this information
for engine derates and logged events.
Engine shutdown switch - This switch is an input to the Engine ECM. This input disables
fuel injection when the engine is running or at engine start-up.
Key start switch ON (+B) - The Key On input to the Engine ECM enables the ECM for
operation and allows the Engine ECM to be recognized by any ECM on the machine.
Primary Speed timing sensor - This sensor is an input to the Engine ECM to supply engine
speed information.
Secondary Speed timing sensor - This sensor is an input to the Engine ECM to supply fuel
pump (camshaft) speed information.
Engine speed dial - The engine speed dial is an input to the Machine ECM indicating desired
engine speed. The Machine ECM sends an engine speed request signal to the Engine ECM via
the Cat Data Link.
Fuel pressure sensor - The fuel pressure sensor sends a signal to the Engine ECM indicating
fuel pressure.
Fuel differential pressure sensor - The fuel pressure sensor sends a signal to the Engine ECM
indicating fuel the secondary fuel filter differential pressure.
Fuel temperature sensor - The fuel temperature sensor sends a signal to the Engine ECM
indicating fuel temperature.
Water-in-fuel sensor - The water-in-fuel sensor sends a signal to the Engine ECM indicating
moisture in the fuel system.
02/08 Engine
Output Components:
Fuel injectors (quantity 4) - ON/OFF injector solenoids supply fuel to the engine.
Pump solenoid - The pump solenoid controls the pump output pressure by allowing some of
the high pressure fuel to return to the tank.
Air inlet heater relay - This relay transfers power to the air inlet heater to heat the incoming
air when the engine is cold.
02/08 Engine
1 2
44
45
5
4
6
The C4.2 uses an A4:E2 Engine ECM (1). The ECM is mounted on a bracket in front of the
A/C condenser (2) on the left side of the machine. The ECM controls:
- Fuel pressure
- Speed governing
- Air/fuel ratio
- Start/stop sequence
- Engine protection devices/diagnostics
The ECM features two 64-pin sockets for the machine harness connector (3) and the engine
harness connector (4).
02/08 Engine
The ECM case is completely sealed against dirt and moisture.
When reinstalling the ECM, make sure the grounding strap (5) is secured to a clean connection
and the fasteners are properly torqued. Anti-vibration mounts fit into the holes at each
corner (6).
02/08 Engine
1
3
2
6 5
7
46
Engine Components visible from the top of the C4.2 engine are:
- Engine breather (1)
- Oil fill cap (2)
- Turbocharger (3)
- Air inlet heater (4)
- Secondary fuel filter (5)
- Fuel priming pump (6)
- Engine oil dipstick (7)
- Tertiary (third) fuel filter (8)

02/08 Engine
5
3
47
The primary fuel filter is located in the left rear compartment behind the cab.
The primary fuel filter assembly consists of the fuel filter base (1), the primary fuel filter
element (2), and the fuel/water separator (3). Water in a high pressure fuel system can cause
premature failure of the fuel injectors due to corrosion and lack of lubrication. Water should be
drained from the water separator daily using the drain valve (4) at the bottom of the filter.
The water-in-fuel sensor (5) sends a signal to the Engine ECM indicating moisture in the fuel
system.
02/08 Engine
48
This illustration shows the left side of the engine with the counterweight removed. Engine
components visible from the left side of the C4.2 engine are:
- Alternator (1)
- Turbocharger (2)
- Muffler (3)
- Starter (4)
- Air inlet heater relay (5)
- A/C Compressor (6)

02/08 Engine
7 4
3
1 2
8
6
5
49
This illustration shows components visible from the right side of the C4.2 engine.
The Safeguard fuel filter (1) is the tertiary (third) fuel filter in the C4.2 fuel system. Similar to
the secondary fuel filter, the Safeguard filter is a high efficiency filter. All fuel entering the
high pressure section of the injection pump must pass through the secondary fuel filter and the
tertiary fuel filter.
The secondary fuel filter (2) is a high efficiency filter located on the right side of the engine.
Fuel flows from the transfer pump through the priming pump (3) and then to the inlet of the
secondary filter.
When replacing a fuel filter on the C4.2 engine, the fuel system must be primed prior to starting
or cranking the engine. Do not prefill new fuel filters prior to installation on the engine.
Prefilling the filters can introduce contaminants into the fuel system and cause damage.
NOTE: The maintenance schedule for the Safeguard filter is different than the
maintenance schedule for the primary and secondary fuel filters. Refer to the
appropriate operation and maintenance manual for the recommended service interval
for all fuel system filters.
02/08 Engine
Priming is accomplished using the hand priming pump. Open the air bleed plug. Pump the
plunger (4) more than 100 times to prime the system.
After priming the fuel system there should be sufficient fuel in the fuel filters to allow the
engine to start and run. Do not open any fuel lines during the priming procedure.
Primary engine speed data is provided by the primary engine speed/timing sensor (5), or crank
speed/timing sensor. The primary engine speed/timing sensor is located on the flywheel
housing at the right rear of the engine block. Failure of the primary engine speed sensor while
the engine is running will cause the Engine ECM to look at the secondary or pump speed
sensor for engine speed information. The engine will continue to run using only the secondary
speed sensor signal for engine rpm. The primary and secondary speed/timing sensor are the
same part number.
The engine oil pressure sensor (6) is also located on the right side of the engine block. The
sensor is installed in the right engine oil galley. Low engine oil pressure, sensor failure, or
wiring failure will not result in an engine derate or shutdown but will cause a fault to be logged
in the Engine ECM.
The status of the primary engine speed sensor and the engine oil pressure sensor can be viewed
with Cat ET.
Also visible in this illustration is the engine oil dipstick (7) and the fuel injection pump (8).
02/08 Engine
50
The fuel injection pump (1) is gear driven and mounts to the back of the front timing cover on
the right side of the engine. The transfer pump (2) is mounted on the rear of the injection
pump. The transfer pump includes a weep hole on the bottom of the pump to allow a fuel path
if fuel seeps from the pump. To remove the fuel transfer pump, special tool 239-6824 is
required.
The injection pump and pump solenoid (3) are not serviceable. The injection pump is
serviceable as a unit. The transfer pump and the secondary speed/timing sensor (4) are the only
components serviced separately on the pump. The primary and secondary speed/timing sensor
are the same part number.
NOTE: The pump must be removed from the engine to remove the secondary
speed/timing sensor.
The fuel injection pump must be timed to the engine and the pump must be removed to be
timed. The injection pump gear is keyed to the pump shaft. To time the injection pump to the
engine, the pump gear must be aligned to the engine gears by aligning the timing marks on each
gear. Note the injections pump's original position by observing the paint marks on the front
gear train before removing the pump.
02/08 Engine
The high pressure fuel injection pump is capable of developing pressures up to 160 MPa
(23,200 psi). The high pressure pump is lubricated by engine oil supplied by a pressure line
from the left side engine oil galley.
Engine speed and engine position are determined by the secondary engine speed sensor. The
Engine ECM monitors the secondary engine speed sensor and the primary engine speed sensor
(located at the rear of the engine) to determine crankshaft position and engine rpm.
If the Engine ECM does not receive a signal from the secondary speed/timing sensor due to a
sensor or wiring fault, the engine will not start. However, if the secondary sensor or wiring
fails while the engine is running, the Engine ECM will not shut down the engine. The Engine
ECM will continue to fire the fuel injectors based on the primary speed position sensor signal
the Engine ECM detected at last engine startup. The status of the engine speed sensors can be
monitored using Cat ET.
The coolant temperature sensor (5) is installed in the front left corner of the cylinder head. The
coolant temp sensor is a "passive" two wire variable resistor type sensor that sends a signal to
the Engine ECM indicating coolant temperature.
02/08 Engine
Pump
Solenoid
Check
HIGH PRESSURE FUEL PUMP Valve Spool
From
Transfer
Pump Check
Valves
Plunger
Pump
Check
Solenoid
Valve High Pressure
Outlet Fuel
Manifold
Plunger Shuttle
Plunger
Spring
High Pressure
Fuel Injection Cam Roller
Pump
Pump
Solenoid
Fuel
Manifold Shuttle
Plunger
Fuel Transfer
Pump
Drive Shaft Cam Lobes
Secondary
Fuel Filter
Fuel Transfer
Pump
51
The injection pump includes two pump plungers and two cam journals. Each cam journal
includes two cam lobes, which causes each pump plunger to stroke two times for each
revolution of the pump.
The injection pump solenoid controls the injection pump output pressure to the common rail
manifold. The Engine ECM sends a signal to the pressure control which will spill or "bleed
off" excess pressure from the head of the high pressure pump. Excess fuel pressure not needed
for injection is returned to the fuel tank.
The fuel transfer pump sends fuel to the pump solenoid and to the chamber at the top of each
plunger. When the engine is running and the drive shaft is rotating, the cam lobes move the
plungers up which sends the fuel to the fuel manifold and through a shuttle valve to the pump
solenoid. The fuel manifold distributes the fuel to the fuel injectors. The pump solenoid meters
the fuel to the manifold.
02/08 Engine
3 2
52
The fuel temperature sensor (1) and the fuel pressure sensor (2) are installed in the secondary
filter base assembly. The fuel temperature sensor is part of the fuel filter monitoring system.
By monitoring the temperature of the fuel entering the fuel filtration system, the fuel
temperature sensor helps to prevent false fuel filter restriction events in either the primary or
secondary filters due to cold, high viscosity fuel. The fuel pressure sensor monitors the fuel
pressure in the low pressure fuel circuit.
The fuel differential pressure sensor (3) monitors the secondary fuel filter for filter restriction.
If the secondary fuel filter becomes clogged, the secondary fuel pressure switch will open and
the Engine ECM will activate the action lamp in the cab and log a secondary fuel filter
restriction event. The engine will also derate 20% if the secondary fuel filter is 80% restricted.
02/08 Engine
3
1
3
53
This illustration shows the common rail fuel manifold (1).
The common rail fuel manifold is mounted to the right side of the inlet air manifold on the right
side of the engine. To access the manifold a cover (2) must be removed.
High pressure fuel from the fuel injection pump enters the common rail manifold at the inlet
fitting (not visible). The common rail manifold distributes the high pressure fuel evenly to the
four fuel injector supply pipes (3). The steel fuel pipes pass through the valve cover base and
connect to individual fuel injectors.
A fuel rail pressure sensor (not visible) is used to monitor the pressure of the common rail high
pressure fuel system. The Engine ECM will monitor the signal from the fuel rail pressure
sensor and maintain optimum fuel system pressure for any given load or temperature condition.
A fuel pressure relief valve (not visible) is used to protect the high pressure fuel system from
fuel pressure spikes. The fuel pressure relief valve will open at a constant pressure of
130 MPa (18,855 psi) and withstand a pressure spike of up to 190 MPa (27,560 psi).
02/08 Engine
54
The engine shutdown switch (arrow) is located on the left side of the operator's seat. When
activated, the engine shutdown switch sends a signal to the Engine ECM to shutdown the
engine.
02/08 Engine
55
The left illustration shows the high pressure fuel injector. When replacing an injector, the
following parts must also be replaced:
- Injector pipe.
- O-ring (1).
- Copper injector washer. The copper washer is installed at the top of the injector tip (2).
- Injector hold down bolt.
- Rubber boot that seals the valve cover opening.
- Valve cover gasket.
When removing a pipe and reusing an injector, always cap the injector immediately until ready
to install a new pipe. Finger tighten all pipes and clamps first, and then torque properly.
Do not over tighten the solenoid connections on top of the injector. Use the proper torque
specification in the service information.
02/08 Engine
The injector serial number (3) and confirmation code (4) are used for trimming the injector.
The bar code (5) is used during injector production. Document the injector serial number and
confirmation code before installing a new injector.
Cat ET is used to flash the ECM with the proper injector trim file. The injector trim file can be
found on the CD that comes with the replacement injector or on the Service Information
System (SIS) Web.
02/08 Engine
C4.2 / C6.4 ACERT AIR INTAKE AND EXHAUST SYSTEM
Intake Air Turbocharger

Manifold Air to Air
Aftercooler
Turbine
Side
Exhaust
Manifold Air Inlet
Intake Exhaust
From
Valve Outlet
Air Filter
Exhaust
Valve Compressor
Side
56
Air Inlet System
Intake air is drawn into the engine air precleaner by the vacuum created by the compressor
wheel in the turbocharger. The precleaner removes any large particles from the intake air and
ejects them through the exhaust stack. The intake air is then drawn through the air cleaner
elements in the air cleaner housing where any fine contaminants are removed by the filter
elements. Cleaned intake air is then drawn into the compressor side of the turbocharger.
The turbocharger compresses the intake air and forces it out of the compressor outlet. The
heated and compressed intake air next flows to the inlet of the ATAAC core. As the intake air
passes through the ATAAC core, the air is cooled by the flow of air from the engine fan and
becomes more dense.
Compressed, cooled intake air is next directed to the inlet air manifold, through the inlet air
tube, and into the cylinder head. During the intake stroke, air is forced into the cylinders
around the intake valves in the cylinder head.
02/08 Engine
The exhaust manifold directs exhaust gasses to the turbine side of the turbocharger. Hot, high
pressure exhaust gasses contact the blades of the turbine wheel inside the turbine housing
causing the turbine shaft to spin. The turbine shaft is mechanically connected to the
compressor wheel on the inlet side of the turbocharger.
The hot exhaust gas stream gives up most of its energy to the exhaust turbine wheel. This low
energy exhaust stream exits the turbine housing through the turbine nozzle, flows through the
exhaust pipe and into the muffler, and finally exits at the exhaust stack.
02/08 Engine
57
58
2
For cold weather starting, the C4.2 engine uses an inlet air heater (1). The inlet air heater heats
the incoming air to aid in engine starting during cold weather.
The air inlet heater relay (2) is controlled by the Engine ECM. Based on the engine air and
engine coolant temperature, the ECM will energize the air inlet relay, which provides power to
the inlet heating element.
02/08 Engine
59
This illustration shows the inlet air temperature sensor (1) and the inlet air pressure (boost)
sensor (2) installed in the air inlet manifold on the right side of the C4.2 engine.
The inlet air temperature sensor is a passive 2 wire sensor and is an input to the Engine ECM.
The signals from the inlet air temperature sensor and the coolant temperature sensor are used to
determine engine starting aid requirements and to trim (adjust) injector pulse width as engine
operating temperatures change.
The air inlet pressure sensor is an active 3 wire sensor. The Engine ECM will use the signal
from this sensor to determine boost pressures supplied by the turbocharger. The air inlet
pressure sensor is used with the Engine ECM to control the air/fuel ratio electronically. This
feature allows very precise smoke control, which was not possible with mechanically governed
engines.
NOTE: The air inlet pressure sensor also acts as an atmospheric pressure sensor by
taking a snap shot of atmospheric pressure when the key start switch is first turned to
the ON position.
The status of the inlet air temperature sensor and the inlet air pressure sensor can be viewed
with Cat ET.
02/08 Pilot System
Swing
Motor
Left Travel Right Travel 315D / 319D PILOT HYDRAULIC SYSTEM
Motor Motor
BR2 AR2 bR3
BR2 BL1
AR1 BL1 AL1 AL2 BL2
BR3 AR3 bR3 AR2
BR1 BL4 aL4
Stick 1
Main Control
Valve Group
Medium Pressure
Circuit
(if equipped)
aL4
aR2
bR1 bL1
Travel Levers
aR1 aL1
Pilot
Manifold P
Pilot Filter
PR
Pilot Pump
bR3 aL2
M
aR2
Left
bR2 bL4
Right aL4
Joystick Joystick
Tank PL
aR3 bL2
P
60
PILOT SYSTEM
The oil delivered from the pilot pump performs the following main functions.
- Provides pilot oil pressure to the pilot control valves for implements, swing and travel to
perform machine operations.
- Creates pilot oil pressure to control the output flows of the main pumps.
- Creates pilot oil pressure to automatically operate the control devices.
The pilot circuit is classified into the following circuits and each circuit performs one of the
above functions.
- pilot control valve circuit - power shift pressure system
- pressure switch circuits - straight travel valve circuit
- swing parking brake - boom priority
- swing priority - automatic travel speed change
This section of the presentation will cover the pilot manifold, the implement joysticks, and the
travel pilot valves.
02/08 Pilot System
3
4
5
61
A gear-type pilot pump (1) provides oil flow to the pilot system. The pilot pump is
mechanically connected to the drive pump.
The oil delivery from the pilot pump flows through the pilot oil filter (2) and into the
components in the pilot system.
The pilot relief valve (3) is located on the mounting base for the pilot oil filter. The pilot relief
valve limits the pressure in the pilot system. The pilot relief valve setting is adjustable.
Pilot system pressure can be checked at the test port (4) on the right side of the filter base.
Next to the pilot pressure test port is the pilot system SOS port (5).
02/08 Pilot System
PILOT SYSTEM FILTER

FILTER RELIEF VALVE
AND
PILOT SYSTEM
RELIEF VALVE
Pilot System
Relief Valve
Pilot Filter
Relief Valve
Pilot System
Filter
Pilot System
Relief Valve
Pilot System Pilot Filter

Filter Relief Valve
SOS
62
The filter element in the pilot oil filter removes contaminants from the pilot oil.
If the pilot oil is extremely cold or if the flow of pilot oil through filter element becomes
restricted by contaminants, the oil bypasses the filter element through the bypass relief valve.
The bypass relief valve is built into the base for the pilot oil filter.
The pilot oil flows from the pilot pump to the inlet port. When the pressure in the pilot oil
system reaches the pressure setting of the pilot relief valve, part of the pilot oil flow is returned
to the hydraulic tank through the port. The pressure of the pilot system oil in outlet lines is
equal to the pressure setting of the pilot relief valve.
02/08 Pilot System
5 2
63
Pilot Manifold
The pilot manifold is the same as the "C" pilot manifold. The pilot manifold is located next to
the main control valve group.
The hydraulic activation valve (1) and solenoid (2) are located in the pilot manifold along with
the swing brake solenoid (3) and the two-speed travel solenoid (4).
The accumulator (5) will provide pilot pressure oil to the pilot system when the pilot pump
flow is inadequate.
Insufficient pilot oil flow to the pilot system may be caused by the following two reasons:
- Implements are lowered while the engine is stopped and oil supply to the main control
valves is stopped.
- Combined implement/swing/travel operations.
02/08 Pilot System
PILOT MANIFOLD
LOCKED - HIGH SPEED TRAVEL Tank
Implement
SWING BRAKE ENGAGED Hydraulic
Lockout
Solenoid
Pilot Pilot
Hydraulic
Pump Valves
Activation Valve
Travel Pilot Pump
Motors
Two Speed
Travel
Solenoid Swing
Brake
Solenoid
Hydraulic
Activation
Valve
Swing Priority
Valve
Check
Valve
Swing
Brake
64
Oil from the pilot pump enters the pilot manifold to be distributed to the various components of
the machine. Some of the pilot oil flow is directed to the swing priority valve, and to the two
speed travel solenoid valve. The rest of the pilot oil flows through the check valve.
Two Speed Solenoid Valve: The two speed solenoid valve directs oil flow to the displacement
change valve in the travel motor. In the illustration above, the solenoid is energized. Pilot oil
is directed to the travel motors to shift the displacement change valves (not shown). When the
displacement change valves shift, the motors will destroke for higher speed.
Check Valve: The pilot manifold also contains a check valve. The check valve maintains pilot
accumulator pressure in the pilot circuit when the engine is not running.
Pilot Accumulator: The pilot accumulator is used to release the swing brake and for lowering
the boom and stick in the event of a loss of pilot system pressure or a dead engine. The pilot
accumulator also helps to dampen pressure spikes in the pilot system, which enhances the
stability of the machine control systems.
02/08 Pilot System
The accumulator stores pilot pressure oil for use at the main control valves. During some
operations, the pilot system needs more oil because there is insufficient flow from the pilot
pump.
Implement Hydraulic Lockout Solenoid Valve and Hydraulic Activation Valve: These two
valves work together to either prevent the implement control valves and the motors from being
activated or to allow them to be activated. In the de-energized position, no pilot oil is available
to operate the implements. Pilot oil is blocked at both valves.
When the hydraulic lockout control lever in the cab is in or moved to the LOCKED position,
the limit switch plunger is not depressed by the control lever. The limit switch is in the OFF
state.
When the hydraulic activation control lever is in the LOCKED position, the hydraulic
activation solenoid is not energized.
The spool is held up by a spring. The spool blocks the pilot supply oil from going to the pilot
valves. The spool also opens a passage to drain from the pilot valves to the tank.
In the locked position, if the joysticks are moved the cylinders and the motors cannot be
activated.
Swing Brake Solenoid Valve: The swing brake solenoid valve energizes to release the
spring-applied, hydraulically-released wet disc swing brake. The swing brake is automatically
released when any implement joystick function is performed by the operator. With the swing
brake solenoid valve de-energized the swing brake is engaged by springs.
02/08 Pilot System
PILOT MANIFOLD
UNLOCKED - SWING BRAKE RELEASED Tank
Implement
Hydraulic
Lockout
Solenoid
Pilot Pilot
Hydraulic
Pump Valves
Activation Valve
Travel Pilot Pump
Motors
Two Speed
Travel
Swing
Solenoid
Brake
Solenoid
Hydraulic
Activation
Valve
Swing Priority
Valve
Check
Valve
Swing
Brake
65
When the hydraulic lockout control lever in the cab is placed in the UNLOCKED position, the
limit switch closes the circuit path and the lockout solenoid valve is energized.
When the implement hydraulic lockout solenoid valve is energized, pilot oil is directed to move
the hydraulic activation valve down. Pilot oil flows through the hydraulic activation valve to
the swing brake solenoid valve, the left and right joysticks, and the travel pilot valves.
When a implement is activated the swing brake solenoid is energized by the Machine ECM.
Pilot oil is directed through the swing brake solenoid valve to release the swing park brake in
the swing motor group.
02/08 Pilot System
66
67
Hydraulic Activation Lever
The hydraulic lockout lever (arrow) is shown in the LOCKED position in the top illustration.
The engine will not start unless the hydraulic activation lever is in the LOCKED position.
Raise the lever activation lever to the UNLOCKED position (bottom illustration) to energize
the implement hydraulic lockout solenoid valve and allow the operator to move the
implements.
If the machine is running, the operator can lockout the implement controls by returning the
lever to the LOCKED position.
02/08 Pilot System
HYDRAULIC
ACTIVATION LEVER
Hydraulic Activation
Lever
Lever Plunger Limit Switch
68
A limit switch and plunger are located on a bracket with the hydraulic lockout lever.
When the hydraulic activation control lever is moved forward, the lever pushes the plunger
down to activate the limit switch.
When the hydraulic lockout control lever is shifted to the rear to the LOCKED position, the
implement lockout solenoid valve is not energized, so the hydraulic activation valve does not
shift to direct pilot oil to the pilot control valves.
The joysticks and/or travel pedals can not shift a control valve in the main control valve group
when the hydraulic activation lever is in the locked position.
02/08 Pilot System
4
3
1 8
6
5 2
7
10
9
69
Pilot Controls and Valves
Pilot controls in the cab include:

- left (1) and right (2) travel pedals
- left (3) and right (4) travel levers
- hydraulic hammer pedal (5) (optional)
- straight travel pedal (6) (optional)
- left joystick (7) to control the swing and stick (SAE HEX pattern)
- right joystick (8) to control the bucket and boom (SAE HEX pattern)
- foot rest (9 and 10)
02/08 Pilot System
PILOT CONTROL VALVE

Tank SECTION A-A
Joystick
Port B Port A
Plate
Rod
Metering
Spring
Seat
Return
Pilot Manifold Spring
Return
Chamber
Spool
A
Port A Port B
70
When the pilot joystick lever is shifted, the joystick contacts the rod and pushes it down against
its spring. The rod will contact the spool and move it down against its spring. Depending on
how far the lever is shifted, determines how far the spool moves.
As the spool moves down, the spool will close off the drain passage for the oil to the control
valve and meter pilot oil to the control valve to cause the control spool (not shown) to shift.
The greater the pilot oil flow to the control spool the greater the control spool travel.
As pressure increases in the pilot line to the control valve, the pressure works on the spool to
move the spool up to a balance position against the spool and plunger springs to maintain the
pilot pressure in the pilot line. This action will maintain the position of the control spool in the
control valve until the joystick is moved.
In summary, once the pilot lever is shifted, the pilot valve becomes a pressure reducing valve
which maintains a downstream pressure equal to the spring forces above the spool.
When the joystick is released, the joystick will return to the NEUTRAL position due to the
force of the spring moving the spool back up. When this occurs, the pilot oil is blocked by the
spool from flowing to the control valves to shift the spool and pilot oil at the control spool is
drained to the tank past the spool.
02/08 Pilot System
TRAVEL PILOT CONTROL VALVE

Pedal
Rod
bR1 bL1
Dampening Orifice
Piston Check
Valve
Tank aR1 aL1

Metering
Spring
Spool
Return
Spring Pilot
Supply
Pilot
Travel Travel
Manifold
Valve Valve
71
The travel pilot control valve operates similar to the implement pilot valves.
Depending on how far the the travel pedal or lever is moved, will determine the amount of pilot
oil directed to the respective travel control valve.
A dampening function is built into the travel pilot control valve which allows the operational
speed of the travel lever/pedal to correspond to the movement of the operator's foot. The
dampening function also prevents the vibration that occurs when the travel lever/pedal is
released.
When travel lever/pedal is moved suddenly from the NEUTRAL position, the rod is pushed
downward. The rod moves the dampening piston downward. The hydraulic oil below the
dampening piston is pressurized. An orifice check valve allows the trapped hydraulic oil below
the dampening piston to gradually flow into into the metering spring chamber, which is open to
the tank. The gradual flow of oil through the orifice check valve provides the the dampening
function.
02/08 Pilot System
PWM SOLENOID VALVE
PWM SIGNAL INCREASE PWM SIGNAL DECREASE
Solenoid
Plunger
Spring Spring
Tank Tank
Control Spool Control Spool
Pilot Oil Pilot Oil
72
The attachment circuits are controlled by proportional solenoid valves. The valves receive
PWM signals from the Work Tool and Machine ECM to energize the solenoid. Depending on
the amount of current sent will determine how far the solenoid shifts the spool.
Pilot oil is directed to and from the attachment circuits to control the position of the control
spool for the attachment.
02/08 Pilot System
73
When the joysticks are operated, the pilot control valves send pilot pump oil through the pilot
lines to pilot ports (arrows) at the main control valve group to shift the spools in the main
control valve.
Additional pilot lines are located below the main control valve to shift the control spools in the
opposite direction.
02/08 Pilot System
IMPLEMENT CONTROL VALVE

FULL SHIFT
Port A Port B
Load Check
Valve
Line Relief and Line Relief and

Makeup Valve Makeup Valve
To From
Tank Pilot
Valve
Control Center Bypass Parallel Feeder Pilot Feeder

Spool Passage Passage Passage
74
Pilot oil enters a control valve from either end to shift the main control spool.
The control spool will shift in proportion to the amount of pilot oil sent to the control spool
from the a pilot valve or solenoid.
For some circuits proportional solenoid valves are used to direct pilot oil to shift the control
spool.
02/08 Pilot System
PILOT LOGIC NETWORK

NEUTRAL
Implement Travel
Pressure Pressure
Switch Switch
Left Right
Swing Travel Travel Boom 1 Attachment Bucket
Stick 1
Right
NFC
Main
Relief
Left
NFC
Stick Straight Boom 2 Stick 2

Swing Regen Travel
Priority From From From Drive
Pilot Idler Pump
Manifold Pump
75
The pilot logic network is a series of open-center flow passages through the hydraulic control
valves. These passages are internal to the main control valve group. Pilot oil flows through the
logic circuit. The open-center flow passages are open to the tank when all valves are in
NEUTRAL.
When one or more of the implement control valves are activated, the open-center passage is
blocked preventing oil flow to the tank.
02/08 Pilot System
PILOT LOGIC NETWORK

ONE TRAVEL VALVE SHIFTED
Implement Travel
Pressure Pressure
Switch Switch
Left Right
Stick 1
Right
NFC
Main
Relief
Left
NFC

Swing Regen Travel
Pilot Idler Pump
Manifold Pump
76
If one or both of the travel valves are moved, then oil is blocked from flowing through the pilot
logic network to the tank. Pressure builds upstream of the shifted valve(s), closes the travel
pressure switch, and sends a signal to the main relief valve.
When the travel pressure switch is closed, a signal is sent to the Machine ECM to activate the
travel alarm and resume the set dial speed if Automatic Engine Speed Control (AEC) or
one-touch low idle was active.
The signal to the main relief, raises the operating pressure of the hydraulic system. This allows
for higher pressures to be delivered to the travel motors, increasing drawbar pull.
02/08 Pilot System
PILOT LOGIC NETWORK

BOTH TRAVEL VALVES AND ONE IMPLEMENT VALVE SHIFTED
Implement Travel
Pressure Pressure
Switch Switch
Left Right
Stick 1
Right
NFC
Main
Relief
Left
NFC

Swing Regen Travel
Pilot Idler Pump
Manifold Pump
77
If an implement valve is shifted, the implement pressure switch closes and a signal is sent to the
Machine ECM. The Machine ECM activates the swing parking brake solenoid to release the
swing parking brake. The ECM will also resume the engine speed requested by the speed dial
position if the AEC or the one-touch low idle was active.
For straight travel operation to occur both travel valves and an implement valve must be
shifted. This causes all of the events that occur when either an implement or a travel valve is
shifted.
In addition, this sends a signal to the straight travel valve. The straight travel valve then shifts
and allows one pump to be dedicated to the driving of the travel motors to allow the machine to
track straight if an implement function is activated while traveling. Excess flow available from
the implement functions is also now available for travel functions.
02/08 Main Hydraulic Pumps
Swing 315D / 319D HYDRAULIC SYSTEM

Motor MAIN HYDRAULIC PUMPS AND CONTROLS
Left Travel Right Travel
Motor Motor
BR2 AR2 bR3
BR2 BL1
AR1 BL1 AL1 AL2 BL2
BR3 AR3 bR3 AR2
BR1 BL4 aL4
Main Control
Valve Group
Medium Pressure
Circuit
(If Equipped)
aL4
aR2
bR1 bL1
Travel Levers
aR1 aL1
Pilot
Manifold
Pilot Filter
bR3 aL2 Pilot Pump
bR2 bL4
aR2
Left (If equipped)
Joystick Joystick
Tank
aR3 bL2
78
MAIN HYDRAULIC PUMPS AND CONTROLS
This section of the presentation will cover the main hydraulic pumps and pump controls for the
315D/319D Hydraulic Excavators. The main hydraulic pumps are the same as the "C" series
machines.
The main pump group consists of a variable displacement piston drive pump and an idler pump.
The drive pump and the idler pump are contained in an integral housing. The drive pump and
the idler pump are identical in construction and operation.
The pumps are sometimes referred to as S.B.S. (side by side) pumps
The main difference between all of the pumps is the maximum pump flow for each model.
Both the drive pump and the idler pump have individual pump control valves to control the
pump flow.
POWER SHIFT PRESSURE SYSTEM
Pilot
Engine Speed Pump
Sensor
Drive (Right) Idler (Left)
Pump Pump
Power Shift Pump Control

Engine
PRV Solenoid Valve
ECM
Machine
ECM Engine
Speed Dial
Monitor
79
Power shift pressure is controlled by the Machine ECM, and assists in pump regulation. Power
shift pressure is one of three pressures to control the pump.
The pilot pump supplies the power shift PRV solenoid with pilot oil. The Machine ECM
monitors the selected engine speed (from the engine speed dial), the actual engine speed (from
the engine speed sensor and Engine ECM), and the pump output pressures (from the output
pressure sensors). The power shift PRV solenoid regulates the pressure of the power shift oil
depending upon the signal from the Machine ECM.
When the engine speed dial is in position 10, the Machine ECM varies the power shift pressure
in relation to the actual speed of the engine.
The power shift pressure is set to specific fixed values dependent upon the position of the
engine speed dial. The fixed power shift pressures assist cross sensing pressure with constant
horsepower control.
When the engine speed dial is on position 10 and a hydraulic load is placed on the engine, this
condition causes the engine speed to decrease below the engine's target rpm.
When this decrease occurs, the Machine ECM signals the power shift solenoid to send
increased power shift pressure to the pump control valves. The increased power shift signal
causes the pumps to destroke, and reduce the horsepower demand placed on the engine. With a
decreased load from the hydraulic pumps the engine speed increases. This function is referred
to as engine underspeed control.
Engine underspeed control prevents the engine from going into a "stall" condition where engine
horsepower cannot meet the demands of the hydraulic pumps. The power shift signal to the
pump control valves enables the machine to maintain a desired or target engine speed for
maximum productivity.
Power shift pressure has the following effect on the main hydraulic pumps:
- As power shift pressure decreases, pump output increases.

- As power shift pressure increases, pump output decreases.
Power shift pressure ensures that the pumps can use all of the available engine horsepower at
all times without exceeding the output of the engine.
NOTE: The target rpm is the full load speed for a specific engine no load rpm. Engine
target rpm is determined by the opening of one of the implement, swing, and/or travel
pressure switches at the end of an operation. The Machine ECM then waits 2.5 seconds
and records the engine speed. This specific rpm is the "new" no load rpm.
The Machine ECM then controls the power shift pressure to regulate pump flow to
maintain the full load (target) rpm for the recorded no load rpm.
Target rpm can change each time the pressure switches open for more than 2.5 seconds.
PROPORTIONAL REDUCING VALVE

PWM SIGNAL INCREASE
Solenoid
Plunger
Spring
Tank
Power Shift Pressure
Pilot Pressure
80
The solenoid operated proportional reducing valve for the power shift pressure is located on the
right/drive pump control valve. The proportional reducing valve receives supply oil from the
pilot pump.
The solenoid receives a pulse width modulated signal (PWM signal) from the Machine ECM.
The PWM signal sent from the Machine ECM causes the proportional reducing valve to
regulate the pilot pressure to the pump control valves to a reduced pressure.
This reduced pressure is called power shift pressure (PS).
The output flow of the right/drive pump and the left/idler pump is controlled in accordance with
the power shift pressure. The power shift pressure is used to control the maximum hydraulic
pump output in relation to the engine rpm.
A decrease in engine speed causes an increase in power shift pressure and a decrease in pump
flow.
When the speed dial is at dial position 10, if the Machine ECM senses a decrease in engine
speed below target rpm, the Machine ECM increases the PWM signal sent to the solenoid.
The magnetic force of the solenoid increases. As the magnetic force of the solenoid becomes
greater than the force of the spring, the spool moves down against the force of the spring.
The downward movement of the spool blocks the flow of oil to the tank.
More power shift pressure oil is now directed to the pump control valve.
The increased power shift pressure acts on the drive pump control valve and the idler pump
control valve.
If both pumps are upstroked, then both pumps will destroke as a result of the increase in power
shift pressure. If only one pump is upstroked, only the upstroked pump will destroke.
PROPORTIONAL REDUCING VALVE

PWM SIGNAL DECREASE
Solenoid
Plunger
Spring
Tank
Power Shift Pressure
Pilot Pressure
81
If engine speed is above the target rpm, the Machine ECM decreases the power shift pressure to
increase the pump flow.
When the Machine ECM senses an increase in engine speed above the target speed the Machine
ECM decreases the PWM signal sent to the solenoid.
As the magnetic force of the solenoid becomes less than the force of the spring, the spool
moves up.
The upward movement of the spool restricts the pilot oil flow to the power shift passage and
opens the power shift passage to the drain. The power shift pressure is reduced.
The reduced power shift pressure acts on the drive pump control valve and the idler pump
control valve.
Depending on which circuits are activated, the drive pump and/or the idler pump will upstroke
as a result of an decrease in power shift pressure.
1 2 5
82
This illustration shows the main hydraulic pumps group. The drive pump (right pump) (1) is
driven by the engine and the idler pump (left pump) (2) is driven by the drive pump. The pilot
pump (3) is mounted on the idler pump. The optional medium pressure pump (not shown) is
mounted to the drive pump.
The drive pump supplies oil to the right half of the main control valve group and the following
valves:
- stick 2 control valve
- boom 1 control valve
- bucket control valve
- attachment control valve
- right travel control valve

The idler pump supplies oil to the left half of the main control valve group and the following
valves:
- left travel control valve
- swing control valve
- stick 1 control valve
- boom 2 control valve
- auxiliary valve for tool control
The output of the variable-displacement piston pumps is controlled by the pump control valves
(4 and 5) mounted to the ends of the main hydraulic pumps.
5 6
3
2
2
1
83
The power shift PRV solenoid (1) provides a common power shift pressure for both pumps.
The power shift PRV solenoid is controlled by the Machine ECM.
The pump output pressure sensors (2) signal the Machine ECM of each pump's output pressure.
The Machine ECM uses the pump output pressure, actual engine speed, and desired engine
speed to determine the power shift pressure. The pressure sensors also signal the Machine
ECM to cancel the AEC settings if the pump pressure increases above approximately 7370 kPa
(1100 psi) and the engine rpm is still at an AEC setting.
The horsepower adjusting screws (3) adjust the hydraulic horsepower output of each pump.
The maximum angle screw (4) limits the maximum flow of each pump.
The drive pump pressure tap (5) can be used to check the drive pump supply pressure. The
idler pump pressure tap (6) can be used to check the idler pump supply pressure. Cat ET can
also be used to check these two pressures.
PUMP SCHEMATIC
STANDBY
To Pilot System
From Pilot Filter
Left Pump Output

P
Pressure Sensor
Power Shift PRV
To Main Valve
Group (Left side) From
Left NFC
Actuator Regulator Control
Orifice
Min
Left
Pump
Pilot Cross
From Tank Pump Sensing
M Orifice
Right To
Pump Case Drain
Min Filter
To Main Valve Actuator
Group (Right side)
From
Regulator Right NFC
Right Pump Output Control
P Orifice
Pressure Sensor
84
This illustration shows the pumps in STANDBY condition.
The pump control valves will upstroke, destroke, or maintain the displacement of the pump
depending on the conditions the pump control valve senses. The pump control valve controls
oil pressure to the right side of the actuator, which controls the angle of the pump swashplate.
Each pump has a pump control valve which senses the three following control signals:
- a pump specific Negative Flow Control (NFC) signal from the main control valve group
- a common power shift signal pressure generated by the power shift PRV
- a common cross sensing signal pressure from the output of the two main pumps
NFC: NFC pressure is the most significant controlling signal in a negative flow controlled
hydraulic system. Each pump control valve receives a specific NFC signal that is based upon
the hydraulic demand for that specific pump.
Flow from the drive pump supplies the right half of the main control valve group, and has a
corresponding NFC signal for the drive pump. Flow from the idler pump supplies the left half
of the main control valve group, and has a corresponding NFC signal for the idler pump.
The open-center valves in the main control valve group allow pump output to flow through
unrestricted. An orifice in the NFC valve creates a restriction to the pump output which
increase the NFC pressure. The NFC pressure then signals the corresponding pump control
valve. Each pump will remain at STANDBY as long as a full NFC signal pressure is present.
When a hydraulic control valve is shifted from the NEUTRAL position, the NFC signal
pressure to the corresponding pump is reduced, which causes the pump to UPSTROKE. Any
change in the movement of a valve in the main control valve group will effect the NFC signal
because the valves send a variable NFC signal to the pump depending on the needed pump
output.
Output of each pump is unaffected by a change in the NFC signal to the other pump. NFC
pressure has the following effect on the main hydraulic pumps:
- As NFC pressure decreases, pump output increases,
- As NFC pressure increases, pump output decreases.
NFC signal pressure overrides all other control of the main hydraulic pumps.
Cross Sensing: Cross sensing pressure is essentially an average pressure from the output of
the drive pump and the idler pump.
The output of each pump flows respectively to the left and right halves of the main control
valve group. The output of each pump also flows to the cross sensing orifices. The pressure
on the pump control valve side of the cross sensing orifices is an average of the output pressure
of the two pumps, and is referred to as cross sensing pressure.
The cross sensing pressure compensates for the horsepower demand of each pump individually
and for the two pumps together. With cross sensing assistance, the pumps constantly regulate
to effectively use all of the available engine horsepower at any given time. This is referred to
as constant horsepower control.
Cross sensing pressure has the following effect on the main hydraulic pumps:
- As cross sensing pressure decreases, pump output increases,
- As cross sensing pressure increases, pump output decreases.
Given a fixed NFC signal and a fixed powershift pressure, cross sensing signal pressure
regulates the output of the main hydraulic pumps.
NOTE: Hydraulic horsepower is a function of pump output flow and pressure. As

pump flow or pressure increases, the horsepower demand increases. As pump flow or
pressure decreases, the horsepower demand decreases.
MAIN PUMP CONTROL VALVE

STANDBY
D
Pin A
Actuator
Actuator
Pivot Cross Sensing
Signal Pin A
Control Power Shift
Linkage Signal
NFC
Control
Signal
Pivot
Guide Pin B
Swashplate
Horsepower Sleeve Pin B Shoulder Pilot Control
Control Spool Control Piston SECTION D-D
85
The above illustration shows a cross sectional view of one of the main hydraulic pump control
valves in STANDBY.
The main pumps will be in STANDBY condition when the engine is running and all control
valves are in the NEUTRAL position. Under these conditions the NFC pressure signal to the
pump control valves is high. The pump can not upstroke until NFC signal pressure is reduced.
The high NFC signal pressure causes the NFC control piston to move left against the force of
the NFC spring on the right. When the NFC control piston moves left it contacts the shoulder
on the pilot piston, which causes the pilot piston to move the horsepower control spool against
spring force.
The passage between horsepower control spool and the sleeve is now open to tank, causing the
right end of the actuator to be open to the tank. The actuator moves to the right, moving the
swashplate to a minimum angle, which causes pump output flow to be minimum.
NOTE: With the S.B.S. pumps, system pressure destrokes the pumps, while the signal
pressure varies to upstroke the pumps.

UPSTROKED - NFC SIGNAL REDUCED
D
Pin A
Actuator
Actuator
Pivot Cross Sensing
Signal Pin A
Control Power Shift
Linkage Signal
NFC
Control
Signal
Pivot
Guide Pin B Swashplate

86
The pumps must have a reduction in NFC pressure to upstroke from STANDBY. The
illustration shows the pump control valves upstroking the pump due to a decrease in NFC
signal pressure. As shown, there is no NFC signal pressure, indicating that at least one control
valve has been fully shifted.
When the joysticks or travel levers are moved from the NEUTRAL position, NFC signal
pressure decreases proportionally to the amount the joystick or travel levers are moved. When
the NFC signal pressure decreases, the spring on the control piston forces the control piston to
the right. The horsepower control springs on the left overcome the cross sensing signal
pressure and the power shift signal pressure to move the horsepower control spool to the right.
With the horsepower control spool shifted to the right, the passages between the sleeve and the
horsepower control spool are closed off to tank and pump output pressure is allowed to flow to
the right side of the actuator. Because the right side of the actuator is larger than the left side,
the greater force generated by the pressure on the right side causes the actuator to move left and
upstroke the pump.
The pump can also be upstroked by a decrease in either power shift or cross sensing pressure,
but only after a reduction in NFC pressure has occurred.

CONSTANT FLOW
D
Pin A
Actuator
Actuator
Pivot Cross Sensing
Signal Pin A
Control Power Shift
Linkage Signal
NFC
Control
Signal
Pivot
Guide Pin B
Swashplate
87
As the pump upstrokes, the movement of the actuator causes the control linkage to move the
sleeve around the horsepower control spool. The sleeve moves to the right as the actuator
moves to the left. Because of the geometry of the control linkage, a large movement of the
actuator moves the sleeve a small amount (see Section D-D).
The small movement of the sleeve causes the passages between the sleeve and the horsepower
control spool to open partially to tank and partially to the pump output. The pressure signal on
the right side of the actuator is now metered, which causes the actuator to reach a balance point
where the pump does not upstroke or destroke. With the actuator at a fixed position, the
swashplate angle of the pump is fixed. Constant flow is now achieved.
Due to varying loading and operating conditions, this fixed output is rarely maintained for very
long. When operating conditions change, the pump will UPSTROKE or DESTROKE.

DESTROKE
D
Pin A
Actuator
Actuator
Pivot Cross Sensing
Signal Pin A
Control Power Shift
Linkage Signal
NFC
Control
Signal
Pivot
Pin B
Guide Swashplate
88
The three things which can cause the pumps to DESTROKE are:
- an increase in NFC pressure

- an increase in cross sensing pressure
- in increase in power shift pressure
This illustration shows the system under a heavy hydraulic load. As the supply pressure
increases due to the heavy load, the cross sensing signal pressure rises as an average of the left
and right pump delivery pressures. The cross sensing signal acts on the difference of the two
areas on the pilot piston. As the cross sensing signal increases, the pilot piston moves to the
left, which pushes the horsepower control spool left against the force of the horsepower control
springs on the left.
As the spool moves left, the large end of the actuator is opened to tank by a passage between
the horsepower control spool and the sleeve. The pressure decreases on the right end of the
actuator and the actuator moves to the right, which causes the pump to DESTROKE.
An increase in power shift signal pressure has a similar effect as an increase in cross sensing
signal pressure. If the hydraulic pump lugs the engine below full load speed, the Machine
ECM increases the current to the power shift solenoid. The increased signal causes a higher
power shift signal to be sent to the pump control valves. The power shift pressure acts on the
right end of the pilot piston. The force generated from the power shift pressure assists cross
sensing pressure to destroke the pump. As the pump destrokes the engine speed will increase
due to the reduction in load.
An increase in NFC signal pressure will cause the pump to destroke. If all control valves were
returned to NEUTRAL, the NFC signal causes the pump to fully destroke and return to
STANDBY.
02/08 Main Control Valve
Swing 315D / 319D HYDRAULIC SYSTEM

Motor MAIN CONTROL VALVE GROUP
Motor Motor
BR2 AR2 bR3
BR2 BL1
AR1 BL1 AL1 AL2 BL2
BR3 AR3 bR3 AR2
BR1 BL4 aL4
Main Control
Valve Group
Medium Pressure
Circuit
(If Equipped)
aL4
aR2
bR1 bL1
Travel Levers
aR1 aL1
Pilot
Manifold
Pilot Filter
bR3 aL2 Pilot Pump
bR2 bL4
aR2
Left (If equipped)
Joystick Joystick
Tank
aR3 bL2
89
MAIN CONTROL VALVE GROUP AND RETURN SYSTEM
The main hydraulic system is a Negative Flow Controlled system that supplies hydraulic power
at high pressures and high flow rates to perform work. Two main hydraulic pumps supply oil to
the main control valve group. The individual hydraulic circuits are controlled by valves in the
the main control valve group.
The main hydraulic system supplies the following circuits:

- swing
- stick
- left and right travel
- bucket
- auxiliary
- boom
Oil returning from these circuits flows back through the return system to the hydraulic tank.
1 20 21
18 2
17
14 15 16 19
3
6
13
12
7
11
8
9
10
90
Main Control Valve Group
The main control valve group is located in the center of the upper structure of the machine.
The main control valve group receives pilot oil signals from the operator controls in the cab.
Each pilot signal then causes the appropriate control valve to shift in the correct direction.
When a control valve shifts, oil flows from the main hydraulic pumps to the appropriate
hydraulic cylinder or hydraulic motor to perform work. The 315D/319D main control valve is
similar to the "C" Series valve. The components shown above include:
- auxiliary control valve (1)

- stick 1 control valve (2)
- swing control valve (3)
- left travel control valve (4)
- right travel control valve (5)
- boom 1 control valve (6)
- attachment line relief valve (7)
- bucket line relief valve (8)

- attachment control valve (9)
- bucket control valve (10)
- stick 2 control valve (11)
- boom 2 control valve (12)
- boom head end line relief valve (13)
- boom lower solenoid valve (14)
- main relief valve (15)
- pilot pressure switches (16)
- stick regen control valve (17)
- swing priority valve (18)
- stick rod end line relief valve (19)
- attachment flow control valve (20)
- attachment line relief valve (21)
MAIN CONTROL VALVE

NEUTRAL
Front Center Bypass Parallel Feeder Drive Pump

Body Passage Passage Inlet Port
Boom Right Left Rear NFC Stick Boom Straight Stick Swing
Stick
Bucket Attach 1 Travel Travel Swing Body Orifice 2 2 Travel Regen Priority
1
Return NFC Idler Pump

Port Orifice Inlet Port
91
The above illustration shows a cross-sectional view of the main control valve group as viewed
from the front of the machine.
The main control valve group is constructed of two valve blocks that are connected together.
The front valve block is shown on the left and the rear valve block is shown on the right.
The drive pump provides oil flow for the right side of the main control valve group. The idler
pump provides oil flow for the left side of the main control valve group.
The pilot-operated, open-center control valves are of parallel feeder design. Because the main
control valve group uses the open-center portion of the control valve to generate a NFC signal
for the pumps, the oil must have another path to deliver oil to the work ports. This is
accomplished through a parallel feeder path. A parallel feeder path runs parallel to the
open-center path and supplies oil to the work port of each implement valve.
When all of the joysticks and pedals are in the NEUTRAL position, drive pump oil flows
through the drive pump inlet port to the right half of the main control valve group. In the right
half of the main control valve group the oil flows two directions; to the center bypass passages,
and to the parallel feeder passages.
The oil in the center bypass passages flows in series through the center bypass passage of the
right travel, the boom 1, the attachment, the bucket, and the stick 2 valves to the right NFC
control orifice. The NFC control orifice allows the oil to return to tank with a restriction.
This restriction is the NFC signal that is sent to the drive pump to maintain the drive pump at
minimum angle. The NFC circuit and its components will be covered in greater detail later in
this presentation.
The oil in the parallel feeder passage flows in parallel to the boom 1, the attachment, the
bucket, and the stick 2 valves. When all of the valves are in NEUTRAL, the oil in the parallel
feeder is blocked by the valve spools, and all oil must flow through the center bypass to the
tank.
The oil from the idler pump flows similarly through the left half of the control valve when all
valves are in NEUTRAL.

NEUTRAL
Port A Port B
Load Check
Valve

Tank Pilot
Valve

92
Control valve operation is similar for all of the valves in the main control valve group. The
following explanation is for the basic operation of all of the valves in the main control valve
group. The variations in each individual valve will be discussed later in more detail.
The control valve above is shown in NEUTRAL.
Spring force centers the valve spool to NEUTRAL when there is no pilot oil pressure directed
to shift the spool. In the NEUTRAL position, the spool blocks the oil in Port A and Port B.
Oil flows from the pump to the parallel feeder passage. The load check valve is seated because
of the pressure differential and spring force present on the load check valve.
In NEUTRAL, the valve spool allows oil to flow unrestricted through the center bypass
passage, which directs a high NFC pressure signal to the pump control valve. The high NFC
pressure causes the pump to destroke to a standby condition.

INITIAL MOVEMENT
Port A Port B
Load Check
Valve

Tank Pilot
Valve

93
When the operator begins to move the joystick to shift the control valve, metered pilot pressure
causes the control valve to shift slightly.
With the spool initially shifted, the center bypass passage is partially closed. This movement
causes NFC pressure to decrease, which signals the pump to begin to upstroke.
The movement of the spool partially opens a passage allowing the oil from Port B to work with
the load check valve spring to keep the load check valve seated.
The load check valve prevents unexpected implement movements when a joystick is initially
activated at a low pump delivery pressure. The load check valve also prevents oil loss from a
high pressure circuit to a lower pressure circuit.
The combined force of the work port pressure from Port B and the force of the spring above the
load check is greater than the pump supply pressure, causing the load check valve to remain
closed.

FULL SHIFT
Load Check Port A Port B

Valve

Tank Pilot
Valve

94
As the operator moves the joystick farther, the pilot pressure on the end of the spool increases.
The increased pilot pressure causes the spool to fully shift.
The center bypass passage is now closed, which blocks the oil flow to the NFC signal port to a
pump control valve. When the NFC signal is reduced, the pump upstrokes and flow is
increased. The increased flow can no longer return to tank through the center bypass passage.
All oil now flows through the parallel feeder path.
The increased oil flow to the parallel feeder passage causes pressure to rise in the parallel
feeder passage. The increased oil pressure overcomes the force of the load check spring and
the workport pressure in Port B, which causes the load check valve to unseat. Oil flows out to
Port B.
The oil returning from Port A flows past the spool and returns to tank.
NOTE: The load check valve is a loose fit in the load check seat to allow leakage past
the check valve from the spring chamber. A separate spring chamber vent passage is
not required with this load check design.
315D / 319D HYDRAULIC SYSTEM

NEGATIVE FLOW CONTROL OPERATION
Left Right
Stick 1
Right
NFC
Main
Relief
Left
NFC
Swing Stick Straight Boom 2 Stick 2

Priority Regen Travel
From From From Drive

Pilot Manifol Idler Pump Pump To Idler Pump
Control Valve
To Drive Pump
Control Valve
95
This illustration shows the operation of the main control valve when only the bucket spool has
been shifted.
All of the control valves in the left side are in the NEUTRAL position, and the center bypass
passage is open. All of the flow from the idler pump flows through the center bypass passage
to the NFC orifice. Because all of the oil flow from the idler pump is restricted by the NFC
orifice, the NFC pressure is at maximum pressure. The NFC pressure flows through the control
line to the idler pump control valve. The NFC pressure present at the pump control valve
causes the pump control valve to move the swashplate to the minimum angle position. The
output of the idler pump is decreased to STANDBY due to the increased NFC pressure.
The bucket control spool is fully shifted by pilot oil when the joystick is fully moved to the
down position. Flow from the drive pump flows into the right side of the main control valve
and into the center bypass passage to the bucket control valve. Because the bucket control
spool is fully shifted, all of the oil flow from the drive pump flows to the bucket cylinder. No
oil flows to the NFC control orifice and no NFC signal pressure is generated. Because no NFC
signal pressure flows to the pump control valve, the pump control valve moves the pump
toward maximum angle. The drive pump output increases.
The individual circuits of the main control valve group will be covered in more detail later.

FINE CONTROL
Port A Port B
Load Check
Valve

Tank Pilot
Valve

96
When the joystick is partially moved from the NEUTRAL position to perform a fine control
operation, reduced pilot pressure shifts the control spool slightly to the left. The movement of
the control spool partially opens a passage to Port B.
The movement of the control spool also partially blocks the center bypass passage, which
divides the flow from the one drive into two flow paths. A portion of the pump output flows
through the center bypass passage to the NFC orifice at a reduced pressure. The remainder of
the drive pump output flows through the parallel feeder passage and internal passages to Port B.
Because the oil flow from the center passage to the NFC orifice decreases, the pressure to the
drive pump control valve decreases. The reduced NFC pressure causes the drive pump to move
toward maximum angle. The drive pump output increases proportional to the reduction in NFC
pressure.
97
The main relief valve (arrow) is located on the top of the main control valve group.
The main relief valve limits the maximum hydraulic system pressure. The main relief valve is
a two-stage relief valve. The travel setting is higher to increase drawbar pull.
NOTE: The main relief valve is adjusted while operating an implement. The travel
pressure setting is not adjustable.
STRAIGHT TRAVEL CONTROL VALVE

Implement Travel AND MAIN RELIEF VALVE
Pressure Pressure IMPLEMENT ACTIVATED
Switch Switch
Pilot
Bypass

Control Valve Control Valve
Center Bypass Center Bypass
Left Right
Parallel
Parallel Feeder
Feeder Main Relief Right
Left Valve
Swing Straight
Priority Travel Valve Boom 2
From From From

Pilot Manifold Idler pump Drive pump
98
Oil from the drive pump flows to the straight travel valve and to the parallel feeder path for the
right implement valves. The straight travel valve also directs drive pump oil to the main relief
valve, the right travel valve, and to the center passage of the right implement valves.
Oil from the idler pump flows to the straight travel valve, to the main relief valve, the left travel
valve, and to the center passage of the left implement valves. The straight travel valve directs
idler pump oil to the parallel feeder path for the left implement valves.
The drive pump oil and idler pump oil pressures work against the two check valves. The check
valves ensure that only the higher pressure from the idler or the drive pump flows to the main
relief valve. The check valves also ensure that flow from the highest pressure circuit does not
enter the other if the pressure is lower.
For example, if the bucket was being closed at a high pressure and no other function was active,
the left check valve would close (as shown in this illustration). The check valve would prevent
the drive pump oil from flowing through the center bypass in the left circuit. This ensures that
relief pressure occurs in a stalled condition.
The main relief valve is a two-stage relief valve, with an implement setting and a travel setting.
When an implement valve is activated, the main relief valve works against spring force and a
low oil pressure. The main relief valve operates at the low (implement) setting.
With the implement valve activated, pilot oil pressure increases and the implement pressure
switch closes. The implement pressure switch sends a signal to the Machine ECM indicating
that an implement has been activated.

Implement Travel AND MAIN RELIEF VALVE
Pressure Pressure TRAVEL ACTIVATED
Switch Switch
Pilot
Bypass

Center Bypass Center Bypass
Left Right
Parallel
Parallel Feeder
Feeder Main Relief Right
Left Valve
Swing Straight
Priority Travel Valve Boom 2
From From From

Pilot Manifold Idler pump Drive pump
99
When a travel valve is activated, pilot oil pressure increases and the main relief valve works
against spring force and a higher oil pressure. The main relief valve operates at the high
(travel) setting.
With the travel valve activated, pilot oil pressure increases and the travel pressure switch closes.
The travel pressure switch sends a signal to the Machine ECM indicating that the travel
function has been activated.
MAIN RELIEF VALVE

IMPLEMENT ACTIVATED
Piston Spring Poppet Dump Spool
Pump
Supply
From To
Pilot Manifold Tank
100
This illustration shows the pilot operated main relief valve in the OPEN position when an
implement valve is activated.
The main relief valve operates at a lower pressure during an implement operation or a swing
operation. During an implement operation or a swing operation, there is no oil flow from the
pilot manifold to the end of the piston. The poppet is held in the closed position by spring
force.
At lower system pressures the poppet is held against the seat by spring force. System pressure
in the passage flows through the orifice into the spring chamber to the left of the dump spool.
When the force applied by system pressure is less than the value of the left spring, the poppet
remains seated, causing the oil pressure in the right spring cavity to equal system pressure. The
combined force of the right spring and system pressure holds the dump spool to the right.
As the system pressure nears the main relief valve pressure setting, the force of the system
pressure in the right spring chamber overcomes the force of the left spring. This causes the
poppet to unseat, allowing system oil to flow around the poppet to the return passage. As the
oil in the right spring chamber flows around the poppet, additional system pressure oil flows
through the orifice into the right spring chamber at a reduced pressure.
System pressure overcomes the force of the oil pressure in the right spring chamber and the
spring, causing the dump spool to move left. As the dump spool moves left, system pressure
oil is allowed to flow to the return passage.
The amount of spring force acting on the poppet determines the main relief valve pressure
setting. Adjustments to the main relief valve pressure setting are made by changing the spring
force of the left spring.
MAIN RELIEF VALVE

TRAVEL ACTIVATED
Piston Spring Poppet Dump Spool
Pump
Supply
From To
Pilot Manifold Tank
101
This illustration shows the pilot operated main relief valve in the OPEN position when a travel
valve is activated.
When the travel function is activated, the maximum system pressure increases. Pilot oil
pressure acts on the left end of the piston. The pilot oil moves the piston to the right
compressing the poppet spring to increase the maximum system pressure.
NOTE: The main relief valve is adjusted while operating an implement. The travel
pressure setting is not adjustable.
LINE RELIEF VALVE
Spring
Spring Poppet Chamber Tank
CLOSED
Springs Outer Inner

Spool Spool
OPEN
102
The above illustration shows a line relief valve in the closed and in the open positions. The line
relief valve is a combination single-stage relief valve, and a makeup valve.
At lower system pressures, the poppet is held against a seat by the force of the left spring. The
circuit pressure in the passage flows through a cross-drilled orifice in the piston to the spring
chamber to the left of the inner spool. When the force applied by system pressure is less than
the value of the left spring, the poppet remains seated, causing the oil pressure in the lower
spring cavity to equal system pressure. The combined force of the lower spring and system
pressure keep the inner spool seated.
As the system pressure nears the line relief valve pressure setting the force of the system
pressure in the right spring chamber overcomes the force of the left spring. This causes the
poppet to unseat, allowing system oil to flow around the poppet to the return passage. As the
oil in the right spring chamber flows around the poppet, additional system pressure oil flows
through the orifice in the piston from the right spring chamber at a reduced pressure.
System pressure overcomes the force of the oil pressure in the right spring chamber and the
spring, causing the inner spool to move to the left. As the inner spool moves left, system
pressure oil is allowed to flow to the return passage.
The amount of spring force acting on the poppet determines the line relief valve pressure
setting. Adjustments to the line relief valve pressure setting are made by changing the spring
force of the upper spring. The position of the adjustment screw determines the spring force of
the upper spring.
LINE RELIEF VALVE

MAKEUP
Spring
Spring Poppet Chamber Tank
CLOSED
Springs Outer Inner

Spool Spool
MAKEUP
103
The above illustration shows a line relief valve in the closed and in the makeup positions. The
makeup function of the line relief valve prevents cavitation and voiding in the various circuits
of the hydraulic system.
Under normal operating conditions, the outer spool of the line relief valve is seated. The valve
is held in the seated position by spring force and the hydraulic pressure in the spring chamber to
the left of the inner spool.
If hydraulic circuit pressure becomes lower than the tank pressure, the pressure in the spring
chamber is reduced. Tank pressure surrounds the outer spool, and creates a force on the step of
the outer spool. This force unseats the inner and outer spools and oil flows from the return
system to the lower pressure hydraulic circuit.
NEGATIVE FLOW CONTROL (NFC) VALVE
NFC Relief
Valve
To Tank
Orifice
Stick Control
Valve
To Pump
Control Valve
Center Bypass
Passage
104
The NFC relief valves are located in the main control valve group next to the stick valve. One
NFC valve controls the NFC signal to the drive pump and the other NFC valve controls the
NFC signal to the idler pump. Both NFC valves work the same.
Oil enters the NFC orifice from the center bypass passage. The returning oil flows through the
NFC orifices to the return passage when the system is in STANDBY. The orifices restrict the
flow back to tank, which causes an increase in pressure through the center bypass passages.
This signal is sent to the pump control valve of the main hydraulic pump.
When a hydraulic function is activated in the main control valve group, the center bypass
passage is blocked. The NFC pressure at the pump control valve bleeds off through the NFC
orifices to tank.
The NFC relief valve is normally closed by spring force. The NFC relief valve is not
adjustable.
NOTE: The left and right NFC relief valves can NOT be swapped for diagnostic testing
purposes.
The NFC relief valve only opens under sudden pressure spikes in the return system, which
would occur if the pump was fully upstroked and the control valve returned suddenly to
NEUTRAL.
A sudden pressure spike in the return system would cause high flow through the center bypass
passage. The high volume of oil could not flow quickly enough through the NFC orifice to the
return system. The high pressure generated in the center bypass passage would open the NFC
relief valve, which would relieve the sudden pressure spike. The valve would return with
spring force to the closed position once the NFC orifice would allow an adequate amount of oil
for the pressure in the return passage to decrease.
RETURN HYDRAULIC SYSTEM
Slow Return Bypass

Check Valve Check Valve
Cooler Bypass
Valve Group
Return
Cooler Filter
Tank
Case Drain Filter
105
Return Hydraulic System
The return hydraulic system transfers all of the hydraulic oil that has been used in the system to
do work back to the hydraulic tank.
The return hydraulic system has the following components:
- slow return check valve
- cooler bypass check valve group
- hydraulic oil cooler
- hydraulic oil filters
- hydraulic oil tank

106
The slow return check valve and the bypass check valve are in the cooler bypass valve
group (arrow).
The slow return check valve restricts return oil flowing from the main control valve, which
maintains a constant back pressure in the return hydraulic system. The back pressure ensures
that oil is available when needed for makeup in the various machine hydraulic circuits.
The bypass check valve regulates return oil flow through the hydraulic oil cooler.
SLOW RETURN CHECK VALVE AND BYPASS VALVE
Slow Return
Check Valve
From Main
Control Valve
To Oil
Cooler Inlet
Bypass
Check Valve
From Oil
Cooler Outlet
To Tank
107
Return oil from the main control valve flows from the return line to the slow return check
valve. The back pressure created by the slow return check valve ensures that makeup oil is
present at the various makeup valves in the hydraulic system.
After flowing through the slow return check valve, oil flows to the cooler inlet line and the
bypass check valve. At low temperatures, the high viscosity of the oil flowing through the
hydraulic oil cooler causes the pressure to increase. The increasing pressure causes the bypass
check valve to open. Most of the oil flows through the bypass check valve. Because only a
small amount of oil flows through the cooler, the oil temperature increases.
As the oil temperature increases, the bypass check valve begins to close and a greater portion of
the oil flows through the hydraulic oil cooler. The bypass check valve maintains the oil at the
optimum operating temperature.
1
2
108
The hydraulic oil cooler (1) is part of the cooling package (2) on the left side of the machine at
the rear.
The hydraulic oil cooler reduces the temperature of the hydraulic oil in the system.
Oil enters the hydraulic oil cooler from the slow return check valve. After passing through the
cooler, oil is delivered to the hydraulic return filter.
109
1
110
3
Return oil flow from the hydraulic oil cooler flows into the return filter (not shown), which is
located in the hydraulic tank. The return filter contains a bypass valve that directs the return oil
to the hydraulic tank if the filter becomes plugged.
All returning oil from the hydraulic system is filtered by the return hydraulic filter.
The tank has a vacuum breaker to limit the maximum tank pressure to 55 kPa (8 psi). The
breaker opens at 13 kPa (2 psi) to prevent damage to the tank.
Oil in the hydraulic tank flows through the suction screen located inside the tank before being
delivered to the main hydraulic pump group.
The hydraulic tank sight gauge (1) is located to the right of the pilot filter (2).
The case drain filter (3) receives case drain oil from the swing motor, idler and drive main
hydraulic pumps, and left and right travel motors.
Oil from the case drain filter flows into the hydraulic tank. The purpose of the case drain filter
is to reduce hydraulic contamination to the hydraulic system if a pump or motor fails.
02/08 Boom, Stick, and Bucket Circuits
Swing 315D/319D HYDRAULIC SYSTEM

Motor IMPLEMENT CIRCUITS
Motor Motor
Stick 1 Main Control Boom 1 Bucket
BR2 AR2 bR3
Valve Group
BR2 BL1
AR1 BL1 AL1 AL2 BL2
BR3 AR3 bR3 AR2
BR1 BL4 aL4
Medium Pressure
Circuit
(if equipped)
aL4
aR2
bR1 bL1
Travel Levers
aR1 aL1
Pilot
Manifold P
Stick 2
Pilot Filter
PR
bR3 aL2 Pilot Pump Boom 2

M
bR2 bL4
aR2
Left (if equipped)
Joystick Joystick
Tank PL
aR3 bL2
P
111
BOOM, STICK, AND BUCKET CIRCUITS
This presentation covers in more detail each implement circuit used for the 315D/319D Series
Hydraulic Excavators. The circuits to be covered include:
- boom
- stick
- bucket
The idler pump provides oil to the boom 2 and stick 1 control valves. The drive pump provides
flow to the bucket, boom 1, and stick 2 control valves.
The boom, stick, and bucket control valves are shifted by pilot oil from the joystick pilot valves
when they are activated.
NOTE: The main control valve group and return system are covered in another
presentation. The attachment/auxiliary circuits will be covered in the tool control
section. The ISO schematics were created primarily from "315D Hydraulic Schematic"
(RENR9738). Hydraulic schematics for the 319D may have variations from illustrations
shown.
2
4
112
The boom circuit uses two control valves to control the boom operation, boom 1 (1) and boom
2 (2). Both spools shift when fast boom movement is required. Both pumps provide flow to
the boom for this condition. Boom 1 valve provides single pump flow, whenever the boom is
shifted for slow movement.
The stick circuit also uses to two control valves to control the stick operation, stick 1 (3) and
stick 2 (4). Both spools shift when fast stick movement is required.
The boom circuit and stick circuits also use regeneration valves and drift reduction valves. The
regeneration valves (not shown) provide improved efficiency and require less engine
horsepower for BOOM LOWER and STICK IN.
The drift reduction valves reduce cylinder drift when the boom or stick are in NEUTRAL.
Only one bucket control valve (5) is required to control the bucket. The bucket circuit is
supplied with oil only from the drive pump.
2
1
113
The two joysticks in the cab are used to control the movements of the boom, stick, swing and
bucket circuits.
- right joystick (1) to control the bucket and boom (SAE excavator pattern)
- left joystick (2) to control the swing and stick (SAE excavator pattern)

BOOM CIRCUIT COMPONENTS
Boom Boom Drift

Boom 1 Cylinders Reduction valve
Stick 1
Right
NFC
Main
Relief
Left
NFC
Straight Drive Boom 2

Travel Pump
Boom
Pilot Idler Regen
Manifold Pump To Idler Pump
Solenoid
Control Valve
Boom
Pilot Valve To Drive Pump
Control Valve
114
Boom Circuit
The boom circuit consists of the following major components:
- boom 1 spool
- boom 2 spool
- boom cylinders
- drift reduction valve
- boom lowering control valves (if equipped)
- boom regeneration valve
- SmartBoom (if equipped)
NOTE: The 315D Hydraulic Schematic (RENR9738) was used to develop the ISO
schematics.
Boom 1 Spool: The boom 1 spool controls oil flow from the drive pump. The boom 1 spool
receives a BOOM RAISE pilot signal on the bottom of the valve, and a BOOM LOWER pilot
signal on the top of the valve.
Boom 2 Spool: The boom 2 spool controls oil flow from the idler pump. The boom 2 spool
receives a BOOM RAISE pilot signal from the joystick on the top of the valve stem, when
active. The boom 2 spool does not operate during BOOM LOWER. The boom 2 spool has no
provisions for return oil from the boom cylinders.
Boom Cylinders: The boom cylinders work in parallel to control the raise and lower
movement of the boom. When oil is supplied to the head end of the boom cylinders, the boom
will raise. When oil is supplied to the rod end of the boom cylinders, the boom will lower.
Boom Drift Reduction Valve: The boom drift reduction valve prevents oil from leaking from
the head end of the boom cylinders. For BOOM LOWER, pilot oil from the joystick is used to
unlock the lock check valve in the drift reduction valve.
Boom Lowering Control Valves: The boom lowering control valves are infinitely variable,
pilot operated control valves that control the movement of the boom during lowering. The
boom lowering control valves are a safety device and prevent boom cylinder drift with valving
mounted directly on each of the boom cylinders, that controls boom cylinder head end oil flow.
Because the valves are mounted directly to each of the boom cylinders, the boom lowering
control valves will prevent the boom from falling, even if a hose becomes defective from the
main control valve to the cylinders.
The boom lowering control valves also work in conjunction with the SmartBoom system to
control the boom with the function active.
Regeneration Valve: The regeneration valve allows return oil from the head end of the boom
cylinders to be directed into the rod end of the cylinders when the boom is lowered fast. The
315D/319D is also equipped with a Boom Electronic Regeneration feature, that includes a
solenoid and a pressure switch.
SmartBoom: The SmartBoom attachment enhances operation of the boom function and
significantly reduces cycle times of the machine. The SmartBoom is essentially a boom float
attachment, which allows the operator to lower the boom under its own weight or for the boom
to raise up due to stick force. The SmartBoom attachment is typically used in EAME.

BOOM RAISE SLOW SPEED
Boom
Cylinders
Boom 1 Boom Drift

Reduction valve
Boom Pilot Valve
Stick 1
Right
NFC
Main
Relief
Left
NFC

Travel Pump
Stick Boom
Pilot Valve Pilot Idler Regen
Manifold Pump Solenoid
Boom
Pilot Valve
To Idler Pump Control Valve
To Drive Pump Control Valve
115
When the boom joystick is moved less than half of the travel distance for BOOM RAISE, low
pilot oil pressure is supplied to the boom 1 control valve and the boom 2 control valve.
The force of the centering spring in the boom 1 control valve is less than the force of the
centering spring in the boom 2 control valve. When the boom is raised at a low speed, the
boom 1 control valve opens and the boom 2 control valve remains closed due to the low pilot
pressure.
The drive pump supply oil supply oil flows past the boom 1 control valve and unseats the check
valve in the drift reduction valve and flows to the head end of the boom cylinders.
Return oil from the rod end of the boom cylinders returns back to the tank through the boom 1
control valve.
With the boom valve partially shifted less oil is directed to the NFC relief valve. Less oil to the
NFC relief valve results in a reduced NFC signal to the drive pump. The drive pump control
valve causes the pump to upstroke to provide flow to operate the boom.
A BOOM RAISE operation at low speed is accomplished when only the drive pump is supplied
to the head end of the boom cylinders.
BOOM 1 AND BOOM 2 CONTROL VALVES

BOOM RAISE PARTIAL SHIFT
Boom Drift Boom Cylinder

Load Reduction Head End
Boom Cylinder
Check Valve Valve
Rod End
Boom 1
Control Valve
Boom 1 Spool
Pilot
Valve
Return
Passage
Pilot
Valve
Boom 2 Spool
Boom 2
Control Valve
Parallel Load
Feeder Passage Check Valve
116
When the operator begins to move the joystick, metered pilot pressure causes the boom 1 spool
to shift slightly. The boom 2 spool does not shift as previously described.
With the boom 1 spool initially shifted, the center bypass passage is partially closed. This
movement causes NFC pressure to decrease, which signals the drive pump to begin to upstroke.
The load check valve prevents unexpected implement movements when a joystick is initially
activated at a low pump delivery pressure. The load check valve also prevents oil loss from a
high pressure circuit to a lower pressure circuit.
As the pump supply pressure increases, the load check valve opens to allow pump supply oil in
the parallel feeder passage to flow to the control spool.
The control spool meters pump supply oil to the head ends of the boom cylinders.

BOOM RAISE FAST SPEED
Boom
Cylinders
Boom 1 Boom Drift

Reduction valve
Boom Pilot Valve
Stick 1
Right
NFC
Main
Relief
Left
NFC

Travel Pump
Stick
Boom
Pilot Valve Pilot Idler Regen
Manifold Pump Solenoid
Boom
Pilot Valve

117
A BOOM RAISE operation at high speed is accomplished when supply oil from both the idler
pump and the drive pump is supplied to the head end of the boom cylinders.
Boom 1 control valve and boom 2 control valve are both shifted during high speed operation.

BOOM RAISE FULL SHIFT
Boom Drift Boom Cylinder

Check Valve Boom Cylinder Valve
Rod End
Boom 1
Control Valve
Boom 1 Spool
Pilot
Valve
Return
Passage
Pilot
Valve
Boom 2 Spool
Boom 2
Control Valve
Parallel Load
118
As the operator moves the joystick farther, the pilot pressure on the end of the spool increases.
The increased pilot pressure causes the boom 1 spool to shift further to the right.
The center bypass passage is now closed, which blocks the oil flow to the NFC signal port on
the right pump control valve. When the NFC signal is reduced, the pump upstrokes and flow is
increased. The increased flow can no longer return to tank through the center bypass passage.
All oil now flows through the parallel feeder path.
The increased oil flow to the parallel feeder passage causes pressure to rise in the parallel
feeder passage. The increased oil pressure overcomes the force of the load check spring and
the boom head end pressure, which causes the load check valve to unseat. Oil flows out to
boom cylinders.
The oil returning from the rod end of the cylinders flows past the spool and returns to tank.
The pilot oil flow shifts the boom 2 control valve. The idler pump supply oil in the parallel
feeder passage flows past the check valve and flows out to the head end of the boom cylinders.
The idler pump supply oil combines with the drive pump supply oil at the boom drift reduction
valve (not shown) and flows to the head end of boom cylinders.
Return oil from the rod end of boom cylinders flows to the boom 1 control valve and then to
the tank. The boom 2 control valve does not handle any of the return flow for the boom circuit.

BOOM PRIORITY - BOOM RAISE AND STICK IN
Boom
Cylinders
Boom 1 Boom Drift

Boom Pilot Valve Reduction valve
Stick 1
Right
NFC
Main
Relief
Left
NFC
Straight Drive Boom 2 Stick 2

Travel Pump
Stick Boom
Stick
Regen Pilot Idler Regen Boom
Pilot Valve
Manifold Pump Solenoid Priority
Valve
Boom
Pilot Valve

119
During combined operations of BOOM RAISE and STICK IN, the boom raise pilot oil pressure
shifts the boom priority valve to reduce the stick in pilot pressure for the stick 2 control valve.
With the reduction in stick in pilot pressure to the stick 2 control valve, more pump flow is
directed to the boom cylinders during this combined hydraulic operation.
NOTE: For STICK IN, the stick circuit regeneration valve will shift to direct return oil
from the rod end of the stick cylinder to the head end of the cylinders.
When the joystick for the stick is moved to the STICK IN position, a portion of the pilot oil
from the pilot control valve for the stick flows through the pressure reducing valve for the
boom priority to the stick 2 control valve. As the joystick for the boom is moved farther for a
BOOM RAISE, pilot oil pressure from the pilot control valve for the boom increases. This
gradual increase in pilot oil pressure causes the spool in the boom priority valve to gradually
shift.
A portion of the pilot oil to the stick 2 control valve from the stick pilot control valve is
restricted by the boom priority valve. The pilot oil pressure acting on the stick 2 control valve
decreases.
The stick 2 control valve shifts toward the NEUTRAL position. The amount of oil flow from
the main pumps to the stick hydraulic circuit decreases. This change causes a greater portion of
the oil flow from the main pumps to flow to the head end of the boom cylinders.
Since the pilot oil pressure from the boom pilot control valve directly corresponds to the
amount of movement or position of the boom joystick a gradual change to boom priority
occurs.
Thus, boom priority is controlled by the position of the joystick for the boom and boom priority
automatically activates when the joystick reaches a certain position during a BOOM RAISE
operation.
The above information describes the condition of BOOM RAISE and STICK IN. During any
combined function of BOOM RAISE and STICK IN, the boom priority valve reduces pilot
pressure to the stick 2 control valve.
NOTE: If the joysticks are fully shifted for BOOM RAISE and STICK IN, stick in pilot
pressure on the bottom of the boom 2 cancels the boom raise pilot pressure on top of the
boom 2 spool. At the same time the boom priority valve prevents stick in pilot pressure
from going to the stick 2 control valve.
These two actions result in the drive pump supplying oil to the boom cylinders and the
idler pump providing oil to the stick cylinder.

BOOM LOWER WITH REGENERATION
Boom
Cylinders
Boom Drift
Boom 1 Reduction valve
Stick 1
Right
NFC
Main
Relief
Left
NFC
Idler Drive Boom 2

Stick Pump Pump
Boom
Pilot Valve Pilot Regen
Manifold Solenoid
Boom Pilot Valve

120
For BOOM LOWER only the boom 1 control valve is used. The drive pump partially strokes
to provide flow to the rod end of the boom cylinders. The boom 2 control valve is a
regeneration valve that directs oil from the head end of the boom cylinders to the rod end of the
boom cylinders.
When the joystick is shifted pilot oil moves the boom 1 control spool up, and unlocks the drift
reduction valve. Pilot oil also flows to the boom regeneration solenoid valve. When the boom
1 control spool is fully shifted, the center bypass valve is never fully closed off. By not closing
off the center passage, there is an NFC signal to the drive pump. The drive pump never fully
upstrokes.
Due to the force of gravity, with the lock valve unlocked, the weight of the boom and the load
on the boom force the return oil out of the cylinder head ends back to the boom 1 control valve
and to the boom 2 control valve.
The boom 1 control valve restricts the return oil flow. The boom 2 valve functions as a
regeneration valve. When the boom regeneration solenoid is energized by the Machine ECM,
pilot oil moves the boom 2 valve up and oil from the head end of the boom cylinders flows to
the rod end of the boom cylinders.
The return oil from the head end enters the supply passage to the rod end to help fill the
cylinders and prevent cylinder cavitation. The boom 2 valve allows the excavator to operate
more efficiently. The main pump supply oil not required to lower the boom is available to
operate another circuit.
BOOM ELECTRONIC REGENERATION

BOOM LOWER WITHOUT REGENERATION
Boom
Cylinders
Boom Up
Pilot Oil
Pilot Attachment
Manifold Valve
Attachment
Valve
Boom 1 Boom Drift

Reduction Valve
Boom 2
To NFC Valve
Idler
Pump
Engine
Boom Machine ECM
Regen ECM
Solenoid
Boom Lower
Boom Down Pilot Pressure J1 J2
Pilot Oil Switch
CAT Data Link
121
The 315D/319D boom electronic regeneration circuit provides engine speed control and
regeneration valve control.
If the boom is lowered when the engine speed dial is in position 10, the engine speed will
decrease which conserves fuel.
The boom lower pilot pressure switch and the engine speed dial send a signal to the Machine
ECM. The Machine ECM processes the signals and sends a signal over the Data Link to the
Engine ECM, which decreases engine speed.
The boom 2 (regeneration) valve size has been increased resulting in a faster boom down speed.
The boom regeneration solenoid is used to lower the boom slowly when the engine speed dial
is in positions 1-8.
When the boom regeneration solenoid is de-energized by the Machine ECM, the boom 2 spool
is closed and oil from the head end of the cylinder returns to tank through the boom 1 spool but
is blocked at the boom 2 spool. Since the boom 1 control valve restricts the return oil flow
from the head end of the boom cylinders, the boom lowers at a slower speed.

BOOM LOWER
Boom Cylinder Boom Drift Boom Cylinder

Check Valve Rod End
Valve
Boom 1
Control Valve
Boom 1 Spool
Pilot
Valve
Return
Passage
Pilot
Valve
Boom 2 Spool
Boom 2
Control Valve
Parallel Load
122
The boom pilot oil flow shifts the boom control spool to the left against the force of the
centering spring. Supply oil from the drive pump in the parallel feeder passage flows past the
load check valve to the rod end of the boom cylinders.
Some of the oil in the center bypass passage flows past the center land to provide a reduced
NFC signal. The reduced NFC signal causes the drive pump to only partially upstroke.
Part of the return oil from the head end of boom cylinders flows to the boom drift reduction
valve.
BOOM DRIFT REDUCTION VALVE

BOOM RAISE
Manual Bleed
Valve
Line Relief
Valve B
Check Valve B
Boom 2
Shuttle
Valve
A-A
Boom 1
From Boom 1
And Boom 2
Control Valves
To Boom Cylinders Lock Check

Head End Valve
Shuttle Valve
A A
Line Relief Valve Line Relief Shuttle

Valve Valve
B-B
123
Boom Drift Reduction Valve: The boom drift reduction valve prevents oil from leaking from
the head end of the boom cylinders. The boom drift reduction valve is located on the main
control valve group. The boom drift reduction valve has the following components:
- the shuttle valve
- the check valve
- the line relief valve
In NEUTRAL, the shuttle valve and check valve are closed by spring force. Oil is blocked
between the boom control valve and the boom cylinders.
For BOOM RAISE, the shuttle valve is closed by spring force. When closed, the shuttle valve
allows oil from the boom control valves to act on one end of the check valve.
Oil pressure from the boom control valves acts on the other end of the check valve. The check
valve opens (due to pressure differential on check valve) to allow oil flow to the rod end of the
boom cylinders.
BOOM DRIFT REDUCTION VALVE

BOOM LOWER
Manual Bleed
Valve
Line Relief
Check Valve Valve B B
Boom 2
Shuttle To Tank
Valve
Boom 1
To Boom 1
Control Valve
From Boom Cylinders

Head End Check
Valve
Shuttle Valve
A A
Line Relief Valve Line Relief Shuttle

Valve Valve
B-B
124
For BOOM LOWER, the shuttle valve is opened by pilot oil from the joystick. The shuttle
valve allows oil from the spring end of the check valve to return to tank.
Oil pressure from the boom cylinder head end opens the check valve. The check valve allows
oil flow from the head end of the boom cylinders to return to the boom control valve.
4
5
1
6
2
125
The boom lowering control valves (1 and 2) are mounted on the head end of the boom
cylinders.
The boom lowering control valves serve several purposes:

- prevent the boom from falling rapidly in case of hose failure
- provide BOOM LOWER control with SmartBoom (if equipped) activated
- prevent boom drift
The lowering control valves are equipped with head end line relief valves (3) to protect the
cylinders from sudden shocks.
A pilot line (4) directs pilot oil to unlock the lowering control valve so the boom can be
lowered.
The tube (5) provides supply oil from the boom control valve.
A hose (6) connects both lowering control valves. The line provides for equalization of
pressures in the head end of the cylinders when the boom is raised or lowered to provide
smooth movement.
BOOM LOWERING CONTROL VALVE

HOLD
Piston
Boom
Cylinder
Boom
Control
Valve
Relief
Valve
Spool 1 Spool 2
126
Boom Lowering Control Valves
The boom circuit is equipped with boom lowering control valves (or load control valves),
which are attached directly to each of the boom cylinders.
The boom lowering control valves contain the following major components:
- boom head end line relief
- boom lowering control valve spool
- orifice
- manual lower
- piston
When the joystick is in the HOLD position, the boom cylinders are held in the raised position.
Spring force moves spool 1 up and oil is trapped between the head end of the boom cylinders
and spool 1.
The boom lowering control valve keeps the boom cylinder from drifting down.

BOOM RAISE
Piston
Boom
Cylinder
Boom
Control
Valve
Relief
Valve
Spool 1 Spool 2
127
When the joystick is moved to the BOOM RAISE position, pump oil flows from main control
valve to the boom lowering control valve. The boom lowering spool moves down and pump oil
flows to the head end of the boom cylinders, which raises the boom.

BOOM LOWER
Piston
Boom
Cylinder
Boom
Control
Valve
Relief
Valve
Spool 1 Spool 2
128
When the joystick is moved to the BOOM LOWER position, pilot oil moves the piston down.
When the piston moves down, oil from the bottom of the boom lowering spool is directed to
tank and the spool moves up. Oil from the head end of the boom cylinders flows to the tank
and the boom lowers.

STICK CIRCUIT COMPONENTS
Stick
Cylinder
Stick 1
Right
NFC
Main
Relief
Left
NFC
Straight Drive Stick 2

Stick Regen Travel Pump
Stick Drift
Reduction Valve
Pilot Idler
Manifold Pump To Idler Pump Control Valve
129
Stick Circuit
The stick circuit consists of the following major components:
- stick 1 spool
- stick 2 spool
- stick cylinder
- stick regeneration valve
- stick unloading valve (part of stick regeneration valve)
- stick lowering control valves (not shown)
- stick drift reduction valve
NOTE: The stick priority systems and the stick drift reduction valve will be discussed
in more detail later in this presentation.
Stick 1 Spool: The stick 1 spool controls oil flow from the idler pump. The stick 1 spool
receives a STICK IN pilot signal on the bottom of the valve, and a STICK OUT pilot signal on
the top of the valve.
Stick 2 Spool: The stick 2 spool controls oil flow from the drive pump. The stick 2 spool
receives a STICK IN pilot signal from the joystick on the bottom of the valve stem. The stick
2 spool receives a STICK OUT pilot signal from the joystick on the top of the valve stem.
Stick Cylinder: When oil is supplied to the rod end of the stick cylinder, the stick will retract
for a STICK OUT. When oil is supplied to the head end of the stick cylinder, the stick will
extend for a STICK IN.
Stick Regeneration Valve: The stick regeneration valve opens during STICK IN to allow
returning oil from the rod end of the stick cylinder to be directed to the head end of the stick
cylinders during STICK IN. Regeneration is used to reduce "stick wag" and increase the
STICK IN speed.
Stick Unloading Valve: The unloading valve allows the oil to return to the tank when
regeneration is not necessary.
Stick Drift Reduction Valve: The stick drift reduction valve is placed in the stick circuit
between the main control valve and the stick cylinder. The stick drift reduction valve prevents
oil from leaking from the rod end of the stick cylinder.
STICK HYDRAULIC CIRCUIT

Stick STICK OUT
To
Cylinder Tank
To Stick Out To Stick In
Stick 1
To Stick 2
Valve
Line From Idler Pump

Relief Center Bypass Passage
Valves
To Stick 2 From Idler Pump

Valve Parallel Feeder Passage
From Stick 2 Valve
Swing Stick
Stick Drift
Priority Unloading
Reduction
Valve Valve Check
Valve
Valve
Stick
Regeneration
From Idler Valve
Pump
130
When the stick hydraulic circuit is operated independently of other hydraulic circuits, stick 1
control valve and stick 2 control valve are operational for both the STICK IN and STICK OUT
operation. When the stick 1 control valve and the stick 2 control valve are operated, the supply
oil from the idler pump and the drive pump is combined. The supply oil from both pumps
flows to the stick cylinder.
The supply oil from the drive pump flows through the parallel feeder passage in the main
control valve group to the stick 2 control valve. The supply oil from the idler pump flows
through the center bypass passage in the main control valve group to the stick 1 control valve.
When the joystick for the stick is moved to STICK OUT, the pilot oil flows from the pilot
control valve to the stick 1 control valve and the stick 2 control valve.
The pilot oil shifts the stick 1 and stick 2 control valve spool. Supply oil is directed from both
spools to the stick drift reduction valve. The lock check valve in the drift reduction valve shifts
and combined pump oil flows to the rod end of stick to retract the cylinder.
Return oil from the head end of the stick cylinder flows back to the stick 1 and stick 2 control
valves and to the tank.
STICK REGENERATION HYDRAULIC CIRCUIT

Stick STICK IN - SLOW WITHOUT REGENERATION
To
Cylinder Tank
Stick 1
To Stick 2
Valve

Relief
Valves
To Stick 2
Valve From Idler Pump
From Stick 2
Valve
Swing Stick
Stick Drift
Priority Unloading
Reduction
Valve Valve Check
Valve
Valve
Stick
Regeneration
From Idler Valve
Pump
131
Slow STICK IN - No Regeneration
Depending on the position of the stick, for a slow STICK IN, regeneration may not be required
due to the supply oil from the pump being able to fill and pressurize the head end of the stick
cylinder to force the stick in.
For a slow STICK IN the pilot signal is reduced and will only partially shift the stick 1 spool.
The stick 2 control valve may or may not shift.
Pilot oil shifts the regeneration valve down, which allows return oil to be sensed at the check
valve.
The regeneration valve also allows pump supply oil pressure to be sensed at the unloading
valve. The unloading valve does not shift due to the supply oil pressure being below the setting
of the unloading valve spring.
A reduced NFC signal is sensed at the idler pump, and the pump upstrokes to provide flow.
Most of the supply oil from the idler pump is directed to the stick cylinder head end through
the stick 1 control spool.
Return oil from the rod end flows to the drift reduction valve. The lock check valve in the drift
reduction valve is unseated and return oil flows back to the tank through the stick 1 control
valve.
Even though the return oil is restricted through the stick 1 control spool, the back pressure
created is insufficient to cause the return oil pressure to be above the supply pressure. The
check valve remains seated.

Stick STICK IN - FAST WITH REGENERATION
To
Cylinder Tank
Stick 1
To Stick 2
Valve

Relief
Valves
To Stick 2
From Stick 2
Valve
Swing Stick
Stick Drift
Priority Unloading
Reduction
Valve Valve Check
Valve
Valve
Stick
Regeneration
From Idler Valve
Pump
132
Fast STICK IN - Regeneration: For a fast STICK IN, or whenever the return oil pressure
from the rod end is higher than the supply pressure to the head end, the check valve will unseat.
When the check valve unseats, the return oil is added to the supply oil going to the head of the
stick cylinder.
The regeneration valve allows the excavator to operate more efficiently. The main pump supply
oil not required to move the stick in is available to operate another circuit.
NOTE: Stick regeneration only occurs when the position of the stick is between full
stick out and stick vertical.

Stick To
UNLOADING VALVE ACTIVE
Cylinder Tank
Stick 1
To Stick 2
Valve

Relief
Valves
To Stick 2
From Stick 2 Valve
Swing Stick
Stick Drift
Priority Unloading
Reduction
Valve Valve Check
Valve
Valve
Stick
Regeneration
From Idler Valve
Pump
133
Stick unloading occurs when the stick reaches vertical to the ground. A pressure spike occurs
which helps to open the unloading valve to rapidly reduce rod end pressure. When the
unloading valve opens, the oil flow to the stick cylinder is from the pumps.
When the regeneration valve is shifted and the supply oil to the head end of the stick cylinder is
higher than the return oil from the rod end, the check valve will close.
No return oil enters the passage to the head end. As the pressure in the head end of the cylinder
increases, the pressure moves the unloading valve lower.
When the unloading valve moves down, most of the return oil from the rod end of the cylinder
returns to the tank past the unloading valve instead of through the stick 1 control valve.
Stick regeneration and stick unloading will not be active at the same time.
STICK REGENERATION VALVE

UNLOADING ACTIVE
To Stick Cylinder
Head End
Check
Valve
Tank
Pilot
Oil
Unloading Piston Main

Spool Spool
To Stick Cylinder
Rod End
134
Stick unloading occurs when the stick reaches vertical to the ground. A pressure spike occurs
which helps to open the unloading valve to rapidly reduce rod end pressure. When the
unloading valve opens, the oil flow to the stick cylinder is from the pumps.
When the regeneration valve is shifted and the supply oil to the head end of the stick cylinder is
higher than the return oil from the rod end, the check valve will close.
No return oil enters the passage to the head end. As the oil pressure in the head end of the
cylinder increases, the oil pressure moves the piston to the left which moves the unloading
valve to the left.
When the unloading valve moves to the left, most of the return oil from the rod end of the stick
cylinder returns to the tank past the unloading valve instead of through the stick 1 control valve.
Stick regeneration and stick unloading will not be active at the same time.
Summary of stick regeneration functions: The lack of a passage to drain in the stick 2 valve
and the restricted oil flow through the stick 1 valve maintains back pressure in the rod end as
STICK IN is performed.
This back pressure maintains pressure on the stick cylinder, which prevents "stick wag" from
occurring. Stick regeneration allows the returning oil from the rod end of the cylinders to
combine with main pump flow to move the stick cylinders out.
The unloading valve allows a means to relieve the back pressure from the returning rod end oil,
when the oil is no longer needed for regeneration.
A
STICK DRIFT REDUCTION VALVE
From Stick 1 NEUTRAL
and Stick 2
Control
Valve
B To Stick
Cylinder
Rod End
To Stick
Cylinder
Rod End
From Stick 2
Control
A Valve
From Stick 1
From Stick 1 Control
and Stick 2 Valve
Control Stick In
Valve Pilot Shuttle
Pressure Valve
Lock Check
Valve
To Stick Drain
Cylinder
Rod End
B-B
Stick Out
Line Relief
Valve
135
The stick drift reduction valve is located in the stick circuit on the main control valve group as
part of the stick 1 spool. The stick drift reduction valve prevents oil from leaking from the rod
end of the stick cylinder. The stick drift reduction valve has the following components:
- shuttle valve
- lock check valve
- line relief valve
In the NEUTRAL position, the shuttle valve and lock check valve are closed by spring force.
Oil is blocked between the stick control valve and the stick cylinder.
A
From Stick 1
STICK OUT
and Stick 2
Control
Valve
B
To Stick
Cylinder
Rod End
To Stick
Cylinder
Rod End
From Stick 2
Control
A Valve
From Stick 1
From Stick 1 Control
and Stick 2 Valve
Control Stick In
Valve Pilot Shuttle
Pressure Valve
Lock Check
Valve
To Stick Drain
Cylinder
Rod End
B-B
Stick Out
Line Relief
Valve
A-A
136
For STICK OUT, the shuttle valve does not shift. The shuttle valve allows oil from the stick
control valves to act on one end of the lock check valve.
Oil pressure from the stick control valves acts on the other end of the check valve. The check
valve opens (due to the pressure differential on the check valve) to allow oil flow to the rod end
of the stick cylinder.
A
STICK IN
To Stick 1
Control
Valve
B From Stick
Cylinder
Rod End
From Stick
Cylinder
Rod End
To Stick 2
To Stick 1 Control
Control Valve
A Valve
To Stick 1
Stick In Control
Pilot Shuttle Valve
Pressure Valve
From Stick Drain

Cylinder
Rod End
B-B
Stick Out
Line Relief
Valve
A-A
137
For STICK IN, the shuttle valve is moved down by pilot oil from the joystick.
The shuttle valve allows oil in the lock valve spring chamber to flow to the tank.
Return oil from the stick cylinder rod end moves the lock check valve to the left against the
lock check valve spring.
The open lock check valve allows oil flow from the rod end of the stick to return to the stick 1
control valve and the regeneration valve.

BUCKET CLOSE
Bucket
Bucket
Cylinder
Right
NFC
Main
Relief
Left
NFC
Straight Drive
Travel Pump
Pilot Idler
Manifold Pump To Idler Pump Control Valve
138
Bucket Circuit
The bucket circuit control valve operates as previously discussed. Two line relief valve and
makeup valves are used to protect the lines from high pressures.
The bucket is only supplied by the drive pump. Pilot oil from the joystick is directed to the
bucket control valve to shift the control spool.
When the control spool shifts, the NFC signal to the drive pump is reduced and the pump
upstrokes to provide flow.
For BUCKET CLOSE, the return oil from the rod end of the cylinder is restricted by the
control spool to control the bucket speed.
Boom
Cylinder
Snubber Snubber
Stick
Cylinder
Bucket
Cylinder
139
Cylinders
The boom, stick, and bucket use dual acting cylinders. The boom has a snubber for the rod
end, while the stick uses snubbers on the rod and head end.
Snubbers slow the speed of the cylinder as the cylinder reaches the end of the cylinder stroke.
SNUBBER OPERATION Passage Snubber
BOOM AND STICK CYLINDER

EXTENDING ROD
Snubber Passage
STICK CYLINDER
RETRACTING ROD
140
As the boom or stick cylinder moves to the end of the extension stroke, oil in the passage will
be restricted by the snubber, which will slow the cylinder speed down.
As the stick cylinder moves to the end of the retraction stroke, oil in the passage will be
restricted by the snubber, which will slow the cylinder speed down.
NOTES
02/08 Swing System

Motor SWING SYSTEM
Motor Motor
BR2 AR2 bR3
BR2 BL1
AR1 BL1 AL1 AL2 BL2
BR3 AR3 bR3 AR2
BR1 BL4 aL4
Stick 1
Main Control
Valve Group
Medium Pressure
Circuit
(if equipped)
aL4
aR2
bR1 bL1
Travel Levers
aR1 aL1
Pilot
Manifold P
Pilot Filter
PR
bR3 aL2 Pilot Pump

M
bR2 bL4
aR2
Left (if equipped)
Joystick Joystick
Tank PL
aR3 bL2
P
141
SWING SYSTEM
This presentation covers the 315D/319D swing system. The swing system includes the
following components
- swing control valve (part of the main control valve group)
- swing motor
- cushion crossover anti-reaction valves
- swing brake
- swing priority valve
- slow return check valve
The idler or left pump section in the main control valve supplies oil flow for the swing system.
The swing control valve is shifted by pilot oil from the joystick pilot valves.
02/08 Swing System
Swing
Motor
SWING SYSTEM Anti-reaction Valves

SWING COMPONENTS - NEUTRAL
Stick 1 Swing
Valve Valve
From Idler
Pump
To Tank
Swing/Stick
Pilot Valve
To Stick
Regen Valve
Swing To Boom 2
Brake Valve
Solenoid Swing Priority
Valve
From Straight
From Pilot Pump Travel Valve
Slow Return
Pilot Manifold Check Valve
142
Swing System Components
The swing circuit controls the rotation of the swing motor. The idler pump provides the pump
flow to the swing motor.
When either one of the joysticks is moved from the NEUTRAL position, the swing parking
brake is released. The swing motor is mounted on top of the swing drive. The swing drive is
installed on the upper structure and rotates the upper structure.
When the hydraulic activation control lever is in the UNLOCKED position, pilot pump oil
flows to the swing parking brake solenoid valve in the pilot manifold and to the swing pilot
control valve.
With the swing control valve in NEUTRAL, pump supply oil from the idler pump flows though
the center bypass valve swing control valve to the NFC valve. The return oil creates a signal
used to destroke the idler pump.
The swing brake is currently on so the motor will not rotate.

02/08 Swing System
Since the implement hydraulic lockout solenoid has been energized, the hydraulic activation
valve has shifted. Pilot oil is directed to the pilot joystick and the swing brake solenoid.
Swing Priority Valve: This valve provides flow priority over the stick control valve when the
stick and swing are operated together.
Anti-reaction or Cushion Relief Valves: These valves dampen pressure spikes in the swing
system whenever the swing is stopped. The valves also inhibit counterrotation of the swing
motor when the swing is stopped, which reduces swing "wag."
Slow Return Check Valve: The back pressure created by the slow return check valve ensures
that makeup oil is present at the swing motor and the various makeup valves in the hydraulic
system.
Swing Parking Brake Solenoid Valve: When energized the solenoid valve directs pilot oil to
release the swing parking brake. The solenoid will energize when either one of the joysticks is
moved from the NEUTRAL position.
02/08 Swing System
8 9
6
4 7 5
10
143
The swing system uses one control valve (1) in the main control valve group (2) to control the
swing operation.
The slow return check valve is part of the slow return check valve and cooler bypass manifold
group (3).
The left joystick (4) in the cab is used to control the direction and speed of the swing.
The swing control valve directs oil to and from the swing motor (5). Additional swing motor
components shown are the:
- swing drive oil level dipstick (6)
- crossover relief valves (7)
- anti-reaction valve group (8)
- makeup valve (9)
- swing motor case vent (10)

02/08 Swing System
2 3
144
The swing brake solenoid valve (1) is part of the pilot manifold (2). The manifold is located
next to the main control valve. The hydraulic activation solenoid (3) must energize to shift the
hydraulic activation valve (4). If the hydraulic activation valve is not shifted there is no pilot
oil to the swing brake solenoid valve and the swing brake cannot be released.
There is also no pilot oil available to the joystick pilot valves if the hydraulic activation valve is
not shifted.
02/08 Swing System
Swing
Motor
SWING SYSTEM
FULL SWING LEFT Anti-reaction Valves
Implement Travel
Pressure Pressure
Switch Switch
To Travel
Stick 1 Swing Valve
Valve Valve
From Idler
Pump
To Main
Control Valve
To Tank
Swing/Stick
Pilot Valve
To Stick
Regen Valve
To Boom 2
Swing Valve
Brake From Straight
Swing Priority
Solenoid Travel Valve
Valve
From Pilot Pump
Pilot Manifold Slow Return

Check Valve
145
Swing System Operation
When the swing joystick is fully shifted, pilot oil from the swing joystick flows to the swing
control valve to shift the control spool. The control valve shifts and blocks the oil in the center
passage from flowing to the idler pump. The idler pump fully upstrokes.
Also, when the swing control valve shifts, pilot oil from the pilot manifold is blocked from
flowing through the pilot logic network to the tank. The increased pilot pressure closes the
implement pressure switch. The Machine ECM senses the switch is closed and energizes the
swing brake solenoid.
The swing brake solenoid directs pilot oil to release the swing brake.
The load check valve unseats and supply oil from the pump is directed to the swing motor. The
swing relief cushions the start of the swing motor. Return oil from the motor flows past the
swing control valve to the tank.
02/08 Swing System
Also, when the swing joystick is fully shifted, the swing pilot oil shifts the swing priority valve
up. Oil flowing from the straight travel valve to the stick 1 valve is blocked at the swing
priority valve.
In the illustration above, swing is the only circuit in operation.

02/08 Swing System
Swing
Motor
SWING SYSTEM
Anti-reaction Valves
PARTIAL SWING LEFT -
NO PRIORITY OVER STICK
Implement Travel
Pressure Pressure
Switch Switch
To Travel
Stick 1 Swing Valve
Valve Valve
From Idler
Stick
Out Pump
Swing/Stick Cylinder
Pilot Valve To Main
Control Valve
L R
In To Tank
To Stick
Regen Valve
To Boom 2
Swing Valve
Brake From Straight
Swing Priority
Solenoid Travel Valve
Valve
From Pilot Pump

Check Valve
146
The swing priority valve provides a swing priority function over the STICK IN and STICK
OUT functions when the swing function is activated at the same time as the stick function.
The swing pilot oil pressure from the swing pilot control valve directly corresponds to the
amount of movement or position of the swing joystick. The swing pilot oil pressure from the
pilot control valve acts on the swing priority valve. The reduced pilot pressure during a partial
swing movement will not move the swing priority valve up.
If the stick 1 circuit is being operated at the same time as a partial swing, idler pump oil flows
through the swing priority valve and is directed to the stick 1 control valve. The stick control
valve directs oil to the stick cylinder.
The stick cylinder speed is determined by how far the stick spool shifts.
The stick 2 control valve also shifts for a full stick out. The stick 2 control valve is not affected
by the variable swing priority valve.
02/08 Swing System
Swing
Motor
SWING SYSTEM Anti-reaction Valves

FULL SWING LEFT -
PRIORITY OVER STICK
Implement Travel
Pressure Pressure
Switch Switch
To Travel
Stick 1 Swing Valve
Valve Valve
From Idler
Stick
Out Pump
Swing/Stick Cylinder
Pilot Valve To Main
Control Valve
L R
In To Tank
To Stick
Regen Valve
To Boom 2
Swing Valve
Brake Swing Priority Left Pump
Solenoid Valve Parallel Passage
From Pilot Pump

Check Valve
147
As the swing joystick is moved farther from the NEUTRAL position, the pilot oil pressure
increases.
This gradual increase in pilot oil pressure causes the swing priority valve to shift up. Oil from
the idler pump parallel passage is blocked at the swing priority valve. The stick 1 valve
receives pump supply through only an orifice restriction which causes a lower flow to be sent
to the stick functions.
Swing priority is controlled by the position of the swing joystick. Swing priority over the stick
is hydraulically activated when the swing joystick reaches a certain position.
For STICK IN, only the stick 1 control valve shifts. Due to the regeneration valve (not shown),
the STICK IN speed is not affected unless the stick has reached the vertical position and the
stick unloading valve is open. Without swing priority, during a full STICK IN, the stick circuit
would receive most if not all of the idler pump flow.
Since swing priority increases the swing acceleration whenever the stick is also used, swing
priority is useful for loading operations. Swing priority is also useful for leveling operations
and trenching operations when higher swing force is required.
02/08 Swing System
SWING PRIORITY VALVE

NO PRIORITY OVER STICK
Pilot
Valve
Parallel To Stick 1
Spool Feeder Passage Control Valve
148
When the swing joystick is partially shifted, the pilot pressure oil from the swing pilot valve
cannot overcome the swing priority valve spring to move the the valve spool left. The swing
priority valve spool does not restrict oil to the stick 1 control valve as shown in this illustration.
Unrestricted flow from the idler pump is available to the stick 1 control valve to operate the
stick.
When the swing pilot valve is fully shifted, pilot oil pressure moves the swing priority valve
spool to the right against spring force. With the swing priority valve spool moves to the left,
supply oil to the stick 1 control valve is restricted and the stick cylinder speed is reduced.
02/08 Swing System
From Pilot Swing

Manifold Parking
Brake
Anti-reaction
SWING MOTOR
Valve
SECTION A-A
To / From Swing Valve
Anti-reaction Anti-reaction
Piston and A Valve Valve
Barrel
Check Check
Valve Valve
Output Shoes Separator Friction Brake Spring

Shaft Plate Plate Piston Crossover Crossover
Relief Valve To Relief Valve
Tank
A
149
Swing Motor Operation
The swing motor may be divided into the following three groups :
- The rotary group: piston and barrel assembly, shoes, retainer plate, and drive shaft.
- The parking brake: brake spring, brake piston, separator plates, and friction plates.
- The relief valves and makeup valves.
When a swing operation is started, pilot oil from the swing brake solenoid valve is directed to
the swing brake piston. As the pilot pressure builds, the brake piston moves against the spring
to release the swing brake. The brake separator plates and friction plates are no longer in
contact and the motor barrel assembly can rotate freely.
During a SWING RIGHT operation, the oil delivery enters the motor head from the swing
control valve and flows through a plate in the motor into the piston and barrel assembly to
cause the motor to rotate.
Return oil flows back from the motor to the motor head and back to the swing control valve to
return to the tank.
02/08 Swing System
As pressure increases in the fill chamber, the piston moves to the left. As the piston moves to
the left, oil in the dampening chamber is forced out of the orifice in the piston. This feature
modulates the movement of the piston to the left to gradually compress the the relief valve
spring to increase the relief valve setting.
In a swing stall condition, the piston is moved fully to the left to compress the spring even
more. The swing relief valve is at the maximum setting.
02/08 Swing System
SWING
PARKING BRAKE
OFF
Swing Parking Swing Brake

Brake Spring Solenoid Valve
Swing Brake Spring

Piston
Pilot
Oil
Separator Spool
Plate
Friction Plate
Barrel
150
The swing parking brake is located in the swing motor. The swing parking brake consists of
the following components: brake spring, brake piston, separator plates, and friction plates. The
friction plates are splined to cylinder barrel. The separator plates are splined to the motor case.
When the joysticks are moved from the NEUTRAL position, the implement pressure switch
senses the increase in pilot oil pressure. The pressure switch closes and sends an input signal to
the Machine ECM. The Machine ECM energizes the swing brake solenoid valve.
When the swing brake solenoid valve is energized, the spool moves down against the spring.
Pilot oil flows to the center of the spool and out to the swing motor.
The pilot oil now enters the piston chamber. The pilot pressure causes the brake piston to move
upward against the force of the brake spring. The separator plates and friction plates are no
longer held together and the motor is able to rotate freely.
02/08 Swing System
SWING
PARKING BRAKE
ON
Swing Brake
Parking Brake
Solenoid Valve
Spring
Swing Brake Spring

Piston
Pilot
Oil
Spool
Separator
Plate
Friction Plate
Barrel
151
When the joysticks are returned to the NEUTRAL position, idler pump supply oil to the swing
motor is stopped. The implement pressure switch senses the decrease in pilot oil pressure. The
implement pressure switch opens. The Machine ECM senses the change in state of the
implement pressure switch and de-energizes the swing brake solenoid valve.
The spool is moved upward by the force of the spring in the solenoid valve. The spool blocks
pilot oil flow from flowing to the brake piston. Oil in the brake piston is open to the tank
through the swing brake spool.
The brake spring moves the brake piston down to press the separator plates and friction plates
together to apply the swing parking brake.
Since the Machine ECM does not de-energize the swing brake solenoid valve until
approximately 6.5 seconds after the swing joystick is returned to the NEUTRAL position, the
rotation of the swing motors stops hydraulically before the swing brake is engaged.
If the solenoid is de-energized before the rotation of the swing motors stops, damage and wear
to the swing parking brake would result.
02/08 Swing System
SWING RELIEF VALVE Stem Spring Orifice Piston Orifice Sleeve
NEUTRAL
MINIMUM SETTING
START OF SWING OR
PRESSURE SPIKE
SWING STALL
MAXIMUM SETTING
152
Two dual stage, swing relief valves are located in the head of the swing motor. These relief
valves limit the maximum pressure in the left and right swing circuits. The pressure setting of
the swing relief valves is less than the pressure setting of the main hydraulic relief valve.
The dual stage, swing relief valves open initially at a lower pressure to reduce jerkiness in the
swing circuits at swing start and swing stop or to handle short duration pressure spikes.
The relief valves also allow for higher swing circuit pressures to provide increased swing force.
The higher relief valve setting is modulated up to the relief valve maximum.
In NEUTRAL, spring force moves the stem to the left to the closed position and moves the
piston to the right against the stop.
At the start of the swing operation or if a pressure spike occurs, system pressure moves the
stem to the right, which opens the work port to drain. Oil also flows through the orifice in the
left end of the stem to the chamber at the right end of the stem to the fill chamber on the right
end of the piston.
02/08 Swing System
SWING MAKEUP CIRCUIT

SWING MAKEUP - MOVED TO STOP
Swing
Motor
Anti-reaction
Valve
Crossover Crossover
Relief Relief
Valve Valve
Makeup Slow Return

To Swing Valve Check Valve From Swing
153
When the swing joystick is moved to stop the swing while swinging right, the swing control
valve shifts to the NEUTRAL position. Since the swing control valve is in the NEUTRAL
position, the supply oil and return oil passages to motor rotary group are blocked at the swing
control valve.
Due to inertia, the upper structure will attempt to continue to rotate.
A vacuum is created on the supply side of the motor, while the return side is pressurized.
The line relief opens and allows oil in the high pressure side to enter the drain line to the slow
return check valve.
The slow return check valve creates a back pressure and helps to force open the makeup valve
in the low pressure line to the rotating group.
02/08 Swing System
SLOW RETURN CHECK VALVE AND BYPASS VALVE
Slow Return
Check Valve
From Main
Control Valve
To Oil
Cooler Inlet
Bypass
Check Valve
From Oil
Cooler Outlet
To Tank
154
Return oil from the main control valve group and from the swing motor group flows into the
housing for the slow return check valve as shown in the above illustration.
The back pressure created by the slow return check valve ensures that makeup oil is present at
the swing motor and the various makeup valves in the hydraulic system.
After flowing through the slow return check valve oil flows to the cooler inlet line and the
bypass check valve. At low temperatures, the high viscosity of the oil flowing through the
hydraulic oil cooler causes the pressure to rise. The rising pressure causes the bypass check
valve to open. Most of the oil flows through the bypass check valve. Because only a small
amount of oil flows through the cooler, the oil temperature increases.
As the oil temperature increases, the bypass check valve begins to close and a greater portion of
the oil flows through the hydraulic oil cooler. The bypass check valve maintains the oil at the
optimum operating temperature.
02/08 Swing System
ANTI-REACTION VALVE
NEUTRAL
Anti-reaction
Anti-reaction Orifice Valves Orifice Valve
Valve
Orifice Retainer Retainer Orifice
Swing Motor Head
155
The anti-reaction valves are used to eliminate the reverse swing effect when the swing
operation is stopped. When the swing hydraulic control valve is returned to NEUTRAL, the
upper structure continues to rotate due to inertia. Without the anti-reaction valve, the swing
motor acts like a pump and a hydraulic lock is formed in the swing lines between the motor and
the swing control valve. This pressure causes the swing motor to turn the upper structure in
reverse slightly after the upper structure is stopped.
When the swing control valve is returned to NEUTRAL, pressure increases and is directed to
the anti-reaction valve. The anti-reaction valve shifts to connect the outlet passage to the inlet
passage through the valve allowing pressure oil to move to the low pressure side. As the upper
structure slows to a smooth stop, pressure in the high pressure side decreases, allowing spring
force to return the anti-reaction valve to the NEUTRAL position.
02/08 Swing System
ANTI-REACTION VALVE
ACTIVATED
Anti-reaction
Anti-reaction Orifice Valves Orifice Valve
Valve
Orifice Retainer Retainer Orifice
Swing Motor Head
156
This sectional view shows the anti-reaction valve in the ACTIVATED position. When the
swing control valve is returned to NEUTRAL, the upper structure continues to swing. Pressure
increases in the right side of the valve because of the pumping action of the swing motor. The
pressure goes through the orifice to the center of the anti-reaction valve and to the spring
chamber on the right end of the valve. As pressure increases, the valve moves slowly to the left
until it contacts the retainer. Before the valve contacts the retainer, high pressure oil passes
through the internal passages (shown by the arrow) to the "suction" side of the motor.
The internal passage allows the pressure on each side of the motor to become equal. As the
pressure on each side of the motor becomes balanced, the upper structure slows to a complete
stop with no backlash in the swing gears.
02/08 Swing System
SWING DRIVE
First Stage
Planetary Carrier Shaft
First Stage
Planetary Gear
Second Stage First Stage

Planetary Carrier Sun Gear
Ring Gear
Second Stage
Second Stage Sun Gear
Planetary Gear
Housing
Sun Gears - Red
Ring Gear - Green
Input Shaft - Orange
Planet Carrier - Pink
Roller Bearing
Planet Gears - Brown
Pinion Shaft
Bearing Gear
157
The swing drive consists of a series of planetary gears. The planetary gears reduce the
rotational speed of the swing motor. The swing motor is bolted to the top of the swing drive.
The swing drive is bolted to the upper structure. The teeth of the swing drive output pinion
shaft engage with the bearing gear of the swing bearing. The pinion shaft rotates around the
bearing gear. This rotation causes the machine to swing. The bearing gear is attached to the
lower structure.
The swing drive is divided into the following two groups :

- The first group provided a double reduction of motor speed. The components of the first
stage reduction are the first stage sun gear, the first stage planetary gears, the ring gear,
and the first stage planetary carrier. The components of the second stage reduction are
the second stage sun gear, the second stage planetary gear, the ring gear, and the second
stage planetary carrier.
- The second group reduces output speed of the motor. The components of the second
group are the roller bearings and the pinion shaft. The roller bearings are installed in the
housing and support the pinion shaft.
The swing speed is reduced by a ratio of teeth on the sun gear to ring gear teeth by planetary
reduction. Since the sun gear is inside of the ring gear, the swing drive is more compact than
the reduction units with external teeth.
02/08 Swing System
PLANETARY ASSEMBLY
Shaft
First Stage
Planetary
Gear
First Stage
Sun Gear
First Stage
Planetary
Carrier
First Stage
Planetary
Ring Gear Gear
Shaft
Shaft
158
The swing motor output shaft is splined to the first stage sun gear. The first stage planetary
gears of the first stage planetary carrier mesh with the first stage sun gear. When the first stage
sun gear rotates counterclockwise, the first stage planetary gears rotate in a clockwise direction
on shafts.
The first stage planetary gears move counterclockwise around the ring gear. The ring gear is
bolted to the housing. The first stage planetary carrier rotates counterclockwise.
02/08 Swing System
SWING DRIVE
POWER FLOW
Second Second Stage First Stage

Stage Planetary Gear Planetary Gear
Planetary
Carrier
Inner
Circumference
Sun Gears - Red

Ring Gear - Green
Planet Carrier - Pink
First Planet Gears - Brown
Stage Planet Shafts - Cat Yellow
Sun Gear
First
Pinion Roller Second Ring Stage
Shaft Bearings Stage Gear Planetary
Sun Gear Carrier
159
Splines on inner circumference of the first stage planetary carrier engage with the splines on the
second stage sun gear. This engagement causes the second stage sun gear to rotate
counterclockwise when the first stage planetary carrier rotates.
The second stage planetary gears turn clockwise on the shafts. The second stage planetary
gears move in a counterclockwise direction around the ring gear.
The second stage planetary carrier turns counterclockwise around the ring gear. The splines on
the inner circumference of second stage planetary carrier engage with the splines of pinion
shaft. When the second stage planetary carrier turns clockwise, the pinion shaft rotates
counterclockwise.
02/08 Swing System
Bearing
Pinion
Gear
Shaft
PINION SHAFT
ROTATION
160
The pinion shaft engages with the bearing gear on the inner circumference of the swing bearing.
The bearing gear is bolted to the lower structure.
As the pinion shaft rotates counterclockwise, the pinion shaft moves in a clockwise direction
around the bearing gear.
The upper structure also rotates in a clockwise direction around bearing gear. This rotation
causes the upper structure to swing to the right (clockwise rotation).
02/08 Swing System
NOTES
02/08 Travel System

Motor TRAVEL SYSTEM
Motor Motor
BR2 AR2 bR3
BR2 BL1
AR1 BL1 AL1 AL2 BL2
BR3 AR3 bR3 AR2
BR1 BL4 aL4
Stick 1
Main Control
Valve Group
Medium Pressure
Circuit
(if equipped)
aL4
aR2
bR1 bL1
Travel Levers
aR1 aL1
Pilot
Manifold P
Pilot Filter
PR
bR3 aL2 Pilot Pump

M
bR2 bL4
aR2
Left (if equipped)
Joystick Joystick
Tank PL
aR3 bL2
P
161
TRAVEL SYSTEM
This presentation covers the 315/319D travel system. The travel system includes the following
components
- travel pedals/levers
- travel pilot valves
- left and right travel control valves
- straight travel valve
- two travel motors
- travel park brake
- two speed travel solenoid valve
Both the drive pump and idler pump are used to provide flow to the travel system.
02/08 Travel System
TRAVEL SYSTEM
TRAVEL COMPONENTS - NEUTRAL
Left Travel Motor Right Travel Motor
To Right
Swing Left Travel Travel
Valve Valve Valve
To To Boom 1
Swing Valve
Valve
Main
Relief
Valve
Straight
Travel
Valve
Parallel
Feeder
Passage
From Idler From Drive

Pump Pump
Left Forward Right Forward
From Pilot Pump
Left Reverse Right Reverse Travel

Speed
Solenoid
Travel Pilot Valves
Pilot Manifold
162
Travel System Components
The idler pump and drive pump supply oil flow to the travel control valve group, which
controls pump flow to the two travel motors.
With the travel control valves in NEUTRAL, pump supply oil from the pumps flows though the
center bypass valve through all other control valves to the NFC valves. The return oil from the
pumps creates NFC signals to destroke the pumps.
Pilot oil is available at the two speed travel solenoid valve.
Since the implement hydraulic lockout solenoid has been energized, the hydraulic activation
valve has shifted. Pilot oil is directed to the travel pilot valves.
02/08 Travel System
Two speed travel solenoid valve: This solenoid valve is used to select slow or high travel
speed.
Straight travel control valve: When both travel control valves are shifted and an
implement/swing circuit is activated, the straight travel valve provides flow priority to the
travel motors.
Crossover Relief Valves: These valves dampen pressure spikes in the travel system whenever
the travel is stopped. The valves also prevent or reduce travel motor cavitation.
Slow Return Check Valve: The back pressure created by the slow return check valve ensures
that makeup oil is present at the travel motor and the various makeup valves in the hydraulic
system.
02/08 Travel System
1
4
2
6 8 10
11
7
5
163
The left travel valve (1) and right travel valve (2) are used to control the travel motors. The
straight travel valve (3) provides flow priority for the travel system during a travel condition.
The slow return check valve is part of the slow return check valve and cooler bypass
manifold (4).
The travel system uses foot pedals (5) or travel levers (6) to control the direction of machine
travel.
Each track is driven by a travel motor (7). A counterbalance valve (8) prevents overspeed
while the machine is traveling downhill, prevents shocks to the system when travel is stopped,
and helps to prevent motor cavitation.
Crossover relief valves (9) are used to protect the travel motor from pressure spikes.
The upper supply line (10) directs supply oil to the motor for reverse travel, while the lower
supply line (11) directs supply oil to the motor for forward travel.
The travel motor turns the final drive. The final drive is composed of a three stage planetary
gear reduction to reduce the motor speed to drive the track.
02/08 Travel System
3
164
165
The two speed travel solenoid valve (1) is part of the pilot manifold. The manifold is located
near the main control valve.
The hydraulic activation solenoid (2) must energize to shift the hydraulic activation valve (3).
If the hydraulic activation valve is not shifted there is no pilot oil to the travel pilot valves.
When the two-speed travel soft switch (4) is pushed, the travel speed is toggled between low
and auto.
- The rabbit indicator indicates auto speed.
- The tortoise indicator indicates low speed.
02/08 Travel System
TRAVEL PILOT CONTROL VALVE

Pedal
Dampening
Piston
Rod

Dampening Travel Valve Travel Valve
Orifice
Piston Check
Valve
Tank Left Reverse Right Reverse

Travel Valve Travel Valve
Metering
Spring Spool
Return Pilot
Spring Supply
Travel Pilot Valves
Pilot Supply
Travel Travel
Valve Valve
166
The travel pilot control valve operates similar to the implement pilot valves.
Depending on how far the the travel pedal or lever is moved will determine the amount of pilot
oil directed to the respective travel control valve.
A dampening function is built into the travel pilot control valve which allows the operational
speed of the travel lever/pedal to correspond to the movement of the operator's foot. The
dampening function also prevents the vibration that occurs when the travel lever/pedal is
released.
When the travel lever/pedal is moved from the NEUTRAL position, the rod is pushed
downward. The rod moves the dampening piston downward. The hydraulic oil below the
dampening piston is pressurized. An orifice check valve allows the trapped hydraulic oil below
the dampening piston to gradually flow into the metering spring chamber, which is open to the
tank. The gradual flow of oil through the orifice check valve provides the dampening function.
02/08 Travel System
LEFT TRAVEL MOTOR

SLOW SPEED
Two Speed Travel Switch
Actuator
Parking
Brake
Displacement
Brake Change Valve
Pilot
Valve
Two Speed Travel

Solenoid Valve
Crossover
Machine ECM
Relief Valves
Pilot
Pump
Counterbalance Valve
>
167
Travel System Operation
When the operator selects the low speed mode, the Machine ECM will not energize the two
speed travel solenoid valve. The displacement change valve does not shift.
Some of the supply oil to the motors is sent by the displacement change valve to the actuator
piston on the left and drains the passage to the actuator on the right.
The motor swashplate is moved to the maximum angle.

02/08 Travel System
Piston and
Barrel Assembly A
Actuator Swashplate
Piston
TRAVEL MOTOR
SLOW SPEED
Section B-B
Separator Plates
and Friction Disks B
Piston A
View A-A
Parking Brake
Piston
Displacement
Section C-C Change Valve
168
Two swashplate actuator pistons control the angle of the motor swashplate. The pistons are
controlled by the displacement change valve.
The angle of the swashplate will limit the maximum speed. Since the displacement change
valve has not shifted, the swashplate is in the low speed range.
For the motor to turn, the parking brake must be released. To release the brake some of the
supply oil is used to shift the parking brake piston against the parking brake spring.
The travel valves direct oil to and from the motors.

02/08 Travel System
DISPLACEMENT CHANGE VALVE

LARGE DISPLACEMENT CHANGE
Swashplate
Piston
Displacement Piston Chamber

Change Valve
Pilot Port
Port
169
If the displacement change valve does not shift, supply oil to the motor is directed to the
actuator piston on the right to hold the motor swashplate at maximum angle.
At maximum angle, the motors will displace more flow and turn at a slower speed and provide
more torque.
02/08 Travel System
LEFT TRAVEL MOTOR

HIGH SPEED
Two Speed Travel Switch
Actuator
Parking
Brake
Displacement
Brake Change Valve
Pilot
Valve
Two Speed Travel

Solenoid Valve
Crossover
Machine ECM
Relief Valves
Pilot
Pump
Counterbalance Valve
170
When the operator selects high speed in the cab the Machine ECM will energize the two speed
transmission solenoid valve in the pilot manifold.
The two speed transmission solenoid valve directs the pilot pressure to shift the displacement
change valve to the left.
The displacement change valve directs some of the supply oil to the minimum angle actuator
piston on the right and drains the oil to the actuator on the left.
The motor swashplate angle is reduced.

02/08 Travel System
TRAVEL MOTOR
HIGH SPEED
Actuator
Piston
Brake
Pilot
Valve
Displacement Change
Valve
Actuator
Piston Swashplate
171
When the displacement change valve shifts due to the two speed travel solenoid being
energized, the displacement change valve sends some of the supply oil to the lower actuator
piston to decrease the swashplate angle.
With a decreased swashplate angle, the motor pistons displace less flow as the piston and barrel
assembly rotate. The motor now turns faster, with less torque than at low speed.
02/08 Travel System
DISPLACEMENT CHANGE VALVE

SMALL DISPLACEMENT CHANGE
Swashplate
Piston
Displacement Piston Chamber

Change Valve
Pilot Port
Port
172
When the two speed travel solenoid valve is energized, pilot oil is directed to the displacement
change valve.
The displacement change valve shifts and directs some of the supply oil to the actuator piston
on the left to decrease the swashplate angle.
02/08 Travel System
TRAVEL PARKING BRAKE

RELEASED
Drive
Shaft Retainer
Pump
Supply
Housing Friction
Plate Head
Barrel Separator Piston Brake Brake Check Valve

Plate Guide Piston Spring
173
Travel Parking Brake
The travel parking brake is located in the travel motor. The travel parking brake consists of the
following components: the brake spring, the brake piston, the separator plates, and the friction
plates. The friction plates are splined to the cylinder barrel. The separator plates are splined to
the motor housing.
When the travel pedals or levers are moved from the NEUTRAL position, supply oil from the
pump flows to the inlet port of the travel motor from the travel control valve in the main control
valve group.
A portion of the supply oil enters the motor and unseats the brake pilot check valve. The oil
then flows to the brake piston. As pressure builds in the brake piston, the piston moves to the
left against the brake spring.
The separator plates and friction plates are no longer held together and the motor is able to
rotate.
02/08 Travel System
TRAVEL PARKING BRAKE

ENGAGED
Drive Retainer
Shaft
Housing Friction
Plate Head Orifice
Check Valve
Barrel Separator Piston Brake Brake
Plate Guide Piston Spring
174
When the travel pedals or levers are returned to the NEUTRAL position, the supply oil to the
motor is blocked by the travel control valves. The counterbalance valves shift back to
NEUTRAL.
The brake pilot check valve moves to the right The orifice in the brake pilot check valve
allows the oil behind the brake piston to slowly flow to the motor case drain.
The brake spring moves the brake piston to the left to press the separator plates and friction
plates together to apply the travel parking brake.
The travel park brake engages approximately four seconds after the travel control valves return
to NEUTRAL.
02/08 Travel System
TRAVEL BRAKE VALVE

TRAVEL
Crossover Relief
Parking Valve
Brake
Motor Motor
Check
Valve
A
A
Parking Brake
Orifice Check Counterbalance Valve
Valve
Travel
Valve
Section A-A
175
The travel brake valve consists of the counterbalance valve, two check valves, and two
crossover relief valves. The orifice check valves are internal to the counterbalance spool.
During normal travel, supply oil from the travel control valve enters the travel brake valve and
flows to the counterbalance valve.
Some of the supply oil flows through the orifice check valve to the right end to shift the
counterbalance valve to the left. As the counterbalance initially shifts to the left, some of the
supply oil is used to release the parking brake.
As the counterbalance continues to move to the left, a return passage from the motor is opened.
The supply pressure unseats one of the check valves and flows past the check valve to the
motor. Return oil from the motor flows around the counterbalance valve, to the travel control
valve, and back to the tank.
02/08 Travel System
TRAVEL BRAKE VALVE

COUNTERBALANCE
Crossover Relief
Parking Valve
Brake
Motor Motor
Check
Valve
A
A
Parking Brake
Valve
Travel
Valve
Section A-A
176
When traveling downhill the weight of the machine will cause the machine to try to turn the
travel motor faster than the supply oil from the pumps.
When this occurs, the pressure drops in the supply passage to the motor. When the supply
pressure drops, the counterbalance valve will shift to restrict the return oil from going back to
the tank. This movement by the counterbalance valve slows the speed of the motor and reduces
motor cavitation.
One of the crossover reliefs valve may open to send the high pressure return oil into the supply
side to prevent motor cavitation.
02/08 Travel System
TRAVEL BRAKE VALVE

STOPPING
Crossover Relief
Parking Valve
Brake
Motor Motor
Check
Valve
A
A
Parking Brake

Valve
Travel
Valve
Section A-A
177
When the travel pedals/levers are returned to NEUTRAL, the supply oil is blocked by the travel
control valve.
The pressure drops in the spring chamber on one end of the counterbalance valve. The
counterbalance shifts to restrict the return oil.
The crossover relief valve opens to dampen the shock when the motor stops and sends some of
the high pressure oil in the return passage to the supply passage to prevent motor cavitation.
02/08 Travel System
TRAVEL CROSSOVER RELIEF VALVES
Orifice Motor Unloading Motor Orifice Piston

Valve
NEUTRAL
Stop Stem Supply Orifice Supply
Piston Orifice Motor Unloading Motor Orifice

Valve
START OF
TRAVEL
Orifice Return Orifice Supply Stem
178
The travel crossover relief valves provide a cushioning effect when they open, similar to the
swing relief valves. The valves initially open at a lower pressure to handle pressure spikes of
short duration and to reduce jerkiness at the start of travel. When travel is stalled, the circuit
pressure is at maximum.
NEUTRAL: In NEUTRAL the pistons are moved against the stops by the large springs. The
large springs also seat the unloading valves. At this time the relief valves are at their minimum
spring setting.
Start of Travel: When travel is started, the high pressure oil in the supply side is sensed at the
relief valve on the left. The unloading valve moves left against the large spring to allow some
of the oil in the supply side to flow into the return passage to dampen the pressure spike. The
relief valve opens at the lower pressure setting.
Since the pressure spike is short in duration, the oil sensed through the stem on the left end of
the left relief valve does not increase sufficiently to move the piston to the right. Since the
piston does not move, the spring is not compressed and the relief valve pressure setting is not
increased.
02/08 Travel System
TRAVEL CROSSOVER RELIEF VALVES

Orifice Motor Motor Orifice Piston
STALL
Orifice Return Unloading Orifice Supply Stem

Valve
Unloading
Orifice Motor Valve Motor Orifice Piston
STOP
Orifice Return Orifice Orifice Supply Stem
179
Travel Stall: The crossover relief valves are also able to handle high pressure increases.
When travel is stalled, the high pressure in the supply side is sensed at the left relief valve. Not
only does the unloading valve move to the left, but oil sensed through the stem, allows for
pressure to increase on the left end.
As the pressure increases on the left end, the piston gradually moves to the right to compress
the large spring, which causes a modulated increase in the maximum relief valve setting.
Travel Stop: When travel is suddenly stopped the return oil is blocked by the counterbalance
valve. Pressure in the return side is very high, while pressure in the supply side is very low.
The high pressure is sensed at the right relief valve. The oil sensed through the stem on the
right end of the relief valve may move the piston to the left to partially compress the spring due
to higher pressure in the system as compared to a travel start. At the same time the right
unloading moves to the right and opens to allow the high pressure oil in the return loop to flow
to the low pressure side.
02/08 Travel System
TRAVEL CIRCUIT
MAKEUP OPERATION
Travel
Valve
Check
Valve
180
When the travel valve is returned to NEUTRAL, the counterbalance valve also returns to
NEUTRAL.
When the counterbalance valve returns to NEUTRAL, the supply pressure to the motor drops as
the motor continues to try to turn. Return oil to the travel control can be used as makeup oil to
the low pressure side.
Due to the back pressure created by the slow return check valve, the check valve in the
counterbalance valve can unseat and allow return oil to enter the low pressure side of the motor.
The crossover relief valve will also open to send oil in the high pressure side to the low
pressure side of the travel motor to reduce motor cavitation.
02/08 Travel System
TRAVEL HYDRAULIC SYSTEM

FORWARD TRAVEL - HIGH SPEED
STRAIGHT TRAVEL - BUCKET CLOSE
Implement Travel Bucket

Pressure Switch Pressure Switch Pilot Valve
Bucket
Left Travel Motor Right Travel Motor Cylinder
Right
Left Travel Travel
Valve Valve
To
Swing Bucket
Valve Valve
Main
Relief
Valve
Straight
Travel
Valve
Parallel
Feeder
Passage
From Idler From Drive

Pump Pump
From Pilot Pump
Left Reverse Right Reverse Travel

Speed
Solenoid
Travel Pilot Valves
Pilot Manifold
181
Straight Travel
When both travel levers or pedals are shifted and at least one of the implements or the swing is
selected, pilot oil pressure from the pilot manifold increases and shifts the straight travel valve
down. The implement and travel pressure switches also close. The pressure switches send a
signal to the Machine ECM indicating that machine travel and an implement have been
activated.
When the straight travel valve shifts down all of the idler pump flow is directed equally to the
travel control valves.
The drive pump flow is directed into the parallel feeder passages and to the activated
implement circuit. In the illustration above forward travel and been selected and the bucket has
been shifted to close.
At the travel motors, the counterbalance valves shift and direct idler pump supply oil to the
motors. At the same time some of the supply oil is used to release the parking brake.
During straight travel mode, the machine can only run at low travel speed mode.
02/08 Travel System

TRAVEL NEUTRAL
Left Center Left Parallel

Bypass Passage Feeder Passage
Check Right Parallel Spool Right Center
Valve Pilot Manifold
Feeder Passage Bypass
Passage
Pilot Right Parallel
Manifold Feeder
Passage
Left Center
Bypass
Passage
Left Parallel
Feeder
Passage
Drive Idler
Pump Pump
Idler Drive
Pump Pump
Right Center
Bypass Passage
182
This illustration shows the straight travel valve position when only the travel function is
activated. Pilot pressure from the pilot manifold is low. Spring force keeps the spool shifted to
the right.
Oil flows from the drive pump through the right center bypass passage to the right travel
control valve and through the right parallel feeder passage to the boom 1 control valve, the
work tool control valve, the bucket control valve, and the stick 2 control valve.
Oil flows from the idler pump through the left center bypass passage to the left travel control
valve and through the left parallel feeder passage to the swing control valve, the stick 1 control
valve, and boom 2 control valve.
02/08 Travel System

TRAVEL ACTIVATED
Left Center Left Parallel
Bypass Passage Feeder Passage
Pilot Manifold Right Center
Check Right Parallel
Valve Bypass Passage
Feeder Passage Spool
Pilot
Manifold Right Parallel
Feeder
Passage
Left Center
Bypass
Passage
Left Parallel
Feeder
Passage
Drive Idler
Idler Pump Drive Pump Pump Pump
Right Center
Bypass Passage
183
This illustration shows the straight travel valve position when both travel levers are activated
and one of the implements are activated. Pilot pressure from the pilot manifold increases. Pilot
oil pressure moves the spool to the left.
Oil flows from the drive pump:
- through the right parallel feeder passage to the boom 1 control valve, the work tool
control valve, the bucket control valve, and the stick 2 control valve.
- through the left parallel feeder passage to the swing control valve, the stick 1 control
valve, and the boom 2 control valve.
- into a passage in the center of the spool, through a check valve and orifice and combines
with the idler pump oil flowing to the travel control valves.
Oil flows from the idler pump through the left center bypass passage to the left travel control
valve and through the right center bypass passage to the right travel control valve.
02/08 Travel System
Travel System
184
1 185
Swivel
The swivel (1) is mounted just to the front of the swing motor (2) and below the boom (3).
Since the lower structure does not swing and the upper structure does, a swivel is required to
direct oil to and from the travel motors.
02/08 Travel System
Lines to
Travel Valves
SWIVEL
Rotor
Upper Flange
Lower Flange
Housing
Lines to Lines to
Motors Motors
Port
186
Various ports in the housing route oil to and from the travel valves in the main control valve
group to the travel motors.
The housing is bolted to the lower structure. The upper flange is fastened to the upper
structure.
The rotor rotates within the upper structure as the upper structure swings.
02/08 Travel System
187
CONCLUSION
This presentation has provided component location and systems operation information for the
315D/319D Hydraulic Excavators. When used in conjunction with the service manual
information, the information in this package should permit the service technician to analyze
problems on these machines.
02/08
VISUAL LIST
1. Model view 45. Harness connectors
2. Similarities and differences 46. Engine components (top view)
3. Hydraulic system 47. Left rear compartment behind cab
4. Optional tool control system 48. Left side of engine
5. Components 49. Right side of engine components
6. Right side of machine 50. Fuel injection pump
7. Left side behind operator station 51. High pressure fuel pump
8. Pump compartment, right side of 52. Fuel temperature sensor
machine 53. Common rail fuel manifold
9. Pilot manifold components 54. Engine shutdown switch
10. Main control valve group 55. High pressure fuel injector
11. Swing motor 56. Air intake and exhaust system
12. Final drives 57. Inlet air heater
13. Engine componentsl 58. Air inlet heater relay
14. Radiator 59. Inlet air temperature sensor
15. Maintenance schedule 60. Pilot hydraulic system
16. Model view 61. Pilot pump
17. Cab controls 62. Pilot system filter
18. Emergency engine shutoff switch 63. Pilot manifold
19. Hydraulic activation lever 64. Pilot manifold - LOCKED
20. Soft switch panel 65. Pilot manifold - UNLOCKED
21. Toggle and rocker switch panel 66. Hydraulic lockout lever - LOCKED
22. Heating and air conditioning control 67. Hydraulic lockout lever - UNLOCKED
panel 68. Hydraulic activation lever
23. Back-up switches 69. Pilot controls
24. Fuse panel 70. Pilot control valve
25. Monitor display 71. Travel pilot control valve
26. Directional and navigational buttons 72. PWM solenoid valve
27. Monitoring system display 73. Pilot ports
28. Outline of display setup 74. Implement control valve - FULL SHIFT
29. Machine ECM inputs and outputs 75. Pilot logic network - NEUTRAL
30. Machine ECM 76. Pilot logic network - TRAVEL V
31. Engine speed control SHIFTED
32. Automatic engine control 77. Pilot logic network - TRV/IMP V
33. One touch low idle SHIFTED
34. Engine speed protection 78. Hydraulic system pumps and controls
35. Travel speed control 79. Power shift pressure system
36. Swing brake operation 80. Proportional red. V - PWM increase
37. Back-up system 81. Proportional red. V - PWM decrease
38. Engine 82. Main hydraulic pumps group
39. Engine features 83. Power shift PRV solenoid
40. Component parts 84. Pump schematic - STANDBY
41. Engine cylinder head 85. Main pump control valve - STANDBY
42. Fuel delivery system 86. Main pump control valve - UPSTROKE
43. Engine electronic control system 87. Main pump control v. - CONSTANT
44. Engine ECM FLOW
02/08
VISUAL LIST
88. Main pump control valve - DESTROKE 124. Boom drift red valve - BOOM LOWER
89. Hydraulic system main control valve 125. Boom lowering control valves
90. Main control valve group 126. Boom lowering control valve - HOLD
91. Main control valve - NEUTRAL 127. Boom lowering control valve - BOOM
92. Implement control valve - NEUTRAL RAISE
93. Implement control valve - INITIAL 128. Boom lowering control valve - BOOM
MOVE LOWER
94. Implement control valve - FULL SHIFT 129. Hydraulic system - STICK CIRC
95. Hydraulic system - NEGATIVE FLOW 130. Stick hydraulic circuit - STICK OUT
96. Implement control valve - FINE 131. Stick regen hyd circ - STICK IN SLOW
CONTROL w/o REG
97. Main relief valve 132. Stick regen hyd circ - STICK IN FAST
98. Straight travel cont v. - IMPL w/ REG
ACTIVATED 133. Stick regen hyd circ - UNLOAD V
99. Straight travel cont v. - TRV ACTIVE
ACTIVATED 134. Stick regen valve - UNLOADING
100. Main relief valve - IMPL ACTIVATED ACTIVE
101. Main relief valve - TRV ACTIVATED 135. Stick drift reduction valve - NEUTRAL
102. Line relief valve 136. Stick drift reduction valve - STICK OUT
103. Line relief valve - MAKEUP 137. Stick drift reduction valve - STICK IN
104. Negative flow control valve 138. Hydraulic system - BUCKET CLOSE
105. Return hydraulic system 139. Cylinders
106. Cooler bypass valve group 140. Snubber operation
107. Slow return check valve and bypass 141. Hydraulic system - SWING
valve 142. Swing system - NEUTRAL
108. Hydraulic oil cooler 143. Swing system components
109. Pilot filter 144. Swing brake solenoid
110. Case drain filter 145. Swing system - FULL SWING LEFT
111. Hydraulic system - IMPL CIRCUITS 146. Swing system - PARTIAL SWING LEFT
112. Boom circuit 147. Swing system - PRIORITY
113. Joysticks OVERSTICK
114. Hydraulic system - BOOM CIRC 148. Swing priority valve - NO PRIORITY
COMPS 149. Swing motor
115. Hydraulic system - BOOM RAISE 150. Swing parking brake - OFF
SLOW 151. Swing parking brake - ON
116. Boom control valves - BOOM RAISE 152. Swing relief valve
PART 153. Swing makeup circuit - MOVED TO
117. Hydraulic system - BOOM RAISE FAST STOP
118. Boom control valve - BOOM RAISE 154. Slow return check valve and bypass
FULL valve
119. Hydraulic system - BOOM PRIORITY 155. Anti-reaction valve - NEUTRAL
120. Hydraulic system - BOOM LOWER 156. Anti-reaction valve - ACTIVATED
121. Boom elec regen - BOOM LOWER 157. Swing drive
122. Boom control valves - BOOM LOWER 158. Planetary assembly
123. Boom drift red valve - BOOM RAISE 159. Swing drive - POWER FLOW
02/08
VISUAL LIST
160. Pinion shaft rotation
161. Hydraulic system - TRAVEL
162. Travel system - NEUTRAL
163. Travel system components
164. Travel valves
165. Travel soft switch
166. Travel pilot control valve
167. Left travel motor - SLOW SPEED
168. Travel motor - SLOW SPEED
169. Displacement change v - LG
DISPLACEMENT
170. Left travel motor - HIGH SPEED
171. Travel motor - HIGH SPEED
172. Displacement change v - SM
DISPLACEMENT
173. Travel parking brake - RELEASED
174. Travel parking brake - ENGAGED
175. Travel brake valve - TRAVEL
176. Travel brake valve -
COUNTERBALANCE
177. Travel brake valve - STOPPING
178. Travel crossover relief valves -
NEUTRAL
179. Travel crossover relief valve - STALL
180. Travel circuit - MAKEUP OPERATION
181. Travel hyd sys - FORWARD/HIGH
SPEED
182. Straight travel control v - TRAVEL
NEUTRAL
183. Straight travel control v - TRAVEL
ACTIVATED
184. Swing motor
185. Swivel
186. Swivel cutaway
187. Conclusion
02/08
HYDRAULIC SCHEMATIC COLOR CODE
Black - Mechanical Connection. Seal Red - High Pressure Oil
Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, o r Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.
02/08
SERV1850
Black - Mechanical Connection. Seal Red - High Pressure Oil
Dark Gray - Cutaway Section Red / White Stripes - 1st Pressure Reduction
Light Gray - Surface Color Red Crosshatch - 2nd Reduction in Pressure
White - Atmosphere or Air (No Pressure) Pink - 3rd Reduction in Pressure
Purple - Pneumatic Pressure Red / Pink Stripes - Secondary Source Oil Pressure
- 237 -
Yellow - Moving or Activated Components Orange - Pilot, Charge or Torque Converter Oil
Cat Yellow - (Restricted Usage) Orange / White Stripes - Reduced Pilot, Charge, or
Identification of Components TC Oil Pressure
within a Moving Group
Orange / Crosshatch - 2nd Reduction in Pilot,
Brown - Lubricating Oil Charge, or TC Oil Pressure
Green - Tank, Sump, o r Return Oil Blue - Trapped Oil
Green / White Stripes -

Scavenge / Suction Oil or Hydraulic Void
Text Reference

315D 319 D (Curso)

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315D 319 D (Curso)

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SERV1850

GLOBAL SERVICE LEARNING

315D/319D HYDRAULIC EXCAVATORS

Service Training Meeting Guide

Estimated Time: 36 Hours

MACHINE WALKAROUND ....................................................................................................10

ELECTRONIC CONTROL SYSTEM.......................................................................................37

C4.2 ACERT ENGINE ...........................................................................................................53

PILOT SYSTEM ........................................................................................................................83

MAIN HYDRAULIC PUMPS AND CONTROLS .................................................................101

MAIN CONTROL VALVE GROUP AND RETURN SYSTEM ............................................117

BOOM, STICK, AND BUCKET CIRCUITS ..........................................................................145

SWING SYSTEM ...................................................................................................................183

TABLE OF CONTENTS (continued)

VISUAL LIST ..........................................................................................................................233

COLOR CODE HYDRAULIC SCHEMATIC.........................................................................236

2008 Caterpillar Inc.

The 315D/319D Hydraulic Excavators incorporate design innovations and performance

The machines have a monitoring system similar to that of the 320D.

SIMILARITIES AND DIFFERENCES

Implement Hydraulic System X

Tool Control Systems X

BR2 AR2 bR3

Main Hydraulic Pumps

bR3 aL2 Pilot Pump

- Medium pressure (F3 valve)

- Medium pressure (F4 valve)

- Medium pressure (Danfoss valve)

The storage compartment (4) is located in the front of the machine.

- primary fuel filter and water separator (1)

- windshield washer fluid tank (2)

- Machine ECM (3)

- engine air filter housing (4)

- air conditioning condenser (6)

- engine coolant overflow tank (8)

- battery disconnect switch and circuit breakers (9)

Some of the visible components are:

- pilot accumulator (1)

- hydraulic activation solenoid (2)

- hydraulic activation valve (3)

- swing brake solenoid (4)

- two-speed travel solenoid (5)

The 315D/319D main control valve is similar to the 315C/318C valve.

Travel motors (not shown) drive outboard final drives (4).

The 315D/319D is equipped with a C4.2 ACERT Engine.

Engine components visible are:

- engine crankcase breather (1)

- engine oil fill (2)

- secondary fuel filter (4)

- fuel priming pump (5)

- engine oil dipstick (6)

- tertiary (third) fuel filter (7)

10 HOUR/DAILY MAINTENANCE INTERVAL SCHEDULE

Engine Coolant Level Check

Hydraulic Oil Level Check

Boom and Stick Linkage* Lubricate

Bucket Linkage* ** Lubricate

Fuel System Water Separator Drain

Fuel Tank Water And Sediment Drain

Seat Belt Inspect

Track Adjustment Inspect

Travel Alarm Test

* Every 10 Hours Or Daily For First 100 Hours

Controls in the cab include the: