Serv1852 - 02 - TXT4 Bombas Principales y Grupos de Valvula PDF

SERV1852-02
August 2008
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
320D-336D HYDRAULIC EXCAVATORS -

TIER III ENGINES
MAIN CONTROL VALVE GROUP AND RETURN
SYSTEM
Service Training Meeting Guide

(STMG)
320D-336D HYDRAULIC EXCAVATORS -
TIER III ENGINES
MAIN CONTROL VALVE GROUP AND RETURN
SYSTEM
AUDIENCE
Level II - Service personnel who understand the principles of machine systems operation,
diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides an introduction and describes the components and systems operation
of the 320D-336D main control valve group and return system. Additional presentations will
cover the machine walkaround, engines, pilot system, pumps and controls, swing system, travel
system, and tool control systems in more detail. This presentation may be used for self-paced
and self-directed training.
OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. identify the components and explain the operation of the 320D-336D hydraulic
excavators main control valve group and return system, and
2. diagnose problems in the main control valve group and return system.
REFERENCES
320D Hydraulic Excavator Specalog AEHQ5856
323D L and 323D LN Hydraulic Excavators HEHH3327
Machine Monitoring System - Systems Operation RENR8068
Self-study "300D Series Hydraulic Excavators, 345C Hydraulic Excavator,
and 365C & 385C Large Hydraulic Excavators SERV7032
iTIM " '300C' Series Hydraulic Excavators-Electronic Control Systems" SERV2693
iTIM "325C Hydraulic Excavators-Hydraulic Systems" SERV2701
325D Hydraulic Schematic KENR6157
Estimated Time: 1 Hour

Illustrations: 22
Form: SERV1852-02
Date: August 2008
© 2008 Caterpillar
SERV1852-02 -3- Text Reference
08/08 Main Control Valve Group
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
Main Control Valve Group .....................................................................................................6
Additional Components ......................................................................................................15
Return Hydraulic System......................................................................................................24
CONCLUSION ..........................................................................................................................29
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
NOTES
Nomenclature Change: During the fourth quarter of 2008, the 325D and 330D
nomenclature changed. The 325D became the 329D and the 330D became the 336D for
most arrangements.
The exceptions are as follows:
- The nomenclature for the 325D MH and 330D MH did not change.
- The nomenclature for the 325D FM and 330D FM did not change.
- The 325D HD HW did not change into 329D HD HW. This model is being discontinued.
However, the 330D HD HW changed to the 336D HD HW.
MAIN CONTROL VALVE GROUP AND RETURN SYSTEM

Stick Cylinder
Bucket Cylinder Boom Cylinders
Swing Motor Travel Motors
Main Control Valve Group

Pilot
Control
Valves
Priority
Pilot Manifold Valves
Main
Pilot M
Hydraulic
Pump
Pumps
Fan
Fan Pump
Motor
Tank
The Fan Motor and Pump are only used on the 330D and 336D
INTRODUCTION
The main hydraulic system is a Negative Flow Control (NFC) 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 to through the return system to the hydraulic tank.
4 9
7 10
2 3 5 11
6
13
12
1 8
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 medium 320D-336D main control
valve is similar to the medium 300C Series valve. The components shown above include:
- right side NFC relief valve (1) - main relief valve (8)
- stick 2 (2) - left travel (9)
- boom 1 (3) - swing (10)
- bucket (4) - stick 1 (11)
- attachment (5) - boom 2 (12)
- right travel (6) - auxiliary valve for tool control (13)
- straight travel valve (7)
MAIN CONTROL VALVE

NEUTRAL
Parallel
Feeder
Boom Stick Left Passage Right Boom Stick
2 1 Swing Travel Travel Attach Bucket 1 2
NFC Signal Drive Pump NFC Signal

Pressure for Inlet Port Pressure for
Idler Pump Drive Pump
Idler Pump
Inlet Port
Return NFC Return Center Straight Travel Center Return NFC Orifice
Port Orifice Passage Bypass Valve Bypass Passage
Passage Passage
The above illustration shows a cross-sectional view of the main control valve group as viewed
from the rear of the machine, facing forward.
The main control valve group is constructed of two valve blocks that are connected together.
The drive pump provides oil flow for the right side of the main control valve group. The idle
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 right 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
travel, the attachment, the bucket, the boom 1, and the stick 2 valves to the NFC control orifice.
The NFC control orifice allows the oil to return to tank with a restriction.
This restriction provides an NFC signal pressure which is sent to the drive pump to maintain
the drive pump at minimum angle when the control valves are all in NEUTRAL. In
NEUTRAL this NFC signal is the same as the supply pressure.
The oil in the parallel feeder passage flows in parallel to the attachment, the bucket, the
boom 1, and the stick 2 valves. Since 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.
MAIN CONTROL VALVE GROUP

NEGATIVE FLOW CONTROL OPERATION - NEUTRAL
Drift
Parallel Feeder Reduction
Passage Valve
Stick Regen Straight Travel

Valve Solenoid
Boom 2 Attachment Bucket
Valve Valve
Right
Boom 1 Stick 2
NFC Straight Travel
Relief Travel
Valve
Stick 1 Swing Left

NFC Travel
Orifice Main
Relief
Swing Variable Swing

Stick Unloading PRV Line Relief Parallel Feeder Boom Regen NFC
Priority Valve
Valve and Makeup Passage Valve Relief
NFC Signal Valve Valve
Line (Idler Pump)
Idler Pump
M NFC Signal
Pilot Oil Line (Drive Pump)
Heavy Lift Drive Pump Pilot Pump
Solenoid
The schematic for the main control valve group is shown above. All of the circuit control
valves are in NEUTRAL.
Oil from the idler pump and drive pumps flows to the straight travel valve. From the straight
travel valve, the supply oils flow through the center envelop of all of the control valves in
NEUTRAL. Some of the supply oil also enters the parallel feeder passages.
Since the control valves are in NEUTRAL the supply oil flows through all of the valves to the
tank. Some of this oil becomes NFC signal oil and destrokes the two pumps.
SERV1852-02 - 10 - Text Reference
Load
Check
Port A Port B CONTROL VALVE
Valve NEUTRAL
Parallel Line Relief

Feeder and Makeup
Passage Valve
Pilot Pilot
Valve Valve
Centering
Spring
Control
Center Spool
Full NFC
Signal Bypass
Passage
Load
Check
Valve
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.
The valve spool is spring centered in 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 signal pressure to the pump control valve. The high NFC
signal pressure causes the pump to destroke to a standby condition.
CONTROL VALVE
Load Check Port A Port B INITIAL MOVEMENT
Valve
Parallel Feeder
Passage
Pilot Pilot
Valve Valve
Center Bypass Control

Passage Spool
Reduced
NFC Signal
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 begins to close. This movement
causes NFC signal pressure to decrease, which causes 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 supply 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.
CONTROL VALVE
FULL SHIFT
Load Check Port A Port B
Valve
Parallel Feeder
Passage
Pilot Pilot
Valve Valve
Control
Center Bypass
Spool
Passage
Reduced
NFC Signal
As the operator moves the joystick for a full shift, the pilot pressure on the end of the spool
increases. This increased pilot pressure causes the spool to fully shift.
The center bypass passage is fully closed, which blocks the oil flow to the NFC signal passage
to the pump control valve. When the NFC signal pressure is fully reduced, the pump fully
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.
MAIN CONTROL VALVE GROUP

NEGATIVE FLOW CONTROL OPERATION - CONTROL VALVE SHIFTED
Parallel Feeder Drift

Passage Reduction
Valve
Stick Regen Straight Travel

Valve Solenoid
Boom 2 Attachment Bucket
Valve Valve
Right
Travel Boom 1 Stick 2
NFC Straight
Relief Travel
Valve
Stick 1 Swing Left

NFC Travel
Orifice Main
Relief
Swing Variable Swing

PRV Priority Valve Line Relief Parallel Feeder Boom Regen NFC
Stick Unloading NFC Signal and Makeup Passage Valve Relief
Valve Line (Idler Pump) Valve Valve
Idler Pump
NFC Signal
M
Pilot Oil Line (Drive Pump)
Heavy Lift Drive Pump Pilot Pump
Solenoid
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 signal pressure is at maximum pressure. The NFC signal pressure flows
through the control line to the idler pump control valve. The NFC signal pressure present at the
pump control valve causes the swashplate to move 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. 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 flow output increases to maximum.
The individual circuits of the main control valve group will be covered in more detail later.
Port A Port B CONTROL VALVE

Load Check
FINE CONTROL
Valve
Parallel Feeder
Passage
Pilot Pilot
Valve Valve
Control
Center Bypass Spool
Passage
Reduced
NFC Signal
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 NFC signal
pressure to the drive pump control valve decreases. The reduced NFC signal causes the drive
pump to move toward maximum angle. The drive pump output increases proportional to the
reduction in NFC signal pressure.
10
Additional Components
The main relief valve (1) is located in the left half of the main control valve group. The main
relief valve limits the maximum operating pressure of the the travel and implement hydraulic
circuits. For the NACD market the 300D Series main relief valve has two settings. One
setting is for the standard maximum pressure and the other setting is for Heavy Lift. In all
other markets Heavy Lift is optional.
When energized the heavy lift solenoid (not shown) sends a pilot signal through the line (2) at
the top of the relief valve to increase the pressure setting of the main relief valve.
When heavy lift is selected, the Machine ECM limits engine speed to speed dial 6 and activates
the heavy lift solenoid The heavy lift solenoid directs pilot oil to the main relief valve to
increase the relief valve setting. At the same time the Machine ECM increases the power shift
pressure to decrease the pump output flow. Decreasing the pump output flow provides
increased controlability and hydraulic smoothness during a heavy lift operation.
The Heavy Lift Mode limits the pumps to a maximum of approximately 60% of the normal
hydraulic horsepower. Heavy Lift Specs:
- Engine rpm for Heavy Lift is the engine speed dial 6 setting.
- Hydraulic horsepower is limited to 60% of full power during Heavy Lift.
- Main relief maximum pressure during Heavy Lift is 36000 kPa ± 490 kPa
(5225 ± 70 psi).
1
11
12
Heavy lift is activated by pressing the heavy lift switch (1) on the soft switch panel (2) in the
operators station. The heavy lift switch is an input to the Machine ECM.
The heavy lift solenoid (3) is located near the hydraulic tank and below the main control valve
group.
STRAIGHT TRAVEL CONTROL VALVE

Heavy Lift
AND MAIN RELIEF VALVE Solenoid
Pilot Oil
Main
Control Valve
Straight
Travel Solenoid Straight Travel
Main Solenoid
Travel Relief
Control Valve
Parallel Valve
Center
Feeder
Bypass Right
Left Straight Travel
Control Valve
Center Parallel
Bypass Right Feeder Right
Center
Bypass
Left Main
Relief Drive
Check
Valve Pump
Valves
Center
Bypass Left
Parallel
Feeder Right
Idler
Idler Pump
Pump
E
Drive
Pump Parallel
Feeder Left
Straight Travel
Control Valve
Pilot Oil
Heavy Lift
Solenoid
13
The drive pump oil flow enters the main control valve group through the upper delivery line.
The idler pump oil flow enters the main control valve group through the lower delivery line.
The drive pump oil and idler pump oil pressures work against the two check valves.
The oil from both pumps is directed to the appropriate passages by the straight travel valve.
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 supply pressure
circuit does not enter the other supply pressure circuit if the pressure is lower.
For example, if the bucket was being closed at a high pressure and no other function was active,
the lower check valve would close. The check valve would prevent the drive pump oil from
flowing through the center bypass in the left circuit. This action ensures that the higher supply
pressure is always sensed at the relief valve.
The relief valve will open when a circuit is stalled, limiting the maximum system pressure.
MAIN RELIEF VALVE
Heavy Lift Heavy Lift Heavy Lift

Solenoid HEAVY LIFT OFF Solenoid Solenoid
HEAVY LIFT OFF HEAVY LIFT ON
Pilot Pilot Pilot

Oil Oil Oil
Adjustment Adjustment
Nut Nut
Lock Nut Lock Nut
Lock Nut Lock Nut

Spindle
Spindle
Piston Piston
Poppet Poppet Unloading

Unloading
Spool
Spool
Orifice
Orifice
Pump Pump Pump

Supply Supply Supply
CLOSED OPEN CLOSED
14
The above illustration shows the pilot operated main relief valve equipped with the heavy lift
solenoid.
At lower system pressures the poppet is held against the the seat by the force of the spring.
System pressure in the passage flows through the orifice into the spring chamber above the
unloading spool. When the force applied by system pressure is less than the value of the upper
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 holds the
unloading spool down.
As the system pressure nears the main relief valve pressure setting, the force of the system
pressure in the lower spring chamber overcomes the force of the upper spring. This causes the
poppet to unseat, allowing system oil to flow around the poppet to the return passage. As the
oil in the lower spring chamber flows around the poppet, additional system pressure oil flows
through the orifice into the lower spring chamber at a reduced pressure.
System pressure overcomes the force of the oil pressure in the lower spring chamber and the
spring, causing the unloading spool to move upward. As the unloading spool moves upward,
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 upper spring.
Heavy Lift increases the maximum system pressure. When the Heavy Lift is activated, the
Heavy Lift solenoid is energized sending pilot hydraulic oil to the top end of the main relief
valve.
The pilot hydraulic oil pushes the piston down compressing the poppet spring to increase the
maximum system pressure.
To adjust the maximum system pressure turn the adjustment nut in or out.
To adjust the Heavy Lift pressure setting, the spindle must be turned in or out. The Heavy Lift
pressure setting should be adjusted first before adjusting the normal relief pressure.
LINE RELIEF AND MAKEUP VALVE
CLOSED RELIEF MAKEUP
Poppet
Poppet Spring
Spring
Chamber Chamber
Spring
Spring
Inner Step
Inner Spool
Spool
Outer Outer Outer

Spool Spool Spool
Piston Piston
15
The above illustration shows a combination line relief and makeup valve in the closed, relief,
and makeup positions.
At lower system pressures, the poppet is held against a seat by the force of the upper spring.
The circuit pressure in the passage flows through a cross-drilled orifice in the piston to the
spring chamber above the inner spool. When the force applied by system pressure is less than
the value of the upper 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 lower spring chamber overcomes the force of the upper spring. This causes the
poppet to unseat, allowing system oil to flow around the poppet to the return passage. As the
oil in the lower spring chamber flows around the poppet, additional system pressure oil flows
through the orifice in the piston from the lower spring chamber at a reduced pressure.
System pressure overcomes the force of the oil pressure in the lower spring chamber and the
spring, causing the inner spool to move upward. As the inner spool moves upward, 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.
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
above 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 outer spool and oil flows from the return system to the
lower pressure hydraulic circuit.
NFC Signal END HOUSINGS

NEGATIVE FLOW
CONTROL
NFC Orifices
NFC
Relief Valve
From Center
Bypass Passage
16
A NFC relief valve and orifice is located in the housing at each end of the main control valve
group. The NFC relief valve on the right half of the main control valve group controls the NFC
signal to the drive pump. The NFC relief valve on the left half of the main control valve group
controls the NFC signal to the idler pump. The two reliefs work similarly.
Oil enters the NFC orifices 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 NFC 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 from one end of the
main control valve group to the other 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 a control valve was 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 relief valve would close again once the pressure spike was diminished.
RETURN HYDRAULIC SYSTEM
Slow Return Bypass

Check Valve Check Valve
Return Filter
Cooler Bypass
Valve Group
Cooler
Tank
Case Drain Filter
17
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

18
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 CHECK VALVE
Slow Return Return Passage from

Check Valve Main Control Valve Group
Inlet Line Makeup Line

to Oil Cooler from Swing Motor
Plug
Bypass
Check Valve
Return Line from Return Line to

Hydraulic Oil Cooler Return Filter
19
Return oil from the main control valve flows from the return line into the housing for the slow
return check valve as shown above. The return oil flows to the slow return check valve and to
the makeup line for the swing motor. The back pressure created by the slow return check valve
ensures that makeup oil is available 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.
The plug located below the makeup line to the swing motor can be removed to install a minimal
back pressure return for a hydraulic attachment, such as a hydraulic hammer.
20
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 flows to the hydraulic return filter.
1
2
4
21
Return oil flow from the hydraulic oil cooler flows into the return filter (1), which is mounted
at the rear of the hydraulic tank on smaller machines. On larger machines, the filter is inside
the hydraulic tank. The return filter has a bypass valve that directs the return oil to the
hydraulic tank if the filter becomes plugged.
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 gage (3) is located to the right of the return filter.
The case drain filter (4) receives case drain oil from the swing motor, idler and drive main
hydraulic pumps, and left and right travel motors. On the 330D/336D the filter also receives
case drain oil from the fan motor.
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.
22
CONCLUSION
This presentation has provided information for the 320D-336D Caterpillar Hydraulic
Excavators.
This section of the presentation covered the main control valve group and the return hydraulic
system.
When used in conjunction with the service manual, the information in this package should
permit the technician to do a thorough job of analyzing a problem in these systems.
For service repairs, adjustments, and maintenance, always refer to the Operation and
Maintenance Manual, Service Manuals, and other related service publications.

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SERV1852-02

GLOBAL SERVICE LEARNING

320D-336D HYDRAULIC EXCAVATORS -

Service Training Meeting Guide

Estimated Time: 1 Hour

The exceptions are as follows:

MAIN CONTROL VALVE GROUP AND RETURN SYSTEM

Swing Motor Travel Motors

Main Control Valve Group

The main hydraulic system supplies the following circuits:

Main Control Valve Group

MAIN CONTROL VALVE

NFC Signal Drive Pump NFC Signal

MAIN CONTROL VALVE GROUP

Stick Regen Straight Travel

Stick 1 Swing Left

Swing Variable Swing

Parallel Line Relief

The control valve above is shown in NEUTRAL.

Center Bypass Control

MAIN CONTROL VALVE GROUP

Parallel Feeder Drift

Stick Regen Straight Travel

Stick 1 Swing Left

Swing Variable Swing

Port A Port B CONTROL VALVE

STRAIGHT TRAVEL CONTROL VALVE

MAIN RELIEF VALVE

Heavy Lift Heavy Lift Heavy Lift

Pilot Pilot Pilot

Lock Nut Lock Nut

Lock Nut Lock Nut

Poppet Poppet Unloading

Pump Pump Pump

CLOSED OPEN CLOSED

LINE RELIEF AND MAKEUP VALVE

CLOSED RELIEF MAKEUP

Outer Outer Outer

NFC Signal END HOUSINGS

RETURN HYDRAULIC SYSTEM

Slow Return Bypass

Case Drain Filter

Return Hydraulic System

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

SLOW RETURN CHECK VALVE AND BYPASS CHECK VALVE

Slow Return Return Passage from

Inlet Line Makeup Line

Return Line from Return Line to

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