320D2&GC HydEx M07 MainHydPumps EN TXT-Participant

Global Service Training
320D2 and 320D2 GC Hydraulic Excavators

Main Hydraulic Pumps
Module 7 - Text Reference
SERV2046
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SERV2046 - 04/15 -2- Module 7 - Main Hydraulic Pumps
TABLE OF CONTENTS
Safety Briefing�� 3
Purpose�� 4
Reason�� 5
Competency statement�� 6
Learning outcomes�� 7
MAIN HYDRAULIC PUMPS SYSTEM OVERVIEW�� 8
Main Hydraulic Pumps - Components and service points�� 10
MAIN HYDRAULIC PUMPS - SYSTEM OPERATION�� 22
Purpose review�� 39
Reason review�� 40
Competency Statement review�� 41
Learning Outcomes Review�� 42
Module Conclusion�� 43

Safety Briefing
• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material
Safely Home. Everyone. Every Day.™
3
Safety Briefing
Before beginning this module, the following topics will be reviewed:

• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material
Safely Home. Everyone. Every Day.™

PURPOSE
This module is designed to ensure participants are

able to locate, identify, and describe the function of
all major components and service points of the main
hydraulic pumps and pump regulators and demonstrate
knowledge of main hydraulic pumps’ operation and
control.
4
Purpose

REASON
This training is necessary for participants to be able to

locate and identify the main hydraulic pumps, pump
regulators, pump components and service points, as
well as demonstrate knowledge of pump operation and
pump control in order to diagnose and correct hydraulic
pump problems. These skills and abilities will ensure
customers experience quick and accurate resolution of
hydraulic system complaints.
5
Reason

COMPETENCY Statement
At the completion of this training session, participants

will be able to locate and identify components and
service points of the main hydraulic pumps and
pump regulators, describe the function of the major
components of the pumps, and demonstrate the
ability to test and make adjustments to the pumps
during lab exercises. Participants will also be able to
demonstrate general knowledge of the main hydraulic
pumps operation and describe the strategies used for
controlling pump flow during a classroom
post-assessment with at least 80% accuracy.
6
Competency statement

LEARNING OUTCOMES
Participants will meet the following learning

outcomes during this Main Hydraulic Pumps
module of the 320D2 and 320D2 GC Hydraulic
Excavators course:
• Locate, identify, and describe the function of all
major components and service points of the main
hydraulic pumps and pump regulators.
• Test and make adjustments to the main hydraulic
pumps and pump regulators.
• Describe the operation of the main hydraulic pumps
and the methods and strategies used to control
pump flow rates.
7
Learning outcomes

MAIN HYDRAULIC PUMPS

(14)
Bucket
Cylinder
(11) (10)
(12) (9)
Left Travel Right Travel
(13) Boom Swing Motor
Motor Motor
Stick Cylinders
Cylinder
(8)
Main Hydraulic Control Valve
(7)
Operator
Controls
(5) (3) (2) Main
(6) (1)
Cooling Pilot Hydraulic
Pilot Engine
& Return Pump Pumps
Manifold
System
(4)
Pilot Filter &
Relief Valve
(15) Hydraulic Oil Tank

8
MAIN HYDRAULIC PUMPS SYSTEM OVERVIEW
• Overview of the main hydraulic This module covers the Main Hydraulic Pumps (2), the pump regulators, and other
pumps and the related pump control components of the 320D2 and 320D2 GC Hydraulic Excavators. The
components that are discussed pumps are controlled by regulators that use a Negative Flow Control (NFC) signal
in this module system and a Power Shift Pressure Reducing Valve (PSPRV) to control the
pressure and flow of the pumps through a wide range of pressure and flow
conditions.
The main hydraulic pumps consist of two variable displacement piston pumps,
the drive pump and the idler (driven) pump, contained in an integral housing.
The Engine (1) directly powers the drive pump through a mechanical connection
(coupling) to the engine flywheel. A gear set inside the pump housing transfers the
rotational power from the drive pump to the idler pump. The drive pump and the
idler pump are identical in construction and operation. The pumps are sometimes
referred to as Side-By-Side (SBS) pumps.
The drive pump and the idler pump each have individual pump regulators that
control their oil flow rate. The two pump regulators are identical in construction and
operation.
The main hydraulic pumps draw oil from the Hydraulic Oil Tank (15) through a
main hydraulic suction tube. The pumps provide high pressure oil flow to the Main
Hydraulic Control Valve (8) for use in operating the boom, stick, bucket, swing,
travel, and attachment circuits. Operation of the main hydraulic control valve and
the implement, swing, and travel circuits will be discussed in subsequent modules
of this training package.

During normal implement and travel operation:

• Drive Pump: Supplies high pressure hydraulic oil flow to the right half of the
main hydraulic control valve, which contains the following control valve spools:
-- Right Travel control valve spool
-- Boom 1 control valve spool
-- Bucket control valve spool
-- Stick 2 control valve spool
• Idler Pump: Supplies high pressure hydraulic oil flow to the left half of the
main hydraulic control valve, which contains the following control valve spools:
-- Left Travel control valve spool
-- Boom 2 control valve spool
-- Swing control valve spool
-- Stick 1 control valve spool
The gear-type fixed-displacement Pilot Pump (3) provides oil flow to the Pilot Oil
Filter and Relief Valve (4). The pilot relief valve is installed in the pilot oil filter base
and sets the pilot oil pressure. Pilot pressure oil is supplied to the PSPRV, installed
in the main hydraulic pump housing. The PSPRV is used to reduce pump flow rate
if the hydraulic horsepower demand from operation of the implements begins to lug
the engine below its rated engine rpm.
Operation of the pilot pump and the pilot relief valve are discussed in the Pilot
Hydraulic System module of this training package.
NOTE: Callouts on illustrations not discussed in the text on this page, as

well as subsequent pages, are for reference purposes only.

5
6
4
7 8
9
3
2
1
12 11 10
13
10
• 320D2/320D2 GC main hydraulic Main Hydraulic Pumps - Components and service points
pumps - component and service Pump Compartment Components and Service Points
point identification and function:
-- Drive pump (1) The main hydraulic pumps are located in the pump compartment, which is situated
-- Pilot oil pump (2) at the right, rear of the machine. The drive pump (1) and the idler (or driven)
-- Drive pump pressure sensor (3) pump (11) are both contained in an integral pump housing. The drive pump and
idler pump are identical in construction and operation. The design of the main
-- Power Shift PRV (4) (PSPRV) hydraulic pumps is the same on the 320D2 and the 320D2 GC machines.
-- PSPRV pressure test port (5)
The drive pump is closest to the rear of the machine and the idler pump is nearest
-- Pump discharge hoses (6) to the front of the machine. The drive pump (sometimes called the right pump
-- Drive pump discharge pressure or the rear pump), provides oil flow to the right half of the main hydraulic control
test port (7) valve. The idler pump (sometimes called the left pump or the front pump) provides
-- Idler pump discharge pressure oil flow to the left half of the main hydraulic control valve. Oil flow from the pumps
test port (8) is used for operation of the boom, stick, bucket, swing, travel, and high pressure
attachment functions. The main hydraulic pumps draw hydraulic oil from the
-- Idler pump pressure sensor (9)
hydraulic oil tank through the main hydraulic oil suction tube (13).
-- Power Shift PRV alternate
pressure test port (10) Both of these variable-displacement piston-type pumps have their own pump
-- Idler pump (11) (also called regulator. Both pump regulators are identical in construction and operation. The
driven pump) two regulators control the oil flow and pressure of the two pumps, independently.
The combined maximum pump flow rate on the 320D2 machines with the 7.1 L
-- Medium pressure pump
engine is approximately 396 L/min (104.6 gpm), at 8 mPa (1160 psi). The
location (12) (if equipped)
combined maximum pump flow rate on the 320D2 GC machine with the 3054C
-- Main hydraulic oil suction engine is approximately 388 L/min (102.5 gpm), at 5 mPa (725 psi).
tube (13)

A medium pressure pump (not shown) may also be present, if the machine is
equipped with a medium pressure system. The medium pressure pump would be
driven by a through-drive shaft from the idler pump.
High pressure pump supply oil to the left and right halves of the main hydraulic
control valve is delivered through the two pump discharge hoses (6) connected to
the pump discharge ports at the top of the pump case. The drive pump discharge
pressure may be tested at the rear pressure test port (7) and the idler pump
discharge pressure may be tested at the forward pressure test port (8).
Pilot oil from the pilot oil pump (2) is sent to the pilot oil filter, where the pilot relief
valve installed in the filter base sets the pilot oil pressure. Pilot pressure oil is
supplied to the Power Shift Pressure Reducing Valve (PSPRV) (4) for the Power
Shift Pressure Strategy.
Power shift pressure may be tested at the upper test port (5), above the PSPRV or
at an alternate test port (10) installed beneath the idler pump regulator. The drive
pump pressure sensor (3) and the idler pump pressure sensor (9) measure the
discharge pressure for the respective pumps. The drive pump pressure sensor is
listed in the monitor and/or Cat Electronic Technician (Cat ET™) as the Pump 1
pressure sensor. The idler pump pressure sensor is listed as Pump 2. The signal
from these sensors are inputs to the Machine ECM, which uses the sensors for the
following:
• Two-Speed Travel Strategy: Used to determine when to activate high speed
travel and low speed travel.
• Power Shift Pressure Strategy: Used to DESTROKE both pumps and
reduce the pump flow rate if operation of the hydraulic horsepower demand for
implement operation begins to lug the engine below its target engine rpm.

(1) MAIN HYDRAULIC PUMPS

Case Drain TOP - REAR VIEW
(10) Hose Connection
Power Shift (2)
Pressure Drive Pump (3)
Test Port Discharge Port Case Drain
Pressure
Test Port
(4)
Idler Pump
(9) Discharge Port
Power Shift
PRV
(8)
Power Shift
Pressure
Hose
(7)
NFC 1 Signal
Pressure Port
(6)
Drive Pump
Regulator
(5)
Drive Pump
Discharge Pressure
Test Port
12
Main Hydraulic Pumps - Sub-Components and Service Points
• Main hydraulic pumps The image above shows the main hydraulic pumps as viewed from the top, rear of
component location and the machine. The major components and features of the pumps are identified in
identification - view is from the the image above and a description of their basic functions follows:
top, rear of the machine
• Case Drain Hose Connection (1): Directs case drain oil from the pump case
• Brief description of the function into a hose that carries the oil to the case drain oil filter.
for each component and feature
• Drive Pump Discharge Port (2): A large hose connected to this port directs
high pressure supply oil to the right half of the main hydraulic control valve.
• Case Drain Pressure Test Port (3): Allows the technician to attach a
pressure gauge to test the case drain oil pressure in the pump case.
• Idler Pump Discharge Port (4): A large hose connected to this port directs
high pressure supply oil to the left half of the main hydraulic control valve.
• Drive Pump Discharge Pressure Test Port (5): Allows the technician to
attach a pressure gauge to test the oil pressure in the drive pump circuit.
• Drive Pump Regulator (6): Controls the pressure and flow of the high
pressure discharge oil from the drive pump.

• NFC 1 Signal Pressure Port (7): Port through which the NFC 1 signal is
directed into the control piston spring chamber of the drive pump regulator.
Fitted with the NFC 1 signal line from the NFC 1 signal relief valve in the right
half of the main hydraulic control valve.
• Power Shift Pressure Hose (8): Directs oil from the PSPRV to the idler pump
regulator.
• Power Shift PRV (9): ENERGIZED by the Machine ECM to direct pilot
pressure oil to act on both pump regulators when the pumps’ pressure and
flow demands begin to decrease engine speed below its target rpm for the
given speed dial setting.
• Power Shift Pressure Test Port (10): Allows the technician to attach a
pressure gauge to test the power shift pressure.

MAIN HYDRAULIC PUMPS (1)

BOTTOM - FRONT VIEW Idler Pump
Discharge Pressure
Test Port (2)
(8)
Medium Idler Pump
Pressure Pump Regulator
Location
(Attachment)
(3)
NFC 2 Signal
Pressure Port
(7)
Pilot Oil
Pump
(4)
Power Shift
Pressure Test Port
(alternate location)
(6)
Pump Suction Tube
Connection
(Pump Inlet)
D
(5) FW
Pressure Hose from
Power Shift PRV
14
• Main hydraulic pumps The image above shows the main hydraulic pumps as viewed from the bottom,
component location and front of the machine. The major components and features of the pumps are
identification - view is from the identified in the image above and a description of their basic functions follows:
bottom, front of the machine
• Idler Pump Discharge Pressure Test Port (1): Allows the technician to
attach a pressure gauge to test the oil pressure in the idler pump circuit.
• Idler Pump Regulator (2): Controls the pressure and flow of the high
pressure discharge oil from the idler pump.
• NFC 2 Signal Pressure Port (3): Port through which the NFC 2 signal is
directed into the control piston spring chamber of the idler pump regulator.
Fitted with the NFC 2 signal line from the NFC 2 signal relief valve in the left
half of the main hydraulic control valve.
• Power Shift Pressure Test Port (alternate location) (4): Allows the
technician to attach a pressure gauge to test the power shift pressure.
(May not be present.)
• Pressure Hose from the Power Shift PRV (5): Directs power shift pressure
oil from the PSPRV to the idler pump regulator.
• Pump Suction Tube Connection (6): Oil inlet through which the main
hydraulic pumps draw oil from the hydraulic oil tank, via the main hydraulic oil
suction tube.

• Pilot Oil Pump (7): A gear-type fixed-displacement pump driven by a

through-drive shaft from the drive pump that supplies oil to the pilot oil
manifold, which sets the pilot oil pressure and distributes the oil to all pilot
system components. Pilot oil is used by the PSPRV as one pressure hydraulic
pressure inputs to the pump regulators for controlling the main hydraulic
pumps.
• Medium Pressure Pump Location (attachment) (8): If equipped, a

gear-type fixed-displacement pump can be installed at this location. The
medium pressure system is used for auxiliary functions of work tools and other
attachments that can be installed in place of the standard excavator bucket.

10 9
8 5
7 6
4
3
11
2 1
12
13 15
14 16
16
Main Hydraulic Pumps Regulator - Component Identification
• Main hydraulic pump regulator: The illustration above shows the drive pump regulator and its component parts.
The regulator housing has been made transparent in order to view the actual
-- Component location components and their mechanical operation. (The idler pump regulator is identical
in construction and operation.) The major components and features are identified
in the image above and a description of their basic functions follows:
-- Brief explanation of each
component’s functionality • First Stage Adjustment Screw (1): Allows the technician to make
adjustments to the pump’s flow rate in the 11,800 kPa (1700 psi) to 19,600 kPa
• View of the drive pump regulator (2850 psi) pressure range, for constant horsepower control. Turning the screw
from the rear of the pump and inward increases the pump flow rate. This adjustment screw regulates the
machine pressure, or the point at which the drive pump begins to destroke (large
spring adjustment).
• Inner Locknut (2): Loosened to allow the constant horsepower control first
stage adjustment screw to be turned. The locknut is tightened to prevent
movement of the screw once an adjustment has been made.
• Second Stage Adjustment Screw (3): Allows the technician to make
adjustments to the pump’s flow rate in the 27,500 kPa (4000 psi) to 34,300 kPa
(4950 psi) pressure range, for constant horsepower control. Turning the screw
inward increases the pump flow rate. This adjustment screw regulates the
rate at which the pump will destroke (small spring adjustment).
• Outer Locknut (4): Loosened to allow the constant horsepower second stage
adjustment screw to be turned. The locknut is tightened to prevent movement
of the screw, once an adjustment has been made.

• Constant Horsepower Control Spool (5): Affected by NFC signal pressure,

power shift pressure, and/or cross sensing signal pressure (from the opposite
pump) to control the flow of oil to and from the large end of the actuator.
• Small Spring (6): Act upon the right end of the horsepower control spool,
exerting a force to move the spool to the left. The spring force determines
the pressure at which signal oil will move the spool to the right. The force
of the small spring is adjusted using the Constant Horsepower Control fine
adjustment screw.
• Large Spring (7): Acts upon the right end of the horsepower control spool,
exerting a force to move the spool to the left. The spring force determines
the pressure at which signal oil will move the spool to the right. The force
of the large spring is adjusted using the Constant Horsepower Control large
adjustment screw.
• Sleeve (8): Contains cross-drilled holes in its periphery that direct pressure oil
to, or drain oil from, the large end of the actuator as the constant horsepower
control spool moves left or right inside. The sleeve is mechanically connected
to, and can be moved by, the control linkage to more precisely meter pressure
oil to or from the large end of the actuator
• NFC Control Piston (9): Acts upon the left end and moves the horsepower
control spool to the right to DESTROKE the pump when NFC signal pressure
is directed into the spring chamber. The higher the NFC signal pressure, the
more the piston moves right and the more the pump is DESTROKED.
• NFC 1 Signal Pressure Port (10): Fitted with the NFC 1 signal line, from the
right half of the main hydraulic control valve. When no implement or travel
control spools are moved in the right half of the main hydraulic control valve,
full NFC signal pressure is directed through the port into the control piston
spring chamber. (NFC 2 signal pressure from the left half of the main hydraulic
control valve is sent to the idler pump regulator.)
• Minimum Angle Adjustment Screw (11): Used to limit the movement of
the actuator to the left, which controls the minimum angle of the drive pump
swashplate. Moving the screw inward INCREASES the swashplate’s minimum
angle, thereby INCREASING the drive pump flow rate in the DESTROKED
condition.
• Actuator (12): Acted upon by pressure oil at either end and is mechanically
connected to the pump swashplate and also to the sleeve, via the control
linkage. When the actuator moves to the right (toward maximum angle),
the swashplate angle and the drive pump flow rate INCREASES. When the
actuator moves to the left (toward minimum angle), the swashplate angle and
the drive pump flow rate DECREASES.
• Control Linkage (14): The mechanical connection between the actuator and
the sleeve. The linkage rotates about a pivot pin (13). When the actuator
moves to the right, the sleeve is moved slightly to the left. When the actuator
moves to the left, the sleeve is moved slightly to the right.
• Pump Swashplate (15): Mechanically connected to and moved by the
actuator to INCREASE or DECREASE the pump flow rate.
• Maximum Angle Adjustment Screw (16) is used to limit the movement
of the actuator to the right, which controls the maximum angle of the drive
pump swashplate. Moving the screw inward DECREASES the swashplate’s
maximum angle, DECREASING the drive pump flow rate in the UPSTROKED
condition.

There is no NFC adjustment screw for the main hydraulic pumps; however, there
is an adjustment procedure for this function. The NFC control piston adjustment
changes the modulation effect of the NFC pressure on the piston in the pump
regulator.
Adding a shim between the front of the spring and the rear shoulder on the piston
increases the spring force, which causes the drive pump to upstroke sooner
(less modulation) when a hydraulic function is ACTIVATED. Removing a shim
from this location decreases the spring force, which causes the drive pump to
upstroke later (more modulation) when a hydraulic function is ACTIVATED.
This procedure is documented in the Test and Adjust manual for the 320D2 and
320D2 GC Hydraulic Excavators.

MAIN HYDRAULIC CONTROL VALVE
LEFT HALF RIGHT HALF
(1) (2)
Drive Pump Idler Pump
Inlet Inlet
19
Drive Pump and Idler Pump Oil Flow Through the Main Hydraulic Control Valve
• Explanation of drive pump and The image above shows the rear of the main hydraulic control valve, as oriented
idler pump oil flow through the and viewed from the bottom, rear of the machine.
main hydraulic control valve
Oil from the drive pump enters the valve through a high pressure hose connected
to the Drive Pump Inlet (1) and flows through the RIGHT HALF of the valve.
Oil from the idler pump enters the valve through a high pressure hose connected to
the Idler Pump Inlet (2) and flows through the LEFT HALF of the valve.

MAIN HYDRAULIC CONTROL VALVE

(11) (10) (9) (8) (7) (6) (5) (4) (3)
Stick 2 Boom 1 Bucket Attachment Right Left Swing Stick 1 Boom 2
(12) Spool Spool Spool Spool Travel Travel Spool Spool Spool (13)
NFC 1 Spool Spool NFC 2
Signal Signal
to Drive to Idler
Pump Pump
(1) (2)
NFC 1 NFC 2
Signal LEFT HALF Signal
RIGHT HALF
Relief Relief
Valve Valve
20
Main Hydraulic Control Valve - NFC Signal System for Pump Control
• Explanation of the main hydraulic The image above shows the main hydraulic control valve, as oriented and viewed
control valve: from the top, front of the machine. The main hydraulic control valve is divided into
the right half and the left half. Oil from the main hydraulic pumps enters
-- Drive pump and idler pump oil through two pump inlets on the back of the valve and flows outward through both
flow through the valve halves of the valve.
Oil from the idler pump enters and flows through the center bypass passage of the
-- Control valve spools supplied left half of the valve, which contains the following control valve spools:
oil by the drive pump and idler • Left Travel Spool (6)
pump
• Swing Spool (5)
-- NFC signal relief valves send • Stick 1 Spool (4)
hydraulic signal to pump • Boom 2 Spool (3)
regulators for individual control
of the drive pump and idler The idler pump oil then flows to the NFC 1 Signal Relief Valve (2), which returns
pump the oil pressure as the NFC 1 Signal to the Drive Pump (12) regulator.
Oil from the drive pump enters and flows through the center bypass passage of the
right half of the valve, which contains the following control valve spools:
• Right Travel Spool (7)
• Attachment Spool (8)
• Bucket Spool (9)
• Boom 1 Spool (10)
• Stick 2 Spool (11)

The idler pump oil then flows to the NFC 2 Signal Relief Valve (2), which returns
the oil pressure as the NFC 2 Signal to the Idler Pump (13) regulator.
As control valve spools are shifted from operator requests, they close off the flow
of high pressure pump supply oil through the center bypass passages within the
valve. As the flow of oil through the valve is closed off, the signal pressure is
reduced or completely stopped. The decrease in signal pressure causes the
pump regulators to upstroke the pumps.
The basic principle of the NFC signal system is as follows:

• INCREASED NFC signal oil pressure from the main hydraulic control valve
DESTROKES the pumps.
• DECREASED signal oil pressure from the main hydraulic control valve
UPSTROKES the pumps.
As the spools move and signal pressure decreases, the pumps UPSTROKE to
provide the necessary oil flow.

(9)
Medium
(10)
Idler Pump MAIN HYDRAULIC PUMPS
Pressure Discharge CONSTANT FLOW
Circuits Pressure
(8) Idler Pump

(20) Control Spool
Main Valve (11)
Left Half NFC 2 Signal
Pressure
(2)
Idler
Pump
(21) (12)
(6) Cross
Engine Case Drain
(3) Medium Sensing Signal
Pressure Pressure
Pressure Pump
M (4) Pilot Pump
(1) (13)
Drive Power Shift
Pump (5) Actuator Pressure
(14) Power
Shift PRV
(15)
(19) NFC 1 Signal
Main Valve Pressure
(7) Drive Pump
Right Half
Control Spool
(18) Pilot Filter (16) Pilot Supply

(17)
Drive Pump
Discharge Pressure 22
MAIN HYDRAULIC PUMPS - SYSTEM OPERATION
Main Hydraulic Pumps Schematic
• Explanation of pump system The illustration above shows the schematic representation of the main hydraulic
operation using the pump pumps in the CONSTANT FLOW condition. As previously stated, the Drive
schematic Pump (1) provides oil flow to the Main Valve Right Half (19) and the Idler Pump (2)
provides oil flow to the Main Valve Left Half (20). The oil from the two pumps is
• The pumps are shown in the used to operate the high pressure circuits for boom, stick, bucket, swing, right
CONSTANT FLOW condition travel, and left travel. If the main valve contains a high pressure attachment valve,
the drive pump supplies oil for that circuit.
Medium Pressure Pump

If the machine is equipped with a medium pressure system for tool control, a
Medium Pressure Pump (3) will be installed and is driven by a through-drive shaft
from the Idler Pump. Oil flow from this gear-type fixed-displacement pump is sent
to the Medium Pressure Circuits (9) for operation of those attachments.
Pump Regulation
Each pump receives three different pressure signals to control pump flow rate:
• Power Shift (PS) Pressure (14), from the Power Shift PRV (14).
• Cross Sensing Signal Pressure (6), which is an average pressure from both
pumps.
• Negative Flow Control (NFC) Signal Pressure (11) and (15), from the main
hydraulic control valve signal relief valves.

Power Shift Pressure

The PSPRV solenoid receives a control signal from the Machine ECM. Pilot
Supply (16) oil from the Pilot Pump (4) is supplied to the PSPRV. The Machine
ECM sends a Pulse Width Modulated (PWM) signal to the PSPRV to regulate
Power Shift (PS) pressure in relation to the selected engine speed. The PS signal
to the Drive Pump Control Spool (7) and the Idler Pump Control Spool (8) is used
to ensure the engine maintains the desired engine speed for maximum productivity
when the pump load begins to lower engine speed below the target engine rpm,
given the engine speed dial position and the signal from the engine output speed
sensor. The software in the Machine ECM considers these inputs, as well as the
signals from the pump pressure sensors, to maintain a balance between desired
engine rpm and maximum available hydraulic power.
If the Machine ECM senses actual engine speed is falling below the target speed
(speed dial setting) due to a high hydraulic load from the main pumps, the Machine
ECM will increase the PS pressure. As PS pressure increases, the constant
horsepower control spools destroke the main pumps accordingly. This reduces
the load on the engine, allowing the engine to maintain the target engine speed.
If the engine rpm begins to rise above the target speed, the Machine ECM will
decrease PS pressure, causing the pumps to upstroke and produce more
flow. PS pressure may be tested at the Power Shift Pressure (13) test port.
PS pressure has the following effect on the main hydraulic pumps:
• As PS pressure decreases, pump output increases.
• As PS pressure increases, pump output decreases.
Cross Sensing Signal Pressure

Each pump’s pilot piston receives a Cross Sensing Signal Pressure (6). The
cross sensing signal pressure is an average of both pumps’ discharge pressures.
Orifices in the cross sensing signal passages from the pumps prevent small
pressure fluctuations from either pump from affecting the control spools, allowing a
smoother signal to be directed to the pump regulators.
In order to maintain the engine horsepower to the pumps at a constant rate, the
pump regulators receive the average delivery pressure of the drive pump and the
idler pump through the cross sensing control passages in the pump case. This
function is the Constant Horsepower Control Strategy.
Negative Flow Control (NFC) Signal Pressure

NFC signal pressure is the primary control pressure for both pumps. The
NFC 1 Signal Pressure (15) to the drive pump NFC control piston is generated
by the operation of the control valve spools in the right half of the main hydraulic
control valve. The NFC 2 Signal Pressure (11) to the idler pump NFC control piston
is generated by the operation of the control valve spools in the left half of the main
hydraulic control valve.
When the joysticks or travel levers are in the NEUTRAL position, or are only slightly
moved, the NFC signal is high. When the NFC control pistons receive a high NFC
signal from the main control valve, the pumps remain at a standby output flow, at
or near minimum pump displacement.
When a joystick or travel lever is moved from the NEUTRAL position, the NFC
signal from the corresponding implement/travel function is reduced in proportion
to control valve spool movement. This control valve spool movement reduces the
NFC signal to the NFC relief valves, which decreases the signal to the pump
regulator, which results in an INCREASE in pump output flow, proportionally.

The schematic of the main hydraulic pumps in the CONSTANT FLOW condition
iillustrates this concept. The drive pump is powered by the Engine (21). The drive
pump causes the idler pump to turn, via an internal gear connection.
Reduced PS pressure, cross sensing signal pressure, and the NFC signal pressure
all act upon the pump control spools (constant horsepower control spools and
NFC control pistons) to move them to the left. The large and small springs in the
regulator try to move the control spools back to the right. The resultant spring
forces and pressures move the pump control spools to a position that reduces
the pump discharge pressure as it flows across the control spool. This reduced
pressure oil is directed to the large end of the Actuator (5). With full pump
discharge pressure acting on the (left) small end of the actuator and reduced pump
discharge pressure acting on the (right) large end of the actuator, the difference in
the surface areas of the two ends of the actuator causes the actuator to move to a
balance point, depending on the pressures in the system.
Since the actuators are mechanically connected to the pump swashplates, the
swashplates move in relation to the actuators. When any of the control pressures
INCREASE, the actuators DECREASE the pump swashplate angles, and pump
flow rates are DECREASED. System pressure is maintained as the pumps
DESTROKE, but cylinder speed or swing/travel motor speed will DECREASE
proportionally with the decrease in oil flow rate.
In general, the pump regulators are always trying to UPSTROKE the main hydraulic
pumps. System pressures, NFC pressure, and power shift pressure (varied by
the Machine ECM) and operator requests to DESTROKE the pumps, depending
on machine and engine conditions. The resulting movement of the actuators from
all the pressures balances oil flow rate and system pressure to achieve the most
efficient use of the available hydraulic horsepower.
NOTE: During straight travel, each pump provides oil to the left and right
travel control valves as described above. If an implement or swing function
is activated during straight travel, the drive pump then supplies oil to both
the right and left travel control valves through the straight travel valve,
exclusively. The idler pump then provides oil to the implement and swing
control valves through the straight travel valve and then through the parallel
feeder passages.
The Straight Travel Strategy is discussed in detail in the Travel Hydraulic
System module of this ITTP.

(1)
Pump Drive Shaft
(2) (12)
Pump Drive Gear Pump Drive Gear
(Drive Pump) (Idler Pump)
(3)
Slipper Pad
(4)
Swashplate
(9) (11)
(5) Piston Retaining
Barrel Plate
(6)
Port Plate
(7) (8) (10)

Pilot Pump Through-Drive Pump Inlet
Shaft Passage 25
Main Hydraulic Pumps - Mechanical Operation
• Identification of main hydraulic A splined Pump Drive Shaft (1) is mechanically connected to and driven by the
pumps components engine flywheel via a coupling. A Pump Drive Gear (2) is connected to the Drive
Pump shaft and meshes with a Pump Drive Gear (12) on the Idler Pump shaft.
• Explanation of main hydraulic Since both pump drive gears have an identical number of teeth, they both rotate at
pumps operation the same speed and produce identical oil flow rates, given the same rpm and the
same control pressures. The Pilot Pump (7) is directly connected to and driven by
a splined Through-Drive Shaft (8) connected to the drive pump. The description
that follows explains the operation of the drive pump. The idler pump operates
identically.
The pump housing contains a rotating group, which consists of the Barrel (5), nine
Pistons (9), nine Slipper Pads (3), and a Retaining Plate (11). The barrel is splined
to the drive shaft. The nine pistons are set in bores in the barrel. The slipper pads
are held against the Pump Swashplate (4) by the retaining plate. When the engine
is running, the pump drive shaft causes the pump barrel to rotate.
As the barrel turns, the pistons are moved in and out of their bores by the slipper
pads as they slide against the angled swashplate. Movement of the pistons in and
out of their bores is referred to as the piston stroke. As the barrel rotates, hydraulic
oil is drawn through the Pump Inlet Passage (10), through a passage in the Port
Plate (6), and then into the piston bores as they rotate past the port plate passage.
The outward piston stroke is caused by the slipper pads pulling the piston UP as
the swashplate angle falls away (as shown above).

The angle of the swashplate determines the length of the piston stroke. As the
angle of the swashplate increases, the stroke of the pistons also increase.
As the length of the stroke increases, more oil is drawn into the bore by the
pistons and the output flow of the pump increases.
After the barrel and slipper pads have rotated approximately 180° around the
swashplate from the port plate passage, they are completely filled with oil. As
the rotating group continues to turn, the slipper pads force the pistons to move
inward as the swashplate angle moves inward (piston moving DOWN, as shown
above). When the pistons move inward, they pressurize and force the oil out of
the bore and through the outlet passage in the port plate. As the rotating group
nears approximately 360° of rotation, the pistons completely empty the bores of
oil as they pass by the outlet passage in the port plate. From the port plate outlet
passage, the pressurized oil then flows out through a passage in the case to the
front pump discharge port (not visible, due to the transparency of the pump case).
From the discharge port, the high pressure oil is then directed through a high
pressure tube and hose to the right half of the main hydraulic control valve. (The
idler pump delivers oil to the rear half of the main hydraulic control valve.)
When demand for high pressure pump discharge oil is INCREASED, the loss,
or decrease of the NFC signal from the right half of the main hydraulic control
valve causes the drive pump regulator to INCREASE the angle of the drive pump
swashplate, or UPSTROKE the pump.
When demand for high pressure pump supply oil is DECREASED, the INCREASE
in the NFC signal from the right half of the main hydraulic control valve causes
the pump regulator to DECREASE the angle of the drive pump swashplate, or
DESTROKE the pump.
The image of the pumps shows the drive pump (on the left) in the UPSTROKED
condition, which will supply the maximum flow rate of high pressure oil to the right
half of the main hydraulic control valve. The idler pump (on the right) is shown in
the STANDBY condition, with the swashplate at minimum angle. In the STANDBY
condition, the pump will supply the minimum flow rate of oil to the rear half of the
main hydraulic control valve.

POWER SHIFT PRESSURE SYSTEM

(5)
Idler Pump
Pressure Sensor
(6) (8)
Idler Idler Pump
Pump Regulator
(1)
Engine Output
(9)
Speed Sensor
Power Shift
PRV Solenoid
(10)
Drive Pump
(7) Regulator
Drive (11)
Pump Pilot
(4) Pump
Drive Pump
Pressure Sensor
(2)
Machine ECM
(3)
Engine
Speed Dial
27
Power Shift Pressure System Operation
• Explanation of power shift During machine operation, the Machine ECM (2) receives input signals from the
pressure system operation following components:
• Engine Output Speed Sensor (1)
• Engine Speed Dial (3)
• Drive Pump Pressure Sensor (4)
• Idler Pump Pressure Sensor (5)
The Machine ECM continuously monitors all of the input signals. The input signals
are processed by the Machine ECM, which responds by sending a PWM signal
to ENERGIZE the Power Shift PRV Solenoid (9). The Power Shift PRV (PSPRV)
is installed in a manifold connected to the drive pump regulator and assists in
controlling the pump flow rates of the Drive Pump (7) and the Idler Pump (6).
Pilot pressure oil from the Pilot Pump (11) flows through the pilot oil filter to the
valve cartridge controlled by the proportional solenoid of the Power Shift PRV. The
PWM signal sent from the Machine ECM causes the PSPRV to regulate the pilot
pressure to a reduced pressure. This reduced pressure is called Power Shift (PS)
pressure.
The PSPRV sends the PS pressure oil to the Drive Pump Regulator (10) and
the Idler Pump Regulator (8). The oil flow rate of drive pump and the idler pump
is controlled in accordance with the PS pressure. The PS pressure is used to
regulate the maximum allowable hydraulic pump output.
When the engine speed dial is in position 10, the Machine ECM varies the PS
pressure in relation to the actual speed of the engine. The PS pressure is set to
specific fixed values dependent upon the position of the engine speed dial. The
fixed PS pressures assist cross sensing pressure and NFC pressure with constant
horsepower control.
When the engine speed dial is set to position 10 and a hydraulic load is placed
on the engine, the engine speed could decrease to below the engine’s target
(desired) rpm. When this decrease begins to occur, the Machine ECM signals
the PSPRV to increase the PS pressure to the pump regulators. The increased
PS pressure 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 recovers to the target rpm. This function is referred to as Droop,
or Underspeed Control.
Engine Underspeed Control prevents the engine from going into a stall condition
when engine horsepower cannot meet the demands of the hydraulic pumps. The
PS pressure to the pump regulators enables the machine to maintain the target
engine speed for maximum productivity.
Power shift pressure has the following effect on the main hydraulic pumps:
• As power shift pressure decreases, pump flow rate increases.
• As power shift pressure increases, pump flow rate decreases.
Power shift pressure ensures that the pumps can use all of the available hydraulic
horsepower for the hydraulic system at all times without exceeding the limits of the
engine horsepower.

POWER SHIFT PRESSURE REDUCING VALVE

PROPORTIONAL SOLENOID VALVE OPERATION
(1) (8) (15)

Solenoid Solenoid Solenoid
(2) (9) (16)

Pin (4) Pin Pin
(11) (18)
(3) Spring (10) Spring (17) Spring
Spool Spool Spool
(5) Drain (12) Drain (19) Drain

(6) Power Shift Pressure (13) Power Shift Pressure (20) Power Shift Pressure
(7) Pilot Supply (14) Pilot Supply (21) Pilot Supply
No Power Shift Pressure Full Power Shift Pressure Reduced Power Shift Pressure
No PWM Current Maximum PWM Current PWM Current Decrease
29
Power Shift PRV Operation
• Explanation of the operation The solenoid controlled Power Shift Pressure Reducing Valve (PSPRV) that
of the Power Shift Pressure controls PS pressure is a solenoid valve that is installed in a manifold connected to
Reducing Valve in three the drive pump regulator. The controlling proportional solenoid is ENERGIZED by
conditions: PWM current from the Machine ECM. When ENERGIZED, the solenoid either
pressurizes or depressurizes the PS pressure passages that allow pilot oil to act
-- Low PS pressure from low equally upon the constant horsepower control spools in both pump regulators,
PWM current: depending on machine conditions. The Machine ECM regulates the PWM current
• Due to little or no load on the value based on the target engine rpm (determined by the engine speed dial
engine position) and the actual engine rpm, as well as other conditions on the machine.
• Full flow from pumps per the
NFC signal No Power Shift Pressure - No PWM Current
-- Full PS pressure from When there is little or no load on the engine from the main hydraulic pumps, the
maximum PWM signal: Machine ECM senses the engine is operating at its target rpm, so no PWM signal
• Due to actual engine rpm is sent to the controlling Solenoid (1). With the solenoid DE-ENERGIZED, the
falling below target rpm force of the Spring (4) moves the Spool (3) up, against the retracted Pin (2).
• Flow rate DECREASES as PS
pressure increases In this position, the spool closes off the Pilot Supply (7) passage and connects the
-- Reduced PS pressure from Power Shift Pressure (6) passage to the Drain (5) passage. This spool position
PWM current reduction drains any power shift pressure from the control spools in the pump regulators. In
• Due to decrease in the load on this condition, power shift pressure has no effect on pump flow rate.
the engine
• Flow rate increases as PS
pressure decreases

Full Power Shift Pressure - Maximum PWM Current

If the Machine ECM senses a decrease in engine speed below the target rpm,
the Machine ECM increases the PWM signal sent to the Solenoid (8), which
causes the magnetic force of the solenoid to increase, extending the Pin (9)
downward. As the magnetic force of the solenoid becomes greater than the force
of the Spring (11), the pin moves the Spool (10) down, compressing the spring.
The downward movement of the spool blocks the flow of power shift pressure
oil from the pump control spools to the Drain (12). At the same time, the spool
connects the Pilot Supply (14) passage to the Power Shift Pressure (13) passage.
If the solenoid is fully ENERGIZED, full pilot oil supply pressure is directed to act
upon the control spools in the pump regulators. In this condition, full PS pressure
DESTROKES the pumps, which REDUCES the pump flow rates. This action
REDUCES the load on the engine, allowing the engine to attain the target rpm.
Reduced Power Shift Pressure - PWM Current Decrease

The PS pressure controlled by the PSPRV is variable. The PS pressure depends
on the PWM current sent from the Machine ECM to the proportional PS solenoid.
When the pump load on the engine decreases, the Machine ECM will
DECREASE the PWM current to the solenoid. A decrease in the PWM current
will produce a lower PS pressure that is proportional to the load on the engine, for
any given speed dial position.
Similarly, when the engine is under higher loads, the Machine ECM will INCREASE
the PWM current to the solenoid. An increase in the PWM signal will produce a
higher PS pressure that is proportional to the load on the engine.
As the Machine ECM DECREASES the PWM current, the decrease in the
magnetic force of the Solenoid (15) coil begins retracting the Pin (16) that acts
upon the Spool (17). This allows the Spring (18) to shift the spool upward. As the
spool moves upward, the pressure and flow of the Pilot Supply (21) oil into the
Power Shift Pressure (20) passage is reduced. The reduction of pilot oil pressure
decreases the power shift pressure to the NFC control pistons in the pump
regulators. The DECREASE of power shift pressure to the pump regulators allows
the pump flow to increase.
PWM current and the resultant PS pressure have the following effect on the main
hydraulic pumps:
• As the PWM current DECREASES, PS pressure decreases, and pump
flow rates increase
• As the PWM current INCREASES, PS pressure increases, and pump flow
rates decrease
NOTE: The PWM current value from the Machine ECM to the power shift
pressure solenoid is determined by the engine speed dial position for any
given pump load (hydraulic horsepower load) on the engine. This value is
different for each of the 10 positions on the speed dial. The value may be
reconfigured using Cat ET or by using the monitor in the cab
(Service/Configurations/Throttle Dial Hyd Power). Each speed dial position
may be reconfigured individually.

PUMP REGULATOR OPERATION

STANDBY
(2)
Upper
(3)
Actuator B A
Pin
(1)
Drive
Pump
C C
A
(7) (4)
Maximum Minimum
Angle Stop Angle Stop
Screw Screw B
(6) (5)
A-A (3)
Pivot Control Actuator
Pin Linkage (2)
(15) Cross Sensing Signal Upper
Pin
(16) Power Shift Signal
(17) NFC Signal
(5)
Control
Linkage
(8) C-C (6)

Pivot (18)
Guide
(9) (10) (11) (19) (12) (13) (14)
Pin
(11)
B-B Swashplate
Horsepower Sleeve Lower Large Shoulder Pilot NFC Control Lower
Control Spool Pin Land Piston Piston Pin
31
Pump Regulator Operation - Standby
• Explanation of the pump The illustration above shows the drive pump regulator in the STANDBY condition.
regulator operation in the When all of the joysticks and the travel levers/pedals are in the NEUTRAL position,
STANDBY condition the control valve spools in the main hydraulic control valve are centered, allowing
drive pump oil to flow through to the NFC 1 relief valve. This pressure is sent to the
drive pump regulator as NFC Signal Pressure (17).
The Machine ECM controls the power shift pressure to a level that is determined by
comparing actual engine speed to the desired engine speed (speed dial position).
With no request for increased oil flow, the pumps place little load on the engine, so
engine rpm stays within acceptable parameters. The Machine ECM sends minimal
current to the PSPRV, resulting in decreased Power Shift Signal (16) pressure
being sent to act on the end of Pilot Piston (13). In this condition, the pilot piston
has no direct effect on the movement of the horsepower control spool.
Since NFC signal pressure is the primary control pressure for the pump regulators
and no requests for implement or travel operations have been made, the Drive
Pump (1) pressure, the NFC signal pressure, and the Cross Sensing Signal (15)
pressure are essentially equal. With all control valves in NEUTRAL, the NFC
signal pressure is sensed in the spring chamber at the right end of the NFC Control
Piston (14). This pressure causes the NFC control piston to move to the left,
against the force of its spring.

When the NFC control piston moves to the left, the pilot piston also moves to the
left. When the NFC signal pressure becomes high enough, the Large Land (19) on
the pilot piston contacts the right end of the Horsepower Control Spool (9), causing
it to also move to the left against the springs at the left end of the
Guide (8).
As the horsepower control spool moves to the left, the passage within the
Sleeve (10) that connects the large (right) end and the small (left) end of the
Actuator (3) is closed off. This spool position also allows oil at the right end of
the actuator to begin to drain into the pump case through the center passage in
the sleeve, then around the lands of the horsepower control spool. With pump
pressure still present at the left end of the actuator and little oil at the right end, the
actuator begins to move to the right, toward the Minimum Angle Stop Screw (4).
A Control Linkage (5) mechanically connects the actuator with the sleeve. The
control linkage is connected to the actuator by the Upper Pin (2) and is connected
to the sleeve by the Lower Pin (11). The control linkage rotates about the Pivot
Pin (6). As the actuator moves to the right, the control linkage rotates
clockwise (CW), which moves the sleeve further to the left. When the sleeve
moves to a position, relative to the lands on the horsepower control spool, that
allows the right end of the actuator to be completely drained of oil, the pressure on
its left end will move the actuator to the right until it contacts the minimum angle
stop screw.
At this point, the pump is now in the STANDBY condition, resulting in minimal oil
flow through the system.
The flow rate of the pump in the STANDBY condition is determined by the angle
of the swashplate. The minimum angle stop screw determines how far the
actuator can move to the right, and therefore, the pump flow rate in the STANDBY
condition. Turning the minimum angle stop screw out decreases the allowable
swashplate angle, which DECREASES the flow rate of the pump in the STANDBY
condition. Turning the minimum angle stop screw IN results in an INCREASE in
the flow rate of the pump in the STANDBY condition.
NOTE: The idler pump regulator operates in an identical fashion.


UPSTROKE - NFC SIGNAL DECREASE
(2)
Upper
(3)
Actuator B A
Pin
(1)
Drive
Pump
C C
A
(7) (4)
Maximum Minimum
Screw Screw B
(6) (5)
A-A (3)
Pin Linkage (2)
Pin
(17) NFC Signal
(5)
Control
Linkage
(8) C-C (6)

Pivot (18)
Guide
(9) (10) (11) (19) (12) (13) (14)
Pin
(11)
B-B Swashplate
Horsepower Sleeve Lower Spring Shoulder Pilot NFC Control Lower
Control Spool Pin Piston Piston Pin
33
Pump Regulator Operation - UPSTROKE from NFC Signal Decrease
• Explanation of the pump There are four conditions that can cause a pump to UPSTROKE, resulting in an
regulator operation in the increase in oil flow rate:
UPSTROKE condition due to an • decrease in the system pressure.
increase in NFC Signal pressure • decrease in the cross sensing signal pressure.
• decrease in power shift signal pressure.
• decrease in NFC signal pressure.
In this example, the drive pump regulator (above) is in the UPSTROKE condition
and the idler pump is in the STANDBY condition. This condition results in the
Cross Sensing Signal (15) pressure, an average of both pumps’ pressures that
is lower than the drive pump’s pressure. With engine rpm still within acceptable
parameters, the Machine ECM sends minimal current to the PSPRV, resulting in
decreased Power Shift Signal (16) pressure being sent to act on the right end of
Pilot Piston (13). In this condition, the pilot piston has no effect on the movement
of the Horsepower Control Spool (9).
When a joystick and/or travel lever/pedal is slowly moved from the NEUTRAL
position, the oil flow rate through the center bypass passage in the main hydraulic
control valve is decreaseD proportionally by the amount of movement of the
control valve spool(s) in the main valve.

The NFC Signal Pressure (17) is decreaseD proportionately to the amount

of control valve spool movement. Therefore, the NFC signal pressure sensed
in the chamber at the right end of the NFC Control Piston (14) is decreaseD
proportionately with the amount of movement of the joystick and/or travel
lever/pedal. The illustration above shows the drive pump regulator in the
UPSTROKED condition due to a decrease in NFC signal pressure.
With no NFC signal pressure in its spring chamber, the spring moves the NFC
control piston to the right. With the NFC control piston moved to the right, the
springs at the left of the Guide (8) begin to move the horsepower control spool to
the right. When the center land of the horsepower control spool moves far enough
to the right, full Drive Pump (1) pressure oil flows through the left cross-drilled
passage in the Sleeve (10) and then into a passage leading to the right (large) end
of the Actuator (3). With a larger effective area at the right than on the left, and
equal pump pressure at either end, the actuator moves to the LEFT.
As the actuator moves to the LEFT, the angle of the pump Swashplate (18) is
INCREASED (UPSTROKED) and the drive pump flow rate is INCREASED. As
the actuator moves to the LEFT, the Control Linkage (5) rotates counterclockwise
(CCW) about the Pivot Pin (6). This movement of the control linkage moves
the sleeve to the RIGHT, allowing full pump pressure to flow to the right end of
the actuator. The sleeve will move to the RIGHT to a balanced position that is
dependent on the pressures in the drive pump circuit. The center Spring (19) helps
maintain that balance. The higher the pressure in the drive pump circuit, the further
the actuator moves to the left; therefore, the further the sleeve is moved to the
right. If pressures decrease, the spring assists in moving the sleeve back to the
left.
If the drive pump circuit pressures become high enough, the actuator will move all
the way to the left until it contacts the Maximum Angle Stop Screw (7). This is the
full UPSTROKED position for the actuator, which causes the drive pump to produce
the maximum oil flow rate in the full UPSTROKED condition.
The flow rate of the pump in the full UPSTROKED condition is determined by the
angle of the swashplate. The maximum angle stop screw determines how far the
actuator can move to the LEFT, and therefore, the maximum allowable pump flow
rate in the UPSTROKED condition. Turning the maximum angle stop screw out
allows an increaseD swashplate angle and thus, an INCREASED flow rate from
the drive pump. Moving the maximum angle stop screw IN causes a DECREASE
in the allowable pump flow rate in the full UPSTROKED condition.


DESTROKE - INCREASE IN SYSTEM PRESSURE
B A
(2) (3)
Upper Actuator
Pin
(1)
C C
Drive
Pump
A
(7) (4)
Maximum Minimum B
Screw Screw
(6) (5)
A-A (3)
Pin Linkage (2)
Pin
(17) NFC Signal
(5)
Control
Linkage
(8) C-C (6)

Pivot (18)
Guide
(9) (10) (11) (12) (13) (14)
Pin
(11)
B-B Swashplate
Horsepower Sleeve Lower Shoulder Pilot NFC Control Lower
35
Pump Regulator Operation - DESTROKE from Increase in System Pressure
• Explanation of the pump There are four conditions that can cause a pump to DESTROKE, resulting in a
regulator operation in the DEcrease in the pump’s oil flow rate:
DESTROKE condition due to an • INcrease in the system pressure.
increase in the overall system • INcrease in the cross sensing signal pressure.
pressure (cross sensing signal
pressure) • INcrease in power shift signal pressure.
• INcrease in NFC signal pressure.
In this example, the NFC Signal (17) pressure from the right half of the main
hydraulic control valve is low, due to one or more control valve spools blocking the
flow of oil through the center bypass passage to the NFC 1 signal relief valve. With
no NFC signal pressure sensed in its spring chamber, the NFC Control Piston (14)
remains shifted to the right from the force of the spring.
Because engine rpm is still within acceptable parameters, considering the engine
speed dial position (desired engine speed), the Machine ECM sends minimal
current to the PSPRV, resulting in decreased Power Shift Signal (16) pressure
being sent to act on the right end of Pilot Piston (13).
The high cross sensing signal pressure now becomes the controlling pressure for
the drive pump regulator. This high cross sensing signal pressure is transferred
through the cross drilled holes at the left end of the NFC control piston, around the
center land on the pilot piston, and then acts on the right side of the shoulder (12)
on the pilot piston.
The piston is moved to the LEFT by the pressure because the effective area of the
shoulder is larger than the area of the center land of the pilot piston.
As the pilot piston moves LEFT, it contacts the right end of the Horsepower Control
Spool (9) and begins to move it to the left, against the force of the springs at the left
of the Guide (8). As the horsepower control spool moves to the left, the center land
of the spool begins to close off the passage in the Sleeve (10) to the right (large)
end of the Actuator (3). At the same time, the center land on the horsepower
control spool begins to open the passage to the right end of the actuator to the
pump case pressure through the right end of the sleeve.
As the actuator moves to the right, the Control Linkage (5) rotates CW, which
causes the sleeve to move to the left, draining more oil from the right end of the
actuator. This movement DESTROKES the pump further, until all the pressures
and spring forces balance the position of the horsepower control spool, the sleeve,
and the actuator.
The pressure in the drive pump circuit determines the exact balance point of these
components, given the cross sensing signal pressure at the right and the spring
forces on the left. In the previous example, the horsepower control spool and the
sleeve are in positions that begin to drain pressure oil from the large end of the
actuator. When the force of the oil pressure against the right (large) end of the
actuator becomes less than the force of the oil pressure at the left (small) end of
the actuator, the actuator begins to move to the RIGHT, toward the Minimum Angle
Stop Screw (4). This is the beginning of the DESTROKE condition, due to an
increase in the overall hydraulic system pressure.
If the operator request results in a further increase in the system pressure, the
right end of the actuator piston can be completely drained, placing the pumps in the
full DESTROKED condition. In that condition, the pressure in the system remains
high, due to the resistance to oil flow created by the operator request and the
load on the circuit, but the oil flow rate from the pump DECREASES. Implement
cylinder power is maintained, but cylinder/track speed DECREASES.


DESTROKE - INCREASE IN POWER SHIFT PRESSURE
B A
(2) (3)
Upper Actuator
Pin
(1)
C C
Drive
Pump
A
(7) (4)
Maximum Minimum B
Screw Screw
(6) (5)
A-A (3)
Pin Linkage (2)
Pin
(17) NFC Signal
(5)
Control
Linkage
(8) C-C (6)

Pivot (18)
Guide
(9) (10) (11) (12) (13) (14)
Pin
(11)
B-B Swashplate
Horsepower Sleeve Lower Shoulder Pilot NFC Control Lower
37
Pump Regulator Operation - DESTROKE from Increase in Power Shift Pressure
• Explanation of the pump The illustration above shows the drive pump regulator in the DESTROKE condition
regulator operation in the due to an INCREASE in the power shift signal pressure (16). In this example, the
DESTROKE condition due to NFC signal pressure (17) from the right half of the main hydraulic control valve is
an INCREASE in power shift low, due to one or more control valve spools blocking the flow of oil through the
pressure center bypass passage in the right half of the main hydraulic control valve to the
NFC 1 signal relief valve. With no NFC signal pressure sensed in its spring
chamber, the NFC control piston remains shifted to the right from the force of the
spring.
The pump load has caused engine rpm to fall below acceptable parameters,
considering the engine speed dial position (desired engine speed); therefore,
the Machine ECM has INCREASED the current to the PSPRV, resulting in an
INcreased Power Shift Signal (16) pressure being sent to act on the right end of
Pilot Piston (13).
This condition is similar to the previous DESTROKE condition due to an

INCREASE in the Cross Sensing Signal (15) pressure. However, because the
PSPRV is sending full pilot pressure to act on the right end of the Pilot Piston (13),
the pilot piston is moved even further to the left, which causes the Horsepower
Control Spool (9) to also move further to the left. In this position, the horsepower
control spool has now completely blocked the Drive Pump (1) pressure from being
transferred to the left end of the Actuator (3). At the same time, the horsepower
control spool has also opened the passage to the right end of the actuator,
completely draining it of all oil pressure.

With drive pump circuit pressure at its left end and only case pressure at its right
end, the actuator moves all the way to the right, against the Minimum Angle Stop
Screw (4), moving the pump swashplate to minimum angle. This condition reduces
the pump load on the engine, allowing engine rpm to maintain target engine speed.
System pressure is maintained, target engine rpm is maintained, but oil flow rate
DECEASES, causing implement and travel movement to slow down.

PURPOSE
This module was designed to ensure participants are

able to locate, identify, and describe the function of
all major components and service points of the main
hydraulic pumps and pump regulators and demonstrate
knowledge of main hydraulic pumps’ operation and
control.
39
Purpose review

REASON
This training was necessary for participants to be able

to locate and identify the main hydraulic pumps, pump
regulators, pump components and service points, as
well as demonstrate knowledge of pump operation and
pump control in order to diagnose and correct hydraulic
pump problems. These skills and abilities will ensure
customers experience quick and accurate resolution of
hydraulic system complaints.
40
Reason review

COMPETENCY Statement
Participants are now able to locate and identify

components and service points of the main hydraulic
pumps and pump regulators, describe the function of
the major components of the pumps, and demonstrate
the ability to test and make adjustments to the pumps
during lab exercises. Participants are also able to
demonstrate general knowledge of the main hydraulic
pumps operation and describe the strategies used
for controlling pump flow during a classroom post-
assessment with at least 80% accuracy.
41
Competency Statement review

LEARNING OUTCOMES
Participants have met the following learning

outcomes during this Main Hydraulic Pumps
module of the 320D2 and 320D2 GC Hydraulic
Excavators course:
• Locate, identify, and describe the function of all
major components and service points of the main
hydraulic pumps and pump regulators.
• Test and make adjustments to the main hydraulic
pumps and pump regulators.
• Describe the operation of the main hydraulic pumps
and the methods and strategies used to control
pump flow rates.
42
Learning Outcomes Review

43
Module Conclusion
This concludes the presentation of the Main Hydraulic Pumps for the 320D2 and
320D2 GC Hydraulic Excavators.
When used in conjunction with the System Operations, Test and Adjust, the
Operation and Maintenance Manual (OMM), and other service publications, the
information in this module will aid the service technician in troubleshooting, testing,
adjusting, and correcting problems with the main hydraulic pumps.
For service repairs, adjustments, and maintenance, always refer to the Operation
and Maintenance Manual (OMM), Service Manuals, and other related service
publications.

320D2&GC HydEx M07 MainHydPumps EN TXT-Participant

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Global Service Training

320D2 and 320D2 GC Hydraulic Excavators

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Safely Home. Everyone. Every Day.™

Before beginning this module, the following topics will be reviewed:

Safely Home. Everyone. Every Day.™

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This module is designed to ensure participants are

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This training is necessary for participants to be able to

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At the completion of this training session, participants

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Participants will meet the following learning

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MAIN HYDRAULIC PUMPS

(15) Hydraulic Oil Tank

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During normal implement and travel operation:

NOTE: Callouts on illustrations not discussed in the text on this page, as

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(1) MAIN HYDRAULIC PUMPS

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MAIN HYDRAULIC PUMPS (1)

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• Pilot Oil Pump (7): A gear-type fixed-displacement pump driven by a

• Medium Pressure Pump Location (attachment) (8): If equipped, a

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• Constant Horsepower Control Spool (5): Affected by NFC signal pressure,

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MAIN HYDRAULIC CONTROL VALVE

LEFT HALF RIGHT HALF

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MAIN HYDRAULIC CONTROL VALVE

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The basic principle of the NFC signal system is as follows:

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(8) Idler Pump

M (4) Pilot Pump

(18) Pilot Filter (16) Pilot Supply

Medium Pressure Pump

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Power Shift Pressure

Cross Sensing Signal Pressure

Negative Flow Control (NFC) Signal Pressure

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(7) (8) (10)

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POWER SHIFT PRESSURE SYSTEM

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POWER SHIFT PRESSURE REDUCING VALVE

(1) (8) (15)

(2) (9) (16)

(5) Drain (12) Drain (19) Drain

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