320D2&GC HydEx M09 BoomStickBcktHydCircuit EN TXT-Instructor

Global Service Training
320D2 and 320D2 GC Hydraulic Excavators

Boom, Stick, and Bucket Hydraulic Circuits
Module 9 - Text Reference
SERV2046
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SERV2046 - 04/15 -2- Module 9 - Boom, Stick, and Bucket Hydraulic Circuits
TABLE OF CONTENTS
Safety Briefing�� 3
Purpose�� 4
Reason�� 5
Competency statement�� 6
Learning outcomes�� 7
BOOM, STICK, AND BUCKET HYDRAULIC CIRCUITS OVERVIEW�� 8
BOOM HYDRAULIC SYSTEM�� 12
Boom Hydraulic System Operation�� 14
STICK HYDRAULIC SYSTEM�� 37
Stick Hydraulic System Operation�� 39
BUCKET HYDRAULIC SYSTEM�� 56
Bucket Hydraulic System Operation�� 58
Purpose review�� 63
Reason review�� 64
Competency Statement review�� 65
Learning Outcomes Review�� 66
module conclusion�� 67

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 boom, stick,
and bucket hydraulic circuits and can demonstrate
knowledge of the operation and the strategies used to
control those hydraulic circuits and functions.
4
Purpose

REASON
This training is necessary for participants to be able

to locate and identify all major components and
service points of the boom, stick, and bucket hydraulic
circuits, explain component functions, and demonstrate
knowledge of the strategies used to control those
circuits in order to properly diagnose and correct
hydraulic circuit problems. These skills and abilities
will ensure customers experience quick, accurate
resolution of boom, stick, and bucket hydraulic circuit
complaints.
5
Reason

COMPETENCY Statement
At the completion of this training session, participants
will be able to locate and identify all major components
and service points of the boom, stick, and bucket
hydraulic circuits, describe the function and operation
of those circuits, and demonstrate the ability to test and
adjust components that control those circuits during lab
exercises. Participants will also be able to demonstrate
general knowledge of the main hydraulic control valve
operation and the strategies used for controlling the
boom, stick, and bucket hydraulic circuits during a
classroom post-assessment with at least 80% accuracy.
6
Competency statement

LEARNING OUTCOMES
Participants will meet the following learning outcomes
during this Boom, Stick, and Bucket Hydraulic Circuits
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 boom, stick, and
bucket hydraulic circuits and explain their operation.
• Test and make adjustments to the components of the
boom, stick, and bucket hydraulic circuits.
• Demonstrate knowledge of the operation of the boom,
stick, and bucket hydraulic circuits and the methods
and strategies used to control those circuits.
7
Learning outcomes

BOOM, STICK, AND BUCKET HYDRAULIC CIRCUITS

(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
BOOM, STICK, AND BUCKET HYDRAULIC CIRCUITS OVERVIEW
• Explanation of the topics and This module will discuss the operation of the boom, stick, and bucket hydraulic
circuits that will be discussed circuits in varying conditions. This module is an extension of the previous Main
during this module Hydraulic Control Valve module and will address the strategies and further explain
the operation of the individual circuits that are controlled by the main hydraulic
• Prior to this module, participants control valve.
should have learned these
The Main Hydraulic Pumps (2) supply high pressure oil to the Main Hydraulic
preceding modules for the
Control Valve (8). Pilot pressure oil from the Pilot Manifold (6) is used by the
320D2 and 320D2 GC Hydraulic
Operator Controls (7) to control the movement of nine primary valve spools in the
Excavators:
main hydraulic control valve. The nine primary valve spools, in turn, control the
-- Main Hydraulic Control Valve flow of the high pressure oil to the implement cylinders and hydraulic motors. The
valve spools in main hydraulic control valve determine the direction and speed of
-- Main Hydraulic Pumps the implement cylinders and motors in proportion to the movement of the operator
-- Pilot Hydraulic System control levers and pedals. The focus of this module is to address the operation of
the following hydraulic circuits:
-- Operator’s Station • The Boom Cylinders (12), RAISE and LOWER under various conditions
-- Electronic Control and • The Stick Cylinder (13), IN and OUT under various conditions
Monitoring System • The Bucket Cylinder (14), OPEN and CLOSE

4 5
1
6
9
Boom, Stick, and Bucket Hydraulic Circuit Components
• Identification of the boom, stick, The following pages provide explanations of the boom, stick, and bucket hydraulic
and bucket structures and the circuits, which are controlled by the main hydraulic control valve. Operational
controlling hydraulic cylinders control of the boom, stick, and bucket hydraulic circuits are discussed in detail. In
addition, the operation of the following components are discussed:
• List of the hydraulic circuit • Boom Drift Reduction Valve
components related to the • Boom Regeneration Valve
operation of the boom, stick, and
bucket hydraulic circuits that will • Stick Drift Reduction Valve
also be explained • Stick Regeneration and Unloading Valves
• Boom Priority Valve
Two boom cylinders (1) are used to raise and lower the boom (2). When the
boom cylinder rods EXTEND, the boom RAISES. When the boom cylinder rods
RETRACT, the boom LOWERS.
One stick cylinder (3) is used to move the stick (4) IN and OUT. When the
stick cylinder rod EXTENDS, the stick moves IN. When the stick cylinder rod
RETRACTS, the stick moves OUT.
One bucket cylinder (5) is used to OPEN and CLOSE the bucket (6). When the
bucket cylinder rod EXTENDS, the bucket CLOSES. When the bucket cylinder rod
RETRACTS, the bucket OPENS.

(3)
Pilot
Manifold
(2)
Main Hydraulic
Control Valve
(1)
Boom Priority
Valve
10
Boom Priority Valve and Pilot Manifold - Component Location
• Additional boom circuit The Boom Priority Valve (1) and the swing priority valve are contained in the same
component locations, manifold. The manifold is located below the right side of the Main Hydraulic Control
identification, and brief Valve (2) and is accessible from beneath the upper structure via the service access
functional descriptions: opening rearward of the swing bearing assembly.
-- Boom Priority Valve (1) The boom priority valve is a pressure reducing valve that is operated by BOOM
RAISE pilot control pressure and restricts the pilot control pressure to the stick 2
-- Main Hydraulic Control valve spool when BOOM RAISE and STICK IN are commanded simultaneously.
Valve (2) The boom priority valve ensures that during a simultaneous BOOM RAISE and
STICK IN command, the boom 1 valve spool receives oil priority over the stick 2
valve spool.
-- Pilot Manifold (3)
The Pilot Manifold (3) is also located beneath the main hydraulic control valve
and accessible through the same opening beneath the upper structure. The pilot
manifold provides pilot pressure oil to the operator controls for boom, stick, bucket,
swing, and travel functions.

BOOM, STICK, AND BUCKET

OPERATOR CONTROLS AND
PILOT SYSTEM COMPONENTS
(1) (2)
Left Right
Implement Pilot Implement Pilot
Control Valve Control Valve
(4)
Pilot Oil
Distribution and
Drain Manifold
(3)
Pilot Resolver
Block
11
Boom, Stick, and Bucket Operator Controls and Pilot System Components
• Component identification of pilot The joysticks operate the implement pilot control valves, which send pilot oil to
system and operator controls for move the boom, stick, and bucket control valve spools in direct proportion to the
boom, stick, and bucket: amount of joystick movement. Pilot oil supply from the pilot manifold is directed to
the Pilot Oil Distribution and Drain Manifold (4), which directs pilot pressure oil to
-- Left Implement Pilot Control both of the implement pilot control valves. When a joystick is moved, its pilot
Valve (1) Stick IN and OUT control valve then sends pilot control pressure oil to the appropriate implement
valve spools in the main hydraulic control valve via the Pilot Resolver Block (5).
-- Right Implement Pilot Control
Valve (2) controls: The right joystick operates the Right Implement Pilot Control Valve (2). Moving
- Boom RAISE and LOWER the right joystick FORWARD and REARWARD causes the boom to LOWER and
- Bucket OPEN and CLOSE RAISE, respectively. Moving the right joystick LEFT and RIGHT CLOSES and
OPENS the bucket.
-- Pilot Resolver Block (3)
The left joystick operates the Left Implement Pilot Control Valve (1). Moving the
left joystick FORWARD and REARWARD causes the stick to move OUT and IN.
-- Pilot Oil Distribution and Drain This is the default Society of Automotive Engineers (SAE) joystick pattern from the
Manifold (4) factory.
If the machine is equipped with the (optional) pattern changer valve (not shown),
the joystick patterns can then be changed. The pattern changer valve simply
redirects the pilot oil from the (joystick) pilot control valves to different circuits.

MAIN HYDRAULIC CONTROL VALVE

BOOM HYDRAULIC CIRCUIT COMPONENTS
(3) (2) (1)
Boom LOWER Boom 1 Boom 2
Line Relief and Control Valve Control Valve
Makeup Valve (LOWER) (RAISE)
(11)
Boom 2
Load Check
Valve
(4)
Boom 1 (5)
Load Check Boom Drift
Valve Reduction
Valve (6)
Boom
Regeneration
Check Valve
(7)
Boom
Regeneration
Valve
(10)
Boom 2
Control Valve (9) (8)
(STICK IN) Boom 1 Boom RAISE
Control Valve Line Relief and
(RAISE) Makeup Valve 12
BOOM HYDRAULIC SYSTEM
Main Hydraulic Control Valve - Boom Circuit Component Identification
• Location and identification of Major boom hydraulic system components located on the main hydraulic control
the boom hydraulic system valve are listed below.
components located on the main • Boom 2 Control Valve (RAISE) (1): This port at the end of the control valve
hydraulic control valve spool receives pilot control pressure oil to move the boom 2 control valve spool
toward the BOOM RAISE direction, which allows high pressure pump supply oil
• Brief functional description to flow to the head ends of the boom cylinders. (This is the secondary boom
of the boom hydraulic system spool.)
components located on the main
hydraulic control valve • Boom 1 Control Valve (LOWER) (2): This port at the end of the control valve
spool receives pilot control pressure oil to move the boom 1 control valve spool
toward the BOOM RAISE direction, which allows high pressure pump supply
oil to flow to the head ends of the boom cylinders. (This is the primary boom
spool.)
• Boom LOWER Line Relief and Makeup Valve (3): Installed in the boom
cylinder rod end circuit and serves two purposes;
-- Opens to relieve excessive pressure during a BOOM LOWER function,
protecting the boom and the hydraulic components in the BOOM LOWER
circuit from damage.
-- Opens to draw tank oil into the BOOM LOWER circuit when external forces
cause the boom to move downward and the boom control lever is in the
NEUTRAL position, protecting the aforementioned components.

• Boom 1 Load Check Valve (4): Installed at the pump inlet to the boom 1
valve bridge passage and prevents the boom cylinder from moving until pump
supply pressure can overcome the existing pressure in the boom circuit,
preventing boom droop and lag.
• Boom Drift Reduction Valve (5): Mounted to the right, front corner of the
main valve, at the bottom. This valve prevents oil from leaking from the head
ends of the boom cylinders; therefore, prevents the boom from drifting down
when the control lever is in NEUTRAL and the implements are suspended
above the ground.
• Boom Regeneration Check Valve (6): This check valve opens during the
boom regeneration condition to allow oil from the boom cylinder head ends
to supplement the pump supply oil to the cylinder rod ends and closes when
high pressure oil flows to the rod ends during a BOOM LOWER function when
digging.
• Boom Regeneration Valve (7): This valve is operated by BOOM LOWER

pilot control pressure and is moved to direct boom cylinder head end oil to the
cylinder rod ends during a boom LOWER function when there is no downward
resistance, supplementing the pump supply oil to the cylinder rod ends.
• Boom RAISE Line Relief and Makeup Valve (8): Installed in the boom drift
reduction valve body (cylinder head end circuit) and serves two purposes;
-- Opens to relieve excessive pressure in the BOOM RAISE circuit, protecting
the boom and the hydraulic components from damage.
-- Opens to draw tank oil into the BOOM RAISE circuit when external forces
cause the boom to move upward while the boom control lever is in the
• Boom 1 Control Valve (RAISE) (9): This port at the end of the control valve
spool receives pilot control pressure oil to move the boom 1 control valve spool
toward the BOOM RAISE direction, which allows high pressure pump supply oil
to flow to the head ends of the boom cylinders. (This is the primary boom spool.)
• Boom 2 Control Valve (STICK IN) (10): This port receives pilot control
pressure oil from the STICK IN pilot control valve during a STICK IN command
in order to move the boom 2 control valve spool against it’s blocking rod,
preventing the spool from shifting to the BOOM LOWER position. (This
strategy gives the stick 1 valve spool supply oil priority during a combined
BOOM LOWER and STICK IN command.)
• Boom 2 Load Check Valve (11): Installed at the high pressure outlet to the
boom cylinder head end circuit and remains closed until pump supply pressure
from the boom 2 spool can overcome the existing pressure in the boom circuit,
preventing boom droop and lag.


BOOM RAISE - SLOW SPEED
(35)
Boom
(30) (34)
(29) Cylinders
Stick Bucket
Stick Drift Cylinder
Reduction Cylinder
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
STICK IN
(33)
SWING PRIORITY
Pilot Oil
BOOM PRIORITY
(31) (15)
(12)
Parallel Feeder Straight Travel
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
(28) Attachment (11) Relief
Stick
Boom 2 Valve Bucket Valve
Regeneration
Valve Valve Valve
(13) (10) (9)
(27) (16) Right Boom 1 Stick 2
NFC 2 Straight Travel Valve Valve
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 Valve
Orifice
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
STICK IN
(7)
STICK OUT
BUCKET OPEN
(17)
STICK IN
STICK IN
(37) (25) (24) PRIORITY (3)

SWING RIGHT
SWING
Slow Return Stick NFC 2 PRIORITY Main Relief Line Relief (5) NFC 1
Check Valve Unloading Signal Line Valve and Makeup Boom Orifice
Valve Valve Regeneration (6)
Valve NFC 1
(20)
Variable Swing (2) Idler Pump (4) Signal
Priority Valve Parallel Feeder Line
(1) Drive Pump Passage
(18)
(19) Heavy Lift
Pilot Oil Solenoid
14
Boom Hydraulic System Operation
BOOM RAISE - Slow Speed
• Explanation of the state of all The illustration above shows the hydraulic schematic of the main hydraulic control
involved components and the valve and the related boom hydraulic circuit components in the SLOW SPEED
flow of all oil through the main BOOM RAISE condition.
hydraulic control valve and out to When the operator moves the joystick only part of the way toward the BOOM
the boom cylinders in the SLOW RAISE position, the boom pilot control valve sends reduced BOOM RAISE pilot
SPEED BOOM RAISE condition control pressure oil to three places:
• Boom 1 spool moved to allow • boom raise end of the Boom 1 Valve (10) spool
high pressure oil from the • boom raise end of the Boom 2 Valve (28) spool
drive pump to flow to the boom
cylinders • Boom Priority Valve
• Boom 2 spool not moved due to With reduced boom raise pilot control pressure oil at the bottom, the boom 1 control
reduced pilot control pressure valve spool shifts UP. The reduced pilot control pressure oil also shifts the boom
and the heavier centering spring priority valve spool down, which will restrict any pilot oil that could be sent to the
than the Boom 1 spool Stick 2 Valve (9) if the operator were to request STICK IN movement.
• Lack of NFC 1 signal in the right The reduced pilot control pressure at the top of the boom 2 valve is not high
control valve half causes the enough to shift the boom 2 valve spool down, however, due to the higher spring
drive pump to UPSTROKE force of the boom 2 valve.
• NFC 2 signal flows through Oil supply from the Drive Pump (1) and the Idler Pump (2) enters the main
the center bypass passage hydraulic control valve and flows through both the right half and left half of the valve
causing the idler pump to remain to the NFC relief valves. The pressure of the oil is also transferred to the Main
DESTROKED to STANDBY Relief Valve (17).
With the boom 1 valve spool shifted to the full BOOM RAISE position, the high
pressure supply oil from the drive pump flows across the boom 1 valve spool and
then is directed to the Boom Regeneration Valve (5) and the Boom Drift Reduction
Valve (12). Since this is a BOOM RAISE command, the boom regeneration valve
is not active, so the regeneration valve spool blocks the pump supply oil.
The drive pump supply oil sent to the boom drift reduction valve enters and opens
the boom drift reduction check valve and then flows out to the head ends of the
Boom Cylinders (35), causing the cylinder rods to slowly EXTEND. The boom
SLOWLY RAISES.
Because the boom 2 valve spool is not moved and is in the centered position, the
lower pressure idler pump supply oil in the parallel feeder passage is blocked by
the spool. No idler pump oil is sent to the boom cylinders in this condition.
Return oil from the boom cylinder rod ends flows back to the boom 1 valve spool,
which directs the oil flow into the return oil passage in the main hydraulic control
valve. The return oil then flows through the return oil passage and out through the
Slow Return Check Valve (37) to the hydraulic oil tank.
Since the boom 1 valve spool is shifted part way to the full BOOM RAISE position,
the oil flow through the center bypass passage, in the valve’s right half, is partially
blocked, reducing the oil pressure past the valve spool. This reduced pressure
in the center bypass passage is sent to the NFC 1 Relief Valve (8). The reduced
NFC signal pressure back to the drive pump regulator causes the drive pump to
UPSTROKE, increasing the flow of oil through the system to meet the demand of
the operator’s request. The NFC signal, and the resulting oil flow from the drive
pump are proportional with the movement of the boom 1 valve spool, which is
proportional with the movement of the joystick by the operator.
Because the boom 2 control valve spool is centered, the idler pump oil in the center
bypass passage can flow through the open centers of the valve spools in the left
half of the main control valve to the NFC 2 Relief Valve (27). The full NFC signal
pressure to the idler pump regulator causes the idler pump to DESTROKE to the
STANDBY condition.

(7)
BOOM CONTROL VALVES Pilot Control
BOOM 1 AND BOOM 2 - SLOW SPEED RAISE Pressure
BOOM 1
CONTROL VALVE (12)
(11)
(10) Boom 2
Boom 1
Return Oil Control Valve
Control Valve
Passage Spool
Spool
(1) (9) (13)

NFC 1 Signal Boom Load Check
Passage Regeneration (4) Valve
Valve Boom
(2)
Bridge Cylinder
Passage Head End
(14)
(3) Variable Swing
(17)
Boom Priority Valve
Left
Cylinder
Center Bypass
Rod End
Passage
(4)
Boom
Cylinder
Head End
(16)
NFC 2 Signal
(5) Passage
Load Check
Valve (6) (8) (15)
Right Right Left
Parallel Feeder Center Bypass Parallel Feeder
Passage Passage Passage
BOOM 2
(7) CONTROL VALVE
Pilot Control
Pressure 16
The illustration above shows a cross-sectional view of the boom 1 and boom 2
control valve spools in the SLOW SPEED RAISE condition.
• Cross sectional view of the main As the operator moves the joystick rearward part way to slowly raise the boom,
hydraulic control valve from the reduced Pilot Control Pressure (7) oil from the boom pilot control valve enters the
end - boom 1 control valve spool pilot oil port at the bottom of the boom 1 control valve spool and the top of the
is shifted by reduced pilot control boom 2 control valve spool. The reduced pilot control pressure oil causes the
pressure for SLOW SPEED Boom 1 Control Valve Spool (11) to shift UP. However, the higher force of the
BOOM RAISE centering spring for the Boom 2 Control Valve Spool (12) prevents the reduced pilot
oil pressure from moving the boom 2 spool.
• Reduced pilot control pressure When shifted UP, the boom 1 control valve spool mostly closes off the Right Center
cannot shift the Boom 2 spool Bypass Passage (8), which blocks most of the oil flow into the NFC 1 Signal
against the force of its heavier Passage (1), reducing the NFC 1 signal pressure. The reduced NFC 1 signal
spring - the boom 2 control pressure is returned to the drive pump regulator, which causes the drive pump to
valve spool (not shown) remains upstroke, resulting in INCREASED oil flow from the drive pump into the right
centered center bypass passage and the Right Parallel Feeder Passage (6).
• Explanation of single control When the boom 1 control valve spool is shifted, the Boom Cylinder Head
valve operation in the FULLY End (4) passage is connected to the Bridge Passage (2) and the Boom Cylinder
SHIFTED condition with only Rod End (3) passage is connected to the Return Oil Passage (10). These
the oil flow from the drive pump connections allow the increased oil flow in the right parallel feeder passage to
being sent to the boom cylinders open the Load Check Valve (5) and flow through the bridge passage, across the
boom 1 spool and then into the cylinder head end passage. The flow of oil causes
the boom cylinder rods to EXTEND. As the cylinder rods EXTEND, the return oil
forced from the cylinder rod ends flows into the cylinder rod end passage, across
the boom 1 spool, and then into the return oil passage.

Since the boom 2 control valve spool remains centered, no oil flow from the idler
pump in the Left Parallel Feeder Passage (15) can flow to the boom cylinder head
ends. In addition, the oil flow from the idler pump at STANDBY pressure flows
freely through the Left Center Bypass Passage (17) and is transferred into the
NFC 2 Signal Passage (16). With the NFC 2 signal at STANDBY pressure, the
idler pump remains DESTROKED.
With only the oil from the drive pump available to the boom cylinder head ends, the
BOOM SLOWLY RAISES.


BOOM RAISE - HIGH SPEED
(29) (35)
Stick Drift Boom
(30) (34)
Reduction Cylinders (36)
Stick Bucket
Valve Boom
Cylinder Cylinder
Priority
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
(33) STICK IN
SWING PRIORITY
Pilot Oil
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 Valve
Orifice
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
STICK IN
(7)
STICK OUT
BUCKET OPEN
(17)
STICK IN
STICK IN
(37) (25) (24) PRIORITY (3)

SWING RIGHT
SWING
Valve NFC 1
(20)
(18)
(19) Heavy Lift
Pilot Oil Solenoid
18
BOOM RAISE - High Speed
involved components and the valve and the related boom hydraulic circuit components in the HIGH SPEED
flow of all oil through the main BOOM RAISE condition.
hydraulic control valve and out to When the operator moves the joystick all the way to the BOOM RAISE position, the
the boom cylinders in the HIGH boom pilot control valve sends full BOOM RAISE pilot control pressure oil to the
SPEED BOOM RAISE condition main hydraulic control valve. The BOOM RAISE pilot control pressure oil is sent to
three places:
• Boom 1 and boom 2 spools
• boom raise end of the Boom 1 Valve (10) spool
moved to allow high pressure oil
from both pumps to flow to the • boom raise end of the Boom 2 Valve (28) spool
boom cylinders • Boom Priority Valve (36)
• Lack of NFC signal in the With BOOM RAISE pilot control pressure at their ends, both of the boom control
front and rear control valve valve spools shift to the full BOOM RAISE position. The pilot pressure oil also
halves causes both pumps to shifts the boom priority valve spool down.
UPSTROKE At the same time, high pressure supply oil from the Drive Pump (1) enters the rear
of the main hydraulic control valve through the drive pump inlet and flows to the
boom 1 control valve spool.
This same oil flow also passes through the open center of the Straight Travel
Valve (16) and is then directed into the Parallel Feeder Passage (4) in the right half
of the main control valve to the boom 1 valve spool.

High pressure supply oil from the Idler Pump (2) enters the rear of the main
hydraulic control valve body through the idler pump inlet and flows through the
center bypass passage to the boom 2 valve spool. The idler pump oil also flows
through an internal passage and is directed into the Parallel Feeder Passage (31)
in the left half of the main control valve to the boom 2 valve spool.
Since both boom valve spools are shifted to the full BOOM RAISE position, the
high pressure supply oil from both pumps flows across the two boom valve spools
and is combined. The combined oil flow is directed to the Boom Regeneration
Valve (5) and the Boom Drift Reduction Valve (12).
The pump supply oil sent to the boom drift reduction valve enters and opens the
boom drift reduction check valve and then flows out to the head ends of the Boom
Cylinders (35), causing the cylinder rods to EXTEND. The BOOM RAISES at
HIGH SPEED.
Return oil is forced from the boom cylinder rod ends as the cylinder rods extend.
The return oil flows back to only the boom 1 control valve spool, which directs the
return oil flow into the return oil passage in the main hydraulic control valve. The
return oil then flows through the return oil passages and out through the Slow
Return Check Valve (37) and then either through the hydraulic oil cooler or the
cooler bypass valve (not shown), depending on the temperature and viscosity of
the oil. The slow return check valve maintains a slight back pressure in the return
oil passages of the main hydraulic control valve so that oil is readily available for
any makeup conditions.
Since both boom control valve spools are shifted to the full BOOM RAISE position,
the oil flow through both center bypass passages is blocked. With the oil flow
blocked in the center bypass passages, no NFC signal pressure is sent to the
NFC 1 Relief Valve (15) or the NFC 2 Relief Valve (8). The lack of NFC signal
pressure back to the pump regulators causes both pumps to UPSTROKE,
increasing the flow of oil through the system to meet the demand of the operator’s
request.

(7)
BOOM CONTROL VALVES Pilot Control
BOOM 1 AND BOOM 2 - HIGH SPEED RAISE Pressure
BOOM 1
(11)
CONTROL VALVE (12)
(18) Boom 1
Control Valve Boom 2
Line Relief Control Valve
and Makeup Spool
(10) Spool
Valve Return Oil
Passage
(1) (13)
NFC 1 Signal (9) Load Check
Passage Boom (4) Valve
(2) Regeneration Boom
Bridge Valve Cylinder
Passage Head End
(14)
(3) Variable Swing
(17)
Boom Priority Valve
Left
Cylinder
Center Bypass
Rod End
Passage
(4)
Boom
Cylinder
Head End
(16)
NFC 2 Signal
(5) Passage
Load Check
Valve (6) (8) (15)
Right Right Left (10)
Parallel Feeder Center Bypass Parallel Feeder Return Oil
Passage Passage Passage Passage
BOOM 2
(7) CONTROL VALVE
Pilot Control
Pressure
20
The illustration above shows a cross-sectional view of the two boom control valve
spools in the HIGH SPEED BOOM RAISE condition.
• Cross sectional view of the main As the operator moves the joystick to the full BOOM RAISE position, the Pilot
hydraulic control valve from the Control Pressure (7) oil from the boom pilot control valve enters the pilot oil ports at
left end - two boom control valve the ends of the Boom 1 Control Valve Spool (11) and the Boom 2 Control Valve
spools shifted together for HIGH Spool (12). The full pilot pressure causes both spools to shift until their centering
SPEED BOOM RAISE springs are fully compressed.
• Explanation of combined control In this position, both control valve spools have closed off their Center Bypass
valve operation in the FULLY Passages (8) and (17), which blocks the oil flow into the NFC 1 Signal Passage (1)
SHIFTED condition of both boom and the NFC 2 Signal Passage (16). No NFC signal pressure is returned to either
control valve spools the drive pump regulator or the idler pump regulator. With the NFC signal pressure
fully reduced, the pumps fully upstroke, which results in INCREASED oil flow
from both pumps.
Drive pump supply oil also flows through the Right Parallel Feeder Passage (6) and
the idler pump supply oil flows through the Left Parallel Feeder Passage (15). The
increased oil flow from the UPSTROKED pumps causes the pressure to rise in both
parallel feeder passages. When the pressure rises high enough, the Load Check
Valves (5) and (13) both open, allowing the oil to flow into the passages to the Boom
Cylinder Head Ends (4). The BOOM RAISES at HIGH SPEED.
The oil returning from the Boom Cylinder Rod Ends (3) returns to the main hydraulic
control valve and flows past both spools into the Return Oil Passages (10).

In the BOOM RAISE condition, the Line Relief and Makeup Valve (18) is not
activated because the pressures are neither high enough to open the relief valve
function, nor low enough to open the makeup valve function. The line relief and
makeup valve on the boom cylinder head end circuit is installed in the external
manifold that also contains the boom drift reduction valve.
NOTE: The boom 2 control valve contains a mechanical blocking rod at

the top of the spool. The blocking rod is part of the pilot supply fitting and
protrudes into the pilot chamber on the right side of the valve spool. This
blocking rod prevents the boom 2 spool from moving in the BOOM DOWN
direction. This strategy is used to give oil priority to the stick 1 spool
(downstream from the flow of oil) over the boom 2 spool. This strategy
will be discussed later in this module when the stick circuit operation is
explained.


(29)
BOOM RAISE - STICK IN - BOOM PRIORITY
(35)
Stick Drift (30) (34) Boom
Reduction Stick Bucket Cylinders (36)
Valve Cylinder Cylinder Boom
Priority
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
(33) STICK IN
SWING PRIORITY
Pilot Oil
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 Valve
Orifice
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
(7)
STICK OUT
STICK OUT
STICK IN
BUCKET OPEN
(17)
STICK IN
(37) (25) PRIORITY (3)

SWING RIGHT
SWING
Slow Return Main Relief Line Relief (5) NFC 1
Stick PRIORITY
Check Valve Valve and Makeup Boom Orifice
Unloading
Valve Valve Regeneration
Valve
(24) (20)
NFC 2 Variable Swing (2) Idler Pump (4)
Signal Line Priority Valve Parallel Feeder (6)
(1) Drive Pump Passage NFC 1
Signal
(18) Line
(19) Heavy Lift
Pilot Oil Solenoid
22
BOOM RAISE and STICK IN - Boom Priority Condition
• Explanation of BOOM PRIORITY The illustration above shows the state of the main hydraulic control valve when the
condition operator has requested a BOOM RAISE and STICK IN command at the same time.
In this condition, the boom circuit has priority over the stick circuit, due to the
activation of the Boom Priority Valve (36). The boom priority valve restricts the pilot
control pressure to the STICK IN end of the Stick 2 Valve Spool (9) so that more
drive pump oil is directed to the boom cylinders during this combined circuit
operation. (The Stick 1 Valve (23) naturally has oil priority from the Idler Pump (2)
over the Boom 2 Valve (28) spool.)
As shown above, the operator has moved the joystick toward the BOOM RAISE
• BOOM UP PILOT control position, causing the boom pilot control valve to send BOOM RAISE pilot control
pressure to boom 1, boom 2, and pressure oil to three places:
boom priority valve • boom raise end of the Boom 1 Valve (10) spool
• boom raise end of the boom 2 valve spool
• Boom priority valve
• STICK IN PILOT control pressure At the same time, the operator has moved the joystick to the STICK IN position,
to stick 1, stick 2, and boom 2 causing the stick pilot control valve to send pilot control pressure oil to five places:
(LOWER end) valve spools, boom • STICK IN end of the stick 1 valve spool
priority valve (stick) pilot inlet, • BOOM LOWER end of the boom 2 valve spool
and stick drift reduction valve
• STICK IN end of the stick 2 valve spool via the boom priority valve
• Stick Regeneration Valve (32)
• Stick Drift Reduction Valve (29)

• The boom priority valve restricts With BOOM UP pilot control pressure oil at its bottom, the boom 1 valve spool shifts
the pilot oil pressure to the STICK UP to the BOOM RAISE position. The pilot control pressure oil also shifts the boom
IN end of the stick 2 control valve priority valve spool (down), which will restrict the STICK IN pilot control pressure oil
spool so that more drive pump oil sent to the stick 2 valve. With the pilot oil restricted and a heavier centering spring,
is directed to the boom cylinders the stick 2 spool is shifted only slightly, making most of the supply oil from the Drive
during the combined boom and Pump (1) available for the boom 1 spool.
stick circuit operation BOOM UP pilot control pressure oil is sent to the top of the boom 2 valve spool.
STICK IN pilot control pressure oil is sent to bottom of the boom 2 valve spool.
• Boom 1 spool shifts to the right Since the boom 2 spool also has a heavier centering spring, the STICK IN pilot
but boom 2 spool stays centered control pressure would overcome a similar BOOM LOWER pilot control pressure.
with a heavier centering spring However, the mechanical blocking rod at the top of the boom 2 spool prevents the
and with STICK IN pilot pressure spool’s upward movement and the boom 2 valve spool remains centered, allowing
at its right full pump flow from the Idler Pump (2) to be available for the stick 1 valve spool.
• Drive pump oil flows to and The BOOM UP pilot control pressure oil shifts the boom 1 valve spool UP to the
opens the boom drift reduction BOOM RAISE position, allowing high pressure supply oil from the drive pump to
valve, then flows to and flow across the boom 1 valve spool and then to the Boom Regeneration Valve (5)
EXTENDS the boom cylinder rods and the Boom Drift Reduction Valve (12). The boom regeneration valve is not
active in the BOOM UP condition.
• Return oil from the boom The supply oil sent to the boom drift reduction valve enters and opens the boom
cylinders flows across the drift reduction check valve and then flows out to the head ends of the Boom
boom 1 spool but is blocked at Cylinders (35), causing the cylinder rods to EXTEND. Return oil from the boom
the boom 2 spool cylinder rod ends flows back only to the boom 1 valve spool and is directed into the
return oil passages in the main hydraulic control valve.
• STICK IN PILOT pressure fully The STICK IN pilot control pressure causes the stick 1 valve spool to shift DOWN,
shifts the stick 1 spool for full sending high pressure idler pump supply oil to the rod end of the Stick Cylinder (30),
idler pump flow to the stick causing the cylinder rod to EXTEND. As the cylinder rod EXTENDS, return oil from
cylinder the stick cylinder rod end flows to and opens the check valve in the stick drift
reduction valve.
• STICK IN PILOT pressure is The return oil from the stick cylinder is then directed to the stick 1 valve spool, the
restricted by the boom priority stick 2 valve spool, and the stick regeneration valve. If the stick is in a regeneration
valve and the stick 2 spool only condition, some of this return oil (from the stick cylinder rod end) can be recirculated
partly shifts, giving drive pump into the stick cylinder head end at the stick regeneration valve if conditions warrant
supply oil priority to the boom 1 regeneration. Otherwise, the return oil will flow into the return oil passages across
spool over the stick 2 spool the stick 1 valve spool, only, and into the return oil passage in the main hydraulic
control valve.
• STICK IN PILOT pressure opens
the stick drift reduction valve and The STICK IN pilot control pressure sent to the pilot oil inlet of the boom priority
the stick unloading valve valve is restricted by the pressure reducing feature of the boom priority valve. The
more the boom joystick is moved toward the BOOM RAISE position, the greater
the BOOM UP pilot control pressure that is sent to the boom priority valve, which
causes a proportional restriction of the STICK IN pilot control pressure to the top
of the stick 2 valve spool. The stick 2 valve spool then moves more towards the
centered position, allowing the majority of the drive pump oil to be available to the
boom 1 circuit and less oil to be available to the stick 2 circuit, giving BOOM UP
priority over STICK IN.


BOOM LOWER WITH REGENERATION
(29) (35)
Stick Drift Boom
(30) (34)
Reduction Cylinders (36)
Stick Bucket
Valve Boom
Cylinder Cylinder
Priority
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
(33) STICK IN
SWING PRIORITY
Pilot Oil
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 Valve
Orifice
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
STICK IN
(7)
STICK OUT
(17)
BUCKET OPEN
STICK IN
STICK IN
(37) (25) (24) PRIORITY (3)

SWING RIGHT
SWING
Valve NFC 1
(20)
(18)
(19) Heavy Lift
Pilot Oil Solenoid
24
BOOM LOWER - With Regeneration
• Explanation of the state of all The hydraulic schematic of the main hydraulic control valve and the related boom
involved components and the hydraulic circuit components in the BOOM LOWER WITH REGENERATION
flow of all oil through the main condition is shown above. When the boom, stick, and the bucket (or work tool) are
hydraulic control valve and out to suspended above the ground and the operator requests BOOM DOWN movement,
the boom cylinders in the BOOM gravity and the weight of the boom, stick, and bucket cause the return oil pressure
LOWER WITH REGENERATION in the boom cylinder head ends to be higher than the pump supply oil pressure in
condition the cylinder rod ends. Boom regeneration allows boom cylinder head end oil
to be recirculated to the cylinder rod ends, replacing the pump supply oil and
allowing the pumps to DESTROKE. The Boom Regeneration Strategy reduces the
pump load on the engine, which reduces fuel consumption.
When the operator moves the joystick toward the BOOM LOWER position, the
boom pilot control valve sends BOOM LOWER pilot control pressure oil to three
places:
• boom lower end of the Boom 1 Valve (10) spool
• Boom Drift Reduction Valve (12)
• Boom 1 spool moved by BOOM
DOWN pilot control pressure - • Boom Regeneration Valve (5)
high pressure oil from the drive The BOOM LOWER pilot control pressure at the top of the boom 1 valve spool
pump flows to the boom cylinder shifts the spool DOWN. The BOOM LOWER pilot control pressure oil also shifts
rod ends the shuttle valve spool in the boom drift reduction valve DOWN, which opens the
• Boom drift reduction valve is spring chamber of the drift reduction check valve to drain.
opened by BOOM LOWER pilot
control pressure

• Restricted NFC 1 signal in the When the boom 1 valve is shifted all the way to the BOOM LOWER position, the
right control valve half causes center land of the spool does not completely close off the NFC 1 signal passage.
the drive pump to UPSTROKE to The restricted flow of drive pump oil through the NFC 1 signal passage sends a low
a pressure somewhat higher than NFC signal pressure back to regulate the drive pump to a condition with the
STANDBY pressure and flow slightly lower than full UPSTROKE. (This pressure is variable,
depending on the position of the joystick and the resultant proportional movement
• Drive pump oil flows to the rod of the boom 1 valve spool.)
ends of the boom cylinders, The supply oil from the drive pump flows across the boom 1 valve spool and then
causing them to retract out to the rod ends of the Boom Cylinders (35). Higher pressure return oil from the
boom cylinder head ends flows back to the boom drift reduction valve, to the
• Return oil flows through the boom 1 valve, the Boom 2 Load Check Valve (37), and to the boom regeneration
drift reduction valve, to the valve, causing the boom cylinders to begin to RETRACT.
boom 1 valve and to the boom
regeneration valve The high pressure return oil is blocked at the boom 2 load check valve. Although
the high pressure return oil is restricted, some of the oil can flow across the boom 1
valve spool and into the low pressure return oil passage and out through the return
• Some oil flows across the oil manifold to the hydraulic oil tank.
boom 1 valve, but is blocked at
the boom 2 load check valve With the boom regeneration valve shifted from the BOOM LOWER pilot control
pressure, a path is created for high pressure boom cylinder head end return oil to
• The boom pilot control valve flow to and open the Check Valve (36). From the check valve, the return oil flows
sends pilot control pressure to through an internal passage where it combines with the reduced flow of pump
activate the boom regeneration supply oil and then flows to the boom cylinder rod ends.
valve spool proportionally with The high pressure return oil is restricted and metered by the amount of movement
the joystick movement of the boom regeneration valve, which is determined by the control pressure
from the boom pilot control valve (movement of the joystick). Any oil that cannot
• Boom 2 valve is not operational flow to the boom cylinder rod ends flows across the boom 1 valve into the return
during BOOM LOWER oil passages of the main hydraulic control valve. The BOOM LOWERS WITH
REGENERATION of boom cylinder head end oil to the boom cylinder rod ends.
• Return oil flows through the
boom regeneration valve and The boom 2 valve spool is not operational in the BOOM LOWER condition.
blends with pump supply oil to
NOTE: As soon as the bucket or work tool contact the ground during the
the boom cylinder rod ends
BOOM DOWN command, the boom head end pressure will DECREASE to
return oil pressure and the drive pump pressure will INCREASE, due to the
• The full NFC 2 signal through the resistance to downward boom movement. When these conditions occur,
center bypass passage causes the boom regeneration check valve will close and the system will work
the idler pump to DESTROKE to differently. The BOOM LOWERS WITH RESISTANCE.
the STANDBY condition

BOOM CONTROL VALVES

BOOM 1 AND BOOM 2 - BOOM LOWER WITH REGENERATION
(7)
Pilot Control
Pressure (12)
(11)
(10) Boom 2
Boom 1
Return Oil Control Valve
Control Valve
Passage Spool
Spool
(1) (9)
(13)
NFC 1 Signal Boom
Load Check
Valve Boom
(2)
Bridge Cylinder
Passage Head End
(14)
(3) Variable Swing
(17)
Boom Priority Valve
Left
Cylinder
Center Bypass
Rod End
Passage
(4)
Boom
Cylinder
Head End
(16)
NFC 2 Signal
(5) Passage
Load Check
Valve (6) (8) (15)
Right Right Left
Parallel Feeder Center Bypass Parallel Feeder
BOOM 1 BOOM 2
CONTROL VALVE CONTROL VALVE
26
The illustration above shows a cross-sectional view of the two boom control valve
spools in the BOOM LOWER WITH REGENERATION condition.
• Cross sectional view of the As the operator moves the joystick toward the BOOM LOWER position and the
main hydraulic control valve boom, stick, and bucket are suspended above the ground, Pilot Control
from above - two boom control Pressure (7) oil from the boom pilot control valve enters the pilot oil port at the top of
valve spools - Boom 1 shifted the Boom 1 Control Valve Spool (13). No pilot oil is sent to the pilot port of the
and Boom 2 centered for BOOM Boom 2 Control Valve Spool (11). The full pilot control pressure causes the boom 1
LOWER WITH REGENERATION spool to shift DOWN until the centering spring is fully compressed.
• Return oil flow from head ends is With the boom 1 spool shifted DOWN, the Right Center Bypass Passage (8) is
higher pressure and is restricted nearly closed off from the NFC 1 Signal Passage (1). A small volume of oil flows
but flows to return oil passage through the orificed passages in the center land of the boom 1 spool, and a lower
- also flows in passage to NFC signal is sent to the drive pump to regulate it to a pressure condition slightly
regeneration valve higher than STANDBY. (This pressure is variable, depending on the position of the
joystick and the resultant proportional movement of the boom 1 spool.)
• Pump supply is at a pressure
higher than STANDBY pressure With the boom 1 valve spool shifted to the full BOOM LOWER position, the supply
due to low NFC signal (variable, oil from the drive pump is present in the Right Parallel Feeder Passage (6). With
depending on operator request) the Boom Cylinder Rod End (3) passage open to the Bridge Passage (2), the oil in
the parallel feeder passage opens and flows past the boom 1 Load Check Valve (5),
• Returning head end oil blends then through the bridge passage. The oil then flows across the boom 1 valve
with pump supply oil for boom spool and out to the rod ends of the boom cylinders, causing the cylinder rods to
regeneration RETRACT.

Because the boom 1 spool is shifted DOWN, the higher pressure boom cylinder
head end oil is restricted; therefore, only a small amount of oil flows through the
throttling slots on the bottom land of the spool and into the Return Oil Passage
(10).
Most of the higher pressure return oil flows into a passage that leads to the Boom
Regeneration Valve (9). The oil that flows through the passage to the boom
regeneration valve will combine with the pump supply oil to the cylinder rod ends.
The BOOM LOWERS WITH REGENERATION of boom cylinder head end oil to the
boom cylinder rod ends.
No BOOM LOWER pilot control pressure oil is sent to the Boom 2 Control Valve
Spool (12) during a BOOM LOWER request, so it is kept centered by its centering
spring. Only the boom 1 valve spool is used for the BOOM LOWER condition.


BOOM LOWER WITH RESISTANCE (DIG)
(35)
Boom
(30) (34) Cylinders
(29) Bucket
Stick Drift Stick
Cylinder Cylinder
Reduction
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
STICK IN
(33)
SWING PRIORITY
Pilot Oil
BOOM PRIORITY
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
(27) (16) Right Boom 1 (36) Stick 2
NFC 2 Straight Travel Valve Check Valve
Relief Travel Valve Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 Valve
Orifice
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
STICK IN
(7)
STICK OUT
(17)
BUCKET OPEN
STICK IN
STICK IN
(36) (25) (24) PRIORITY (3)

SWING RIGHT
SWING
Valve NFC 1
(20)
(18)
(19) Heavy Lift
Pilot Oil Solenoid
28
BOOM LOWER - With Resistance (Dig)
involved components and the valve and the related boom hydraulic circuit components in the BOOM LOWER
flow of all oil through the main WITH RESISTANCE condition. When the boom and stick are in contact with the
hydraulic control valve and out to ground and the operator requests BOOM DOWN movement, resistance to
the boom cylinders in the BOOM downward boom movement causes the pump supply oil pressure in the cylinder rod
LOWER WITH RESISTANCE ends to be higher than the return oil pressure in the boom cylinder head ends.
condition The BOOM LOWER pilot control pressure at the top of the Boom 1 Valve (10) spool
• Boom 1 spool moved to allow shifts the spool DOWN and also shifts the shuttle valve spool in the Boom Drift
high pressure oil from the Reduction Valve (12) DOWN, which opens the spring chamber of the drift reduction
drive pump to flow to the boom check valve to drain. The pilot control pressure also shifts the Boom Regeneration
cylinder rod ends Valve (5) to the right.
• Boom 2 spool is not operational When the boom 1 valve spool is shifted all the way to the BOOM LOWER position,
during BOOM LOWER reduced oil pressure in the center bypass passage is sent to the NFC 1 Signal
Relief Valve (8), causing the drive pump to UPSTROKE. (This pressure is variable,
• Restricted NFC 1 signal in the depending on the position of the joystick and the resulting proportional movement of
front control valve half causes the boom 1 valve spool.)
the drive pump to UPSTROKE
With the boom 1 valve spool shifted to the full BOOM LOWER position, the high
• NFC 2 signal flows through the pressure supply oil from the drive pump flows across the boom 1 valve spool and
center bypass passage causing then out to the rod ends of the Boom Cylinders (35), causing the cylinder rods to
the idler pump to DESTROKE to RETRACT.
the STANDBY condition
• Boom regeneration PRV is
ENERGIZED
Return oil from the boom cylinder head ends flows back through the boom drift
reduction valve to the boom 1 valve spool and to the boom regeneration valve,
but is blocked by the boom regeneration Check Valve (36), preventing the cylinder
head end oil from blending with the cylinder rod end oil. The return oil to the
boom 1 valve spool is somewhat restricted, but can flow across the boom 1 spool
through the throttling slots in the spool’s bottom land and then into the return oil
passage. The return oil then flows through the return oil passage in the main
hydraulic control valve and out through the Slow Return Check Valve (36). The
BOOM LOWERS WITH RESISTANCE.
The boom 2 valve spool is not operational in the BOOM DOWN condition. The
idler pump remains in the STANDBY condition unless another valve spool is moved
in the left half of the main hydraulic control valve.

BOOM CONTROL VALVES

BOOM 1 AND BOOM 2 - BOOM LOWER WITH RESISTANCE (DIG)
(7)
Pilot Control
Pressure (12)
(11)
Boom 2
Boom 1
Control Valve
Control Valve
Spool
Spool
(1) (9)
(13)
NFC 1 Signal Boom
Load Check
Valve Boom
(2)
Bridge Cylinder
Passage Head End
(14)
(3) Variable Swing
(17)
Boom Priority Valve
Left
Cylinder
Center Bypass
Rod End
Passage
(4)
Boom
Cylinder
Head End
(8) (16)
Right NFC 2 Signal
(5) Center Bypass Passage
Load Check Passage
Valve (6) (15)
Right (10) Left
Parallel Feeder Return Oil Parallel Feeder
BOOM 1 BOOM 2
CONTROL VALVE CONTROL VALVE
30
The illustration above shows a cross-sectional view of the two boom control valves
in the BOOM LOWER WITH RESISTANCE condition. The bucket is in contact with
the ground, so there is resistance to the BOOM LOWER command.
• Cross sectional view of the main As the operator moves the joystick toward the BOOM LOWER position, the Boom 1
hydraulic control valve from Control Valve Spool (13) operates in the same fashion as described for the
above - two boom control valve regeneration condition. The same NFC 1 signal is sent to the drive pump regulator,
spools - boom 1 shifted and causing the drive pump to UPSTROKE to a pressure condition slightly higher than
boom 2 not operational for BOOM STANDBY, as well.
LOWER WITH RESISTANCE
In the BOOM LOWER WITH RESISTANCE condition, however, the pressure in the
• Drive pump is UPSTROKED to Boom Cylinder Rod Ends (3) rises and the return oil from the Boom Cylinder Head
slightly above STANDBY due to Ends (4) drops. The return oil to the boom 1 valve spool is somewhat restricted,
reduced NFC signal but can flow across the boom 1 control spool through the throttling slots in the
spool’s bottom land and then into the return oil passage. (This return oil restriction
• Returning head end oil is allows the operator greater controllability when performing fine BOOM LOWER
restricted by throttling slots on movement.)
bottom of the boom 1 spool land
- creates slight back pressure The BOOM LOWERS WITH RESISTANCE.
in return oil circuit, which helps
with fine control during boom The Boom 2 Control Valve Spool (12) is not operational in the BOOM DOWN
down command condition.

(1)
Boom Lower
BOOM REGENERATION VALVE
Pilot Control (2) BOOM LOWER WITH RESISTANCE
Pressure Boom
Regeneration
Check Valve
(3)
From Boom 1
Control Valve
(4)
Spool
Boom
Cylinders
(6) (2)
(5)
To Boom 1
Control Valve
Spool
(6)
Boom
Regeneration
Valve
(7)
Boom 1 Valve
31
Boom Regeneration Valve Operation - BOOM LOWER WITH RESISTANCE
• Explanation of boom When the boom and stick are suspended above the ground and the operator
regeneration conditions requests BOOM LOWER movement, gravity and the weight of the boom, stick, and
bucket cause the return oil pressure in the boom cylinder head ends to be higher
• Explanation of major components than a pre-determined boom regeneration threshold pressure. Boom regeneration
that enable boom regeneration: allows boom cylinder head end oil to be recirculated back to the cylinder rod ends,
-- Boom Regeneration Check supplementing the pump supply oil and allowing the pumps to DESTROKE. The
Valve (2) boom regeneration strategy reduces the pump load on the engine, which reduces
fuel consumption.
-- Boom Regeneration Valve (6)
The boom regeneration valve consists of the following:
• Explanation of the boom
regeneration valve operation • Boom Regeneration Check Valve (2)
when there is resistance to boom • Boom Regeneration Valve (6)
lowering (digging)
These components are installed in the rear of the main hydraulic control valve,
rearward of the Boom 1 Valve (7).
During normal operation (digging), which is the BOOM LOWER WITH

RESISTANCE condition, the boom regeneration check valve is held DOWN by the
spring forces above it. The boom regeneration valve is held UP by the spring force
beneath it. During a BOOM LOWER command,Boom Lower Pilot Control
Pressure (1) oil is sent to the pilot oil port, which shifts the spool DOWN.

Return oil from the head ends of the Boom Cylinders (4) returns To the Boom 1
Control Valve Spool (5) and also flows through a passage to the regeneration
valve. The return oil flows around the regeneration spool to the boom regeneration
check valve, but the higher pressure boom oil From the Boom 1 Control Valve
Spool (3) in the rod end supply passage prevents the check valve from opening.
The check valve remains seated due to the higher pressure and the force of the
check valve spring. As a result, the rod end oil and head end oil from the boom
cylinders cannot blend.

(1)
Boom Lower
BOOM REGENERATION VALVE
Pilot Control (2) BOOM LOWER WITH REGENERATION
Pressure Boom
Regeneration
Check Valve
(3)
To Boom 1
(4)
Control Valve
Boom
Spool
Cylinders
(5)
From Boom 1
Control Valve
Spool
(6)
Boom
Regeneration
Valve
33
Boom Regeneration Valve Operation - BOOM LOWER WITH REGENERATION
• During regeneration valve When the joystick is moved to the BOOM LOWER position and the boom
operation when regeneration regeneration conditions are met, Boom Lower Pilot Control Pressure (1) is sent
conditions are met: through the pilot oil port and pressurizes the chamber at the top of the Boom
Regeneration Valve (6), causing it to shift DOWN. This movement opens a path for
-- Boom regeneration recirculates the higher pressure head end return oil to flow through a passage From the
higher pressure head end oil Boom 1 Valve Spool (5), across the throttling slots on the Boom Regeneration
into the rod ends during a Valve (6) to the bottom of the Boom Regeneration Check Valve (2).
BOOM LOWER request and
the front linkage is suspended Initially, the head end return oil at the left end of the check valve is at a higher
above the ground pressure than the oil in the rod end passage To the Boom 1 Control Valve
Spool (3).The higher pressure return oil from the head end of the boom cylinders
-- BOOM LOWER pilot opens and flows past the check valve, flows into the rod end supply passage, and
control pressure moves the combines with the oil delivery from the drive pump to the rod ends of the boom
regeneration valve DOWN cylinders.
-- Higher pressure head end oil Only the oil supply from the drive pump is used for the BOOM LOWER operation.
flows across the regeneration Since the boom regeneration valve supplies return oil from the head end to the rod
valve and opens the check end of the boom cylinders, more efficient use of the oil delivery from the drive pump
valve is achieved during a BOOM LOWER operation.
-- Drive pump can DESTROKE

because boom cylinder head
end oil volume supplements oil
flow for filling the rod ends
BOOM DRIFT REDUCTION VALVE

BOOM RAISE
(6)
Pilot Supply
Port (3)
(10) (6) (8)
Passage
(4)
(7)
(9)
(3)
(5)
(7)
Shuttle
(10)
(1) (4) (2) Return Oil Valve
Drain
Boom Drift (4)
Reduction From Boom
Valve Valve Spools (5)
Check
Valve
(8)
Boom Cylinder
Head Ends
(7)
Shuttle
Valve
(2) Return Oil
(9)
Line Relief and (7) (3)
Makeup Valve Shuttle Passage
Valve
34
Boom Drift Reduction Valve Operation - BOOM RAISE
• Boom drift reduction valve The Boom Drift Reduction Valve (1) is bolted to the right front corner of the main
prevents oil leakage from the hydraulic control valve. The purpose of this valve is to prevent oil from leaking from
boom cylinder head ends in the head ends of the boom cylinders, and therefore, the boom from drifting down
HOLD - stopping cylinder drift when the boom joystick is in NEUTRAL and the boom, stick, and bucket (or
attachment) are suspended above the ground.
• Explanation of the boom drift
reduction valve operation in the The illustration above shows the boom drift reduction valve and its component
BOOM RAISE condition: parts in the BOOM RAISE condition. A breakout schematic of the boom drift
reduction valve is also shown for better comprehension.
-- Initial high pressure from boom
valve spools opens the check When the joystick is moved toward the BOOM RAISE position, no supply oil is
valve sent to the boom down Pilot Supply Port (6), allowing the return spring to keep
the Shuttle Valve (7) shifted UP, which keeps the check valve inlet and its spring
-- Oil flow keeps the check valve chamber connected.
open - more oil flow opens the
valve further The high pressure oil flow from the boom 1 and boom 2 control valves combines
in the main control valve. The combined oil flow From the Boom Valve Spools (4)
enters the boom drift reduction valve and is directed to the end of the Check
Valve (5). Initially, the high pressure oil from the boom spools is higher than the
pressure in the check valve spring chamber, so the check valve cracks open. As
the check valve opens, oil flow from the boom spools flows past the check valve
and out to the Boom Cylinder Head Ends (8).

The shuttle valve provides an orifice effect as it connects the check valve spring
chamber with the boom circuit pressure via the drain Passage (3) between them.
This connection keeps the pressure in the check valve spring chamber lower than
the circuit pressure, allowing check valve movement.
As oil flow from the boom spools INCREASES, the check valve opens further,
allowing the boom cylinder rods to extend.

BOOM DRIFT REDUCTION VALVE

BOOM LOWER (6)
Pilot Supply
Port (3)
(10) (6) (8)
Passage
(4)
(7)
(9)
(3)
(5)
(7)
Shuttle
(10)
(1) (4) (2) Return Oil Valve
Drain
Boom Drift (4)
Reduction To Boom
Valve Valve Spools (5)
Check
(8)
Valve
From
Boom Cylinder
Head Ends
(7)
Shuttle
Valve
(11)
Lip
(2) Return Oil
(9)
Line Relief and (7) (3)
Makeup Valve Shuttle Passage
Valve
36
Boom Drift Reduction Valve Operation - BOOM LOWER
• Explanation of the boom drift The illustration above shows the Boom Drift Reduction Valve (1) and its component
reduction valve operation in the parts in the BOOM LOWER condition.
BOOM LOWER condition:
When the joystick is moved toward the BOOM LOWER position, pilot supply oil
-- BOOM DOWN command sends is sent to the boom down Pilot Supply Port (6) from the boom pilot control valve
pilot oil to shift shuttle valve (joystick). The pilot supply oil shifts the Shuttle Valve (7) DOWN, which blocks the
Check Valve (5) inlet from the check valve spring chamber and simultaneously
-- Shuttle valve drains spring connects the check valve spring chamber to the drain, through the connecting drain
chamber of check valve Passage (3) between them.
-- Return oil flow acts on larger The high pressure return oil flow From the Boom Cylinder Head Ends (8) enters the
diameter of check valve lip to boom drift reduction valve and is directed to the end of the check valve. The larger
initially crack valve open diameter surface area of the Lip (11) on the check valve is acted upon by the return
oil pressure to lift the valve away from its seat. The check valve spring chamber is
now at Return Oil (2) (or tank) pressure; therefore, the flow of oil opens the check
-- Oil flow rate determines how far valve wider to accommodate the flow.
the check valve opens
As the check valve opens, the high pressure oil flow from the boom cylinder head
ends flows through the drift reduction valve and into the main hydraulic control
valve To both Boom Valve Spools (4). The oil flow from there is divided between
the two spools and the boom regeneration valve if boom regeneration is active.
As oil flow from the boom cylinder head end INCREASES, the check valve opens
further, allowing the boom cylinder rods to RETRACT.

STICK HYDRAULIC CIRCUIT COMPONENTS
(1) (2) (3)
Stick 2 Stick 1 Stick IN
Control Valve Control Valve Line Relief and
(IN) (IN) Makeup Valve
(6) (5)
Stick 2 Stick 1
Load Check Load Check
Valve Valve (4)
Stick Drift
(7)
Reduction
Stick
Valve
Regeneration
Check Valve
(8)
(11)
Stick
Stick
Regeneration
Unloading
Valve
Valve (12)
(9) Stick 2
Stick 1 (10)
Stick OUT Control
Control Valve Valve
Line Relief and
37
(OUT) (OUT)
Makeup Valve
STICK HYDRAULIC SYSTEM

Main Hydraulic Control Valve - Stick Circuit Component Identification
• Location and identification of the The major stick hydraulic system components located on the main hydraulic control
stick system components located valve are listed below.
on the main hydraulic control
valve • Stick 2 Control Valve (IN) (1): This port at the end of the control valve spool
receives pilot control pressure oil to move the stick 2 control valve spool
• Brief functional description toward the STICK IN direction, which allows high pressure pump supply oil to
of the stick hydraulic system flow to the head end of the stick cylinder. (This is the secondary stick spool.)
hydraulic control valve • Stick 1 Control Valve (IN) (2): This port at the end of the control valve spool
receives pilot control pressure oil to move the stick 1 control valve spool
toward the STICK IN direction, which allows high pressure pump supply oil to
flow to the head end of the stick cylinder. (This is the primary stick spool.)
• Stick IN Line Relief and Makeup Valve (3): Installed in the cylinder head end
passage from the stick control valve spools and serves two purposes;
-- Opens to relieve excessive pressure in the stick IN circuit, protecting the
stick and the hydraulic components from damage.
-- Opens to draw tank oil into the STICK IN circuit when external forces cause
the stick to move inward while the stick control lever is in the NEUTRAL
position, protecting the aforementioned components.

• Stick Drift Reduction Valve (4): Mounted to the left, front corner of the main
valve, at the bottom, and prevents oil from leaking from the rod end of the stick
cylinder; therefore, keeping the stick from drifting down (IN) while the stick
control lever is in NEUTRAL and the stick is suspended above the ground.
• Stick 1 and Stick 2 Load Check Valves (5) and (6): Installed in the front of
the valve bodies for the stick valve spools and are situated upstream of the oil
flow to the control valve spools. The stick load check valves prevent the stick
from moving until pump supply pressure can overcome the existing pressure in
the stick circuit, which prevents stick droop and lag.
• Stick Regeneration Check Valve (7): This valve is opened by return oil from
the stick regeneration valve (when activated) and allows rod end return oil
to combine with pump supply oil during the stick regeneration (IN) condition
and closes when high pressure oil flows to the head ends during a STICK IN
function when digging.
• Stick Regeneration Valve (8): This valve is operated by STICK IN pilot

control pressure and is moved to direct stick cylinder rod end oil to the cylinder
head end to supplement the pump supply oil during a STICK IN function when
the stick is moving from a position above the ground.
• Stick 1 Control Valve (OUT) (9): This port at the end of the control valve
spool receives pilot pressure oil to move the stick 1 control valve spool toward
the STICK OUT direction, which allows high pressure pump supply oil to flow
to the rod end of the stick cylinder. (This is the primary stick spool.)
• Stick OUT Line Relief and Makeup Valve (10): Installed in the stick drift
reduction valve body (cylinder rod end circuit) and serves two purposes;
-- Opens to relieve excessive pressure in the stick OUT circuit, protecting
the stick and the hydraulic components from damage.
-- Opens to draw tank oil into the STICK OUT circuit when external forces
cause the stick to move outward while the stick control lever is in the
• Stick Unloading Valve (11): The stick unloading valve provides an easier
path to tank for stick cylinder rod end return oil during a STICK IN command
when the stick cylinder head end pressure is high (digging).
• Stick 2 Control Valve (OUT) (12): This port at the end of the control valve
spool receives pilot control pressure oil to move the stick 2 control valve spool
toward the STICK OUT direction, which allows high pressure pump supply oil
to flow to the rod end of the stick cylinder. (This is the secondary stick spool.)


(29)
STICK OUT WITH RESISTANCE
(35)
Priority
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
(33) STICK IN
SWING PRIORITY
Pilot Oil
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 Valve
Orifice
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
STICK OUT
(7)
STICK OUT
STICK IN
BUCKET OPEN
(17)
STICK IN
(37) (25) PRIORITY (3)

SWING RIGHT
SWING
Stick PRIORITY
Unloading
Valve
(24) (20)
Signal
(18) Line
(19) Heavy Lift
Pilot Oil Solenoid
39
Stick Hydraulic System Operation
Stick Out with Resistance
• Explanation of the STICK OUT The illustration above shows the state of the main hydraulic control valve when the
WITH RESISTANCE condition operator has requested a STICK OUT command WITH RESISTANCE to stick
movement. (Typically, this condition exists when the stick moves from vertical
• STICK OUT PILOT control toward the full STICK OUT extension.) The STICK OUT request is independent of
pressure is sent to: any other hydraulic circuit activation. With a STICK OUT command, the rod end of
-- Stick 1 valve the Stick Cylinder (30) is pressurized and the return oil from the stick cylinder head
-- Stick 2 valve end is at or near tank pressure.
• Stick regeneration is inactive The operator has moved the joystick all the way to the full STICK OUT position,
during a STICK OUT function causing the stick pilot control valve to send full STICK OUT pilot control pressure
• The stick drift reduction check oil to two places:
valve opens from the oil flow to • STICK OUT end of the Stick 1 Valve (23) spool
the stick cylinder rod end - the • STICK OUT end of the Stick 2 Valve (9) spool
shuttle valve spool is inactive
during a STICK OUT function With full STICK OUT pilot control pressure oil at their bottoms, both of the stick
• Return oil is sent directly to tank valve spools shift UP.
via the stick valve spools Drive Pump (1) and Idler Pump (2) oil flows into the main hydraulic control valve
• Both pumps are UPSTROKED and is available to both the stick 1 and stick 2 valve spools via the parallel feeder
due to lack of any NFC signal passages. Oil also flows to both stick valves through the bypass passages as
pressures previously described.

Since both stick valve spools are shifted to the full STICK OUT position, the oil
flow through both center bypass passages is blocked, so no NFC signal pressure
is sent to the NFC 1 Relief Valve (8) or the NFC 2 Relief Valve (27). The lack of
NFC signal pressure to the pump regulators causes both pumps to UPSTROKE,
increasing the flow of oil through the system to meet the demand of the operator
request.
With both stick valve spools shifted to the full STICK OUT position, the high
pressure supply oil from both pumps flows across the two stick control valve spools
and is combined. The combined oil flow is directed to the Stick Regeneration
Valve (32), the Stick Unloading Valve (25) and the Stick Drift Reduction Valve (29).
Since this is a STICK OUT command, the stick regeneration and unloading valve
spools are not active; therefore, the regeneration valve spool and the check valve
block the pump supply oil.
The pump supply oil enters and opens the stick drift reduction check valve and then
flows out to the rod end of the stick cylinder, causing the cylinder rod to retract.
Since the stick regeneration and unloading valve is not active, the stick unloading
valve blocks the return oil from flowing through this path. The STICK moves OUT
against RESISTANCE.
Return oil from the stick cylinder head end flows back to the two stick valve spools,
which direct the oil flow into the return oil passages in the main hydraulic control
valve body, and then to the hydraulic oil tank.
NOTE: The stick valve spools operate in the same manner as the boom
valve spools. Therefore, no valve cutaway graphics are used to follow the
oil flow through the stick valves. All of the stick valve components work in a
similar manner as the boom valve components, with only slight differences
in the valve spools to fit the need of stick operation. When necessary,
these slight differences in the valve spools will be noted in the explanation
of the various stick circuit conditions, using only the schematic.


(29)
STICK IN SLOW (INCHING)
(35)
Stick Drift
Reduction
(30) NO REGENERATION (34)
Bucket
Boom
Stick Cylinders (36)
Priority
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
(33) STICK IN
SWING PRIORITY
Pilot Oil
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 (38) Valve
Orifice Check
Valve
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
(7)
STICK OUT
STICK OUT
STICK IN
BUCKET OPEN
(17)
STICK IN
(37) (25) PRIORITY (3)

SWING RIGHT
SWING
Stick PRIORITY
Unloading
Valve
(24) (20)
Signal
(18) Line
(19) Heavy Lift
Pilot Oil Solenoid
41
Stick IN SLOW (INCHING) - No Regeneration - No Unloading
• Explanation of the SLOW STICK The illustration above shows the state of the main hydraulic control valve when the
IN with no regeneration or operator has requested a STICK IN command with very SLOW stick movement
unloading and the stick is suspended above the ground. The STICK IN request is
independent of any other hydraulic circuit activation. In this condition, the head end
• Pilot control pressure is less than of the Stick Cylinder (34) is pressurized, but the return oil from the stick cylinder rod
860 kPa (125 psi) end is at a higher pressure, due to gravity pulling the mass of the stick and bucket
• Reduced STICK IN PILOT control downward. In this condition, the control valve is used more to meter the flow of
pressure is sent to: return oil in order to control the downward speed of the stick. The Drive Pump (1)
-- Stick 1 valve spool is at STANDBY and the Idler Pump (2) is regulated to UPSTROKE slightly above
STANDBY.
-- Stick 2 control valve spool
-- Boom 2 control valve spool When the operator moves the joystick to a STICK IN position that causes the stick
-- Stick regeneration valve to move IN very slowly (inching), the stick pilot control valve sends reduced STICK
-- Stick drift reduction valve IN pilot control pressure oil that is less than approximately 860 kPa (125 psi). The
control pressure is transmitted to five places on the main hydraulic control valve:
• Stick regeneration and unloading
valves are inactive due to very • STICK IN end of the Stick 1 Valve (23) spool
low pressures • STICK IN end of the Stick 2 Valve (9) spool, via the Boom Priority Valve (36)
• Stick drift reduction check valve • BOOM DOWN end of the Boom 2 Valve (28) spool
allows return oil flow through the • Stick Regeneration Valve (32)
valve
• Idler pump is UPSTROKED
slightly and drive pump is at
STANDBY
With reduced STICK IN pilot control pressure oil at the top, the stick 1 valve spool
shifts part way DOWN. Due to the heavier centering spring of the stick 2 valve
spool, the reduced STICK IN pilot pressure cannot shift the stick 2 spool; therefore,
it remains in the centered position.
The reduced STICK IN pilot control pressure to the stick drift reduction valve shifts
the shuttle valve spool, which drains the check valve’s spring chamber. The boom
priority valve has no effect on the reduced STICK IN pilot control pressure sent to
the stick 2 valve, as there is no request for boom movement. The reduced pilot
control pressure is sent to the stick regeneration valve, but it is not high enough to
shift the spool, so regeneration is not active.
The reduced STICK IN pilot control pressure at the bottom of the boom 2 spool
cannot shift the spool, due to the blocking rod preventing movement in the BOOM
DOWN direction. STICK IN pilot control pressure is always sent to the BOOM
DOWN end of the boom 2 spool during a STICK IN command. This is done
to prevent spool movement if BOOM RAISE is requested during the STICK IN
condition. This strategy ensures that the stick 1 valve has full oil flow available in
the event of a combined STICK IN and BOOM RAISE request, which gives the
stick 1 spool oil priority over the Boom 2 spool.
Since the stick 1 valve spool is shifted part way to the STICK IN position, the
oil flow through the center bypass passage is partially blocked, resulting in a
REDUCED NFC signal being sent to the NFC 2 Relief Valve (27). The REDUCED
NFC signal pressure UPSTROKES the idler pump, increasing the flow of oil
through the Parallel Feeder Passage (31) in proportion to the STICK IN request.
Because the stick 2 valve spool remains centered, the NFC 1 Relief Valve (8)
sends the full NFC signal back to the drive pump, regulating it to STANDBY.
With only the stick 1 control valve shifted to the STICK IN position, supply oil from
the idler pump flows across the stick 1 valve spool. The spool is not shifted all the
way; therefore, there is a pressure drop across the stick 1 spool. The pump supply
oil is directed to the stick regeneration and unloading valve and also flows out to
pressurize the head end of the stick cylinder, causing the cylinder rod to EXTEND,
moving the STICK IN.
As the cylinder rod EXTENDS, rod end return oil from the stick cylinder flows back
to, and opens the stick drift reduction check valve. The oil then flows to the stick
regeneration valve and both stick control valve spools. The return oil is blocked
at the stick regeneration valve and also at the stick 2 valve spool. All of the rod
end return oil flows across the stick 1 valve spool, which directs the oil flow into
the return oil passages in the main hydraulic control valve body to the hydraulic oil
tank.
Since the stick 1 valve spool is only shifted part way, the return oil is restricted
as it flows into the return oil passages. Since the stick is moving IN slowly, the
restriction prevents cavitation in the cylinder head end; therefore, stick regeneration
is not required.
Stick regeneration is not activated until the STICK IN pilot control pressure is higher
than 860 kPa (125 psi). This strategy allows the operator to slowly and accurately
control STICK IN movement, which is crucial in pipelaying operations or when
lowering heavy objects with precision.

(1)
STICK IN
STICK REGENERATION VALVE
Pilot Control Pressure
(2) STICK IN SLOW (INCHING)
Stick
(< 860 kPa) NO REGENERATION
Regeneration (3)
Valve From
NO UNLOADING
Stick 1 Valve
(6) Spool
(4)
Check Stick
Valve Unloading
Valve
(5)
To
Stick 1 Valve
Spool
43
Stick IN SLOW (INCHING) - No Regeneration
• Explanation of the operation of When the operator requests SLOW STICK IN, such as when lowering a heavy,
the stick regeneration valve and suspended object (pipelaying), the joystick is only moved slightly. This position of
related components in the STICK the joystick results in the stick pilot control valve sending less than
IN SLOW (INCHING) condition 860 kPa (125 psi) of STICK IN Pilot Control Pressure (1), which is not high enough
to move the Stick Regeneration Valve (2) DOWN against the force of its return
• Pilot control pressure is less than spring. This reduced pilot control pressure is also too low to move the stick 2 valve
860 kPa (125 psi) spool, so only the stick 1 spool controls oil flow to and from the stick cylinder.
High pressure oil from the cylinder rod end returns To the Stick Valve 1 Spool (5),
• Only the stick 1 valve is actuated which slowly meters the oil into the return oil passages, giving the operator fine
control of the stick. Drive pump supply oil From the Stick 1 Valve Spool (3) flows
• Check valve is closed to the stick cylinder head end at a flow rate that prevents cavitation, since the
retraction of the cylinder rod is being finely controlled.
• Stick regeneration is not active
The pump supply oil also flows through a passage in the main hydraulic control
• Stick unloading is not active valve to the regeneration Check Valve (6), keeping it seated DOWN.
In this condition, stick regeneration is not active, nor is it required.


(29)
STICK IN - REGENERATION ACTIVE
(35)
Stick Drift
Reduction
(30) UNLOADING INACTIVE (34)
Bucket
Boom
Stick Cylinders (36)
Priority
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
(33) STICK IN
SWING PRIORITY
Pilot Oil
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 (38) Valve
Orifice Check
Valve
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
(7)
STICK OUT
STICK OUT
STICK IN
BUCKET OPEN
(17)
STICK IN
(37) (25) PRIORITY (3)

SWING RIGHT
SWING
Stick PRIORITY
Unloading
Valve
(24) (20)
Signal
(18) Line
(19) Heavy Lift
Pilot Oil Solenoid
44
Stick IN SLOW - Regeneration Active - Unloading Inactive
• Explanation of the SLOW STICK The illustration above shows the same state of the main hydraulic control valve
IN WITH REGENERATION when the operator has moved the joystick approximately half way toward the full
condition but no unloading STICK IN movement and the stick is suspended above the ground. The head end
of the Stick Cylinder (34) is pressurized a little more, but the return oil from the stick
• STICK IN pilot control pressure cylinder rod end is again at a higher pressure. The control valve is used to meter
is greater than approximately 860 the flow of return oil a little faster, but still controls a slow downward speed of the
kPa (125 psi), but less than full stick. The Drive Pump (1) still remains at STANDBY, but the Idler Pump (2) is
pressure regulated to UPSTROKE a little more, in proportion to the movement of the
joystick.
• Stick regeneration is active at
pressure but stick unloading
In this condition, the stick pilot control valve sends reduced STICK IN pilot control
valve is inactive due to low
pressure oil that is greater than approximately 860 kPa (125 psi), but still not full
pressures
control pressure, to the same five places at the main hydraulic control valve:
• Stick drift reduction check valve • STICK IN end of the Stick 1 Valve (23) spool
allows return oil flow through the
valve • STICK IN end of the Stick 2 Valve (9) spool, via the
Boom Priority Valve (36)
• Idler pump is UPSTROKED and
drive pump is at STANDBY from • BOOM DOWN end of the Boom 2 Valve (28) spool
two different NFC signals • Stick Regeneration Valve (32)

The increase of STICK IN pilot control pressure oil at the top, the stick 1 valve
spool shifts it all the way DOWN, but is still not high enough to overcome the
force of the centering springs to shift the stick 2 spool, so it remains in the
centered position. The pilot control pressure is now high enough to move the stick
regeneration valve
With the stick 1 valve spool shifted to the full STICK IN position, the supply oil
from the idler pump flows across the stick 1 valve spool and is directed to the stick
regeneration valve and also to the head end of the stick cylinder. The pressure
of the supply oil flowing across the stick regeneration valve; however, is not high
enough to shift the stick unloading valve, so it remains inactive.
The cylinder rod EXTENDS and the STICK moves IN SLOWLY.
With gravity pulling the mass of the stick and bucket downward, the oil pressure
in the rod end of the stick cylinder is higher than the pump supply pressure in the
head end as the stick 1 valve spool meters the return oil. This higher pressure
return oil enters and opens the stick drift reduction valve and is then divided into
three flow paths:
• A portion of the oil enters the stick regeneration valve. The majority of this oil
flows across the regeneration valve spool, then opens and flows across the
stick regeneration Check Valve (38) where it blends with and supplements the
lower pressure supply oil to the cylinder head end.
• Some oil passes through the regeneration valve to the orificed stick unloading
valve, but the pressure is not high enough to move the unloading valve spool.
• The rest of the higher pressure return oil flows to both of the stick valve spools.
The return oil is blocked at the stick 2 spool. The oil that flows across the stick
1 spool is restricted, which causes some of the oil to be used for regeneration.
The oil that does flow across the stick 1 spool is directed into the return oil
passages in the main control valve to the hydraulic oil tank.
Stick regeneration is activated when the STICK IN pilot control pressure becomes
higher than 860 kPa (125 psi).

(1)
STICK IN
(2) STICK IN SLOW
Stick
(> 860 kPa) REGENERATION ACTIVE
Regeneration (3)
Valve From
UNLOADING INACTIVE
Stick 1 Valve
(6) Spool
(4)
Check Stick
Valve Unloading
Valve
(5)
To
Stick 1 Valve
Spool
46
Stick IN SLOW - Regeneration Active
• Explanation of the operation of When the operator moves the joystick to a position approximately half way toward
the stick regeneration valve and the full STICK IN position and the stick is suspended above the ground, only the
related components in the STICK stick 1 spool is still used to meter the flow of return oil because of gravity and the
IN SLOW condition weight of the stick and bucket creating a high cylinder rod end pressure. The
position of the joystick results in the stick pilot control valve sending STICK IN Pilot
• Pilot control pressure is greater Control Pressure (1) that is higher than 860 kPa (125 psi), but still too low to
than 860 kPa (125 psi), but less actuate the Stick 2 spool. The pilot control pressure is now high enough; however,
than full pressure to move the Stick Regeneration Valve (2) DOWN, against the force of the return
spring.
• Only the stick 1 valve is actuated With the stick regeneration valve moved downward, the high pressure cylinder rod
end oil flowing To the Stick Valve 1 Spool (5), can flow across the regeneration
• Check valve is partially open valve spool to the Check Valve (6). The return oil pressure is higher than the
pressure of the drive pump supply oil From the Stick 1 Valve Spool (3) so the check
• Stick regeneration is active valve opens UP, away from its seat. This movement allows the high pressure rod
end oil blend with the pump supply oil to the stick cylinder head. Since the stick
is now falling faster, the blending of rod end return oil and the flow of supply oil
• Stick unloading is not active prevents cylinder cavitation.
The pressure of the supply oil from the stick 1 valve spool, plus the force of
the spring, keep the check valve in a position that causes an orifice effect that
equalizes the pressures across the valve. The position of the regeneration
valve also allows oil to flow to the top of the Stick Unloading Valve (4), but the
orifice through the center of the unloading valve and the slow flow of oil from the
regeneration valve keeps unloading valve UP. In the UP position, the unloading
valve blocks the path for rod end oil to flow into the return oil passage .
In this condition, stick regeneration is required, but since the movement of the stick
is still under control, and only the drive pump is supplying oil from the stick 1 valve
spool, the stick unloading valve is not needed.


(29)
STICK IN FAST - WITH REGENERATION
(35)
Priority
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
(33) STICK IN
SWING PRIORITY
Pilot Oil
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 (38) Valve
Orifice Check
Valve
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
(7)
STICK OUT
STICK OUT
STICK IN
BUCKET OPEN
(17)
STICK IN
(37) (25) PRIORITY (3)

SWING RIGHT
SWING
Stick PRIORITY
Unloading
Valve
(24) (20)
Signal
(18) Line
(19) Heavy Lift
Pilot Oil Solenoid
48
Stick IN FAST with Regeneration
• Explanation of the STICK IN FAST The illustration above shows the state of the main hydraulic control valve when the
WITH REGENERATION condition operator has requested FAST STICK IN movement with the stick and bucket
suspended. STICK REGENERATION is active and stick unloading is inactive. Full
• Both the stick 1 and stick 2 activation of the Stick Regeneration Valve (32) prevents cylinder cavitation.
valves are fully shifted
With full STICK IN pilot control pressure at their tops, both stick valve spools
completely shift DOWN. With both stick control valve spools shifted to the full
• Both pumps are UPSTROKED STICK IN position, no oil in either center bypass passage is able to flow to the NFC
relief valves, causing both pumps to UPSTROKE to provide the oil flow required.
• Stick regeneration valve is active
and fully shifted, allowing most Because both stick valves are shifted to the full STICK IN position, the supply oil
of the rod end return oil to blend from both pumps flows across the two stick valve spools and is combined. The
with pump supply oil combined oil flow is directed to the stick regeneration valve and also to the head
end of the stick cylinder. The cylinder rod EXTENDS and the STICK cylinder
• Remainder of the return oil flows moves IN FAST.
to the return oil passages via the
stick 1 valve spool With gravity pulling the mass of the stick and bucket downward, the oil pressure in
the rod end of the stick cylinder is still higher than the pump supply pressure in the
• The stick 2 spool blocks rod end head end. This higher pressure return oil enters and opens the stick drift reduction
return oil valve and is then divided into two flow paths:
• A portion of the high pressure return oil enters the stick regeneration valve.
The majority of this oil flows across the regeneration valve spool, then opens
and flows across the stick regeneration Check Valve (38) where it blends with
and supplements the lower pressure supply oil to the cylinder head end.
• The remainder of the higher pressure return oil flows to both of the stick valve
spools. The return oil is blocked at the stick 2 spool. The oil that flows across
the stick 1 spool is restricted. This return oil restriction is what causes most
of the oil to be used for regeneration. The oil that does flow across the stick
1 spool is directed into the return oil passages in the main control valve to the
hydraulic oil tank.

(1)
STICK IN
(2) STICK IN FAST
Stick
(> 860 kPa) REGENERATION ACTIVE
Regeneration (3)
Valve From
Stick 1 Valve
(6) Spool
(4)
Check Stick
Valve Unloading
Valve
(5)
To
Stick 1 Valve
Spool
50
Stick IN FAST - Regeneration ACTIVE
• Explanation of the operation of When the operator moves the joystick all the way to the full STICK IN position and
the stick regeneration valve and the stick is suspended above the ground, Full STICK IN Pilot Control Pressure (1)
related components in the STICK actuates both the stick 1 and stick 2 spools and move the Stick Regeneration
IN FAST condition Valve (2) DOWN completely. Gravity and the weight of the stick and bucket still
create a high cylinder rod end pressure. The stick now falls fast, so both the drive
• Full pilot control pressure and idler pumps UPSTROKE to provide oil flow to the cylinder head end. However,
stick regeneration is required to prevent cavitation in the head end.
• Check valve is fully open A higher volume of high pressure cylinder rod end oil flowing To the Stick Valve
Spools (5) flows across the regeneration valve and opens the Check Valve (6)
• Stick regeneration is active completely. More rod end oil now blends with the drive pump and idler pump
supply oil From the Stick Valve Spools (3), preventing cavitation.
• Stick unloading is inactive The position of the regeneration valve allows oil to flow to the top of the
Stick Unloading Valve (4), but until the cylinder head end pressure exceeds
approximately 11270 kPa (1630 psi) (the setting of the unloading valve spring), the
unloading valve remains inactive. Because the stick 2 spool blocks rod end return
oil and the stick 1 spool allows little rod end return oil flow to tank, most of the rod
end return oil supplements the pump supply oil to prevent cavitation in the head
end.


(29)
STICK IN WITH RESISTANCE (DIG)
(35)
Priority
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM LOWER
BOOM LOWER
BOOM RAISE
SWING LEFT
RIGHT REV
STICK IN
STICK IN
(33) STICK IN
SWING PRIORITY
Pilot Oil
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 (38) Valve
Orifice Check
Valve
SWING
RIGHT FWD
BOOM RAISE
LEFT FWD
(7)
STICK OUT
STICK OUT
STICK IN
BUCKET OPEN
(17)
STICK IN
(37) (25) PRIORITY (3)

SWING RIGHT
SWING
Stick PRIORITY
Unloading
Valve
(24) (20)
Signal
(18) Line
(19) Heavy Lift
Pilot Oil Solenoid
51
Stick IN with Resistance (Dig)
• Explanation of the STICK IN WITH The illustration above shows the state of the main hydraulic control valve when the
RESISTANCE condition operator has requested STICK IN movement WITH RESISTANCE. This condition
can occur during digging or when moving the stick inward toward the machine from
• The stick regeneration valve and a vertical position and the stick is suspended above the ground. The STICK IN
unloading valve are activated, but request shown above is independent of any other hydraulic circuit activation. In
regeneration is not active this condition, the Stick Cylinder (30) head end oil pressure now becomes higher
• The regeneration check valve is than the rod end oil pressure.
closed
As with the STICK IN FAST condition, both the stick 1 and stick 2 valve spools
• The stick drift reduction check are fully shifted, allowing supply oil from both pumps to flow to the head end of
valve allows return oil flow the Stick Cylinder (30). With both stick valve spools shifted to the full STICK IN
through to control valve - the position, no signal pressure is being sent to either pump; therefore, the pumps
shuttle valve spool is active are regulated to UPSTROKE in order to meet the oil flow demand of the operator
• Both pumps are UPSTROKED to request.
meet the oil flow demand The stick regeneration valve and stick unloading valve are both active, but because
the pump supply pressure to the stick cylinder head end is now higher than the
return oil from the rod end, the stick regeneration Check Valve (38) is CLOSED by
the higher pressure head end oil. No stick regeneration occurs, but the unloading
valve provides a path to the hydraulic tank for return oil since return oil is blocked at
the stick 2 valve spool and restricted by the stick one valve spool.
If resistance to the stick moving inward becomes too great, the stick line relief valve
or the Main Relief Valve (17) may open briefly to dissipate the pressure.

(1) STICK REGENERATION VALVE

Full STICK IN (2) STICK IN WITH RESISTANCE (DIG)
Pilot Control Pressure Stick
REGENERATION INACTIVE
Regeneration
Valve (3) UNLOADING ACTIVE
From
Stick Valve
(6) Spools
(4)
Check Stick
Valve Unloading
Valve
(5)
To
Stick Valve
Spools
52
Stick IN with Resistance (Dig) - Unloading Active
• Explanation of the operation of When the operator requests full STICK IN, the stick pilot control valve sends Full
the stick regeneration valve and STICK IN Pilot Control Pressure (1) to actuate both the stick 1 and stick 2 spools.
related components in the STICK When there is resistance to the inward movement of the stick (such as digging), the
IN with RESISTANCE condition head end of the stick cylinder is pressurized and the rod end pressure drops to
return oil pressure. Stick regeneration is not required, and would prevent the head
• Full pilot control pressure end of the stick cylinder from being pressurized. The stick unloading strategy is still
needed, though, to provide an unrestricted path for the oil flow from the rod end
return oil from the stick cylinder.
• Check Valve is seated
With both stick valve spools completely shifted, both the drive pump and idler pump
• Stick regeneration is moved are UPSTROKED and the oil From the Stick Valve Spools (3) to the cylinder head
DOWN, but no regeneration end is at high pressure. The high pressure flows through, and keeps the Check
occurs Valve (6) seated DOWN, closing off the passage beneath to the cylinder rod end.
The full pilot control pressure moves the Stick Regeneration Valve (2) DOWN
• Stick unloading is active completely, which allows the high pressure head end oil to move the Stick
Unloading Valve (4) DOWN. The rod end return oil can flow To both Stick Valve
Spools (5) and also flow past the regeneration valve and across the unloading
valve to ensure there is no restriction of oil flow from the stick cylinder rod end.

STICK DRIFT REDUCTION VALVE OPERATION

STICK OUT
(1) Stick
Drift Reduction
Valve (2)
(4) Return Oil
Stick
Spools
(6) (4)
STICK IN Stick
Pilot Supply Spools
(8)
Stick Cylinder (5)
Rod End Check
(3) Valve
Passage
(6)
STICK IN
Pilot Supply
(7)
Shuttle
Valve
(3) (7)
(4) Passage Shuttle
(6)
Stick Valve
STICK IN
Spools
(9) Pilot Supply
Lip
(5)
Check
Valve
(8)
Stick Cylinder
Rod End
(5)
Check
Valve
53
Stick Drift Reduction Valve Operation - STICK OUT
• Explanation of the function of the The Stick Drift Reduction Valve (1) is used to prevent oil from leaking from the rod
stick drift reduction valve end of the stick cylinder, therefore, preventing the stick from drifting down when the
joystick is in NEUTRAL and the stick and bucket (or attachment) are suspended
• Explanation of the operation of above the ground.
the stick drift reduction valve in
the STICK OUT condition The illustration above shows the stick drift reduction valve and its component parts
in the STICK OUT condition. A schematic of the stick drift reduction valve is also
shown for better comprehension.
When the joystick is moved toward the STICK OUT position, no supply oil is sent to
the stick in Pilot Supply (6) port. This allows the spring to keep the Shuttle
Valve (7) shifted UP (left in schematic), which keeps the check valve inlet and its
spring chamber connected by the Passage (3) between them.
The high pressure oil flow from the stick 1 and stick 2 control valve spools combine
in the main hydraulic control valve. The combined oil flow from the Stick Spools (4)
enters the stick drift reduction valve and is directed to the end of the Check
Valve (5). Initially, the high pressure oil from the stick spools is higher than the
pressure in the check valve spring chamber, so the check valve cracks open. As
the check valve opens, oil flow from the stick spools flows past the check valve and
out to the Stick Cylinder Rod End (8).

The shuttle valve provides an orifice effect as it connects the check valve spring
chamber with the stick circuit pressure via the passage between them. This
connection keeps the pressure in the check valve spring chamber lower than the
circuit pressure, allowing check valve movement.
As oil flow from the stick spools INCREASES, the check valve opens further. The
stick cylinder rod can RETRACT, moving the STICK OUT.

STICK DRIFT REDUCTION VALVE OPERATION

STICK IN
(1) Stick
Drift Reduction
Valve (2)
(4) Return Oil
Stick 1
Spool
(6)
STICK IN
Pilot Supply (4)
Stick 1
Spool
(8)
Stick Cylinder
(5)
Rod End
Check
(3) Valve
Passage
(6)
STICK IN
Pilot Supply
(7)
Shuttle
(4) Valve
Stick 1 (3)
Spool Passage
(6) (7)
(9) STICK IN Shuttle
Lip Pilot Supply Valve
(8)
Stick Cylinder
Rod End
(5)
Check
Valve
55
Stick Drift Reduction Valve Operation - STICK IN
• Explanation of the operation of The illustration above shows a typical Stick Drift Reduction Valve (1) and its
the stick drift reduction valve in component parts in the STICK IN condition.
the STICK IN condition
When the joystick is moved toward the STICK IN position, pilot supply oil is sent
to the STICK IN Pilot Supply (6) port from the stick pilot control valve (operated by
the joystick). The pilot supply oil shifts the Shuttle Valve (7) DOWN (to the right, in
the schematic), which blocks the Check Valve (5) inlet from the check valve spring
chamber and simultaneously connects the check valve spring chamber to the drain,
through the connecting Passage (3) between them.
The return oil flow from the Stick Cylinder Rod End (8) enters the stick drift
reduction valve and is directed to the check valve. The surface area of the Lip (9)
on the check valve is acted upon by the return oil pressure to lift the valve to the
left, away from its seat. Because the check valve spring chamber is now at Return
Oil (2) pressure, the flow of oil opens the check valve wider to accommodate the
flow.
As the check valve opens, the high pressure oil flow from the stick cylinder rod end
flows through the drift reduction valve and into the main hydraulic control valve to
the Stick 1 Spool (4). The oil flow from there is divided between the stick 1 spool
and the stick unloading and regeneration valve, if stick regeneration and unloading
is active. (The return oil is blocked at the stick 2 spool.)
As oil flow from the stick cylinder rod end INCREASES, the check valve opens
further. The stick cylinder rod can EXTEND.

BUCKET HYDRAULIC CIRCUIT COMPONENTS
(1) (2)
Bucket Bucket OPEN
Control Valve Line Relief and
(CLOSE) Makeup Valve
(3)
Bucket
Load check
Valve
(4) (5)
Bucket CLOSE Bucket
Line Relief and Control Valve
Makeup Valve (OPEN)
56
BUCKET HYDRAULIC SYSTEM
• Location and identification of Major bucket hydraulic system components located on the main hydraulic control
the bucket system components valve are listed below.
located on the main hydraulic
control valve • Bucket Control Valve (CLOSE) (1): This port receives pilot control pressure
oil to move the bucket control valve spool toward the BUCKET CLOSE
• Brief functional description of direction, which allows high pressure pump supply oil to flow to the head end
the bucket hydraulic system of the bucket cylinder.
hydraulic control valve • Bucket OPEN Line Relief and Makeup Valve (2): Installed in the cylinder rod
end passage from the bucket control valve spool and serves two purposes;
-- Opens to relieve excessive pressure in the BUCKET OPEN circuit,
protecting the hydraulic components from damage.
-- Opens to draw tank oil into the BUCKET OPEN circuit when external forces
cause the bucket to open and the bucket control lever is in the NEUTRAL
position, protecting the aforementioned components.
• Bucket Load Check Valve (3): Installed in the front of the valve body and is
situated upstream of the oil flow to the bucket control valve spool. The load
check valve prevents the bucket from moving until pump supply pressure can
overcome the existing pressure in the bucket circuit.

• Bucket CLOSE Line Relief and Makeup Valve (4): Installed in the cylinder
head end passage from the bucket control valve spool and serves two
purposes;
-- Opens to relieve excessive pressure in the BUCKET CLOSE circuit,
protecting the hydraulic components from damage.
-- Opens to draw tank oil into the BUCKET CLOSE circuit when external
forces cause the bucket to close while the bucket control lever is in the
• Bucket Control Valve (OPEN) (5): This port at the end of the control valve
spool receives pilot control pressure oil to move the bucket control valve spool
toward the BUCKET OPEN direction, which allows high pressure pump supply
oil to flow to the rod end of the bucket cylinder.


BUCKET CLOSE
(30) (34) (35)
(29) Bucket
Stick Boom
Cylinder Cylinders
Reduction
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM DOWN
BOOM DOWN
SWING LEFT
RIGHT REV
BOOM UP
STICK IN
STICK IN
STICK IN
(33)
SWING PRIORITY
Pilot Oil
BOOM PRIORITY
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 Valve
Orifice
SWING
RIGHT FWD
LEFT FWD
STICK IN
BOOM DOWN
(7)
STICK OUT
BOOM LOWER
BUCKET OPEN
(17)
STICK IN
STICK IN
(37) (25) (24) PRIORITY (3)

SWING RIGHT
SWING
(4) Valve NFC 1
(20) Parallel Feeder
Variable Swing (2) Idler Pump Signal
Passage Line
Priority Valve
(1) Drive Pump
(18)
(19) Heavy Lift
Pilot Oil Solenoid
58
Bucket Hydraulic System Operation
BUCKET CLOSE
• Explanation of the BUCKET The illustration above shows the state of the main hydraulic control valve when the
CLOSE condition operator has requested a BUCKET CLOSE command. The BUCKET CLOSE
request is independent of any other hydraulic circuit activation. The head end of
• BUCKET CLOSE pilot control the Bucket Cylinder (34) is pressurized and the return oil from the bucket cylinder
pressure is sent to the bucket rod end is at or near tank pressure.
control valve
When the operator moves the joystick all the way to the full BUCKET CLOSE
• High pressure oil is sent to the position, the bucket pilot control valve sends BUCKET CLOSE pilot control
head end of the bucket cylinder pressure oil to the BUCKET CLOSE end of the Bucket Valve (11) spool. With
BUCKET CLOSE pilot control pressure oil at the top, the bucket control valve spool
shifts DOWN.
• The drive pump is UPSTROKED
from lack of an NFC signal
High pressure supply oil from the Drive Pump (1) enters the bottom of the main
hydraulic control valve through the drive pump inlet. Some of the oil flows directly
• The idler pump is at STANDBY to the center bypass passage and flows through the open center of the Right Travel
from a full NFC signal Valve (13) and the Attachment Valve (14) to the bucket valve spool, where the oil
is blocked. This same drive pump oil flow also passes through the open center of
the Straight Travel Valve (16) and is directed into the Parallel Feeder Passage (4)
in the right half of the main control valve. The pressure of the drive pump oil is
transmitted to the Main Relief Valve (17).

With the bucket valve spool is shifted to the full BUCKET CLOSE position, the
high pressure supply oil from the drive pump flows across the bucket valve spool
and is directed to the head end of the bucket cylinder, causing the cylinder rod to
EXTEND. The BUCKET CLOSES.
Return oil from the bucket cylinder rod end flows back to the bucket valve spool,
which directs the oil flow into the return oil passages in the main hydraulic control
valve. The return oil then flows through the return oil passage and out through the
Slow Return Check Valve (38) to the hydraulic oil tank.
Since the bucket control valve spool is shifted to the full BUCKET CLOSE position,
the oil flow through the (right) center bypass passage is blocked. With the oil flow
blocked, no NFC signal pressure is sent to the NFC 1 Relief Valve (8). The loss
of NFC signal pressure back to the drive pump regulator causes the drive pump to
UPSTROKE, increasing the flow of oil through the system to meet the demand of
the operator request.
The Idler Pump (2) remains at STANDBY pressure since there is no request for
functions contained in the left half of the main hydraulic control valve.


BUCKET OPEN
(30) (34) (35)
(29) Bucket
Stick Boom
Cylinder Cylinders
Reduction
Valve
BUCKET CLOSE
LEFT REVERSE
BOOM DOWN
BOOM DOWN
SWING LEFT
RIGHT REV
BOOM UP
STICK IN
STICK IN
STICK IN
(33)
SWING PRIORITY
Pilot Oil
BOOM PRIORITY
(31) (15)
(12)
Boom Drift
Passage Solenoid
Reduction
(8)
Valve
(14) NFC 1
(32)
Stick
Regeneration
Valve Valve Valve
(13) (10) (9)
Relief Travel Valve
Valve Valve
(21)
Left
(22) Travel
(23) Swing Valve
(26) Stick 1 Valve
NFC 2 Valve
Orifice
SWING
RIGHT FWD
LEFT FWD
STICK IN
BOOM DOWN
(7)
STICK OUT
BOOM LOWER
BUCKET OPEN
(17)
STICK IN
STICK IN
(37) (25) (24) PRIORITY (3)

SWING RIGHT
SWING
(4) Valve NFC 1
(20) Parallel Feeder
Variable Swing (2) Idler Pump Signal
Passage Line
Priority Valve
(1) Drive Pump
(18)
(19) Heavy Lift
Pilot Oil Solenoid
60
BUCKET OPEN
• Explanation of the BUCKET The illustration above shows the state of the main hydraulic control valve when the
OPEN condition operator has requested a BUCKET OPEN command. The BUCKET OPEN request
is independent of any other hydraulic circuit activation. The rod end of the Bucket
• BUCKET OPEN PILOT control Cylinder (34) is pressurized and the return oil from the bucket cylinder head end is
pressure is sent to the bucket at or near tank pressure.
control valve
When the operator moves the joystick all the way to the full BUCKET OPEN
• High pressure oil is sent to the position, the bucket pilot control valve sends BUCKET OPEN pilot control pressure
rod end of the bucket cylinder oil to the BUCKET OPEN end of the Bucket Valve (11) spool, shifting the bucket
valve spool UP. High pressure supply oil from the Drive Pump (1) can then flow
• The drive pump is UPSTROKED to the rod end of the bucket cylinder, causing the cylinder rod to RETRACT. The
from lack of an NFC signal BUCKET OPENS.
• The idler pump is at STANDBY Return oil from the bucket cylinder head end flows back to the bucket valve spool,
from a full NFC signal which directs the oil flow into the return oil passages. Again, the lack of NFC signal
pressure sent to the NFC 1 Relief Valve (8) causes the drive pump to UPSTROKE,
increasing the flow of oil through the system to meet the demand of the operator
request. The Idler Pump (2) remains in the STANDBY condition.
If the pressure in the rod end of the bucket cylinder becomes too high, the relief
portion of the rod end Line Relief and Makeup Valve (3) will open to vent the
excess pressure into the return oil passage.

IMPLEMENT CYLINDERS
(4) Snubber
(1) Boom
Cylinder
(5) Snubbers
(2) Stick
Cylinder
(6) No Snubber
(3) Bucket
Cylinder
61
Implement Cylinders
• Explanation of the three types of Dual acting implement hydraulic cylinders are used to move the boom, stick, and
implement cylinders used: bucket.
• The Boom Cylinders (1) have a Snubber (4) on the rod end only.
-- Boom cylinders have a snubber
• The Stick Cylinder (2) has a Snubber (5) on the rod end and the head end.
on the rod ends
• The Bucket Cylinder (3) has no Snubber (6) at either end of the cylinder rod.
-- Stick cylinder has a snubber on
the rod end and head end Snubbers are used to slow the speed of the cylinder as the cylinder rod reaches
the end of its stroke. The snubber prevents the cylinder rod from harsh contact
against the end of the cylinder, which can cause damage to the cylinder over time.
-- Bucket cylinder has no
snubbers
The bucket cylinder has no snubber by practical design. With no snubber, the
operator can shake and bang the bucket at either end of the stroke in order to
empty the bucket of wet or sticky material that may tend to remain in the bucket.
A snubber would slow the end of stroke too much to allow this action.

SNUBBER OPERATION
(3) (4)
Passage Snubber
(1)
Boom and Stick Cylinder
Rod Extending
(6) (5)
Snubber Passage
(2)
Stick Cylinder
Rod Retracting
62
Cylinder Snubber Operation
• Explanation of cylinder snubber As the Boom and Stick Cylinder Rods Extend (1) to near the end of their strokes,
operation the oil in the Passage (3) is restricted by the Snubber (4).
As the Stick Cylinder Rod Retracts (2) to near the end of its stroke, the oil in the
Passage (5) is restricted by its Snubber (6).
The snubbers reduce the size of the passages through which the return oil must
pass. In this fashion, the return oil is compressed somewhat due to the restriction.
This restriction creates a temporary cushion, which slows the extension of the
cylinder until it reaches its full stroke and all of the return oil has been exhausted
from the cylinder.

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
boom, stick, and bucket hydraulic circuits and can
demonstrate knowledge of the operation and the
strategies used to control those hydraulic circuits and
functions.
63
Purpose review

REASON
This training was necessary for participants to be

able to locate and identify all major components and
service points of the boom, stick, and bucket hydraulic
circuits, explain component functions, and demonstrate
knowledge of the strategies used to control those
circuits in order to properly diagnose and correct
hydraulic circuit problems. These skills and abilities
will ensure customers experience quick, accurate
resolution of boom, stick, and bucket hydraulic circuit
complaints.
64
Reason review

COMPETENCY Statement
Participants are now able to locate and identify all major
components and service points of the boom, stick,
and bucket hydraulic circuits, describe the function
and operation of those circuits, and demonstrate the
ability to test and adjust components that control those
circuits during lab exercises. Participants have also
demonstrated general knowledge of the main hydraulic
control valve operation and the strategies used for
controlling the boom, stick, and bucket hydraulic circuits
during a classroom post-assessment with at least 80%
accuracy.
65
Competency Statement review

LEARNING OUTCOMES
Participants have met the following learning outcomes
during this Boom, Stick, and Bucket Hydraulic Circuits
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 boom, stick, and
bucket hydraulic circuits and explain their operation.
• Test and make adjustments to the components of the
boom, stick, and bucket hydraulic circuits.
• Demonstrate knowledge of the operation of the boom,
stick, and bucket hydraulic circuits and the methods
and strategies used to control those circuits.
66
Learning Outcomes Review

67
module conclusion
This concludes the presentation of the Boom, Stick, and Bucket Hydraulic Circuits
module for the 320D2 and 320D2 GC Hydraulic Excavators.
When used in conjunction with the System Operations Manuals, the Test and
Adjust Manuals, the Operation and Maintenance Manuals (OMM), and other
service publications, the information in this module will aid the service technician in
troubleshooting, testing, adjusting, and correcting problems associated with these
implement hydraulic circuits.
For service repairs, adjustments, and maintenance, always refer to the Operation
and Maintenance Manuals (OMM), Service Manuals, and other related service
publications.

320D2&GC HydEx M09 BoomStickBcktHydCircuit EN TXT-Instructor

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320D2&GC HydEx M09 BoomStickBcktHydCircuit EN TXT-Instructor

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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 able

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This training is necessary for participants to be able

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BOOM, STICK, AND BUCKET HYDRAULIC CIRCUITS

(15) Hydraulic Oil Tank

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BOOM, STICK, AND BUCKET

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MAIN HYDRAULIC CONTROL VALVE

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• Boom Regeneration Valve (7): This valve is operated by BOOM LOWER

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MAIN HYDRAULIC CONTROL VALVE

(37) (25) (24) PRIORITY (3)

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(1) (9) (13)

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MAIN HYDRAULIC CONTROL VALVE

(37) (25) (24) PRIORITY (3)

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NOTE: The boom 2 control valve contains a mechanical blocking rod at

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MAIN HYDRAULIC CONTROL VALVE

(37) (25) PRIORITY (3)

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MAIN HYDRAULIC CONTROL VALVE

(37) (25) (24) PRIORITY (3)

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BOOM CONTROL VALVES

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MAIN HYDRAULIC CONTROL VALVE

(36) (25) (24) PRIORITY (3)

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BOOM CONTROL VALVES

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During normal operation (digging), which is the BOOM LOWER WITH

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-- Drive pump can DESTROKE

BOOM DRIFT REDUCTION VALVE

(2) Return Oil

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BOOM DRIFT REDUCTION VALVE

(2) Return Oil