RENR5434

November 2001

Systems Operation
330C Excavator Hydraulic System
CYA1-Up (Machine)
HAA1-Up (Machine)
MCA1-Up (Machine)
JAB1-Up (Machine)
KDD1-Up (Machine)
GAG1-Up (Machine)
RBH1-Up (Machine)
BTM1-Up (Machine)
CAP1-Up (Machine)
GKX1-Up (Machine)
DKY1-Up (Machine)
CGZ1-Up (Machine)
 i01097883

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available. For a list of the most
current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
 3
Hydraulic System
Table of Contents

Table of Contents Oil Makeup (Swing System) ............................... 140

Relief Valve (Cushion Crossover) (Anti-Reaction
Valves) .............................................................. 141
Swing Drive ........................................................ 148
Systems Operation Section
Return System
General Information
Return Hydraulic System .................................... 151
General Information ................................................ 4
Check Valve (Return Makeup) (Slow Return Check
Main Hydraulic System ........................................... 4
Valve) ................................................................ 152
Electronic Control System ..................................... 9
Bypass Valve (Return) (Bypass Check Valve) .... 153
Hydraulic Tank and Filter ................................... 155
Pilot System
Oil Filter (Return) (Case Drain Filter) .................. 156
Pilot Hydraulic System .......................................... 10
Hydraulic Oil Cooler ........................................... 156
Gear Pump (Pilot) ................................................. 17
Gear Pump (Fan Motor) ...................................... 156
Hydraulic Filter (Pilot) ........................................... 17
Relief Valve (Pilot) ................................................. 18
Reference
Accumulator (Pilot) ............................................... 19
Graphic Color Codes .......................................... 157
Solenoid Valve (Hydraulic Activation) ................... 21
Pilot Valve (Joystick) ............................................. 23
Solenoid Valve (Proportional Reducing) (Power Shift Index Section
System) ............................................................... 26
Index ................................................................... 160
Pump System
Main Hydraulic Pump ........................................... 28
Pump Control (Main Hydraulic) ............................. 31

Main Control Valve

Main Control Valve ............................................... 38
Relief Valve (Main) ................................................ 48
Relief Valve (Line) ................................................. 50
Check Valve (Load) ............................................... 53
Negative Flow Control System .............................. 55

Boom System
Boom Hydraulic System ....................................... 63
Boom Drift Reduction Valve .................................. 73

Stick System
Stick Hydraulic System ......................................... 75
Stick Drift Reduction Valve .................................... 84

Bucket System
Bucket Hydraulic System ...................................... 86

Cylinders
Cylinders (Boom, Stick and Bucket) ..................... 90

Travel System
Travel Hydraulic System ....................................... 91
Pilot Valve (Travel and Steering) ........................... 98
Travel Motor ....................................................... 100
Travel Parking Brake ........................................... 103
Displacement Change Valve .............................. 106
Travel Counterbalance Valve .............................. 109
Oil Makeup (Travel System) ................................ 116
Final Drive .......................................................... 117
Swivel ................................................................ 120

Swing System
Swing Hydraulic System ..................................... 122
Swing Motor ....................................................... 132
Pilot Valve (Swing Parking Brake) ....................... 134
Relief Valve (Swing) ............................................ 137
4
Hydraulic System
Systems Operation Section

Systems Operation Section

General Information
i01584866

General Information
SMCS Code: 4000; 4250; 4265; 4284; 4300; 4801;
5050

Reference: For testing and adjusting of the hydraulic

system, refer to Testing and Adjusting, “Excavator
Hydraulic System” for your machine.

Reference: For systems operation of the electronic

control unit and electronic system, refer to Systems
Operation/Testing and Adjusting, “Excavator Engine
and Pump Control” for your machine.

Reference: For more information on specifications

with illustrations, refer to Specifications, “Excavator
Machine System Specifications” for your machine.

Reference: For more information on the hydraulic

schematics, refer to Schematic, “Excavator
Hydraulic System” for your machine.

Reference: For more information on electrical

schematics, refer to Schematic, “Excavator
Electrical System” for your machine.

i01630597

Main Hydraulic System

SMCS Code: 5050; 5051; 5069; 5117; 5472

Main Hydraulic Schematic

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Hydraulic System
Systems Operation Section
6
Hydraulic System
Systems Operation Section

g00845030
Illustration 1
 7
Hydraulic System
Systems Operation Section

(1) Swing motor This machine is driven and controlled by the

(2) Left travel motor following systems.
(3) Right travel motor
(4) Stick cylinder
(5) Travel brake valve (left) • The main hydraulic system controls the cylinders,
(6) Travel brake valve (right) the travel motors and the swing motor.
(7) Bucket cylinder
(8) Boom cylinder
(9) Swivel
• The pilot hydraulic system supplies oil to the main
(10) Pilot control valve (travel)
pumps, the main control valve, the swing brake
(11) Stick drift reduction valve and the travel motors.
(12) Main control valve
(13) Boom drift reduction valve • The electronic control system controls the outputs
(14) Pressure switch
of the engine and pump.
(15) Pressure switch
(16) Pilot control valve (swing and stick)
(17) Pilot control valve (boom and bucket) • The hydraulic oil cooling system provides oil to
(18) Main relief valve the fan motor in order to cool the hydraulic oil.
(19) Pressure switch
(20) Accumulator
(21) Reducing valve (boom priority mode or swing priority mode)
The main hydraulic system delivers oil flow from
(22) Pressure sensor (drive pump) idler pump (32) and drive pump (26) in order to
(23) Swing parking brake solenoid valve control the following components: bucket cylinder
(24) Valve (7), stick cylinder (4), boom cylinders (8), right travel
(25) Solenoid valve (hydraulic activation)
motor (3), left travel motor (2), and swing motor (1).
(26) Drive pump (view from shaft end)
(27) Travel speed solenoid valve
(28) Pilot oil manifold
(29) Drain filter
(30) Pilot relief valve
(31) Pilot filter
(32) Idler pump (view from shaft end)
(33) Pilot pump
(34) Slow return check valve
(35) Bypass check valve
(36) Pressure sensor (idler pump)
(37) Proportional reducing valve (power shift pressure)
(38) Oil cooler
(39) Return filter
(40) Hydraulic tank
(41) Gear pump (fan motor)
(42) Relief valve (fan pump)
(43) Fan motor (hydraulic oil cooler)
g00819746
Illustration 3
Hydraulic Pump Flow and Pressure Main control valve
Control System (18) Main relief valve
(45) Right control valve body
(46) Left control valve body

Idler pump (32) and drive pump (26) are bent

axial piston type pumps. The performance of both
pumps is equal.

Drive pump (26) is directly connected to the engine

by a flexible coupling. The drive pump delivers oil
to the left control valve body (46) of the main control
valve. Idler pump (32) is mechanically connected
to the drive pump through gears. The idler pump
delivers oil to the right control valve body (45) of
the main control valve. Gear type pilot pump (33)
supplies oil to the pilot hydraulic system. Gear type
Illustration 2
g00847825 pilot pump (33) is mechanically connected to idler
pump (32) through gears. Gear type fan pump
Pump compartment
(41) supplies oil to the oil cooling system. Gear
(26) Drive pump pump (41) is mechanically connected to the engine
(32) Idler pump
(37) Proportional reducing valve (power shift pressure) through gears. All engine output is used to drive
(44) Delivery line (idler pump) these three pumps.
(45) Delivery line (drive pump)
8
Hydraulic System
Systems Operation Section
As the load pressure increases during working
conditions, the main pumps increase the delivery
pressure and the pumps decrease the flow rate.
The hydraulic horsepower remains constant even
though the delivery pressure and the flow rates
change. The hydraulic horsepower is approximately
identical to the engine horsepower.
When no work is being performed, pump oil flows
through main control valve (12) and into hydraulic
tank (40). The main control valve sends a negative
flow control signal to each main pump regulator in
order to destroke the pump to the minimum output
flow.
If an operation is being performed, main control
valve (12) directs pump oil to the respective
cylinders (boom, bucket, and stick) and/or motors
(swing and travel). Main control valve (12) contains
numerous valve stems, passages, check valves,
and orifices in order to carry out a single operation
or a combined operation. The working pressure of
the main hydraulic system is regulated by main
relief valve (18).
g00819749
Illustration 4
Cab
(47) Monitor panel
(48) Joystick (stick and swing)
(49) Joystick (boom and bucket)
(50) Left travel lever/pedal
(51) Right travel lever/pedal
(52) Engine speed dial
The pilot hydraulic system receives oil flow from
pilot pump (33). The pilot hydraulic system controls
the following functions.
1. The pilot hydraulic system controls the operation
of the implement control valves.
Pilot oil flows from pilot pump (33) through
pilot manifold (28). The pilot oil then flows to
the pilot control valves for machine operation
(implement operations, swing operations and
travel operation). These pilot control valves
are activated by the joysticks and the travel
levers/pedals.
When joystick (48), joystick (49), left travel
lever/pedal (50) and/or right travel lever/pedal
(51) are moved from the NEUTRAL position, the
pilot oil flows through the pilot control valves to
the corresponding spools at the main control
valve (12).
The pilot pressure oil at that end of the valve
spool forces the valve spool to shift. The pilot oil
on the other end of the valve spool drains to the
hydraulic tank. When the valve spool shifts, oil
is then delivered from idler pump (32) or drive
pump (26) to the cylinders and motors.
Thus, pilot oil drives each system of the main
control valve.
2. The pilot hydraulic system controls the output
flow of the main pumps.
During machine operation, pilot pressure is
sent to the main pump regulators as a signal
pressure. This signal pressure is called power
shift pressure. The engine and pump controller
receives input signals from various components
on the machine. The engine and pump controller
processes the input signals. The engine and
pump controller then sends an electrical signal
to proportional reducing valve (37) at the idler
pump regulator in order to regulate the power
shift pressure. The power shift pressure controls
the output flow of idler pump (32) and drive pump
(26). Power shift pressure adjusts the output
flow of the main pumps in accordance with the
engine speed. For more information concerning
power shift pressure, refer to Systems Operation,
“Pilot Hydraulic System”.
3. The pilot hydraulic system generates signal
pressure in order to perform the following
operations.
a. Pilot signal pressure activates the Automatic
Engine Speed Control (AEC) system. This
causes functions to automatically reduce the
engine speed when no hydraulic operation
is called for.
b. Pilot signal pressure releases the swing
parking brake.
c. Pilot signal pressure will automatically change
the travel speed to either HIGH or LOW in
accordance with the hydraulic system load.
d. Pilot signal pressure operates the straight
travel control valve. This maintains straight
travel during the operation of an implement.
 9
Hydraulic System
Systems Operation Section

e. Pilot signal pressure controls the operation of

the valves that can be used during a loading
operation or a trenching operation.

For more information concerning the pilot hydraulic

system, refer to Systems Operation, “Pilot Hydraulic
System”.

i01638098

Electronic Control System

SMCS Code: 1900

g00847734
Illustration 5
(1) Engine and pump controller (16) Engine coolant temperature sensor (31) Power shift solenoid
(2) Fuse panel (17) Hydraulic oil temperature sensor (32) Straight travel solenoid
(3) Engine (18) Alternator (33) Travel speed solenoid
(4) Engine speed sensor (19) Fuel level sensor (34) Swing parking brake solenoid valve
(5) Main pumps (20) Engine oil pressure sensor (35) Travel alarm
(6) Governor lever (21) Manual low idle switch (36) Restricted air filter switch
(7) Engine start switch (22) Engine oil level switch (37) Restricted hydraulic return filter
(8) Battery (23) Hydraulic oil level switch indicator
(9) Backup switch (24) Water separator (38) Air heater indicator
(10) Governor actuator (25) Implement/swing pressure switch (39) Engine coolant level switch
(11) Feedback sensor (26) Right travel pressure switch (40) Pressure switch (attachment pump)
(12) Monitor (27) Left travel pressure switch (41) Attachment pedal pressure switch (1)
(13) Action alarm (28) Straight travel pressure switch (42) Attachment pedal pressure switch (2)
(14) Engine speed dial (29) Pressure sensor (idler pump) (43) Proportional reducing valve for auxiliary
(15) Switch panel (30) Pressure sensor (drive pump) hydraulics
10
Hydraulic System
Systems Operation Section
g00819687
Illustration 6
(1) Engine and pump controller
g00673780
Illustration 7
(12) Monitor
The electronic control system consists of monitor
(12) in the cab and the engine and pump controller
(1) that is located in the compartment behind the
cab. The electronic control system controls the
engine speed and the pumps through the engine
and pump controller.
Engine and pump controller (1) receives input
signals from various components on the machine.
The engine and pump controller continuously
monitors the input signals in order to control the
output flow rate of the main pumps, engine speed
and various components of the machine hydraulic
systems.
The electronic control system has the following
three major functions.
• The electronic control system controls the output
flow rate of the main pumps. The engine and
pump controller sends an electrical signal to the
power shift solenoid that is based on engine
speed and the position of the engine speed
dial. This allows the main pumps to supply the
optimum output that matches the hydraulic load
to the machine and the engine speed. When a
large load is placed on the machine, the system
allows the pumps to destroke. The system utilizes
the available maximum engine horsepower.
• The electronic control system controls the engine
speed. This is called Automatic Engine Speed
Control (AEC). When there is a very small load
condition or no load condition, the system
automatically decreases the engine speed.
The AEC system is designed to reduce fuel
consumption and noise.
• The electronic control system controls various
components of the machine hydraulic systems.
The engine and pump controller sends output
signals to the swing parking brake solenoid valve,
the travel speed solenoid valve and the straight
travel solenoid.
Note: If a problem occurs in the electronic control
system, temporary operation of the machine is
possible by use of the backup switches that
are located in the cab. For more information
concerning the backup system, refer to Operation
and Maintenance Manual, “Backup Controls”.
Reference: For more information concerning the
operation of the electronic control system, refer to
Systems Operation/Testing and Adjusting, “Engine
and Pump Electronic Control System”.
Pilot System
i01630521
Pilot Hydraulic System
SMCS Code: 5050-PS
 11
Hydraulic System
Systems Operation Section
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Hydraulic System
Systems Operation Section

g00844748
Illustration 8
 13
Hydraulic System
Systems Operation Section

(1) Swing parking brake

(2) Displacement change valve (left travel motor)
(3) Displacement change valve (right travel motor)
(4) Line (pilot oil from swing parking brake solenoid valve)
(5) Travel pilot control valve
(6) Pilot line (BOOM LOWER)
(7) Pilot line (boom drift reduction valve)
(8) Pilot line (STICK IN)
(9) Pilot line (stick drift reduction valve)
(10) Stick drift reduction valve
(11) Main control valve
(12) Boom drift reduction valve
(13) Solenoid valve (straight travel)
(14) Pilot line (pilot pressure to left travel pressure switch)
(15) Pilot line (pilot oil to travel pilot control valve)
(16) Right travel control valve
(17) Boom I control valve
(18) Straight travel control valve
(19) Travel pressure switch (left)
(20) Pilot line (pilot pressure to right travel pressure switch)
(21) Travel pressure switch (right)
(22) Pilot line (pilot oil to pilot control valve for stick and swing)
(23) Pilot line (pilot oil to pilot control valve for boom and bucket)
(24) Left travel control valve
(25) Pilot control valve for stick and swing
(26) Pilot control valve for boom and bucket
(27) Variable swing priority valve
(28) Pilot line (STICK OUT)
(29) Pilot line (STICK IN)
(30) Pilot line (SWING RIGHT)
(31) Pilot line (SWING LEFT)
(32) Pilot line (BUCKET CLOSE)
(33) Pilot line (BOOM RAISE)
(34) Pilot line (BOOM LOWER)
(35) Pilot line (BUCKET OPEN)
(36) Pilot line (pilot oil from boom pilot control valve)
(37) Pilot line (BOOM RAISE)
(38) Pilot line (pilot oil to the pressure reducing valve for boom
priority)
(39) Pilot line (pilot pressure to implement/swing pressure switch)
(40) Implement/swing pressure switch
(41) Pilot line (pilot pressure to displacement change valves)
(42) Pilot line (pilot oil to pressure reducing valve for swing priority)
(43) Pilot line (pilot oil to pilot control valves)
(44) Pilot line (pilot oil to straight travel control valve)
(45) Swing parking brake solenoid valve
(46) Valve (hydraulic activation)
(47) Pressure reducing valve for swing priority
(48) Pressure reducing valve for boom priority
(49) Drive pump
(50) Passage (power shift pressure)
(51) Pilot manifold
(52) Travel speed solenoid valve
(53) Passage
(54) Hydraulic activation solenoid valve
(55) Passage
(56) Passage
(57) Passage
(58) Idler pump
(59) Pilot pump
(60) Pilot line (pilot oil flow to pilot oil manifold)
(61) Pilot filter
(62) Passage (power shift pressure)
(63) Proportional reducing valve (power shift pressure)
(64) Pilot relief valve
(65) Passage
(66) Pilot line (pilot oil flow from pilot pump to pilot oil filter)
(67) Pilot line (pilot oil flow to pump regulators)
14
Hydraulic System
Systems Operation Section

Illustration 9
Ports and solenoids at pilot manifold
(45) Swing parking brake solenoid valve
(46) Valve (hydraulic activation)
g00746504
(52) Travel speed solenoid valve
(54) Hydraulic activation solenoid valve

Pilot Oil Circuit • Straight travel valve circuit

The pilot circuit pressure is limited by pilot relief • Swing parking brake
valve (64).
• Boom priority
The oil delivery from pilot pump (59) performs the
following main functions. • Swing priority
• Create pilot oil pressure in order to control the • Automatic travel speed change
output flows of the main pumps.

• Provide pilot oil pressure to the pilot control

valves for implements, swing and travel in order
to perform machine operations.

• Create pilot oil pressure in order to automatically

operate the control devices.

The pilot circuit is classified into the following

circuits and each circuit performs one of the above
functions.

• Power shift pressure system

• Pilot control valve circuit
• Pressure switch circuits

Power Shift Pressure System
Illustration 10
(49) Drive pump (68) Engine and pump controller
(58) Idler pump (69) Monitor
(63) Proportional reducing valve (PS (70) Engine speed dial
pressure) (71) Idler pump pressure sensor
(59) Pilot pump (72) Drive pump pressure sensor
During machine operation, engine and pump
controller (68) receives input signals from the
following components:
• Engine speed dial (70)
• Engine speed sensor (75) that is located on the
flywheel housing
• Idler pump pressure sensor (71)
• Drive pump pressure sensor (72)
• Monitor in the cab (69)
• Feedback sensor (73) at governor actuator (74)
The engine and pump controller (68) continually
monitors all of the input signals. The input signals
are processed by the engine and pump controller
and an output signal is sent to proportional reducing
valve (63) at the pump regulator. The proportional
reducing valve assists in controlling the output flow
of idler pump (58) and drive pump (49).
15
Hydraulic System
Systems Operation Section
g00847156
(73) Feedback sensor
(74) Governor actuator
(75) Engine speed sensor (flywheel housing)
The oil delivery from pilot pump (59) flows through
the pilot filter to proportional reducing valve (63)
at the pump regulator. The electrical signal that is
sent from engine and pump controller (68) causes
proportional reducing valve (63) to regulate the
pilot pressure to a reduced pressure. This reduced
pressure is called power shift pressure (PS). The
proportional reducing valve sends the reduced pilot
oil pressure through the idler pump regulator and
through the drive pump regulator. The output flow
of idler pump (58) and drive pump (49) is controlled
in accordance with the power shift pressure.
The power shift pressure is used to regulate the
maximum allowable hydraulic pump output.
The output signal that is sent from the engine
and pump controller to the proportional reducing
valve will change when the engine and pump
controller detects a change in any of the input
signals. The power shift pressure that is sent to the
regulators at the idler pump and the drive pump will
change in order to regulate the maximum allowable
hydraulic pump output. The desired engine speed
is maintained.
16
Hydraulic System
Systems Operation Section
A decrease in engine speed increases the power
shift pressure. An increase in power shift pressure
causes destroke condition of the idler pump and
the drive pump. The maximum allowable hydraulic
power output is decreased.
An increase in engine speed decreases the power
shift pressure. A decrease in power shift pressure
causes an upstroke condition of the idler pump and
the drive pump. The maximum allowable hydraulic
power output is increased.
Note: For more information concerning the operation
of the engine and pump controller, refer to Systems
Operation/Testing and Adjusting, “Engine and Pump
Electronic Control System”.
Pilot Control Valve Circuits
Oil from pilot pump (59) flows through pilot line (66),
pilot filter (61) and pilot line (60) to pilot manifold
(51). When the hydraulic activation control lever is
shifted to the UNLOCKED position, the engine and
pump controller energizes the hydraulic activation
solenoid valve (54). The pilot oil then shifts valve
(46). The pilot oil now flows through valve (46) and
pilot line (43). The pilot oil now flows to pilot control
valves (5), (25) and (26) for implements, swing and
travel in order to perform machine operations. When
the joysticks and/or travel levers/pedals are moved,
the pilot oil flows to main control valve (11) in order
to control the machine functions.
The following example is given for the BOOM
LOWER operation and the BOOM RAISE operation.
Machine operations for a stick operation, bucket
operation, travel operation and swing operation are
accomplished in the same manner as the boom
operation.
When the joystick for the boom is moved to the
BOOM RAISE position, pilot oil from pilot control
valve (26) flows through pilot line (37) to boom
I control valve (17). The pilot pressure shifts the
boom I control valve. The oil delivery from the idler
pump flows to the head end of the boom cylinders
in order to perform the BOOM RAISE operation.
When the joystick for the boom is moved to the
BOOM LOWER position, pilot oil from pilot control
valve (26) flows through pilot line (6) to boom I
control valve (17). The pilot pressure shifts the
boom I control valve. The pilot oil also flows through
pilot line (7) in order to open boom drift reduction
valve (12). The return oil from the head end of
the boom cylinders flows through the boom drift
reduction valve and the boom I control valve to the
hydraulic tank. The BOOM LOWER operation is now
performed.
Pressure Switch Circuits
Pressure switches (19) and (21) are connected to
travel pilot control valve (5). Pressure switch (40)
is connected to pilot control valve (25) and pilot
control valve (26). When all of the joysticks and/or
travel levers/pedals are in the NEUTRAL position,
the pilot oil pressure to the pressure switches is low.
Pressure switches (19), (21) and (40) are OFF. The
engine and pump controller recognizes the OFF
condition of all of the pressure switches. The AEC
system is activated in order to lower the engine rpm.
If any of the joysticks and/or travel levers/pedals are
moved from the NEUTRAL position, the increased
pilot oil pressure is sent to the pressure switches.
If pressure switch (19), (21) and/or (40) is ON,
the engine and pump controller activates the AEC
system in order to increase the engine rpm.
Straight Travel Valve Circuit
When a swing operation and/or implement
operation is performed during a travel operation,
the increase of pilot pressure in pilot line (39)
activates implement/swing pressure switch (40).
The implement/swing pressure switch sends an
electrical signal to the engine and pump controller.
The engine and pump controller energizes straight
travel solenoid (13). Pilot pressure now activates
straight travel control valve (18). The straight travel
control valve maintains straight travel even though
there is a swing operation or an implement operation
during travel. For more information concerning the
operation of the straight travel control valve, refer to
Systems Operation, “Control Valve (Straight Travel)”.
Swing Parking Brake
When the hydraulic activation control lever is
placed in the UNLOCKED position, pilot oil in
passage (57) flows through valve (46) and passage
(53) to swing parking brake solenoid valve (45).
When any of the joysticks are moved from the
NEUTRAL position, the increase of pilot pressure in
pilot line (39) activates implement/swing pressure
switch (40). The implement/swing pressure switch
sends an electrical signal to the engine and pump
controller. An electrical signal from the engine and
pump controller energizes the swing parking brake
solenoid valve (45). Pilot oil in line (4) flows to
swing parking brake (1). This oil releases the swing
parking brakes. For more information concerning
the operation of the swing parking brake, refer to
Systems Operation, “Pilot Valve (Swing Parking
Brake)”.
 17
Hydraulic System
Systems Operation Section

Boom Priority i01630707

During combined operations of BOOM RAISE and Gear Pump (Pilot)

STICK IN, the pilot oil pressure in pilot line (36)
and pilot line (38) activates the pressure reducing SMCS Code: 5073; 5085
valve for boom priority. The pressure reducing valve
for boom priority allows priority flow to the head
end of the boom cylinders during these combined
hydraulic operations by disabling the stick II control
valve. For more information concerning the pressure
reducing valve for boom priority, refer to Systems
Operation, “Boom Hydraulic System”.

Swing Priority
During a swing operation, pilot oil flows from pilot
control valve (25) to the pressure reducing valve
for swing priority (47). The pressure reducing valve
for swing priority shifts. The pilot oil flow in pilot
line (42) from pilot oil manifold (51) is blocked
by the pressure reducing valve for swing priority.
Most of the drive pump delivery flow goes to the
swing motor. For more information concerning the
pressure reducing valve for swing priority, refer to
Systems Operation, “Swing Hydraulic System”.
g00847612
Illustration 11
Automatic Travel Speed Change Pilot pump
Valve
The pilot pump is a gear type pump that supplies
Pilot oil in passage (56) flows to travel speed oil flow to the pilot system. The pilot pump is
solenoid valve (52). When the travel speed switch located inside the main pump housing. The pilot
on the right console is set at the HIGH SPEED pump is mechanically connected to the drive pump.
position, the travel speed solenoid valve opens. The pump delivery rate with load is approximately
This allows pilot oil to flow through travel speed 34 L/min (9.0 US gpm).
solenoid valve (52) and through line (41). The
oil then flows to the displacement change valve
i01630709
for the left travel motor (2) and the displacement
change valve for the right travel motor (3). As the
displacement change valve operates, the travel
Hydraulic Filter (Pilot)
speed is maintained at the HIGH SPEED position. SMCS Code: 5068; 5092
When the travel speed switch on the right console
is set at the HIGH SPEED position, the pressure
sensors for the pump delivery pressure control the
travel speed in accordance with the travel load. For
example, low speed during a high load condition
and high speed during a low load condition.

For more information concerning the operation of

the displacement change valves, refer to Systems
Operation, “Displacement Change Valve”.

g00847833
Illustration 12
(1) Pilot oil filter

The oil delivery from the pilot pump flows through

pilot oil filter (1) and into the components in the pilot
system.
18
Hydraulic System
Systems Operation Section

i01630729

Relief Valve (Pilot)

SMCS Code: 5072

g00847828
Illustration 14
(1) Inlet port (oil flow from pilot pump)
(2) Pilot relief valve
(3) Port (oil flow to hydraulic tank)
(4) Outlet lines (regulated pilot oil pressure)

Pilot relief valve (2) is located on the mounting base

for the pilot oil filter. The pilot relief valve limits the
g00681502
pressure in the pilot system. The pilot relief valve
Illustration 13 setting is adjustable.
(1) Pilot oil filter
(2) Filter element The pilot oil flows from the pilot pump to inlet
(3) Bypass relief valve
port (1). When the pressure in the pilot oil system
reaches the pressure setting of pilot relief valve (2),
Filter element (2) in pilot oil filter (1) removes
part of the pilot oil flow is returned to the hydraulic
contaminants from the pilot oil.
tank through port (3). The pressure of the pilot
system oil in outlet lines (4) is equal to the pressure
If the pilot oil is extremely cold or if the flow of pilot
setting of the pilot relief valve.
oil through filter element (2) becomes restricted by
contaminants, the oil bypasses filter element (2)
Reference: For more information concerning the pilot
through bypass relief valve (3). Bypass relief valve
relief valve setting, refer to Testing and Adjusting,
(3) is built into the base for the pilot oil filter.
“Relief Valve (Pilot) - Test and Adjust”.
 19
Hydraulic System
Systems Operation Section

i01286470

Accumulator (Pilot)
SMCS Code: 5077

g00681745
Illustration 15
(5) Accumulator
(16) Line (pilot oil from pilot oil manifold)
(17) Mounting block

The accumulator stores pilot pressure oil for use at

the main control valves. During some operations,
the pilot system needs more oil because there is
insufficient flow from the pilot pump. Accumulator
(5) will provide pilot pressure oil to the pilot system
when the pilot pump flow is inadequate. Insufficient
supply of pilot oil flow to the pilot system may be
caused by the following two reasons:

• Implements are lowered while the engine is

stopped and oil supply to the main control valves
is stopped.

• Combined operations
20
Hydraulic System
Systems Operation Section

g00681748
Illustration 16
Accumulator
(5) Accumulator (19) Inlet port (25) Passage
(16) Line (pilot oil flow from pilot oil (20) Pressure oil chamber (26) Passage
manifold to the mounting block for the (21) Vessel (27) Inlet port (pilot oil manifold)
accumulator) (22) Bladder (28) Passage
(17) Mounting block (23) Gas chamber (29) Check valve
(18) Passage (24) Passage

Pilot oil from the pilot filter enters inlet port (27) of
the pilot oil manifold. Pilot oil flows through passage
(28) and opens check valve (29). Pilot oil now flows
through passages (24) and (26) to the pilot control
valves (joysticks and travel levers/pedals).

The pilot oil also flows through passage (25) and

line (16) to the mounting block for the accumulator.
The pilot oil now flows through passage (18) and
inlet port (19) into pressure oil chamber (20). The
pilot oil acts against bladder (22) and the nitrogen
gas in gas chamber (23) is compressed. Check
valve (29) prevents a backflow of the stored oil in
the accumulator. The stored oil is used for solely
operating the stems of the main control valve.
 21
Hydraulic System
Systems Operation Section

i01579461

Solenoid Valve (Hydraulic

Activation)
SMCS Code: 5479

g00681584
Illustration 20
(3) Hydraulic activation control lever
(4) Limit switch
(5) Plunger
(6) Box

g00681573
Illustration 17
Pilot oil manifold
(1) Pilot oil manifold
(2) Hydraulic activation solenoid valve

g00773160
Illustration 21
Cab (bottom view)
(6) Box

Limit switch (4) and plunger (5) are contained in

g00820055 box (6). The limit switch is activated by hydraulic
Illustration 18
activation control lever (3).
Cab
(3) Hydraulic activation control lever (LOCKED position) When hydraulic activation control lever (3) is
shifted to the LOCKED position, solenoid valve
(2) of pilot oil manifold (1) is not energized. Pilot
oil is not supplied to the pilot control valves. Thus
when the joysticks and/or the travel levers/pedals
are operated, the cylinders or the motors are not
activated.

The engine will not start unless hydraulic activation

control lever (3) is in the LOCKED position. If
some one unexpectedly operates the machine, the
machine will not operate.

When hydraulic activation control lever (3) is placed

in the UNLOCKED position, solenoid valve (2) is
g00820057
energized and pilot oil passes through the solenoid
Illustration 19 valve. Pilot oil now flows to the pilot control valves.
Cab
(3) Hydraulic activation control lever (UNLOCKED position)
22
Hydraulic System
Systems Operation Section

g00747088
Illustration 22
Partial diagram of solenoid valve (hydraulic activation) (UNLOCKED circuit)
(2) Hydraulic activation solenoid valve (12) Passage (17) Pilot oil flow to pilot valves (joysticks)
(7) Solenoid (13) Passage (18) Valve (hydraulic activation)
(8) Spring (14) Passage (return oil) (19) Passage
(9) Spool (15) Passage (pilot oil to swing parking
(10) Control valve brake solenoid valve)
(11) Passage (16) Swing parking brake solenoid valve

When hydraulic activation control lever (3) is placed
in the UNLOCKED position, plunger (5) of limit
switch (4) is depressed by control lever (3). Limit
switch (4) is in the ON state.
The hydraulic activation solenoid valve (2) consists
of solenoid (7) and control valve (10). When
hydraulic activation control lever (3) is in the
UNLOCKED position, solenoid (7) controls valve
(10). When solenoid (7) is energized, spool (9)
moves in a downward direction against the force
of spring (8). Passage (12) opens. Pilot pressure
oil from passage (13) flows through passage (11)
to valve (18). The spool in valve (18) moves in a
downward direction. Pilot pressure oil in passage
(19) flows through valve (18). Pilot oil is now
delivered through passage (15) to swing parking
brake solenoid valve (16). Pilot pressure oil in
passage (19) is also delivered to the pilot control
valves (joysticks and travel levers/pedals) through
line (17).
 23
Hydraulic System
Systems Operation Section

g00747089
Illustration 23
Partial drawing of solenoid valve (hydraulic activation) (LOCKED position)
(1) Hydraulic activation solenoid valve (9) Spool (13) Passage
(7) Solenoid (11) Passage (14) Passage (return oil)
(8) Spring (12) Passage (20) Passage

When hydraulic activation control lever (3) is moved i01579519

to the LOCKED position, plunger (5) of limit switch
(4) is not depressed by control lever (3). Limit Pilot Valve (Joystick)
switch (4) is in the OFF state.
SMCS Code: 5705-V4
When hydraulic activation control lever (3) is in the
LOCKED position, solenoid (7) is not energized.
Spool (9) is forced upward by spring (8). Passage
(20) opens and passage (12) closes. Passage
(13) is not open to passage (11). Pilot oil supply
to line (17) is stopped. Pilot oil supply to the pilot
control valves (joysticks and travel levers/pedals) is
blocked. The cylinders and the motors can not be
activated.

g00693699
Illustration 24
Cab
(1) Joystick (stick and swing)
(2) Joystick (boom and bucket)
24
Hydraulic System
Systems Operation Section

g00820093
Illustration 25
Pilot lines at the main control valve (top view)

When joystick (1) and/or joystick (2) are operated,

the pilot control valves send pilot pump oil through
the pilot lines to pilot ports at the main control valve
in order to shift the spools in the main control valve.
Refer to Illustration 25 and Table 1 for the location
of the pilot lines and machine operations.
Table 1
Machine
Pilot line Control Valve
Operation
(3) Boom I control BOOM LOWER
valve
(4) Bucket control BUCKET
valve CLOSE
(5) Swing control SWING LEFT
valve
(6) Boom II control BOOM RAISE
valve
(7) Stick II control STICK IN
valve
(8) Right travel REVERSE
control valve RIGHT TRAVEL
(9) Left travel control REVERSE LEFT
valve TRAVEL
(10) Stick I control STICK IN
valve

Pilot oil from the pilot control valves flows through

pilot lines to the ports on the bottom of the main
control valve in order to perform the opposite
operation.
 25
Hydraulic System
Systems Operation Section

g00747093
Illustration 26
Pilot control valve (stick and swing)
(1) Joystick (8) Spring (15) Passage
(2) Rod (9) Seat (16) Spool
(3) Return passage (10) Seat (17) Port (return pressure to valve)
(4) Passage (11) Spring (18) Passage (pilot supply pressure)
(5) Spool (12) Spring (19) Port (reduced pressure to valve)
(6) Plate (13) Return chamber (20) Port (pilot supply)
(7) Rod (14) Return passage (21) Port (tank)

When joystick (1) is moved to the right, plate (6)
tilts to the right. Plate (6) pushes down on rod (7).
Seat (10) moves down against the force of metering
spring (11) and spring (12). The force of metering
spring (11) shifts spool (16) downward. Passage
(15) opens. The pilot oil flows through passage
(20), passage (18), passage (15) and port (19) to
the main control valve. The pilot oil pressure shifts
the spool of the main control valve. This enables the
implement operation or swing operation.
The force of metering spring (11) varies with the
position of the joystick. Since spool (16) is moved
by the force of metering spring (11), the pilot oil
pressure that flows through passage (15) to the
main control valve directly corresponds with the
position of the joystick. Spool modulation in the
main control valve directly corresponds with the
amount of movement of the joystick.

The return pilot oil at the opposite end of the spool

in the main control valve returns to the pilot control
valve through port (17). Since rod (2) is not pushed
down by plate (6), return passage (3) is open and
passage (4) is closed. The return pilot oil flows
through return passage (3), return chamber (13)
and port (21) to the hydraulic tank.
26
Hydraulic System
Systems Operation Section

When the joystick is moved slightly from the
NEUTRAL position, metering spring (11) moves
spool (16) slightly. Low pilot oil pressure is sent to
the spool of the main control valve. The main control
valve spool shifts a slight amount. The volume of
oil delivery to the cylinders and/or motors is small.
The speed of the cylinders and/or motors is slow.
As the joystick is moved farther from the NEUTRAL
position, the force of metering spring (11) on spool
(16) increases. The pilot oil pressure that is sent to
the main control valve increases. The spool in the
main control valve shifts farther and the speed of the
cylinders and/or motors increases. Thus, cylinder
speed and motor speed is controlled by the amount
of movement and the position of the joystick.
When the joystick is moved slightly from the
NEUTRAL position, only metering spring (11) acts
on spool (16). Fine control of the cylinders and/or
motors is accomplished since the pilot oil pressure
that is sent to the main control valve is decreased.
As the joystick is moved farther from the NEUTRAL
position, the bottom of rod (7) comes in contact with
spring (8). Now, the combined force of metering
spring (11) and spring (8) act on spool (16). The
pilot oil pressure increases rapidly. The cylinders
and/or motors respond more rapidly.
The proportional reducing valve for the power shift
pressure is located on the main pump housing.
The proportional reducing valve is a solenoid
operated control valve. The proportional reducing
valve receives supply oil from the pilot pump. The
solenoid receives a pulse width modulated signal
(PWM signal) from the engine and pump controller.
The PWM signal that is sent from the engine and
pump controller causes the proportional reducing
valve to regulate the pilot pressure to a reduced
pressure. This reduced pressure is called power
shift pressure (PS). The proportional reducing
valve sends the reduced pilot oil pressure to the
regulators at the idler pump and the drive pump.
The output flow of the idler pump and the drive
pump is controlled in accordance with the power
shift pressure. The power shift pressure is used
to control the maximum allowable hydraulic pump
output.

When the joystick is released, the joystick will return

to the NEUTRAL position due to the force of spring
(12).

i01630751

Solenoid Valve (Proportional

Reducing)
(Power Shift System)
SMCS Code: 5479

g00678718
Illustration 28
Proportional reducing valve (increase in PWM signal)
(1) Solenoid
(2) Spring
(3) Valve body
(4) Spool
(5) Passage (return oil flow)
(6) Passage (power shift pressure to pump regulators)
(7) Spool chamber
g00847161 (8) Passage (pilot oil flow)
Illustration 27
Proportional reducing valve (power shift solenoid)
(1) Solenoid
A decrease in engine speed causes an increase in
(3) Body (main pump) power shift pressure and a decrease in pump flow.
(9) Line (pilot oil flow)

While the engine is operating, the engine and pump
controller senses a decrease in engine speed.
A decrease in engine speed causes the engine
and pump controller to increase the PWM signal
that is sent to solenoid (1). The magnetic force of
the solenoid increases. As the magnetic force of
the solenoid becomes greater than the force of
spring (2), spool (3) moves in a downward direction
against the force of the spring. The downward
movement of spool (3) blocks the flow of oil from
passage (6) to passage (5). Pilot oil in line (9) now
flows through passage (8), into spool chamber (7)
and into passage (6) at a reduced pressure (power
shift pressure). The increased power shift pressure
in passage (6) acts on the idler pump regulator and
the drive pump regulator. The idler pump and the
drive pump destroke as a result of an increase in
power shift pressure.
g00678719
Illustration 29
Proportional reducing valve (decrease in PWM signal)
(1) Solenoid
(2) Spring
(3) Valve body
(4) Spool
(5) Passage (return oil flow)
(6) Passage (power shift pressure to pump regulators)
(7) Spool chamber
(8) Passage (pilot oil flow)
An increase in engine speed causes a decrease in
power shift pressure and an increase in pump flow.
27
Hydraulic System
Systems Operation Section
While the engine is operating, the engine and pump
controller senses an increase in engine speed.
An increase in engine speed causes the engine
and pump controller to decrease the PWM signal
that is sent to solenoid (1). The magnetic force of
the solenoid decreases. As the force of spring (2)
becomes greater than the magnetic force of the
solenoid, spool (3) moves in an upward direction.
The upward movement of spool (3) blocks the flow
of pilot oil from passage (8). Power shift pressure
oil in passage (6) now drains into spool chamber
(7) and into passage (5). The decreased power
shift pressure in passage (6) that is acting on the
idler pump regulator and the drive pump regulator
causes the idler pump and the drive pump to move
to an upstroke position. The idler pump and the
drive pump upstroke as a result of a decrease in
power shift pressure.
Reference: For more information concerning power
shift pressure (PS), refer to Systems Operation,
“Pilot Hydraulic System”.
28
Hydraulic System
Systems Operation Section

Pump System
i01638366

Main Hydraulic Pump

SMCS Code: 5070-MV

Construction

g00700449
Illustration 30
Main pumps
(1) Port (negative flow control pressure) (5) Inlet port (9) Outlet port (drive pump)
(2) Outlet port (pilot pump) (6) Port (power shift pressure) (10) Housing
(3) Idler pump (7) Port (negative flow control pressure) (11) Pilot pump
(4) Outlet port (idler pump) (8) Drive pump

The main pumps consist of idler pump (3) and
drive pump (8). The main pumps and the port block
are bolted together in order to form one assembly.
The idler pump and the drive pump are identical in
construction and identical in operation. The pumps
have identical control systems.
Oil from the hydraulic tank flows into inlet port (5) of
the port block. Idler pump (3) delivers oil through
outlet port (4). Drive pump (8) delivers oil through
outlet port (9). Pilot pump (11) draws oil through
inlet port (5). Pilot pump (11) delivers oil through
outlet port (2).
 29
Hydraulic System
Systems Operation Section

The power shift pressure is determined by the

electronic controller. The power shift pressure flows
into the main pumps through port (6). The negative
flow control (NFC) pressure from the main control
valve flows into idler pump (3) through port (1). The
NFC pressure from the main control valve flows into
drive pump (8) through port (7).

g00814544
Illustration 31
Main pumps (sectional views)
(4) Outlet port (idler pump) (19) Center line (29) Shaft (idler pump)
(5) Inlet port (20) Trunnion (30) Cylinder passage
(9) Outlet port (drive pump) (21) Housing (31) Inlet passage
(10) Housing (22) Center line (32) Inlet passage
(11) Pilot pump (23) Gear (drive pump) (33) Center hole
(12) Gear (pilot pump) (24) Piston (34) Outlet passage
(13) Plate (25) Cylinder (35) Outlet passage
(14) Pin (26) Valve plate (C) Radial direction
(17) Regulator (27) Piston (D) Radial direction
(18) Drive shaft (drive pump) (28) Gear (idler pump)

Idler pump (3) and drive pump (8) are bent axial Because gear (23) engages with gear (12) of the
piston type pumps. The term “bent axial” describes pilot pump, pilot pump (11) rotates with the main
the angular movement of the piston pump assembly. pumps.
This movement is around the point of intersection of
center lines (19) and (22). The output of the pumps
changes depending on the angle of cylinder (25).
Main Pump Operation
The idler pump (3) and drive pump (8) are identical
Drive shaft (18) of the drive pump is coupled with
in operation. The drive pump is described below.
the engine flywheel. Gear (23) of drive shaft (18)
engages with gear (28) of shaft (29). When shaft
(18) is driven by the engine flywheel, shaft (29) is
driven through a mechanical linkage between gear
(23) and gear (28). Gear (23) has the same number
of teeth as gear (28). Therefore, both pumps rotate
at the same speed as the engine.
30
Hydraulic System
Systems Operation Section

Drive shaft (18) is driven by the engine. Drive

shaft (18) turns seven pistons (24). Therefore,
angle cylinder (25) rotates. Angle cylinder (25) is in
contact with valve plate (26). Angle cylinder (25)
rotates on valve plate (26). Angle cylinder (25)
pivots on pin (14). Gear (23) has plate (13) that
retains the heads of pistons (24). Therefore, pistons
(24) swivel in the sockets.

g00293030
Illustration 33
(26) Valve plate (drive pump)
(37) Valve plate (idler pump)

Valve plate (26) moves on machined grooves (36)

Illustration 32
g00293029
(4) Outlet port (idler pump)
(5) Inlet port
(9) Outlet port (drive pump)
(20) Trunnion
(21) Housing
(26) Valve plate
(31) Inlet passage
(33) Center hole
(35) Outlet passage
(36) Grooves
Oil from the hydraulic tank goes into pump housing
(21) through inlet port (5). The oil goes through
inlet passages (32) and (31) in plate (26). The oil
then enters cylinder passage (30) of angle cylinder
(25). Cylinder passage (30) is positioned over
inlet passage (31). Angle cylinder (25) turns. The
openings of passage (30) in angle cylinder (25)
rotate. The openings line up with the position of
passage (31).
The displacement of pistons (24) changes
depending on the position of angle cylinder (25).
The piston draws oil by moving out of the bore of
angle cylinder (25). Oil is pushed ahead of the
piston as the piston moves through the bore. The
oil that is pushed ahead of the piston goes through
passage (30) and then through outlet passage (35)
in valve plate (26). The oil passes through the drive
pump through outlet port (9). The oil flows to the
hydraulic circuit.
of housing (21). Housing (21) has a circular contour.
Center hole (33) of valve plate (26) holds one end of
trunnion (20). The other end of the trunnion is held
to piston (27) of regulator (17). Piston (27) moves in
and out during regulator operation. Trunnion (20) is
connected to valve plate (26). Therefore, the angle
cylinder will move to a new position. Valve plate
(26) moves in radial direction (C), and the angle
cylinder decreases the angle of position. The stroke
of pistons (24) decreases, and the pump output will
decrease. When valve plate (26) moves in radial
direction (D), pump output will increase.
Inlet oil is sealed from outlet oil by a metal seal. The
seal is formed between the face of valve plate (26)
and the face of angle cylinder (25). On the opposite
side of valve plate (26), a seal is made with the face
of grooves (36). The sealing faces are made with
precision in order to protect the faces from damage
during disassembly and assembly.
Valve plate (26) in the drive pump is not similar to
valve plate (37) in the idler pump. Use extra care
to install valve plates (26) and (37) in the correct
position.
i01638292
Pump Control (Main Hydraulic)
SMCS Code: 3222; 5070; 5086
 31
Hydraulic System
Systems Operation Section

Main Pump Regulator

g00704757
Illustration 34
Regulator (Idler Pump)
(5) Passage (19) Bushing (31) Trunnion
(7) Passage (20) Passage (32) Piston
(8) Housing (21) Pin (33) Bolt
(9) Outlet port (idler pump) (22) Spring (34) Ring
(10) Outlet passage (23) Line (power shift pressure) (35) Passage
(11) Negative flow control line (idler pump) (24) Control piston (37) Piston chamber
(12) Port (25) Passage (38) Bolt
(13) Piston (26) Spring chamber (57) Idler pump delivery pressure
(14) Control piston (27) Spring (58) Drive pump delivery pressure
(15) Passage (28) Spring (59) Negative flow control pressure
(17) Passage (29) Spring spacer (60) Power shift pressure
(18) Spring (30) Spring
32
Hydraulic System
Systems Operation Section

During the horsepower control characteristic, both

idler pump delivery pressure (57) and drive pump
delivery pressure (58) act against the rings of
control piston (14) while power shift pressure (60)
is acting against the top end face of control piston
(14). Control piston (14), pin (21), and control piston
(24) shift in order to control the pump output.

During negative flow control, negative flow control

pressure (59) from line (11) acts against the top
surface of piston (13). Control piston (14) shifts in
order to move control piston (24) for pump flow
control.

g00847844
Note: For further information on the horsepower
Illustration 35 control characteristic and negative flow control, refer
Pump Compartment to the “Regulator Operation” section in this module.
(11) Negative flow control line (idler pump)
(23) Line (power shift pressure)
(39) Regulator (idler pump)
(41) Regulator (drive pump)
(42) Negative flow control line (drive pump)

See the following list for the pump regulator

operation.

• The pump regulator receives power shift pressure

(60) from the electronic control system. The pump
regulator controls the pump flow.

• The pump regulator maintains a constant

horsepower between the engine and the pump.
The pump regulator receives a summation of idler
pump delivery pressure (57) and drive pump
delivery pressure (58). This operation is called
the horsepower control characteristic.

• When the control levers are in NEUTRAL position

or in PARTIAL position, the pump regulator
receives the negative flow control pressure (59).
Negative flow control pressure (59) controls the
pump output flow. This is called the negative flow
control.

The pump regulator of the idler pump and drive

pump are identical in construction and in operation.
The following description identifies the idler pump
regulator.

Oil from the idler pump flows to pump regulator (39).

Oil from the idler pump goes through passages (10)
and (7) in housing (8) to passages (15) and (17).
Oil through passage (15) controls piston (14). Oil
through passage (17) goes to passage (25). Also,
oil goes to piston chamber (37) through passage
(35). Oil from the drive pump goes through passage
(5) to control piston (14).

Power shift pressure (60) goes through line (23) to a

port on the pump regulator. The port is common to
idler pump regulator (39) and drive pump regulator
(41).
 33
Hydraulic System
Systems Operation Section

Regulator Operation (45) Idler pump

(57) Idler pump delivery pressure
(58) Drive pump delivery pressure
Horsepower Control Characteristic (60) Power shift pressure
(Period Before Decreased Pump Stroke)

g00704760
Illustration 37
Regulator Operation (Partial View)
(5) Passage
(14) Control piston
(15) Passage
(17) Passage
(20) Passage
(21) Pin
(22) Spring
(24) Control piston
(25) Passage
(26) Spring chamber
(27) Spring
(47) Top surface
(48) Passage
(49) Passage
g00704758 (57) Idler pump delivery pressure
Illustration 36 (58) Drive pump delivery pressure
Regulator Operation (60) Power shift pressure
(5) Passage
(14) Control piston
(15) Passage
(17) Passage
(21) Pin
(22) Spring
(24) Control piston
(25) Passage
(26) Spring chamber
(27) Spring
(30) Spring
(31) Trunnion
(32) Piston
(33) Bolt
(34) Ring
(35) Passage
(37) Piston chamber
(38) Bolt
34
Hydraulic System
Systems Operation Section

When the machine operates with a low load, pump Horsepower Control Characteristic
pressure acts on control piston (14). Idler pump (Period Before Destroke)
delivery pressure (57) from passage (15) and drive
pump delivery pressure (58) from passage (5) act
on the ring grooves of control piston (14). Control
piston (14) pushes down against pin (21). The force
tries to move control piston (24) in the downward
direction. Control piston (24) does not move down
because the total forces of idler pump delivery
pressure (57), drive pump delivery pressure (58)
and power shift pressure (60) are less than the
combined forces of springs (22), (27) and (30).
The force of spring (30) is less than spring (27).
Spring (30) is compressed before spring (27) is
compressed. Passage (48) closes and passage
(49) opens making an open connection between
passage (25) and spring chamber (26). Tank
pressure in spring chamber (26) acts on the bottom
surface of ring (34). Idler pump delivery pressure
(57) in piston chamber (37) pushes down piston
(32) and ring (34). When bolt (33) comes in contact
with bolt (38) movement stops. The mechanical
linkage of piston (32) and the cylinder through
trunnion (31) hold the cylinder at the maximum
angle position. This allows the pump to maintain
the maximum output flow.

g00704761
Illustration 38
Regulator Operation
 35
Hydraulic System
Systems Operation Section

(5) Passage
(14) Control piston
(15) Passage
(17) Passage
(20) Passage
(21) Pin
(22) Spring
(24) Control piston
(25) Passage
(26) Spring chamber
(27) Spring
(28) Spring
(30) Spring
(31) Trunnion
(32) Piston
(34) Ring
(35) Passage
(37) Piston chamber
(45) Idler pump
(50) Set screw
(57) Idler pump delivery pressure
(58) Drive pump delivery pressure
(60) Power shift pressure

g00704762
Illustration 39
Regulator Operation (Partial View)
(5) Passage
(14) Control piston
(15) Passage
(17) Passage
(20) Passage
(21) Pin
(22) Spring
(24) Control piston
(25) Passage
(26) Spring chamber
(27) Spring
(47) Top surface
(48) Passage
(49) Passage
(50) Set screw
(57) Idler pump delivery pressure
(58) Drive pump delivery pressure
(60) Power shift pressure

An increased load on the main pump increases

idler pump delivery pressure (57) from passage (15)
and increases drive pump delivery pressure (58)
from passage (5). The force acts on ring grooves
of piston (14).

The combined forces of increased power shift

pressure (60) through passage (20) acts on top
surface (47) of control piston (14) to overcome the
total forces of springs (22) and (30). Control piston
(14) pushes down on control piston (24) through pin
(21). Passage (49) closes and passage (48) opens.
Therefore, idler pump delivery pressure (57) from
passage (17) goes through passage (25) to the
bottom surface of ring (34).
36
Hydraulic System
Systems Operation Section

Idler pump delivery pressure (57) acts on the top Negative Flow Control
surface of ring (34). Therefore, oil is supplied to
piston chamber (37) through passage (35). Idler
pump delivery pressure (57) is common to both
top and bottom surfaces of ring (34). The bottom
surface area of ring (34) is larger than the top
surface area. Therefore, ring (34) pushes up piston
(32) against the forces of springs (30) and (28). The
mechanical linkage of piston (32) and the cylinder
through trunnion (31) cause the cylinder to move in
a smaller angular direction. Therefore, the pump
stroke decreases.

As piston (32) moves up, spring (30) compresses.

Spring (30) pushes up on control piston (24).
Passage (48) closes and passage (49) partially
opens. Therefore, oil flows from passage (25) to
spring chamber (26). Because spring chamber
(26) is open to tank pressure, the pressure on the
bottom surface of ring (34) becomes less than idler
pump delivery pressure (57). Piston (32) starts to
stop upward movement. When the force of idler
pump delivery pressure (57) on the top surface
of ring (34) becomes more than the force on the
bottom surface, piston (32) starts to move down.
Because of the decreased compression force of
spring (30), control piston (24) also starts to move
down. Passage (49) now closes and passage (48)
partially opens. Piston (32) now starts to move up
again because of idler pump delivery pressure (57)
through passage (25) to the bottom surface of the
ring.

When the idler pump delivery pressure (57)

compresses spring (27), pistons (24) and (32)
operate.

Idler pump delivery pressure (57) is equal to the

combined force of springs (28), (30), and (27).
Piston (32) is in a balanced position and the angle
of the cylinder is held at this point. Control piston
(24) is held at a balanced position by keeping the
openings slightly opened at passages (48) and (49). Illustration 40
g00704763

Negative Flow Control Operation (Partial View)

Turning set screw (50) changes the compression
force of spring (22) which changes the pump output
flow. Increased compression force of the spring
increases the pump output flow.
 37
Hydraulic System
Systems Operation Section

(11) Negative flow control line (idler pump) Negative flow control pressure (59) acts on piston
(12) Port (13). The force which acts on piston (13) becomes
(13) Piston greater than the force which acts on bushing (19).
(14) Control piston
(17) Passage Piston (13) moves down allowing the negative flow
(19) Bushing control to function. When piston (13) moves down,
(21) Pin bushing (19) is pushed down. Bushing (19) pushes
(24) Control piston down control piston (14). The cylinder decreases
(27) Spring
(28) Spring
the angle of the cam which destrokes the pump.
(30) Spring This operation is similar to the horsepower control
(32) Piston characteristic.
(45) Idler pump
(47) Top surface
All control levers are in NEUTRAL position because
(48) Passage
(49) Passage negative flow control pressure (59) is maximum.
(51) Passage Control piston (14) pushes down against pin (21).
(52) Center bypass passage Pin (21) moves control piston (24) down opening
(53) Negative flow control orifice passage (48). Idler pump delivery pressure (57) or
(54) Main control valve
(55) Spring spacer
drive pump delivery pressure (58) from passage
(56) Spring spacer (17) pushes piston (32) upward. The movement
(57) Idler pump delivery pressure of piston (32) compresses springs (27), (28) and
(58) Drive pump delivery pressure (30). When the top surface of spring spacer (56)
(59) Negative flow control pressure
comes in contact with spring spacer (55), control
(60) Power shift pressure
piston (24) and piston (32) are pushed up by the
force of idler pump delivery pressure (57) or drive
The rate of oil flow through center bypass passage
pump delivery pressure (58). A pressure balance is
(52) in main control valve (54) is maximum when
all control levers are in NEUTRAL position. When attained. Control piston (24) remains in the balance
position in order to keep the openings of passages
the control levers are partially moved for a leveling
(48) and (49) slightly open. This operation is
operation, part of idler pump oil flows to passage
(51) in order to decrease the rate of oil flow in similar to the horsepower control characteristic. The
cylinder is now held at the minimum angle position
passage (52).
for minimum pump output flow.
The oil flow in center bypass passage (52) is
When the control levers are partially moved,
then restricted at negative flow control orifice
negative flow control pressure (59) gradually
(53). Negative flow control pressure (59) now
develops in line (11). Negative flow control pressure decreases force on piston (13). The forces of
compressed springs (27) and (30) overcome
(59) is dependent on the rate of oil flow through
the force of the decreased negative flow control
center bypass passage (52). Negative flow control
pressure (59) is maximum when all control levers pressure (59). Therefore, control piston (24) moves
up before spring spacer (56) comes in contact with
are in NEUTRAL position. The pump output flow is
spring spacer (55). During a leveling operation, the
minimum.
pump output flow is controlled between a minimum
and a maximum. The flow depends on negative
Note: For more information on negative flow control
flow control pressure (59).
pressure (59), see Systems Operation, “Main
Control Valve”.
When piston (13) moves up due to a lower negative
flow control pressure (59), the total horsepower
Negative flow control pressure (59) in line (11)
enters the regulator through port (12). The force control functions.
acts on the top surface of piston (13). Piston (13)
tries to move down. Power shift pressure (60)
acts on top surface (47) of control piston (14).
Idler pump delivery pressure (57) and drive pump
delivery pressure (58) act on the body of control
piston (14). The combination acts on the inner
surface of bushing (19). Bushing (19) tries to push
up on piston (13).
38
Hydraulic System
Systems Operation Section

Pressure/Flow Characteristic
Curves

g00297449
Illustration 41
P-Q Characteristic Curves
(1) Destroked position
(2) Horsepower characteristics

The output characteristics of each pump depends

on the following four pressures.

• Pump output circuit pressure of top pump

• Pump output circuit pressure of bottom pump
• Power shift pressure
• Negative flow control pressure
After a pump starts to operate, each pump has
a set of pressure/flow characteristic curves. The
pressure/flow characteristic curve represents a set
of flow rates for distinct pump circuit pressures.
Each point on horsepower characteristic (2)
represents the respective flow rate and the
respective pressure in order to maintain a constant
output from the pump.

Main Control Valve

i01630775

Main Control Valve

SMCS Code: 5051
 39
Hydraulic System
Systems Operation Section
40
Hydraulic System
Systems Operation Section

g00847201
Illustration 42
 41
Hydraulic System
Systems Operation Section

Hydraulic schematic
(1) Stick drift reduction valve
(2) Line relief valve (stick cylinder rod end)
(3) Boom drift reduction valve
(4) Line relief valve (boom cylinder head end)
(5) Return port
(6) Main control valve
(7) Stick regeneration valve
(8) Load check valve
(9) Parallel feeder passage
(10) Straight travel solenoid valve
(11) Right travel control valve
(12) Attachment control valve
(13) Bucket control valve
(14) Center bypass passage
(15) Boom I control valve
(16) Stick II control valve
(17) Relief valve (negative flow)
(18) Straight travel control valve
(19) Relief valve (negative flow)
(20) Negative flow control orifice
(21) Boom II control valve
(22) Stick I control valve
(23) Center bypass passage
(24) Swing control valve
(25) Left travel control valve
(26) Load check valve
(27) Boom regeneration valve
(28) Line relief valve (boom cylinder rod end)
(29) Negative flow control orifice
(30) Line relief valve (stick cylinder head end)
(31) Variable swing priority valve
(32) Main relief valve
(33) Stick unloading valve
(34) Line relief valve (bucket cylinder rod end)
(35) Line relief valve (bucket cylinder head end)
(36) Parallel feeder passage
(37) Inlet port (drive pump)
(38) Negative flow control line (drive pump)
(39) Inlet port (Idler pump)
(40) Negative flow control line (idler pump)
(41) Drive pump
(42) Pilot pump
(43) Idler pump
(44) Hydraulic tank
42
Hydraulic System
Systems Operation Section

g00689563
Illustration 43
Main control valve ports
 43
Hydraulic System
Systems Operation Section

(AR1) Right travel control valve (REVERSE
TRAVEL)
(AR2) Attachment control valve (port)
(AR3) Bucket control valve (BUCKET
CLOSE)
(AR4) Boom I control valve (BOOM LOWER)
(AR5) Stick II control valve (STICK IN)
(BR1) Right travel control valve (FORWARD
TRAVEL)
(BR2) Attachment control valve (port)
(BR3) Bucket control valve (BUCKET OPEN)
(BR4) Boom I control valve (BOOM RAISE)
(BR5) Stick II control valve (STICK OUT)
(AL1) Left travel control (REVERSE
TRAVEL)
(AL2) Swing control valve (SWING LEFT)
(AL3) Stick I control valve (STICK IN)
(AL4) Boom II control valve (BOOM RAISE)
(BL1) Left travel control valve (FORWARD
TRAVEL)
(BL2) Swing control valve (SWING RIGHT)
(BL3) Stick I control valve (STICK OUT)
(aR1) Pilot port at right travel control valve
(REVERSE TRAVEL)
(aR2) Pilot port at attachment control valve
(aR3) Pilot port at bucket control valve
(BUCKET CLOSE)
(aR4) Pilot port at boom I control valve
(BOOM LOWER)
(aR5) Pilot port at stick II control valve
(STICK IN)
(aL1) Pilot port at left travel control valve
(REVERSE TRAVEL)
(aL2) Pilot port at swing control valve
(SWING LEFT)
(aL3) Pilot port at stick I control valve (STICK
IN)
(aL4) Pilot port at boom II control valve
(BOOM RAISE)
(bR1) Pilot port at right travel control valve
(FORWARD TRAVEL)
(bR2) Pilot port at attachment control valve
(bR3) Pilot port at bucket control valve
(BUCKET OPEN)
(bR4) Pilot port at boom I control valve
(BOOM RAISE)
(bR5) Pilot port at stick II control valve
(STICK OUT)
(bL1) Pilot port at left travel control valve
(FORWARD TRAVEL)
(bL2) Pilot port at swing control valve
(SWING RIGHT)
(bL3) Pilot port at stick I control valve (STICK
OUT)
(bL4) Pilot port at boom II control valve
(STICK IN)
(DST) Drain port (straight travel control
valve)
(HL) Negative flow signal pressure port
(drive pump)
(HR) Negative flow signal pressure port
(idler pump)
(Pi1) Pilot port (boom regeneration valve)
(Pi2) Pilot port (stick regeneration valve)
(Pi3) Pilot port (variable swing priority valve)
(Pi4) Pilot port (straight travel solenoid valve)
(R2) Return port
(R3) Return port

Introduction

g00689579
Illustration 45
g00689566
Illustration 44 Main control valve (bottom view)
(10) Straight travel solenoid valve (3) Boom drift reduction valve
(11) Right travel control valve (4) Line relief valve (boom cylinder head end)
(12) Attachment control valve
(13) Bucket control valve
(15) Boom I control valve
(16) Stick II control valve
(18) Straight travel control valve
(21) Boom II control valve
(22) Stick I control valve
(24) Swing control valve
(25) Left travel control valve
(28) Line relief valve (boom cylinder rod end)
(30) Line relief valve (stick cylinder head end)
(32) Main relief valve
(34) Line relief valve (bucket cylinder rod end)
(45) Right body
(46) Left body

g00689582
Illustration 46
Bottom view of main control valve
(1) Stick drift reduction valve
(2) Line relief valve (stick cylinder rod end)
44
Hydraulic System
Systems Operation Section
Main control valve (6) is located in the hydraulic
system between the main pumps and actuators
(cylinders and motors). Depending on the machine
operation, the oil flow from idler pump (43), drive
pump (41) and pilot pump (42) to the hydraulic
circuits are controlled by the operation of each
component in the main control valve. By this control,
the speed and direction of the cylinders and the
motors can be controlled and adjusted. The pump
delivery pressure can be controlled and adjusted.
The main control valve includes right body (46) and
left body (45). The main control valve is coupled
together with bolts in order to make one assembly.
1. The right travel control valve (11), attachment
control valve (12), bucket control valve (13),
boom I control valve (15) and stick II control
valve (16) are located in right body (46).
Hydraulic oil from the idler pump is delivered
through inlet port (39), center bypass passage
(14) and return port (5) to hydraulic tank (44). In
addition, the following components are located
in right body (46).
a. The line relief valve (bucket cylinder rod end)
(34) and the line relief valve (bucket cylinder
head end) (35) limit the pressure in the bucket
circuit due to external forces.
b. When the joysticks and/or travel levers/pedals
are in the NEUTRAL position, or when the
joysticks and/or travel levers/pedals are
partially moved from the NEUTRAL position,
negative flow control relief valve (19) and the
negative flow control orifice (29) decrease the
pump flow.
c. Boom drift reduction valve (3) prevents boom
drift when the joystick for the boom is in
the NEUTRAL position. The line relief valve
(boom cylinder head end) (4) is mounted on
the boom drift reduction valve. The line relief
valve (boom cylinder rod end) (28) is also
located on the right body.
d. Boom regeneration valve (27) supplies return
oil from the head end of the boom cylinders
to the rod end of the boom cylinders when
the boom is lowered.
e. Load check valves (26) are part of the
following control valves: attachment control
valve (12), bucket control valve (13), boom I
control valve (15), and stick II control valve
(16).
1. Straight travel control valve (18), left travel control
valve (25), swing control valve (24), stick I control
valve (22) and boom II control valve (21) are
located in left body (45). Hydraulic oil from the
drive pump is delivered through inlet port (37),
center bypass passage (23) and return port (5)
to hydraulic tank (44). In addition, the following
components are located in left body (45).
a. Stick drift reduction valve (1) prevents stick
drift when the joystick for the stick is in the
NEUTRAL position. The line relief valve (stick
cylinder rod end) (2) is mounted on the stick
drift reduction valve. The line relief valve (stick
cylinder head end) (30) is also located on the
left body.
b. When the joysticks and/or travel levers/pedals
are in the NEUTRAL position, or when the
joysticks and/or travel levers/pedals are
partially moved from the NEUTRAL position,
negative flow control relief valve (17) and the
negative flow control orifice (20) decrease the
pump flow.
c. Stick regeneration valve (7) supplies return
oil from the rod end of the stick cylinder to
the head end of the stick cylinder during the
stick in function.
d. Stick unloading valve (33) reduces the back
pressure in the rod end of the stick cylinder
during the stick in function.
e. Load check valves (8) are part of the following
control valves: swing control valve (24) and
stick I control valve (22).
f. Main relief valve (32) limits the main hydraulic
system pressure.
• When the main control valve is in the NEUTRAL
position, no pump oil flows to the cylinders
and the motors. Main control valve operation in
the NEUTRAL position is described later in this
section.
• The main control valve controls the negative
flow control signal. For more information on the
negative flow control operation, refer to Systems
Operation, “Negative Flow Control”.
• The main control valve prevents cylinder drift
with the load check valves. For more information
on the load check valves, refer to Systems
Operation, “Check Valve (Load)”.
 45
Hydraulic System
Systems Operation Section

• The main control valve limits the circuit pressure

with relief valve operation. For more information
on the limitation of circuit pressure, refer to
Systems Operation, “Relief Valve (Main)” and
Systems Operation, “Relief Valve (Line)”.

The description of other components that are

installed on the main control valve or in the main
control valve will be listed separately. Refer to the
appropriate sections that are in this manual for
further information on the components.

Main Control Valve Operation in

NEUTRAL Position

Illustration 47
Main control valve (neutral position)
(1) Stick II control valve
(2) Boom I control valve
(3) Bucket control valve
(4) Attachment control valve
(5) Right travel control valve
(6) Parallel feeder passage
(7) Inlet port
(8) Straight travel control valve
(9) Left travel control valve
(10) Parallel feeder passage
(11) Swing control valve
(12) Stick I control valve
(13) Boom II control valve
(14) Right body
(15) Left body
(16) Negative flow control orifice
g00747315
(17) Return port
(18) Negative flow control orifice
(19) Return passage
(20) Center bypass passage
(21) Inlet port
(22) Center bypass passage
(23) Return passage

The idler pump supplies oil to right body (14)

through inlet port (7). The oil then flows through
center bypass passage (20) and parallel feeder
passage (6). The drive pump supplies oil to left
body (15) through inlet port (21). The oil then flows
through center bypass passage (22) and parallel
feeder passage (10).
46
Hydraulic System
Systems Operation Section

When all of the joysticks and/or travel levers/pedals Individual Valve Operation
are in the NEUTRAL position, hydraulic oil from the
idler pump flows through center bypass passage
(20), negative flow control orifice (18), return
passage (19), return passage (23) and return port
(17) back to the hydraulic tank. Hydraulic oil from
the drive pump from inlet port (21) flows through
center bypass passage (22), negative flow control
orifice (16) and return port (17) back to the hydraulic
tank. Oil in parallel feeder passages (6) and (10)
remains blocked by each control valve spool.

Activation of any joystick and/or travel levers/pedals

provides two paths for hydraulic oil from the idler
pump. One path flows through center bypass
passage (20) to right travel control valve (5). The
other path flows through parallel feeder passage (6),
attachment control valve (4), bucket control valve
(3) and boom I control valve (2). Activation of any
joystick and/or travel levers/pedals also provides
two paths for hydraulic oil from the drive pump. One
path flows through center bypass passage (22) to
left travel control valve (9) and stick I control valve
(12). The other path flows through parallel feeder
passage (10) to swing control valve (11).

g00747317
Illustration 48
Bucket control valve (NEUTRAL position)
(1) Line relief valve (bucket cylinder rod end)
(2) Port
(3) Parallel feeder passage
(4) Load check valve
(5) Passage
(6) Port
(7) Line relief valve (bucket cylinder head end)
(8) Pilot port
(9) Pilot port
(10) Return passage
(11) Spool
(12) Center bypass passage
(13) Spring

The bucket control valve is used as a typical

example for describing the operation of individual
control valves.

When the joysticks and/or travel levers/pedals are

in the NEUTRAL position, pilot oil does not flow
to port (8) and port (9). Spool (11) is centered in
the NEUTRAL position by the force of spring (13).
The hydraulic oil from the idler pump flows through
center bypass passage (12) to the hydraulic tank.
 47
Hydraulic System
Systems Operation Section

g00747318
Illustration 49
Bucket control valve BUCKET CLOSE
(2) Port
(3) Parallel feeder passage
(4) Load check valve
(5) Passage
(6) Port
(8) Pilot port
(10) Return passage
(11) Spool
(12) Center bypass passage
(14) Passage
(15) Passage

When the joystick for the bucket is moved to the

BUCKET CLOSE position, pilot oil is supplied to
pilot port (8). Spool (11) moves to the left. Center
bypass passage (12) is closed and passage (15)
becomes opened. Port (14) is now connected to
return passage (10).

Oil that is in parallel feeder passage (3) flows

through load check valve (4), passage (5) and
passage (15). The oil then flows to port (6). The
bucket cylinder rod extends. When the bucket
cylinder rod extends, the displaced oil in the rod
end flows to port (2).

Oil flows through port (2) to return passage (14)

and back to the hydraulic tank.
48
Hydraulic System
Systems Operation Section

i01638137

Relief Valve (Main)

SMCS Code: 5069

g00847892
Illustration 50
Cross section of straight travel control valve and main relief valve
(1) Straight travel control valve (5) Check valve (9) Drive pump
(2) Main control valve (6) Main relief valve (10) Idler pump
(3) Right travel control valve (7) Delivery line (drive pump) (11) Internal passage
(4) Check valve (8) Delivery line (idler pump)

Main relief valve (6) is located in the left side of the

main control valve. The main relief valve limits the
maximum operating pressure of the travel hydraulic
circuit and the implement hydraulic circuits when
the machine is at a load condition.
 49
Hydraulic System
Systems Operation Section

The oil delivery from idler pump (10) enters main

control valve (2) through delivery line (8). The oil
delivery from drive pump (9) enters main control
valve (2) through delivery line (7). Oil from the idler
pump and the drive pump flow through check
valves (4) and (5) to passage (11). Check valves (4)
and (5) ensure that only the higher oil pressure from
the idler pump or the drive pump flows through
passage (11) to main relief valve (6).

Closed Position

g00677421
Illustration 51
Main relief valve (closed position)
(11) Passage (15) Spring chamber (19) Passage
(12) Seat (16) Seat (20) Orifice
(13) Valve (17) Poppet (21) Return passage
(14) Spring (18) Spring

Poppet (17) is positioned to the left against seat
(16) by the force of spring (18). Valve (13) is
positioned to the left against seat (12) by the force
of spring (14).
System pressure oil in passage (11) flows through
orifice (20) into spring chamber (15). The force of
the system pressure oil acts on poppet (17). When
the force of system pressure oil in passage (11)
is less than the force of spring (18), poppet (17)
remains against seat (16). The pressure in passage
(11) and the pressure in spring chamber (15) are
now equal. System pressure oil in spring chamber
(15) and the force of spring (14) maintain valve (13)
against seat (12). There is no oil flow from passage
(11) to return passage (21). When main pump oil
pressure in passage (11) is less than the main relief
pressure setting, main relief valve (6) remains in the
closed position.
50
Hydraulic System
Systems Operation Section

Open Position

g00677470
Illustration 52
Main relief valve (open position)
(11) Passage (16) Seat (21) Return passage
(12) Seat (17) Poppet (22) Passage
(13) Valve (18) Spring (23) Valve chamber
(14) Spring (19) Passage (24) Locknut
(15) Spring chamber (20) Orifice (25) Adjustment screw

System oil pressure in passage (11) and spring
chamber (15) nears the main relief valve pressure
setting. The force of the system oil pressure in
spring chamber (15) becomes greater than the
force of spring (18). Poppet (17) away from seat
(16). System oil pressure now flows through seat
(16) into valve chamber (23). The oil in valve
chamber (23) now flows through passage (22) into
return passage (21). This low pressure oil now
returns to the hydraulic tank.
At the same time as the oil in spring chamber (15)
flows through seat (16), the system pressure oil
in passage (11) flows through orifice (20). As the
system oil pressure flows through orifice (20) into
spring chamber (15) the pressure of the oil in spring
chamber (15) decreases. The reduced pressure oil
in spring chamber (15) allows the high pressure oil
in passage (11) to force valve (13) away from seat
(12). The high pressure oil in passage (11) now
flows into passage (19) and return passage (21) to
the hydraulic tank.
The amount of spring force of spring (18) that
acts on poppet (17) determines the main relief
valve pressure setting. Adjustments to the main
relief valve pressure setting are made by changing
the spring force of spring (18). The position of
adjustment screw (25) determines the spring force
of spring (18).
Reference: Refer to Testing and Adjusting, “Relief
Valve (Main) - Test and Adjust” for adjustment
procedures.
i01423093
Relief Valve (Line)
SMCS Code: 5117
Each line relief valve contains a makeup valve. The
line relief valves are located between each cylinder
and the respective control valve.
 51
Hydraulic System
Systems Operation Section

When the control valves for the cylinders are in the

NEUTRAL position and an external force acts on
one end of the cylinder, the oil pressure increases
on the opposite end of the cylinder. The oil pressure
also increases in the passage of the line relief valve
that is connected to the cylinder. The line relief valve
relieves the high pressure. The line relief valves
limit the circuit pressure to the specified pressure
settings.

Reference: Refer to Testing and Adjusting, “Pressure

Specifications” for the line relief valve pressure
settings.

g00747346
Illustration 53
Line relief valve (CLOSED position)
(1) Passage (4) Spring chamber (7) Piston
(2) Valve (5) Valve (8) Return passage
(3) Valve (6) Spring (9) Passage

The high pressure between the cylinder and the

control valve is transmitted to passage (1). This
pressurizes the line relief valve. The pressure oil
flows from passage (1) through passage (9) of
piston (7). The oil then flows into spring chamber
(4). When the oil pressure is lower than the line
relief valve pressure setting, valve (5) remains in the
CLOSED position by the force of spring (6). The
oil pressure in passage (1) and the oil pressure in
spring chamber (4) are equal. The surface area of
the right side of valves (2) and (3) is larger than the
surface area of the left side. The force on the right
side of valves (2) and (3) is greater than the force
on the left side. Valves (2) and (3) are forced to the
left. The pressure oil does not flow from passage
(1) to passage (8).
52
Hydraulic System
Systems Operation Section

g00747348
Illustration 54
Line relief valve (OPEN position)
(1) Passage (6) Spring (10) Valve chamber
(3) Valve (7) Piston (11) Passage
(4) Spring chamber (8) Return passage (12) Passage
(5) Valve (9) Passage

When the high pressure oil in passage (1) reaches

the line relief valve pressure setting, valve (5)
overcomes the force of spring (6) and opens. The
high pressure oil flows from valve chamber (10)
through passage (12) to return passage (8). The
pressure now becomes low pressure. The pressure
in passage (1) pushes piston (7) to the right until
the piston comes in contact with the left end of
valve (5). The oil in passage (1) flows around the
end of piston (7) and the oil enters spring chamber
(4). Since the flow around the outside of piston (7)
is restricted, the oil in spring chamber (4) becomes
low pressure oil. As a result, valve (3) is pushed to
the right. Passage (11) opens. the oil flows from
passage (1) to passage (8).
 53
Hydraulic System
Systems Operation Section

g00747349
Illustration 55
Line relief valve (makeup operation)
(1) Passage (4) Spring chamber (13) Shoulder
(2) Valve (8) Return passage
(3) Valve (9) Passage

The line relief valve functions as a makeup valve • The load check valve prevents oil loss from a
in the following manner. high pressure circuit to a lower pressure circuit.

When oil from one end of the cylinder is discharged

through the line relief valve, a vacuum condition is
created on the opposite end of the cylinder. Makeup
oil is needed to prevent the vacuum condition in
the cylinder.

When the vacuum condition occurs on the end of

the cylinder that is connected to passage (1), a
vacuum condition also occurs in spring chamber
(4). The pressure of the oil in passage (8) acts on
shoulder (13) of valve (2). Since a vacuum condition
is present in spring chamber (4), the pressure in
spring chamber (4) is lower than the pressure of
the return oil in passage (8). Valves (2) and (3) are
pushed to the right by the pressure of the return oil
in passage (8). Return oil flows from passage (8) to
passage (1) as makeup oil in order to remove the
vacuum condition in the cylinder.

i01638151

Check Valve (Load)

SMCS Code: 5472

The load check valve performs the following two

functions.

• The load check valve prevents unexpected

movement of an implement when a joystick is
initially activated at a low pump delivery pressure.
54
Hydraulic System
Systems Operation Section

g00747355
Illustration 56
Boom I control valve (partial shift)
(1) Port (boom cylinder head end) (5) Port (boom cylinder rod end) (9) Pilot port
(2) Passage (6) Return passage (10) Spool
(3) Spring (7) Parallel feeder passage (11) Center bypass passage
(4) Load check valve (8) Spring

When the joystick for the boom is in the NEUTRAL
position, spring (8) positions spool (10) in the center
position. The idler pump is at a destroked position.
The idler pump is delivering standby pressure to the
boom I control valve. The pump delivery pressure
in center bypass passage (11) and parallel feeder
passage (7) is lower than the pressure in the boom
cylinder head end at port (1). Load check valve (4)
is in the CLOSED position.
Slight movement of the joystick for the boom toward
the BOOM RAISE position causes low pilot oil
pressure to enter port (9). Spool (10) shifts slightly
to the right. The idler pump begins to move to
an upstroke position. A passage partially opens
allowing the oil from the rod end of the boom
cylinders in port (5) to flow to return passage (6).
A passage partially opens allowing the oil from the
head end of the boom cylinders in port (1) to flow
through passage (2). The work load pressure from
the head end of the boom cylinders and the force of
spring (3) now acts on load check valve (4). Since
the pump delivery pressure is lower than the work
load pressure in passage (2), load check valve (4)
remains in the closed position. The oil in the boom
cylinder head end is blocked.
 55
Hydraulic System
Systems Operation Section

g00747356
Illustration 57
Boom I control valve (full shift)
(1) Port (boom cylinder head end) (5) Port (boom cylinder rod end) (9) Pilot port
(2) Passage (6) Return passage (10) Spool
(3) Spring (7) Parallel feeder passage (11) Center bypass passage
(4) Load check valve (8) Spring

As the joystick for the boom is moved farther from i01630792

the NEUTRAL position, the pilot oil pressure at pilot
port (9) increases. Spool (10) shifts farther to the
right. The idler pump upstrokes farther. The pump
delivery pressure in center bypass passage (11)
and parallel feeder passage (7) increases. Load
check valve (4) will not open until the pump delivery
pressure becomes greater than the combined
force of the work load pressure in passage (2)
and the force of spring (8). Unexpected downward
movement of the boom during a BOOM RAISE
operation is prevented.
Load check valve (4) also prevents oil loss from a
high pressure circuit to a lower pressure circuit.
For example, the bucket cylinder is moved under
a light load, and the boom cylinders are raised at
the same time. The high pressure oil of the boom
cylinders wants to flow toward the low pressure
side of the bucket cylinder. The load check valve
prevents the boom from lowering.
Negative Flow Control System
SMCS Code: 5050-NE; 5455
Introduction
The idler pump and the drive pump receive signal
oil pressure from the center bypass passages of
the main control valve. This signal oil pressure that
is created in the center bypass passages of the
main control valve is called negative flow control
pressure. Negative flow control pressure flows to
the regulators at the idler pump and the drive pump
in order to control the output flow of the pumps.
Negative flow control pressure is created during the
following machine operating conditions.
• All of the joysticks and travel levers/pedals are in
the NEUTRAL position.
56
Hydraulic System
Systems Operation Section

• Any of the joysticks and/or travel levers/pedals

are partially moved from the NEUTRAL position in
order to perform a fine control operation.

• A boom lower operation is performed alone.

g00819938
Illustration 58
Main control valve (top view)
(12) Negative flow control line to drive pump
(13) Negative flow control line to idler pump

The right body of the control valve receives supply

oil from the idler pump. Negative flow control
pressure from the right body of the main control
valve flows through negative flow control line (13)
to the idler pump. The left body of the control valve
receives supply oil from the drive pump. Negative
flow control pressure from the left body of the main
control valve flows through negative flow control line
(12) to the drive pump. The negative flow control
operation of the idler pump and the drive pump is
identical.
 57
Hydraulic System
Systems Operation Section
58
Hydraulic System
Systems Operation Section

g00847913
Illustration 59
 59
Hydraulic System
Systems Operation Section

Negative flow control operation (control valves in the NEUTRAL Reference: For more information concerning the
position) negative flow control operation of the main pump
(1) Center bypass passage regulators, refer to Systems Operation, “Pump
(2) Return line Control (Main Hydraulic)”.
(3) Center bypass passage
(4) Passage
(5) Relief valve (negative flow control)
(6) Relief valve (negative flow control)
(7) Negative flow control orifice
(8) Port
(9) Negative flow control orifice
(10) Passage
(11) Return passage
(12) Negative flow control line
(13) Negative flow control line
(14) Drive pump
(15) Idler pump
(16) Pilot pump

g00747365
Illustration 60
Bucket control valve (NEUTRAL position)
(3) Center bypass passage

Illustration 59 shows the negative flow control

operation at the main control valve when all of the
control valves are in the NEUTRAL position. When
all of the joysticks and the travel levers/pedals are in
the NEUTRAL position, the spools of the individual
control valves are in the NEUTRAL position. Oil
flow to the cylinders and motors is blocked. Center
bypass passages (1) and (3) are open.

All of the oil delivery from idler pump (15) flows

through center bypass passage (3), passage (4)
and negative flow control orifice (9) to return line
(2). Negative flow control orifice (9) restricts the
oil flow. The pressure in passage (4) increases.
Increased negative flow control pressure now flows
through passage (10) and negative flow control
line (13) to the pump regulator. The negative flow
control operation of the idler pump regulator causes
the swashplate of the idler pump to move to the
minimum angle position. The output flow of the idler
pump is decreased due to the increased negative
flow control pressure that is created in center
bypass passage (3).

Since center bypass passage (1) is also open, the

negative flow control operation of the drive pump
regulator is identical to the negative flow control
operation of the idler pump regulator.
60
Hydraulic System
Systems Operation Section

g00847924
Illustration 61

Negative flow control operation (bucket control valve in the
BUCKET CLOSE position)
(1) Center bypass passage
(2) Return line
(3) Center bypass passage
(4) Passage
(5) relief valve (negative flow control)
(6) relief valve (negative flow control)
(7) Negative flow control orifice
(8) Port
(9) Negative flow control orifice
(10) Passage
(11) Return passage
(12) Negative flow control line
(13) Negative flow control line
(14) Drive pump
(15) Idler pump
(16) Pilot pump
g00747366
Illustration 62
Bucket control valve (BUCKET CLOSE position)
(3) Center bypass passage
Illustration 61 shows the negative flow control
operation at the main control valve when only the
bucket control valve is in the BUCKET CLOSE
position.
All of the control valves in the left body of the main
control valve are in the NEUTRAL position. Center
bypass passage (1) is open. All of the oil delivery
from the drive pump flows through center bypass
passage (1) to negative flow control orifice (7).
Since all of the oil delivery from drive pump (14)
is restricted by negative flow control orifice (7),
negative flow control pressure (PN) in center bypass
passage (1) is at maximum pressure. The negative
flow control pressure flows through negative flow
control line (12) to the drive pump regulator. The
negative flow control operation of the drive pump
regulator causes the swashplate of the drive pump
to move to the minimum angle position. The output
flow of the drive pump is decreased due to the
increased negative flow control pressure that is
created in center bypass passage (1).
61
Hydraulic System
Systems Operation Section
The joystick for the bucket has been moved fully
to the BUCKET CLOSE position. Pilot oil has fully
shifted the bucket control valve. The oil delivery
from idler pump (15) flows into the right body
of the main control valve. The oil delivery flows
through center bypass passage (3) to the bucket
control valve. Since the spool in the bucket control
valve is fully shifted, center bypass passage (3) is
blocked. All of the oil delivery from the idler pump
flows to the head end of the bucket cylinder. No
oil flows to negative flow control orifice (9) and no
negative flow control pressure is created in center
bypass passage (3). Since no negative flow control
pressure is sent to the idler pump regulator, the
idler pump regulator moves the swashplate of the
idler pump toward the maximum angle position. The
output flow of the idler pump is increased since no
negative flow control pressure is created in center
bypass passage (3).
Fine Control Operation
g00747367
Illustration 63
Bucket control valve (fine control)
(3) Center bypass passage
(21) Parallel feeder passage
(22) Port
(23) Spool
(24) Passage
(P) Pilot pressure
When the joystick for the bucket is in the NEUTRAL
position, spool (23) is in the NEUTRAL position.
The oil delivery from the idler pump flows through
center bypass passage (3) to negative flow control
orifice (9). When the joystick for the bucket is
partially moved from the NEUTRAL position in order
to perform a fine control operation, pilot pressure
(P) enters the control valve at the pilot port. Pilot
pressure shifts spool (23) slightly to the left. The
movement of spool (23) partially opens passage
(24). Center bypass passage (3) is partially blocked.
62
Hydraulic System
Systems Operation Section

The oil delivery from the idler pump is now divided

into two flow paths. A portion of the oil delivery
from the idler pump flows through center bypass
passage (3) to negative flow control orifice (9).
The remainder of the oil delivery from the idler
pump flows through parallel feeder passage (21)
and passage (24) to port (22). The oil flow from
center bypass passage (3) to negative flow control
orifice (9) decreases. The flow resistance through
the negative flow control orifice decreases and the
negative flow control pressure (PN) in passage (4)
decreases. The negative flow control pressure that
is sent to the regulator at the idler pump decreases.
The pump regulator causes the swashplate of the
idler pump to move toward the maximum angle
position. The output flow of the pump is increased
due to the decrease in negative flow control
pressure (PN).

When the joystick for the bucket is moved to the

full stroke position, spool (23) shifts fully to the left.
Center bypass passage (3) is now blocked by
spool (23). Since there is no oil flow through center
bypass passage (24), no negative flow control
pressure is created. The swashplate of the idler
pump is moved to the maximum angle position.
The output flow of the idler pump is maximum. The
output flow of the idler pump is now controlled by
the constant horsepower flow control.

The ability to modulate the negative flow control

pressure by partial movement of the joystick
enables fine control of the implements.

Relief Valve (Negative Flow Control)
Illustration 64
Relief valve (negative flow control)
(2) Return line (9) Negative flow control orifice
(3) Center bypass passage (11) Return passage
(4) Passage (17) Plug
(5) (18) Spring
The following description is given for the operation
of the relief valve that is located in the right body
of the main control valve. The operation of the relief
valve for the negative flow control that is located in
the left body of the main control valve is identical.
Relief valve (5) for the negative flow control consists
of plug (17), spring (18), relief valve body (19) and
valve (20). When any one of the joysticks and/or
travel levers/pedals is at the full stroke position,
the oil flow through center bypass passage (3)
is blocked. No oil flows to the relief valve for the
negative flow control.
When all of the joysticks and/or travel levers/pedals
are suddenly returned to the NEUTRAL position, all
of the output flow from the idler pump flows through
center bypass passage (3). The negative flow
control pressure in center bypass passage (3) and
passage (4) suddenly increases. When the negative
flow control pressure becomes higher than the
pressure setting of relief valve (5) for the negative
flow control, valve (20) shifts to the left against the
force of spring (18). Oil in center bypass passage
(3) is now allowed to flow past valve (20) into return
passage (11) to the hydraulic tank. This prevents
the hydraulic shock that occurs due to sudden
changes in negative flow control pressure.
63
Hydraulic System
Systems Operation Section
g00747369
(19) Relief valve body
(20) Valve
(PN) Negative flow control pressure
After the hydraulic shock is relieved by the relief
valve for the negative flow control, the force of
spring (18) shifts valve (20) to the right. All of the
output flow from the idler pump flows through center
bypass passage (3), negative flow control orifice (9)
and return line (2) to the hydraulic tank.
Negative flow control pressure (PN), that is created
in center bypass passage (3), reaches maximum
pressure since all of the oil flow is restricted by
negative flow control orifice (9). The negative
flow control pressure flows to the idler pump
regulator. The regulator at the idler pump causes
the swashplate of the idler pump to move to the
minimum angle position. The output flow of the idler
pump is decreased due to the increase in negative
flow control pressure (PN).
Boom System
i01630795
Boom Hydraulic System
SMCS Code: 5050-BM
Boom Raise (High Speed)
64
Hydraulic System
Systems Operation Section

g00848007
Illustration 65
 65
Hydraulic System
Systems Operation Section

Hydraulic schematic for BOOM RAISE (high speed)

(1) Boom cylinders
(2) Line (oil flow from boom cylinder rod end)
(3) Line (oil flow to boom cylinder head end)
(4) Valve
(5) Boom drift reduction valve
(6) Return line
(7) Port
(8) Parallel feeder passage
(9) Return passage
(10) Line
(11) Main control valve
(12) Passage
(13) Check valve
(14) Load check valve
(15) Port
(16) Boom II control valve
(17) Parallel feeder passage g00694273
Illustration 67
(18) Return passage
(19) Boom I control valve Boom drift reduction valve (bottom view)
(20) Port (5) Boom drift reduction valve
(21) Pilot line
(22) Pilot control valve (boom and bucket)
(23) Pilot line The oil delivery from idler pump (28) flows through
(24) Pilot line parallel feeder passage (17) in main control valve
(25) Pilot line (11) to boom I control valve (19). The oil delivery
(26) Pressure reducing valve for boom priority
(27) Drive pump
from drive pump (27) flows through parallel feeder
(28) Idler pump passage (8) in main control valve (11) to boom II
(29) Pilot pump control valve (16).
(33) Spring
(37) Spring When the joystick for the boom is moved to the full
BOOM RAISE position, the pilot oil flows from pilot
A BOOM RAISE operation at high speed is control valve (22) through pilot line (24). The pilot
accomplished when the oil delivery from both drive oil flow then divides into two flow paths. Part of the
pump (27) and idler pump (28) is supplied to the pilot oil flows through pilot line (21) to port (7) of
head end of boom cylinders (1). Boom I control main control valve (11). The remainder of the pilot
valve (19) and boom II control valve (16) operate oil flows through pilot line (23) to port (20) of the
during the high speed operation. A BOOM RAISE main control valve.
operation at low speed is accomplished when the
oil delivery from only idler pump (28) is supplied to A portion of the oil in pilot line (23) also flows
the head end of boom cylinders (1). During the low through pilot line (25) to the pressure reducing valve
speed operation, boom I control valve (19) operates for boom priority (26). During a combined operation
alone. of BOOM RAISE and STICK IN, the pilot oil flow to
the pressure reducing valve for boom priority (26)
causes the boom circuit to receive oil flow priority.
This allows the boom to raise at a high speed.

g00747466
Illustration 66
Main control valve compartment
(16) Boom II control valve
(19) Boom I control valve
66
Hydraulic System
Systems Operation Section

g00747467
Illustration 68
Boom I control valve (BOOM RAISE position)
(14) Load check valve
(17) Parallel feeder passage
(18) Return passage
(20) Port
(30) Port
(31) Passage
(32) Passage
(33) Spring
(34) Passage
(35) Spool
The pilot oil flow from port (20) shifts spool (35) of
boom I control valve (19) against the force of spring
(33). The oil delivery from the idler pump in parallel
feeder passage (17) flows through load check valve
(14), passage (31), passage (34) and port (30)
to boom drift reduction valve (5). The oil delivery
from the idler pump shifts valve (4) in boom drift
reduction valve (5) to the right. The oil delivery from
the idler pump then flows through line (3) to the
head end of boom cylinders (1).
Note: For more information on the boom drift
reduction valve, refer to Systems Operation, “Boom
Drift Reduction Valve”.
g00827976
Illustration 69
Boom II control valve (BOOM RAISE position)
(7) Port
(8) Parallel feeder passage
(13) Check valve
(15) Port
(36) Passage
(37) Spring
(38) Spool
(39) Passage
The pilot oil flow in port (7) of boom II control valve
(16) shifts spool (38) against the force of spring
(37). The oil delivery from the drive pump in parallel
feeder passage (8) now flows through passage
(36), passage (39), check valve (13) and flows out
of port (15) to line (10). The oil delivery from the
drive pump combines with the oil delivery from the
idler pump at boom drift reduction valve (5). The
combined pump oil flows through passage (12) and
line (3) to the head end of boom cylinders (1).
Note: The swing priority valve does not affect the
boom II control valve.
Return oil from the rod end of boom cylinders (1)
flows through line (2) to boom I control valve (19).
The oil then flows through passage (32), return
passage (18), return passage (9) and return line
(6) to the hydraulic tank.

Boom Raise (Low Speed)

When the joystick for the boom is moved less than
half of the travel distance for BOOM RAISE, low
pilot oil pressure is supplied to boom I control valve
(19) and boom II control valve (16).
 67
Hydraulic System
Systems Operation Section

When the boom is raised at a low speed, boom I

control valve (19) opens and boom II control valve
(16) remains closed. The force of spring (33) in
boom I control valve (19) is less than the force of
spring (37) in boom II control valve (16). Because
of the low pilot oil pressure, boom I control valve
(19) will open and boom II control valve (16) will
remain closed.

The oil delivery from idler pump (28) now flows to

the head end of boom cylinders (1). Without the
oil delivery from drive pump (27), the cylinder rod
movement slows down when the boom is raised.
The low speed operation of the boom is performed.

Boom Priority
68
Hydraulic System
Systems Operation Section

g00848029
Illustration 70
 69
Hydraulic System
Systems Operation Section

Hydraulic schematic for BOOM RAISE and STICK IN

(1) Boom cylinders
(22) Pilot control valve (boom and bucket)
(26) Pressure reducing valve for boom priority
(40) Stick II control valve
(41) Pilot control valve (stick and swing)

During combined operations of BOOM RAISE and

STICK IN, the pilot oil pressure from the pilot control
valve for the boom (22) activates the pressure
reducing valve for boom priority (26). The pressure
reducing valve for boom priority (26) causes oil flow
priority to the head end of the boom cylinders (1)
during this combined hydraulic operation.

When the joystick for the stick is moved to the

STICK IN position, a portion of the pilot oil from the
pilot control valve for the stick (41) flows through
the pressure reducing valve for the boom priority
(26) to the stick II control valve (40). As the joystick
for the boom is moved farther from the NEUTRAL
position during a BOOM RAISE operation, pilot oil
pressure from the pilot control valve for the boom
(22) increases. This gradual increase in pilot oil
pressure causes the spool in the pressure reducing
valve for the boom priority (26) to gradually shift.

A portion of the pilot oil that flows to stick II control

valve (40) from the pilot control valve for the stick
(41) is routed to the hydraulic tank. The pilot oil
pressure that acts on stick II control valve (40)
decreases. Stick II control valve (40) shifts toward
the NEUTRAL position. The amount of oil flow
from the main pumps to the stick hydraulic circuit
decreases. This causes a greater portion of the oil
flow from the main pumps to flow to the head end
of the boom cylinders (1).

Since the pilot oil pressure from the pilot control

valve for the boom (22) directly corresponds
to the amount of movement or position of the
joystick a gradual change to boom priority occurs.
Thus, boom priority is controlled by the position
of the joystick for the boom and boom priority
automatically activates when the joystick reaches a
certain position during a BOOM RAISE operation.

Boom Lower
70
Hydraulic System
Systems Operation Section

g00848035
Illustration 71
 71
Hydraulic System
Systems Operation Section

Hydraulic schematic for BOOM LOWER Reference: For more information concerning the
(1) Boom cylinders negative flow control operation, refer to Systems
(2) Line (oil flow to boom cylinder rod end) Operation, “Negative Flow Control”.
(3) Line (oil flow from boom cylinder head end)
(4) Valve
(5) Boom drift reduction valve
(14) Load check valve
(16) Boom II control valve
(17) Parallel feeder passage
(18) Return passage
(19) Boom I control valve
(22) Pilot control valve (boom and bucket)
(27) Drive pump
(28) Idler pump
(29) Pilot pump
(33) Spring
(42) Orifice
(43) Boom regeneration valve
(44) Port
(45) Orifice
(46) Negative flow control line
(47) Center bypass passage
(48) Port
(50) Valve
(51) Passage
(52) Drain line
(53) Passage
(54) Pilot line
(55) Pilot line

During a BOOM LOWER operation, the oil delivery

from only idler pump (28) is supplied to boom
cylinders (1) through boom I control valve (19).
Boom I control valve (19) operates alone. Boom II
control valve (16) is not operational in the BOOM
LOWER operation. g00747471
Illustration 72
The BOOM LOWER operation contains a Boom I control valve (BOOM LOWER position)
regeneration circuit. When the joystick for the boom (14) Load check valve
is moved to the BOOM LOWER position, orifice (42) (17) Parallel feeder passage
in boom I control valve (19) and boom regeneration (18) Return passage
(30) Port
valve (43) are operational in the boom hydraulic (32) Port
circuit. The return oil flow from the head end of (33) Spring
boom cylinders (1) flows through boom regeneration (35) Spool
valve (43) to the rod end of the boom cylinders. (42) Orifice
The boom regeneration valve is described later in (45) Orifice
(48) Port
this section. (49) Passage

When the joystick for the boom is moved to the
BOOM LOWER position, pilot oil from pilot control
valve (22) flows through pilot line (54). The pilot oil
flow then divides into three flow paths. Part of the
pilot oil flows through port (48) to boom I control
valve (19). Part of the pilot oil flows through port
(44) to boom regeneration valve (43). The remainder
of the pilot oil flows through pilot line (45) of boom
drift reduction valve (5).
Since the pilot oil pressure has caused the spool
in boom I control valve (19) to shift against the
force of spring (33), the oil delivery from the idler
pump that flows through center bypass passage
(47) is restricted by orifice (45). The negative flow
control pressure in negative flow control line (46)
decreases. The idler pump upstrokes because of
the negative flow control operation.
The pilot oil flow from port (48) shifts spool (35) in
boom I control valve (19) against the force of spring
(33). The oil delivery from the idler pump in parallel
feeder passage (17) flows through load check valve
(14), passage (49) and port (32). The oil delivery
from the idler pump then flows through line (2) to
the rod end of boom cylinders (1).
The return oil from the head end of boom cylinders
(1) flows through line (3) into boom drift reduction
valve (5). Since valve (50) is shifted by the pilot
pressure from pilot line (45), passage (51) is open
to drain line (52). The return oil pressure shifts valve
(4) to the right. The return oil in line (3) enters
passage (53).
72
Hydraulic System
Systems Operation Section

A portion of the return oil flows into port (30) of

boom I control valve (19). The return oil flow is
restricted by orifice (40). The return oil pressure in
passage (53) increases. Most of the return oil flows
through boom regeneration valve (43). The return
oil is now supplied to the head end of the boom
cylinders through line (2).

Boom Regeneration Valve

g00766273
Illustration 73
Boom regeneration valve (slow boom down)
(11) Main control valve (45) Pilot port (56) Passage
(43) Spool (boom regeneration valve) (53) Passage (57) Check valve
 73
Hydraulic System
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g00747472
Illustration 74
Boom regeneration valve (fast boom down)
(11) Main control valve (45) Pilot port (56) Passage
(43) Spool (boom regeneration valve) (53) Passage (57) Check valve

The boom hydraulic circuit contains a regeneration i01426779

circuit. This regeneration circuit allows the return
oil from the head end of the boom cylinders to Boom Drift Reduction Valve
be supplied to the rod end of the boom cylinders
during the BOOM LOWER operation. SMCS Code: 5143-BM

When the joystick for the boom is moved to the The boom drift reduction valve is placed in the
BOOM LOWER position, pilot oil flow from the pilot boom circuit between the main control valve and
control valve (boom and bucket) enters pilot port the boom cylinders. When the joystick for the boom
(44). Spool (43) in the boom regeneration valve is in the NEUTRAL position, the boom drift reduction
shifts downward. The return oil from the head end valve stops oil leakage from the head end of the
of the boom cylinders flows through passage (53) boom cylinders . Stopping oil leakage prevents
and through the throttling slots on the spool for the boom drift.
boom regeneration valve to check valve (57). Check
valve (57) opens and the return oil flows through
passage (56). The return oil from the head end of
the boom cylinders in passage (56) combines with
the oil delivery from the idler pump. This combined
oil now flows to the rod end of the boom cylinders.

The oil delivery from only the idler pump is used

for the BOOM LOWER operation. Since the boom
regeneration valve supplies return oil from the head
end to the rod end of the boom cylinders, more
efficient use of the oil delivery from the idler pump
is achieved during a BOOM LOWER operation.
74
Hydraulic System
Systems Operation Section

Boom Raise

g00747497
Illustration 75
Boom drift reduction valve (BOOM RAISE)
(1) Passage (5) Passage (9) Passage
(2) Valve (6) Port (11) Spool
(3) Spring (7) Port (15) Port
(4) Spring chamber (8) Port (16) Boom drift reduction valve

When the joystick is moved to perform a BOOM

RAISE operation, pilot oil is not sent from the pilot
control valve to port (15) of boom drift reduction
valve (16). Spool (11) does not shift.

The oil flow from the boom II control valve enters

port (6) of the boom drift reduction valve. The oil
flow from the boom I control valve enters port (7) of
the boom drift reduction valve. The combined oil
flow from ports (6) and (7) flows into passage (1).
As the oil pressure in passage (1) increases, valve
(2) shifts against the force of spring (3). The oil in
spring chamber (4) flows through passages (5) and
(9) to port (8). The oil delivery in passage (1) now
flows through port (8) to the head end of the boom
cylinders.
 75
Hydraulic System
Systems Operation Section

Boom Lower

g00747498
Illustration 76
Boom drift reduction valve (BOOM LOWER)
(1) Passage (6) Passage (15) Port
(2) Valve (7) Port (16) Boom drift reduction valve
(3) Spring (8) Port (18) Port
(4) Spring chamber (11) Spool (20) Spring chamber
(5) Passage (13) Drain line (21) Plug

When the joystick is moved to perform a BOOM

LOWER operation, pilot oil is sent from the pilot
Stick System
control valve to port (15) of boom drift reduction
valve (16). Spool (11) shifts downward until the i01631101
spool contacts plug (21). The oil in spring chamber
(4) flows through passage (5), the passage in spool Stick Hydraulic System
(11), spring chamber (20), passage (6), port (18)
and drain line (13) to the hydraulic tank. SMCS Code: 5050

The return oil from the boom cylinder head end Stick Out
enters port (8). Since the pressure in spring
chamber (4) is low, the oil in port (8) shifts valve
(2) against the force of spring (3). The oil from the
head end of the boom cylinders flows through port
(8), passage (1) and passage (7) to the boom I
control valve.
76
Hydraulic System
Systems Operation Section

g00848045
Illustration 77
 77
Hydraulic System
Systems Operation Section

Hydraulic schematic for STICK OUT When the stick hydraulic circuit is operated
(1) Stick cylinder independently of other hydraulic circuits, stick I
(2) Line (oil flow from stick cylinder rod end) control valve (21) and stick II control valve (13) are
(3) Line (oil flow to stick cylinder head end) operational for both the STICK IN operation and the
(4) Valve STICK OUT operation. When the stick I control valve
(5) Stick drift reduction valve
(6) Main control valve and the stick II control valve are operated, the oil
(7) Line delivery from idler pump (29) and drive pump (28
(8) Passage ) is combined. The oil delivery from both pumps
(9) Return passage flows to stick cylinder (1) in order to perform a stick
(10) Return passage
(11) Return passage operation.
(12) Center bypass passage
(13) Stick II control valve The oil delivery from idler pump (29) flows through
(14) Center bypass passage parallel feeder passage (22) in main control valve
(15) Load check valve (6) to stick II control valve (13). The oil delivery
(16) Check valve
(17) Passage from drive pump (28) flows through center bypass
(18) Center bypass passage passage (18) in main control valve (6) to stick II
(19) Check valve control valve (21).
(20) Boom II control valve
(21) Stick I control valve
(22) Parallel feeder passage When the joystick for the stick is moved to the
(23) Return line STICK OUT position, the pilot oil flows from pilot
(24) Pilot line control valve (27) through pilot line (26). The pilot
(25) Pilot line oil flow then divides into two flow paths. Part of the
(26) Pilot line pilot oil flows through pilot line (24) to stick I control
(27) Pilot control valve (stick and swing)
(28) Drive pump valve (21) in main control valve (6). The remainder
(29) Idler pump of the pilot oil flows through pilot line (25) to stick II
(30) Pilot pump control valve (13) in the main control valve.

The pilot oil in pilot line (24) shifts the spool of stick
I control valve (21). The oil delivery from drive pump
(28) that is in center bypass passage (18) flows
through load check valve (15), passage (17) and
passage (8). The oil delivery from the drive pump
then enters stick drift reduction valve (5). Valve (4)
shifts to the left and the oil delivery flows through
line (3) to the rod end of stick cylinder (1).

The pilot oil in pilot line (25) shifts the spool of stick
II control valve (13). The oil delivery from idler pump
(29) in center bypass passage (12) cannot flow
through the stick II control valve to center bypass
g00695552
passage (14) and return passage (11). Part of the
Illustration 78 oil delivery from the idler pump now flows through
Main control valve check valve (16) and the stick II control valve to
(13) Stick II control valve line (7). The remainder of the oil delivery from the
(21) Stick I control valve idler pump flows through parallel feeder passage
(22), check valve (19) and the stick II control valve
to line (7). All of the oil delivery from the idler pump
in line (7) flows to stick drift reduction valve (5) and
combines with the oil delivery from the drive pump.
The combined pump oil flows to the rod end of stick
cylinder (1). This combined pump oil causes the
cylinder to retract at an increased rate of speed.

Return oil from the head end of the stick cylinder

flows through line (2) and return passage (9) to
stick I control valve (21). The return oil then flows
through return passage (10) and return line (23) to
the hydraulic tank.

Illustration 79
g00695556 Stick In
Main control valve (bottom view)
(5) Stick drift reduction valve
78
Hydraulic System
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g00848052
Illustration 80
 79
Hydraulic System
Systems Operation Section

Hydraulic schematic for STICK IN (fast with regeneration) Since the pilot oil pressure has caused the spool in
(1) Stick cylinder stick I control valve (21) to shift downward, the oil
(2) Line (oil flow to stick cylinder rod end) delivery from the drive pump flows through center
(3) Line (oil flow from stick cylinder head end) bypass passage (18), load check valve (15), stick I
(4) Valve control valve (21) and passage (9) to line (2).
(5) Stick drift reduction valve
(6) Main control valve
(9) Passage The pilot oil pressure in pilot line (41) has caused
(10) Return passage the spool in stick II control valve (13) to shift
(11) Return passage downward. Part of the oil delivery from the idler
(12) Center bypass passage
(13) Stick II control valve pump that is in center bypass passage (12) flows
(15) Load check valve through check valve (16) and stick II control valve
(16) Check valve (13) to line (42). The remainder of the oil delivery
(18) Center bypass passage from the idler pump flows through parallel feeder
(19) Check valve passage (22), check valve (19) and stick II control
(21) Stick I control valve
(22) Parallel feeder passage valve (13) to line (42). All of the oil delivery from
(23) Return line the idler pump in line (42) flows to line (2) and
(27) Pilot control valve (stick and swing) combines with the oil delivery from the drive pump.
(28) Drive pump The combined pump oil flows to the head end of
(29) Idler pump
(30) Pilot pump stick cylinder (1).
(31) Stick regeneration valve
(32) Stick unloading valve The return oil from the rod end of the stick cylinder
(33) Pilot line flows through line (3) to stick drift reduction valve
(34) Pilot line (5). Valve (4) in the stick drift reduction valve shifts
(35) Pilot line
(36) Pilot line to the left and the return oil enters passage (43).
(37) Passage Part of the return oil in passage (43) flows through
(38) Pilot line stick I control valve (21), return passage (10) and
(39) Pilot line return line (23) to the hydraulic tank. The remainder
(40) Pressure reducing valve for boom priority
(41) Pilot line of the return oil flows through the regeneration
(42) Line circuit to the head end of the stick cylinders.
(43) Passage
(44) Passage
(45) Passage
(46) Passage
(47) Passage
(48) Check valve

The STICK IN operation contains a regeneration

circuit. When the joystick for the stick is moved to
the STICK IN position, stick regeneration valve (31)
and stick unloading valve (32) are operational in
the stick hydraulic circuit. The return oil from the
rod end of stick cylinder (1) is supplied to the head
end of the stick cylinder. The regeneration circuit
makes more effective use of the return oil from the
stick cylinder. This allows the oil delivery from the
idler pump and the drive pump to perform other
implement functions during a STICK IN operation.

When the joystick for the stick is moved to the

STICK IN position, pilot oil from pilot control valve
(27) flows through pilot line (33). The pilot oil flow
then divides into several flow paths. Part of the pilot
oil flows through pilot line (34), pilot line (35) and
pilot line (36) to stick I control valve (21). The pilot
oil in pilot line (36) also flows through passage (37)
in stick drift reduction valve (5). Part of the pilot oil
flows through pilot line (38) to stick regeneration
valve (31). The remainder of the pilot oil flows
through pilot line (39), the pressure reducing valve
for boom priority (40) and pilot line (41) to stick II
control valve (13).
80
Hydraulic System
Systems Operation Section

g00848059
Illustration 81
 81
Hydraulic System
Systems Operation Section

Hydraulic schematic for STICK IN (slow without regeneration)

(1) Stick cylinder
(2) Line (oil flow to stick cylinder rod end)
(3) Line (oil flow from stick cylinder head end)
(4) Valve
(5) Stick drift reduction valve
(6) Main control valve
(9) Passage
(10) Return passage
(11) Return passage
(12) Center bypass passage
(13) Stick II control valve
(15) Load check valve
(16) Check valve
(18) Center bypass passage
(19) Check valve
(21) Stick I control valve
(22) Parallel feeder passage
(23) Return line
(27) Pilot control valve (stick and swing)
(28) Drive pump
(29) Idler pump
(30) Pilot pump
(31) Stick regeneration valve
(32) Stick unloading valve
(33) Pilot line
(34) Pilot line
(35) Pilot line
(36) Pilot line
(37) Passage
(38) Pilot line
(39) Pilot line
(40) Pressure reducing valve for boom priority
(41) Pilot line
(42) Line
(43) Passage
(44) Passage
(45) Passage
(46) Passage
(47) Passage
(48) Check valve

When the stick is slowly moved in, the pilot pressure

does not shift stick II control valve (13) and the pilot
pressure does not shift stick regeneration valve (31).
82
Hydraulic System
Systems Operation Section

Stick Regeneration Valve

g00747505
Illustration 82
Stick regeneration valve
(6) Main control valve (31) Stick regeneration valve (43) Passage
(9) Passage (38) Pilot line (48) Check valve

The stick hydraulic circuit contains a regeneration

circuit. This regeneration circuit allows the return oil
from the rod end of the stick cylinder to be supplied
to the head end of the stick cylinder during the
STICK IN operation.

When the joystick for the stick is moved to the

STICK IN position, pilot oil flow from the pilot control
valve (stick and swing) flows through pilot line (38).
Stick regeneration valve (31) shifts downward. The
return oil from the rod end of the stick cylinder flows
through passage (43) and through the throttling
slots on valve (31) to check valve (48). Check
valve (48) opens and the return oil flows through
passage (9). The return oil from the rod end of the
stick cylinder in passage (9) combines with the oil
delivery from the idler pump and the drive pump.
This combined oil flow now flows into the head end
of the stick cylinder.
 83
Hydraulic System
Systems Operation Section

Stick Unloading Valve

g00747506
Illustration 83
Stick unloading valve
(6) Main control valve (38) Pilot line (47) Passage
(9) Passage (43) Passage (49) Passage
(31) Stick regeneration valve (44) Passage (50) Spring
(32) Stick unloading valve (46) Passage

Stick unloading valve (32) works in conjunction
with stick regeneration valve (31) in order to relieve
high pressure in the head end of the stick cylinder
during a STICK IN operation.
When the joystick for the stick is moved to the
STICK IN position, pilot oil flow from the pilot control
valve (stick and swing) flows through pilot line (38).
Stick regeneration valve (31) shifts downward. The
return oil from the rod end of the stick cylinder flows
through passage (43) and through the throttling
slots on valve (31) to check valve (48). Check
valve (48) opens and the return oil flows through
passage (9). The return oil from the rod end of the
stick cylinder in passage (9) combines with the oil
delivery from the idler pump and the drive pump.
This combined oil flow now flows into the head end
of the stick cylinder.
Because of the volume of oil that is forced into
the head end of the stick cylinder during the
regeneration cycle of the STICK IN operation, the
pressure of the oil in the head end of the stick
cylinder increases. The high pressure oil flows
through passage (9) and passage (44). The high
pressure oil now acts on the end of stick unloading
valve (32). When the force of the high pressure
oil becomes greater than the force of spring (50),
the stick unloading valve shifts downward. The
return oil from the rod end of the stick cylinder
in passage (43) flows past the throttling slots on
stick regeneration valve (31), through passage (49),
through stick unloading valve (32) and passage
(47) and into the return circuit to the hydraulic tank.
The return oil from the rod end of the stick cylinder
is quickly unloaded. At this time, the regeneration
circuit for the stick cylinder is inoperable.
84
Hydraulic System
Systems Operation Section

When the oil pressure at the head end of the stick

cylinder decreases, the oil pressure that acts on the
end of stick unloading valve (32) also decreases.
The force of spring (50) shifts the stick unloading
valve upward. The return oil from the rod end of
the stick cylinder is supplied to the head end of
the stick cylinder. The regeneration circuit is again
operable.

i01310189

Stick Drift Reduction Valve

SMCS Code: 5143-JJ

The stick drift reduction valve is placed in the stick

circuit between the main control valve and the stick
cylinder. When the joystick for the stick is in the
NEUTRAL position, the stick drift reduction valve
stops oil leakage from the rod end of the stick
cylinder. Stopping oil leakage prevents stick drift.
 85
Hydraulic System
Systems Operation Section

Stick Out

g00694228
Illustration 84
Stick drift reduction valve (STICK OUT)
(1) Passage (5) Passage (9) Passage
(2) Valve (6) Port (11) Spool
(3) Spring (7) Port (15) Port
(4) Spring chamber (8) Port (16) Stick drift reduction valve

When the joystick is moved to perform a STICK

OUT operation, pilot oil is not sent from the pilot
control valve to port (15) of stick drift reduction
valve (16). Spool (11) does not shift.

The oil flow from the stick II control valve enters port
(6) of the stick drift reduction valve. The oil flow from
the stick I control valve enters port (7) of the stick
drift reduction valve. The combined oil flow from
ports (6) and (7) flows into passage (1). As the oil
pressure in passage (1) increases, valve (2) shifts
against the force of spring (3). The oil in spring
chamber (4) flows through passages (5) and (9) to
port (8). The oil delivery in passage (1) now flows
through port (8) to the rod end of the stick cylinder.
86
Hydraulic System
Systems Operation Section

Stick In

g00694231
Illustration 85
Stick drift reduction valve (STICK IN)
(1) Passage (11) Spool
(2) Valve (13) Drain line
(3) Spring (15) Port
(4) Spring chamber (16) Stick drift reduction valve
(5) Passage (18) Port
(6) Port (20) Spring chamber
(7) Port (21) Passage
(8) Port (22) Plug

When the joystick is moved to perform a STICK

IN operation, pilot oil is sent from the pilot control
Bucket System
valve to port (15) of stick drift reduction valve (16).
Spool (11) shifts downward until the spool contacts i01631102
plug (22). The oil in spring chamber (4) flows
through passage (5), the orifice in spool (11), spring Bucket Hydraulic System
chamber (20), passage (21), port (18) and drain
line (13) to the hydraulic tank. SMCS Code: 5050-YB

The return oil from the stick cylinder rod end enters
port (8). Since the pressure in spring chamber (4)
is low, the oil in port (8) shifts valve (2) against the
force of spring (3). The oil from the rod end of the
stick cylinder flows through port (8), passage (1)
and passage (7) to the stick I control valve.
 87
Hydraulic System
Systems Operation Section
88
Hydraulic System
Systems Operation Section

g00848088
Illustration 86
 89
Hydraulic System
Systems Operation Section

(1) Pilot line Since the spool in the bucket control valve is fully
(2) Line shifted, center bypass passage (8) is blocked.
(3) Line None of the oil delivery from the idler pump
(4) Bucket cylinder
(5) Main control valve flows to negative flow control orifice (14) and no
(6) Return line negative flow control pressure is created in center
(7) Center bypass passage bypass passage (8). Since no negative flow control
(8) Center bypass passage pressure is sent through negative flow control line
(9) Bucket control valve
(10) Spring
(19) to the idler pump regulator, the idler pump
(11) Orifice regulator moves the swashplate of the idler pump
(12) Load check valve toward the maximum angle position. The output
(13) Spring flow rate of the idler pump is increased and flows
(14) Negative flow control orifice
through parallel feeder passage (16), load check
(15) Pilot control valve (boom and bucket)
(16) Parallel feeder passage valve (12), bucket control valve (9) and line (3) to
(17) Return passage the head end of bucket cylinder (4).
(18) Pilot line
(19) Negative flow control line Since the oil delivery for the bucket hydraulic circuit
(20) Pilot oil manifold
(21) Drive pump
is supplied by the idler pump only, the negative
(22) Idler pump control pressure in center bypass passage (7) is
(23) Pilot pump high. Drive pump (21) remains at the destroked
position.
The oil delivery for the bucket hydraulic circuit is
supplied by idler pump (22) only. Reference: For more information concerning the
negative flow control operation, refer to Systems
Operation, “Negative Flow Control”.

The return oil from the rod end of the bucket cylinder
flows through line (2), orifice (11) in bucket control
valve (9), return passage (17) and return line (6) to
the hydraulic tank. Orifice (11) restricts the return oil
from the rod end of the bucket cylinder.

The BUCKET OPEN operation is similar to the

BUCKET CLOSE operation.

When the joystick for the bucket is moved to the

g00697166
Illustration 87
(9) Bucket control valve
The oil delivery from idler pump (22) flows through
center bypass passage (8) in main control valve
(5) to bucket control valve (9). The oil delivery
from drive pump (21) flows through center bypass
passage (7) in main control valve (5). Illustration 86
shows the main control valve when only the bucket
hydraulic circuit is activated.
BUCKET OPEN position, pilot oil flow from pilot
control valve (15) flows through pilot line (18) to
the bucket control valve. The spool in the bucket
control valve shifts against the force of spring (10).
The oil delivery from the idler pump now flows to
the rod end of the bucket cylinder.
When the joystick for the bucket is in the NEUTRAL
position, springs (10) and (13) maintain the spool in
the bucket control valve in the NEUTRAL position.
The oil flow from the head end and the rod end of
the bucket cylinder is blocked.

When the hydraulic activation control lever is in

the UNLOCKED position, the oil delivery from pilot
pump (23) flows through pilot oil manifold (20) to
pilot control valve (15). When the joystick for the
bucket is moved to the BUCKET CLOSE position,
pilot oil flows through pilot control valve (15) and
pilot line (1) to bucket control valve (9). The pilot
oil pressure shifts the spool in the bucket control
valve against spring (13). The pilot oil on the other
end of the spool in the bucket control valve flows
through pilot line (18) and pilot control valve (15) to
the hydraulic tank.
90
Hydraulic System
Systems Operation Section

Cylinders
i01468748

Cylinders (Boom, Stick and

Bucket)
SMCS Code: 7562

g00766295
Illustration 88
(1) Rod end port (6) Snubber
(2) Head end port (7) Piston
(3) Boom cylinder (8) Stick cylinder
(4) Tube (9) Snubber
(5) Rod (10) Bucket cylinder
 91
Hydraulic System
Systems Operation Section

Travel System
i01645775

Travel Hydraulic System

SMCS Code: 5050

Travel Control

g00766296
Illustration 89
Snubber operation
(6) Snubber
(11) Passage

When boom cylinders (3) or stick cylinder (8) moves

close to the end of the extension stroke, passage
(11) is restricted by snubber (6). The movement of
the piston rod slows down before the piston rod
stops.
g00820118
Illustration 91
(1) Left travel motor
(52) Travel brake valve

g00766297
Illustration 90
Snubber operation (retracting rod)
(9) Snubber
(12) Passage
When stick cylinder (8) moves close to the end of
the retraction stroke, passage (12) is restricted by
snubber (9). The movement of the piston rod slows
down before the piston rod stops. The shock load is
absorbed when the piston is slowed down.
g00820120
Illustration 92
Final drive
(53) Track
(54) Sprocket
(55) Final drive
The output flow from the idler pump flows through
the swivel to the right travel motor. The output flow
from the drive pump flows through the swivel to the
left travel motor. The pump delivery flow causes
rotation of the travel motors. The torque of the
travel motors is transmitted to the final drives. The
rotational speed of the travel motors is reduced by
gear reduction in the final drive. Final drive (55)
increases the torque and the rotational force drives
track (53) via sprocket (54).
92
Hydraulic System
Systems Operation Section

g00699127
Illustration 93
Keypad (right console)
(56) Travel speed control switch

The travel speed can be adjusted by the slight

operation of the travel levers/pedals. The travel
speed can also be controlled by travel speed
control switch (56). This changes the travel speed
when the travel levers/pedals are moved to the
maximum position. The travel speed control switch
can be set at the LOW SPEED position or the HIGH
SPEED position. When the travel speed control
switch is set at the LOW SPEED position, the tortoise
appears on the default message display of the
monitor. When the travel speed control switch is set
at the HIGH SPEED position, the rabbit appears on
the default message display of the monitor. During
travel on a flat surface or during gradual downhill
travel, the travel speed is set at the HIGH SPEED
position in order to realize increased mobility.

When travel speed control switch (56) is set at the

HIGH SPEED position, the pressure sensors for
pump delivery pressure detect the change in pump
load. If the pressure sensors detect a high load,
the travel speed is automatically adjusted to LOW
SPEED. If the pressure sensors detect a small load,
the travel speed is automatically adjusted to HIGH
SPEED.
 93
Hydraulic System
Systems Operation Section

g00699131
Illustration 94
Operation of travel
(1) Left travel motor (58) Left travel lever/pedal (61) Cab
(15) Right travel motor (59) Idler (62) Reverse travel
(57) Forward travel (60) Right travel lever/pedal

The direction of travel is relative to the position of

the lower structure. For normal travel, idler (59) is
positioned in front of cab (61) and travel motors (1)
and (15) to the rear of the cab. With the machine
in the normal position of travel, move the travel
levers/pedals (58) and (60) forward. The machine
will travel in forward direction (57). This movement is
called forward travel. When the travel levers/pedals
(58) and (60) are moved toward the operator, the
machine travels in reverse direction (62). This
direction is called reverse travel.

When cab (61) is rotated by 180 degrees, travel

motors (1) and (15) are positioned in front of the
cab. The direction of travel and the operation of the
travel levers/pedals (58) and (60) are reversed from
the normal travel direction.

When the machine is in the normal position of travel

and when one of the travel levers/pedals (58) or
(60) is moved forward, the respective track travels
forward. The machine turns because the stationary
track acts as the pivot point. This is called a pivot
turn.

This machine will spot turn in order to change the

travel direction of the machine in a narrow space.
To complete a spot turn operation, move one travel
lever/pedal to the rear and move the other travel
lever/pedal forward at the same time. One track
will travel to the rear and the other track will travel
forward. The machine will spot turn around the
center axis of the machine.

Forward Travel
94
Hydraulic System
Systems Operation Section

g00850605
Illustration 95
 95
Hydraulic System
Systems Operation Section

Hydraulic schematic for FORWARD TRAVEL When both of the travel levers/pedals are operated,
(1) Left travel motor pilot system oil pressure flows from travel pilot
(2) Swashplate control valve (44) through pilot lines (42) and (43) to
(3) Motor rotary group left travel control valve (38) and right travel control
(4) Swashplate control piston valve (41). The pilot system oil pressure shifts the
(5) Passage (supply oil)
(6) Brake pilot valve spools in both of the travel control valves in an
(7) Passage upward direction. The travel control valves allow
(8) Counterbalance valve the oil delivery from the idler pump and the drive
(10) Parking brake pump to flow to swivel (30). The swivel transfers the
(11) Passage (return oil)
(12) Displacement change valve oil delivery from the rotating upper structure to the
(13) Passage lines in the lower structure. The oil delivery flows to
(14) Line (pilot system oil pressure) left travel motor (1) and right travel motor (15).
(15) Right travel motor
(16) Swashplate Note: The right and left travel controls function in
(18) Passage (return oil)
(20) Displacement change valve the same manner. The explanation for the left travel
(21) Passage (supply oil) control will be used to explain both the right and
(22) Swashplate control piston left travel controls.
(23) Passage
(24) Passage
(25) Passage When the left travel lever/pedal is moved to the
(26) Passage FORWARD TRAVEL position, pilot system oil
(27) Line (pilot system oil pressure) pressure from travel pilot control valve (44) flows
(28) Line (return oil) through pilot line (42) to left travel control valve
(29) Line (supply oil) (38). The spool in the left travel control valve shifts
(30) Swivel
(31) Line (supply oil) in an upward direction. The oil delivery from the
(32) Line (return oil) drive pump in center bypass passage (40) flows
(33) Line (supply oil) through passage (39), left travel control valve (38),
(34) Line (return oil) passage (35), line (33), swivel (30) and line (29) to
(35) Passage (supply oil)
(36) Passage (return oil) left travel motor (1).
(37) Return passage
(38) Left travel control valve The oil delivery from the drive pump enters left
(39) Passage travel motor (1) and flows through counterbalance
(40) Center bypass passage valve (8) and passage (5) to motor rotary group
(41) Right travel control valve
(42) Pilot line (forward left travel) (3). At the same time, a portion of the oil delivery
(43) Pilot line (forward right travel) from the drive pump flows through passage (7) and
(44) Travel pilot control valve brake pilot valve (6) to parking brake (10). The
(45) Return line parking brake is released and the oil delivery from
(46) Pressure sensor for idler pump delivery
(47) Pressure sensor for drive pump delivery the drive pump causes the motor to rotate.
(48) Travel speed solenoid valve
(49) Drive pump
(50) Idler pump
(51) Pilot pump

g00820125
Illustration 96
Main control valve
(38) Left travel control valve
(41) Right travel control valve
96
Hydraulic System
Systems Operation Section

LOW SPEED

Illustration 97
Left travel motor (LOW SPEED)
(1) Left travel motor
(2) Swashplate
(3) Motor rotary group
(4) Swashplate control piston
(5) Passage (supply oil)
(8) Counterbalance valve
(11) Passage (return oil)
g00846149
(12) Displacement change valve (56) Travel speed control switch
(13) Passage (58) Left travel lever/pedal
(27) Pilot line (A) Indicator for HIGH SPEED
(46) Pressure sensor (drive pump) (B) Indicator for LOW SPEED
(48) Travel speed solenoid valve (C) Engine and pump controller
(49) Drive pump
(51) Pilot pump

When travel speed control switch (56) is set at the
LOW SPEED position, an electrical signal is sent to
engine and pump controller (C). The engine and
pump controller does not energize travel speed
solenoid valve (48) and pilot system oil pressure
does not flow through pilot line (27) to displacement
change valve (12). The spool in the displacement
change valve does not shift. As a result, swashplate
(2) is at the maximum displacement position. One
rotation of motor rotary group (3) displaces a larger
amount of oil flow. The rotational speed of the left
travel motor decreases. The left track moves slowly
and better traction is achieved.
The return oil from motor rotary group (3) flows
through passage (11), counterbalance valve (8),
line (28) and swivel (30). The return oil then flows
through line (34), passage (36), left travel control
valve (38), return passage (37) and return line (45)
to the hydraulic tank.
Right travel motor (15) receives the oil delivery from
the idler pump. The right travel motor functions in
the same manner as the left travel motor in the LOW
SPEED position.

HIGH SPEED
Illustration 98
Illustration 99
Left travel motor (HIGH SPEED)
(1) Left travel motor
(2) Swashplate
(3) Motor rotary group
(4) Swashplate control piston
(5) Passage (supply oil)
(8) Counterbalance valve
(11) Passage (return oil)
97
Hydraulic System
Systems Operation Section
g00773193
g00847814
(12) Displacement change valve (56) Travel speed control switch
(13) Passage (58) Left travel lever/pedal
(27) Pilot line (A) Indicator for HIGH SPEED
(46) Pressure sensor (drive pump) (B) Indicator for LOW SPEED
(48) Travel speed solenoid valve (C) Engine and pump controller
(49) Drive pump
(51) Pilot pump
98
Hydraulic System
Systems Operation Section
When travel speed control switch (56) is set at the
HIGH SPEED position, an electrical signal is sent to
engine and pump controller (C). Pressure sensors
(46) and (47) also send an electrical signal to the
engine and pump controller. If the travel load is
light and when the pump delivery pressure is below
a certain pressure, the engine and pump controller
energizes travel speed solenoid valve (48). Pilot
system oil pressure flows through travel speed
solenoid valve (48) and line (27) to displacement
change valve (12). The spool in the displacement
change valve shifts. A portion of the oil delivery
from the drive pump flows through the displacement
change valve to swashplate control piston (4).
Swashplate control piston (4) moves swashplate
(2) to the minimum displacement position. One
rotation of motor rotary group (3) displaces a
smaller amount of oil flow. The rotational speed of
the left travel motor increases. The left track moves
at a faster speed.
The return oil from motor rotary group (3) flows
through passage (11), counterbalance valve (8),
line (28) and swivel (30). The return oil then flows
through line (34), passage (36), left travel control
valve (38), return passage (37) and return line (45)
to the hydraulic tank.
Right travel motor (15) receives the oil delivery from
the idler pump. The right travel motor functions in
the same manner as the left travel motor in HIGH
SPEED position.
Automatic Travel Speed Change
g00849827
Illustration 100
Main pump compartment
(46) Pressure sensor for idler pump delivery
(47) Pressure sensor for drive pump delivery
Pressure sensor (46) monitors the delivery pressure
of the idler pump. Pressure sensor (47) monitors
the delivery pressure of the drive pump. The motor
displacement is low when the travel speed control
switch is set at the HIGH SPEED position and the
travel load is light. As the pump load increases,
the delivery pressure of the pumps increases.
When the delivery pressure of the pumps reaches
a certain pressure, the pressure sensor sends an
electrical signal to the engine and pump controller.
The engine and pump controller de-energizes travel
speed solenoid valve (48). Travel speed solenoid
valve (48) blocks the flow of pilot system supply
oil to displacement change valves (12) and (20).
The oil in swashplate control pistons (4) and (22)
now flows into the case drain of the travel motors.
Swashplates (2) and (16) move to the maximum
displacement position. One rotation of the motor
rotary groups in the travel motors displaces a larger
amount of oil flow. The rotational speed of the travel
motors decreases. The travel speed is automatically
changed to LOW SPEED.
When the pump load decreases and the travel
speed control switch is set at the HIGH SPEED
position, pressure sensors (46) and (47) will now
cause the engine and pump controller to energize
travel speed solenoid valve (48). Displacement
change valves (12) and (20) will be shifted by
pilot pressure so that the motor rotary groups will
change to the minimum displacement position.
One rotation of the motor rotary groups displaces
a small amount of oil flow. The travel speed will
automatically change to HIGH SPEED.
The ability of the machine to automatically change
the travel speed allows good performance at high
speed and better traction control.
i01323204
Pilot Valve (Travel and
Steering)
SMCS Code: 5462
 99
Hydraulic System
Systems Operation Section

g00709830
Illustration 101
Travel pilot control valve
(1) Travel lever/pedal (13) Return chamber (25) Piston
(2) Pedal (14) Passage (26) Spring
(3) Rod (15) Passage (27) Spring
(4) Seat (16) Pilot port (28) Spring chamber
(5) Spring (17) Passage (29) Ball
(6) Spring (18) Port (30) Rod
(7) Spool (19) Passage (31) Spring
(8) Passage (20) Passage (32) Spring
(9) Passage (21) Passage (33) Spring chamber
(10) Spring (22) Port (34) Ball
(11) Spool (23) Piston chamber
(12) Return port (24) Orifice

When travel lever/pedal (1) is moved to the
FORWARD TRAVEL position, rod (3) moves
downward. As rod (3) moves downward, seat (4)
moves downward against the force of springs (5)
and (6). Passage (19) opens.
As passage (19) opens, the pilot oil from pilot port
(16) flows through passages (21), (19), (20), and (9)
to port (18). The pilot oil flows through port (18) to
the travel control valve. The pilot oil pressure shifts
the spool of travel control valve. The oil delivery
from the pump now flows through the travel control
valve to the travel motor. The travel motor rotates.
The machine travels forward.
100
Hydraulic System
Systems Operation Section

The return pilot oil at the opposite end of the spool Travel lever/pedal (1) operates the same way in the
in the travel control valve returns to the travel pilot REVERSE TRAVEL position.
control valve through port (22). Since spool (11)
is pushed upward by the force of spring (10), the
i01631105
return pilot oil flows through passage (17), passage
(15), passage (14), return chamber (13) and port
(12) to the hydraulic tank.
Travel Motor
SMCS Code: 79PC-QP
When travel lever/pedal (1) is moved slightly from
the NEUTRAL position for fine travel, rod (3) moves
downward and seat (4) moves downward. Spring
(6) forces spool (7) downward. Passage (19) opens
slightly and the pilot oil pressure increases in port
(18). When this pilot oil pressure becomes higher
than the force of spring (6), spool (7) moves upward
opening passage (8). The pilot pressure oil from
port (18) flows through passages (9), (20) and (8)
into return chamber (13). The pilot oil pressure
decreases slightly. Spool (7) is held in a pressure
modulating position. Spool (7) establishes a balance
between the pressure in port (18) and the force of
spring (6).

When travel lever/pedal (1) is released, spring (5)

forces seat (4) and rod (3) in an upward direction.
The force of spring (6) decreases. Spool (7) moves
upward. The pilot oil pressure at port (18) flows
through passage (9), passage (20), passage (8)
and return chamber (13) to the hydraulic tank.

A dampening function is built into the travel pilot

control valve which allows the operational speed
of the travel lever/pedal to correspond to the
movement of the operator’s foot. The dampening
function also prevents the vibration that occurs
when the travel lever/pedal is released.

When travel lever/pedal (1) is moved suddenly from

the NEUTRAL position, rod (3) is pushed downward.
Rod (3) moves piston (25), spring (26) and spring
(27) downward. The hydraulic oil in spring chamber
(28) is pressurized. Ball (29) closes the opening.
Orifice (24) allows the confined hydraulic oil in
spring chamber (28) to gradually flow into piston
chamber (23). The gradual flow of oil through orifice
(24) causes the dampening function.

Rod (30) is forced upward by springs (31) and (32).

The oil pressure in spring chamber (33) decreases.
The return oil pressure in return chamber (13) forces
ball (34) upward. The return oil in return chamber
(13) now flows from return chamber (13) into spring
chamber (33). As a result, rod (30) follows the
movement of pedal (2).

When travel lever/pedal (1) is moved slightly from

the NEUTRAL position for fine control, rod (3) is
pushed down slowly. As a result, the oil pressure
in spring chamber (28) becomes equal to the oil
pressure in piston chamber (23). At this point, the
dampening function is weak.
 101
Hydraulic System
Systems Operation Section

g00845040
Illustration 102
Travel motor
(1) Drive shaft (14) Valve plate (25) Passage
(4) Swashplate (15) Head (26) Brake spring
(5) Slipper (16) Stopper (27) Brake piston
(6) Retainer (17) Piston (28) Pilot Port
(7) Barrel (18) Guide (29) Drain port
(8) Passage (19) Spacer (30) Port
(9) Check valve (20) Spring (31) Port
(10) Check valve (21) Piston (32) Spool
(11) Passage (22) Friction plate (33) Spring
(12) Brake pilot valve (23) Separator plate (34) Displacement change valve
(13) Port (24) Passage
102
Hydraulic System
Systems Operation Section

g00846570
Illustration 103
Travel motor (partial schematic)
(4) Swashplate (28) Pilot Port
(9) Check valve (29) Drain port
(10) Check valve (30) Port
(12) Brake pilot valve (31) Port
(17) Piston (34) Displacement change valve

The travel motor can be divided into the following
three groups:
• The rotary group consists of the following
components: drive shaft (1), slippers (5), retainer
(6), barrel (7), guide (18), spacer (19), spring
(20), and piston (21).
• The parking brake consists of the following
components: brake pilot valve (12), friction plates
(22), separator plates (23), brake spring (26), and
brake piston (27).
• The displacement change valve consists of the
following components: check valve (9), check
valve (10), piston (17), and displacement change
valve (34).
The flow of the oil delivery from the pump depends
on the direction of travel. The oil delivery from the
pump flows into the travel motor through port (30)
or port (31). Pump oil is forced out of the travel
motor through port (31) or (30).
The case drain oil returns to the hydraulic tank
through drain port (29) of head (15).
The oil delivery from the drive pump flows into the
left travel motor through port (30) during forward
travel. The oil from port (30) flows through passage
(11) in head (15) and through passage (25) in valve
plate (14). The oil then flows through passage (24)
of barrel (7) and the oil forces pistons (21) to move
to the left.
 103
Hydraulic System
Systems Operation Section

i01635738

Travel Parking Brake

SMCS Code: 4267

The travel parking brake is built into the travel

motor. When the oil delivery from the pump flows
to the travel motor, the parking brake releases and
the travel motor starts rotating. When no oil delivery
flows to the travel motor, the rotation of the travel
motor stops and the travel parking brake engages.
For more information concerning the operation of
the travel motor, refer to Systems Operation, “Travel
Motor ”.
g00700542
Illustration 104
Motor passage (side view from head)
(A) Top center
(B) Outlet side (low pressure)
(C) Bottom center
(D) Inlet side (high pressure)
(24) Passage (barrel)
(25) Passage (valve plate)
(35) Passage (valve plate)

Slipper (5) is coupled to the piston. Slipper (5) and

the piston slide on the surface of swashplate (4)
from the top center to the bottom center. Slipper
(5) and the piston rotate with barrel (7). Supply oil
from the drive pump flows through passage (25)
of valve plate (14) into pistons (21). The oil then
flows through passage (35) of valve plate (14). Oil
is discharged from piston (21) through passage (8).
The oil then flows through port (31). The barrel turns
counterclockwise.

Drive shaft (1) is splined to barrel (7). The shaft and

barrel of the left travel motor rotate counterclockwise
for forward travel.

In reverse travel, port (30) functions as an oil return

port. Port (31) functions as a supply port. The left
travel motor rotates clockwise.

When the right travel motor receives the oil delivery

from the idler pump through port (30), the right
travel motor turns clockwise for forward travel.
When the oil delivery from the idler pump flows
through port (31), the right travel motor turns
counterclockwise for reverse travel.
104
Hydraulic System
Systems Operation Section

g00846729
Illustration 105
Parking brake (parking brake engaged)
(1) Brake pilot valve (7) Housing (14) Passage
(2) Port (8) Barrel (15) Spring
(3) Drive shaft (9) Friction plate (16) Valve
(4) Head (10) Separator plate (17) Retainer
(5) Passage (12) Piston chamber (18) Orifice
(6) Brake spring (13) Brake piston

In the parking brake section of the travel motor,
separator plates (10) are splined to housing (7).
Friction plates (9) are splined to barrel (8).
When the travel lever/pedal is returned to the
NEUTRAL position, the oil delivery from the pump
is blocked at the travel control valve in the main
control valve. Valve (16) moves to the right by the
force of spring (15). The oil delivery from the pump
does not flow through valve (16). The force of the
oil pressure on the left side of brake piston (13)
now becomes lower than the force of brake spring
(6). The brake piston is pushed slowly to the left
by the force of the brake spring. The oil in piston
chamber (12) now flows through passage (14) and
passage (5). The oil flows through orifice (18) and
into the valve of the motor case drain line. Friction
plates (9) and separator plates (10) are forced
together by the force of brake spring (6). Friction
plates (9) are splined to barrel (8). Separator plates
(10) are splined to housing (7). When the separator
plates and the friction plates are forced together,
the rotation of drive shaft (3) in the travel motor
gradually slows to a stop as the parking brake
engages.
 105
Hydraulic System
Systems Operation Section

Orifice (18) restricts return oil flow from piston

chamber (12). The restriction of the return oil
flow delays the application of the parking brake.
The parking brake is delayed in order to give the
machine time to stop. Earlier wear and/or damage
to the machine could result if the machine stayed
in motion.

g00846864
Illustration 106
Parking brake (brake released)
(1) Brake pilot valve (7) Housing (14) Passage
(2) Port (8) Barrel (15) Spring
(3) Drive shaft (9) Friction plate (16) Valve
(4) Head (10) Separator plate (17) Retainer
(5) Passage (12) Piston chamber (18) Orifice
(6) Brake spring (13) Brake piston

When a travel lever/pedal is moved from the

NEUTRAL position, the oil delivery from the pump
flows to the inlet port of the travel motor from the
travel control valve in the main control valve. A
portion of the oil delivery from the pump flows
through port (2). Valve (16) moves to the left against
the force of spring (15). The oil then flows through
passages (5) and (14) to piston chamber (12).
Brake piston (13) moves to the right against the
force of brake spring (6). The spring force that is
holding friction plates (9) and separator plates (10)
together is released. Barrel (8) and drive shaft (3)
start to rotate.
106
Hydraulic System
Systems Operation Section

i01631107

Displacement Change Valve

SMCS Code: 3220

Small Displacement Change

Operation

g00846914
Illustration 107
Travel motor (partial diagram)
(1) Check valve (5) Passage (9) Swashplate
(2) Check valve (6) Piston chamber (10) Port (supply oil or return oil)
(3) Pilot port (7) Port (supply oil or return oil) (11) Drain port
(4) Displacement change valve (8) Piston
 107
Hydraulic System
Systems Operation Section

g00846924
Illustration 108
Small displacement change operation
(1) Check valve (8) Piston (15) Spool chamber
(2) Check valve (9) Swashplate (16) Spool
(3) Pilot port (10) Port (supply oil or return oil) (17) Spring
(4) Displacement change valve (12) Passage (18) Body
(6) Piston chamber (13) Passage (return)
(7) Port (supply oil or return oil) (14) Hydraulic tank

When the travel speed control switch on the control

panel is pushed and the rabbit appears on the
display, the machine is in HIGH SPEED MODE.
In this condition, an input signal from the travel
speed control switch is sent to the engine and
pump controller. The pressure sensor for the pump
delivery also provides an input signal to the engine
and pump controller. When the travel load is light
and when the pump delivery pressure is below a
certain level, the output signal from the pressure
sensor for the pump delivery is below a certain
level. When the pump delivery pressure is below
a certain level, the engine and pump controller
energizes the travel speed solenoid. When the travel
speed solenoid is energized, pilot system oil flows
into pilot port (3) of displacement change valve (4).
Spool (16) moves to the left against the force of
spring (17) until the spool contacts body (18). Main
pump oil flows from port (10) of the travel motor
through check valve (2). The main pump oil then
flows through spool chamber (15) and passage (12)
to piston chamber (6). The oil in piston chamber
(6) moves piston (8) against swashplate (9). As a
result, the angle of swashplate (9) is decreased and
the motor displacement is decreased. The travel
speed is maximum in this condition.
108
Hydraulic System
Systems Operation Section

Large Displacement Change

Operation

g00846939
Illustration 109
Large displacement change operation
(1) Check valve (10) Port (supply oil or return oil)
(2) Check valve (12) Passage
(3) Pilot port (13) Passage (return)
(4) Displacement change valve (14) Hydraulic tank
(6) Piston chamber (15) Spool chamber
(7) Port (supply oil or return oil) (16) Spool
(8) Piston (17) Spring
(9) Swashplate (18) Body

When the angle of swashplate (9) in the travel
motor increases, the displacement of the travel
motor increases. The angle of swashplate (9) in the
travel motor will increase and the travel speed will
decrease during the following two conditions.
1. The angle of swashplate (9) in the travel motor
will increase and the travel speed will decrease
when an increase in pump pressure occurs.
When the machine is in HIGH SPEED MODE and
the pump delivery pressure increases above a
certain level, the engine and pump controller
de-energizes the travel speed solenoid. When
the travel speed solenoid is de-energized, pilot
system oil stops flowing into pilot port (3) of
displacement change valve (4). Spool (16)
moves to the right by the force of spring (17)
until the spool contacts the stopper. Oil from port
(10) of the travel motor is blocked from passage
(12). The oil is forced from piston chamber (6)
through passage (12) and return passage (13) to
hydraulic tank (14). As the angle of swashplate
(9) increases, the displacement of the travel
motor increases and the travel speed decreases.

2. The angle of swashplate (9) in the travel motor

will increase and the travel speed will decrease
when the travel speed control switch is pushed
in order to obtain LOW SPEED MODE.
 109
Hydraulic System
Systems Operation Section

When the travel speed control switch on the

control panel is pushed and the tortoise appears
on the display, the machine is in LOW SPEED
MODE. In this condition, an input signal from the
travel speed control switch is sent to the engine
and pump controller. The engine and pump
controller de-energizes the travel speed solenoid.
The angle of swashplate (9) increases and the
displacement of the travel motor increases. The
travel speed decreases.

i01638159

Travel Counterbalance Valve

SMCS Code: 5051-KV

g00821157
Illustration 110
Left travel motor and travel counterbalance valve
(1) Crossover relief valve (reverse travel)
(16) Crossover relief valve (forward travel)
(24) Port (supply port for forward travel)
(27) Port (supply port for reverse travel)
(33) Counterbalance valve
(35) Travel counterbalance valve
(36) Left travel motor

Travel counterbalance valve (35) consists of

counterbalance valve (33), crossover relief valve
(1) and crossover relief valve (16). The travel
counterbalance valve is bolted to the travel motor.
The travel counterbalance valve has the following
four functions.

• The travel counterbalance valve prevents a shock

load when travel is stopped.

• The travel counterbalance valve prevents

overspeed while the machine is travelling down
a slope.

• The travel counterbalance valve prevents

cavitation.

• The travel counterbalance valve routes a portion

of the oil to the travel parking brake in order to
release the brake.
110
Hydraulic System
Systems Operation Section

Counterbalance Valve Operation

During Level Travel

g00826351
Illustration 111
Travel counterbalance valve (level travel)
(1) Crossover relief valve (reverse travel) (12) Spring (23) Check valve
(2) Passage (13) Spring (24) Port (supply port for forward travel)
(3) Valve (14) Damper Spool (25) Passage
(4) Passage (15) Ball (26) Passage
(5) Passage (16) Crossover relief valve (forward travel) (27) Port (supply port for reverse travel)
(6) Passage (17) Passage (28) Check valve
(7) Passage (18) Spring chamber (29) Passage
(8) Valve (19) Passage (30) Spring
(9) Spool (20) Damper Chamber (32) Passage
(10) Spring (21) Orifice (33) Counterbalance valve
(11) Passage (22) Passage (35) Travel counterbalance valve
 111
Hydraulic System
Systems Operation Section

Counterbalance valve (33) consists of spool (9),

check valve (23), check valve (28), spring (13) and
spring (30). During forward travel on level ground,
pump oil is supplied to port (24). The oil flows
through port (24), passage (25), and check valve
(23). The oil flow forces check valve (23) to open.
This allows oil to flow through port (24), passage
(25), check valve (23), passage (2), and the port to
the rotary group of the travel motor.

A portion of the oil delivery from the drive pump in

port (24) flows through passage (22) and passage
(17) against ball (15). Ball (15) moves to the right
against the force of spring (12) in damper spool
(14). The oil delivery then flows through passage
(19) into spring chamber (18). The oil pressure in
damper chamber (20) acts on the end of spool (9).
Spool (9) shifts to the right against the force of
spring (30). Passage (7) opens.

As spool (9) shifts to the right, return oil from the

travel motor flows through the port, passage (7),
passage (26), and port (27) to the hydraulic tank.

When the oil flow from port (24) is blocked, the

pressure in damper chamber (20) decreases. The
force of spring (30) shifts spool (9) to the left.
Passage (7) closes. Return oil from the travel motor
is blocked and the rotation of the travel motor stops.

When the direction of travel is reversed, pump oil

flows to spool (9) through port (27). Spool (9) shifts
to the left. The return oil flows through port (24).
During reverse travel, the travel counterbalance
valve operates in the same manner as the forward
travel operation.
112
Hydraulic System
Systems Operation Section

Counterbalance Valve Operation

During Slope Travel

g00826954
Illustration 112
Travel counterbalance valve (slope travel)
(1) Crossover relief valve (reverse travel) (12) Spring (23) Check valve
(2) Passage (13) Spring (24) Port (supply port for forward travel)
(3) Valve (14) Damper Spool (25) Passage
(4) Passage (15) Ball (26) Passage
(5) Passage (16) Crossover relief valve (forward travel) (27) Port (supply port for reverse travel)
(6) Passage (17) Passage (28) Check valve
(7) Passage (18) Spring chamber (29) Passage
(8) Valve (19) Passage (30) Spring
(9) Spool (20) Damper Chamber (32) Passage
(10) Spring (21) Orifice (33) Counterbalance valve
(11) Passage (22) Passage (35) Travel counterbalance valve
 113
Hydraulic System
Systems Operation Section

When the machine travels down a slope, the travel

motors rotate at a higher speed. The higher speed
is due to the mass (weight and size) of the machine.
When this condition occurs, the pumps cannot
maintain the oil supply to the travel motors. The lack
of oil supply will cause cavitation in the travel motor.
A pressure decrease occurs at port (24). A pressure
decrease occurs in spring chamber (18) as well.

The force of spring (30) moves spool (9) to the

left. Passage (7) begins to close. This blocks oil
flow between passage (7) and passage (26). The
return oil from the travel motor and the oil flow to the
suction port of the travel motor are restricted. The
rotation of the travel motor slows down.

The pressure of the oil delivery from the drive

pump at port (24) increases. Part of the oil flows
through passage (17). Spool (9) shifts to the right.
Passage (7) opens. Return oil from the travel motor
flows through port (27). The modulation of spool (9)
maintains the proper opening of passage (7) when
the machine travels down a slope. The travel motor
begins to rotate in accordance with the amount of
pump oil supply. This prevents cavitation in the
travel motors.

When the machine is travelling down a slope, or the

machine is suddenly stopped, spool (9) suddenly
closes passage (7). This causes a hydraulic
pressure spike to occur. A damper is provided at
both ends of spool (9) in order to prevent hydraulic
pressure spikes. As spool (9) shifts to the left, the
oil in damper chamber (20) is pressurized. Ball
(15) moves to the left. The oil in spring chamber
(18) flows through orifice (21) and into passage
(22). Spool (9) slowly moves to the left. Passage (7)
slowly closes. The size and the position of orifice
(21) maintains the proper shock damper.
114
Hydraulic System
Systems Operation Section

Operation Of Travel Crossover

Relief Valves During Machine Stop

g00826925
Illustration 113
Travel counterbalance valve (travel stop)
(1) Crossover relief valve (reverse travel) (12) Spring (23) Check valve
(2) Passage (13) Spring (24) Port (supply port for forward travel)
(3) Valve (14) Damper Spool (25) Passage
(4) Passage (15) Ball (26) Passage
(5) Passage (16) Crossover relief valve (forward travel) (27) Port (supply port for reverse travel)
(6) Passage (17) Passage (28) Check valve
(7) Passage (18) Spring chamber (29) Passage
(8) Valve (19) Passage (30) Spring
(9) Spool (20) Damper Chamber (32) Passage
(10) Spring (21) Orifice (33) Counterbalance valve
(11) Passage (22) Passage (35) Travel counterbalance valve
 115
Hydraulic System
Systems Operation Section

If the travel levers/pedals are returned to the

NEUTRAL position during machine movement,
the oil delivery from the pumps is blocked from
the travel motors. The pressure at port (24) of the
travel counterbalance valve decreases. The force
of spring (30) moves spool (9) to the left to the
neutral position. The mass (weight and size) of
the machine causes the travel motor to continue
to rotate. Passage (7) is closed and the flow of
return oil is blocked. A sudden pressure increase
occurs in passage (11). The return oil in passage
(11) flows through passage (6) to crossover relief
valve (1). Valve (3) shifts to the left. The return oil
in passage (6) flows past the open valve (3) into
suction passage (2) of the travel motor.

g00827097
Illustration 114
Travel crossover relief valve
(3) Valve (40) Orifice (44) Passage
(2) Passage (41) Orifice (45) Shock reducing piston
(6) Passage (42) Orifice
(39) Body (43) Stem

The return oil pressure in passage (6) flows through
orifice (41) in valve (3). The oil then flows through
orifices (40) and (42) in stem (43). The return oil
now flows through passage (44). Shock reducing
piston (45) shifts to the right. The travel crossover
relief valve maintains the circuit pressure at a lower
pressure until the right end of shock reducing piston
(45) contacts stem (43). When the shock reducing
piston is fully shifted to the right, the oil pressure in
passage (6) increases to the pressure setting of the
crossover relief valve. All of the oil flow in passage
(6) now flows past valve (3) into return passage (2).
The oil pressure gradually increases until the shock
reducing piston shifts fully to the right. Pressure
spikes in the travel circuit are eliminated. This is
called a two-stage relief operation. The two-stage
relief operation absorbs the shock load at the stop
of a travel operation.
During forward travel of the left travel motor, oil flow
opens crossover relief valve (1) when the machine
is stopping. During reverse travel of the left travel
motor, crossover relief valve (16) is activated when
the machine is stopping.
Crossover relief valves (1) and (16) protect the
travel motor by releasing the high pressure oil.
Crossover relief valves (1) and (16) also provide
makeup oil from the outlet side of the travel motor
to the inlet side of the travel motor. This makeup oil
prevents a vacuum condition in the travel motor.
In order to adjust the pressure setting of the
crossover relief valves, refer to the crossover relief
valves by the functions of the travel control levers.
Refer to crossover relief valve (16) as left travel
(forward). Refer to crossover relief valve (1) as left
travel (reverse).
116
Hydraulic System
Systems Operation Section

Reference: For more information concerning the i01631110

pressure settings of the travel crossover relief
valves, refer to Testing and Adjusting, “Relief Valve Oil Makeup (Travel System)
(Crossover) - Test and Adjust”.
SMCS Code: 5080
Travel Parking Brake Operation
When the oil delivery from the drive pump at port
(24) of the travel counterbalance valve is blocked,
spool (9) moves to the right. Passage (4) opens.
A portion of the oil delivery in passage (25) flows
through passage (4) and passage (32) in order to
release the travel parking brake. Since passage (4)
opens before passage (7), the rotation of the motor
rotary group does not start until the travel parking
brake is released.

When the oil delivery to port (24) is blocked in

order to stop the rotation of the travel motor, spool
(9) returns to the NEUTRAL position. Passage (4)
closes after passage (7) closes. This allows the
movement of the machine to stop before the travel
parking brake is engaged.

Reference: For more information concerning

the operation of the travel parking brake, refer
toSystems Operation, “Travel Parking Brake”.

g00845743
Illustration 115
Oil makeup operation
(1) Motor rotary group
(2) Left travel motor
(3) Passage
(4) Check valve
(5) Line
(6) Swivel
(7) Line
(8) Passage
(9) Left travel control valve
(10) Passage
(11) Return passage

In order to prevent cavitation in the travel motor

during travel stop, makeup oil is supplied to the
travel motor.

The following description is given for travel stop of

the left travel motor. The right travel motor functions
in the same manner as the left travel motor.
 117
Hydraulic System
Systems Operation Section

During travel stop, the travel levers/pedals are

moved to the NEUTRAL position. The oil delivery
from the drive pump through passage (8) is blocked
at travel control valve (9). The oil delivery from the
drive pump is not supplied to the left travel motor.

Since no oil delivery is supplied to left travel motor

(2), the travel motor will attempt to stop. However,
the travel motor will continue to rotate because of
the inertia (weight and size) of the machine. This
causes a vacuum condition in passage (3) of the
travel motor.

When travel control valve (9) is in the NEUTRAL

position, return oil flows from return passage (11)
through passage (8). The return oil then flows
through line (7), swivel (6), line (5), check valve
(4) and passage (3) to motor rotary group (1) as
makeup oil. This makeup oil prevents cavitation in
the travel motor during travel stop.

Makeup oil is supplied for forward travel in the same

manner as reverse travel.

i01631113

Final Drive
SMCS Code: 4050
118
Hydraulic System
Systems Operation Section

g00847597
Illustration 116
Final Drive
(1) Roller bearing (10) Motor housing (19) Sun gear (second stage)
(2) Planetary shaft (second stage) (11) Travel motor (20) Ring gear (second stage and third
(3) Bolt (12) Planetary gear (first stage) stage)
(4) Planetary gear (second stage) (13) Planetary shaft (first stage) (21) Planetary carrier (third stage)
(5) Roller bearing (14) Cover (22) Sun gear (third stage)
(6) Planetary gear (third stage) (15) Sun gear (first stage) (23) Output shaft (travel motor)
(7) Roller bearing (16) Planetary carrier (first stage) (26) Roller bearing
(8) Planetary shaft (third stage) (17) Ring gear (first stage)
(9) Drive sprocket housing (18) Planetary carrier (second stage)

The final drive reduces the rotational speed of travel
motor (11). Output shaft (23) of travel motor (11) is
splined to sun gear (first stage) (15).
The final drive consists of two groups. The first
group consists of the three stages of the planetary
gear reduction. The second group is the output
group.
• The first stage reduction group consists of the
following components: sun gear (15), planetary
gear (12), planetary carrier (16), and ring gear
(17). The group for second stage reduction
consists of the following components: sun gear
(19), planetary gear (4), planetary carrier (18),
and ring gear (20). The third stage reduction
group consists of the following components: sun
gear (22), planetary gear (6), planetary carrier
(21), and ring gear (20).
 119
Hydraulic System
Systems Operation Section

• The output group is described in the following

manner. The rotation of drive sprocket housing (9)
drives the track. Drive sprocket housing (9), ring
gear (20) and cover (14) are connected by bolts
(3). The drive sprocket housing, the ring gear
and the cover are supported by roller bearing
(26). This planetary assembly rotates with ring
gear (20).

The planetary gears reduce the travel speed. The

travel speed is reduced by the ratio of teeth of the
sun gear and the ring gear. The compact final drive
offers a greater reduction ratio when the sun gear is
incorporated inside the ring gear.

Operation
Sun gear (15) is splined to the output shaft of
travel motor (23). The rotation of the output shaft is
transmitted to the sun gear. When sun gear rotates
clockwise, the final drive operates in the following g00581164
manner. Illustration 118
Engagement of splines
(12) Planetary gear (first stage)
(13) Planetary shaft (first stage)
(16) Planetary carrier (first stage)
(19) Sun gear (second stage)
(28) Engagement of splines

The spline of planetary carrier (first stage) (16)

meshes with sun gear (second stage) (19). The
rotation of planetary carrier (16) is transmitted to
sun gear (19). Sun gear (19) rotates clockwise.

In the group for second stage reduction, sun

gear (19) causes planetary gears (4) to rotate
counterclockwise. Planetary gears (4) mesh with
sun gear (19) and ring gear (20). Planetary gears
(4) rotate around sun gear (9) and the internal
teeth of ring gear (20). Each planetary gear (4) is
mounted to planetary carrier (18) by shafts (2) and
by roller bearings (5) in order to form a planetary
assembly. Planetary carrier (18) rotates clockwise.
g00581161
Illustration 117
First stage reduction group
(1) Roller bearing (first stage)
(12) Planetary gear (first stage)
(13) Planetary shaft (first stage)
(15) Sun gear (first stage)
(16) Planetary carrier (first stage)
(17) Ring gear (first stage)
(27) Rotational direction (first stage reduction group)

In the first stage reduction group, sun gear

(15) causes planetary gears (12) to rotate
counterclockwise. Planetary gears (12) mesh with
sun gear (15) and ring gear (17). Planetary gears
(12) rotate around sun gear (15) and the internal g00581172
teeth of ring gear (17). Each planetary gear (12) Illustration 119
is mounted to planetary carrier (16) by shafts Engagement of splines
(13) and by roller bearings (1) in order to form a (18) Planetary carrier (second stage)
planetary assembly. Planetary carrier (16) rotates in (22) Sun gear (third stage)
a clockwise direction (27). (27) Engagement of splines
120
Hydraulic System
Systems Operation Section

The spline of planetary carrier (second stage) (18)

meshes with sun gear (third stage) (22). The rotation
of planetary carrier (18) is transmitted to sun gear
(22). Sun gear (22) rotates clockwise.

In the third stage reduction group, the spline teeth

of planetary carrier (21) mesh with teeth on the outer
circumference of motor housing (10). Since motor
housing (10) is fixed to the track frame, planetary
carrier (21) does not rotate.

Planetary shaft (8) is stationary. The planetary gear

(third stage) (6) rotates around planetary shaft (8).
Since planetary carrier (21 ) is attached to the track
frame and the planetary carrier does not move,
ring gear (20) rotates counterclockwise. Since ring
gear (20) and drive sprocket housing (9) are held
together with bolts (3), drive sprocket housing (9)
rotates counterclockwise. This causes the right
track to move in a forward direction.

i01331085

Swivel
SMCS Code: 5060
 121
Hydraulic System
Systems Operation Section

g00304968
Illustration 120
Swivel
(1) Retainer (9) Housing (17) Port
(2) Cover (10) Port (18) Port
(3) Drain port (11) Port (19) Port
(4) Drain hole (12) Flange (20) Port
(5) Port (13) Seal (21) Port
(6) Seal (14) Rotor (22) Swivel
(7) Port (15) Plate (23) Support
(8) Port (16) Port (24) Front direction
122
Hydraulic System
Systems Operation Section

Table 2
Identification Of Port And Circuit
Ports (Housing) Ports (Rotor) Circuit
Right travel
7 18
(reverse)
Right travel
10 21
(forward)
Left travel
8 20
(forward)
Left travel
5 17
(reverse)

3 19 Drain

Change of Travel
11 16
speed

Swivel (22) accomplishes two functions. Swivel

(22) supplies pump oil from the upper structure to
the travel motors of the lower structure. The upper
structure swings. The lower structure does not
swing. Swivel (22) returns oil from the travel motors
to the hydraulic tank.

Housing (9) is restrained to the upper structure

through support (23). Support (23) is used as a
torque arm in order to prevent housing (9) from
rotating. Rotor (14) is bolted to the lower structure
through plate (15). The ports of housing (9) are
open to the ports of rotor (14). The passages in
housing (9) and the passages in rotor (14) connect
the ports.

Seal (6) for high pressure and seal (13) for low
pressure are provided between the sliding surfaces
of housing (9) and rotor (14). Seals (6) and (13)
prevent oil leakage between the passages.

Swing System
i01631116

Swing Hydraulic System

SMCS Code: 5050
 123
Hydraulic System
Systems Operation Section
124
Hydraulic System
Systems Operation Section

g00848115
Illustration 121
 125
Hydraulic System
Systems Operation Section

Hydraulic schematic for SWING RIGHT

(1) Pilot line
(2) Passage
(3) Swing parking brake
(4) Swing motor
(5) Motor rotary group
(6) Relief valve
(7) Anti-reaction valve
(8) Return line
(9) Line
(10) Line
(11) Passage
(12) Load check valve
(13) Parallel feeder passage
(14) Main control valve
(15) Parallel feeder passage
(16) Passage
(17) Passage g00849940
Illustration 122
(18) Swing control valve
(19) Stick I control valve Main control valve compartment
(20) Variable swing priority valve (4) Swing motor
(21) Passage (8) Return line
(22) Passage (9) Line
(23) Pilot control valve (swing and stick) (10) Line
(24) Pilot line (18) Swing control valve
(25) Implement/swing pressure switch
(26) Line
(27) Pressure reducing valve for swing priority
(28) Drive pump
(29) Idler pump
(30) Pilot pump
(31) Swing parking brake solenoid valve
(32) Line
(33) Slow return check valve
(34) Hydraulic tank
(35) Pilot oil manifold
(36) Drain line
(37) Pilot line
(38) Pilot line
(47) Line
(48) Passage
(49) Line
(52) Center bypass passage
(53) Center bypass passage g00697650
(54) Negative flow control orifice Illustration 123
(55) Negative flow control line (31) Swing parking brake solenoid valve
(35) Pilot oil manifold
The oil delivery for the swing hydraulic circuit is
supplied by drive pump (28) only. When either one The oil delivery from drive pump (28) flows through
of the joysticks (swing, stick, boom and/or bucket) center bypass passage (52) in main control valve
is moved from the NEUTRAL position, swing parking (14) to swing control valve (18). The oil delivery
brake (3) is released. Motor rotary group (5) starts from idler pump (29) flows through center bypass
to rotate. The swing motor is mounted on top of passage (53) in main control valve (14). Illustration
the swing drive. The swing drive is installed on the 121 shows the main control valve when only the
upper structure. The swing drive reduces the motor swing hydraulic circuit is activated.
speed by two stages. The swing drive rotates the
upper structure. When the hydraulic activation control lever is in
the UNLOCKED position, the oil delivery from pilot
Reference: For more information concerning the pump (30) flows to pilot oil manifold (35) and swing
operation of the swing motor, refer to Systems parking brake solenoid valve (31). The oil delivery
Operation, “Swing Motor”. from the pilot pump also flows to pilot control valve
(23).
Reference: For more information concerning the
operation of the swing drive, refer to Systems
Operation, “Swing Drive”.

Reference: For more information concerning the

operation of the swing parking brake and the swing
parking brake solenoid valve, refer to Systems
Operation, “Pilot Valve (Swing Parking Brake)”.
126
Hydraulic System
Systems Operation Section

When the swing joystick is moved to the SWING
RIGHT position, the implement/swing pressure
switch senses the increase in pilot oil pressure. The
implement/swing pressure switch changes to the
ON position. The implement/swing pressure switch
sends an input signal to the engine and pump
controller. The engine and pump controller then
energizes swing parking brake solenoid valve (31).
The swing parking brake solenoid valve shifts. Pilot
oil flows through pilot line (1) to swing parking brake
(3). The swing parking brake releases in order to
enable a swing operation.
When the swing joystick is moved to the SWING
LEFT position, pilot oil from pilot control valve (23)
flows through pilot line (37) and into swing control
valve (18). The spool in the swing control valve
shifts downward. The oil delivery from the drive
pump in parallel feeder passage (13) flows through
passage (17) and line (10). The oil delivery enters
motor rotary group (5). For a swing left operation,
the supply ports and return ports are reverse of
the swing right operation. This causes the upper
structure to swing to the left (counterclockwise
direction).

The oil delivery from pilot pump (30) flows from pilot
control valve (23) through pilot line (26) and into
swing control valve (18). The spool in swing control
valve (18) shifts upward. The pilot oil on the other
end of the spool in the swing control valve flows
through pilot line (37) and pilot control valve (23) to
hydraulic tank (34).
When the swing joystick is returned to the NEUTRAL
position, the springs on each end of the swing
control valve maintain the spool in the swing control
valve in the NEUTRAL position. The oil flow to the
swing motor and the oil flow from the swing motor is
blocked by the swing control valve.

Since the spool in swing control valve (18) is fully

Swing Priority
shifted, center bypass passage (52) is blocked.
The pilot oil pressure from the pilot control valve
None of the oil delivery from the drive pump flows
directly corresponds to the amount of movement
to negative flow control orifice (54) and no negative or position of the joystick. The pilot oil pressure
flow control pressure is created in center bypass
from the pilot control valve acts on the pressure
passage (52). Since no negative flow control
reducing valve for swing priority and the variable
pressure is sent through negative flow control line swing priority valve. As the swing joystick is moved
(55) to the drive pump regulator, the drive pump
farther from the NEUTRAL position, the pilot oil
regulator moves the swashplate of the drive pump
pressure increases. This gradual increase in pilot
toward the maximum angle position. The output flow oil pressure causes a gradual change to swing
rate of the drive pump increases. The oil delivery
priority. Thus, swing priority is controlled by the
from the drive pump flows through parallel feeder
position of the swing joystick and swing priority
passage (13), load check valve (12), passage (17), automatically activates when the joystick reaches
swing control valve (18), passage (16) and line (9)
a certain position.
to the swing motor. The oil enters the swing motor
and flows to motor rotary group (5). The motor When swing priority is activated, the output flow
rotary group rotates.
from the drive pump supplies hydraulic oil to
the swing hydraulic circuit. Since swing priority
The oil delivery for the swing hydraulic circuit is increases the swing acceleration, swing priority
supplied by the drive pump only. Since only a swing
is useful for loading operations. Swing priority is
operation is being performed, the control valves
also useful for leveling operations and trenching
that receive the oil delivery from idler pump (29) operations when higher swing force is required.
are in the NEUTRAL position. The negative flow
control pressure in center bypass passage (53) is
not blocked by any of the control valves. Idler pump
(29) remains at the destroked position.

Reference: For more information concerning the

negative flow control operation, refer to Systems
Operation, “Negative Flow Control”.

Return oil from motor rotary group (5) flows through

line (10) to the main control valve. The return
oil flows through swing control valve (18), return
passage (11), return line (8) and slow return check
valve (33) to hydraulic tank (34). The upper structure
swings to the right (clockwise direction).

The SWING LEFT operation is similar to the SWING

RIGHT operation.
 127
Hydraulic System
Systems Operation Section

g00812571
Illustration 124
Stick I control valve (swing priority OFF)
(15) Parallel feeder passage (39) Pin hole (46) Orifice
(20) Variable swing priority valve (40) Spool (47) Line
(22) Passage (41) Spring (48) Passage
(24) Pilot line (swing pilot pressure) (42) Passage (stick I) (50) Spring
(27) Pressure reducing valve for swing (43) Spool (51) Passage
priority (44) Drain line (56) Drain Line
(38) Pilot line (pilot system pressure) (45) Check valve
128
Hydraulic System
Systems Operation Section

g00848162
Illustration 125
SWING RIGHT operation (swing priority OFF)
(4) Swing motor (22) Passage (29) Idler pump
(13) Parallel feeder passage (23) Pilot control valve (swing and stick) (30) Pilot pump
(15) Parallel feeder passage (24) Pilot line (38) Pilot line
(18) Swing control valve (26) Pilot line (41) Spring
(19) Stick I control valve (27) Pressure reducing valve for swing (47) Line
(20) Variable swing priority valve priority (48) Passage
(21) Passage (28) Drive pump (50) Spring
 129
Hydraulic System
Systems Operation Section

When the swing joystick is in the NEUTRAL position,

no pilot oil pressure acts on spool (40) of pressure
reducing valve for swing priority (27). Full pilot oil
pressure flows through pilot line (38), the pressure
reducing valve for swing priority (27), line (47) and
passage (22) to variable swing priority valve (20).
Spool (43) in the variable swing priority valve is
shifted upward against the force of spring (41). The
oil delivery from drive pump (28) in parallel feeder
passage (13) flows through parallel feeder passage
(15) and variable swing priority valve (20). The oil
delivery enters stick I control valve (19).

When the swing joystick is moved slightly from the

NEUTRAL position in order to perform a SWING
RIGHT operation, reduced pilot oil pressure from
pilot control valve (23) flows through pilot line (26).
The pilot oil then divides into two flow paths. Part
of the pilot oil flows through passage (21) to swing
control valve (18). The spool in the swing control
valve shifts a slight amount that corresponds to
the amount of movement of the swing joystick.
The remainder of the pilot oil flows through pilot
line (24) and passage (48). The pilot oil pressure
acts on the shoulder of spool (40) in the pressure
reducing valve for swing priority (27). Spool (40)
shifts against the force of spring (50).

Since the reduced pilot oil pressure in passage (22)

is still higher than the force of spring (41), spool
(43) in variable swing priority valve (20) remains
shifted upward. The oil delivery from drive pump
(28) to stick I control valve (19) is not restricted.
Swing priority is not activated.
130
Hydraulic System
Systems Operation Section

g00812941
Illustration 126
Stick I control valve (swing priority ON)
(15) Parallel feeder passage (42) Passage (stick I)
(20) Variable swing priority valve (43) Spool
(22) Passage (44) Drain line
(24) Pilot line (swing pilot pressure) (45) Check valve
(27) Pressure reducing valve for swing (46) Orifice
priority (47) Line
(38) Pilot line (pilot system pressure) (48) Passage
(39) Pin hole (50) Spring
(40) Spool (51) Passage
(41) Spring (56) Drain line
 131
Hydraulic System
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g00848163
Illustration 127
SWING RIGHT operation (swing priority ON)
(4) Swing motor (23) Pilot control valve (swing and stick) (38) Pilot line
(13) Parallel feeder passage (24) Pilot line (41) Spring
(15) Parallel feeder passage (26) Pilot line (45) Check valve
(18) Swing control valve (27) Pressure reducing valve for swing (46) Orifice
(19) Stick I control valve priority (47) Line
(20) Variable swing priority valve (28) Drive pump (48) Passage
(21) Passage (29) Idler pump (50) Spring
(22) Passage (30) Pilot pump

As the swing joystick is moved to the FULL STROKE
position during a SWING RIGHT operation, the pilot
oil pressure in passage (21) increases. The spool
in swing control valve (18) shifts fully upward. The
pilot oil pressure in pilot line (24) and passage (48)
also increases. Spool (40) in the pressure reducing
valve for swing priority (27) shifts fully against the
force of spring (50).
Passage (51) restricts the pilot oil flow from pilot line
(38) through the pressure reducing valve for swing
priority (27). The pilot oil pressure in line (47) and
passage (22) also decreases. Spool (43) in variable
swing priority valve (20) is pushed downward by
the force of spring (41).
132
Hydraulic System
Systems Operation Section

The oil delivery from drive pump (28) in parallel

feeder passage (15) is restricted by orifice (46)
in check valve (45). A portion of the oil delivery
from the drive pump flows into passage (42). Swing
priority is now activated. Most of the oil delivery from
the drive pump is dedicated to the swing system
and flows through the swing control valve to the
swing motor. As a result, swing priority and higher
swing force can be achieved with the swing joystick.

A portion of the pilot oil at passage (51) flows

through passage (39) to spool (40). Pilot oil pressure
that flows from passage (22) into variable swing
priority valve (20) corresponds to the position of the
swing joystick.

i01638171

Swing Motor
SMCS Code: 5058-ZW
 133
Hydraulic System
Systems Operation Section

g00773430
Illustration 128
Swing motor
(1) Relief valve (10) Check valve (19) Valve plate
(2) Relief valve (11) Makeup port (20) Passage (supply oil or return oil)
(3) Motor head (12) Drain port (21) Brake spring
(4) Port (pilot system oil) (13) Passage (supply oil or return oil) (22) Brake piston
(5) Separator plate (14) Check valve (23) Piston
(6) Friction plate (15) Passage (supply oil or return oil) (24) Cylinder barrel
(7) Plate (16) Port (supply oil or return oil) (25) Retainer plate
(8) Body (17) Port (supply oil or return oil) (26) Shoe
(9) Drive shaft (18) Passage (supply oil or return oil)

The swing motor may be divided into the following
three groups :
• The rotary group consists of the following
components : cylinder barrel (24), pistons (23),
shoes (26), retainer plate (25), and drive shaft (9).
• The parking brake consists of the following
components : brake spring (21), brake piston
(22), separator plate (5), and friction plate (6).
• The relief valves and the makeup valves consists
of the following components : relief valve (1), relief
valve (2), check valve (10), and check valve (14).
Supply oil from the drive pump is delivered to port
(16) or port (17). During a SWING RIGHT operation,
the oil delivery enters motor head (3) at port (17)
and flows through passage (18). The oil then flows
through passage (13) in valve plate (19) and passes
through passage (20) in cylinder barrel (24). This oil
pressurizes piston (23) in motor head (3).
134
Hydraulic System
Systems Operation Section

The case drain oil from the swing motors returns

through drain port (12) of motor head (3) to the
hydraulic tank.

Reference: For more information concerning the

swing parking brake, refer to Systems Operation,
“Pilot Valve (Swing Parking Brake)”.

Reference: For more information concerning the

swing relief valves , refer to Systems Operation,
“Relief Valve (Swing)”.

i01637490

Pilot Valve (Swing Parking

Brake)
SMCS Code: 5059; 5483

g00682196
Illustration 129
Motor passages
(A) Bottom center position
(B) Inlet side (high pressure)
(C) Top center position
(D) Outlet side (low pressure)
(13) Passage (valve plate) Illustration 130 g00682419
(15) Return passage
(16) Port (2) Swing parking brake solenoid valve
(17) Port
(18) Supply passage Swing parking brake solenoid valve (2) is located on
(20) Passage (cylinder barrel)
(27) Passage (valve plate)
the pilot oil manifold. When any one of the joysticks
(28) Direction of motor rotation (counterclockwise rotation) (swing, stick, boom and/or bucket) is moved from
the NEUTRAL position, the swing parking brake
Shoe (26) is pressed against the upper surface solenoid valve is energized in order to release the
of plate (7) by the force of piston (23). The shoe swing parking brake. When the swing parking brake
and the piston slide along the slope of plate solenoid valve is energized, pilot oil flows to the
(7) in a counterclockwise direction. This sliding swing motor in order to release the swing parking
force causes cylinder barrel (24) to rotate in a brake.
counterclockwise direction (28). As each piston
reaches the bottom center position (A), oil flows Note: Operation of the travel levers/pedals will not
through passage (27) in valve plate (19). This oil release the swing parking brake.
then flows through passage (15) of motor head
(3) to the hydraulic tank. As cylinder barrel (27)
continues to rotate counterclockwise, the piston and
the shoe continue to move up the inclined surface
of plate (28). Since cylinder barrel (24) is splined to
drive shaft (9), the drive shaft rotates in the same
direction as the cylinder barrel.

For a SWING LEFT operation, swing pump supply

oil is delivered to port (16). The supply ports and
the return ports are reversed. Cylinder barrel (24)
turns clockwise.

Illustration 131
Swing parking brake (disengaged position)
(2) Swing parking brake solenoid valve (8) Pilot oil manifold
(3) Spool (9) Spool chamber
(4) Spring (10) Line
(5) Passage (11) Body (swing motor)
(6) Passage (12) Friction plate
(7) Port (pilot system oil) (13) Separator plate
The swing parking brake is located between motor
head (19) of swing motor and body (11). The swing
parking brake consists of the following components
: brake spring (18), brake piston (17), separator
plate (13), and friction plate (12). Friction plate (12)
is splined to cylinder barrel (16). Separator plate
(13) is splined to body (11). Separator plate (13)
and friction plate (12) move in an axial direction.
When the joysticks are moved from the NEUTRAL
position, the implement/swing pressure switch
senses the increase in pilot oil pressure at the pilot
control valves. The implement/swing pressure switch
changes to the ON position. The implement/swing
pressure switch sends an input signal to the
engine and pump controller. The engine and pump
controller energizes swing parking brake solenoid
valve (2).
135
Hydraulic System
Systems Operation Section
g00687102
(14) Piston chamber
(15) Port (swing motor)
(16) Cylinder barrel
(17) Brake piston
(18) Brake spring
(19) Motor head
When swing parking brake solenoid valve (2) is
energized, spool (3) moves in a downward direction
against the force of spring (4). Pilot oil in passage
(7) flows through spool chamber (6) and line (10)
to port (15) of the swing motor. The pilot oil now
enters piston chamber (14). The pilot pressure
causes brake piston (17) to move upward against
the force of brake spring (18). The force that holds
separator plate (13) and friction plate (12) together
is released. When the swing parking brake is
released, the swing operation of the upper structure
is enabled.
Note: If the swing parking brake becomes
inoperable due to failure of swing parking brake
solenoid valve (2), the swing brake can be released
by turning the temporary brake release screw in
a clockwise direction until the temporary brake
release screw stops.
136
Hydraulic System
Systems Operation Section

g00686766
Illustration 132
Swing parking brake (engaged position)
(2) Swing parking brake solenoid valve (8) Pilot oil manifold (14) Piston chamber
(3) Spool (9) Spool chamber (15) Port (swing motor)
(4) Spring (10) Line (16) Cylinder barrel
(5) Passage (11) Body (swing motor) (17) Brake piston
(6) Passage (12) Friction plate (18) Brake spring
(7) Port (pilot system oil) (13) Separator plate (19) Motor head

When the joysticks are returned to the NEUTRAL
position, supply oil from the drive pump to the swing
motor is stopped. The implement/swing pressure
switch senses the decrease in pilot oil pressure
at the pilot control valves. The implement/swing
pressure switch changes to the OFF position. The
engine and pump controller senses the change of
signal at the implement/swing pressure switch. The
engine and pump controller de-energizes swing
parking brake solenoid valve (2).
Spool (3) is moved upward by the force of spring
(4). Spool (3) blocks pilot oil flow from port (7) to
piston chamber (14). Brake spring (18) forces brake
piston (17) downward. The oil in piston chamber
(14) flows through port (15) and line (10) to pilot oil
manifold (8). The oil then flows into spool chamber
(6) and passage (9) of spool (3). The oil then flows
through passage (5) to the hydraulic tank. As brake
piston (17) moves downward, separator plate (13)
and friction plate (12) are forced together. Since
separator plates (13) are splined to body (11),
the rotation of cylinder barrel (16) in the swing
motor is stopped. Rotation of the upper structure is
prevented.

Since the engine and pump controller does not

de-energize the swing parking brake solenoid
valve until approximately 6.5 seconds after the
swing joystick is returned to the NEUTRAL position,
the rotation of the swing motors stops before the
swing parking brake is engaged. If the solenoid
is de-energized before the rotation of the swing
motors stops, damage and wear to the swing
parking brakes would result.
 137
Hydraulic System
Systems Operation Section

i01631233

Relief Valve (Swing)

SMCS Code: 5454

g00845740
Illustration 133
Pressure circuit for SWING RIGHT operation (partial schematic)
(1) Passage (supply oil) (8) Relief valve (15) Check valve
(2) Makeup port (9) Passage (16) Return line
(3) Relief valve (10) Makeup line (17) Swing control valve
(4) Passage (11) Check valve (18) Slow return check valve
(5) Motor rotary group (12) Port (supply oil) (19) Return line
(6) Swing motor (13) Port (return oil)
(7) Passage (return oil) (14) Check valve

g00773573
Illustration 134
Swing motor
(2) Makeup port
(3) Relief valve
(6) Swing motor
(8) Relief valve
(10) Makeup line
138
Hydraulic System
Systems Operation Section
Illustration 135
Swing relief valve
(4) Return passage (23) Piston chamber
(7) Passage (24) Passage
(20) Orifice (25) Piston
(21) Spring (26) Passage
(22) Stem (27) Piston chamber
Relief valves (3) and (8) are located in the head
of swing motor (6). These relief valves limit the
pressure in the left and right swing circuits to the
swing relief valve setting. This provides a cushion
effect at a start or stop of the swing operation.
When the swing joystick is returned to the NEUTRAL
position during the swing right operation, the swing
control valve shifts to the NEUTRAL position. Since
the swing control valve is in the NEUTRAL position,
the oil delivery through port (12) to the motor rotary
group (5) is now blocked at the swing control valve.
The return oil from the motor rotary group through
port (13) is also blocked at the swing control valve.
The mass (weight and size) of the upper structure
causes the upper structure to attempt to continue
to rotate after the swing joystick is returned to the
NEUTRAL position. The motor rotary group is also
attempting to continue to rotate. The motor rotary
group attempts to draw oil through port (12) and
attempts to displace the oil through port (13).
The oil supply to motor rotary group (5) is
insufficient. A vacuum condition occurs in passage
(1). Return oil is supplied to the motor rotary group
as makeup oil in order to prevent the vacuum
condition. For more information concerning the
makeup operation, refer to Systems Operation, “Oil
Makeup (Swing System)”.
g00698543
(28) Orifice
(29) Passage
(30) Adjustment plug
Since the flow of return oil from the motor rotary
group through port (13) is blocked at the swing
control valve, the pressure of the blocked oil in
passage (7) increases. The increased oil pressure
in passage (7) acts on swing relief valve (8). The
increased pressure oil forces stem (22) of relief
valve (8) to the right (open position) against the
force of spring (21). When stem (22) shifts, oil flows
through passage (9), check valve (11) and passage
(1) to motor rotary group (5). The shock load is
absorbed at the stop of a swing movement.
At swing relief valve (8), the increased oil pressure
in passage (7) flows through orifice (20) in stem (22)
and passage (26) to piston chamber (27). The force
of spring (21) is less than the relief valve pressure
setting. This causes stem (22) to move to the right
(open position) before the oil pressure in passage
(7) reaches the relief valve pressure setting. At
the same time, the pressure oil in piston chamber
(27) flows through passages (24) and (29). Piston
(25) moves to the left against the force of spring
(21). The oil in piston chamber (23) flows through
orifice (28) and into piston chamber (27). Orifice
(28) restricts the oil flow into piston chamber (27).
 139
Hydraulic System
Systems Operation Section

The swing relief valve maintains the operating

pressure of the swing hydraulic circuit at a lower
pressure than the swing relief valve setting until
the pressure in the swing hydraulic circuit forces
piston (25) to the right against adjustment plug (30).
When piston (25) contacts adjustment plug (30), the
pressure in piston chamber (27) increases. The oil
pressure in passage (7) reaches the swing relief
valve setting. The oil in passage (7) flows around
stem (22) and into return passage (4).

After stem (22) begins to open and before piston

(25) completes the movement to the left, the
pressure in the swing hydraulic circuit increases
gradually. The pressure in the swing hydraulic
circuit does not reach a peak pressure. This is
called a two-stage relief operation. The two-stage
relief operation absorbs the shock load at the stop
of a swing operation.

After the start of a swing right operation, the oil

delivery from the drive pump flows through port
(12) and passage (1) to motor rotary group (5).
The mass (weight and size) of the upper structure
causes an increase of oil pressure in passage (1).
Stem (22) of swing relief valve (3) opens slightly.
A portion of the high pressure oil in passage (1)
flows through makeup port (2) to return line (19).
This gives a smoother acceleration at the start of
a swing operation.
140
Hydraulic System
Systems Operation Section

i01631236

Oil Makeup (Swing System)

SMCS Code: 5080-ZW

g00845740
Illustration 136
Pressure circuit for SWING RIGHT (partial schematic)
(1) Passage (supply oil) (8) Relief valve (15) Check valve
(2) Makeup port (9) Passage (16) Return line
(3) Relief valve (10) Makeup line (17) Swing control valve
(4) Passage (11) Check valve (18) Slow return check valve
(5) Motor rotary group (12) Port (supply oil) (19) Return line
(6) Swing motor (13) Port (return oil)
(7) Passage (return oil) (14) Check valve

When the swing joystick is moved to the NEUTRAL

position during the swing right operation, the swing
control valve shifts to the NEUTRAL position. Since
the swing control valve is in the NEUTRAL position,
the oil delivery through port (12) to motor rotary
group (5) is blocked at the swing control valve. The
return oil from the motor rotary group through port
(13) is also blocked at the swing control valve. The
upper structure will attempt to continue to rotate
after the swing joystick is returned to the NEUTRAL
position. This causes an internal leak of oil in the
swing motor. As a result, a vacuum condition occurs
at passage (1). In order to prevent this vacuum
condition, makeup oil is delivered from the return
hydraulic system to the swing motor. g00850298
Illustration 137
(10) Makeup line
(18) Slow return check valve
(19) Return line

g00849552
Illustration 138
Slow return check valve
(10) Makeup line
(16) Return line
(18) Slow return check valve
(19) Return line
When all of the control valves for implements, swing
and travel are in the NEUTRAL position, the oil
delivery from the idler pump and the drive pump
flows through return line (16) to the hydraulic tank.
Slow return check valve (18) is located between
return line (16) and the hydraulic tank. Slow return
check valve (18) maintains the return oil pressure
at 290 kPa (42 psi) in return line (16). If a vacuum
condition occurs at the swing motor during the
stop of a swing operation, the slow return check
valve causes return oil from return line (16) to flow
to motor rotary group (5) as makeup oil. The slow
return check valve eliminates the vacuum condition
in the swing motor due to internal leakage.
If the swing joystick is moved suddenly toward the
NEUTRAL position from the FULL STROKE position,
the swing control valve partially closes. Until the
swing control valve reaches the NEUTRAL position,
the return oil from the swing motor continues to
flow through passage (7) and port (13) to return
line (16). The return oil pressure in passage (7)
increases but the return oil pressure in passage (7)
remains lower than the pressure setting of swing
relief valve (8). Swing relief valve (8) remains in the
CLOSED position.
A vacuum condition occurs at port (12) and
passage (1) due to the insufficient oil delivery from
the drive pump and due to the tendency of the
motor rotary group to continue to rotate. Since relief
valve (8) remains in the CLOSED position, makeup
oil does not flow through relief valve (8), passage
(9) and check valve (11) to passage (1) to motor
rotary group (5).
141
Hydraulic System
Systems Operation Section
Makeup oil is supplied to motor rotary group (5)
from return line (16). Return oil flows from return line
(16) through makeup line (10), port (2), passage
(9), check valve (11) and passage (1) to motor
rotary group (5). The vacuum condition in passage
(1) is eliminated by the makeup oil from the return
hydraulic system.
During a left swing operation, the return ports and
the supply ports of the swing motor are reversed.
Makeup oil flows through check valve (14) if a
vacuum condition occurs in passage (7) during a
swing left operation.
i01631208
Relief Valve (Cushion
Crossover)
(Anti-Reaction Valves)
SMCS Code: 5111; 5454
g00773580
Illustration 139
Swing motor
(1) Block
(2) Swing motor
(3) Anti-reaction valve (left swing)
(4) Anti-reaction valve (right swing)
At the stop of a swing operation, it is difficult to
smoothly stop the upper structure and implements
at the desired position. This is due to the mass
(weight and size) of the upper structure. The outlet
port of the swing motor is blocked. This causes an
oscillation or a rocking motion in the swing motor.
Anti-reaction valves (3) and (4) provide a more exact
swing movement. The anti-reaction valves also
prevent shock load at the stop of a swing operation.
Anti-reaction valves (3) and (4) are located in block
(1). Block (1) is mounted on swing motor (2).
142
Hydraulic System
Systems Operation Section

g00698836
Illustration 140
Anti-reaction valve (neutral position)
(1) Block (11) Port (20) Passage
(3) Anti-reaction valve (12) Passage (21) Spring chamber
(4) Anti-reaction valve (13) Spring (22) Spring
(5) Motor rotary group (14) Valve seat (23) Valve seat
(6) Passage (15) Passage (24) Plunger
(7) Port (16) Plunger (25) Spring
(8) Passage (17) Passage (26) Piston
(9) Passage (18) Spring (31) Passage
(10) Passage (19) Piston chamber
 143
Hydraulic System
Systems Operation Section

During a swing operation of the upper structure,

the oil delivery from the drive pump flows through
passage (8) or passage (10) in block (1) to motor
rotary group (5). When the swing joystick is in the
NEUTRAL position, the swing control valve is in
the NEUTRAL position. The oil delivery from the
drive pump is blocked at the swing control valve.
No oil delivery flows to the motor rotary group. The
return oil from the swing motor is also blocked at
the swing control valve.

Plunger (24) in anti-reaction valve (3) shifts

downward by the force of spring (25) until the
plunger is stopped by piston (26). Valve seat (23)
shifts downward by the force of spring (22) until
the valve seat comes in contact with plunger (24).
Plunger (16) and valve seat (14) in anti-reaction
valve (4) are shifted downward in the same manner
as anti-reaction valve (3).

g00704548
Illustration 141
Anti-reaction valve (swing operation)
144
Hydraulic System
Systems Operation Section

(1) Block (11) Port (20) Passage

(3) Anti-reaction valve (12) Passage (21) Spring chamber
(4) Anti-reaction valve (13) Spring (22) Spring
(5) Motor rotary group (14) Valve seat (23) Valve seat
(6) Passage (15) Passage (24) Plunger
(7) Port (16) Plunger (25) Spring
(8) Passage (17) Passage (26) Piston
(9) Passage (18) Spring (31) Passage
(10) Passage (19) Piston chamber (34) Spring chamber

When the swing joystick is moved from the

NEUTRAL position in order to perform a swing
operation, the swing control valve shifts. The oil
delivery from the drive pump flows through the
swing control valve and port (11) in block (1). The oil
delivery then flows through passage (10), passage
(12) and motor rotary group (5). Return oil from
the motor rotary group flows through passage (6),
passage (8), port (7) and the swing control valve to
the hydraulic tank. The motor rotary group rotates.

A portion of the pressure oil from the drive pump at

port (11) also flows to anti-reaction valves (3) and
(4).

At anti-reaction valve (3), pressure oil from the drive

pump and the force of spring (22) shifts valve seat
(23) downward against plunger (24). Plunger (24)
shifts downward against piston (26).

Pressure oil from the drive pump also flows through

passage (9). The pressure oil enters spring chamber
(34) of anti-reaction valve (4). Plunger (16) shifts
upward against the force of spring (18). Valve seat
(14) is moved upward against the force of spring
(13) by plunger (16).
 145
Hydraulic System
Systems Operation Section

g00698949
Illustration 142
Anti-reaction valve (swing stop)
(3) Anti-reaction valve (15) Passage (25) Spring
(4) Anti-reaction valve (16) Plunger (27) Orifice
(5) Motor rotary group (17) Passage (26) Piston
(7) Port (18) Spring (28) Valve chamber
(8) Passage (19) Piston chamber (29) Passage
(9) Passage (20) Passage (30) Ball
(10) Passage (21) Spring chamber (31) Passage
(11) Port (22) Spring (32) Orifice
(13) Spring (23) Valve seat (33) Ball
(14) Valve seat (24) Plunger (35) Valve chamber
146
Hydraulic System
Systems Operation Section

When the swing joystick is returned to the NEUTRAL Since passages (8) and (10) are connected by
position, the oil delivery from the drive pump to activation of anti-reaction valve (4), the swing
motor rotary group (5) is blocked at the swing movement of the upper structure stops with a
control valve. The motor rotary group continues minimal shock load at a desired position. A more
to rotate due to the mass (weight and size) of exact swing movement is possible. A slight shock
the upper structure. Since the return oil flow from load may occur due to the gear backlash of the
the motor rotary group is also blocked at the swing drive.
swing control valve, the oil pressure in passage
(8) increases. The oil pressure in passage (10)
decreases. The increased oil pressure in passage
(8) then enters anti-reaction valve (4). The oil flows
through passage (15) and passage (17). The oil
then enters piston chamber (19). The oil pressure
in piston chamber (19) forces plunger (16) upward
against the force of spring (18). Valve seat (14)
shifts upward against the force of spring (13).

A portion of the increased oil pressure in passage

(8) flows through passage (31) and passage
(20). The oil then enters spring chamber (21) in
anti-reaction valve (3). The oil pressure in spring
chamber (21) forces plunger (24) and valve seat
(23) upward against the force of springs (22) and
(25).

As the motor rotary group of the swing motor

continues to attempt to stop, the oil pressure in
passage (8) gradually decreases. The oil pressure
in piston chamber (19) decreases . The force of
spring (18) causes plunger (16) to shift downward
at a rapid rate. Valve seat (14) shifts downward by
the force of spring (13). Since orifice (27) restricts
the flow of oil from valve chamber (28), valve seat
(14) moves in a downward direction more slowly
than plunger (16).

The contact between plunger (16) and valve seat

(14) is no longer maintained. The oil pressure in
passage (15) forces ball (30) against the top end
of plunger (16). The oil in passage (8) now flows
through passages (29) and (9) to passage (10).

During the separation of plunger (16) and valve seat

(14) in anti-reaction valve (4), anti-reaction valve
(3) activates also. In anti-reaction valve (3), The
pressure of the oil that flows from spring chamber
(21) to passage (8) decreases. The force of spring
(25) causes plunger (24) to shift downward. The
force of spring (22) causes valve seat (23) to shift
downward. Since orifice (32) restricts the flow of
oil from valve chamber (35), valve seat (23) shifts
more slowly than plunger (24). The contact between
plunger (24) and valve seat (23) is no longer
maintained. The oil pressure in passage (20) forces
ball (33) against the valve seat (23). Now, the oil
flow from passage (8) through passage (31) to
passage (10) is blocked by ball (33).
 147
Hydraulic System
Systems Operation Section

g00698994
Illustration 143
Anti-reaction valve (reverse rotation)
(3) Anti-reaction valve (15) Passage (25) Spring
(4) Anti-reaction valve (16) Plunger (27) Orifice
(5) Motor rotary group (17) Passage (26) Piston
(7) Port (18) Spring (28) Valve chamber
(8) Passage (19) Piston chamber (29) Passage
(9) Passage (20) Passage (30) Ball
(10) Passage (21) Spring chamber (31) Passage
(11) Port (22) Spring (32) Orifice
(13) Spring (23) Valve seat (33) Ball
(14) Valve seat (24) Plunger (35) Valve chamber

When motor rotary group (5) is slightly rotated in In anti-reaction valve (3), plunger (24) and valve
the reverse direction due to the gear backlash, oil seat (23) separate from each other. Ball (33) is
pressure in passage (10) increases and oil pressure forced against plunger (24) by the pressure oil in
in passage (8) decreases. Anti-reaction valves (3) passage (10). Oil can now flow from passage (10)
and (4) function in order to stop the swing movement through passages (20) and (31) to passage (8).
of the upper structure with a slight reversed motion.
The increased oil pressure in passage (10) causes
a shock load. The absorption of the shock load is
described in the following manner.
148
Hydraulic System
Systems Operation Section

In anti-reaction valve (4), plunger (16) and valve

seat (14) separate from each other. Ball (30) is
forced against valve seat (14) by the pressure oil
in passage (29). The flow of oil from passage (10)
through passage (9) to passage (8) is blocked.

The oil pressure in passage (10) decreases and the

rotation of motor rotary group (5) is prevented. The
swing movement is gradually stopped.

i01638903

Swing Drive
SMCS Code: 5459

g00849952
Illustration 144
Swing drive
(1) First stage planetary carrier (6) Roller bearing (12) Second stage sun gear
(2) First stage planetary gear (7) Roller bearing (14) Housing
(3) Second stage planetary carrier (8) Pinion shaft (15) Bearing gear (swing gear)
(4) Ring gear (10) Shaft (swing motor)
(5) Second stage planetary gear (11) First stage sun gear

The swing drive consists of a series of planetary The swing drive is divided into the following two
gears. The planetary gears reduce the rotational groups :
speed of the swing motor. The swing motor is bolted
to the top of the swing drive. The swing drive is
bolted to the upper structure. The teeth of the swing
drive output pinion shaft (8) engage with bearing
gear (15) of the swing bearing. The pinion shaft (8)
rotates around bearing gear (15). This causes the
machine to swing. Bearing gear (15) is attached to
the lower structure.
 149
Hydraulic System
Systems Operation Section

• The first group is a double reducer of motor

speed. The components of the first stage
reduction are first stage sun gear (11), first stage
planetary gears (2), ring gear (4) and first stage
planetary carrier (1). The components of the
second stage reduction are second stage sun
gear (12), second stage planetary gear (5), ring
gear (4) and second stage planetary carrier (3).

• The second group is the group for reduced

output speed of the motor. The components of the
second group are roller bearing (6), roller bearing
(7) and pinion shaft (8). The roller bearings are
installed in housing (14) and the roller bearings
support pinion shaft (8).

The swing speed is reduced by a ratio of teeth

on the sun gear to ring gear teeth by planetary
reduction. Since the sun gear is inside of the
ring gear, the swing drive is more compact than
reduction units with external teeth.

g00848160
Illustration 145
Operation of the first stage planetary assembly
(1) First stage planetary carrier (4) Ring gear (16) Shaft (first stage planetary gear)
(2) First stage planetary gear (11) First stage sun gear

Swing motor output shaft (10) is splined to first

stage sun gear (11). First stage planetary gears
(2) of first stage planetary carrier (1) mesh with
first stage sun gear (11). When first stage sun
gear (11) rotates counterclockwise, first stage
planetary gears (2) rotate in a clockwise direction
on shafts (16). First stage planetary gears (2) move
counterclockwise around ring gear (4). Ring gear
(4) is bolted to housing (14). First stage planetary
carrier (1) rotates counterclockwise.
150
Hydraulic System
Systems Operation Section

Illustration 146
Swing drive
(1) First stage planetary carrier
(2) First stage planetary gear
(3) Second stage planetary carrier
(4) Ring gear
g00674912
(5) Second stage planetary gear (11) First stage sun gear
(6) Roller bearing (12) Second stage sun gear
(7) Roller bearing (17) Inner circumference of carrier
(8) Pinion shaft

Splines on inner circumference (17) of first stage

planetary carrier (1) engage with the splines on
second stage sun gear (12). This causes second
stage sun gear (12) to rotate counterclockwise
when the first stage planetary carrier rotates.
Second stage planetary gears (5) turn clockwise
on the shafts and second stage planetary gears
(5) move in a counterclockwise direction around
ring gear (4). Second stage planetary carrier (3)
turns counterclockwise around ring gear (4). The
splines on the inner circumference of second stage
planetary carrier (3) engage with the splines of
pinion shaft (8). When the second stage planetary
carrier turns clockwise, pinion shaft (8) rotates
counterclockwise.

g00766951
Illustration 147
Rotation of pinion shaft
(8) Pinion shaft
(15) Bearing gear (swing bearing)
(18) Position of moving pinion shaft
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Pinion shaft (8) engages with bearing gear (15)

on the inner circumference of the swing bearing.
Bearing gear (15) is bolted to the lower structure.
As pinion shaft (8) rotates counterclockwise, pinion
shaft (8) moves in a clockwise direction around
bearing gear (15). The upper structure also rotates
in a clockwise direction around bearing gear (15).
This causes the upper structure to swing to the right
(clockwise rotation).

Return System
i01631239

Return Hydraulic System

SMCS Code: 5050-RJ

g00845361
Illustration 148
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Hydraulic System
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(1) Swing motor (11) Center bypass passage (21) Idler pump
(2) Travel motors (12) Negative flow control orifice (22) Pilot pump
(3) Case drain line (13) Negative flow control orifice (23) Case drain filter
(4) Case drain line (14) Case drain line (24) Bypass check valve
(5) Makeup line (makeup oil to swing motor) (15) Center bypass passage (25) Hydraulic tank
(6) Return line (16) Return line (26) Case drain line
(7) Return passage (17) Slow return check valve (27) Suction line
(8) Return line (18) Hydraulic oil cooler (28) Fan pump
(9) Return passage (19) Return filter
(10) Main control valve (20) Drive pump

The oil delivery from idler pump (21) and drive Makeup line (5) will route return oil to the inlet port
pump (20) enters main control valve (10). The oil of the swing motor if a vacuum condition occurs at
then flows to return passage (7) and return line (6) the swing motor during swing stop.
in one of the following manners.
For more information concerning the makeup
When all joysticks and/or travel levers/pedals are in operation of the return hydraulic system at the swing
the NEUTRAL position, pump low pressure standby motor, refer to the following sections in this manual.
oil from idler pump (21) flows through center bypass
passage (11) and negative flow control orifice (12) • Systems Operation, “Check Valve (Return
to return line (6). Pump low pressure standby oil Makeup)”
from drive pump (20) flows through center bypass
passage (15) and negative flow control orifice (13) • Systems Operation, “Oil Makeup (Swing System)”
to return line (8).
• Systems Operation, “Relief Valve (Swing)”
When any one of the joysticks and/or travel
levers/pedals is shifted from the NEUTRAL position,
i01636179
center bypass passages (11) and (15) are blocked.
The return oil from the cylinders and/or motors now
flows through return passage (9) to return line (8).
Check Valve (Return Makeup)
(Slow Return Check Valve)
The return oil from return line (6) and return line (8)
flows through return line (16) and slow return check SMCS Code: 5067; 5080
valve (17).

When the oil temperature is very low , most of the

oil is returned through bypass check valve (24) to
hydraulic tank (25). The remainder of the oil flows
into oil cooler (18) and return filter (19) to hydraulic
tank (25).

When the oil temperature increases, the rate of oil

flow through bypass check valve (24) decreases.
This causes the rate of oil flow through oil cooler
(18) to increase.

Reference: For more information concerning the

bypass check valve, refer to Systems Operation, g00847520
“Bypass Valve (Return)”. Illustration 149
Main control valve compartment (return circuit)
Case drain oil from idler pump (21), drive pump (5) Makeup line (makeup oil to swing motor)
(20), pilot pump (22), and fan pump (28) flows into (10) Main control valve
case drain line (26). Case drain oil from swing (17) Slow return check valve
(29) Inlet line to oil cooler (18)
motor (1) and travel motors (2) flows into respective
case drain lines (3) and (4). The case drain oil from
the motors flows through case drain line (14) and
combines with the case drain oil from the pumps at
case drain line (26). All of the case drain oil from
the pumps and the motors now flows through case
drain filter (23) to hydraulic tank (25).
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Hydraulic System
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Illustration 150
Slow return check valve and bypass check valve
(5) Makeup line (makeup oil to swing motor)
(16) Return line
(17) Slow return check valve
(24) Bypass check valve
g00847532
(28) Check valve
(29) Inlet line to oil cooler (18)
(30) Return line to bypass check valve
(33) Return line (return flow to return filter)

Slow return check valve (17) is contained in check i01636180

valve (28). Slow return check valve (17) is located
between the main control valves and the hydraulic Bypass Valve (Return)
tank in the return circuit. The slow return check
valve restricts the return oil flow. This restriction
(Bypass Check Valve)
causes a pressure increase in return line (16) and SMCS Code: 5071
makeup line (5).

If cavitation occurs in the swing motor, oil from return

line (16) flows into makeup line (5). This makeup oil
is supplied to the inlet port of the swing motor in
order to prevent cavitation in the swing motor.

Note: For more information on the makeup

operation, refer to System Operation, “Oil Makeup
(Swing System)”.

The return oil flow through slow return check valve

(17) is divided into two flow paths. A portion of the
oil flows through inlet line (29) to the hydraulic oil
cooler. The cooled oil from the hydraulic oil cooler
g00849905
flows through return line (30) and the return filter Illustration 151
to the hydraulic tank. The remainder of the oil flow (19) Return filter
from slow return check valve (17 ) flows through (25) Hydraulic tank
bypass check valve (24) and the return filter to (33) Return line
the hydraulic tank. Bypass check valve (24) is
contained in check valve (28).
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Hydraulic System
Systems Operation Section

Illustration 152
Slow return check valve and bypass check valve
(5) Makeup line (makeup oil to swing motor)
(16) Return line
(17) Slow return check valve
(24) Bypass check valve
g00847532
(28) Check valve
(29) Inlet line to hydraulic oil cooler (18)
(30) Return line to bypass check valve
(33) Return line (return flow to return filter)

The return oil flow through slow return check valve

(17) is divided into two flow paths. A portion of
the oil flows through inlet line (29) to the hydraulic
oil cooler and the remainder of the return oil flows
through bypass check valve (24).

When the temperature of the return oil in inlet line

(29) is very low, the viscosity of the oil is high. The
flow resistance of the return oil in inlet line (29) is
high. Thus, the pressure of the return oil is high.

As a result of the high pressure of the return oil,

bypass check valve (24) opens. Most of the return
oil flows through bypass check valve (24), return
line (33) and return filter (19) to hydraulic tank (25).
The remainder of the oil flows through inlet line (29)
to the hydraulic oil cooler. Since a small amount of
the return oil flows to the oil cooler, the temperature
of the oil increases.

As the oil temperature increases, the return oil

pressure decreases. Bypass check valve (24)
begins to close. A greater portion of the return oil
flows to the hydraulic oil cooler. Bypass check valve
(24) maintains the hydraulic oil at the optimum
operating temperature.
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Hydraulic System
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i01636181

Hydraulic Tank and Filter

SMCS Code: 5056; 5068

g00820890
Illustration 153
(19) Return filter (36) Tank chamber (40) Port
(25) Hydraulic tank (37) Suction filter (41) Relief valve
(34) Element (38) Line (42) Passage
(35) Return chamber (39) Suction line

The return oil from the hydraulic oil cooler flows

through port (40) and passage (42) to return
chamber (35).

Return filter (19) consists of element (30) and relief

valve (41). The return filter is mounted on the rear
surface of the hydraulic tank.

The return oil passes through element (34) of return

filter (19). The return oil then flows through line (38)
to hydraulic tank (25). Thereafter, the oil passes
through suction filter (37) and the oil is delivered to
the pumps through suction line (39).

g00846941
Illustration 154
(43) Air breather

Air breather (43) is located on the upper surface

of the hydraulic tank. The air breather prevents
an increase or a decrease of air pressure in
the hydraulic tank regardless of the following
circumstances :
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Hydraulic System
Systems Operation Section

• Change of air pressure in the hydraulic tank due i01644309

to cylinder movement.
Hydraulic Oil Cooler
• Change of air pressure in the hydraulic tank
capacity due to a temperature change. SMCS Code: 1374

i01636182

Oil Filter (Return)

(Case Drain Filter)
SMCS Code: 5068-RJ

g00849886
Illustration 156
(18) Hydraulic oil cooler

The hydraulic oil cooler is mounted in the

compartment behind the cab. A portion of the return
oil from the main control valves flows through the
bypass check valve and flows through the inlet line
to hydraulic oil cooler (18). The hydraulic oil that
g00846942
Illustration 155 is cooled by the hydraulic oil cooler flows through
Case drain filter the outlet line, the return line and the return filter to
the hydraulic tank.
The case drain filter receives case drain oil from
the following components.
i01636216

• Right travel motor Gear Pump (Fan Motor)

• Left travel motor SMCS Code: 506G

• Swing motor
• Main hydraulic pump (idler pump and drive
pump)

• Fan motor
Case drain oil flow from the right travel motor, the
left travel motor and the swing motor are combined
at the swivel. The case drain oil flow from these
components then flows to the case drain filter. The
case drain oil from the main hydraulic pump and
the fan motor also flows to the case drain filter.
Return oil then flows from the case drain filter to
g00846983
the hydraulic tank. Illustration 157
Engine compartment (rear)
(34) Fan pump
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Hydraulic System
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g00846985
Illustration 158
Hydraulic oil cooler compartment
(28) Line (case drain)
(29) Line (inlet)
(30) Line (outlet)
(31) Fan motor

g00846987
Illustration 159
Pump compartment
(25) Relief valve (fan pump)

The fan pump is a gear type pump that supplies

oil flow to the hydraulic oil cooling system. The fan
pump is mechanically connected to the engine.
The pump delivery rate with load is approximately
26 L/min (6.9 US gpm).

This machine uses a separate cooling pump and

a separate fan motor for the hydraulic oil cooling
system. The cooling system cools the hydraulic oil.

Hydraulic oil is supplied by fan pump (34) to fan

motor (31) through line (29). Delivery pressure from
fan pump (34) is limited by relief valve (35).

Reference
i01489530

Graphic Color Codes

SMCS Code: 5050
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g00774089
Illustration 160
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Index
A H

Accumulator (Pilot) ................................................ 19 Hydraulic Filter (Pilot) ............................................ 17

Hydraulic Oil Cooler............................................. 156
Hydraulic Tank and Filter ..................................... 155
B

Boom Drift Reduction Valve................................... 73 I

Boom Lower....................................................... 75
Boom Raise ....................................................... 74
Boom Hydraulic System ........................................ 63
Boom Lower....................................................... 69
Boom Priority ..................................................... 67
Boom Raise (High Speed) ................................. 63
Boom Raise (Low Speed) .................................. 66
Boom Regeneration Valve ................................. 72
Boom System ........................................................ 63
Bucket Hydraulic System....................................... 86
Bucket System....................................................... 86
Bypass Valve (Return) (Bypass Check Valve)..... 153
C Main Hydraulic System............................................ 4
Check Valve (Load) ............................................... 53
Check Valve (Return Makeup) (Slow Return Check
Valve)................................................................. 152
Cylinders................................................................ 90
Cylinders (Boom, Stick and Bucket) ...................... 90
Important Safety Information ................................... 2
M
Main Control Valve ................................................ 38
Individual Valve Operation ................................. 46
Introduction ........................................................ 43
Main Control Valve Operation in NEUTRAL
Position ............................................................ 45
Main Hydraulic Pump ............................................ 28
Construction....................................................... 28
Main Pump Operation ........................................ 29
Hydraulic Pump Flow and Pressure Control
System ............................................................... 7
Main Hydraulic Schematic ................................... 4
N

Negative Flow Control System .............................. 55

D Fine Control Operation....................................... 61
Introduction ........................................................ 55
Displacement Change Valve ............................... 106 Relief Valve (Negative Flow Control) ................. 63
Large Displacement Change Operation........... 108
Small Displacement Change Operation........... 106
O

E Oil Filter (Return) (Case Drain Filter) .................. 156

Oil Makeup (Swing System) ................................ 140
Electronic Control System ....................................... 9 Oil Makeup (Travel System)................................. 116

F P

Final Drive ........................................................... 117 Pilot Hydraulic System........................................... 10

Operation ......................................................... 119 Automatic Travel Speed Change Valve .............. 17
Boom Priority ..................................................... 17
Pilot Control Valve Circuits................................. 16
G Pilot Oil Circuit ................................................... 14
Power Shift Pressure System ............................ 15
Gear Pump (Fan Motor) ...................................... 156 Pressure Switch Circuits .................................... 16
Gear Pump (Pilot).................................................. 17 Straight Travel Valve Circuit ............................... 16
General Information................................................. 4 Swing Parking Brake.......................................... 16
Graphic Color Codes ........................................... 157 Swing Priority..................................................... 17
Pilot System........................................................... 10
Pilot Valve (Joystick).............................................. 23
Pilot Valve (Swing Parking Brake) ....................... 134
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Hydraulic System
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Pilot Valve (Travel and Steering)............................ 98 Travel Motor ......................................................... 100

Pump Control (Main Hydraulic) ............................. 31 Travel Parking Brake............................................ 103
Main Pump Regulator ........................................ 31 Travel System ........................................................ 91
Pressure/Flow Characteristic Curves................. 38
Regulator Operation........................................... 33
Pump System ........................................................ 28

Reference ............................................................ 157

Relief Valve (Cushion Crossover) (Anti-Reaction
Valves) ............................................................... 141
Relief Valve (Line) ................................................. 50
Relief Valve (Main) ................................................ 48
Closed Position .................................................. 49
Open Position .................................................... 50
Relief Valve (Pilot) ................................................. 18
Relief Valve (Swing) ............................................ 137
Return Hydraulic System..................................... 151
Return System..................................................... 151

Solenoid Valve (Hydraulic Activation) .................... 21

Solenoid Valve (Proportional Reducing) (Power Shift
System)................................................................ 26
Stick Drift Reduction Valve .................................... 84
Stick In ............................................................... 86
Stick Out ............................................................ 85
Stick Hydraulic System.......................................... 75
Stick In ............................................................... 77
Stick Out ............................................................ 75
Stick Regeneration Valve ................................... 82
Stick Unloading Valve ........................................ 83
Stick System.......................................................... 75
Swing Drive ......................................................... 148
Swing Hydraulic System...................................... 122
Swing Priority................................................... 126
Swing Motor......................................................... 132
Swing System...................................................... 122
Swivel .................................................................. 120
Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
Travel Counterbalance Valve ............................... 109
Counterbalance Valve Operation During Level
Travel.............................................................. 110
Counterbalance Valve Operation During Slope
Travel.............................................................. 112
Operation Of Travel Crossover Relief Valves During
Machine Stop ................................................. 114
Travel Parking Brake Operation ....................... 116
Travel Hydraulic System ........................................ 91
Automatic Travel Speed Change........................ 98
Forward Travel.................................................... 93
HIGH SPEED..................................................... 97
LOW SPEED...................................................... 96
Travel Control ..................................................... 91
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