RENR3816-05

December 2002

Systems Operation
320C Excavator Hydraulic System
BEA1-Up (Machine) BBL1-Up (Machine)
FBA1-Up (Machine) EGL1-Up (Machine)
GAA1-Up (Machine) BCN1-Up (Machine)
GHA1-Up (Machine) SBN1-Up (Machine)
GLA1-Up (Machine) BER1-Up (Machine)
MAA1-Up (Machine) BPR1-Up (Machine)
PAA1-Up (Machine) RAW1-Up (Machine)
ANB1-Up (Machine) BRX1-Up (Machine)
BCB1-Up (Machine)
BDB1-Up (Machine)
MAB1-Up (Machine)
PAB1-Up (Machine)
AMC1-Up (Machine)
BBC1-Up (Machine)
BDC1-Up (Machine)
FBC1-Up (Machine)
GAC1-Up (Machine)
HBC1-Up (Machine)
CCD1-Up (Machine)
BDE1-Up (Machine)
ALF1-Up (Machine)
BEF1-Up (Machine)
DBG1-Up (Machine)
JTG1-Up (Machine)
AKH1-Up (Machine)
 i01658146

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.

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 Pilot Valve (Travel) ..............................................

Travel Motor .......................................................
145
147
Travel Parking Brake ........................................... 150
Displacement Change Valve .............................. 153
Systems Operation Section Travel Counterbalance Valve .............................. 157
Oil Makeup (Travel System) ................................ 164
General Information
Control Valve (Straight Travel) ............................ 165
General Information ................................................ 4
Pilot Valve (Straight Travel) ................................. 167
Main Hydraulic System ........................................... 4
Final Drive .......................................................... 170
Electronic Control System ..................................... 9
Swivel ................................................................ 173
Pilot System
Return System
Pilot Hydraulic System .......................................... 10
Return Hydraulic System .................................... 175
Gear Pump (Pilot) ................................................. 18
Check Valve (Return Makeup) (Slow Return Check
Hydraulic Filter (Pilot) ........................................... 18
Valve) ................................................................ 177
Relief Valve (Pilot) ................................................. 19
Bypass Valve (Return) (Bypass Check Valve) .... 178
Accumulator (Pilot) ............................................... 19
Hydraulic Tank and Filter ................................... 180
Solenoid Valve (Hydraulic Activation) ................... 21
Oil Filter (Return) (Case Drain Filter) .................. 181
Pilot Valve (Joystick) ............................................. 23
Hydraulic Oil Cooler ........................................... 181
Solenoid Valve (Proportional Reducing) (Power Shift
System) ............................................................... 25
Work Tool Systems
Medium Pressure Hydraulic System ................... 181
Main Pump System
Main Hydraulic Pump ........................................... 27
Reference
Pump Control (Main Hydraulic) (Main Pump
Graphic Color Codes .......................................... 183
Regulator) ........................................................... 29

Main Control Valve Index Section

Main Control Valve ............................................... 38
Negative Flow Control System .............................. 47 Index ................................................................... 185
Relief Valve (Main) ................................................ 54
Relief Valve (Line) ................................................. 56
Check Valve (Load) ............................................... 59

Boom System
Boom Hydraulic System ....................................... 61
SmartBoom Hydraulic System .............................. 71
Boom Drift Reduction Valve .................................. 85
Control Valve (Boom Lowering) ............................ 87

Stick System
Stick Hydraulic System ......................................... 91
Stick Drift Reduction Valve .................................. 100

Bucket System
Bucket Hydraulic System .................................... 102

Cylinders
Cylinders (Boom, Stick and Bucket) ................... 106

Swing System
Swing Hydraulic System ..................................... 107
Swing Motor ....................................................... 116
Pilot Valve (Swing Parking Brake) ....................... 118
Relief Valve (Swing) ............................................ 122
Oil Makeup (Swing System) ............................... 125
Relief Valve (Cushion Crossover) (Anti-Reaction
Valves) .............................................................. 126
Solenoid Valve (Fine Swing) ............................... 133
Swing Drive ........................................................ 135

Travel System
Travel Hydraulic System ..................................... 138
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.

i01489532

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

g00773987
Illustration 1
 7
Hydraulic System
Systems Operation Section

(1) Swing motor • The main hydraulic system controls the cylinders,
(2) Left travel motor the travel motors and the swing motor.
(3) Right travel motor
(4) Stick cylinder
(5) Travel brake valve (left) • The pilot hydraulic system supplies oil to the main
(6) Travel brake valve (right) pumps, the main control valve, the swing brake
(7) Bucket cylinder and the travel motors.
(8) Boom cylinder
(9) Swivel
(10) Pilot control valve (travel) • The electronic control system controls the outputs
(11) Stick drift reduction valve of the engine and pump.
(12) Main control valve
(13) Boom drift reduction valve The main hydraulic system delivers oil flow from
(14) Pressure switch right pump (32) and left pump (26) in order to
(15) Pressure switch
(16) Pilot control valve (swing and stick) control the following components: bucket cylinder
(17) Pilot control valve (boom and bucket) (7), stick cylinder (4), boom cylinders (8), right travel
(18) Main relief valve motor (3), left travel motor (2), and swing motor (1).
(19) Pressure switch
(20) Accumulator
(21) Reducing valve (boom priority mode or swing priority mode)
(22) Pressure sensor (left pump)
(23) Swing parking brake solenoid valve
(24) Valve
(25) Solenoid valve (hydraulic activation)
(26) Left 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) Right pump (view from shaft end)
(33) Pilot pump
(34) Slow return check valve
(35) Bypass check valve
(36) Pressure sensor (right pump)
(37) Proportional reducing valve (power shift pressure) g00747481
(38) Oil cooler Illustration 3
(39) Return filter Main control valve
(40) Hydraulic tank
(18) Main relief valve
(43) Right control valve body
(44) Left control valve body
Hydraulic Pump Flow and Pressure
Control System Right pump (32) and left pump (26) are variable
displacement piston pumps. The performance of
both pumps is equal.

Right pump (32) is directly connected to the engine

by a flexible coupling. The right pump delivers oil to
the right control valve body (43) of the main control
valve. Left pump (26) is mechanically connected
to the right pump through gears. The left pump
delivers oil to the left control valve body (44) of
the main control valve. Gear type pilot pump (33)
supplies oil to the pilot hydraulic system. Gear type
pilot pump (33) is directly connected to right pump
(32) by a coupling. All engine output is used to
drive these three pumps.
g00673707
Illustration 2 As the load pressure increases during working
Pump compartment conditions, the main pumps increase the delivery
(26) Left pump pressure and the pumps decrease the flow rate.
(32) Right pump The hydraulic horsepower remains constant even
(33) Pilot pump though the delivery pressure and the flow rates
(37) Proportional reducing valve (power shift pressure) change. The hydraulic horsepower is approximately
(41) Delivery line (right pump)
(42) Delivery line (left pump) identical to the engine horsepower.

This machine is driven and controlled by the

following systems.
8
Hydraulic System
Systems Operation Section
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).
g00680656
Illustration 4
Cab
(45) Monitor panel
(46) Joystick (stick and swing)
(47) Joystick (boom and bucket)
(48) Left travel lever/pedal
(49) Right travel lever/pedal
(50) 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 (46), joystick (47), left travel
lever/pedal (48) and/or right travel lever/pedal
(49) 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 right pump (32) or left 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 right
pump regulator in order to regulate the power
shift pressure. The power shift pressure controls
the output flow of right pump (32) and left 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.
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”.

Electronic Control System
SMCS Code: 1900
Illustration 5
(1) Engine and pump controller
(2) Fuse panel
(3) Engine
(4) Governor lever
(5) Main pumps
(6) Battery
(7) Engine start switch
(8) Engine speed sensor
(9) Backup switch
(10) Governor actuator
(11) Feedback sensor
(12) Monitor
(13) Action alarm
(14) Engine speed dial
(15) Switch panel
i01859402
(16) Engine coolant temperature sensor
(17) Hydraulic oil temperature sensor
(18) Fuel level sensor
(19) Alternator
(20) Engine oil pressure sensor
(21) Manual low idle switch
(22) Engine oil level switch
(23) Hydraulic oil level switch
(24) Water separator
(25) Implement/swing pressure switch
(26) Right travel pressure switch
(27) Left travel pressure switch
(28) Straight travel pressure switch
(29) Right pump pressure sensor
(30) Left pump pressure sensor
9
Hydraulic System
Systems Operation Section
g00902442
(31) Power shift solenoid
(32) Straight travel speed solenoid valve
(33) Travel speed solenoid valve
(34) Swing parking brake solenoid valve
(35) Travel alarm
(36) Air heater indicator
(37) Restricted air filter switch
(38) Restricted hydraulic return filter
indicator
(39) Engine coolant level switch
(40) Pressure switch (attachment pump)
(41) Attachment pedal pressure switch (1)
(42) Attachment pedal pressure switch (2)
(43) Proportional reducing valve for auxiliary
hydraulics
10
Hydraulic System
Systems Operation Section
g00673776
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
i01829291
Pilot Hydraulic System
SMCS Code: 5050-PS
 11
Hydraulic System
Systems Operation Section
12
Hydraulic System
Systems Operation Section

g00774010
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 the stick and swing)
(23) Pilot line (pilot oil to pilot control valve for the 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) Left 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) Right 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 the 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) Left pump (68) Engine and pump controller
(58) Right pump (69) Monitor
(63) Proportional reducing valve (PS (70) Engine speed dial
pressure) (71) Right pump pressure sensor
(59) Pilot pump (72) Left 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
• Right pump pressure sensor (71)
• Left 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 right pump regulator. The
proportional reducing valve assists in controlling the
output flow of right pump (58) and left pump (49).
15
Hydraulic System
Systems Operation Section
g00746518
(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 right 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 right pump regulator and
through the left pump regulator. The output flow of
right pump (58) and left 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 right pump and the left 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 Table 1

shift pressure. An increase in power shift pressure Machine
causes destroke condition of the right pump and Pilot line Control Valve
Operation
the left pump. The maximum allowable hydraulic
power output is decreased. (76) Boom I control BOOM LOWER
valve
An increase in engine speed decreases the power (77) Bucket control BUCKET
shift pressure. A decrease in power shift pressure valve CLOSE
causes an upstroke condition of the right pump and
the left pump. The maximum allowable hydraulic (78) Swing control SWING LEFT
valve
power output is increased.
(79) Boom II control BOOM RAISE
Note: For more information concerning the operation valve
of the engine and pump controller, refer to Systems
(80) Stick II control STICK IN
Operation/Testing and Adjusting, “Engine and Pump valve
Electronic Control System”.
(81) Right travel REVERSE
control valve RIGHT TRAVEL
Pilot Control Valve Circuits
(82) Left travel control REVERSE LEFT
Oil from pilot pump (59) flows through pilot line (66), valve TRAVEL
pilot filter (61) and pilot line (60) to pilot manifold (83) Stick I control STICK IN
(51). When the hydraulic activation control lever is valve
shifted to the UNLOCKED position, the engine and
pump controller energizes the hydraulic activation
solenoid valve (54). The pilot oil then shifts valve Pilot oil from the pilot control valves flows through
(46). The pilot oil now flows through valve (46) and pilot lines to the ports on the bottom of the main
pilot line (43). The pilot oil now flows to pilot control control valve in order to perform the opposite
valves (5), (25) and (26) for implements, swing and operation.
travel in order to perform machine operations. When
the joysticks and/or travel levers/pedals are moved, The following example is given for the BOOM
the pilot oil flows to main control valve (11) in order LOWER operation and the BOOM RAISE operation.
to control the machine functions. 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 right
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

g00932058
Illustration 11
Pilot lines at the main control valve (top view)
When joystick (25) and/or joystick (26) 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 11 and Table 1 for the location
of the pilot lines and machine operations.
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
During combined operations of BOOM RAISE and
STICK IN, the pilot oil pressure in pilot line (36)
and pilot line (38) activates the pressure reducing
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 left 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”.
Automatic Travel Speed Change
Valve
Pilot oil in passage (56) flows to travel speed
solenoid valve (52). When the travel speed switch
on the right console is set at the HIGH SPEED
position, the travel speed solenoid valve opens.
This allows pilot oil to flow through travel speed
solenoid valve (52) and through line (41). The
oil then flows to the displacement change valve
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
speed is maintained at the HIGH SPEED position.
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”.
18
Hydraulic System
Systems Operation Section

i01858436

Gear Pump (Pilot)

SMCS Code: 5073; 5085

g00673419
Illustration 12
Pilot pump

The pilot pump is a gear type pump that supplies

oil flow to the pilot system. The pilot pump is
mechanically connected to the right pump. The
pump delivery rate with load is approximately
32 L/min (8.4 US gpm).
g00681502
Illustration 14
(1) Pilot oil filter
i01267633
(2) Filter element
Hydraulic Filter (Pilot) (3) Bypass relief valve

Filter element (2) in pilot oil filter (1) removes

SMCS Code: 5068; 5092
contaminants from the pilot oil.

If the pilot oil is extremely cold or if the flow of pilot

oil through filter element (2) becomes restricted by
contaminants, the oil bypasses filter element (2)
through bypass relief valve (3). Bypass relief valve
(3) is built into the base for the pilot oil filter.

g00673455
Illustration 13
(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.
 19
Hydraulic System
Systems Operation Section

i01429869 i01286470

Relief Valve (Pilot) Accumulator (Pilot)

SMCS Code: 5072 SMCS Code: 5077

g00673505
Illustration 15
(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
pressure in the pilot system. The pilot relief valve
setting is adjustable.
The pilot oil flows from the pilot pump to inlet
port (1). When the pressure in the pilot oil system
reaches the pressure setting of pilot relief valve (2),
part of the pilot oil flow is returned to the hydraulic
tank through port (3). The pressure of the pilot
system oil in outlet lines (4) is equal to the pressure
setting of the pilot relief valve.
Reference: For more information concerning the pilot
relief valve setting, refer to Testing and Adjusting,
“Relief Valve (Pilot) - Test and Adjust”.
g00681745
Illustration 16
(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 17
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 21
(3) Hydraulic activation control lever
(4) Limit switch
(5) Plunger
(6) Box

g00681573
Illustration 18
Pilot oil manifold
(1) Pilot oil manifold
(2) Hydraulic activation solenoid valve

g00773160
Illustration 22
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 19
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 20 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 23
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 24
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 i01798375

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 25
Cab
(1) Joystick (left)
(2) Joystick (right)

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.
24
Hydraulic System
Systems Operation Section

g00747093
Illustration 26
Pilot control valve
(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 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.
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.

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.
When the joystick is released, the joystick will return
to the NEUTRAL position due to the force of spring
(12).
i01579527
Solenoid Valve (Proportional
Reducing)
(Power Shift System)
SMCS Code: 5479
g00820102
Illustration 27
Proportional reducing valve (power shift solenoid)
(1) Solenoid
(3) Body (right pump regulator)
(9) Line (pilot oil flow)
25
Hydraulic System
Systems Operation Section
The proportional reducing valve for the power shift
pressure is located on the right pump regulator.
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 right pump and the left pump. The
output flow of the right pump and the left pump
is controlled in accordance with the power shift
pressure. The power shift pressure is used to control
the maximum allowable hydraulic pump output.
g00678718
Illustration 28
Proportional reducing valve (increase in PWM signal)
(1) Solenoid
(2) Spring
(3) Body (right pump regulator)
(4) Spool
(5) Passage (return oil flow)
(6) Passage (power shift pressure to pump regulators)
(7) Spool chamber
(8) Passage (pilot oil flow)
A decrease in engine speed causes an increase in
power shift pressure and a decrease in pump flow.
26
Hydraulic System
Systems Operation Section
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 right pump regulator and
the left pump regulator. The right pump and the left
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) Body (right pump regulator)
(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.
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
right pump regulator and the left pump regulator
causes the right pump and the left pump to move
to an upstroke position. The right pump and the left
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”.
Main Pump System
i01859476
Main Hydraulic Pump
SMCS Code: 5070-MV
 27
Hydraulic System
Systems Operation Section

Construction

g00875232
Illustration 30
Main pumps
(1) Proportional reducing valve (power shift (7) Port (power shift pressure for right pump) (14) Inlet port (supply oil from the hydraulic
pressure) (8) Port (pilot oil to proportional reducing tank)
(2) Case drain port valve) (15) Left pump
(3) Outlet port (right pump) (9) Housing (16) Port (power shift pressure for left pump)
(4) Outlet port (left pump) (10) Port (pressure sensor) (17) Port (negative flow control pressure for
(5) Outlet port (pilot pressure) (11) Inlet port (pilot pump) right pump)
(6) Port (negative flow control pressure for (12) Port (pressure sensor) (71) Pilot pump
right pump) (13) Right pump

The main pumps consist of right pump (13) and
left pump (15). The right pump and the left pump
are contained in an integral housing. Both pumps
are variable displacement piston pumps. The right
pump and the left pump are identical in construction
and operation.
Supply oil from the hydraulic tank enters inlet port
(14). The single inlet port is common to both pumps.
The right pump delivers oil through outlet port (3).
The left pump delivers oil through outlet port (4).
Supply oil for pilot pump (71) enters through inlet
port (11). The pilot pump delivers oil through outlet
port (5).
Both the right pump and the left pump have a
regulator as part of the pump control system. The
flow control of the pumps is performed by the
operation of the regulators. The control system is
identical for both pumps.
Proportional reducing valve (1) for the power shift
pressure is located in the right pump regulator.
The proportional reducing valve is controlled by
the engine and pump controller. The proportional
reducing valve controls the power shift signal for
both the right pump and the left pump.
Negative flow control pressure from the main control
valve enters the right pump regulator at port (6).
Negative flow control pressure from the main control
valve enters the left pump regulator at port (17).
28
Hydraulic System
Systems Operation Section

Case drain oil from the pump housing flows from

port (2) to the case drain filter.

Operation

g00680303
Illustration 31
Main pumps (sectional view)
(4) Outlet port (left pump) (20) Swashplate (27) Piston
(9) Housing (21) Drive shaft (28) Barrel
(14) Inlet port (supply oil from the hydraulic (22) Gear (29) Port plate
tank) (23) Plate (30) Passage
(15) Left pump (24) Retainer (70) Port block
(18) Gear (25) Piston slipper (71) Pilot pump
(19) Drive shaft (26) Pin

Gear (22) of drive shaft (21) meshes with gear
(18) of drive shaft (19). Gear (18) and gear (19)
have the same number of teeth. Drive shaft (21) of
right pump (13) is connected to the engine by a
coupling. When the engine is running, drive shaft
(19) and drive shaft (21) rotate at the same speed.
Therefore, right pump (13) and left pump (15) rotate
at the same speed.
Barrel (28) contains nine pistons (27). Piston
slippers (25) are connected to pistons (27) by
retainers (24). The piston slippers are pressed
against plate (23). Plate (23) lies on swashplate
(20). Barrel (28) is splined to drive shaft (21). As
drive shaft (21) rotates, the barrel, the pistons and
the piston slippers rotate around swashplate (20).
 29
Hydraulic System
Systems Operation Section

The angle of swashplate (20) determines the Reference: For more information concerning the
length of stroke of piston (27). As the angle of the negative flow control operation at the main control
swashplate increases, the length of stroke of the valve, refer to Systems Operation, “Negative Flow
pistons increases and the output flow of the pump Control”.
increases. As piston slipper (25) rotates around the
swashplate, the piston moves out of barrel (28). The
piston draws oil from passage (30) of port plate
(29) during this movement. As the piston slipper
continues to rotate around the swashplate, the
piston moves into the barrel. The piston delivers
oil to outlet port (5) during this movement. The oil
delivery from ports (4) and (5) flows to the main
control valve.

i01859503

Pump Control (Main Hydraulic)

(Main Pump Regulator)
SMCS Code: 3222; 5070; 5086

Operation
The regulators for the right pump and the left
g00687567
pump are identical in construction and operation. Illustration 32
The following description is given for the left pump P-Q characteristic curve
regulator. (A) Pressure/flow point (destroke point)
(B) P-Q characteristic curve
The main pump regulators are controlled in the
following manner. The output characteristics of each pump depends
on the following pressures.
Power Shift System – The pump regulators are
controlled by the electronic control system. The • Pump output circuit pressure
engine and pump controller continually monitors
the engine speed and the load on the engine. The • Power shift pressure
engine and pump controller sends an electrical
signal to the proportional reducing valve for power • Negative flow control pressure
shift pressure. The proportional reducing valve
assists in controlling the output flow of the pumps The flow rate of each pump is represented on P-Q
by changing the hydraulic signal pressure (power characteristic curve (B) from pressure/flow point
shift pressure) that flows to the pump regulators. (A). Each point on the P-Q characteristic curve
represents the flow rate and pressure when pump
Cross sensing control – The pump regulators are output horsepower is maintained at a constant rate.
controlled by cross sensing control. In order to
maintain the engine horsepower to the pumps at a
constant rate, the pump regulators receive average
delivery pressure of the right pump and the left
pump through the cross sensing control. This is
called constant horsepower control.

Negative Flow Control – When the joysticks and/or

the travel levers/pedals are in the NEUTRAL position
or when the joysticks and/or the travel levers/pedals
are partially moved from the NEUTRAL position,
the pump regulators receive negative flow control
pressure from the main control valve. The main
pumps are controlled by negative flow control
pressure at this time.

Reference: For more information concerning the

power shift system, refer to Systems Operation,
“Pilot Hydraulic System”.
30
Hydraulic System
Systems Operation Section

g00687288
Illustration 33
Pump compartment
(1) Proportional reducing valve (power shift (67) Line (pilot oil flow to proportional (69) Line (power shift pressure from
pressure) reducing valve) proportional reducing valve to left pump
(44) Line (negative flow control pressure to (68) Line (negative flow control pressure to regulator)
right pump regulator) left pump regulator)

g00687763
Illustration 34
Main pumps
(6) Port (negative flow control pressure to (17) Port (negative flow control pressure to
the right pump) the left pump)
 31
Hydraulic System
Systems Operation Section

g00747104
Illustration 35
Left pump regulator
(20) Swashplate (38) Passage (power shift pressure) (51) Sleeve
(26) Pin (41) Spool (52) Shoulder
(31) Passage (42) Pilot piston (54) Pin
(32) Passage (43) Control piston (56) Left body
(33) Passage (average delivery pressure of (46) Passage (65) Piston chamber
the right pump and the left pump) (47) Piston (66) Passage
(34) Guide (48) Piston chamber (P2) Left pump delivery pressure
(35) Slide plate (49) Passage
(36) Control linkage (50) Passage

Left pump delivery pressure (P2) flows through
passage (66) and passage (32) into the left
chamber around spool (41). Spool (41) meters the
oil flow through passage (49) to passage (46),
passage (31) and piston chamber (48) in order to
control the movement of piston (47).
The cross sensing control delivers the average
delivery pressure of the right pump and the left
pump (PM) through passage (33). Under total
horsepower control, the average delivery pressure
of the right pump and the left pump (PM) from
passage (33) acts on shoulder (52) of pilot piston
(42).
32
Hydraulic System
Systems Operation Section

Power shift pressure (PS) that flows through

passage (38) acts on the right end of pilot piston
(42). The average delivery pressure of the right
pump and the left pump (PM) combines with the
power shift pressure (PS) in order to control the
movement of pilot piston (42) and spool (41).

During negative flow control, negative flow control

pressure (PN) from line (44) enters piston chamber
(65). The right end of control piston (43) is
pressurized. Control piston (43) acts on spool (41)
in order to control the output flow of the pump.

The position and the movement of piston (47)

determines the position and the movement of
swashplate (20) and sleeve (51). Pin (26) connects
one end of control linkage (36) to piston (47). The
other end of control linkage (36) is connected to
left body (56) by pin (54). When piston (47) shifts,
control linkage (36) rotates on the axis of pin (54).
The movement of the control linkage causes slide
plate (35) to move sleeve (51). The movement of
sleeve (51) and spool (41) cause passages (49) and
(50) to open, and/or the movement of sleeve (51)
and spool (41) cause passages (49) and (50) to
close. As piston (47) shifts to the right, swashplate
(20) moves toward the minimum angle position.
 33
Hydraulic System
Systems Operation Section

STANDBY Position

g00747107
Illustration 36
Main pump regulator in the STANDBY position
(20) Swashplate (40) Spring (49) Passage
(31) Passage (41) Spool (50) Passage
(32) Passage (42) Pilot piston (52) Shoulder
(33) Passage (average delivery pressure of (43) Control piston (53) Piston chamber
the right pump and the left pump) (44) Passage (NFC) (55) Passage
(36) Control linkage (46) Passage (57) Stopper
(38) Passage (power shift pressure) (47) Piston (65) Piston chamber
(39) Spring (48) Piston chamber (P2) Left pump delivery pressure

Illustration 36 shows the left pump regulator in the
STANDBY position. All of the joysticks and the travel
levers/pedals are in the NEUTRAL position. The
main pump regulators are controlled by the negative
flow control pressure (PN) in piston chamber (65).
The engine and pump controller controls the power
shift pressure (PS) to a level that is dependent
on engine speed. When the main pump regulator
is in the STANDBY position, decreased power
shift pressure flows through passage (38). The
decreased power shift pressure acts on the end
of pilot piston (42).
34
Hydraulic System
Systems Operation Section

The cross sensing control delivers the average

delivery pressure of the right pump and the left
pump (PM) through passage (33). The average
delivery pressure of the right pump and the left
pump (PM) acts on shoulder (52) in the center of
pilot piston (42). Since the main pump regulators
are in the STANDBY position, pressure (PM) in
passage (33) is low pressure standby pressure.

When all of the joysticks and the travel levers/pedals

are in the NEUTRAL position, all of the control
valves for the implements, swing and travel are in
the NEUTRAL position. The oil flow rate through the
center bypass passage in the main control valve is
maximum. The oil flow through the center bypass
passage is restricted at the negative flow control
orifice. High negative flow control pressure (PN)
flows from the main control valve through line (44)
and port (17) to piston chamber (65) of the left
pump regulator. When the negative flow control
pressure is maximum, the output flow of the pump
is maintained at a minimum (STANDBY).

Negative flow control pressure (PN) enters the left

pump regulator at port (17). The negative flow
control pressure (PN) flows to piston chamber
(65). When the negative flow control pressure (PN)
increases, control piston (43) is pushed to the left
against the force of spring (64). As the negative flow
control pressure increases further, control piston
(43) pushes pilot piston (42) and spool (41) to the
left. The movement of the control piston, the pilot
piston and the spool will stop when the force of the
negative flow control pressure becomes equal to
the force of springs (39), (40) and (64). Left pump
delivery pressure (P2) is now blocked at passage
(49).

The negative flow control pressure in piston

chamber (48) flows through passage (31), passage
(50), past spool (41) and through passage (55) to
the case drain of the pump.

The left pump delivery pressure (P2) in piston

chamber (53) pushes piston (47) to the right.
Piston (47) moves to the right until the piston
contacts stopper (57). Control linkage (36) causes
swashplate (20) to rotate toward the minimum angle
position. As a result, the output flow of the pump
decreases.
 35
Hydraulic System
Systems Operation Section

UPSTROKE Position

g00747108
Illustration 37
Main pump regulator in the UPSTROKE position
(20) Swashplate (39) Spring (48) Piston chamber
(31) Passage (40) Spring (49) Passage
(32) Passage (41) Spool (50) Passage
(33) Passage (average delivery pressure of (42) Pilot piston (51) Sleeve
the right pump and the left pump) (43) Control piston (52) Shoulder
(34) Guide (44) Passage (NFC) (64) Spring
(36) Control linkage (46) Passage (65) Piston chamber
(38) Passage (power shift pressure) (47) Piston (P2) Left pump delivery pressure

Three conditions that can cause an increase in flow
from the main pumps are listed below.
• A decrease in the system pressure or a decrease
in the pressure for cross sensing (PM)
Illustration 37 shows the main pump regulator in the
UPSTROKE position due to an decrease in negative
flow control pressure.

• A decrease in power shift pressure

• A decrease in negative flow control pressure
36
Hydraulic System
Systems Operation Section

When the joysticks and/or travel levers/pedals are

slowly moved from the NEUTRAL position, the oil
flow rate through the center bypass passage in
the main control valve decreases proportionally
by the amount of movement of the individual
spools in the main control valve. The negative flow
control pressure decreases proportionally to the
length of spool movement. Therefore, the negative
flow control pressure (PN) that flows to piston
chamber (65) decreases proportionally with the
amount of movement of the joysticks and/or travel
levers/pedals. Control piston (43) moves to the right
against the force of springs (39),(40) and(64). The
angle of swashplate (20) gradually increases and
the output flow of the pump gradually increases.
Since pump delivery flow is proportional to the
amount of movement of the joysticks and/or travel
levers/pedals, fine operation of the implements
can be performed. During fine operation of the
implements, the output flow rate of the pump is
controlled by the negative flow control pressure.

The average delivery pressure of the right pump

and the left pump (PM) from passage (33) acts
on shoulder (52) of pilot piston (42). Power shift
pressure (PS) from passage (38) acts on the right
end of pilot piston (42). The combined force of
pressure (PM) and pressure (PS) attempt to force
pilot piston (42) and spool (41) to the left against
the force of springs (39) and (40). The combined
force of pressure (PM) and pressure (PS) is less
than the force of springs (39) and (40). Springs (39)
and (40) push guide (34) to the right. The position
of spool (41) in sleeve (51) closes passage (50)
so that the flow of left pump delivery pressure (P2)
to the case drain is blocked. Left pump delivery
pressure (P2) now flows through passages (32),
(49), (46) and (31) to piston chamber (48). Now left
pump delivery pressure (P2) acts on both ends of
piston (47). Since the surface area on the right end
of the piston is greater than the surface area on the
left end of the piston, piston (47) is positioned fully
to the left. As a result, control linkage (36) positions
swashplate (20) at the maximum angle position.
At the UPSTROKE position, the pump delivers the
maximum output flow.
 37
Hydraulic System
Systems Operation Section

DESTROKE Position

g00747110
Illustration 38
Main pump regulator in the DESTROKE position
(20) Swashplate (40) Spring (50) Passage
(31) Passage (41) Spool (51) Sleeve
(32) Passage (42) Pilot piston (52) Shoulder
(33) Passage (average delivery pressure of (43) Control piston (53) Piston chamber
the right pump and the left pump) (44) Passage (NFC) (55) Passage
(35) Slide plate (46) Passage (65) Piston chamber
(36) Control linkage (47) Piston (P2) Left pump delivery pressure
(38) Passage (power shift pressure) (48) Piston chamber
(39) Spring (49) Passage

Three conditions that can cause a decrease in flow
from the main pumps are listed below.
• An increase in system pressure or the pressure
for cross sensing (PM)
• An increase in power shift pressure
Illustration 38 shows the main pump regulator in the
DESTROKE position due to an increase in system
pressure.
The negative flow control pressure in piston
chamber (65) is low. Control piston (43) is shifted
to the right.

• An increase in negative flow control pressure

38
Hydraulic System
Systems Operation Section

The average delivery pressure of the right pump

and the left pump (PM) in passage (33) increases.
The increased pressure (PM) acts on shoulder (52)
of pilot piston (42). Pilot piston (42) forces spool
(41) to the left. Spool (41)compresses springs (39)
and (40). Passages (50) and (49) close and the flow
of left pump delivery pressure (P2) from passage
(32) to piston chamber (48) is blocked.

As the average delivery pressure of the right pump

and the left pump (PM) in passage (33) increases
further, pilot piston (42) and spool (41) shift farther
to the left. Passage (50) opens. The oil from piston
chamber (48) now flows through passages (31),
(46), (50) and (55) to the case drain of the pump.
Since the pressure in piston chamber (48) is now
lower than the pressure in piston chamber (53),
piston (47) shifts to the right. As a result, control
linkage (36) moves swashplate (20) toward the
minimum angle position.

Piston (47) is connected to sleeve (51) by control

linkage (36). As piston (47) shifts, the movement
of the control linkage causes slide plate (35) to
move sleeve (51) to the left. Sleeve (51) closes
passages (49) and (50). The spool, the sleeve and
the swashplate stop in a position that maintains the
engine horsepower to the pumps at a constant rate.

Main Control Valve

i01859537

Main Control Valve

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

g00774017
Illustration 39
 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 (left pump)
(38) Negative flow control line (left pump)
(39) Inlet port (right pump)
(40) Negative flow control line (right pump)
(41) Left pump
(42) Pilot pump
(43) Right pump
(44) Hydraulic tank
42
Hydraulic System
Systems Operation Section

g00689563
Illustration 40
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 (left
pump)
(HR) Negative flow signal pressure port
(right 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 42
g00689566
Illustration 41 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 43
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 right pump (43), left
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). The
right pump oil 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). The left pump oil 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 44
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 right 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 left 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, right pump oil 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. Left pump oil 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 right pump oil. 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 left
pump oil. 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 45
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
right pump oil flows through center bypass passage
(12) to the hydraulic tank.
 47
Hydraulic System
Systems Operation Section

i01859878

Negative Flow Control System

SMCS Code: 5050-NE

Introduction
The right pump and the left 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 right pump and the left 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.
g00747318
Illustration 46
Bucket control valve BUCKET CLOSE • Any of the joysticks and/or travel levers/pedals
(2) Port
are partially moved from the NEUTRAL position in
(3) Parallel feeder passage order to perform a fine control operation.
(4) Load check valve
(5) Passage • A boom lower operation is performed alone.
(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.
Illustration 47 g00690034
Main control valve (top view)
(12) Negative flow control line to left pump
(13) Negative flow control line to right pump
The right body of the control valve receives supply
oil from the right pump. Negative flow control
pressure from the right body of the main control
valve flows through negative flow control line (13)
to the right pump. The left body of the control valve
receives supply oil from the left pump. Negative
flow control pressure from the left body of the main
control valve flows through negative flow control
line (12) to the left pump. The negative flow control
operation of the right pump and the left pump is
identical.
48
Hydraulic System
Systems Operation Section

g00774028
Illustration 48
 49
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) Left pump
(15) Right pump
(16) Pilot pump

g00747365
Illustration 49
Bucket control valve (NEUTRAL position)
(3) Center bypass passage

Illustration 48 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 right 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 right pump regulator causes
the swashplate of the right pump to move to the
minimum angle position. The output flow of the right
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 left pump
regulator is identical to the negative flow control
operation of the right pump regulator.
50
Hydraulic System
Systems Operation Section

g00774030
Illustration 50

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) Left pump
(15) Right pump
(16) Pilot pump
g00747366
Illustration 51
Bucket control valve (BUCKET CLOSE position)
(3) Center bypass passage
Illustration 50 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 left pump flows through center
bypass passage (1) to negative flow control orifice
(7). Since all of the oil delivery from left 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 left pump
regulator. The negative flow control operation of the
left pump regulator causes the swashplate of the
left pump to move to the minimum angle position.
The output flow of the left pump is decreased due
to the increased negative flow control pressure that
is created in center bypass passage (1).
51
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 right 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 right 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 right pump regulator, the
right pump regulator moves the swashplate of the
right pump toward the maximum angle position. The
output flow of the right pump is increased since no
negative flow control pressure is created in center
bypass passage (3).
Fine Control Operation
g00747367
Illustration 52
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 right 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.
52
Hydraulic System
Systems Operation Section

The oil delivery from the right pump is now divided

into two flow paths. A portion of the oil delivery
from the right pump flows through center bypass
passage (3) to negative flow control orifice (9).
The remainder of the oil delivery from the right
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 right pump decreases.
The pump regulator causes the swashplate of the
right 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 right
pump is moved to the maximum angle position.
The output flow of the right pump is maximum. The
output flow of the right 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.
 53
Hydraulic System
Systems Operation Section

Relief Valve (Negative Flow Control)

g00747369
Illustration 53
Relief valve (negative flow control)
(2) Return line (9) Negative flow control orifice (19) Relief valve body
(3) Center bypass passage (11) Return passage (20) Valve
(4) Passage (17) Plug (PN) Negative flow control pressure
(5) (18) Spring

The following description is given for the operation After the hydraulic shock is relieved by the relief
of the relief valve that is located in the right body valve for the negative flow control, the force of
of the main control valve. The operation of the relief spring (18) shifts valve (20) to the right. All of the
valve for the negative flow control that is located in output flow from the right pump flows through center
the left body of the main control valve is identical. bypass passage (3), negative flow control orifice (9)
and return line (2) to the hydraulic tank.
Relief valve (5) for the negative flow control consists
of plug (17), spring (18), relief valve body (19) and Negative flow control pressure (PN), that is created
valve (20). When any one of the joysticks and/or in center bypass passage (3), reaches maximum
travel levers/pedals is at the full stroke position, pressure since all of the oil flow is restricted by
the oil flow through center bypass passage (3) negative flow control orifice (9). The negative
is blocked. No oil flows to the relief valve for the flow control pressure flows to the right pump
negative flow control. regulator. The regulator at the right pump causes
the swashplate of the right pump to move to the
When all of the joysticks and/or travel levers/pedals minimum angle position. The output flow of the right
are suddenly returned to the NEUTRAL position, all pump is decreased due to the increase in negative
of the output flow from the right pump flows through flow control pressure (PN).
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.
54
Hydraulic System
Systems Operation Section

i01859556

Relief Valve (Main)

SMCS Code: 5069

g00675736
Illustration 54
Cross section of straight travel control valve and main relief valve
(1) Straight travel control valve (5) Check valve (9) Left pump
(2) Main control valve (6) Main relief valve (10) Right pump
(3) Right travel control valve (7) Delivery line (left pump) (11) Internal passage
(4) Check valve (8) Delivery line (right 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.
 55
Hydraulic System
Systems Operation Section

The oil delivery from right pump (10) enters main

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

Closed Position

g00677421
Illustration 55
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.
56
Hydraulic System
Systems Operation Section

Open Position

g00677470
Illustration 56
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.
 57
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 57
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).
58
Hydraulic System
Systems Operation Section

g00747348
Illustration 58
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).
 59
Hydraulic System
Systems Operation Section

g00747349
Illustration 59
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.

i01859551

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.
60
Hydraulic System
Systems Operation Section

g00747355
Illustration 60
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 right pump is at a destroked position.
The right 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 right 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.
 61
Hydraulic System
Systems Operation Section

g00747356
Illustration 61
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

the NEUTRAL position, the pilot oil pressure at pilot
Boom System
port (9) increases. Spool (10) shifts farther to the
right. The right pump upstrokes farther. The pump i01859538
delivery pressure in center bypass passage (11)
and parallel feeder passage (7) increases. Load Boom Hydraulic System
check valve (4) will not open until the pump delivery
pressure becomes greater than the combined SMCS Code: 5050-BM
force of the work load pressure in passage (2)
and the force of spring (8). Unexpected downward Boom Raise (High Speed)
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 work tool 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
work tool. The load check valve prevents the boom
from lowering.
62
Hydraulic System
Systems Operation Section

g00890319
Illustration 62
 63
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 64
(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 right 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) Left pump
from left pump (27) flows through parallel feeder
(28) Right 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 left oil flow then divides into two flow paths. Part of the
pump (27) and right 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 right 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 63
Main control valve compartment
(16) Boom II control valve
(19) Boom I control valve
64
Hydraulic System
Systems Operation Section

g00747467 g00827976
Illustration 65 Illustration 66
Boom I control valve (BOOM RAISE position) Boom II control valve (BOOM RAISE position)
(14) Load check valve (7) Port
(17) Parallel feeder passage (8) Parallel feeder passage
(18) Return passage (13) Check valve
(20) Port (15) Port
(30) Port (36) Passage
(31) Passage (37) Spring
(32) Passage (38) Spool
(33) Spring (39) Passage
(34) Passage
(35) Spool The pilot oil flow in port (7) of boom II control valve
(16) shifts spool (38) against the force of spring
The pilot oil flow from port (20) shifts spool (35) (37). The oil delivery from the left pump in parallel
of boom I control valve (19) against the force of feeder passage (8) now flows through passage
spring (33). The oil delivery from the right pump (36), passage (39), check valve (13) and flows out
in parallel feeder passage (17) flows through load of port (15) to line (10). The oil delivery from the
check valve (14), passage (31), passage (34) and left pump combines with the oil delivery from the
port (30) to boom drift reduction valve (5). The oil right pump at boom drift reduction valve (5). The
delivery from the right pump shifts valve (4) in boom combined pump oil flows through passage (12) and
drift reduction valve (5) to the right. The oil delivery line (3) to the head end of boom cylinders (1).
from the right pump then flows through line (3) to
the head end of boom cylinders (1). Note: The swing priority valve does not affect the
boom II control valve.
Note: For more information on the boom drift
reduction valve, refer to Systems Operation, “Boom Return oil from the rod end of boom cylinders (1)
Drift Reduction Valve”. 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).
 65
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 right pump (28) now flows to

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

Boom Priority
66
Hydraulic System
Systems Operation Section

g00890327
Illustration 67
 67
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
68
Hydraulic System
Systems Operation Section

g00890333
Illustration 68
 69
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) Left pump
(28) Right pump
(29) Pilot pump
(33) Spring
(40) Orifice
(41) Boom regeneration valve
(42) Port
(43) Orifice
(44) Negative flow control line
(45) Center bypass passage
(46) Port
(48) Valve
(49) Passage
(50) Drain line
(51) Passage
(52) Pilot line
(53) Pilot line

During a BOOM LOWER operation, the oil delivery

from only right 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. g00904282
Illustration 69
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 (43) (17) Parallel feeder passage
in boom I control valve (19) and boom regeneration (18) Return passage
(30) Port
valve (41) 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 (41) to the rod end of the boom cylinders. (42) Orifice
The boom regeneration valve is described later in (45) Orifice
(46) 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 (52). The pilot oil
flow then divides into three flow paths. Part of the
pilot oil flows through port (46) to boom I control
valve (19). Part of the pilot oil flows through port
(42) to boom regeneration valve (41). The remainder
of the pilot oil flows through pilot line (53) 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 right
pump that flows through center bypass passage
(45) is restricted by orifice (43). The negative flow
control pressure in negative flow control line (44)
decreases. The right pump upstrokes because of
the negative flow control operation.
The pilot oil flow from port (46) shifts spool (35) in
boom I control valve (19) against the force of spring
(33). The oil delivery from the right pump in parallel
feeder passage (17) flows through load check valve
(14), passage (49) and port (32). The oil delivery
from the right 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 (48) is shifted by the pilot
pressure from pilot line (53), passage (49) is open
to drain line (50). The return oil pressure shifts valve
(4) to the right. The return oil in line (3) enters
passage (51).
70
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 (51) increases. Most of the return oil flows
through boom regeneration valve (41). The return
oil is now supplied to the rod end of the boom
cylinders through line (2).

Boom Regeneration Valve

g00904285
Illustration 70
Boom regeneration valve (slow boom down)
(11) Main control valve (56) Passage (58) Spool (boom regeneration valve)
(42) Pilot port (57) Check valve (59) Passage
 71
Hydraulic System
Systems Operation Section

g00904286
Illustration 71
Boom regeneration valve (fast boom down)
(11) Main control valve (56) Passage (58) Spool (boom regeneration valve)
(42) Pilot port (57) Check valve (59) Passage

The boom hydraulic circuit contains a regeneration i01788716

circuit. This regeneration circuit allows the return
oil from the head end of the boom cylinders to SmartBoom Hydraulic System
be supplied to the rod end of the boom cylinders
during the BOOM LOWER operation. SMCS Code: 5050-BM

When the joystick for the boom is moved to the Boom Raise (High Speed)
BOOM LOWER position, pilot oil flow from the pilot
control valve (boom and bucket) enters pilot port
(42). Spool (58) in the boom regeneration valve
shifts downward. The return oil from the head end
of the boom cylinders flows through passage (59)
and through the throttling slots on the spool for the
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 right pump. This combined
oil now flows to the rod end of the boom cylinders.

The oil delivery from only the right 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 right pump
is achieved during a BOOM LOWER operation.
72
Hydraulic System
Systems Operation Section

g00915377
Illustration 72
 73
Hydraulic System
Systems Operation Section

Hydraulic schematic for BOOM RAISE (high speed) The oil delivery from right pump (30) flows through
(1) Line (oil flow to boom cylinder head end) parallel feeder passage (21) in main control valve
(2) Boom cylinders (9) to boom I control valve (15). The oil delivery
(3) Boom lowering control valves from left pump (29) flows through parallel feeder
(4) Check valve passage (13) in main control valve (9) to boom II
(5) Line (oil flow from boom cylinder rod end)
(6) Line (oil flow to boom lowering control valve) control valve (20).
(7) Return line
(8) Line When the joystick for the boom is moved to the full
(9) Main control valve BOOM RAISE position, the pilot oil flows from pilot
(10) Valve block
(11) Check valve
control valve (18) through pilot line (26). The pilot
(12) Port oil flow then divides into two flow paths. Part of the
(13) Parallel feeder passage pilot oil flows through pilot line (23) to port (12) of
(14) Return passage main control valve (9). The remainder of the pilot
(15) Boom I control valve oil flows through pilot line (24) to port (25) of the
(16) Spring
(17) Load check valve main control valve.
(18) Pilot control valve (boom and bucket)
(19) Spring A portion of the oil in pilot line (24) also flows
(20) Boom II control valve through pilot line (27) to pressure reducing valve
(21) Parallel feeder passage
(22) Return passage
(28) for boom priority. During a combined operation
(23) Pilot line of BOOM RAISE and STICK IN, the pilot oil flow
(24) Pilot line to pressure reducing valve (28) for boom priority
(25) Port causes the boom circuit to receive oil flow priority.
(26) Pilot line
(27) Pilot line
This allows the boom to raise at a high speed.
(28) Pressure reducing valve for boom priority
(29) Left pump
(30) Right pump
(31) Pilot pump

A BOOM RAISE operation at high speed is

accomplished when the oil delivery from both left
pump (29) and right pump (30) is supplied to the
head end of boom cylinders (2). Boom I control
valve (15) and boom II control valve (20) operate
during the high speed operation. A BOOM RAISE
operation at low speed is accomplished when the
oil delivery from only right pump (30) is supplied to
the head end of boom cylinders (2). During the low
speed operation, boom I control valve (15) operates
alone.

g00915932
Illustration 74
Boom I control valve (BOOM RAISE position)
(16) Spring
(17) Load check valve
(21) Parallel feeder passage
(22) Return passage
(25) Port
(32) Passage
(33) Port
(34) Port
g00915929 (35) Passage
Illustration 73
(36) Spool
Main control valve compartment
(15) Boom I control valve
(20) Boom II control valve
74
Hydraulic System
Systems Operation Section

The pilot oil flow from port (25) shifts spool (36) of
boom I control valve (15) against the force of spring
(16). The oil delivery from the right pump in parallel
feeder passage (21) flows through load check valve
(17), passage (32), passage (35), port (33), and
line (6) to boom lowering control valves (3). The oil
delivery from the right pump then flows through
check valves (4) and lines (1) to the head end of
boom cylinders (2).
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
(15) and boom II control valve (20).
When the boom is raised at a low speed, boom I
control valve (15) opens and boom II control valve
(20) remains closed. The force of spring (16) in
boom I control valve (15) is less than the force of
spring (19) in boom II control valve (20). Because
of the low pilot oil pressure, boom I control valve
(15) will open and boom II control valve (20) will
remain closed.

The oil delivery from right pump (30) now flows to

the head end of boom cylinders (2). Without the
oil delivery from left pump (29), the cylinder rod
movement slows down when the boom is raised.
The low speed operation of the boom is performed.

Boom Priority

g00915935
Illustration 75
Boom II control valve (BOOM RAISE position)
(11) Check valve
(12) Port
(13) Parallel feeder passage
(19) Spring
(37) Passage
(38) Port
(39) Spool
(40) Passage

The pilot oil flow in port (12) of boom II control valve

(20) shifts spool (39) against the force of spring
(19). The oil delivery from the left pump in parallel
feeder passage (13) now flows through passage
(37), passage (40), check valve (11) and flows out
of port (38) to line (8). The oil delivery from the left
pump combines with the oil delivery from the right
pump at block valve (10). The combined pump
oil flows through line (6) to boom lowering control
valves (3) to the head end of boom cylinders (2).

Note: The swing priority valve does not affect the

boom II control valve.

Return oil from the rod end of boom cylinders (2)

flows through line (5) to boom I control valve (15).
The oil then flows through passage (22), return
passage (14), and return line (7) to the hydraulic
tank.
 75
Hydraulic System
Systems Operation Section
76
Hydraulic System
Systems Operation Section

g00925865
Illustration 76
 77
Hydraulic System
Systems Operation Section

Hydraulic schematic for BOOM RAISE and STICK OUT

(2) Boom cylinders
(18) Pilot control valve (boom and bucket)
(28) Pressure reducing valve for boom priority
(41) Stick cylinder
(42) Pilot control valve (stick and swing)
(43) Stick II control valve
(44) Pilot line

During combined operations of BOOM RAISE and

STICK IN, the pilot oil pressure from pilot control
valve (18) for the boom activates pressure reducing
valve (28) for boom priority. Pressure reducing valve
(28) for boom priority causes oil flow priority to the
head end of the boom cylinders (2) 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
pilot control valve (42) for the stick flows through
pressure reducing valve (28) for boom priority to
stick II control valve (43). As the joystick for the
boom is moved farther from the NEUTRAL position
during a BOOM RAISE operation, pilot oil pressure
from pilot control valve (18) for the boom increases.
This gradual increase in pilot oil pressure causes
the spool in pressure reducing valve (28) for the
boom priority to gradually shift.

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

valve (43) from pilot control valve (42) for the stick is
routed to the hydraulic tank. The pilot oil pressure in
pilot line (44) that acts on stick II control valve (43)
decreases. Stick II control valve (43) shifts toward
the NEUTRAL position. The amount of oil flow from
the main pumps to stick cylinders (41) decreases.
This causes a greater portion of the oil flow from the
main pumps to flow to the head end of the boom
cylinders (2).

Since the pilot oil pressure from pilot control valve

(18) for the boom 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
78
Hydraulic System
Systems Operation Section

g00925866
Illustration 77
 79
Hydraulic System
Systems Operation Section

Hydraulic schematic for BOOM LOWER Since the pilot oil pressure has caused the spool
(1) Line (oil flow from boom cylinder head end) in boom I control valve (15) to shift against the
(2) Boom cylinders force of spring (61), the oil delivery from the right
(3) Boom lowering control valves pump that flows through center bypass passage
(5) Line (oil flow to boom cylinder rod end) (55) is restricted by orifice (59). The negative flow
(6) Line (oil flow from boom lowering control valve)
(10) Valve block control pressure in negative flow control line (58)
(15) Boom I control valve decreases. The right pump upstrokes because of
(17) Load check valve the negative flow control operation.
(18) Pilot control valve (boom and bucket)
(20) Boom II control valve
(21) Parallel feeder passage
Reference: For more information concerning the
(22) Return passage negative flow control operation, refer to Systems
(29) Left pump Operation, “Negative Flow Control”.
(30) Right pump
(31) Pilot pump
(45) Valve
(46) Passage
(47) Valve
(48) Pilot line
(49) Pilot line
(50) Flow control valve
(51) Solenoid valve (SmartBoom)
(52) Pilot line
(53) Port
(54) Passage
(55) Center bypass passage
(56) Boom regeneration valve
(57) Pilot line
(58) Negative flow control line
(59) Orifice
(60) Orifice
(61) Spring

During a BOOM LOWER operation, the oil delivery

from only right pump (30) is supplied to boom
cylinders (2) through boom I control valve (15).
Boom I control valve (15) operates alone. Boom II
control valve (20) is not operational in the BOOM
LOWER operation.

The BOOM LOWER operation contains a

regeneration circuit. When the joystick for the boom
is moved to the BOOM LOWER position, orifice (59)
in boom I control valve (15) and boom regeneration
valve (56) are operational in the boom hydraulic g00916884
Illustration 78
circuit. The return oil flow from the head end of
boom cylinders (2) flows through boom regeneration Boom I control valve (BOOM LOWER position)
valve (56) to the rod end of the boom cylinders. (17) Load check valve
The boom regeneration valve is described later in (21) Parallel feeder passage
(22) Return passage
this section. (33) Port
(34) Port
When the joystick for the boom is moved to the (36) Spool
BOOM LOWER position, pilot oil from pilot control (53) Port
(59) Orifice
valve (18) flows through pilot line (57). The pilot (60) Orifice
oil flow then divides into three flow paths. Part of (61) Spring
the pilot oil flows through pilot line (49), solenoid (62) Passage
valve (51), and flow control valve (50) to boom I
control valve (15). Part of the pilot oil flows through The pilot oil flow from port (53) shifts spool (36) in
pilot line (52) to boom regeneration valve (56). The boom I control valve (15) against the force of spring
remainder of the pilot oil flows through pilot line (48) (61). The oil delivery from the right pump in parallel
to boom lowering control valves (3). feeder passage (21) flows through load check valve
(17), passage (62) and port (34). The oil delivery
from the right pump then flows through line (5) to
the rod end of boom cylinders (2).
80
Hydraulic System
Systems Operation Section

The return oil from the head end of boom cylinders

(2) flows through line (1) into boom lowering control
valves (3). Pilot pressure in pilot line (48) shifts
valves (47) open. The return oil pressure in line (1)
shifts valves (45) open. The return oil in line (1) flows
through valves (45), passages (46), and valves (47)
to line (6). The return oil then flows through line (6)
and valve block (10) to passage (54).

A portion of the return oil flows into port (33) of

boom I control valve (15). The return oil flow is
restricted by orifice (60). The return oil pressure in
passage (54) increases. Most of the return oil flows
through boom regeneration valve (56). The return
oil is combined with the oil delivery from the right
pump. The combined oil flow is supplied to the rod
end of the boom cylinders through line (5).

Boom Regeneration Valve

g00916919
Illustration 79
Boom regeneration valve (slow boom down)
(9) Main control valve (64) Passage (66) Spool (boom regeneration valve)
(63) Pilot port (65) Check valve (67) Passage
 81
Hydraulic System
Systems Operation Section

g00916921
Illustration 80
Boom regeneration valve (slow boom down)
(9) Main control valve (64) Passage (66) Spool (boom regeneration valve)
(63) Pilot port (65) Check valve (67) Passage

The boom hydraulic circuit contains a regeneration

circuit. This regeneration circuit allows the return
oil from the head end of the boom cylinders to
be supplied to the rod end of the boom cylinders
during the BOOM LOWER operation.

When the joystick for the boom is moved to the

BOOM LOWER position, pilot oil flow from pilot
control valve (18) enters pilot port (63). Spool (66)
in the boom regeneration valve shifts downward.
The return oil from the head end of the boom
cylinders flows through passage (67) and through
the throttling slots on the spool for the boom
regeneration valve to check valve (65). Check valve
(65) opens and the return oil flows through passage
(64). The return oil from the head end of the boom
cylinders in passage (64) combines with the oil
delivery from the right pump. This combined oil now
flows to the rod end of the boom cylinders.

The oil delivery from only the right 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 right pump
is achieved during a BOOM LOWER operation.

SmartBoom Operation
82
Hydraulic System
Systems Operation Section

g00915786
Illustration 81
 83
Hydraulic System
Systems Operation Section

SmartBoom (DOWN mode)

(1) Line (oil flow from boom cylinder head end)
(2) Boom cylinders
(3) Boom lowering control valves
(5) Line (oil flow to boom cylinder rod end)
(6) Line (oil flow from boom lowering control valve)
(10) Valve block
(15) Boom I control valve
(18) Pilot control valve (boom and bucket)
(29) Left pump
(30) Right pump
(31) Pilot pump
(45) Valve
(47) Valve
(48) Pilot line
(49) Pilot line
(50) Flow control valve
(51) Solenoid valve (SmartBoom)
(56) Boom regeneration valve
(57) Pilot line
(68) Check valve
(69) Check valve
(70) Line
(71) Pressure switch
(72) Return line

When the switch for the SmartBoom is in the DOWN

mode, no pump oil is used to lower the boom. The
boom will lower by the weight of the boom and the
load.

Solenoid valve (51) and check valve (69) are

energized when the switch for SmartBoom is in
the DOWN mode. When pilot control valve (18) is
moved to the DOWN position, pilot oil flows through
line (57) to pilot lines (48) and (49).

Solenoid valve (51) blocks the pilot oil in line (49)

to boom I control valve (15). The boom I control
valve remains in the NEUTRAL position. The pilot
oil in line (49) also shifts boom regeneration valve
(56) to the right.

Pilot oil in line (48) shifts valves (47) to the OPEN

position. This will allow return oil from the head
end of the boom cylinders to flow through line
(1), and boom lowering control valves (3) to line
(6). Because boom I control valve (15) is in the
NEUTRAL position, the return passage in the main
control valve is blocked. Since check valve (69) is
energized, the oil from the head end of the boom
cylinders will flow through line (70), check valve
(69), and line (72) to the hydraulic tank. The boom
will lower by the weight of the boom.
84
Hydraulic System
Systems Operation Section

g00926192
Illustration 82
SmartBoom (Up/Down) mode
(2) Boom cylinders (68) Solenoid valve (73) Line
(5) Line (oil flow to boom cylinder rod end) (72) Return line

When the switch for the SmartBoom is in the UP and Oil from the rod end of boom cylinders (2) will flow
DOWN mode, the boom will follow the contours of through line (5), line (73), solenoid valve (68), and
the ground as machine operations are performed. return line (72) to the hydraulic tank. The boom is
allowed to float UP and DOWN.
When the switch for the SmartBoom is in the UP
and DOWN mode, solenoid valve (68), solenoid
valve (69), and solenoid valve (51) are energized.

The BOOM LOWER function operates in the same

manner that is described when the machine is in
the DOWN mode.
 85
Hydraulic System
Systems Operation Section

i01426779

Boom Drift Reduction Valve

SMCS Code: 5143-BM

The boom drift reduction valve is placed in the

boom circuit between the main control valve and
the boom cylinders. When the joystick for the boom
is in the NEUTRAL position, the boom drift reduction
valve stops oil leakage from the head end of the
boom cylinders . Stopping oil leakage prevents
boom drift.

Boom Raise

g00747497
Illustration 83
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.
86
Hydraulic System
Systems Operation Section

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.

Boom Lower

g00747498
Illustration 84
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
 87
Hydraulic System
Systems Operation Section

When the joystick is moved to perform a BOOM

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

The return oil from the boom cylinder head 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
head end of the boom cylinders flows through port
(8), passage (1) and passage (7) to the boom I
control valve.

i01801103

Control Valve (Boom Lowering)

SMCS Code: 5147-BM

The boom lowering control valves are located on

the head end of the boom cylinders.

The boom lowering control valve has two functions:

• The boom lowering control valve prevents the

boom from falling if a hydraulic supply line fails or
if a supply tube to a boom cylinder fails.

• The boom lowering control valve allows the

operator to manually lower the boom when the
engine is shut down.

Reference: For information on lowering the boom

manually, see Operation and Maintenance Manual,
“Equipment Lowering with Engine Stopped”.
88
Hydraulic System
Systems Operation Section

Illustration 85
Partial schematic
(1) Boom cylinders
(2) Boom lowering control valves
g00833330
(3) Main control valve
(4) Pilot control valve
 89
Hydraulic System
Systems Operation Section

BOOM RAISE Operation

g00833390
Illustration 86
Boom lowering control valve
(1) Port (boom cylinder head end) (5) Spring (9) Passage
(2) Passage (6) Passage (10) Port
(3) Spring chamber (7) Line relief valve (11) Spool
(4) Check valve (8) Port (12) Passage

When the operator moves the joystick to the BOOM

RAISE position, oil from the main control valve flows
through port (8) in the boom lowering control valve.
As the oil pressure increases, check valve (4) shifts
against the force of spring (5). This allows oil to flow
through passage (6) and passage (2) to the head
end of the boom cylinders. The rod is extended and
the boom raises.
90
Hydraulic System
Systems Operation Section

BOOM LOWER Operation

g00834081
Illustration 87
Boom lowering control valve
(1) Port (boom cylinder head end) (13) Orifice
(2) Passage (14) Notch
(7) Line relief valve (15) Port
(8) Port (16) Spring
(9) Passage (17) Orifice
(10) Port (18) Valve
(11) Spool (19) Spring chamber
(12) Passage (20) Passage

When the operator moves the joystick to the BOOM
LOWER position, pilot oil flows from the pilot control
valve to port (10) of the boom lowering control
valve. The pilot pressure moves spool (11) to the
right. Orifices (13) open. This allows oil from spring
chamber (19) to flow through passage (20) to port
(15).
As the joystick is moved further to the BOOM
LOWER position, the pilot pressure in port (10)
increases. Because spool (11) is shifted to the right,
the passage in notch (14) opens. This connects
passages (9) and (12). Oil from port (1) flows
through port (8) to the main control valve.

When orifices (13) are opened, the pressure in

spring chamber (19) decreases. Valve (18) is shifted
to the right against the force of spring (16) by the
pressure in passage (2). This connects passages
(2) and (9).
 91
Hydraulic System
Systems Operation Section

Manual Boom Lower

g00833641
Illustration 88
(21) Seat
(22) Locknut
(23) Valve
(24) Ball

As seat (21) is turned counterclockwise, ball (24)

will shift. As ball (24) is shifted, oil is allowed to flow
through port (1) and valve (22) to port (15). Oil from
the head end of the cylinder flows through port (15)
to the hydraulic tank. This allows the boom to lower.

Stick System
i01859528

Stick Hydraulic System

SMCS Code: 5050

Stick Out
92
Hydraulic System
Systems Operation Section

g00890401
Illustration 89
 93
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 head end) control valve (21) and stick II control valve (13) are
(3) Line (oil flow to stick cylinder rod end) operational for both the STICK IN operation and
(4) Valve the STICK OUT operation. When the stick I control
(5) Stick drift reduction valve
(6) Main control valve valve and the stick II control valve are operated, the
(7) Line oil delivery from right pump (29) and left 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 right 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 left 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
(27) Pilot control valve (stick and swing)
pilot oil flows through pilot line (24) to stick I control
(28) Left pump valve (21) in main control valve (6). The remainder
(29) Right 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 left 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 left 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 right 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 90 oil delivery from the right pump now flows through
Main control valve check valve (16) and the stick II control valve to line
(13) Stick II control valve (7). The remainder of the oil delivery from the right
(21) Stick I control valve 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 right pump
in line (7) flows to stick drift reduction valve (5) and
combines with the oil delivery from the left 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 91 g00695556 Stick In

Main control valve (bottom view)
(5) Stick drift reduction valve
94
Hydraulic System
Systems Operation Section

g00890405
Illustration 92
 95
Hydraulic System
Systems Operation Section

Hydraulic schematic for STICK IN (fast with regeneration) Since the pilot oil pressure has caused the spool
(1) Stick cylinder in stick I control valve (21) to shift downward, the
(2) Line (oil flow to stick cylinder head end) oil delivery from the left pump flows through center
(3) Line (oil flow from stick cylinder rod 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 right
(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 right 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 right pump in line (42) flows to line (2) and
(27) Pilot control valve (stick and swing) combines with the oil delivery from the left pump.
(28) Left pump The combined pump oil flows to the head end of
(29) Right 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
(35) Pilot line
(5). Valve (4) in the stick drift reduction valve shifts
(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 right
pump and the left 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).
96
Hydraulic System
Systems Operation Section

g00890410
Illustration 93
 97
Hydraulic System
Systems Operation Section

Hydraulic schematic for STICK IN (slow without regeneration)

(1) Stick cylinder
(2) Line (oil flow to stick cylinder head end)
(3) Line (oil flow from stick cylinder rod 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) Left pump
(29) Right 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).
98
Hydraulic System
Systems Operation Section

Stick Regeneration Valve

g00747505
Illustration 94
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 right pump and the left pump.
This combined oil flow now flows into the head end
of the stick cylinder.
 99
Hydraulic System
Systems Operation Section

Stick Unloading Valve

g00747506
Illustration 95
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 right pump and the left 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.
100
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.
 101
Hydraulic System
Systems Operation Section

Stick Out

g00694228
Illustration 96
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.
102
Hydraulic System
Systems Operation Section

Stick In

g00694231
Illustration 97
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 i01859507
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.
 103
Hydraulic System
Systems Operation Section
104
Hydraulic System
Systems Operation Section

g00890458
Illustration 98
 105
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 right 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 right pump regulator, the right pump
(11) Orifice regulator moves the swashplate of the right pump
(12) Load check valve toward the maximum angle position. The output
(13) Spring flow rate of the right 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) Left pump is supplied by the right pump only, the negative
(22) Right pump control pressure in center bypass passage (7) is
(23) Pilot pump high. Left pump (21) remains at the destroked
position.
The oil delivery for the bucket hydraulic circuit is
supplied by right 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 99
(9) Bucket control valve
The oil delivery from right pump (22) flows through
center bypass passage (8) in main control valve (5)
to bucket control valve (9). The oil delivery from left
pump (21) flows through center bypass passage (7)
in main control valve (5). Illustration 98 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 right 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.
106
Hydraulic System
Systems Operation Section

Cylinders
i01468748

Cylinders (Boom, Stick and

Bucket)
SMCS Code: 7562

g00766295
Illustration 100
(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
 107
Hydraulic System
Systems Operation Section

g00766296
Illustration 101
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.

g00766297
Illustration 102
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.

Swing System
i01800759

Swing Hydraulic System

SMCS Code: 5050
108
Hydraulic System
Systems Operation Section

g00747565
Illustration 103
 109
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 g00697580
Illustration 104
(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) Left pump
(29) Right 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 105
(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 left pump (28) only. When either one of The oil delivery from left pump (28) flows through
the joysticks is moved from the NEUTRAL position, center bypass passage (52) in main control valve
swing parking brake (3) is released. The swing (14) to swing control valve (18). The oil delivery
motor is mounted on top of the swing drive. The from right pump (29) flows through center bypass
swing drive is installed on the upper structure. passage (53) in main control valve (14). Illustration
The swing drive reduces the motor speed by two 103 shows the main control valve when only the
stages. The swing drive rotates the upper structure. swing hydraulic circuit is activated.

Reference: For more information concerning the
operation of the swing motor, refer to Systems
Operation, “Swing Motor”.
Reference: For more information concerning the
operation of the swing drive, refer to Systems
Operation, “Swing Drive”.
When the hydraulic activation control lever is in
the UNLOCKED position, the oil delivery from pilot
pump (30) flows to pilot oil manifold (35) and swing
parking brake solenoid valve (31). The oil delivery
from the pilot pump also flows to pilot control valve
(23).

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)”.
110
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 left
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

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

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.
 111
Hydraulic System
Systems Operation Section

g00812571
Illustration 106
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
112
Hydraulic System
Systems Operation Section

g00821462
Illustration 107
SWING RIGHT operation (swing priority OFF)
(4) Swing motor (22) Passage (29) Right 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) Left pump (50) Spring
 113
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 left 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 left pump (28)
to stick I control valve (19) is not restricted. Swing
priority is not activated.
114
Hydraulic System
Systems Operation Section

g00812941
Illustration 108
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
 115
Hydraulic System
Systems Operation Section

g00821463
Illustration 109
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) Left pump (48) Passage
(21) Passage (29) Right 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).
116
Hydraulic System
Systems Operation Section

The oil delivery from left pump (28) in parallel feeder

passage (15) is restricted by orifice (46) in check
valve (45). A portion of the oil delivery from the left
pump flows into passage (42). Swing priority is now
activated. Most of the oil delivery from the left 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.

i01859483

Swing Motor
SMCS Code: 5058-ZW
 117
Hydraulic System
Systems Operation Section

g00681940
Illustration 110
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 • The rotary group consists of the following
three groups : components : cylinder barrel (24), pistons (23),
shoes (26), retainer plate (25), and drive shaft (9).
118
Hydraulic System
Systems Operation Section

• 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).
Left pump supply oil 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).
Shoe (26) is pressed against the upper surface
of plate (7) by the force of piston (23). The shoe
and the piston slide along the slope of plate
(7) in a counterclockwise direction. This sliding
force causes cylinder barrel (24) to rotate in a
counterclockwise direction (28). As each piston
reaches the bottom center position (A), oil flows
through passage (27) in valve plate (19). This oil
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.

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)”.

i01798891

Pilot Valve (Swing Parking

Brake)
SMCS Code: 5059; 5483

g00682196
Illustration 111
Motor passages
(A) Bottom center position
(B) Inlet side (high pressure)
(C) Top center position
(D) Outlet side (low pressure)
(13) Passage (valve plate)
(15) Return passage
(16) Port
(17) Port
(18) Supply passage
(20) Passage (cylinder barrel)
(27) Passage (valve plate)
(28) Direction of motor rotation (counterclockwise rotation) Illustration 112 g00682419

(2) Swing parking brake solenoid valve

 119
Hydraulic System
Systems Operation Section

Swing parking brake solenoid valve (2) is located

on the pilot oil manifold. When any one of the
joysticks is moved from the NEUTRAL position, the
swing parking brake solenoid valve is energized in
order to release the swing parking brake. When the
swing parking brake solenoid valve is energized,
pilot oil flows to the swing motor in order to release
the swing parking brake.

Note: Operation of the travel levers/pedals will not

release the swing parking brake.

g00687102
Illustration 113
Swing parking brake (disengaged 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

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).
120
Hydraulic System
Systems Operation Section

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.

g00686766
Illustration 114
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
 121
Hydraulic System
Systems Operation Section

When the joysticks are returned to the NEUTRAL

position, left pump supply oil 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.
122
Hydraulic System
Systems Operation Section

i01859452

Relief Valve (Swing)

SMCS Code: 5454

g00698539
Illustration 115
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
 123
Hydraulic System
Systems Operation Section

g00698540
Illustration 116
Swing motor
(2) Makeup port
(3) Relief valve
(6) Swing motor
(8) Relief valve
(10) Makeup line

g00921861
Illustration 117
Swing relief valve
(4) Return passage (23) Piston chamber (28) Orifice
(7) Passage (24) Passage (29) Passage
(20) Orifice (25) Piston (30) Adjustment plug
(21) Spring (26) Passage
(22) Spool (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.
124
Hydraulic System
Systems Operation Section

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)”.
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 spool (22) of relief
valve (8) to the right (open position) against the
force of spring (21). When spool (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.
After spool (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 left 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).
Spool (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.

At swing relief valve (8), the increased oil pressure

in passage (7) flows through orifice (20) in spool
(22) and passage (26) to piston chamber (27). The
force of spring (21) is less than the relief valve
pressure setting. This causes spool (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).

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
spool (22) and into return passage (4).
 125
Hydraulic System
Systems Operation Section

i01320340

Oil Makeup (Swing System)

SMCS Code: 5080-ZW

g00698539
Illustration 118
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. g00698656
Illustration 119
(10) Makeup line
(18) Slow return check valve
(19) Return line
126
Hydraulic System
Systems Operation Section

A vacuum condition occurs at port (12) and

passage (1) due to the insufficient oil delivery from
the left 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).

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
Illustration 120 g00698668 swing left operation.
Slow return check valve
(10) Makeup line i01859440
(16) Return line
(18)
(19)
Slow return check valve
Return line
Relief Valve (Cushion
Crossover)
When all of the control valves for implements, swing (Anti-Reaction Valves)
and travel are in the NEUTRAL position, the oil
delivery from the right pump and the left pump SMCS Code: 5111; 5454
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, Illustration 121 g00698830
the return oil from the swing motor continues to Swing motor
flow through passage (7) and port (13) to return
(1) Block
line (16). The return oil pressure in passage (7) (2) Swing motor
increases but the return oil pressure in passage (7) (3) Anti-reaction valve (left swing)
remains lower than the pressure setting of swing (4) Anti-reaction valve (right swing)
relief valve (8). Swing relief valve (8) remains in the
CLOSED position.
 127
Hydraulic System
Systems Operation Section

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).

g00698836
Illustration 122
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
128
Hydraulic System
Systems Operation Section

During a swing operation of the upper structure,

the oil delivery from the left 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
left 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 123
 129
Hydraulic System
Systems Operation Section

Anti-reaction valve (swing operation)

(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 left 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 left pump at

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

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

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 left 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).
130
Hydraulic System
Systems Operation Section

g00698949
Illustration 124
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
 131
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 left pump to motor activation of anti-reaction valve (4), the swing
rotary group (5) is blocked at the swing control movement of the upper structure stops with a
valve. The motor rotary group continues to rotate minimal shock load at a desired position. A more
due to the mass (weight and size) of the upper exact swing movement is possible. A slight shock
structure. Since the return oil flow from the motor load may occur due to the gear backlash of the
rotary group is also blocked at the swing control swing drive.
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).
132
Hydraulic System
Systems Operation Section

g00698994
Illustration 125
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.
 133
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.

i01700486

Solenoid Valve (Fine Swing)

SMCS Code: 5479

g00479383
Illustration 126
Side of swing motor
(1) Block
(2) Swing motor
(3) Anti-reaction valve
(4) Anti-reaction valve
(35) Fine swing solenoid valve
134
Hydraulic System
Systems Operation Section

g00479488
Illustration 127
Fine swing solenoid valve
(1) Block (35) Solenoid (40) Spring
(8) Passage (36) Fine swing valve (41) Orifice
(9) Passage (37) Passage (42) Orifice
(10) Passage (38) Passage
(31) Passage (39) Spool

The fine swing control is installed in order to ensure

an exact movement of the swing with minimal shock
load. This is done by equalizing the oil pressure
in passage (8) and (10).

When fine swing solenoid (35) is de-energized,

spool (39) is in the NEUTRAL position. Spool (39)
is located in valve (36). The NEUTRAL position
creates a closed connection between passages
(37) and (38). In this position, the swing circuit
operates in the normal manner.

When the fine swing control switch is ON, solenoid

(35) is energized. Spool (39) shifts downward
g00682690
against the force of spring (40). With the spool in
Illustration 128 this position, passage (8) is open to passage (10)
The fine swing control switch is on the right side instrument panel. through passages (37) and (38). Orifices (41) and
(42) control the flow rate. Orifices (41) and (42) are
located in block (1).
 135
Hydraulic System
Systems Operation Section

Because the right and the left swing circuits are now
connected to each other, some of the outlet oil is
allowed to flow to the inlet side. The operation of the
swing circuit is more precise with this connection.

Note: When the fine swing control switch is ON, the

swing brake is OFF.

i01470062

Swing Drive
SMCS Code: 5459

g00674518
Illustration 129
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
gears. The planetary gears reduce the rotational
speed of the swing motor. The swing motor is bolted
to the top of the swing drive. The swing drive is
bolted to the upper structure. The teeth of the swing
drive output pinion shaft (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.
• 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 swing drive is divided into the following two

groups :
136
Hydraulic System
Systems Operation Section

• 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.

g00721789
Illustration 130
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.
 137
Hydraulic System
Systems Operation Section

Illustration 131
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 132
Rotation of pinion shaft
(8) Pinion shaft
(15) Bearing gear (swing bearing)
(18) Position of moving pinion shaft
138
Hydraulic System
Systems Operation Section

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).
The output flow from the right pump flows through
the swivel to the right travel motor. The output flow
from the left 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. The final drive (55)
increases the torque and the rotational force drives
track (53) via sprocket (54).

Travel System
i01665589

Travel Hydraulic System

SMCS Code: 5050

Travel Control

g00699127
Illustration 135
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
Illustration 133 g00699122 SPEED position. When the travel speed control
switch is set at the LOW SPEED position, the tortoise
(1) Left travel motor
(52) Travel brake valve 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.
g00699126
Illustration 134
Final drive
(53) Track
(54) Sprocket
(55) Final drive
 139
Hydraulic System
Systems Operation Section

g00699131
Illustration 136
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
140
Hydraulic System
Systems Operation Section

g00774085
Illustration 137
 141
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 (HIGH SPEED) 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 right pump and the left
(9) Swashplate control piston (LOW SPEED) pump to flow to swivel (30). The swivel transfers the
(10) Parking brake
(11) Passage (return oil)
oil delivery from the rotating upper structure to the
(12) Displacement change valve lines in the lower structure. The oil delivery flows to
(13) Passage left travel motor (1) and right travel motor (15).
(14) Line (pilot system oil pressure)
(15) Right travel motor Note: The right and left travel controls function in
(16) Swashplate
(17) Swashplate control piston (LOW SPEED) the same manner. The explanation for the left travel
(18) Passage (supply oil) control will be used to explain both the right and
(19) Passage left travel controls.
(20) Displacement change valve
(21) Passage (return oil)
(22) Swashplate control piston (HIGH SPEED)
When the left travel lever/pedal is moved to the
(23) Passage FORWARD TRAVEL position, pilot system oil
(24) Passage pressure from travel pilot control valve (44) flows
(25) Passage through pilot line (42) to left travel control valve
(26) Passage
(27) Line (pilot system oil pressure)
(38). The spool in the left travel control valve shifts
(28) Line (return oil) in an upward direction. The oil delivery from the left
(29) Line (supply oil) pump in center bypass passage (40) flows through
(30) Swivel passage (39), left travel control valve (38), passage
(31) Line (supply oil) (35), line (33), swivel (30) and line (29) to left travel
(32) Line (return oil)
(33) Line (supply oil)
motor (1).
(34) Line (return oil)
(35) Passage (supply oil) The oil delivery from the left pump enters left travel
(36) Passage (return oil) motor (1) and flows through counterbalance valve
(37) Return passage
(38) Left travel control valve
(8) and passage (5) to motor rotary group (3). At
(39) Passage the same time, a portion of the oil delivery from the
(40) Center bypass passage left pump flows through passage (7) and brake pilot
(41) Right travel control valve valve (6) to parking brake (10). The parking brake
(42) Pilot line (forward left travel) is released and the oil delivery from the left pump
(43) Pilot line (forward right travel)
(44) Travel pilot control valve causes the motor to rotate.
(45) Return line
(46) Pressure sensor for right pump delivery
(47) Pressure sensor for left pump delivery
(48) Travel speed solenoid valve
(49) Left pump
(50) Right pump
(51) Pilot pump

g00747519
Illustration 138
Main control valve
(38) Left travel control valve
(41) Right travel control valve
142
Hydraulic System
Systems Operation Section
LOW SPEED
Illustration 139
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
(9) Swashplate control piston
(11) Passage (return oil)
(12) Displacement change valve
(13) Passage
g00747943
(27) Pilot line
(46) Pressure sensor (left pump)
(48) Travel speed solenoid valve
(49) Left pump
(51) Pilot pump
(56) Travel speed control switch
(58) Left travel lever/pedal
(A) Indicator for HIGH SPEED
(B) Indicator for LOW SPEED
(C) Engine and pump controller
 143
Hydraulic System
Systems Operation Section

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. A portion of the oil flow
from the left pump in passage (5) flows through
passage (13) and displacement change valve
(12) to swashplate control piston (9). As a result,
swashplate control piston (9) moves swashplate (2)
to the maximum displacement position. At the same
time, the oil that acts on swashplate control piston
(4) flows into the case drain of the travel motor. 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), 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 right pump. The right travel motor functions in
the same manner as the left travel motor in the LOW
SPEED position.

HIGH SPEED

g00773193
Illustration 140
144
Hydraulic System
Systems Operation Section
Illustration 141
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
(9) Swashplate control piston
(11) Passage (return oil)
(12) Displacement change valve
(13) Passage
g00747944
(27) Pilot line
(46) Pressure sensor (left pump)
(48) Travel speed solenoid valve
(49) Left pump
(51) Pilot pump
(56) Travel speed control switch
(58) Left travel lever/pedal
(A) Indicator for HIGH SPEED
(B) Indicator for LOW SPEED
(C) Engine and pump controller

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 left pump flows through the displacement
change valve to swashplate control piston (4).
Swashplate control piston (4) moves swashplate (2)
to the minimum displacement position. At the same
time, the oil that acts on swashplate control piston
(9) flows into the case drain of the travel motor.
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), 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 right pump. The right travel motor functions in
the same manner as the left travel motor in HIGH
SPEED position.
Automatic Travel Speed Change
g00699272
Illustration 142
Main pump compartment
(46) Pressure sensor for right pump delivery
(47) Pressure sensor for left pump delivery
145
Hydraulic System
Systems Operation Section
Pressure sensor (46) monitors the delivery pressure
of the right pump. Pressure sensor (47) monitors
the delivery pressure of the left 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 (14) 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.
i01793297
Pilot Valve (Travel)
SMCS Code: 5059-PQ
146
Hydraulic System
Systems Operation Section

g00709830
Illustration 143
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.
 147
Hydraulic System
Systems Operation Section

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.
The return pilot oil at the opposite end of the spool
in the travel control valve returns to the travel pilot
control valve through port (22). Since spool (11)
is pushed upward by the force of spring (10), the
return pilot oil flows through passage (17), passage
(15), passage (14), return chamber (13) and port
(12) to the hydraulic tank.
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.
Travel lever/pedal (1) operates the same way in the
REVERSE TRAVEL position.
i01859413
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).
148
Hydraulic System
Systems Operation Section

g00682968
Illustration 144
Travel motor
(1) Drive shaft (13) Port (25) Passage
(2) Stopper (14) Valve plate (26) Brake spring
(3) Piston (15) Head (27) Brake piston
(4) Swashplate (16) Stopper (28) Port
(5) Slipper (17) Piston (29) Drain port
(6) Retainer (18) Guide (30) Port
(7) Barrel (19) Spacer (31) Port
(8) Piston guide (20) Spring (32) Spool
(9) Check valve (21) Piston (33) Spring
(10) Check valve (22) Friction plate (34) Displacement change valve
(11) Passage (23) Separator plate
(12) Brake pilot valve (24) Passage
 149
Hydraulic System
Systems Operation Section

g00766167
Illustration 145
Travel motor (partial schematic)
(3) Piston (12) Brake pilot valve (29) Drain port
(4) Swashplate (14) Valve plate (30) Port
(9) Check valve (17) Piston (31) Port
(10) Check valve (28) Port (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: piston guide (8), 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: piston (3), check valve (9), g00700542
check valve (10), piston (17), and displacement Illustration 146
change valve (34). Motor passage (side view from head)
(A) Top center
The flow of the oil delivery from the pump depends (B) Outlet side (low pressure)
on the direction of travel. The oil delivery from the (C) Bottom center
(D) Inlet side (high pressure)
pump flows into the travel motor through port (30) (24) Passage (barrel)
or port (31). Pump oil is forced out of the travel (25) Passage (valve plate)
motor through port (31) or (30). (35) Passage (valve plate)

The case drain oil returns to the hydraulic tank
through drain port (29) of head (15).
The oil delivery from the left 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.
Slipper (5) is coupled to the piston. Slipper (5) and
the piston slide on the surface of plate (4) from the
top center to the bottom center. Slipper (5) and the
piston rotate with barrel (7). Left pump supply oil
flows through passage (25) of valve plate (14) into
pistons (21). Oil is discharged through passage (11)
of piston (21). The oil then flows through passage
(35) of valve plate (14). The oil then flows through
port (31). The barrel turns counterclockwise.
150
Hydraulic System
Systems Operation Section

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 right pump through port (30), the right
travel motor turns clockwise for forward travel.
When the oil delivery from the right pump flows
through port (31), the right travel motor turns
counterclockwise for reverse travel.

i01323955

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, “Piston
Motor (Travel)”.
 151
Hydraulic System
Systems Operation Section

g00700527
Illustration 147
Parking brake (parking brake engaged)
(1) Brake pilot valve (7) Housing (13) Brake piston
(2) Port (8) Barrel (14) Passage
(3) Drive shaft (9) Friction plate (15) Spring
(4) Head (10) Separator plate (16) Valve
(5) Passage (11) Piston guide (17) Retainer
(6) Brake spring (12) Piston chamber (18) Orifice

In the parking brake section of the travel motor, Orifice (18) restricts return oil flow from piston
separator plates (10) are splined to housing (7). chamber (12). The restriction of the return oil
Friction plates (9) are splined to barrel (8). flow delays the application of the parking brake.
The parking brake is delayed in order to give the
When the travel lever/pedal is returned to the machine time to stop. Earlier wear and/or damage
NEUTRAL position, the oil delivery from the pump to the machine could result if the machine stayed
is blocked at the travel control valve in the main in motion.
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.
152
Hydraulic System
Systems Operation Section

g00701882
Illustration 148
Parking brake (brake released)
(1) Brake pilot valve (7) Housing (13) Brake piston
(2) Port (8) Barrel (14) Passage
(3) Drive shaft (9) Friction plate (15) Spring
(4) Head (10) Separator plate (16) Valve
(5) Passage (11) Piston guide (17) Retainer
(6) Brake spring (12) Piston chamber (18) Orifice

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.
 153
Hydraulic System
Systems Operation Section

i01581710

Displacement Change Valve

SMCS Code: 3220

Small Displacement Change

Operation

g00820789
Illustration 149
Travel motor (partial diagram)
(1) Swashplate (6) Port (pilot system oil pressure) (11) Passage
(2) Piston (7) Port (supply oil or return oil) (12) Piston chamber
(3) Piston chamber (8) Check valve (13) Piston
(4) Passage (9) Check valve
(5) Displacement change valve (10) Port (supply oil or return oil)
154
Hydraulic System
Systems Operation Section

g00675199
Illustration 150
Small displacement change operation
(1) Swashplate (11) Passage (pump delivery flow)
(2) Piston (12) Piston chamber
(3) Piston chamber (13) Piston
(4) Passage (return oil) (14) Spool
(5) Displacement change valve (15) Spring
(6) Port (pilot system oil pressure) (16) Body
(7) Port (supply oil or return oil) (17) Spool chamber
(8) Check valve (18) Spool chamber
(9) Check valve (19) Passage (return oil)
(10) Port (supply oil or return oil) (20) Hydraulic tank
 155
Hydraulic System
Systems Operation Section

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 (6) of displacement change
valve (5). Spool (14) moves to the right against the
force of spring (15) until the spool contacts body
(16). Main pump oil flows from passage (7) of the
travel motor through check valve (8). The main
pump oil then flows through spool chamber (17)
and passage (11) to piston chamber (12). The oil
in piston chamber (12) moves piston (13) against
swashplate (1). Swashplate (1) forces piston (2) into
piston chamber (3). The oil in piston chamber (3)
flows through passage (4), spool chamber (18) and
passage (19) to hydraulic tank (20). As a result, the
angle of swashplate (1) is decreased and the motor
displacement is decreased. The travel speed is
maximum in this condition.
156
Hydraulic System
Systems Operation Section

Large Displacement Change

Operation

g00675334
Illustration 151
Large displacement change operation
(1) Swashplate (9) Check valve (17) Spool chamber
(2) Piston (10) Port (supply oil or return oil) (18) Spool chamber
(3) Piston chamber (11) Passage (pump delivery flow) (19) Passage (return oil)
(4) Passage (return oil) (12) Piston chamber (20) Hydraulic tank
(5) Displacement change valve (13) Piston (21) Stopper
(6) Port (pilot system oil pressure) (14) Spool (22) Center passage
(7) Port (supply oil or return oil) (15) Spring
(8) Check valve (16) Body

When the angle of swashplate (1) in the travel

motor increases, the displacement of the travel
motor increases. The angle of swashplate (1) in the
travel motor will increase and the travel speed will
decrease during the following two conditions.

1. The angle of swashplate (1) 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 (6) of
displacement change valve (5). Spool (14)
moves to the left by the force of spring (15) until
the spool contacts stopper (21). Main pump oil
flows from port (7) of the travel motor through
check valve (8). The main pump oil then flows
through spool chamber (18) and passage (4) into
piston chamber (3). The oil in piston chamber
(3) moves piston (2) against swashplate (1). The
angle of swashplate (1) increases. Swashplate
(1) forces piston (13) into piston chamber (12).
The oil in piston chamber (3) flows through
passage (4), spool chamber (17) and center
passage (22) of spool (14). The oil then flows
through passage (19) to hydraulic tank (20).
As the angle of swashplate (1) increases, the
displacement of the travel motor increases and
the travel speed decreases.
2. The angle of swashplate (1) 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.
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 (1) increases and the
displacement of the travel motor increases. The
travel speed decreases.
157
Hydraulic System
Systems Operation Section
i01859396
Travel Counterbalance Valve
SMCS Code: 5051-KV
g00701651
Illustration 152
Left travel motor and travel counterbalance valve
(1) Crossover relief valve (reverse travel)
(16) Crossover relief valve (forward travel)
(22) Port (supply port for forward travel)
(28) 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.
158
Hydraulic System
Systems Operation Section

Counterbalance Valve Operation

During Level Travel

g00829884
Illustration 153
Travel counterbalance valve (level travel)
(1) Crossover relief valve (reverse travel) (13) Passage (25) Passage
(2) Orifice (14) Passage (26) Passage
(3) Ball (15) Spring (27) Port
(4) Passage (16) Crossover relief valve (forward travel) (28) Port
(5) Spring (17) Spring (29) Passage
(6) Valve (18) Spring chamber (30) Spring
(7) Passage (19) Passage (31) Check valve
(8) Passage (20) Spring (32) Passage
(9) Passage (21) Passage (33) Counterbalance valve
(10) Passage (22) Port (supply port for forward travel) (34) Check valve
(11) Valve (23) Passage (35) Travel counterbalance valve
(12) Spool (24) Port
 159
Hydraulic System
Systems Operation Section

Counterbalance valve (33) consists of spool (12),

check valve (31), check valve (34), spring (17)
and spring (30). During forward travel on level
ground, pump oil is supplied to port (22). The oil
flows through port (22), passage (21), passage (4),
passage (7) and port (24) to the rotary group of the
travel motor. The oil also flows through port (24) to
the rotary group of the travel motor.

A portion of the oil delivery from the left pump in

port (22) flows through passage (23). Ball (3) moves
to the left against the force of spring (20). The oil
delivery then flows through passage (19) into spring
chamber (18). The oil pressure in spring chamber
(18) acts on the end of spool (12). Spool (12) shifts
to the right against the force of spring (30). Passage
(14) opens.

As spool (12) shifts to the right, return oil from the

travel motor flows through passage (14), port (27),
passage (13), passage (29) and port (28) to the
hydraulic tank.

When the oil flow from port (22) is blocked, the

pressure in spring chamber (18) decreases. The
force of spring (30) shifts spool (12) to the left.
Passage (14) 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 (12) through port (28). Spool
(12) shifts to the right. The return oil flows
through port (22). During reverse travel, the travel
counterbalance valve operates in the same manner
as the forward travel operation.
160
Hydraulic System
Systems Operation Section

Counterbalance Valve Operation

During Slope Travel

g00834222
Illustration 154
Travel counterbalance valve (slope travel)
(1) Crossover relief valve (reverse travel) (13) Passage (25) Passage
(2) Orifice (14) Passage (26) Passage
(3) Ball (15) Spring (27) Port
(4) Passage (16) Crossover relief valve (forward travel) (28) Port
(5) Spring (17) Spring (29) Passage
(6) Valve (18) Spring chamber (30) Spring
(7) Passage (19) Passage (31) Check valve
(8) Passage (20) Spring (32) Passage
(9) Passage (21) Passage (33) Counterbalance valve
(10) Passage (22) Port (supply port for forward travel) (34) Check valve
(11) Valve (23) Passage (35) Travel counterbalance valve
(12) Spool (24) Port
 161
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 (22). A pressure
decrease occurs in spring chamber (18) as well.

The force of spring (30) moves spool (12) to the

left. Passage (14) begins to close. This blocks oil
flow between passage (13) and passage (29). 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 left pump

at port (22) increases. Part of the oil flows through
passage (23). Spool (12) shifts to the right. Passage
(14) opens. Return oil from the travel motor flows
through port (28). The modulation of spool (12)
maintains the proper opening of passage (14) 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 (12) suddenly
closes passage (14). This causes a hydraulic
pressure spike to occur. A damper is provided at
both ends of spool (12) in order to prevent hydraulic
pressure spikes. As spool (12) shifts to the left,
the oil in spring chamber (18) is pressurized. Ball
(3) moves to the left. The oil in spring chamber
(18) flows through passage (19) and orifice (2)
into passage (21). Spool (12) slowly moves to the
left. passage (14) slowly closes. The size and the
position of orifice (2) maintains the proper shock
damper.
162
Hydraulic System
Systems Operation Section

Operation Of Travel Crossover

Relief Valves During Travel Stop

g00829887
Illustration 155
Travel counterbalance valve (travel stop)
(1) Crossover relief valve (reverse travel) (13) Passage (25) Passage
(2) Orifice (14) Passage (26) Passage
(3) Ball (15) Spring (27) Port
(4) Passage (16) Crossover relief valve (forward travel) (28) Port
(5) Spring (17) Spring (29) Passage
(6) Valve (18) Spring chamber (30) Spring
(7) Passage (19) Passage (31) Check valve
(8) Passage (20) Spring (32) Passage
(9) Passage (21) Passage (33) Counterbalance valve
(10) Passage (22) Port (supply port for forward travel) (34) Check valve
(11) Valve (23) Passage (35) Travel counterbalance valve
(12) Spool (24) Port
 163
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 (22) of the
travel counterbalance valve decreases. The force
of spring (30) moves spool (12) to the right to the
neutral position. The mass (weight and size) of
the machine causes the travel motor to continue
to rotate. Passage (14) is closed and the flow of
return oil is blocked. A sudden pressure increase
occurs in passage (13). The return oil in passage
(13) flows through passage (10) to crossover relief
valve (1). Valve (6) shifts to the left. The return oil
in passage (10) flows past the open valve (6) into
suction passage (7) of the travel motor.

g00921856
Illustration 156
Travel crossover relief valve
(5) Spring (37) Passage (41) Orifice
(6) Valve (38) Shock reducing piston (42) Orifice
(7) Return passage (39) Body (43) Spool
(10) Passage (40) Orifice

The return oil pressure in passage (10) flows
through orifice (41) in valve (6). The oil then flows
through orifices (40) and (42) in spool (43). The
return oil now flows through passage (37). Shock
reducing piston (38) shifts to the right against the
force of spring (5). The travel crossover relief valve
maintains the circuit pressure at a lower pressure
until the right end of shock reducing piston (38)
contacts body (39). When the shock reducing
piston is fully shifted to the right, the oil pressure
in passage (10) increases to the pressure setting
of the crossover relief valve. All of the oil flow in
passage (10) now flows past valve (6) into return
passage (7).
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.
164
Hydraulic System
Systems Operation Section

In order to adjust the pressure setting of the i01859384

crossover relief valves, refer to the crossover relief
valves by the functions of the travel control levers. Oil Makeup (Travel System)
Refer to crossover relief valve (16) as left travel
(forward). Refer to crossover relief valve (1) as left SMCS Code: 5080
travel (reverse).

Reference: For more information concerning the

pressure settings of the travel crossover relief
valves, refer to Testing and Adjusting, “Relief Valve
(Travel Motor) - Test and Adjust”.

Travel Parking Brake Operation

When the oil delivery from the left pump at port
(22) of the travel counterbalance valve is blocked,
spool (12) moves to the right. Passage (9) opens.
A portion of the oil delivery in passage (25) flows
through passage (9) and passage (32) in order to
release the travel parking brake. Since passage
(9) opens before passage (14), the rotation of the
motor rotary group does not start until the travel
parking brake is released.

When the oil delivery to port (22) is blocked in

order to stop the rotation of the travel motor, spool
(12) returns to the NEUTRAL position. Passage (9)
closes after passage (14) 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”.

g00701657
Illustration 157
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.

During travel stop, the travel levers/pedals are
moved to the NEUTRAL position. The oil delivery
from the left pump through passage (8) is blocked
at travel control valve (9). The oil delivery from the
left 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.
i01859369
Control Valve (Straight Travel)
SMCS Code: 5462
Straight travel (tracking) can be maintained even
though there is a swing operation or implement
operation during travel.
g00683321
Illustration 158
Main control valve compartment
(1) Right travel control valve
(2) Straight travel control valve
(3) Left travel control valve
Straight travel control valve (2) maintains straight
travel even though there is a swing operation or
implement operation during travel. The straight
travel control valve also improves pipelayer control
or placement of timbers.
165
Hydraulic System
Systems Operation Section
When the machine travels without swing operation
or implement operation, the pressure switch for left
travel and the pressure switch for right travel are
ON. The implement/swing pressure switch is OFF.
The oil delivery from the right pump flows through
right travel control valve (1) to the right travel motor.
The oil delivery from the left pump flows through
straight travel control valve (2) and left travel control
valve (3) to the left travel motor. Because both
travel circuits are separated, the machine continues
to travel straight, unless a difference in travel
resistance occurs between the right and left tracks.
The straight travel system ensures the straight travel
of the machine when other circuits are operated
during travel. The right pump and the left pump
supply oil to the travel motors. The right pump
and the left pump also supply oil for a swing or
implement operation. During travel, if an implement
operation or a swing operation occurs the oil supply
to each travel motor will differ. This would cause the
right travel motor and the left travel motor to rotate
at different speeds. The different speeds will cause
the machine to turn.
The following actions occur when the straight travel
control valve is activated.
• The pressure switch for left travel and the
pressure switch for right travel are ON.
• The implement/swing pressure switch is ON.
• The right pump supplies oil to the left travel circuit
and to the right travel circuit in order to drive both
motors in parallel.
• The swing circuit and implement circuits receive
oil from the left pump. When the machine is
travelling, the swing circuit and implement circuits
do not require a large amount of oil flow. The
swing circuit and implement circuits are operated
at speeds that are low enough for stable machine
operation. The remainder of the oil is shared by
the right travel circuit and the left travel circuit.
166
Hydraulic System
Systems Operation Section

g00747535
Illustration 159
Straight travel control valve (NEUTRAL position)
(1) Parallel feeder passage (8) Passage
(2) Center bypass passage (9) Line (oil delivery from the left pump)
(3) Center bypass passage (10) Line (oil delivery from the right pump)
(4) Parallel feeder passage (11) Passage
(5) Pilot passage (12) Spool
(6) Piston chamber (13) Straight travel control valve
(7) Spring (14) Straight travel solenoid

Pilot oil pressure is sent from the pilot oil manifold
to straight travel solenoid (14). When only the travel
levers/pedals are activated, straight travel solenoid
(14) is not energized. Pilot oil flow to pilot passage
(5) and straight travel control valve (13) is blocked
at the straight travel solenoid. The oil pressure in
piston chamber (6) is low and spool (12) is shifted
to the right by the force of spring (7). The oil delivery
from the right pump and the left pump flows in the
following manner.
• The oil delivery from the left pump flows through
line (9) to passage (8) in the straight travel
control valve. The oil delivery from the left pump
separates into two flow paths. One path flows
through parallel feeder passage (1). The other
path flows through center bypass passage (2)
and into the left travel control valve.

• The oil delivery from the right pump flows through

line (10) to passage (11) in the straight travel
control valve. The oil delivery from the right pump
separates into two flow paths. One path flows
through center bypass passage (3) and into the
right travel control valve. The other path flows
through parallel feeder passage (4).

Illustration 160
Straight travel control valve (activated position)
(1) Parallel feeder passage (7) Spring
(2) Center bypass passage (8) Passage
(3) Center bypass passage (9) Line (oil delivery from the left pump)
(4) Parallel feeder passage (10) Line (oil delivery from the right pump)
(5) Pilot passage (11) Passage
(6) Piston chamber (12) Spool
When the travel levers/pedals are activated at
the same time as either one of the joysticks,
straight travel solenoid (14) is energized. The pilot
oil flows through the straight travel solenoid to
straight travel control valve (13). The pilot oil enters
piston chamber (6). The pilot oil pressure in piston
chamber (6) increases. Spool (12) shifts to the left
against the force of spring (7). The oil delivery
from the right pump and the left pump flows in the
following manner.
• The oil delivery from the right pump flows through
line (10) and passage (11) in the straight travel
control valve. The oil delivery from the right pump
separates into two flow paths. One path flows
through center bypass passage (2) and into the
left travel control valve. The other path flows
through center bypass passage (3) and into the
right travel control valve.
167
Hydraulic System
Systems Operation Section
g00747536
(13) Straight travel control valve
(14) Straight travel solenoid
(15) Check valve
(16) Passage
(17) Passage
(18) Orifice
• The oil delivery from the left pump flows through
line (9) and passage (8) in the straight travel
control valve. The oil delivery from the left pump
separates into two flow paths. One path flows
through parallel feeder passage (1). The other
path flows through passage (16) and into parallel
feeder passage (4). Part of the oil delivery from
the left pump in passage (16) flows through
orifice (18) in spool (12) and opens check valve
(15). The oil now flows through passage (17)
to center bypass passage (2). The oil delivery
from the left pump combines in center bypass
passage (2) with the oil delivery from the right
pump. This increases the drive speed of the right
travel motor and the left travel motor.
i01699429
Pilot Valve (Straight Travel)
SMCS Code: 5059; 5462
The auxiliary pedal control is used for straight travel
operation. The auxiliary pedal control is the third
pedal that controls the travel motors from one pilot
control valve.
168
Hydraulic System
Systems Operation Section

The following components are the main components

of the auxiliary pedal control:

• Hydraulic control
• Pilot oil lines

g00497201
Illustration 161
(1) Cab floorplate
(2) Pedal assembly
(3) Pilot control valve

The hydraulic control is bolted to cab floorplate (1)

on the right side of the travel pedal. The hydraulic
control consists of pedal assembly (2) and pilot
control valve (3).

The auxiliary pedal is operated by depressing

the pedal forward and backward. Depressing the
pedal forward causes the machine to travel straight
forward. Depressing the pedal backward causes
the machine to travel in straight reverse.
 169
Hydraulic System
Systems Operation Section

g00757422
Illustration 162
(3) Pilot control valve (third pedal) (5) Manifold for pilot supply oil (7) Pilot control valve (left travel)
(4) Hydraulic shuttle valve (resolver valve) (6) Main control valve (8) Pilot control valve (right travel)
170
Hydraulic System
Systems Operation Section

g00294229 g00757938
Illustration 163 Illustration 164
Pilot Control Valve Hydraulic Shuttle Valve
(9) Pilot oil supply port (18) Inlet port for straight travel
(10) Passage (19) Inlet port for right travel
(11) Rod (20) Inlet port for left travel
(12) Seat (21) Outlet port
(13) Spring (22) Outlet port
(14) Spring (23) Check ball
(15) Stem (24) Check ball
(16) Passage
(17) Port
The pilot oil goes in port (18). The pilot oil pressure
pushes check ball (23) and check ball (24) against
The description that follows is for forward travel. The port (19) and port (20). The check balls prevent
operation is similar for reverse travel. pilot oil flow from port (19) and port (20). The pilot
oil flows out of port (21) and port (22).
When the hydraulic activation control valve is
activated, pilot oil is supplied to manifold (5). Pilot The pilot oil goes to the main control valve. The pilot
oil flows from manifold (5) to port (9) of pilot control oil shifts the travel control valve which allows main
valve (3). The pilot oil at port (9) goes into passage pump oil to go to the travel motors.
(10).

When pedal (2) is depressed forward, rod (11) and i01268848

seat (12) are pushed down against the force of
springs (13) and (14). When stem (15) moves down, Final Drive
passage (16) is opened to passage (10).
SMCS Code: 4050
As passage (16) is opened, the pilot oil in passage
(10) goes through passage (16) and then out port
(17).

The pilot oil flows from port (17) through hydraulic

shuttle valve (4).
 171
Hydraulic System
Systems Operation Section

g00674170
Illustration 165
Final drive
(1) Planetary carrier (first stage) (8) Motor housing (15) Roller bearing
(2) Bolt (9) Travel motor (16) Ring gear
(3) Sun gear (second stage) (10) Travel motor output shaft (17) Planetary gear (first stage)
(4) Planetary carrier (second stage) (11) Housing (sprocket) (18) Planetary shaft (first stage)
(5) Gear coupling (12) Bolt (19) Roller bearing
(6) Pin (13) Planetary shaft (second stage) (20) Sun gear (first stage)
(7) Bearing (14) Planetary gear (second stage) (21) Cover

The final drive reduces the rotational speed of travel • The components of the first stage reduction are
motor (9). Travel motor output shaft (10) is splined planetary carrier (1), ring gear (16), planetary
to first stage sun gear (20) of the final drive. gear (17) and sun gear (20).

The final drive consists of two groups. The first • The components of the second stage reduction
group is the two stages of the planetary gears. The are sun gear (3), planetary carrier (4), planetary
second group is the output group. gear (14) and ring gear (16).

The two stages of the planetary gears contain the

following components.
172
Hydraulic System
Systems Operation Section

The output group is described in the following

manner. The rotation of housing (11) develops
output torque that is used to drive the track.
Housing (11), ring gear (16) and cover (21) are
held together with bolts (2). Housing (11), ring gear
(16) and cover (21) are held in position by bearing
(7). Housing (11) and cover (21) rotate with ring
gear (16).

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 travel
drive offers a greater reduction ratio when the sun
gear is incorporated in the ring gear.

Planetary Gear Operation

Sun gear (20) is splined to output shaft (10).
The rotation of travel motor output shaft (10) is
transferred to sun gear (20). Sun gear (20) rotates
clockwise. The travel drive assembly operates in
the following manner.

Illustration 166
First stage reduction group
(1) Planetary carrier (first stage)
(16) Ring gear
g00722185
(17) Planetary gear (first stage) (19) Roller bearing
(18) Planetary shaft (first stage) (20) Sun gear (first stage)

Sun gear (20) engages with planetary gears

(17) in the first stage reduction group. Planetary
gears (17) rotate counterclockwise as sun gear
(20) rotates clockwise. Planetary gears (17) also
engage with ring gear (16). Planetary gears (17)
advance clockwise around the teeth of ring gear
(16). Planetary gears (17) are mounted to planetary
carrier (1) by planetary shafts (18) and roller
bearings (19). The assembly of planetary carrier
(1), planetary gears (17), planetary shafts (18) and
roller bearings (19) rotates clockwise.
 173
Hydraulic System
Systems Operation Section

g00722193
Illustration 167
Splines in engagement
(1) Planetary carrier (first stage)
(3) Sun gear (second stage)
(23) Splines in engagement

The rotation of planetary carrier (1) is transferred to

sun gear (3) of the second stage. The splines of
planetary carrier (1) meshes with the teeth of sun
gear (3). Sun gear (3) rotates clockwise.

The splines on planetary carrier (4) of the

second stage engage with the teeth on the outer
circumference of gear coupling (5). Gear coupling
(5) is held to motor housing (8) through pins (6) and
bolts (12). Motor housing (8) is bolted to the track
frame.

Planetary carrier (4) does not rotate. Planetary shaft

(13) does not rotate. The axis of planetary gear (14)
is stationary. This causes ring gear (16) to rotate
counterclockwise.

Ring gears (16) and housing (11) are held

together with bolts (2). The sprocket wheel is
bolted to housing (11). The torque of sun gear
(3) is transferred to housing (11). This causes the
sprocket to rotate counterclockwise. The right track
rotates in the forward direction.

i01331085

Swivel
SMCS Code: 5060
174
Hydraulic System
Systems Operation Section

g00304968
Illustration 168
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
 175
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.

Return System
i01423128

Return Hydraulic System

SMCS Code: 5050-RJ
176
Hydraulic System
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g00688315
Illustration 169
(1) Swing motor (10) Main control valve (19) Return filter
(2) Travel motors (11) Center bypass passage (20) Left pump
(3) Case drain line (12) Negative flow control orifice (21) Right pump
(4) Case drain line (13) Negative flow control orifice (22) Pilot pump
(5) Makeup line (makeup oil to swing motor) (14) Case drain line (23) Case drain filter
(6) Return line (15) Center bypass passage (24) Bypass check valve
(7) Return passage (16) Return line (25) Hydraulic tank
(8) Return line (17) Slow return check valve (26) Case drain line
(9) Return passage (18) Hydraulic oil cooler (27) Suction line

The oil delivery from right pump (21) and left pump
(20) enters main control valve (10). The oil then
flows to return passage (7) and return line (6) in one
of the following manners.
When all joysticks and/or travel levers/pedals are in
the NEUTRAL position, pump low pressure standby
oil from right pump (21) flows through center bypass
passage (11) and negative flow control orifice (12)
to return line (6). Pump low pressure standby oil
from left pump (20) flows through center bypass
passage (15) and negative flow control orifice (13)
to return line (8).
 177
Hydraulic System
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When any one of the joysticks and/or travel i01423131

levers/pedals is shifted from the NEUTRAL position,
center bypass passages (11) and (15) are blocked. Check Valve (Return Makeup)
The return oil from the cylinders and/or motors now (Slow Return Check Valve)
flows through return passage (9) to return line (8).
SMCS Code: 5067; 5080
The return oil from return line (6) and return line (8)
flows through return line (16) and slow return check
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 g00688385

Illustration 170
bypass check valve, refer to Systems Operation, Main control valve compartment (return circuit)
“Bypass Valve (Return)”.
(5) Makeup line (makeup oil to swing motor)
(10) Main control valve
Case drain oil from right pump (21), left pump (20) (17) Slow return check valve
and pilot pump (22) flows into case drain line (26). (29) Inlet line to oil cooler (18)
Case drain oil from swing 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).

Makeup line (5) will route return oil to the inlet port
of the swing motor if a vacuum condition occurs at
the swing motor during swing stop.

For more information concerning the makeup

operation of the return hydraulic system at the swing
motor, refer to the following sections in this manual.

• Systems Operation, “Check Valve (Return

Makeup)”

• Systems Operation, “Oil Makeup (Swing System)”

• Systems Operation, “Relief Valve (Swing)”
178
Hydraulic System
Systems Operation Section

Illustration 171
Slow return check valve and bypass check valve
(5) Makeup line (makeup oil to swing motor)
(16) Return line
(17) Slow return check valve
g00688460
(24) Bypass check valve (30) Return line to bypass check valve
(28) Check valve (33) Return line (return flow to return filter)
(29) Inlet line to oil cooler (18)

Slow return check valve (17) is contained in check i01423132

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
g00688510
flows through return line (30) and the return filter Illustration 172
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).
 179
Hydraulic System
Systems Operation Section

Illustration 173
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
g00688460
(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.
180
Hydraulic System
Systems Operation Section

i01423133

Hydraulic Tank and Filter

SMCS Code: 5056; 5068

g00688158
Illustration 174
(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).

g00688159
Illustration 175
(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 :
 181
Hydraulic System
Systems Operation Section

• Change of air pressure in the hydraulic tank due i01299717

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

i01468259

Oil Filter (Return)

(Case Drain Filter)
SMCS Code: 5068-RJ

g00688423
Illustration 177
(18) Hydraulic oil cooler
(29) Inlet line to hydraulic oil cooler (18)
(30) Return line to bypass check valve
(31) Outlet line from hydraulic oil cooler (18)

The hydraulic oil cooler is mounted in front of the

engine radiator. A portion of the return oil from the
g00686723 main control valves flows through the bypass check
Illustration 176
valve and flows through line (29) to hydraulic oil
Case drain filter cooler (18). The hydraulic oil that is cooled by the
hydraulic oil cooler flows through outlet line (31),
The case drain filter receives case drain oil from return line (30) and the return filter to the hydraulic
the following components. tank.

• Right travel motor

• Left travel motor Work Tool Systems
• Swing motor
i01779649
• Main hydraulic pump (right pump and left pump) Medium Pressure Hydraulic
Case drain oil flow from the right travel motor, the System
left travel motor and the swing motor are combined
at the swivel. The case drain oil flow from these SMCS Code: 5050-PX
components then flows to the case drain filter. The
case drain oil from the main hydraulic pumps also
flows to the case drain filter. Return oil then flows
from the case drain filter to the hydraulic tank.
182
Hydraulic System
Systems Operation Section

g00909872
Illustration 178
 183
Hydraulic System
Systems Operation Section

(1) Rotator motor (12) Passage (return) (23) Passage (load sensing)
(2) Line (13) Spool (24) Shuttle valve
(3) Line (14) Passage (25) Passage (load sensing)
(4) Makeup valve (15) Flow control valve (26) Passage (supply)
(5) Line relief valve (16) Orifice (27) Port (return)
(6) Makeup valve (17) Passage (return) (28) Port (supply)
(7) Line relief valve (18) Relief valve (differential) (29) Hydraulic tank
(8) Relief valve (pilot) (19) Passage (return) (30) Left pump
(9) Passage (20) Relief valve (signal) (31) Auxiliary pump
(10) Spring (21) Spring (32) Right pump
(11) Passage (22) Check valve (33) Pilot pump

The medium pressure circuit is used for work tools Hydraulic oil returns to hydraulic tank (29) from the
that require rotation. Hydraulic shears and grapples motor through line (2), passage (11), spool (13),
are good examples. passage (17), passage (19), and port (27).

Oil pressure is supplied from auxiliary pump (31) to Line relief valve (7) controls the oil pressure in
the control valve. Auxiliary pump (31) is driven by the rotator circuit when the work tool is rotating
left pump (30). counterclockwise.

Flow control valve (15) controls the amount of oil to
pilot relief valve (8). The pilot oil in passage (9) is
used to shift spool (13).
Differential relief valve (18) controls the pressure
in the rotator circuit. When spool (13) is in the
NEUTRAL position, load signal pressure in passage
(25) is low. Differential relief valve (18) will allow
pump oil to return to the hydraulic tank.
To prevent cavitation in the rotator motor during a
stop, makeup oil is supplied to the rotator motor.
When switch (34) is released, oil from auxiliary
pump (31) is blocked by spool (13). Since no oil
delivery is supplied to rotator motor (1), the rotator
motor will attempt to stop. However, the rotator
motor will continue to rotate because of the inertia
(weight and size) of the work tool. This causes a
vacuum condition in line (3). The vacuum creates
a pressure reduction in line (3) which allows oil to
flow through makeup valve (6). This makeup oil
prevents cavitation in the rotator circuit. The work
tool will gradually stop.

Clockwise rotation functions in the same manner

as counterclockwise rotation. When switch (35) is
depressed the solenoid valve is energized and
spool (13) shifts upward against the force of spring
(10). Oil is sent through line (2) to rotator motor (1).

Reference
g00918661
Illustration 179
i01711710
(A) Left joystick
(B) Right joystick
(34) Rotate counterclockwise
Graphic Color Codes
(35) Rotate clockwise
SMCS Code: 5050
By depressing switch (34), the solenoid valve is
energized. Pilot pressure in passage (9) shifts spool
(13) downward against the force of spring (21).
Oil flows from port (28) through passage (26) and
check valve (22) to spool (13). The oil flows through
spool (13), passage (14), and line (3) to rotator
motor (1).

Load signal pressure in passage (23) flows through

shuttle valve (24) and passage (25) to differential
relief valve (18). As the load signal pressure
increases, differential relief valve (18) closes in order
to increase the pump pressure to the rotator motor.
184
Hydraulic System
Systems Operation Section

g00880804
Illustration 180

Index
A H
Accumulator (Pilot) ................................................ 19
B
Boom Drift Reduction Valve................................... 85
Boom Lower....................................................... 86
Boom Raise ....................................................... 85
Boom Hydraulic System ........................................ 61
Boom Lower....................................................... 67
Boom Priority ..................................................... 65
Boom Raise (High Speed) ................................. 61
Boom Raise (Low Speed) .................................. 64
Boom Regeneration Valve ................................. 70
Boom System ........................................................ 61
Bucket Hydraulic System..................................... 102
Bucket System..................................................... 102
Bypass Valve (Return) (Bypass Check Valve)..... 178
C Main Hydraulic System............................................ 4
Check Valve (Load) ............................................... 59
Check Valve (Return Makeup) (Slow Return Check
Valve) ................................................................. 177
Control Valve (Boom Lowering) ............................. 87
BOOM LOWER Operation ................................. 90
BOOM RAISE Operation ................................... 89
Manual Boom Lower .......................................... 91
Control Valve (Straight Travel) ............................. 165
Cylinders.............................................................. 106
Cylinders (Boom, Stick and Bucket) .................... 106
D
Displacement Change Valve ............................... 153
Large Displacement Change Operation........... 156
Small Displacement Change Operation........... 153
E
Electronic Control System ....................................... 9
F Automatic Travel Speed Change Valve .............. 17
Final Drive ........................................................... 170
Planetary Gear Operation................................ 172
G Straight Travel Valve Circuit ............................... 17
Gear Pump (Pilot).................................................. 18
General Information................................................. 4
Graphic Color Codes ........................................... 183
185
Hydraulic System
Index Section
Hydraulic Filter (Pilot) ............................................ 18
Hydraulic Oil Cooler............................................. 181
Hydraulic Tank and Filter ..................................... 180
I
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 ............................................ 27
Construction....................................................... 27
Operation ........................................................... 28
Hydraulic Pump Flow and Pressure Control
System ............................................................... 7
Main Hydraulic Schematic ................................... 4
Main Pump System ............................................... 26
Medium Pressure Hydraulic System ................... 181
N
Negative Flow Control System .............................. 47
Fine Control Operation....................................... 51
Introduction ........................................................ 47
Relief Valve (Negative Flow Control) ................. 53
O
Oil Filter (Return) (Case Drain Filter) .................. 181
Oil Makeup (Swing System) ................................ 125
Oil Makeup (Travel System)................................. 164
P
Pilot Hydraulic System........................................... 10
Boom Priority ..................................................... 17
Pilot Control Valve Circuits................................. 16
Pilot Oil Circuit ................................................... 14
Power Shift Pressure System ............................ 15
Pressure Switch Circuits .................................... 17
Swing Parking Brake.......................................... 17
Swing Priority..................................................... 17
Pilot System........................................................... 10
Pilot Valve (Joystick) .............................................. 23
Pilot Valve (Straight Travel).................................. 167
186
Hydraulic System
Index Section

Pilot Valve (Swing Parking Brake) ....................... 118
Pilot Valve (Travel) ............................................... 145
Pump Control (Main Hydraulic) (Main Pump
Regulator) ............................................................ 29
DESTROKE Position.......................................... 37
Operation ........................................................... 29
STANDBY Position............................................. 33
UPSTROKE Position.......................................... 35
R Forward Travel.................................................. 139
Reference ............................................................ 183
Relief Valve (Cushion Crossover) (Anti-Reaction
Valves) ............................................................... 126
Relief Valve (Line) ................................................. 56
Relief Valve (Main) ................................................ 54
Closed Position .................................................. 55
Open Position .................................................... 56
Relief Valve (Pilot) ................................................. 19
Relief Valve (Swing) ............................................ 122
Return Hydraulic System..................................... 175
Return System..................................................... 175
Travel Counterbalance Valve ............................... 157
Counterbalance Valve Operation During Level
Travel.............................................................. 158
Counterbalance Valve Operation During Slope
Travel.............................................................. 160
Operation Of Travel Crossover Relief Valves During
Travel Stop ..................................................... 162
Travel Parking Brake Operation ....................... 164
Travel Hydraulic System ...................................... 138
Automatic Travel Speed Change...................... 145
HIGH SPEED................................................... 143
LOW SPEED.................................................... 142
Travel Control ................................................... 138
Travel Motor ......................................................... 147
Travel Parking Brake............................................ 150
Travel System ...................................................... 138
W
Work Tool Systems.............................................. 181

SmartBoom Hydraulic System .............................. 71

Boom Lower....................................................... 77
Boom Priority ..................................................... 74
Boom Raise (High Speed) ................................. 71
Boom Raise (Low Speed) .................................. 74
Boom Regeneration Valve ................................. 80
SmartBoom Operation ....................................... 81
Solenoid Valve (Fine Swing)................................ 133
Solenoid Valve (Hydraulic Activation) .................... 21
Solenoid Valve (Proportional Reducing) (Power Shift
System)................................................................ 25
Stick Drift Reduction Valve .................................. 100
Stick In ............................................................. 102
Stick Out .......................................................... 101
Stick Hydraulic System.......................................... 91
Stick In ............................................................... 93
Stick Out ............................................................ 91
Stick Regeneration Valve ................................... 98
Stick Unloading Valve ........................................ 99
Stick System.......................................................... 91
Swing Drive ......................................................... 135
Swing Hydraulic System...................................... 107
Swing Priority................................................... 110
Swing Motor......................................................... 116
Swing System...................................................... 107
Swivel .................................................................. 173
Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
 187
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